Can gaze control steering?

When steering a trajectory, we direct our gaze to locations (1-3 s ahead) that we want to steer through. How and why are these active gaze patterns conducive to successful steering? While various sources of visual information have been identified that could support steering control, the role of stereotypical gaze patterns during steering remains unclear. Here, experimental and computational approaches are combined to investigate a possible direct connection between gaze and steering: Is there enough information in gaze direction that it could be used in isolation to steer through a series of waypoints? For this, we test steering models using waypoints supplied from human gaze data, as well as waypoints specified by optical features of the environment. Steering-by-gaze was modeled using a "pure-pursuit" controller (computing a circular trajectory toward a steering point), or a simple "proportional" controller (yaw-rate set proportional to the visual angle of the steering point). Both controllers produced successful steering when using human gaze data as the input. The models generalized using the same parameters across two scenarios: (a) steering through a slalom of three visible waypoints located within lane boundaries and (b) steering a series of connected S bends comprising visible waypoints without a visible road. While the trajectories on average broadly matched those generated by humans, the differences in individual trajectories were not captured by the models. We suggest that "looking where we are going" provides useful information and that this can often be adequate to guide steering. Capturing variation in human steering responses, however, likely requires more sophisticated models or additional sensory information.

Error accumulation when steering toward curves.

To steer a vehicle, humans must process incoming signals that provide information about their movement through the world. These signals are used to inform motor control responses that are appropriately timed and of the correct magnitude. However, the perceptual mechanisms determining how drivers process visual information remain unclear. Previous research has demonstrated that when steering toward a straight road-line, drivers accumulate perceptual evidence (error) over time to initiate steering action (Accumulator framework), rather than waiting for perceptual evidence to surpass time-independent fixed thresholds (Threshold framework). The more general case of steering around bends (with a requirement that the trajectory is adjusted to match the road curvature ahead) provides richer continuously varying information. The current experiment aims to establish whether the Accumulator framework provides a good description of human responses when steering toward curved road-lines. Using a computer-generated steering correction paradigm, drivers (N = 11) steered toward intermittently appearing curved road-lines that varied in position and radius with respect to the driver's trajectory. The Threshold framework predicted that steering responses would be of fixed magnitude and at fixed absolute errors across conditions regardless of the rate of error development. Conversely, the Accumulator framework predicted that drivers should respond to larger absolute errors when the error signal developed at a faster rate. Results were consistent with an Accumulator framework in a manner that supports previous investigations and the computational modeling literature. We propose that the accumulation of perceptual evidence captures human behavior in a variety of steering contexts that drivers face in the real world. (PsycInfo Database Record (c) 2023 APA, all rights reserved).

A Systematic Review of the Effects of Second-Eye Cataract Surgery on Motor Function.

Cataract removal surgery is one of the most commonly performed surgical procedure in developed countries. The financial and staff resource cost that first-eye cataract surgery incurs, leads to restricted access to second-eye cataract surgery (SES) in some areas, including the United Kingdom. These restrictions have been imposed despite a lack of knowledge about the impact of not performing SES on visuo-motor function. To this end, a systematic literature review was carried out, with the aim of synthesising our present understanding of the effects of SES on motor function. Key terms were searched across four databases, PsycINFO, Medline, Web of Science, and CINAHL. Of the screened studies (K = 499) 13 met the eligibility criteria. The homogeneity between participants, study-design and outcome measures across these studies was not sufficient for meta-analyses and a narrative synthesis was carried out. The evidence from objective sources indicates a positive effect of SES on both mobility and fall rates, however, when considering self-report measures, the reduction in falls associated with SES becomes negligible. The evidence for any positive effect of SES on driving is also mixed, whereby SES was associated with improvements in simulated driving performance but was not associated with changes in driving behaviours measured through in vehicle monitoring. Self-report measures of driving performance also returned inconsistent results. Whilst SES appears to be associated with a general trend towards improved motor function, more evidence is needed to reach any firm conclusions and to best advise policy regarding access to SES in an ageing population. Systematic Review Registration: https://osf.io/7hne6/, identifier INPLASY2020100042.

