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NASA NTRSDate not supplied

Distortion of Perceived Visual Space after Eccentric Gaze Holding

Previous studies have shown that rebound nystagmus can be a behavioral probe into the adaptive properties of the gaze-holding mechanism, showing that after prolonged eccentric gaze holding and upon return to central gaze the eye tends to drift towards the previously held position. It is not known whether perception of visual space is also affected by similar adaptation mechanisms. The current study seeks to elucidate if eccentric gaze holding changes the perception of space in a relative spatial judgment task. To measure their spatial bias, twelve subjects were asked to report which among two short vertical lines flashed to the left or to the right of the display was closer to a third central line. Perception was assessed after holding eccentric gaze at 40 degrees towards the left or right and compared with control trials without eccentric gaze holding. Subjects showed a significant difference in spatial bias between the leftward and rightward gaze holding conditions (p = 0.04), suggesting that the visual space changes differently with respect to the side where gaze was held. While we did not observe an overall bias (p = 0.327) under no gaze holding we did observe a significant correlation between handedness and spatial bias (r2 = 0.4, p = 0.04). We conclude that gaze holding temporarily distorts the perception of space in a mechanism that may be related to the adaptation of the gaze holding mechanism.

perception↗

DOE OSTI2021

Investigating the influence of environmental information on perceived indoor environmental quality: An exploratory study

Under the assumption that information can impact perception, most research on human sensation and satisfaction with indoor environmental quality (IEQ) parameters has been conducted with respondents uninformed about the test conditions. Therefore, researchers know little about the impact of information on perception. These potential effects are increasingly relevant as quantitative information about indoor environments becomes accessible via low-cost, wirelessly connected sensors. In this experimental study, 48 subjects were exposed to varied indoor environmental conditions and provided with different types of environmental information. The subjects' sensation and satisfaction were compared when they were blinded or provided with quantitative information about and/or qualitative ratings of specific parameters. The results indicate that accurate information on parameter values influenced how the subjects perceived the indoor air quality (IAQ) but not how they perceived the thermal, acoustic, or visual quality. The subjects rated the IAQ more positively when they were informed that there were nonzero ventilation rates. The qualitative ratings influenced the subjects' perceptions of all four environmental factors, but in different directions. The subjects generally had more positive sensation and higher satisfaction when they were told that the parameter values and qualitative ratings were more favorable than the test conditions. However, the improved sensation and satisfaction were often not as good as when the environmental conditions were actually improved and the subjects were provided with accurate information. Here, these findings affirm the critical need for more research on the impacts of information on perceptions of the indoor environment.

42 ENGINEERING↗

DOE OSTI2022

Social Disparities of Pain and Pain Intensity Among Women Diagnosed With Early Stage Breast Cancer

Background: Breast cancer is one of the most commonly diagnosed cancers among women in the United States and pain is the most common side effect of breast cancer and its treatment. Yet, the relationships between social determinants of pain and pain experience/intensity remain under-investigated. We examined the associations between social determinants of pain both at the individual level and the neighborhood level to understand how social conditions are associated with pain perception among early stage breast cancer patients. Methods: We conducted integrated statistical analysis of 1,191 women with early stage breast cancer treated at a large cancer center in Memphis, Tennessee. Combining electronic health records, patient-reported data and census data regarding residential address at the time of first diagnosis, we evaluated the relationships between social determinants and pain perception. Pain responses were self-reported by a patient as a numerical rating scale score at the patient’s initial diagnosis and follow-up clinical visits. We implemented two sets of statistical analyses of the zero-inflated Poisson model and estimated the associations between neighborhood poverty prevalence and breast cancer pain intensity. After adjustment for demographic characteristics, cancer stage, and chemotherapy, pain perception was significantly associated with poverty and blight level of the neighborhood. Results: Among women living in the highest-poverty areas, the odds of reporting pain were 2.48 times higher than those in the lowest-poverty area. Women living in the highest-blight area had 5.43 times higher odds of reporting pain than those in the lowest-blight area. Neighborhood-level social determinants were significantly associated with pain intensity among women diagnosed with early-stage breast cancer. Conclusions: Distressed neighborhood conditions are significantly associated with higher pain perception. Breast cancer patients living in socio-economically disadvantaged neighborhoods and in poor environmental conditions reported higher pain severity compared to patients from less distressed neighborhoods. Therefore, post-diagnosis pain treatment design needs to be tailored to the social determinants of the breast cancer patients.

