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The article presents a cross-cultural study of take-over performance in highly automated driving. As take-over performance is an important measure of safe driving, potential cultural differences could have important implications for the future development of automated vehicles. The study was conducted in two culturally different locations, Seattle, WA (n = 20) and Ljubljana, Slovenia (n = 18), using a driving simulator. While driving, participants voluntarily engaged in secondary tasks. The take-over request (TOR) was triggered at a specific time during the drive, and take-over time and type of response (none, brake, steer) were measured for each participant. Results show significant differences in take-over performance between the two locations. In Seattle 30% of participants in Seattle did not respond to TOR; the remaining 70% responded by braking only, compared to Slovenian participants who all responded by either braking or steering. Participants from Seattle responded significantly more slowly to TOR (M = +1285 ms) than Slovenian participants. Secondary task engagement at TOR also had an effect, with distracted US participants’ response taking significantly longer (M = +1596 ms) than Slovenian participants. Reported differences in take-over performance may indicate cultural differences in driving behavior and trust in automated driving.
Gregor Strle; Yilun Xing; Erika E. Miller; Linda Ng Boyle; Jaka Sodnik. Take-Over Time: A Cross-Cultural Study of Take-Over Responses in Highly Automated Driving. Applied Sciences 2021, 11, 7959 .
AMA StyleGregor Strle, Yilun Xing, Erika E. Miller, Linda Ng Boyle, Jaka Sodnik. Take-Over Time: A Cross-Cultural Study of Take-Over Responses in Highly Automated Driving. Applied Sciences. 2021; 11 (17):7959.
Chicago/Turabian StyleGregor Strle; Yilun Xing; Erika E. Miller; Linda Ng Boyle; Jaka Sodnik. 2021. "Take-Over Time: A Cross-Cultural Study of Take-Over Responses in Highly Automated Driving." Applied Sciences 11, no. 17: 7959.
Autonomous vehicles are expected to take complete control of the driving process, enabling the former drivers to act as passengers only. This could lead to increased sickness as they can be engaged in tasks other than driving. Adopting different sickness mitigation techniques gives us unique types of motion sickness in autonomous vehicles to be studied. In this paper, we report on a study where we explored the possibilities of assessing motion sickness with electrogastrography (EGG), a non-invasive method used to measure the myoelectric activity of the stomach, and its potential usage in autonomous vehicles (AVs). The study was conducted in a high-fidelity driving simulator with a virtual reality (VR) headset. There separate EGG measurements were performed: before, during and after the driving AV simulation video in VR. During the driving, the participants encountered two driving environments: a straight and less dynamic highway road and a highly dynamic and curvy countryside road. The EGG signal was recorded with a proprietary 3-channel recording device and Ag/AgCl cutaneous electrodes. In addition, participants were asked to signalize whenever they felt uncomfortable and nauseated by pressing a special button. After the drive they completed also the Simulator Sickness Questionnaire (SSQ) and reported on their overall subjective perception of sickness symptoms. The EGG results showed a significant increase of the dominant frequency (DF) and the percentage of the high power spectrum density (FSD) as well as a significant decrease of the power spectrum density Crest factor (CF) during the AV simulation. The vast majority of participants reported nausea during more dynamic conditions, accompanied by an increase in the amplitude and the RMS value of EGG. Reported nausea occurred simultaneously with the increase in EGG amplitude. Based on the results, we conclude that EGG could be used for assessment of motion sickness in autonomous vehicles. DF, CF and FSD can be used as overall sickness indicators, while the relative increase in amplitude of EGG signal and duration of that increase can be used as short-term sickness indicators where the driving environment may affect the driver.
Timotej Gruden; Nenad Popović; Kristina Stojmenova; Grega Jakus; Nadica Miljković; Sašo Tomažič; Jaka Sodnik. Electrogastrography in Autonomous Vehicles—An Objective Method for Assessment of Motion Sickness in Simulated Driving Environments. Sensors 2021, 21, 550 .
