Using vision to control locomotion: looking where you want to go

Coordination of gaze and action during high-speed steering and obstacle avoidance

When humans navigate through complex environments, they coordinate gaze and steering to sample the visual information needed to guide movement. Gaze and steering behavior have been extensively studied in the context of automobile driving along a winding road, leading to accounts of movement along well-defined paths over flat, obstacle-free surfaces. However, humans are also capable of visually guiding self-motion in environments that are cluttered with obstacles and lack an explicit path. An extreme example of such behavior occurs during first-person view drone racing, in which pilots maneuver at high speeds through a dense forest. In this study, we explored the gaze and steering behavior of skilled drone pilots. Subjects guided a simulated quadcopter along a racecourse embedded within a custom-designed forest-like virtual environment. The environment was viewed through a head-mounted display equipped with an eye tracker to record gaze behavior. In two experiments, subjects performed the task in multiple conditions that varied in terms of the presence of obstacles (trees), waypoints (hoops to fly through), and a path to follow. Subjects often looked in the general direction of things that they wanted to steer toward, but gaze fell on nearby objects and surfaces more often than on the actual path or hoops. Nevertheless, subjects were able to perform the task successfully, steering at high speeds while remaining on the path, passing through hoops, and avoiding collisions. In conditions that contained hoops, subjects adapted how they approached the most immediate hoop in anticipation of the position of the subsequent hoop. Taken together, these findings challenge existing models of steering that assume that steering is tightly coupled to where actors look. We consider the study's broader implications as well as limitations, including the focus on a small sample of highly skilled subjects and inherent noise in measurement of gaze direction.

Influence of continuous edge-line delineation on drivers' lateral positioning in curves: a gaze-steering approach

Recent research indicates that installing shoulders on rural roads for safety purposes causes drivers to steer further inside on right bends and thus exceed lane boundaries. The present simulator study examined whether continuous rather than broken edge-line delineation would help drivers to keep their vehicles within the lane. The results indicated that continuous delineation significantly impacts the drivers' gaze and steering trajectories. Drivers looked more towards the lane centre and shifted their steering trajectories accordingly. This was accompanied by a significant decrease in lane-departure frequency when driving on a 3.50-m lane but not on a 2.75-m lane. Overall, the findings provide evidence that continuous delineation influences steering control by altering the visual processes underlying trajectory planning. It is concluded that continuous edge-line delineation between lanes and shoulders may induce safer driver behaviour on right bends, which has potential implications for preventing run-off-road crashes and cyclist safety.Practitioner summary: This study examined how continuous and broken edge lines influence driving behaviour around bends with shoulders. With continuous delineation, drivers gazed and steered in the bend further from the edge line and thus had fewer lane departures. Continuous marking can therefore help prevent run-off-road crashes and improve cyclists' safety.

What Attracts the Driver’s Eye? Attention as a Function of Task and Events

This study explores how drivers of an automated vehicle distribute their attention as a function of environmental events and driving task instructions. Twenty participants were asked to monitor pre-recorded videos of a simulated driving trip while their eye movements were recorded using an eye-tracker. The results showed that eye movements are strongly situation-dependent, with areas of interest (windshield, mirrors, and dashboard) attracting attention when events (e.g., passing vehicles) occurred in those areas. Furthermore, the task instructions provided to participants (i.e., speed monitoring or hazard monitoring) affected their attention distribution in an interpretable manner. It is concluded that eye movements while supervising an automated vehicle are strongly ‘top-down’, i.e., based on an expected value. The results are discussed in the context of the development of driver availability monitoring systems.

Theoretical interpretation of drivers' gaze strategy influenced by optical flow

Driver analysis, particularly revealing where drivers gaze, is a key factor in understanding drivers’ perception. Several studies have examined drivers’ gaze behavior and the two main hypotheses that have been developed are Tangent Point (TP) and Future Path Point (FP). TP is a point on the inner side of the lane, where the driver’s gaze direction becomes tangential with the lane edge. FP is an arbitrary single point on the ideal future path for an individual driver on the road. The location of this single point is dependent on the individual driver. While these gaze points have been verified and discussed by various psychological experiments, it is unclear why drivers gaze at these points. Therefore, in this study, we used optical flow theory to understand drivers’ gaze strategy. Optical flow theory is a method to quantify the extent to which drivers can perceive the future path of the vehicle. The results of numerical simulations demonstrated that optical flow theory can potentially estimate drivers’ gaze behavior. We also conducted an experiment in which the observed driver gaze behavior was compared to calculated gaze strategy based on optical flow theory. The experimental results demonstrate that drivers’ gaze can be estimated with an accuracy of 70.8% and 65.1% on circular and straight paths, respectively. Thus, these results suggest that optical flow theory can be a determining factor in drivers’ gaze strategy.

