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Two-handed automobile steering at low vehicle speeds may lead to reduced steering ability at large steering wheel angles and shoulder injury at high steering wheel rates (SWRs). As a first step toward solving these problems, this study aims, firstly, to design a surface electromyography (sEMG) controlled steering assistance interface that enables hands-free steering wheel rotation and, secondly, to validate the effect of this rotation on path-following accuracy.

A total of 24 drivers used biceps brachii sEMG signals to control the steering assistance interface at a maximized SWR in three driving simulator scenarios: U-turn, 90º turn and 45º turn. For comparison, the scenarios were repeated with a slower SWR and a game steering wheel in place of the steering assistance interface. The path-following accuracy of the steering assistance interface would be validated if it was at least comparable to that of the game steering wheel.

Overall, the steering assistance interface with a maximized SWR was comparable to a game steering wheel. For the U-turn, 90º turn and 45º turn, the sEMG-based human–machine interface (HMI) had median lateral errors of 0.55, 0.3 and 0.2 m, respectively, whereas the game steering wheel, respectively, had median lateral errors of 0.7, 0.4 and 0.3 m. The higher accuracy of the sEMG-based HMI was statistically significant in the case of the U-turn.

Although production automobiles do not use sEMG-based HMIs, and few studies have proposed sEMG controlled steering, the results of the current study warrant further development of a sEMG-based HMI for an actual automobile.

This research proposes a text analytics–based framework that examines the utility of online customer reviews in evaluating automobile manufacturers and discovering their consumer-perceived weaknesses.

The proposed framework integrates aspect-level sentiment analysis with the house of quality (HoQ), TOPSIS, Pareto chart and fishbone diagram. While sentiment analysis mines and quantifies review-embedded consumer opinions on various automobile attributes, the integrated HoQ-TOPSIS analyzes the quantified opinions and evaluates the manufacturers. The Pareto charts assist in discovering consumer-perceived weaknesses of the underperforming manufacturers. Finally, the fishbone diagram visually represents the results in the form with which the manufacturing community is acquainted.

The proposed framework is tested on a review data set collected from CarWale, a well-known car portal in India. Selecting five manufacturers from the mid-size car segment, the authors identified the worst-performing one and discovered its weak attributes.

The proposed framework can help the manufacturers in evaluating competitor; identifying consumers' contemporary interests; discovering own and their competitors' weak attributes; assessing the suppliers and sending early warnings; detecting the hazardous defects. It can assist the component suppliers in devising process improvement strategies; improving their customer network; comparing them with competitors. It can support the customers in identifying the best available alternative.

The proposed framework is first of its kind to integrate the sentiment analysis with (1) HoQ-TOPSIS to assess the manufacturers; (2) Pareto chart to discover their weaknesses; (3) fishbone diagram to visually represent the results.

This study aims to propose a novel subjective assessment (SA) method for level 2 or level 2+ advanced driver assistance system (ADAS) with a customized case study in China.

The proposed SA method contains six dimensions, including perception, driveability and stability, riding comfort, human–machine interaction, driver workload and trustworthiness and exceptional operating case, respectively. And each dimension subordinates several subsections, which describe the corresponding details under this dimension.

Based on the proposed SA, a case study in China is conducted. Six drivers with different driving experiences are invited to give their subjective ratings for each subsection according to a predefined rating standard. The rating results show that the ADAS from Tesla outperforms the upcoming electric vehicle in most cases.

The proposed SA method is beneficial for the original equipment manufacturers developing related technologies in the future.

The purpose of this paper is to reveal how technology is being applied to augment drivers' skills and improve road safety throughout Europe.

The paper begins with a description of the European Commission's car safety initiatives, and why they are necessary. Then three driver‐assistance systems are examined in detail: adaptive cruise control, lane departure and lane‐changing systems, and driver vigilance monitoring.

Radar, lidar, and imaging sensors are being used and sometimes fused to build highly intelligent driver assistance equipment. The response of the system is crucial to its acceptance and success: false alarms or over‐violent actuation would lead to rejection. Neither must the system encourage over‐confidence. It is estimated that drowsiness detection could prevent 30 per cent of fatal motorway crashes.

The paper alerts engineers and drivers to a long‐term Europe‐wide project to develop and deploy driver assistance technologies.

This paper seeks to understand the role of financial accounting regulations in a less developed country in transition, Egypt. It explores the social, political as well as economic contexts that underlie the processes of setting the Egyptian Financial Accounting Regulations (EFAR) in a harmony with International Accounting Standards (IASs).