AMA StyleTimotej Gruden, Nenad Popović, Kristina Stojmenova, Grega Jakus, Nadica Miljković, Sašo Tomažič, Jaka Sodnik. Electrogastrography in Autonomous Vehicles—An Objective Method for Assessment of Motion Sickness in Simulated Driving Environments. Sensors. 2021; 21 (2):550.
Chicago/Turabian StyleTimotej Gruden; Nenad Popović; Kristina Stojmenova; Grega Jakus; Nadica Miljković; Sašo Tomažič; Jaka Sodnik. 2021. "Electrogastrography in Autonomous Vehicles—An Objective Method for Assessment of Motion Sickness in Simulated Driving Environments." Sensors 21, no. 2: 550.
The technology that allows fully automated driving already exists and it may gradually enter the market over the forthcoming decades. Technology assimilation and automated vehicle acceptance in different countries is of high interest to many scholars, manufacturers, and policymakers worldwide. We model the mode choice between automated vehicles and conventional cars using a mixed multinomial logit heteroskedastic error component type model. Specifically, we capture preference heterogeneity assuming a continuous distribution across individuals. Different choice scenarios, based on respondents’ reported trip, were presented to respondents from six European countries: Cyprus, Hungary, Iceland, Montenegro, Slovenia, and the UK. We found that large reservations towards automated vehicles exist in all countries with 70% conventional private car choices, and 30% automated vehicles choices. We found that men, under the age of 60, with a high income who currently use private car, are more likely to be early adopters of automated vehicles. We found significant differences in automated vehicles acceptance in different countries. Individuals from Slovenia and Cyprus show higher automated vehicles acceptance while individuals from wealthier countries, UK, and Iceland, show more reservations towards them. Nontrading mode choice behaviors, value of travel time, and differences in model parameters among the different countries are discussed.
Shelly Etzioni; Jamil Hamadneh; Arnór Elvarsson; Domokos Esztergár-Kiss; Milena Djukanovic; Stelios Neophytou; Jaka Sodnik; Amalia Polydoropoulou; Ioannis Tsouros; Cristina Pronello; Nikolas Thomopoulos; Yoram Shiftan. Modeling Cross-National Differences in Automated Vehicle Acceptance. Sustainability 2020, 12, 9765 .
AMA StyleShelly Etzioni, Jamil Hamadneh, Arnór Elvarsson, Domokos Esztergár-Kiss, Milena Djukanovic, Stelios Neophytou, Jaka Sodnik, Amalia Polydoropoulou, Ioannis Tsouros, Cristina Pronello, Nikolas Thomopoulos, Yoram Shiftan. Modeling Cross-National Differences in Automated Vehicle Acceptance. Sustainability. 2020; 12 (22):9765.
Chicago/Turabian StyleShelly Etzioni; Jamil Hamadneh; Arnór Elvarsson; Domokos Esztergár-Kiss; Milena Djukanovic; Stelios Neophytou; Jaka Sodnik; Amalia Polydoropoulou; Ioannis Tsouros; Cristina Pronello; Nikolas Thomopoulos; Yoram Shiftan. 2020. "Modeling Cross-National Differences in Automated Vehicle Acceptance." Sustainability 12, no. 22: 9765.
Autonomous vehicles are anticipated to play an important role on future mobility offering encouraging solutions to today’s transport problems. However, concerns of the public, which can affect the AVs’ uptake, are yet to be addressed. This study presents relevant findings of an online survey in eight European countries. First, 1639 responses were collected in Spring 2020 on people’s commute, preferred transport mode, willingness to use AVs and demographic details. Data was analyzed for the entire dataset and for vulnerable road users in particular. Results re-confirm the long-lasting discourse on the importance of safety on the acceptance of AVs. Spearman correlations show that age, gender, education level and number of household members have an impact on how people may be using or allowing their children to use the technology, e.g., with or without the presence of a human supervisor in the vehicle. Results on vulnerable road users show the same trend. The elderly would travel in AVs with the presence of a human supervisor. People with disabilities have the same proclivity, however their reactions were more conservative. Next to safety, reliability, affordability, cost, driving pleasure and household size may also impact the uptake of AVs and shall be considered when designing relevant policies.
