#MICROFSOFT SILVERLIGHT OFFLINE#
In other words, you may finish the installation without having an online connection.Ģ: There is a separate offline installation on the Lumen download page for Windows if you use Windows. The energy dependence of the volume integrals of the total optical potential is consistent from both calculations, but there is a large difference in the energy dependence of the volume integral of the isovector part of the potential.1: When an online connection is accessible, an application like Lumen may be downloaded to your computer and installed when an internet connection is no longer available, thanks to an offline installation. We found that the use of MH's amplitude in the RIA gives a good description to the neutron total cross section from 200 to 400 MeV, while the use of MRW's amplitude provides a good description from 500 MeV and above. We used the NN amplitude calculated by McNeil, Ray, and Wallace (MRW) and the relativistic Love-Frany NN amplitude developed by Murdock and Horowitz (MH). the absence of any such data at intermediate energy, the present study of total cross sections provides useful preliminary information on the isovector part of a generalized nucleon-nucleus interaction. A complete set of scattering observables would be required in order to study the details of the neutron-nucleus interaction. In particular, we are interested in what we can learn from the RIA in order to build up a phenomenological optical potential. We have used the relativistic impulse approximation (RIA) to study the newly measured neutron total cross section data for 208Pb, 90Zr, and 40Ca. Through this research line, we will advance the knowledge of AV-HRU cooperation and contribute to the safety and efficiency of mixed traffic. Finally, concepts of AVs that provide explicit gestures will be developed, tested, and demonstrated to industry on public roads. Third, a closed-loop model that describes HRU-HRU/AV interactions will be developed and used to predict which explicit gestures HRUs need to receive from AVs. Second, we will create two unique facilities (linked simulators and a test track setup with synchronized data logging) to determine the effectiveness of implicit anthropomorphic and implicit mechanistic gestures in staged HRU-HRU/AV encounters. The effectiveness of the gestures will be assessed regarding whether HRUs are willing and able to use the AVs’ gestures, and in terms of safety and efficiency of the AV-HRU encounters.įirst, we will perform naturalistic on-road studies and large online surveys to identify how HRUs apply implicit and explicit gestures, and to derive prototypical traffic scenarios where gesturing is important. We will study the largely unexplored topic of how HRUs communicate with each other, and examine whether AVs’ gestures should be human-like (anthropomorphic) or nonhuman (mechanistic), and implicit (embedded in vehicle motion) or explicit (visual/auditory signs). This research aims to devise novel AV-to-HRU communication methods. Because AVs have excellent sensor and computational abilities, the opportunity arises to develop AV-to-HRU communication that not only emulates but also surpasses the information content of HRU-to-HRU communication. In the coming decades, our roads will be populated with an unprecedented mixture of automated vehicles (AVs) and human road users (HRUs) such as pedestrians, cyclists, and manually driven cars.Ī bottleneck is that current AVs do not communicate to HRUs, making AV-HRU encounters inefficient and potentially accident-prone as compared to HRUs who fluently move in traffic through mutual communication of their states and intentions.
#MICROFSOFT SILVERLIGHT DRIVER#
We combine engineering domains such as simulator hardware, traffic flow theory, control theory, and mathematical driver modelling with psychological domains such as human action and perception, cognitive modelling, vigilance, distraction, psychophysiology, and mode/situation awareness, to optimally address the interdisciplinary domain of human factors.
HFauto bridges the gap between engineers and psychologists through a multidisciplinary research and training programme.
What are the effects of HAD on accident risk and transport efficiency? How can the automation understand the driver’s state and intentions?
#MICROFSOFT SILVERLIGHT MANUAL#
How should human-machine-interfaces (HMI) be designed to support transitions between automated and manual control? However, before automated driving can be safely deployed on public roads we have to deal with imminent human factors questions, such as: Highly automated driving (HAD) has the potential to resolve these problems and major car makers foresee that HAD will be technically ready for commercialisation within one decade from now. Road transport is an essential part of society but the burden of traffic crashes, congestion, and poll ution is enormous. To generate knowledge on Human Factors of automated driving towards safer road transportation.
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