The paper is based on in‐depth interviews and an analysis of documents. It relies on Habermas' notions of society's lifeworld, institutional steering mechanisms and systems in order to link the changes in EFAR to the changes in the wider social, political and economic contexts wherein organizations operate. The paper also explores the role of EFAR, as “regulative” or “constitutive” steering mechanisms, throughout two longitudinal episodes; starting with the beginning of socialism and extending to liberalism.

The paper finds that the EFAR have had a constitutive tendency during the Egyptian transformation towards a market‐based economy. Although there are remarkable changes in political philosophy in Egypt, the regulators' motivations and the processes of the accountancy profession that mobilized the formulation of EFAR in harmony with IASs, those regulations were acted upon to constitute organizational members' values, norms and knowledge in order to overcome the persistence of the socialist accounting practices. The regulations were also aimed at enhancing professional conduct and, at same time, increasing organizational members' adherence to the processes of privatization as a part of a wider movement towards transparency, democracy, full disclosure and liberalisation.

The paper emphasises the interface between a macro social transformation and micro organizational responses in order to understand the role of EFAR. However, it does not stress how the actual implementation of those regulations is implicated at a micro organizational change level. Furthermore, the paper covers a timeframe – 1952 to 2000 – that extends from the start of socialism extending to liberalism. Although the IASs are now known as International Financial Reporting Standards (IFRS), the paper covers a period in which such IFRS were not applicable in Egypt.

The paper contributes to the understanding of the social, political as well as economic role(s) of financial accounting regulations in a transitional country during that country's transformation towards the market economy.

The purpose of this paper is to investigate the effect on time to complete a task depending on how a human operator interacts with a mobile‐robot. Interaction is investigated using two tele‐operated mobile‐robot systems, three different ways of interacting with robots and several different environments. The speed of a tele‐operator in completing progressively more complicated driving tasks is investigated also.

Tele‐operators are timed completing a series of tasks using a joystick to control a mobile‐robot. They either watch the robot while operating it, or sit at a computer and view scenes remotely on a screen. Cameras are either mounted on the robot, or so that they view both the environment and robot. Tele‐operators complete tests both with and without sensors. One robot system uses an umbilical cable and one uses a radio link.

In simple environments, a tele‐operator may perform better without a sensor system to assist them but in more complicated environments then a tele‐operator may perform better with a sensor system to assist. Tele‐operators may also tend to perform better with a radio link than with an umbilical connection. Tele‐operators sometimes perform better with a camera mounted on the robot compared with pre‐mounted cameras observing the environment (but that depends on tasks being performed).

Tele‐operated systems rely heavily on visual feedback and experienced operators. This paper investigates how to make tasks easier.

The paper suggests that the amount of sensor support should be varied depending on circumstances.

Results show that human tele‐operators perform better without the assistance of a sensor systems in simple environments.

The purpose of this paper is to investigate the effect on completion of mobile‐robot tasks depending on how a human tele‐operator interacts with a sensor system and a mobile‐robot.

Interaction is investigated using two mobile‐robot systems, three different ways of interacting with the robots and several different environments of increasing complexity. In each case, the operation is investigated with and without sensor systems to assist an operator to move a robot through narrower and narrower gaps and in completing progressively more complicated driving tasks. Tele‐operators used a joystick and either watched the robot while operating it, or sat at a computer and viewed scenes remotely on a screen. Cameras are either mounted on the robot to view the space ahead of the robot or mounted remotely so that they viewed both the environment and robot. Every test is compared with sensor systems engaged and with them disconnected.

A main conclusion is that human tele‐operators perform better without the assistance of sensor systems in simple environments and in those cases it may be better to switch‐off the sensor systems or reduce their effect. In addition, tele‐operators sometimes performed better with a camera mounted on the robot compared with pre‐mounted cameras observing the environment (but that depended on tasks being performed).

Tele‐operators completed tests both with and without sensors. One robot system used an umbilical cable and one used a radio link.

The paper quantifies the difference between tele‐operation control and sensor‐assisted control when a robot passes through narrow passages. This could be an useful information when system designers decide if a system should be tele‐operated, automatic or sensor‐assisted. The paper suggests that in simple environments then the amount of sensor support should be small but in more complicated environments then more sensor support needs to be provided.

The paper investigates the effect of completing mobile‐robot tasks depending on whether a human tele‐operator uses a sensor system or not and how they interact with the sensor system and the mobile‐robot. The paper presents the results from investigations using two mobile‐robot systems, three different ways of interacting with the robots and several different environments of increasing complexity. The change in the ability of a human operator to complete progressively more complicated driving tasks with and without a sensor system is presented and the human tele‐operators performed better without the assistance of sensor systems in simple environments.