Miltos Kyriakidis; Jaka Sodnik; Kristina Stojmenova; Arnór Elvarsson; Cristina Pronello; Nikolas Thomopoulos. The Role of Human Operators in Safety Perception of AV Deployment—Insights from a Large European Survey. Sustainability 2020, 12, 9166 .
AMA StyleMiltos Kyriakidis, Jaka Sodnik, Kristina Stojmenova, Arnór Elvarsson, Cristina Pronello, Nikolas Thomopoulos. The Role of Human Operators in Safety Perception of AV Deployment—Insights from a Large European Survey. Sustainability. 2020; 12 (21):9166.
Chicago/Turabian StyleMiltos Kyriakidis; Jaka Sodnik; Kristina Stojmenova; Arnór Elvarsson; Cristina Pronello; Nikolas Thomopoulos. 2020. "The Role of Human Operators in Safety Perception of AV Deployment—Insights from a Large European Survey." Sustainability 12, no. 21: 9166.
The aim of the present study was to investigate the role of driving demands, neuroticism, and their interaction when predicting driving behavior. More precisely, we strived to examine how driving behaviors (i.e., speeding, winding, tailgating and jerky driving) unfold across low and high driving demands and whether they are contingent on a personality factor that has previously been linked to stress reactivity. In a driving simulator, 50 participants with a valid driver’s license (56.6% female, age: M = 30.13, SD = 10.16) were exposed to driving scenarios of different levels of information processing and vehicle handling demands. Additionally, they filled-out a self-report questionnaire that measured their neuroticism. We found that driving behavior became safer in scenarios that were highly demanding in terms of information processing, while this pattern did not emerge with vehicle handling demands. Moreover, tentative support was found for the notion that individuals high in neuroticism are less able to adapt their behavior to higher information processing demands. The present study offers new insights on driving demands in a simulated driving context and points to the potential importance of exploring interactions between personality and situational factors when understanding driving behavior. Additionally, the results of the present study may be used to adapt driver’s education programs.
Sara Tement; Nejc Plohl; Marina Horvat; Bojan Musil; Grega Jakus; Jaka Sodnik. Driving demands, stress reactivity and driving behavior: An interactional approach. Transportation Research Part F: Traffic Psychology and Behaviour 2020, 69, 80 -90.
AMA StyleSara Tement, Nejc Plohl, Marina Horvat, Bojan Musil, Grega Jakus, Jaka Sodnik. Driving demands, stress reactivity and driving behavior: An interactional approach. Transportation Research Part F: Traffic Psychology and Behaviour. 2020; 69 ():80-90.
Chicago/Turabian StyleSara Tement; Nejc Plohl; Marina Horvat; Bojan Musil; Grega Jakus; Jaka Sodnik. 2020. "Driving demands, stress reactivity and driving behavior: An interactional approach." Transportation Research Part F: Traffic Psychology and Behaviour 69, no. : 80-90.