60 APPLIED LIFE SCIENCES↗

DOE OSTI2025

Community engagement in the development of bioenergy projects from cellulosic urban waste feedstock in Hawaii for sustainable aviation fuel

The purpose of the research project was to reveal the perceptions of residents and communities of the City and County of Honolulu concerning bioenergy projects, feedstock, and sustainable aviation fuel. The perception study was conducted via community-scale surveys, interviews, and town meetings to gather feedback on the preliminary design of a proposed bioenergy project, including feedstock choice and the need for sustainable aviation fuel in Hawaii. Residents on the west side of Oahu were targeted due to their proximity to the proposed plant site location. Findings from this study aim to identify resident perceptions, understanding, and desire for bioenergy projects and new infrastructure to, improve the energy efficiency and sustainability of Hawaiian islands. While Hawaii has created policies and mandates to move toward 100% renewable energy sources by 2045, the focus has been predominately on renewable electricity, largely overlooking other sustainable energy options such as sustainable aviation fuel. There is a lack of research on the community engagement and perceptions of Hawaiian residents on bioenergy projects and sustainable aviation fuel, contributing to the low adoption of bioenergy projects on the islands. Insights from this study aim to add literature on the need for community engagement in the design process, the importance of accepting new sustainable infrastructure, and the production and use of sustainable aviation fuels.

09 BIOMASS FUELS↗

NASA NTRS1989

Gravity receptors and responses

The overall process of gravity sensing and response processes in plants may be divided conveniently into at least four components or stages: Stimulus susception (a physical event, characteristically the input to the G receptor system of environmental information about the G force magnitude, its vector direction, or both); information perception (an influence of susception on some biological structure or process that can be described as the transformation of environmental information into a biologicallly meaningful change); information transport (the export, if required, of an influence (often chemical) to cells and organs other than those at the sensor location); and biological response (almost always (in plants) a growth change of some kind). Some analysts of the process identify, between information perception and information transport, an additional stage, transduction, which would emphasize the importance of a transformation from one form of information to another, for example from mechanical statolith displacement to an electric, chemical, or other alteration that was its indirect result. These four (or five) stages are temporally sequential. Even if all that occurs at each stage can not be confidently identified, it seems evident that during transduction and transport, matters dealt with are found relatively late in the information flow rather than at the perception stage. As more and more is learned about the roles played by plant hormones which condition the G responses, the mechanism(s) of perception which should be are not necessarily better understood. However, if by asking the right questions and being lucky with experiments perhaps the discovery of how some process (such as sedimentation of protoplasmic organelles) dictates what happens down stream in the information flow sequence may be made.

Brown, Allan H.↗

NASA NTRS1989

How do robots take two parts apart

This research is a natural progression of efforts which begun with the introduction of a new research paradigm in machine perception, called Active Perception. There it was stated that Active Perception is a problem of intelligent control strategies applied to data acquisition processes which will depend on the current state of the data interpretation, including recognition. The disassembly/assembly problem is treated as an Active Perception problem, and a method for autonomous disassembly based on this framework is presented.