Drivers use active gaze to monitor waypoints during automated driving

Automated vehicles (AVs) will change the role of the driver, from actively controlling the vehicle to primarily monitoring it. Removing the driver from the control loop could fundamentally change the way that drivers sample visual information from the scene, and in particular, alter the gaze patterns generated when under AV control. To better understand how automation affects gaze patterns this experiment used tightly controlled experimental conditions with a series of transitions from 'Manual' control to 'Automated' vehicle control. Automated trials were produced using either a 'Replay' of the driver's own steering trajectories or standard 'Stock' trials that were identical for all participants. Gaze patterns produced during Manual and Automated conditions were recorded and compared. Overall the gaze patterns across conditions were very similar, but detailed analysis shows that drivers looked slightly further ahead (increased gaze time headway) during Automation with only small differences between Stock and Replay trials. A novel mixture modelling method decomposed gaze patterns into two distinct categories and revealed that the gaze time headway increased during Automation. Further analyses revealed that while there was a general shift to look further ahead (and fixate the bend entry earlier) when under automated vehicle control, similar waypoint-tracking gaze patterns were produced during Manual driving and Automation. The consistency of gaze patterns across driving modes suggests that active-gaze models (developed for manual driving) might be useful for monitoring driver engagement during Automated driving, with deviations in gaze behaviour from what would be expected during manual control potentially indicating that a driver is not closely monitoring the automated system.

Drivers' visual attention during the onset of the circular yellow indication at high-speed signalized intersections

Objective: Drivers have difficulty deciding whether to stop at the stop line or proceed through the intersection at the onset of the circular yellow (CY) indication. The purpose of this study was to understand how drivers distribute their visual attention when the traffic signal turns to the CY indication at high-speed signalized intersections, and whether factors such as time to stop line, headway or following vehicle type, influence overt visual attention.Method: Data included eye-tracking metrics from 45 participants during a 24-scenario driving simulator experiment. Three areas of interest (AOIs) were defined (traffic signal, rear view mirror, and side view mirrors).Results: Results showed that while the CY indication was displayed, total fixation durations (TFDs) were highest on the traffic signal (626 s), lower for the rear view mirror (50 s), and lowest for the side view mirrors (3 s). Repeated-measures ANOVAs indicated that the type of following vehicle influenced TFDs. Being followed by a heavy vehicle resulted in drivers shifting their fixations away from the traffic signal. Drivers fixated on the traffic signal more when followed by a passenger car than they did when followed by a heavy vehicle. Additionally, higher time to stop lines resulted in greater TFDs on the traffic signal.Conclusions: This study highlights the importance of understanding the fixation behavior of drivers and the factors that influence drivers' visual attention. These findings could guide future efforts by the transportation community to involve drivers in training programs to emphasize the risks associated with ignoring rear view mirrors during their response to CY indications.

The (Under)Use of Eye-Tracking in Evolutionary Ecology

To survive and pass on their genes, animals must perform many tasks that affect their fitness, such as mate-choice, foraging, and predator avoidance. The ability to make rapid decisions is dependent on the information that needs to be sampled from the environment and how it is processed. We highlight the need to consider visual attention within sensory ecology and advocate the use of eye-tracking methods to better understand how animals prioritise the sampling of information from their environments prior to making a goal-directed decision. We consider ways in which eye-tracking can be used to determine how animals work within attentional constraints and how environmental pressures may exploit these limitations.

Visual control of steering in curve driving

This pair of studies investigated steering in the absence of continuous visual information. In a driving simulator, participants steered a curving path that was displayed either continuously or intermittently. Optic flow conditions were manipulated to alter the nature of the heading information with respect to the path being steered. Removing or biasing heading information had little effect on steering even during long and frequent path occlusions as long as turn rate was available. This demonstrates that participants can use intermittent views of the path to plan their steering actions and optic flow to accurately update vehicle turns with respect to that path.

The visual control of interceptive steering: How do people steer a car to intercept a moving target?

The visually guided interception of a moving target is a fundamental visuomotor task that humans can do with ease. But how humans carry out this task is still unclear despite numerous empirical investigations. Measurements of angular variables during human interception have suggested three possible strategies: the pursuit strategy, the constant bearing angle strategy, and the constant target-heading strategy. Here, we review previous experimental paradigms and show that some of them do not allow one to distinguish among the three strategies. Based on this analysis, we devised a virtual driving task that allows investigating which of the three strategies best describes human interception. Crucially, we measured participants' steering, head, and gaze directions over time for three different target velocities. Subjects initially aligned head and gaze in the direction of the car's heading. When the target appeared, subjects centered their gaze on the target, pointed their head slightly off the heading direction toward the target, and maintained an approximately constant target-heading angle, whose magnitude varied across participants, while the target's bearing angle continuously changed. With a second condition, in which the target was partially occluded, we investigated several alternative hypotheses about participants' visual strategies. Overall, the results suggest that interceptive steering is best described by the constant target-heading strategy and that gaze and head are coordinated to continuously acquire visual information to achieve successful interception.