The ability to measure drivers’ physiological responses is important for understanding their state and behavior under different driving conditions. Such measurements can be used in the development of novel user interfaces, driver profiling, advanced driver assistance systems, etc. In this paper, we present a user study in which we performed an evaluation of two commercially available wearable devices for assessment of drivers’ physiological signals. Empatica’s E4 wristband measures blood volume pulse (BVP), inter-beat interval (IBI), galvanic skin response (GSR), temperature, and acceleration. Bittium’s Faros 360 is an electrocardiographic (ECG) device that can record up to 3-channel ECG signals. The aim of this study was to explore the use of such devices in a dynamic driving environment and their ability to differentiate between different levels of driving demand. Twenty-two participants (eight female, 14 male) aged between 18 and 45 years old participated in the study. The experiment compared three phases: Baseline (no driving), easy driving scenario, and demanding driving scenario. Mean and median heart rate variability (HRV), standard deviation of R–R intervals (SDNN), HRV variables for shorter time frames (standard deviation of the average R–R intervals over a shorter period—SDANN and mean value of the standard deviations calculated over a shorter period—SDNN index), HRV variables based on successive differences (root mean square of successive differences—RMSSD and percentage of successive differences, greater than 50 ms—pNN50), skin temperature, and GSR were observed in each phase. The results showed that motion artefacts due to driving affect the GSR recordings, which may limit the use of wrist-based wearable devices in a driving environment. In this case, due to the limitations of the photoplethysmography (PPG) sensor, E4 only showed differences between non-driving and driving phases but could not differentiate between different levels of driving demand. On the other hand, the results obtained from the ECG signals from Faros 360 showed statistically significant differences also between the two levels of driving demand.
Timotej Gruden; Kristina Stojmenova; Jaka Sodnik; Grega Jakus. Assessing Drivers’ Physiological Responses Using Consumer Grade Devices. Applied Sciences 2019, 9, 5353 .
AMA StyleTimotej Gruden, Kristina Stojmenova, Jaka Sodnik, Grega Jakus. Assessing Drivers’ Physiological Responses Using Consumer Grade Devices. Applied Sciences. 2019; 9 (24):5353.
Chicago/Turabian StyleTimotej Gruden; Kristina Stojmenova; Jaka Sodnik; Grega Jakus. 2019. "Assessing Drivers’ Physiological Responses Using Consumer Grade Devices." Applied Sciences 9, no. 24: 5353.
In the era of technological advances and innovations in transportation technologies, application of driving simulators for the investigation and assessment of the driving process provides a safe and suitable testing environment. Although driving simulators are crucial for further improvements in transportation, it is important to resolve one of their main disadvantages–simulator sickness. Therefore, suitable methods for the assessment of simulator sickness are required. The main aim of this paper was to present a non-invasive method for assessing simulator sickness by recording gastric myoelectrical activity–electrogastrography. Open-source hardware for electrogastrography together with recordings obtained in 13 healthy volunteers is presented, and the main aspects of signal processing for artifact cancellation and feature extraction were discussed. Based on the obtained results, it was concluded that slow-wave electrical gastric activity can be recorded during driving simulation by following adequate recommendations and that proposed features could be beneficial in describing non-ordinary electrogastrography signals.
Nenad B. Popović; Nadica Miljković; Kristina Stojmenova; Grega Jakus; Milana Prodanov; Jaka Sodnik. Lessons Learned: Gastric Motility Assessment During Driving Simulation. Sensors 2019, 19, 3175 .
AMA StyleNenad B. Popović, Nadica Miljković, Kristina Stojmenova, Grega Jakus, Milana Prodanov, Jaka Sodnik. Lessons Learned: Gastric Motility Assessment During Driving Simulation. Sensors. 2019; 19 (14):3175.
Chicago/Turabian StyleNenad B. Popović; Nadica Miljković; Kristina Stojmenova; Grega Jakus; Milana Prodanov; Jaka Sodnik. 2019. "Lessons Learned: Gastric Motility Assessment During Driving Simulation." Sensors 19, no. 14: 3175.
This paper presents a driving simulator study in which we investigated whether the Eye Tribe eye tracker (ET) is capable of assessing changes in the cognitive load of drivers through oculography and pupillometry. In the study, participants were asked to drive a simulated vehicle and simultaneously perform a set of secondary tasks with different cognitive complexity levels. We measured changes in eye properties, such as the pupil size, blink rate and fixation time. We also performed a measurement with a Detection Response Task (DRT) to validate the results and to prove a steady increase of cognitive load with increasing secondary task difficulty. The results showed that the ET precisely recognizes an increasing pupil diameter with increasing secondary task difficulty. In addition, the ET shows increasing blink rates, decreasing fixation time and narrowing of the attention field with increasing secondary task difficulty. The results were validated with the DRT method and the secondary task performance. We conclude that the Eye Tribe ET is a suitable device for assessing a driver's cognitive load.