Bajcsy, Ruzena K.↗

NASA NTRS1991

Visually guided control of movement in the context of multimodal stimulation

Flight simulation has been almost exclusively concerned with simulating the motions of the aircraft. Physically distinct subsystems are often combined to simulate the varieties of aircraft motion. Visual display systems simulate the motion of the aircraft relative to remote objects and surfaces (e.g., other aircraft and the terrain). 'Motion platform' simulators recreate aircraft motion relative to the gravitoinertial vector (i.e., correlated rotation and tilt as opposed to the 'coordinated turn' in flight). 'Control loaders' attempt to simulate the resistance of the aerodynamic medium to aircraft motion. However, there are few operational systems that attempt to simulate the motion of the pilot relative to the aircraft and the gravitoinertial vector. The design and use of all simulators is limited by poor understanding of postural control in the aircraft and its effect on the perception and control of flight. Analysis of the perception and control of flight (real or simulated) must consider that: (1) the pilot is not rigidly attached to the aircraft; and (2) the pilot actively monitors and adjusts body orientation and configuration in the aircraft. It is argued that this more complete approach to flight simulation requires that multimodal perception be considered as the rule rather than the exception. Moreover, the necessity of multimodal perception is revealed by emphasizing the complementarity rather than the redundancy among perceptual systems. Finally, an outline is presented for an experiment to be conducted at NASA ARC. The experiment explicitly considers possible consequences of coordination between postural and vehicular control.

Riccio, Gary E.↗

NASA NTRS1992

Role of orientation reference selection in motion sickness

The overall objective of this proposal is to understand the relationship between human orientation control and motion sickness susceptibility. Three areas related to orientation control will be investigated. These three areas are (1) reflexes associated with the control of eye movements and posture, (2) the perception of body rotation and position with respect to gravity, and (3) the strategies used to resolve sensory conflict situations which arise when different sensory systems provide orientation cues which are not consistent with one another or with previous experience. Of particular interest is the possibility that a subject may be able to ignore an inaccurate sensory modality in favor of one or more other sensory modalities which do provide accurate orientation reference information. We refer to this process as sensory selection. This proposal will attempt to quantify subjects' sensory selection abilities and determine if this ability confers some immunity to the development of motion sickness symptoms. Measurements of reflexes, motion perception, sensory selection abilities, and motion sickness susceptibility will concentrate on pitch and roll motions since these seem most relevant to the space motion sickness problem. Vestibulo-ocular (VOR) and oculomotor reflexes will be measured using a unique two-axis rotation device developed in our laboratory over the last seven years. Posture control reflexes will be measured using a movable posture platform capable of independently altering proprioceptive and visual orientation cues. Motion perception will be quantified using closed loop feedback technique developed by Zacharias and Young (Exp Brain Res, 1981). This technique requires a subject to null out motions induced by the experimenter while being exposed to various confounding sensory orientation cues. A subject's sensory selection abilities will be measured by the magnitude and timing of his reactions to changes in sensory environments. Motion sickness susceptibility will be measured by the time required to induce characteristic changes in the pattern of electrogastrogram recordings while exposed to various sensory environments during posture and motion perception tests. The results of this work are relevant to NASA's interest in understanding the etiology of space motion sickness. If any of the reflex, perceptual, or sensory selection abilities of subjects are found to correlate with motion sickness susceptibility, this work may be an important step in suggesting a method of predicting motion sickness susceptibility. If sensory selection can provide a means to avoid sensory conflict, then further work may lead to training programs which could enhance a subject's sensory selection ability and therefore minimize motion sickness susceptibility.

Peterka, Robert J.↗

NASA NTRS1992

Adaptive multisensor fusion for planetary exploration rovers

The purpose of the adaptive multisensor fusion system currently being designed at NASA/Johnson Space Center is to provide a robotic rover with assured vision and safe navigation capabilities during robotic missions on planetary surfaces. Our approach consists of using multispectral sensing devices ranging from visible to microwave wavelengths to fulfill the needs of perception for space robotics. Based on the illumination conditions and the sensors capabilities knowledge, the designed perception system should automatically select the best subset of sensors and their sensing modalities that will allow the perception and interpretation of the environment. Then, based on reflectance and emittance theoretical models, the sensor data are fused to extract the physical and geometrical surface properties of the environment surface slope, dielectric constant, temperature and roughness. The theoretical concepts, the design and first results of the multisensor perception system are presented.

