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espié Université Paris Est / INRETS (Institut national de recherche sur les transports et leur sécurité), LEPSIS (Laboratoire exploitation, perception, simulateurs et simulations) remercient les organismes ... sécurité), LEPSIS (Laboratoire exploitation, perception, simulateurs et simulations) > Jacques riff > olivier buttelli Université d'Orléans, AMAPP (Activité motrice et adaptation psycho physiologique) > stéphane ...doi:10.4000/rechercheformation.1097 fatcat:g32vj7hycrb7tiuoqtfv5csnfm
Authors would like to thank Stéphane Caro, Researcher engineer at LEPSIS for his help in conducting the experiments. ...doi:10.3182/20100913-3-us-2015.00112 fatcat:ojk3ljufwzcdbah3vpdl645mye
Though fatigue and sleepiness at the wheel are well-known risk factors for traffic accidents, many drivers combine extended driving and sleep deprivation. Fatigue-related accidents occur mainly at night but there is no experimental data available to determine if the duration of prior driving affects driving performance at night. Participants drove in 3 nocturnal driving sessions (3-5am, 1-5am and 9pm-5am) on open highway. Fourteen young healthy men (mean age [6SD] = 23.4 [61.7] years)doi:10.1371/journal.pone.0003493 pmid:18941525 pmcid:PMC2566807 fatcat:5bswyqai4fdmrl6xe7jc25dzpa
more »... ed Inappropriate line crossings (ILC) in the last hour of driving of each session, sleep variables, self-perceived fatigue and sleepiness were measured. Compared to the short (3-5am) driving session, the incidence rate ratio of inappropriate line crossings increased by 2.6 (95% CI, 1.1 to 6.0; P,.05) for the intermediate (1-5am) driving session and by 4.0 (CI, 1.7 to 9.4; P,.001) for the long (9pm-5am) driving session. Compared to the reference session (9-10pm), the incidence rate ratio of inappropriate line crossings were 6.0 (95% CI, 2.3 to 15.5; P,.001), 15.4 (CI, 4.6 to 51.5; P,.001) and 24.3 (CI, 7.4 to 79.5; P,.001), respectively, for the three different durations of driving. Self-rated fatigue and sleepiness scores were both positively correlated to driving impairment in the intermediate and long duration sessions (P,.05) and increased significantly during the nocturnal driving sessions compared to the reference session (P,.01). At night, extended driving impairs driving performances and therefore should be limited.
Data in Brief
Espi e, B. Larnaudie, S. ...doi:10.1016/j.dib.2019.103828 pmid:31372464 pmcid:PMC6660605 fatcat:us3tmvwe4rebnbhlmx63peonv4
Data in Brief
[This corrects the article DOI: 10.1016/j.dib.2019.103828.].doi:10.1016/j.dib.2020.105577 pmid:32577438 pmcid:PMC7303291 fatcat:x5ory73eyndfdj73ayhk2yrwkq
The aim of this study was to investigate whether motorcycle handling capabilities -measured by means of the efficiency of emergency manoeuvres -were dependent on prior sleep deprivation and time of day. Twelve male participants voluntarily took part in four test sessions, starting at 6 a.m., 10 a.m., 2 p.m., and 6 p.m., following a night either with or without sleep. Each test session comprised temperature and sleepiness measurements, before three different types of motorcycling tests weredoi:10.1371/journal.pone.0039735 pmid:22761881 pmcid:PMC3386261 fatcat:iy6gz5t2kvbv5akfdi3ewvltou
more »... ated: (1) stability in straight ahead riding at low speed (in "slow motion" mode and in "brakes and clutch" mode), (2) emergency braking and (3) crash avoidance tasks performed at 20 kph and 40 kph. The results indicate that motorcycle control at low speed depends on time of day, with an improvement in performance throughout the day. Emergency braking performance is affected at both speeds by time of day, with poorer performance (longer total stopping distance, reaction time and braking distance) in the morning, and also by sleep deprivation, from measurements obtained at 40 kph (incorrect initial speed). Except for a tendency observed after the sleepless night to deviate from the initial speed, it seems that crash avoidance capabilities are quite unaffected by the two disturbance factors. Consequently, some motorcycle handling capabilities (stability at low speed and emergency braking) change in the same way as the diurnal fluctuation observed in body temperature and sleepiness, whereas for others (crash avoidance) the participants were able to maintain their initial performance level despite the high levels of sleepiness recorded after a sleepless night. Motorcycle riders have to be aware that their handling capabilities are limited in the early morning and/or after sleep deprivation. Both these situations can increase the risk of falls and of being involved in a road accident.