Tomaž Čegovnik; Kristina Stojmenova; Grega Jakus; Jaka Sodnik. An analysis of the suitability of a low-cost eye tracker for assessing the cognitive load of drivers. Applied Ergonomics 2018, 68, 1 -11.
AMA StyleTomaž Čegovnik, Kristina Stojmenova, Grega Jakus, Jaka Sodnik. An analysis of the suitability of a low-cost eye tracker for assessing the cognitive load of drivers. Applied Ergonomics. 2018; 68 ():1-11.
Chicago/Turabian StyleTomaž Čegovnik; Kristina Stojmenova; Grega Jakus; Jaka Sodnik. 2018. "An analysis of the suitability of a low-cost eye tracker for assessing the cognitive load of drivers." Applied Ergonomics 68, no. : 1-11.
The Detection-Response Task is a method for assessing the attentional effects of cognitive load in a driving environment. Drivers are presented with a sensory stimulus every 3–5 s, and are asked to respond to it by pressing a button attached to their finger. Response times and hit rates are interpreted as indicators of the attentional effect of cognitive load. The stimuli can be visual, tactile and auditory, and are chosen based on the type of in-vehicle system or device that is being evaluated. Its biggest disadvantage is that the method itself also affects the driver’s performance and secondary task completion times. Nevertheless, this is an easy to use and implement method, which allows relevant assessment and evaluation of in-vehicle systems. By following the recommendations and taking into account its limitations, researchers can obtain reliable and valuable results on the attentional effects of cognitive load on drivers.
Kristina Stojmenova; Jaka Sodnik. Detection-Response Task—Uses and Limitations. Sensors 2018, 18, 594 .
AMA StyleKristina Stojmenova, Jaka Sodnik. Detection-Response Task—Uses and Limitations. Sensors. 2018; 18 (2):594.
Chicago/Turabian StyleKristina Stojmenova; Jaka Sodnik. 2018. "Detection-Response Task—Uses and Limitations." Sensors 18, no. 2: 594.
Objectives: In this article, we evaluate the sensitivity to cognitive load of 3 versions of the Detection Response Task method (DRT), proposed in ISO Draft Standard DIS-17488. Methods: We present a user study with 30 participants in which we compared the sensitivity to cognitive load of visual, audio, and tactile DRT in a simulated driving environment. The amount of cognitive load was manipulated with secondary n-back tasks at 2 levels of difficulty (0-back and 1-back). We also explored whether the DRT method is least sensitive to cognitive load when the stimuli and secondary task are of the same modality. For this purpose, we used 3 forms to present the n-back task stimuli: visual, audio, and tactile. Responses to the task were always vocal. The experiment was based on a between-subject design (the DRT modalities) with 2 levels of within-subject design study (modalities and difficulty of the secondary n-back tasks). The participants' primary task in the study was to drive safely, and a second priority was to answer to DRT stimuli and perform secondary tasks. Results: The results indicate that all 3 versions of the DRT tested were sensitive to detecting the difference in cognitive load between the reference driving period and driving and engaging in the secondary tasks. Only the visual DRT discriminated between the 0-back and 1-back conditions on mean response time. Contrary to expectations, no interaction was observed between DRT modality and the stimuli modality used for presentation of the secondary tasks. Conclusions: None of the 3 methods of presenting DRT stimuli showed a consistent advantage in sensitivity in differentiating multiple levels of cognitive load if all response times, hit rates, and secondary task performance are considered. If only response time is considered, the visual presentation of the DRT stimulus used in this study showed some advantages. In interpreting these data, it should be noted that the methods of DRT stimulus presentation varied somewhat from the currently proposed draft ISO standard and it is possible that the relative salience level of the visual DRT stimulus influenced the findings. It is further suggested that more than 2 levels of difficulty of the n-back task should be considered for further investigation of the relative sensitivity of different DRT stimuli modalities. Parameters that indicate change in cognitive load (response time, hit rate, task performance) should be analyzed together in assessing the overall impact on the driver and not individually, in order to obtain a fuller insight of the assessed cognitive load.