Collin, Marie-France↗

NASA NTRS1994

Selective Use of Optical Variables to Control Forward Speed

Previous work on the perception and control of simulated vehicle speed has examined the contributions of optical flow rate (angular visual speed) and texture, or edge rate (frequency of passing terrain objects or markings) on the perception and control of forward speed. However, these studies have not examined the ability to selectively use edge rate or flow rate. The two studies reported here show that subjects found it very difficult to arbitrarily direct attention to one or the other of these variables; but that the ability to selectively use these variables is linked to the visual contextual information about the relative validity (linkage with speed) of the two variables. The selectivity also resulted in different velocity adaptation levels for events in which flow rate and edge rate specified forward speed. Finally, the role of visual context in directing attention was further buttressed by the finding that the incorrect perception of changes in ground texture density tended to be coupled with incorrect perceptions of changes in forward speed.

Johnson, Walter W.↗

NASA NTRS2000

Mechanisms of the early phases of plant gravitropism

Gravitropism is directed growth of a plant or plant organ in response to gravity and can be divided into the following temporal sequence: perception, transduction, and response. This article is a review of the research on the early events of gravitropism (i.e., phenomena associated with the perception and transduction phases). The two major hypotheses for graviperception are the protoplast-pressure and starch-statolith models. While most researchers support the concept of statoliths, there are suggestions that plants have multiple mechanisms of perception. Evidence supports the hypothesis that the actin cytoskeleton is involved in graviperception/transduction, but the details of these mechanisms remain elusive. A number of recent developments, such as increased use of the molecular genetic approach, magnetophoresis, and laser ablation, have facilitated research in graviperception and have allowed for refinement of the current models. In addition, the entire continuum of acceleration forces from hypo- to hyper-gravity have been useful in studying perception mechanisms. Future interdisciplinary molecular approaches and the availability of sophisticated laboratories on the International Space Station should help to develop new insights into mechanisms of gravitropism in plants.

NASA Discipline Plant Biology↗

NASA NTRS1999

Gravitropism of hypocotyls of wild-type and starch-deficient Arabidopsis seedlings in spaceflight studies

The major purpose of this spaceflight project was to investigate the starch-statolith hypothesis for gravity perception, and a secondary goal was to study plant growth and development under spaceflight conditions. This research was based on our ground studies of gravity perception in the wild type and three starch-deficient (one starchless and two reduced starch) mutants of Arabidopsis thaliana (L.) Heynh. Dark-grown seedlings that developed in microgravity were given one of several (30 min, 60 min, or 90 min) 1-g stimuli by an on-board centrifuge, and additional controls for seedling development also were performed. These latter control experiments included a morphological study of plants that developed in space in microgravity (F microg), in space on a centrifuge (F 1g), on the ground (G 1g), and on a rotating clinostat on the ground. Since elevated levels of ethylene were reported in the spacecraft atmosphere, additional controls for morphology and gravitropism with added ethylene also were performed. While exogenous ethylene reduced the absolute magnitude of the response in all four strains of Arabidopsis, this gas did not appear to change the relative graviresponsiveness among the strains. The relative response of hypocotyls of microgravity-grown seedlings to the stimuli provided by the in-flight centrifuge was: wild type > starch-deficient mutants. Although the protoplast pressure model for gravity perception cannot be excluded, these results are consistent with a statolith-based model for perception in plants.

Non-NASA Center↗

NASA NTRS2008

Simplified night sky display system

A portable structure, simply constructed with inexpensive and generally lightweight materials, for displaying a selected portion of the night sky and selected planets, satellites, comets and other astronomically observable objects that are visually perceptible within that portion of the night sky. The structure includes a computer having stored signals representing the observable objects, an image projector that converts and projects the stored signals as visually perceptible images, a first curvilinear light-reflecting surface to receive and reflect the visually perceptible images, and a second curvilinear surface to receive and display the visually perceptible images reflected from the first surface. The images may be motionless or may move with passage of time. In one embodiment, the structure includes an inflatable screen surface that receives gas in an enclosed volume, supports itself without further mechanical support, and optionally self-regulates pressure of the received gas within the enclosed volume.

