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Development of A Tractor Driving Simulator
Development of A Tractor Driving Simulator
Development of A Tractor Driving Simulator
Abstract
1 Introduction
Any visit to an exhibition of agricultural machinery will confirm that these machines are
becoming increasingly complex due to the incorporation of new technologies. Sensors are
being added so that the operator has a better understanding of how the machine is function-
ing. It is good to have this information, but the quantity of information available inside the
operator’s station can be overwhelming. Technology has also enabled some of the functions
to be automated. Although this may seem to be an obvious benefit to the operator, the ulti-
mate impact on the operator cannot be so easily predicted. If not designed carefully (from a
human factors perspective), information overload can be a real problem.
Automated systems were first designed to relieve the human of repetitive or continuous
manual tasks. It has been observed, however, that automation often redistributes workload
rather than reducing it because the human is forced to assume a supervisory role (Sarter et
al. 1997). As a supervisor, it is important that the operator have an awareness of what is
happening. This awareness of one’s surroundings is referred to as situation awareness (SA).
Endsley (1988) defined SA as “the perception of the elements of the environment within a
volume of time and space (level 1), the comprehension of their meaning (level 2) and the
projection of their status in the near future (level 3).” When human intervention is required
2 Driving Simulation
A driving simulator makes it possible to operate vehicles with no actual movement, but
in realistic conditions (Kappler, 2008). In fact, a driving simulator provides an intelligent en-
vironment in which a human driver can perceive and control the operation of a virtual vehicle.
If the driving simulator is to reflect real situations, it must invoke the same driving behaviors
from drivers as they would exhibit in real-world driving. To achieve this goal, the driving simu-
lator must have the same appearance and dynamics as the real vehicle and provide the sa-
me information to the driver. It also must provide the same input devices for control of the
system. Some driving simulators provide only visual feedback, but most high fidelity driving
simulators provide motion, haptic, and auditory feedback which allow the driver to interact
with the vehicle and the environment in a multisensory fashion (Kemeny and Panerai, 2003).
Extensive research has shown that, depending on the driving task being simulated, non-
visual cues are necessary to provide realistic simulation (Siegler et al., 2001).
For research purposes, experimental control is the greatest advantage offered by dri-
ving simulators. A driving simulator enables control of many extraneous variables which can-
not be controlled in real driving. It is also less costly to conduct experiments with a driving
simulator compared to experiments in an instrumented car in a real environment. The safety
of the driver in the test is another important advantage of using a driving simulator. This fac-
tor is most significant when studying issues such as driver fatigue or driving during low visibi-
lity conditions. Finally, it is easier to measure driving performance variables and other para-
meters, such as physiological and psychological responses of the driver, in a driving simula-
tor than in a real vehicle (Horiguchi and Suetomi, 1995).
Despite the advantages, driving simulators have certain shortcomings. No driving simu-
lator can perfectly reproduce the real driving experience. Models of vehicle dynamics and
environmental disturbances can be made increasingly accurate, but can never be perfect.
Providing visual feedback that has the same field-of-view, resolution, and depth cues as tho-
se of a real visual scene is extremely difficult, if not impossible. Also, even in the most ad-
vanced driving simulators, certain motion cues are not possible to render, because no driving
simulator has an unlimited motion range. Direct rendering of simple vehicle maneuvers (such
as a long brake) requires large motion systems that are unrealistic. Engineers have develo-
ped special techniques such as motion washout filtering, tilt coordination, and motion scaling
that can render most vehicle motions, but these techniques do not completely resolve the
existing problems. Transport delay is another major issue; there is always a delay between
the subjects’ action and the simulator’s response. This is due to the time required for the ac-
quisition of the subject’s commands, computation of the appropriate response, and the delay
in the visual and motion subsystems. Not only should these delays be small, but all simulator
subsystems should be synchronized, a requirement that is difficult to achieve (Horiguchi and
Suetomi, 1995; Kemeny and Panerai, 2003).
working depth, and blocked seed distribution Figure 1: Overhead view of the TAS-DS.
units (Fig. 3). The display reflects the states of
these parameters in a suitable format (i.e.,
with the use of graphical images, pictorials, or
text). In addition, the monitor displays a map
of the “field” showing the portion that has be-
en covered by the TAS-DS. Also on the right
side of the operator’s seat is a control panel
(Fig. 4) that is used by the operator to make
adjustments to the air seeder parameters as
required. A lightbar with 23 light-emitting dio-
des (LEDs) is used to provide guidance in-
structions to the simulator operator. It con-
sists of three green LEDs in the center with
10 red LEDs on each side. The details of Figure 2: Placement of the TAS-DS in the Ag-
modeling straight line driving with this lightbar ricultural Ergonomics Laboratory.
as a guidance aid can be found in Karimi et al.
(2008a).
Thirty-two images create a panoramic view that forms the field boundary for the TAS-
DS (Fig. 6) . A photo of a level field surface for seeding has been used to create the field
texture of the visual scene. The image-generating program receives computed vehicle mo-
tions from the main program and renders them in two translational and rotational motions.
Translational motion, which is the movement in the y-direction, is only applied for the field
surface. In this position, the field boundary only moves along with the driver’s virtual position
in the scene. Rotational motion is applied to both field surface and boundary. A desktop
computer generates the visual scene and synchronizes it with the simulator controller's data.
Figure 7 shows a view of the visual scene when the simulator is running.
Noise and vibration levels are usually higher in tractors compared to automobiles. Pre-
recorded tractor noise has been incorporated into the simulator code to include auditory sti-
mulation. Although vibration may be important to realistically simulate the agricultural tractor,
this characteristic has not been considered to be essential for the research studies envisio-
ned to date. The TAS-DS does not currently include any mechanism for creating vibration.
The TAS-DS has been used as a tool in the search for knowledge to inform the design
of mobile agricultural machines (MAMs). Research over the past few years has shown that
the ergonomic impacts of guidance systems cannot be considered in isolation because au-
tomation of the guidance task can change the nature of the remaining tasks. With the overall
objective of considering the design of automation for MAMs, the TAS-DS is currently being
used to research two issues. First, research is being done, using function allocation theory,
to determine an appropriate automation design for a MAM. Four different levels of automati-
on can be achieved: information acquisition, information analysis, decision selection, and
action implementation (Parasuraman et al. 2000). Experimental work has been completed
with the intent of determining whether system performance varies with the level of automati-
on implemented. Second, research is being initiated to understand the impact of display de-
sign on the level of situation awareness achieved by an operator of a semi-autonomous
MAM. Future research will investigate whether an external stressor (such as noise or re-
duced visibility) changes the preferred level of automation for a semi-autonomous MAM.
5 Conclusions
Industry continues to develop new technologies for “improving“ mobile agricultural ma-
chines. Unfortunately, the impact of the new technology on the operator’s mental workload is
not always positive. Over the past 15 years, driving simulation has been a valuable technique
to research the ergonomics of mobile agricultural machines. This paper describes a simulator
that has been designed to mimic a system consisting of a tractor and air seeder (TAS-DS).
The current driving simulator is being used to research various issues related to the design of
automation for mobile agricultural machines.
6 Acknowledgements
The authors acknowledge the technical assistance of Matt McDonald, Dale Bourns,
and Robert Lavallee, the tractor cab donation by Case New Holland (CNH), and the financial
assistance of the Natural Sciences and Engineering Research Council of Canada (NSERC).
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