Visuomotor error augmentation affects mediolateral head and trunk stabilization during walking

Prior work demonstrates that humans spontaneously synchronize their head and trunk kinematics to a broad range of driving frequencies of perceived mediolateral motion prescribed using optical flow. Using a closed-loop visuomotor error augmentation task in an immersive virtual environment, we sought to understand whether unifying visual with vestibular and somatosensory feedback is a control goal during human walking, at least in the context of head and trunk stabilization. We hypothesized that humans would minimize visual errors during walking - i.e., those between the visual perception of movement and actual movement of the trunk. We found that subjects did not minimize errors between the visual perception of movement and actual movement of the head and trunk. Rather, subjects increased mediolateral trunk range of motion in response to error-augmented optical flow with positive feedback gains. Our results are more consistent with our alternative hypothesis - that visual feedback can override other sensory modalities and independently compel adjustments in head and trunk position. Also, aftereffects following exposure to error-augmented optical flow included longer, narrower steps and reduced mediolateral postural sway, particularly in response to larger amplitude positive feedback gains. Our results allude to a recalibration of head and trunk stabilization toward more tightly regulated postural control following exposure to error-augmented visual feedback. Lasting reductions in mediolateral postural sway may have implications for using error-augmented optical flow to enhance the integrity of walking balance control through training, for example in older adults.

Getting Back Into the Loop: The Perceptual-Motor Determinants of Successful Transitions out of Automated Driving

OBJECTIVE

To present a structured, narrative review highlighting research into human perceptual-motor coordination that can be applied to automated vehicle (AV)-human transitions.

BACKGROUND

Manual control of vehicles is made possible by the coordination of perceptual-motor behaviors (gaze and steering actions), where active feedback loops enable drivers to respond rapidly to ever-changing environments. AVs will change the nature of driving to periods of monitoring followed by the human driver taking over manual control. The impact of this change is currently poorly understood.

METHOD

We outline an explanatory framework for understanding control transitions based on models of human steering control. This framework can be summarized as a perceptual-motor loop that requires (a) calibration and (b) gaze and steering coordination. A review of the current experimental literature on transitions is presented in the light of this framework.

RESULTS

The success of transitions are often measured using reaction times, however, the perceptual-motor mechanisms underpinning steering quality remain relatively unexplored.

CONCLUSION

Modeling the coordination of gaze and steering and the calibration of perceptual-motor control will be crucial to ensure safe and successful transitions out of automated driving.

APPLICATION

This conclusion poses a challenge for future research on AV-human transitions. Future studies need to provide an understanding of human behavior that will be sufficient to capture the essential characteristics of drivers reengaging control of their vehicle. The proposed framework can provide a guide for investigating specific components of human control of steering and potential routes to improving manual control recovery.

Looking at the Road When Driving Around Bends: Influence of Vehicle Automation and Speed

When negotiating bends car drivers perform gaze polling: their gaze shifts between guiding fixations (GFs; gaze directed 1–2 s ahead) and look-ahead fixations (LAFs; longer time headway). How might this behavior change in autonomous vehicles where the need for constant active visual guidance is removed? In this driving simulator study, we analyzed this gaze behavior both when the driver was in charge of steering or when steering was delegated to automation, separately for bend approach (straight line) and the entry of the bend (turn), and at various speeds. The analysis of gaze distributions relative to bend sections and driving conditions indicate that visual anticipation (through LAFs) is most prominent before entering the bend. Passive driving increased the proportion of LAFs with a concomitant decrease of GFs, and increased the gaze polling frequency. Gaze polling frequency also increased at higher speeds, in particular during the bend approach when steering was not performed. LAFs encompassed a wide range of eccentricities. To account for this heterogeneity two sub-categories serving distinct information requirements are proposed: mid-eccentricity LAFs could be more useful for anticipatory planning of steering actions, and far-eccentricity LAFs for monitoring potential hazards. The results support the idea that gaze and steering coordination may be strongly impacted in autonomous vehicles.

Effects of an Active Visuomotor Steering Task on Covert Attention

In complex dynamic tasks such as driving it is essential to be aware of potentially important targets in peripheral vision. While eye tracking methods in various driving tasks have provided much information about drivers’ gaze strategies, these methods only inform about overt attention and provide limited grounds to assess hypotheses concerning covert attention. We adapted the Posner cue paradigm to a dynamic steering task in a driving simulator. The participants were instructed to report the presence of peripheral targets while their gaze was fixed to the road. We aimed to see whether and how the active steering task and complex visual stimulus might affect directing covert attention to the visual periphery. In a control condition, the detection task was performed without a visual scene and active steering. Detection performance in bends was better in the control task compared to corresponding performance in the steering task, indicating that active steering and the complex visual scene affected the ability to distribute covert attention. Lower targets were discriminated slower than targets at the level of the fixation circle in both conditions. We did not observe higher discriminability for on-road targets. The results may be accounted for by either bottom-up optic flow biasing of attention, or top-down saccade planning.