Sensorimotor ability and inhibitory control independently predict attainment in mathematics in children and adolescents.

We previously linked interceptive timing performance to mathematics attainment in 5- to 11-yr-old children, which we attributed to the neural overlap between spatiotemporal and numerical operations. This explanation implies that the relationship should persist through the teenage years. Here, we replicated this finding in adolescents (n = 200, 11-15 yr). However, an alternative explanation is that sensorimotor proficiency and academic attainment are both consequences of executive function. To assess this competing hypothesis, we developed a measure of a core executive function, inhibitory control, from the kinematic data. We combined our new adolescent data with the original children's data (total n = 568), performing a novel analysis controlling for our marker of executive function. We found that the relationship between mathematics and interceptive timing persisted at all ages. These results suggest a distinct functional link between interceptive timing and mathematics that operates independently of our measure of executive function.NEW & NOTEWORTHY Previous research downplays the role of sensorimotor skills in the development of higher-order cognitive domains such as mathematics: using inadequate sensorimotor measures, differences in "executive function" account for any shared variance. Utilizing a high-resolution, kinematic measure of a sensorimotor skill previously linked to mathematics attainment, we show that inhibitory control alone cannot account for this relationship. The practical implication is that the development of children's sensorimotor skills must be considered in their intellectual development.

Steering is initiated based on error accumulation.

Vehicle control by humans is possible because the central nervous system is capable of using visual information to produce complex sensorimotor actions. Drivers must monitor errors and initiate steering corrections of appropriate magnitude and timing to maintain a safe lane position. The perceptual mechanisms determining how a driver processes visual information and initiates steering corrections remain unclear. Previous research suggests 2 potential alternative mechanisms for responding to errors: (a) perceptual evidence (error) satisficing fixed constant thresholds (Threshold), or (b) the integration of perceptual evidence over time (Accumulator). To distinguish between these mechanisms, an experiment was conducted using a computer-generated steering correction paradigm. Drivers (N = 20) steered toward an intermittently appearing "road-line" that varied in position and orientation with respect to the driver's position and trajectory. One key prediction from a Threshold framework is a fixed absolute error response across conditions regardless of the rate of error development, whereas the Accumulator framework predicts that drivers would respond to larger absolute errors when the error signal develops at a faster rate. Results were consistent with an Accumulator framework; thus we propose that models of steering should integrate perceived control error over time in order to accurately capture human perceptual performance. (PsycInfo Database Record (c) 2022 APA, all rights reserved).

Exploring the effects of degraded vision on sensorimotor performance.

PURPOSE: Many people experience unilateral degraded vision, usually owing to a developmental or age-related disorder. There are unresolved questions regarding the extent to which such unilateral visual deficits impact on sensorimotor performance; an important issue as sensorimotor limitations can constrain quality of life by restricting 'activities of daily living'. Examination of the relationship between visual deficit and sensorimotor performance is essential for determining the functional implications of ophthalmic conditions. This study attempts to explore the effect of unilaterally degraded vision on sensorimotor performance. METHODS: In Experiment 1 we simulated visual deficits in 30 participants using unilateral and bilateral Bangerter filters to explore whether motor performance was affected in water pouring, peg placing, and aiming tasks. Experiment 2 (n = 74) tested the hypothesis that kinematic measures are associated with visuomotor deficits by measuring the impact of small visual sensitivity decrements created by monocular viewing on sensorimotor interactions with targets presented on a planar surface in aiming, tracking and steering tasks. RESULTS: In Experiment 1, the filters caused decreased task performance-confirming that unilateral (and bilateral) visual loss has functional implications. In Experiment 2, kinematic measures were affected by monocular viewing in two of three tasks requiring rapid online visual feedback (aiming and steering). CONCLUSIONS: Unilateral visual loss has a measurable impact on sensorimotor performance. The benefits of binocular vision may be particularly important for some groups (e.g. older adults) where an inability to complete sensorimotor tasks may necessitate assisted living. There is an urgent need to develop rigorous kinematic approaches to the quantification of the functional impact of unilaterally degraded vision and of the benefits associated with treatments for unilateral ophthalmic conditions to enable informed decisions around treatment.

