![]() 13 In both these studies, the driving task was likely to promote central fixation (similar to maintaining gaze on the central target during perimetry), and the peripheral targets appeared at fixed positions on the simulator display such that they would have been perceived as moving with the vehicle (as if on the windshield), rather than moving separately from it. ![]() 12, 13 In one study subjects drove at high speed along a straight road while responding to peripheral lights, 12 and in another, subjects performed a central steering task (keeping a vertical line in the middle of the number plate of the vehicle ahead on the video sequence) while responding to peripheral traffic sign symbols. However, previous simulator studies of drivers with HH have either included insufficient unexpected events in a short assessment 10, 11 (e.g., the appearance of a single deer in 3 minutes of test driving 11), or have used an unrealistic detection task that was essentially a visual fields evaluation. Simulators provide a safe, controlled environment in which many potentially hazardous events can be reliably presented to all drivers. In determining fitness to drive for people with HH, the results underscore the importance of individualized assessments including evaluations of blind-side hazard detection. Most participants with HH had blind-side detection rates that seem incompatible with safe driving however, the relationship of our simulator detection performance measures to on-road performance has yet to be established. Although blind-side response times of drivers with HH were significantly ( P < 0.001) longer than those of NV drivers, most were within a commonly used 2.5-second guideline. Age and blind-side detection rates correlated negatively (Spearman r = −0.71, P = 0.009). Detection of I-Peds on the blind side was also poor (8%–55%). Detection rates and response times were derived from participant horn presses.ĭrivers with HH exhibited significantly ( P < 0.001) lower R-Ped detection rates on the blind side than did NV drivers (range, 6%–100%). They drove predetermined city and rural highway routes (total, 120 minutes) during which pedestrian figures appeared at random intervals along the roadway (R-Peds n = 144) and at intersections (I-Peds n = 10). Twelve people with complete HH and without visual neglect or cognitive decline and 12 matched (age, sex, and years of driving experience) normally sighted (NV) drivers participated. As a form of escapism, simulators let players experience novel things from the comfort of their homes.This study was designed to examine the effect of homonymous hemianopia (HH) on detection of pedestrian figures in multiple realistic and hazardous situations within the controlled environment of a driving simulator. Moreover, with simulation games, players don’t have to worry about the possible consequences of making a driving mistake, as properties and lives are not at stake. ![]() Driving simulation games provide players with chances they may never get in real life because of whatever restrictions, such as the opportunity to drive cross-country in a vehicle of their choosing. ![]() Among these three types, entertainment simulators are the most popular. This is a method used by vehicle manufacturers when testing out designs for a vehicle, as it allows them to see how the vehicle performs in different conditions. The third type, vehicle dynamic simulators, accurately simulate the actual driving conditions of real vehicles. These simulators involve real vehicles and real settings. Human factor simulators are more life-like, as they attempt to hypothesize how a driver will react by simulating driving scenarios that may be encountered in real life. They are primarily used for their entertainment value, as they serve to challenge the player’s driving skills. Driving simulators for entertainment are often found in the form of video games and arcade machines. There are three main types of driving simulators: entertainment simulators, human factor simulators, and vehicle dynamic simulators.
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