Humans Use Predictive Gaze Strategies to Target Waypoints for Steering

A major unresolved question in understanding visually guided locomotion in humans is whether actions are driven solely by the immediately available optical information (model-free online control mechanisms), or whether internal models have a role in anticipating the future path. We designed two experiments to investigate this issue, measuring spontaneous gaze behaviour while steering, and predictive gaze behaviour when future path information was withheld. In Experiment 1 participants (N = 15) steered along a winding path with rich optic flow: gaze patterns were consistent with tracking waypoints on the future path 1–3 s ahead. In Experiment 2, participants (N = 12) followed a path presented only in the form of visual waypoints located on an otherwise featureless ground plane. New waypoints appeared periodically every 0.75 s and predictably 2 s ahead, except in 25% of the cases the waypoint at the expected location was not displayed. In these cases, there were always other visible waypoints for the participant to fixate, yet participants continued to make saccades to the empty, but predictable, waypoint locations (in line with internal models of the future path guiding gaze fixations). This would not be expected based upon existing model-free online steering control models, and strongly points to a need for models of steering control to include mechanisms for predictive gaze control that support anticipatory path following behaviours.

Metacognitive judgements of perceptual-motor steering performance

Control of skilled actions requires rapid information sampling and processing, which may largely be carried out subconsciously. However, individuals often need to make conscious strategic decisions that ideally would be based upon accurate knowledge of performance. Here, we determined the extent to which individuals have explicit awareness of their steering performance (conceptualised as "metacognition"). Participants steered in a virtual environment along a bending road while attempting to keep within a central demarcated target zone. Task demands were altered by manipulating locomotor speed (fast/slow) and the target zone (narrow/wide). All participants received continuous visual feedback about position in zone, and one sub-group was given additional auditory warnings when exiting/entering the zone. At the end of each trial, participants made a metacognitive evaluation: the proportion of the trial they believed was spent in the zone. Overall, although evaluations broadly shifted in line with task demands, participants showed limited calibration to performance. Regression analysis showed that evaluations were influenced by two components: (a) direct monitoring of performance and (b) indirect task heuristics estimating performance based on salient cues (e.g., speed). Evaluations often weighted indirect task heuristics inappropriately, but the additional auditory feedback improved evaluations seemingly by reducing this weighting. These results have important implications for all motor tasks where conscious cognitive control can be used to influence action selection.

Steering bends and changing lanes: The impact of optic flow and road edges on two point steering control

Successful driving involves steering corrections that respond to immediate positional errors while also anticipating upcoming changes to the road layout ahead. In popular steering models these tasks are often treated as separate functions using two points: the near region for correcting current errors, and the far region for anticipating future steering requirements. Whereas two-point control models can capture many aspects of driver behavior, the nature of perceptual inputs to these two "points" remains unclear. Inspired by experiments that solely focused on road-edge information (Land & Horwood, 1995), two-point models have tended to ignore the role of optic flow during steering control. There is recent evidence demonstrating that optic flow should be considered within two-point control steering models (Mole, Kountouriotis, Billington, & Wilkie, 2016). To examine the impact of optic flow and road edges on two-point steering control we used a driving simulator to selectively and systematically manipulate these components. We removed flow and/or road-edge information from near or far regions of the scene, and examined how behaviors changed when steering along roads where the utility of far-road information varied. While steering behaviors were strongly influenced by the road-edges, there were also clear contributions of optic flow to steering responses. The patterns of steering were not consistent with optic flow simply feeding into two-point control; rather, the global optic flow field appeared to support effective steering responses across the time-course of each trajectory.

When flow is not enough: evidence from a lane changing task

Humans are able to estimate their heading on the basis of optic flow information and it has been argued that we use flow in this way to guide navigation. Consistent with this idea, several studies have reported good navigation performance in flow fields. However, one criticism of these studies is that they have generally focused on the task of walking or steering towards a target, offering an additional, salient directional cue. Hence, it remains a matter of debate as to whether humans are truly able to control steering in the presence of optic flow alone. In this study, we report a set of maneuvers carried out in flow fields in the absence of a physical target. To do this, we studied the everyday task of lane changing, a commonplace multiphase steering maneuver which can be conceptualized without the need for a target. What is more (and here is the crucial quirk), previous literature has found that in the absence of visual feedback, drivers show a systematic, asymmetric steering response, resulting in a systematic final heading error. If optic flow is sufficient for controlling navigation through our environment, we would expect this asymmetry to disappear whenever optic flow is provided. However, our results show that this asymmetry persisted, even in the presence of a flow field, implying that drivers are unable to use flow to guide normal steering responses in this task.