Visual anticipation of the future path: Predictive gaze and steering.

Skillful behavior requires the anticipation of future action requirements. This is particularly true during high-speed locomotor steering where solely detecting and correcting current error is insufficient to produce smooth and accurate trajectories. Anticipating future steering requirements could be supported using "model-free" prospective signals from the scene ahead or might rely instead on model-based predictive control solutions. The present study generated conditions whereby the future steering trajectory was specified using a breadcrumb trail of waypoints, placed at regular intervals on the ground to create a predictable course (a repeated series of identical "S-bends"). The steering trajectories and gaze behavior relative to each waypoint were recorded for each participant (N = 16). To investigate the extent to which drivers predicted the location of future waypoints, "gaps" were included (20% of waypoints) whereby the next waypoint in the sequence did not appear. Gap location was varied relative to the S-bend inflection point to manipulate the chances that the next waypoint indicated a change in direction of the bend. Gaze patterns did indeed change according to gap location, suggesting that participants were sensitive to the underlying structure of the course and were predicting the future waypoint locations. The results demonstrate that gaze and steering both rely upon anticipation of the future path consistent with some form of internal model.

Accumulation of continuously time-varying sensory evidence constrains neural and behavioral responses in human collision threat detection.

Evidence accumulation models provide a dominant account of human decision-making, and have been particularly successful at explaining behavioral and neural data in laboratory paradigms using abstract, stationary stimuli. It has been proposed, but with limited in-depth investigation so far, that similar decision-making mechanisms are involved in tasks of a more embodied nature, such as movement and locomotion, by directly accumulating externally measurable sensory quantities of which the precise, typically continuously time-varying, magnitudes are important for successful behavior. Here, we leverage collision threat detection as a task which is ecologically relevant in this sense, but which can also be rigorously observed and modelled in a laboratory setting. Conventionally, it is assumed that humans are limited in this task by a perceptual threshold on the optical expansion rate-the visual looming-of the obstacle. Using concurrent recordings of EEG and behavioral responses, we disprove this conventional assumption, and instead provide strong evidence that humans detect collision threats by accumulating the continuously time-varying visual looming signal. Generalizing existing accumulator model assumptions from stationary to time-varying sensory evidence, we show that our model accounts for previously unexplained empirical observations and full distributions of detection response. We replicate a pre-response centroparietal positivity (CPP) in scalp potentials, which has previously been found to correlate with accumulated decision evidence. In contrast with these existing findings, we show that our model is capable of predicting the onset of the CPP signature rather than its buildup, suggesting that neural evidence accumulation is implemented differently, possibly in distinct brain regions, in collision detection compared to previously studied paradigms.

Correction to 'Sensorimotor control dynamics and cultural biases: learning to move in the right (or left) direction'.

[This corrects the article DOI: 10.1098/rsos.160806.][This corrects the article DOI: 10.1098/rsos.160806.].

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.

Predicting takeover response to silent automated vehicle failures.

Current and foreseeable automated vehicles are not able to respond appropriately in all circumstances and require human monitoring. An experimental examination of steering automation failure shows that response latency, variability and corrective manoeuvring systematically depend on failure severity and the cognitive load of the driver. The results are formalised into a probabilistic predictive model of response latencies that accounts for failure severity, cognitive load and variability within and between drivers. The model predicts high rates of unsafe outcomes in plausible automation failure scenarios. These findings underline that understanding variability in failure responses is crucial for understanding outcomes in automation failures.

Exploring disturbance as a force for good in motor learning.