Kristina Stojmenova; Grega Jakus; Jaka Sodnik. Sensitivity evaluation of the visual, tactile, and auditory detection response task method while driving. Traffic Injury Prevention 2016, 18, 431 -436.
AMA StyleKristina Stojmenova, Grega Jakus, Jaka Sodnik. Sensitivity evaluation of the visual, tactile, and auditory detection response task method while driving. Traffic Injury Prevention. 2016; 18 (4):431-436.
Chicago/Turabian StyleKristina Stojmenova; Grega Jakus; Jaka Sodnik. 2016. "Sensitivity evaluation of the visual, tactile, and auditory detection response task method while driving." Traffic Injury Prevention 18, no. 4: 431-436.
The paper reports on a user study of freehand gesture interaction with a prototype of autostereoscopic 3D light field display. The interaction was based on a direct touch selection of simple objects rendered at different positions in space. The main goal of our experiment was to evaluate the overall user experience and perceived cognitive workload of such freehand interaction in 3D environment and compare it to the simplified touch-based interaction in 2D environment. The results of the experiment confirmed the hypothesis that significantly more time is required for the interaction in 3D than the interaction in 2D. Surprisingly, no significant difference was found in the results of the assessment of cognitive workload when comparing 3D and 2D. We believe the interaction scenario proposed and evaluated in this study could represent an efficient and intuitive future interaction technique for the selection and manipulation of content rendered on autostereoscopic 3D displays
Vamsi Kiran Adhikarla; Grega Jakus; Jaka Sodnik. Design and Evaluation of Freehand Gesture Interaction for Light Field Display. Transactions on Petri Nets and Other Models of Concurrency XV 2015, 54 -65.
AMA StyleVamsi Kiran Adhikarla, Grega Jakus, Jaka Sodnik. Design and Evaluation of Freehand Gesture Interaction for Light Field Display. Transactions on Petri Nets and Other Models of Concurrency XV. 2015; ():54-65.
Chicago/Turabian StyleVamsi Kiran Adhikarla; Grega Jakus; Jaka Sodnik. 2015. "Design and Evaluation of Freehand Gesture Interaction for Light Field Display." Transactions on Petri Nets and Other Models of Concurrency XV , no. : 54-65.
This paper reports on the design and evaluation of direct 3D gesture interaction with a full horizontal parallax light field display. A light field display defines a visual scene using directional light beams emitted from multiple light sources as if they are emitted from scene points. Each scene point is rendered individually resulting in more realistic and accurate 3D visualization compared to other 3D displaying technologies. We propose an interaction setup combining the visualization of objects within the Field Of View (FOV) of a light field display and their selection through freehand gesture tracked by the Leap Motion Controller. The accuracy and usefulness of the proposed interaction setup was also evaluated in a user study with test subjects. The results of the study revealed high user preference for free hand interaction with light field display as well as relatively low cognitive demand of this technique. Further, our results also revealed some limitations and adjustments of the proposed setup to be addressed in future work.
Vamsi Kiran Adhikarla; Jaka Sodnik; Peter Szolgay; Grega Jakus. Exploring Direct 3D Interaction for Full Horizontal Parallax Light Field Displays Using Leap Motion Controller. Sensors 2015, 15, 8642 -8663.
AMA StyleVamsi Kiran Adhikarla, Jaka Sodnik, Peter Szolgay, Grega Jakus. Exploring Direct 3D Interaction for Full Horizontal Parallax Light Field Displays Using Leap Motion Controller. Sensors. 2015; 15 (4):8642-8663.