Crashing Left vs. Right: Examining Navigation Asymmetries Using the SHRP2 Naturalistic Driving Study Data

The magnitude of leftward bias demonstrated in pseudoneglect has been found to differ between younger and older adults in laboratory settings. The objective of this study was to examine the association between age and asymmetries in navigation in a naturalistic setting by examining the frequency of the location of impact on participants' vehicles during crashes and near crashes. The location of impact following crashes and near crashes, and participant's age and gender were retrieved from the SHRP2 NDS database, a large scale naturalistic driving study. Over the course of the study, data were collected from 3,546 participants driving in the United States of America (right-side traffic directionality), which included 1,465 crashes and 2,722 near crashes. During crashes and near crashes, irrespective of age, the location impact was most often on the front side of the participant vehicle. In contrast with results from laboratory environments, age was not associated with the location of impact during crashes and near crashes, and overall, crashes were over-represented on the left side of the vehicle compared to the right. Specifically, crashes were 1.41 times as likely to occur on the left compared to the right side of participants' vehicles. Overall, these findings inform future research that attempts to apply laboratory research, regarding asymmetry in navigation, to naturalistic settings.

Looking forward to safer HGVs: The impact of mirrors on driver reaction times

Heavy Goods Vehicle (HGV) collisions are responsible for a disproportionate number of urban vulnerable road user casualties (VRU - cyclists and pedestrians). Blind-spots to the front and side of HGVs can make it difficult (sometimes impossible) to detect close proximity VRUs and may be the cause of some collisions. The current solution to this problem is to provide additional mirrors that can allow the driver to see into the blind-spots. However, keeping track of many mirrors requires frequent off-road glances which can be difficult to execute during demanding driving situations. One suggestion is that driving safety could be improved by redesigning cabs in order to reduce/remove blind-spot regions, with the aim of reducing the need for mirrors, and increasing detection rates (and thereby reducing collisions). To examine whether mirrors delay driver responses we created a series of simulated driving tasks and tested regular car drivers and expert HGV drivers. First we measured baseline reaction times to objects appearing when not driving ('Parked'). Participants then repeated the task whilst driving through a simulated town (primary driving tasks were steering, braking, and following directional signs): driving slowed reaction times to objects visible in mirrors but not to objects visible through the front windscreen. In a second experiment cognitive load was increased, this slowed RTs overall but did not alter the pattern of responses across windows and mirrors. Crucially, we demonstrate that the distribution of mirror RTs can be captured simply by the mirror's spatial position (eccentricity). These findings provide robust evidence that drivers are slower reacting to objects only visible in eccentric mirrors compared to direct viewing through the front windscreen.

Expert - Non-expert differences in visual behaviour during alpine slalom skiing

The aim of this study was to investigate visual behaviour of expert and non-expert ski athletes during an alpine slalom. Fourteen non-experts and five expert slalom skiers completed an alpine slalom course in an indoor ski slope while wearing a head-mounted eye tracking device. Experts completed the slalom clearly faster than non-experts, but no significant difference was found in timing and position of the turn initiation. Although both groups already looked at future obstacles approximately 0,5s before passing the upcoming pole, the higher speed of experts implied that they shifted gaze spatially earlier in the bend than non-experts. Furthermore, experts focussed more on the second next pole while non-expert slalom skiers looked more to the snow surface immediately in front of their body. No difference was found in the fixation frequency, average fixation duration, and quiet eye duration between both groups. These results suggest that experts focus on the timing of their actions while non-experts still need to pay attention to the execution of these actions. These results also might suggest that ski trainers should instruct non-experts and experts to focus on the next pole and, shift their gaze to the second next pole shortly before reaching it. Based on the current study it seems unadvisable to instruct slalom skiers to look several poles ahead during the actual slalom. However, future research should test if these results still hold on a real outdoor slope, including multiple vertical gates.

Light level impacts locomotor biomechanics in a secondarily diurnal gecko, Rhoptropus afer

Locomotion through complex habitats relies on the continuous feedback from a number of sensory systems, including vision. Animals face a visual trade-off between acuity and light sensitivity that depends on light levels, which will dramatically impact the ability to process information and move quickly through a habitat, making ambient illumination an incredibly important ecological factor. Despite this, there is a paucity of data examining ambient light in the context of locomotor dynamics. There have been several independent transitions from the nocturnal ancestor to a diurnal activity pattern among geckos. We examined how ambient light level impacted the locomotor performance and high-speed three-dimensional kinematics of a secondarily diurnal, and cursorial, gecko (Rhoptropus afer) from Namibia. This species is active under foggy and sunny conditions, indicating that a range of ambient light conditions is experienced naturally. Locomotor speed was lowest in the 'no-light' condition compared with all other light intensities, occurring via a combination of shorter stride length and lower stride frequency. Additionally, the centre of mass was significantly lower, and the geckos were more sprawled, in the no-light condition relative to all of the higher light intensities. Locomotor behaviour is clearly sub-optimal under lower light conditions, suggesting that ecological conditions, such as very dense fog, might preclude the ability to run quickly during predator-prey interactions. The impact of ambient light on fitness should be explored further, especially in those groups that exhibit multiple transitions between diel activity patterns.