Castellano, Timothy P.↗

NASA NTRS2020

Evaluation of Low Cost, User-Centered Alerting Devices for the Mitigation of Flight Crew Spatial Disorientation

The National Aeronautics and Space Administration (NASA) is conducting research into technologies which have the potential to reduce flight crew Spatial Disorientation (SD). While flight deck technology has advanced rapidly over the past fifty (50) years, the reported occurrences of flight crew SD have not decreased. The Cost-Effective Devices for Alerting Research (CEDAR) effort has focused on the identification and development of low cost, user-centered alerting solutions for the purpose of mitigating the occurrence of flight crew SD. This effort seeks to evaluate both existing technologies as well as new and emerging technologies which have a viable path to implementation in commercial aviation within the next five (5) years. This research is intended to develop a proof-of-concept for real-time SD mitigation which could eventually be utilized to improve safety in future air transport operations. NASA has partnered with the United States Naval Aeromedical Research Unit in Dayton, OH (NAMRU-D) to conduct flight crew SD research utilizing their Disorientation Research Device (DRD), dubbed “The Kraken”. This high-tech simulator features never-before-seen capabilities for side-by-side commercial aviation flight crew SD research, and is capable of re-creating the forces necessary to induce SD illusions in a safe and repeatable manner. Prototype SD mitigation solutions were incorporated into this simulator for scenario-based testing and evaluation using airline pilots within a contextually representative operational environment. SD mitigation technology prototypes designed to provide haptic feedback for both alerting and guidance, as well as innovative visual and aural alerting displays were evaluated. In December 2014, as a result of analyzing eighteen (18) loss-of-control events, the Commercial Aviation Safety Team (CAST) recommended research into flight deck technologies that have potential to mitigate the problems and contributing factors that lead to flight crew loss of airplane state awareness (ASA) and conditions likely to produce SD. The aviation community (government, industry and academia) have been charged with conducting research into cost-effective, user-centered flight deck alerting systems to alert flight crews; especially for the two conditions that produced SD (sub-threshold rolls and the somatogravic illusion). Somatogravic illusions are defined as illusions in which “there is a false perception of attitude on exposure to a force vector that differs in direction and/or magnitude from the normal gravitational force”. The sub-threshold roll illusion (aka the “leans” illusion) is a false sensation of roll attitude. A prolonged roll of less than two degrees becomes physiologically imperceptible to the pilot, and can lead to an incorrect perception of aircraft orientation. The sub-threshold roll illusion forms the entry point for the “graveyard spiral”, a maneuver in which the pilot’s corrective action (based on their false perception of aircraft orientation) causes the aircraft to spiral down into the ground. In both of these SD illusions, it is when the pilot attempts to correct the aircraft’s attitude (based on a false perception of its state) that problems arise, sometimes with lethal consequences.

Ronald J Daiker↗

NASA NTRSDate not supplied

Neuro-Vestibular Examination During and Following Spaceflight (Vestibular Health)