Disturbance forces facilitate motor learning, but theoretical explanations for this counterintuitive phenomenon are lacking. Smooth arm movements require predictions (inference) about the force-field associated with a workspace. The Free Energy Principle (FEP) suggests that such 'active inference' is driven by 'surprise'. We used these insights to create a formal model that explains why disturbance might help learning. In two experiments, participants undertook a continuous tracking task where they learned how to move their arm in different directions through a novel 3D force field. We compared baseline performance before and after exposure to the novel field to quantify learning. In Experiment 1, the exposure phases (but not the baseline measures) were delivered under three different conditions: (i) robot haptic assistance; (ii) no guidance; (iii) robot haptic disturbance. The disturbance group showed the best learning as our model predicted. Experiment 2 further tested our FEP inspired model. Assistive and/or disturbance forces were applied as a function of performance (low surprise), and compared to a random error manipulation (high surprise). The random group showed the most improvement as predicted by the model. Thus, motor learning can be conceptualised as a process of entropy reduction. Short term motor strategies (e.g. global impedance) can mitigate unexpected perturbations, but continuous movements require active inference about external force-fields in order to create accurate internal models of the external world (motor learning). Our findings reconcile research on the relationship between noise, variability, and motor learning, and show that information is the currency of motor learning.

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.

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.

Skill acquisition as a function of age, hand and task difficulty: Interactions between cognition and action.

Some activities can be meaningfully dichotomised as 'cognitive' or 'sensorimotor' in nature-but many cannot. This has radical implications for understanding activity limitation in disability. For example, older adults take longer to learn the serial order of a complex sequence but also exhibit slower, more variable and inaccurate motor performance. So is their impaired skill acquisition a cognitive or motor deficit? We modelled sequence learning as a process involving a limited capacity buffer (working memory), where reduced performance restricts the number of elements that can be stored. To test this model, we examined the relationship between motor performance and sequence learning. Experiment 1 established that older adults were worse at learning the serial order of a complex sequence. Experiment 2 found that participants showed impaired sequence learning when the non-preferred hand was used. Experiment 3 confirmed that serial order learning is impaired when motor demands increase (as the model predicted). These results can be captured by reinforcement learning frameworks which suggest sequence learning will be constrained both by an individual's sensorimotor ability and cognitive capacity.

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.

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.

Hitting the Target: Mathematical Attainment in Children Is Related to Interceptive-Timing Ability.

Interceptive timing is a fundamental ability underpinning numerous actions (e.g., ball catching), but its development and relationship with other cognitive functions remain poorly understood. Piaget suggested that children need to learn the physical rules that govern their environment before they can represent abstract concepts such as number and time. Thus, learning how objects move in space and time may underpin the development of related abstract representations (i.e., mathematics). To test this hypothesis, we captured objective measures of interceptive timing in 309 primary school children (5-11 years old), alongside scores for general motor skill and national standardized academic attainment. Bayesian estimation showed that interceptive timing (but not general motor capability) uniquely predicted mathematical ability even after we controlled for age, reading, and writing attainment. This finding demonstrates that interceptive timing is distinct from other motor skills with specificity in predicting childhood mathematical ability independently of other forms of attainment and motor capability.

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.

Sensorimotor control dynamics and cultural biases: learning to move in the right (or left) direction.

The nativist hypothesis suggests universal features of human behaviour can be explained by biologically determined cognitive substrates. This nativist account has been challenged recently by evolutionary models showing that the cultural transmission of knowledge can produce behavioural universals. Sensorimotor invariance is a canonical example of a behavioural universal, raising the issue of whether culture can influence not only which skills people acquire but also the development of the sensorimotor system. We tested this hypothesis by exploring whether culture influences the developing sensorimotor system in children. We took kinematic measures of motor control asymmetries in adults and children from differing cultures where writing follows opposite directions. British and Kuwaiti adults (n = 69) and first grade (5-6 year old) children (n = 140) completed novel rightward and leftward tracing tasks. The Kuwaitis were better when moving their arm leftward while the British showed the opposite bias. Bayesian analysis techniques showed that while children were worse than adults, they also showed asymmetries-with the asymmetry magnitude related to accuracy levels. Our findings support the idea that culture influences the sensorimotor system.