Eye movements and hazard perception in active and passive driving

Differences in eye movement patterns are often found when comparing passive viewing paradigms to actively engaging in everyday tasks. Arguably, investigations into visuomotor control should therefore be most useful when conducted in settings that incorporate the intrinsic link between vision and action. We present a study that compares oculomotor behaviour and hazard reaction times across a simulated driving task and a comparable, but passive, video-based hazard perception task. We found that participants scanned the road less during the active driving task and fixated closer to the front of the vehicle. Participants were also slower to detect the hazards in the driving task. Our results suggest that the interactivity of simulated driving places increased demand upon the visual and attention systems than simply viewing driving movies. We offer insights into why these differences occur and explore the possible implications of such findings within the wider context of driver training and assessment.

Walking paths to and from a goal differ: on the role of bearing angle in the formation of human locomotion paths

The path that humans take while walking to a goal is the result of a cognitive process modulated by the perception of the environment and physiological constraints. The path shape and timing implicitly embeds aspects of the architecture behind this process. Here, locomotion paths were investigated during a simple task of walking to and from a goal, by looking at the evolution of the position of the human on a horizontal (x,y) plane. We found that the path while walking to a goal was not the same as that while returning from it. Forward-return paths were systematically separated by 0.5-1.9m, or about 5% of the goal distance. We show that this path separation occurs as a consequence of anticipating the desired body orientation at the goal while keeping the target in view. The magnitude of this separation was strongly influenced by the bearing angle (difference between body orientation and angle to goal) and the final orientation imposed at the goal. This phenomenon highlights the impact of a trade-off between a directional perceptual apparatus—eyes in the head on the shoulders—and and physiological limitations, in the formation of human locomotion paths. Our results give an insight into the influence of environmental and perceptual variables on human locomotion and provide a basis for further mathematical study of these mechanisms.

Visuo-locomotor coordination for direction changes in a manual wheelchair as compared to biped locomotion in healthy subjects

The visual system during walking provides travel path and environmental information. Although the manual wheelchair (MWC) is also a frequent mode of locomotion, its underlying visuo-locomotor control is not well understood. This study begins to understand the visuo-locomotor coordination for MWC navigation in relation to biped gait during direction changes in healthy subjects. Eight healthy male subjects (26.9±6.4 years) were asked to walk as well as to propel a MWC straight ahead and while changing direction by 45° to the right guided by a vertical pole. Body and MWC movement (speed, minimal clearance, point of deviation, temporal body coordination, relative timing of body rotations) and gaze behavior were analysed. There was a main speed effect for direction and a direction by mode interaction with slower speeds for MWC direction change. Point of deviation was later for MWC direction change and always involved a counter movement (seen for vehicular control) with greater minimal distance from the vertical pole as compared to biped gait. In straight ahead locomotion, subjects predominantly fixed their gaze on the end target for both locomotor modes while there was a clear trend for subjects to fixate on the vertical pole more for MWC direction change. When changing direction, head movement always preceded gaze changes, which was followed by trunk movement for both modes. Yet while subjects turned the trunk at the same time during approach regardless of locomotor mode, head movement was earlier for MWC locomotion. These results suggest that MWC navigation combines both biped locomotor and vehicular-based movement control. Head movement to anticipate path deviations and lead steering for locomotion appears to be stereotypic across locomotor modes, while specific gaze behavior predominantly depends on the environmental demands.

Effects of visual fidelity on curve negotiation, gaze behaviour and simulator discomfort

Technological developments have led to increased visual fidelity of driving simulators. However, simplified visuals have potential advantages, such as improved experimental control, reduced simulator discomfort and increased generalisability of results. In this driving simulator study, we evaluated the effects of visual fidelity on driving performance, gaze behaviour and subjective discomfort ratings. Twenty-four participants drove a track with 90° corners in (1) a high fidelity, textured environment, (2) a medium fidelity, non-textured environment without scenery objects and (3) a low-fidelity monochrome environment that only showed lane markers. The high fidelity level resulted in higher steering activity on straight road segments, higher driving speeds and higher gaze variance than the lower fidelity levels. No differences were found between the two lower fidelity levels. In conclusion, textures and objects were found to affect steering activity and driving performance; however, gaze behaviour during curve negotiation and self-reported simulator discomfort were unaffected.

PRACTITIONER SUMMARY

In a driving simulator study, three levels of visual fidelity were evaluated. The results indicate that the highest fidelity level, characterised by a textured environment, resulted in higher steering activity, higher driving speeds and higher variance of horizontal gaze than the two lower fidelity levels without textures.