BACKGROUND Adaptation to microgravity during spaceflight causes neurological disturbances that are either directly or indirectly mediated by the vestibular system. These disturbances can include space motion sickness, spatial disorientation, and cognitive impairment, as well as changes in head-eye coordination, vestibulo-ocular reflexes, and control of posture and locomotion. Otolith-mediated reflex gains appear to adapt rapidly during spaceflight and after landing. However, animal studies have shown that structural modifications of the vestibular sensory apparatus develop during long-duration spaceflight. To date, no studies have characterized the severity of vestibular syndromes experienced by astronauts as a function of the duration of spaceflight or whether the effects are caused by changes at the peripheral end organs, midbrain, cerebellum, or vestibular cortex. OBJECTIVES We are investigating temporal vestibular changes in crewmembers of short, 6-month, and one-year missions to identify trends in adaptation of vestibular health and performance in orbit and after landing. We are also differentiating between peripheral and central vestibular forms of vertigo and oculomotor disorders. METHODS Recordings of eye, head, and body movements, as well as subjective reports of perception of motion, are being used to determine the presence of abnormal eye movements, dysmetria, motion sickness symptoms, and illusions of motion during head or body movements. This includes characterization of temporal trends in central compensation for vestibular (otolith) asymmetry. In-flight examinations are being performed early in the mission (Flight Days 1 and 30) and once every 2-3 months thereafter. Postflight examinations are performed after return (R) from the mission on R+0, R+4, R+9, and R+30. The inflight and postflight motion sickness questionnaires are customized to support data sharing across related studies. Ground-based control testing has been performed on healthy volunteers(18 females, 14 males;38.6 ± 9.2 years) in the laboratory to estimate mean normative responses, and on patients with bilateral vestibulopathy (BVP) (17 females, 13 males; 60.6 ± 13.0 years) at the University of Caen. RESULTS As of September 2024, two crewmembers have completed all preflight, inflight, and postflight testing. Additional crewmembers are currently enrolled and data collection is currently ongoing. For ground testing, BVP patients performed similarly to previous postflight astronauts on R+0 in various walking performance tasks. Three additional body movement perception tasks have been tested. For the Triangle Completion Task, BVP patients had a larger mean angle of deviation and longer mean distance than healthy controls. For the Self-Rotation Task and Distance Perception Task, BVP patients had larger errors than healthy controls. These data suggest that vestibular deficiencies impact all aspects of body movement perception tested; whereas previous studies suggest that vestibular deficiencies are only associated with directional errors, not with overall trajectories/path lengths. These data will be compared to those of crewmembers during early postflight readaptation. RELEVANCE If the observed symptoms in crewmembers are more deleterious after the year-long missions than those documented after 6-month missions, then relevant countermeasures will be required to maintain the health and operational performance of astronauts during longer missions. Depending on the etiology of the vestibular syndrome revealed by these tests, countermeasures will be proposed based on vestibular rehabilitation therapies currently used in patients with vestibular disorders, such as habituation, gaze stabilization, and/or balance training exercises. ACKNOWLEDGEMENT This work is supported by NASA’s Human Research Program Human Health Countermeasures Element.

T R Macaulay↗

DOE OSTI2025

Secure Route: Roadway Risk Mapping for Transportation Planners

The secure transport of sensitive materials across U.S. road networks pose unique challenges for local, state, and federal agencies. Threats range from random events (e.g., accidents, medical emergencies, mechanical failures) to opportunistic or organized tactical assaults. Although the probability of such attacks is very low, the consequences of material loss to foreign states or terrorists can be catastrophic, qualifying these scenarios as “grey swan” events—low-probability, high-impact occurrences that are predictable but difficult to quantify. Traditional risk assessments struggle in these contexts, necessitating a shift toward subjective risk perception to inform planning. Risk perception in transport planning is shaped by various factors, including knowledge of adversarial capabilities, vehicle defenses, manifest details, and geographic features along the route. Geographic features such as bridges, tunnels, roadside elevation, and gaps in cellular coverage introduce vulnerabilities, while mitigative features include safe havens, police stations, and medical services. Temporal variables such as congestion, accidents, and weather further complicate route planning. Despite their importance, existing routing tools like Google Maps and commercial software do not explicitly account for geographic risk features, requiring planners to rely on personal familiarity with routes—a time-intensive, non-scalable approach. This work addresses these gaps by: (1) developing datasets that catalog geographic risk features along U.S. roadways, (2) eliciting risk perceptions from experienced transportation security experts, and (3) linking these perceptions to roadway conditions and geographic data. We implement these capabilities within Secure Route a novel mapping tool for classifying route segment risks associated with roadway conditions. This system provides transportation planners with an intuitive interface to assess and contextualize risk along potential routes, improving decision-making for secure transport. We present current progress in this effort and identify next steps.