Chicago/Turabian StyleVamsi Kiran Adhikarla; Jaka Sodnik; Peter Szolgay; Grega Jakus. 2015. "Exploring Direct 3D Interaction for Full Horizontal Parallax Light Field Displays Using Leap Motion Controller." Sensors 15, no. 4: 8642-8663.
This paper describes a user study on the interaction with an in-vehicle information system (IVIS). The motivation for conducting this research was to investigate the subjectively and objectively measured impact of using a single- or multi-modal IVIS while driving. A hierarchical, list-based menu was presented using a windshield projection (head-up display), auditory display and a combination of both interfaces. The users were asked to navigate a vehicle in a driving simulator and simultaneously perform a set of tasks of varying complexity. The experiment showed that the interaction with visual and audio-visual head-up displays is faster and more efficient than with the audio-only display. All the interfaces had a similar impact on the overall driving performance. There was no significant difference between the visual only and audio-visual displays in terms of their efficiency and safety; however, the majority of test subjects clearly preferred to use the multi-modal interface while driving.
Grega Jakus; Christina Dicke; Jaka Sodnik. A user study of auditory, head-up and multi-modal displays in vehicles. Applied Ergonomics 2015, 46, 184 -192.
AMA StyleGrega Jakus, Christina Dicke, Jaka Sodnik. A user study of auditory, head-up and multi-modal displays in vehicles. Applied Ergonomics. 2015; 46 ():184-192.
Chicago/Turabian StyleGrega Jakus; Christina Dicke; Jaka Sodnik. 2015. "A user study of auditory, head-up and multi-modal displays in vehicles." Applied Ergonomics 46, no. : 184-192.
We present the results of an evaluation of the performance of the Leap Motion Controller with the aid of a professional, high-precision, fast motion tracking system. A set of static and dynamic measurements was performed with different numbers of tracking objects and configurations. For the static measurements, a plastic arm model simulating a human arm was used. A set of 37 reference locations was selected to cover the controller’s sensory space. For the dynamic measurements, a special V-shaped tool, consisting of two tracking objects maintaining a constant distance between them, was created to simulate two human fingers. In the static scenario, the standard deviation was less than 0.5 mm. The linear correlation revealed a significant increase in the standard deviation when moving away from the controller. The results of the dynamic scenario revealed the inconsistent performance of the controller, with a significant drop in accuracy for samples taken more than 250 mm above the controller’s surface. The Leap Motion Controller undoubtedly represents a revolutionary input device for gesture-based human-computer interaction; however, due to its rather limited sensory space and inconsistent sampling frequency, in its current configuration it cannot currently be used as a professional tracking system.
Jože Guna; Grega Jakus; Matevž Pogačnik; Sašo Tomažič; Jaka Sodnik. An Analysis of the Precision and Reliability of the Leap Motion Sensor and Its Suitability for Static and Dynamic Tracking. Sensors 2014, 14, 3702 -3720.
AMA StyleJože Guna, Grega Jakus, Matevž Pogačnik, Sašo Tomažič, Jaka Sodnik. An Analysis of the Precision and Reliability of the Leap Motion Sensor and Its Suitability for Static and Dynamic Tracking. Sensors. 2014; 14 (2):3702-3720.
Chicago/Turabian StyleJože Guna; Grega Jakus; Matevž Pogačnik; Sašo Tomažič; Jaka Sodnik. 2014. "An Analysis of the Precision and Reliability of the Leap Motion Sensor and Its Suitability for Static and Dynamic Tracking." Sensors 14, no. 2: 3702-3720.
The aim of the user study presented in this paper was to investigate the efficiency of single and multimodal user interfaces for in-vehicle control and information systems and their impact on driving safety. A windshield projection (HUD) of a hierarchical list-based visual menu was compared to an auditory representation of the same menu and to a combination of both representations. In the user study 30 participants were observed while operating a driving simulator and simultaneously solving tasks of different complexity with the three interfaces. The variables measured in the user study were task completion times, driving performance and the perceived workload. Our study shows that the single modality auditory interface is the least efficient representation of the menu; the multimodal audio-visual interface, however, shows a strong tendency to be superior to both the auditory and visual single modality interfaces with regards to driver distraction and efficiency.