Driving with homonymous visual field loss: Does visual search performance predict hazard detection?

Introduction

Stroke often causes homonymous visual field loss, which can lead to exclusion from driving. Retention of a driving licence is sometimes possible by completing an on-road assessment, but this is not practical for all. It is important to find simple tests that can inform the assessment and rehabilitation of driving-related visual-motor function.

Method

We developed novel computerised assessments: visual search; simple reaction and decision reaction to appearing pedestrians; and pedestrian detection during simulated driving. We tested 12 patients with stroke (seven left, five right field loss) and 12 controls.

Results

The homonymous visual field defect group was split into adequately compensated or inadequately compensated groups based on visual search performance. The inadequately compensated group had problems with stimuli in their affected field: they tended to react more slowly than controls and in the driving task they failed to detect a number of pedestrians. In contrast, the adequately compensated group were better at detecting pedestrians, though reaction times were slightly slower than controls.

Conclusion

We suggest that our search task can predict, to a limited extent, whether a person with stroke compensates for visual field loss, and may potentially identify suitability for specific rehabilitation to promote return to driving.

Cycling around a curve: the effect of cycling speed on steering and gaze behavior

Although it is generally accepted that visual information guides steering, it is still unclear whether a curvature matching strategy or a ‘look where you are going’ strategy is used while steering through a curved road. The current experiment investigated to what extent the existing models for curve driving also apply to cycling around a curve, and tested the influence of cycling speed on steering and gaze behavior. Twenty-five participants were asked to cycle through a semicircular lane three consecutive times at three different speeds while staying in the center of the lane. The observed steering behavior suggests that an anticipatory steering strategy was used at curve entrance and a compensatory strategy was used to steer through the actual bend of the curve. A shift of gaze from the center to the inside edge of the lane indicates that at low cycling speed, the ‘look where you are going’ strategy was preferred, while at higher cycling speeds participants seemed to prefer the curvature matching strategy. Authors suggest that visual information from both steering strategies contributes to the steering system and can be used in a flexible way. Based on a familiarization effect, it can be assumed that steering is not only guided by vision but that a short-term learning component should also be taken into account.

The Effect of Visual Degradation on Anticipatory and Compensatory Steering Control

It has long been held that steering a vehicle is subserved by two distinct visual processes, a compensatory one for maintaining lane position and an anticipatory one for previewing the curvature of the upcoming road. In this study, we investigated the robustness of these two steering control processes by systematically degrading their visual inputs. Performance was measured at the level of vehicle position and at the level of the actions on the steering wheel. The results show that the compensatory process is more robust to visual degradation than the anticipatory process. The results are also consistent with the idea that steering is under the supervision of a combination of compensatory and anticipatory mechanisms, although they suggest that the quality of the sensory information will determine how information is combined.

Displaying optic flow to simulate locomotion: Comparing heading and steering

Optic flow can be used by humans to determine their direction of heading as well as controlling steering. Dot-flow displays have been widely used to investigate these abilities but it is unclear whether photorealistic textures would provide better information for controlling high-speed steering. Here, we examine the accuracy of heading judgements from dot-flow displays of different densities and luminance and then compare to a scene containing a textured ground. We then examine steering behaviour using these same displays to determine whether accurate heading conditions necessarily equate to successful steering. Our findings suggest that the bright dense dot-flow displays led to equivalent performance as the ground texture when judging heading, and this was also true when steering. The intermediate dot-flow conditions (with fewer and faded dots) revealed that some conditions that led to accurate heading judgements were insufficient for accurate steering. It seems, therefore, that heading perception should not be considered synonymous with successful steering control, and displays that support one ability will not necessarily support the other.

Active prospective control is required for effective sensorimotor learning

Passive modeling of movements is often used in movement therapy to overcome disabilities caused by stroke or other disorders (e.g. Developmental Coordination Disorder or Cerebral Palsy). Either a therapist or, recently, a specially designed robot moves or guides the limb passively through the movement to be trained. In contrast, action theory has long suggested that effective skill acquisition requires movements to be actively generated. Is this true? In view of the former, we explicitly tested the latter. Previously, a method was developed that allows children with Developmental Coordination Disorder to produce effective movements actively, so as to improve manual performance to match that of typically developing children. In the current study, we tested practice using such active movements as compared to practice using passive movement. The passive movement employed, namely haptic tracking, provided a strong test of the comparison, one that showed that the mere inaction of the muscles is not the problem. Instead, lack of prospective control was. The result was no effective learning with passive movement while active practice with prospective control yielded significant improvements in performance.

