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The perceptual upright results from the multisensory integration of the directions indicated by vision and gravity as well as a prior assumption that upright is towards the head. The direction of gravity is signalled by multiple cues, the predominant of which are the otoliths of the vestibular system and somatosensory information from contact with the support surface. Here, we used neutral buoyancy to remove somatosensory information while retaining vestibular cues, thus "splitting the gravity vector" leaving only the vestibular component. In this way, neutral buoyancy can be used as a microgravity analogue. We assessed spatial orientation using the oriented character recognition test (OChaRT, which yields the perceptual upright, PU) under both neutrally buoyant and terrestrial conditions. The effect of visual cues to upright (the visual effect) was reduced under neutral buoyancy compared to on land but the influence of gravity was unaffected. We found no significant change in the relative weighting of vision, gravity, or body cues, in contrast to results found both in long-duration microgravity and during head-down bed rest. These results indicate a relatively minor role for somatosensation in determining the perceptual upright in the presence of vestibular cues. Short-duration neutral buoyancy is a weak analogue for microgravity exposure in terms of its perceptual consequences compared to long-duration head-down bed rest.
Traditionally traffic simulations are used to predict traffic jams, plan new roads or highways, and estimate road safety. They are also used in computer games and virtual environments. There are two general concepts of modeling traffic: macroscopic and microscopic modeling. Macroscopic traffic models take vehicle collectives into account and do not consider individual vehicles. Parameters like average velocity and density are used to model the flow of traffic. In contrast, microscopic traffic models consider each vehicle individually. Therefore, vehicle specific parameters are of importance, e.g. current velocity, desired velocity, velocity difference to the lead vehicle, individual time gap.
Motion parameters estimation of moving objects and ego motion applying an active camera system
(2004)
Having multiple talkers on a bus system rises the bandwidth on this bus. To monitor the communication on a bus, tools that constantly read the bus are needed. This report shows an implementation of a monitoring system for the CAN bus utilizing the Altera DE2 development board. The Biomedical Institute of the University of New Brunswick is currently developing together with different partners a prosthetic limb device, the UNB hand. Communication in this device is done via two CAN buses, which operate at a bit-rate of 1 Mbit/s. The developed monitoring system has been completely designed in Verilog HDL. It monitors the CAN bus in real-time and allows monitoring of different modules as well as of the overall load. The calculated data is displayed on the built-in LCD and also transmitted via UART to a PC. A sample receiver programmed in C is also given. The evaluation of this system has been done by using the Microchip CAN Bus Analyzer Tool connected to the GPIO port of the development board that simulates CAN communication.