Christina Dicke; Grega Jakus; Jaka Sodnik. Auditory and Head-Up Displays in Vehicles. Transactions on Petri Nets and Other Models of Concurrency XV 2013, 551 -560.
AMA StyleChristina Dicke, Grega Jakus, Jaka Sodnik. Auditory and Head-Up Displays in Vehicles. Transactions on Petri Nets and Other Models of Concurrency XV. 2013; ():551-560.
Chicago/Turabian StyleChristina Dicke; Grega Jakus; Jaka Sodnik. 2013. "Auditory and Head-Up Displays in Vehicles." Transactions on Petri Nets and Other Models of Concurrency XV , no. : 551-560.
Introduction This article reports on a study that explored the benefits and drawbacks of using spatially positioned synthesized speech in auditory interfaces for computer users who are visually impaired (that is, are blind or have low vision). The study was a practical application of such systems—an enhanced word processing application compared to conventional screen-reading software with a braille display. Methods Two types of user interfaces were compared in two experimental conditions: a JAWS screen reader equipped with an ALVA 544 Satellite braille display and a custom auditory interface based on spatialized speech. Twelve participants were asked to read and process three different text files with each interface and to collect the information about their form and structure. Task-completion times and the correctness of the perceived information on text decorations, text alignment, and table structures were measured. Results The spatial auditory interface proved to be significantly faster (3 minutes, 12 seconds) than the JAWS screen reader with ALVA braille display (8 minutes, 38 seconds), F(1,70) = 391.523, p < .001, and 15% more accurate when gathering information on text alignment, F(1,70) = 28.220, p < .001. No significant difference between the interfaces could be established when comparing questions on text decorations, F(1,70) = 0.912, p = .343, or table structures, F(1,70) = 1.045, p = .310). Discussion The findings show that the auditory interface with spatialized speech is more than 160% faster than the tactile interface while remaining equally accurate and effective for gathering information on various properties of text and tables. Implications for practitioners The spatial location of synthesized speech can be used for the fast presentation of the physical position of texts in a file, their alignment, the dimensions of tables, and the position of specific texts within tables. The quality of spatial sound reproduction can play an important role in the overall performance of such systems.
Jaka Sodnik; Grega Jakus; Sašo Tomažič. The use of Spatialized Speech in Auditory Interfaces for Computer users who are Visually Impaired. Journal of Visual Impairment & Blindness 2012, 106, 634 -645.
AMA StyleJaka Sodnik, Grega Jakus, Sašo Tomažič. The use of Spatialized Speech in Auditory Interfaces for Computer users who are Visually Impaired. Journal of Visual Impairment & Blindness. 2012; 106 (10):634-645.
Chicago/Turabian StyleJaka Sodnik; Grega Jakus; Sašo Tomažič. 2012. "The use of Spatialized Speech in Auditory Interfaces for Computer users who are Visually Impaired." Journal of Visual Impairment & Blindness 106, no. 10: 634-645.
Jaka Sodnik; Grega Jakus; Sašo Tomažič. Multiple spatial sounds in hierarchical menu navigation for visually impaired computer users. International Journal of Human-Computer Studies 2011, 69, 100 -112.
AMA StyleJaka Sodnik, Grega Jakus, Sašo Tomažič. Multiple spatial sounds in hierarchical menu navigation for visually impaired computer users. International Journal of Human-Computer Studies. 2011; 69 (1-2):100-112.
Chicago/Turabian StyleJaka Sodnik; Grega Jakus; Sašo Tomažič. 2011. "Multiple spatial sounds in hierarchical menu navigation for visually impaired computer users." International Journal of Human-Computer Studies 69, no. 1-2: 100-112.