Where we look when we drive with or without active steering wheel control

Current theories on the role of visuomotor coordination in driving agree that active sampling of the road by the driver informs the arm-motor system in charge of performing actions on the steering wheel. Still under debate, however, is the nature of visual cues and gaze strategies used by drivers. In particular, the tangent point hypothesis, which states that drivers look at a specific point on the inside edge line, has recently become the object of controversy. An alternative hypothesis proposes that drivers orient gaze toward the desired future path, which happens to be often situated in the vicinity of the tangent point. The present study contributed to this debate through the analyses of the distribution of gaze orientation with respect to the tangent point. The results revealed that drivers sampled the roadway in the close vicinity of the tangent point rather than the tangent point proper. This supports the idea that drivers look at the boundary of a safe trajectory envelop near the inside edge line. Furthermore, the study investigated for the first time the reciprocal influence of manual control on gaze control in the context of driving. This was achieved through the comparison of gaze behavior when drivers actively steered the vehicle or when steering was performed by an automatic controller. The results showed an increase in look-ahead fixations in the direction of the bend exit and a small but consistent reduction in the time spent looking in the area of the tangent point when steering was passive. This may be the consequence of a change in the balance between cognitive and sensorimotor anticipatory gaze strategies. It might also reflect bidirectional coordination control between the eye and arm-motor systems, which goes beyond the common assumption that the eyes lead the hands when driving.

Birds achieve high robustness in uneven terrain through active control of landing conditions

We understand little about how animals adjust locomotor behaviour to negotiate uneven terrain. The mechanical demands and constraints of such behaviours likely differ from uniform terrain locomotion. Here we investigated how common pheasants negotiate visible obstacles with heights from 10 to 50% of leg length. Our goal was to determine the neuro-mechanical strategies used to achieve robust stability, and address whether strategies vary with obstacle height. We found that control of landing conditions was crucial for minimising fluctuations in stance leg loading and work in uneven terrain. Variation in touchdown leg angle (θTD) was correlated with the orientation of ground force during stance, and the angle between the leg and body velocity vector at touchdown (βTD) was correlated with net limb work. Pheasants actively targeted obstacles to control body velocity and leg posture at touchdown to achieve nearly steady dynamics on the obstacle step. In the approach step to an obstacle, the birds produced net positive limb work to launch themselves upward. On the obstacle, body dynamics were similar to uniform terrain. Pheasants also increased swing leg retraction velocity during obstacle negotiation, which we suggest is an active strategy to minimise fluctuations in peak force and leg posture in uneven terrain. Thus, pheasants appear to achieve robustly stable locomotion through a combination of path planning using visual feedback and active adjustment of leg swing dynamics to control landing conditions. We suggest that strategies for robust stability are context specific, depending on the quality of sensory feedback available, especially visual input.

Do walkers follow their heads? Investigating the role of head rotation in locomotor control

Eye and head rotations are normally correlated with changes in walking direction; however, it is unknown whether they play a causal role in the control of steering. The objective of the present study was to answer two questions about the role of head rotations in steering control when walking to a goal. First, are head rotations sufficient to elicit a change in walking direction? Second, are head rotations necessary to initiate a change in walking direction or guide steering to a goal? To answer these questions, participants either walked toward a goal located 7 m away or were cued to steer to the left or right by 37°. On a subset of trials, participants were either cued to voluntarily turn their heads to the left or right, or they underwent an involuntary head perturbation via a head-mounted air jet. The results showed that large voluntary head turns (35°) yielded slight path deviations (1°-2°) in the same or opposite direction as the head turn, depending on conditions, which have alternative explanations. Involuntary head rotations did not elicit path deviations despite comparable head rotation magnitudes. In addition, the walking trajectory when turning toward an eccentric goal was the same regardless of head orientation. Steering can thus be decoupled from head rotation during walking. We conclude that head rotations are neither a sufficient nor a necessary component of steering control, because they do not induce a turn and they are not required to initiate a turn or to guide the locomotor trajectory to a goal.

Effect of narrowing the base of support on the gait, gaze and quiet eye of elite ballet dancers and controls

We determined the gaze and stepping behaviours of elite ballet dancers and controls as they walked normally and along progressively narrower 3-m lines (l0.0, 2.5 cm). The ballet dancers delayed the first step and then stepped more quickly through the approach area and onto the lines, which they exited more slowly than the controls, which stepped immediately but then slowed their gait to navigate the line, which they exited faster. Contrary to predictions, the ballet group did not step more precisely, perhaps due to the unique anatomical requirements of ballet dance and/or due to releasing the degrees of freedom under their feet as they fixated ahead more than the controls. The ballet group used significantly fewer fixations of longer duration, and their final quiet eye (QE) duration prior to stepping on the line was significantly longer (2,353.39 ms) than the controls (1,327.64 ms). The control group favoured a proximal gaze strategy allocating 73.33% of their QE fixations to the line/off the line and 26.66% to the exit/visual straight ahead (VSA), while the ballet group favoured a 'look-ahead' strategy allocating 55.49% of their QE fixations to the exit/VSA and 44.51% on the line/off the line. The results are discussed in the light of the development of expertise and the enhanced role of fixations and visual attention when more tasks become more constrained.