Purpose This study is concerned initial motorcycle training delivered in motorcycle schools in France. Novice motorcyclists are a particularly vulnerable group of road users in Europe and in France. However, scientific attempts to achieve a better understanding of their behaviors have been limited. The potential value of studying initial motorcycle training, both for research purposes and with regard to public policy, is readily apparent. The aims of this paper are to describe the realdoi:10.1007/s12544-013-0102-4 fatcat:mwukithnabgljgjwk2tzdikiye
more »... al content of training in motorcycle schools and analyze to what extent this content is related to riding after licensing. Methods A case study of all the training process of one trainee (38 hours) was carried out in real world. Audiovisual recordings and interview data of the rider and instructors were collected at each session. This study was supplemented by ethnographic observations of the educational content provided in three motorcycle schools throughout the instructors' working days. Results The results that merged from both studies show (1) the riding skills that were fostered (i.e. control skills, and especially emergency skills, in stable and restricted environments) and undervalued (i.e. hazard perception skills, everyday skills) during initial training, and (2) the poverty of observed training settings: learners spend almost all their training time riding in the same setting that is used in the test. In addition to being repeated to excess, these settings are quite different from the real traffic. Conclusions These results are discussed regarding the scientific literature on motorcycle education. The conclusion presents the implications of these results for public policy in order to design a future rider training system.
The understanding of rider/vehicle interaction modalities remains an issue, specifically in the case of bend-taking. This difficulty results both from the lack of adequate instrumentation to conduct this type of study and from the variety of practices of this population of road users. Riders have numerous explanations of strategies for controlling their motorcycles when taking bends. The objective of this paper is to develop a data-driven methodology in order to identify typical ridingdoi:10.3390/s20226696 pmid:33238474 fatcat:ja32frrbpvae5c7mfccrtoj6u4
more »... in bends by using clustering methods. The real dataset used for the experiments is collected within the VIROLO++ collaborative project to improve the knowledge of actual PTW riding practices, especially during bend taking, by collecting real data on this riding situation, including data on PTW dynamics (velocity, normal acceleration, and jerk), position on the road (road curvature), and handlebar actions (handlebar steering angle). A detailed analysis of the results is provided for both the Anderson–Darling test and clustering steps. Moreover, the clustering results are compared with the subjective data of subjects to highlight and contextualize typical riding tendencies. Finally, we perform an in-depth analysis of the bend-taking practices of one subject to highlight the differences between different methods of controlling the motorcycle (steering handlebar vs. rider's lean) using the rider action measurements made by pressure sensors.
, 2011 ; Aupetit, Riff, Espié, & Buttelli, 2009 ). ... Testée dans Aupetit, Riff, Espié et Buttelli (2009) et Aupetit, Riff, Buttelli et Espié (2011), l'utilisation conjointe d'observations du Chaque entretien correspond à l'étude d'un trajet d'un motard ...doi:10.4000/activites.322 fatcat:rj5d5vb7lbhe5mwnw2qv4bx6em
doi:10.1016/j.aap.2015.04.034 pmid:25988810 fatcat:difq4qnpajho7hngwab5awpkc4
Lecture Notes in Computer Science
In this article we present the method used to solve the conflicts that can happen between agents that represent simulated drivers in a simulated road traffic. This work is part of the ARCHISIM project, which aims at both simulating a realistic traffic evolution and making the behaviour of the simulated drivers credible for a human driver placed in a driving simulator. After having categorized the types of conflicts that can happen, and the constraints that determine the choice of a solvingdoi:10.1007/3-540-44561-7_6 fatcat:ry4bce5dufdojk24zlp3p6d754
more »... d, we propose a method that combines reactivity and anticipation. This method is based on the works of driving psychologists who work in the INRETS institute. We offer an exprimental validation of this method with respect to real data and discuss its advantages in the perspective of largest applications.
Espié are with the INRETS-LCPC, Paris, France scientific evidence on how motion rendering quality impacts the occurrence and development of simulator sickness. ...doi:10.1109/tvt.2010.2090675 fatcat:u6u6qw4wuzbqpcdzjjw2oqqwxy
Janson Olstam and Espié (2007) present the play preparation problem using a theater metaphor, which is an extension of the theater metaphors 4 presented in Alloyer et al. (1997) , Espié and Rousseau ... Possible approaches for solving the play preparation problem are discussed and outlined in Janson Olstam and Espié (2007) , but no complete algorithms are presented or evaluated. ...doi:10.1016/j.trc.2011.02.003 fatcat:r5ucjailprha5cyi4laynedwwa
The CACD framework has already been applied in a number of studies dealing with driving situations (Villame, 2004; Ciaccabue and Saad, 2008) and motorcycle riding situations Aupetit, Espié, Larnaudie ...doi:10.1145/2448136.2448143 dblp:conf/ecce/AupetitRGE12 fatcat:uoahghaw6vgvrobpmv4yizq4ca
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