Stewart, Robert [ORNL] (ORCID:0000000281867559)↗

DOE OSTI2025

Final Report for CSP Tower Public Opinion and Education Project

As part of the CSP Plant Optimization Study for the California Power Market (DE-EE0009809) the project wanted to understand the public’s opinion of the technology and and explore the types of community engagement that is needed to support such development. The initial objectives for the public perception activities were twofold. The primary objective was to gather public opinion and feedback from the communities living near the two operating solar power tower plants, Ivanpah and Crescent Dunes, and to distill lessons learned from the community engagement conducted before, during, and after the plants were developed to inform future development. This included outreach to nearby airports. The other objective was to gauge public opinion about large-scale solar, specifically CSP towers, to start educating the public on the benefits and to begin building relationships with communities of interest, initially targeting the Kingman, Arizona area. The objectives shifted after the first exploratory trip to Ivanpah and Kingman, however, as it became apparent that it would be challenging to gather public opinion from the community surrounding Ivanpah that could be useful for other community profiles, and the company wasn’t ready to address the concerns in Kingman. Another area was chosen, therefore, to represent those where future development is possible. The recently published Lawrence Berkeley National Lab Perceptions of Large-Scale Solar Project Neighbors Study exemplified public perception polling based on social science and served as the foundation for the survey questions taken to the field. The intent was to ensure that people knew their input was valued and that the time they spent was valuable for the participant as well. It has been noted in the literature that in-person interaction has greater benefits than activities online or via mail, as well as limits the expense.

14 SOLAR ENERGY↗

DOE OSTI2024

Automated Lane Centering: An Off-the-Shelf Computer Vision Product vs. Infrastructure-Based Chip-Enabled Raised Pavement Markers

Safe autonomous vehicle (AV) operations depend on an accurate perception of the driving environment, which necessitates the use of a variety of sensors. Computational algorithms must then process all of this sensor data, which typically results in a high on-vehicle computational load. For example, existing lane markings are designed for human drivers, can fade over time, and can be contradictory in construction zones, which require specialized sensing and computational processing in an AV. But, this standard process can be avoided if the lane information is simply transmitted directly to the AV. High definition maps and road side units (RSUs) can be used for direct data transmission to the AV, but can be prohibitively expensive to establish and maintain. Additionally, to ensure robust and safe AV operations, more redundancy is beneficial. A cost-effective and passive solution is essential to address this need effectively. In this research, we propose a new infrastructure information source (IIS), chip-enabled raised pavement markers (CERPMs), which provide environmental data to the AV while also decreasing the AV compute load and the associated increase in vehicle energy use. CERPMs are installed in place of traditional ubiquitous raised pavement markers along road lane lines to transmit geospatial information along with the speed limit using long range wide area network (LoRaWAN) protocol directly to nearby vehicles. This information is then compared to the Mobileye commercial off-the-shelf traditional system that uses computer vision processing of lane markings. Our perception subsystem processes the raw data from both CEPRMs and Mobileye to generate a viable path required for a lane centering (LC) application. To evaluate the detection performance of both systems, we consider three test routes with varying conditions. Our results show that the Mobileye system failed to detect lane markings when the road curvature exceeded ±0.016 m -1 . For the steep curvature test scenario, it could only detect lane markings on both sides of the road for just 6.7% of the given test route. On the other hand, the CERPMs transmit the programmed geospatial information to the perception subsystem on the vehicle to generate a reference trajectory required for vehicle control. The CERPMs successfully generated the reference trajectory for vehicle control in all test scenarios. Moreover, the CERPMs can be detected up to 340 m from the vehicle’s position. Our overall conclusion is that CERPM technology is viable and that it has the potential to address the operational robustness and energy efficiency concerns plaguing the current generation of AVs.

33 ADVANCED PROPULSION SYSTEMS↗