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Speaker: Dr Anke Schwarze, Technische Universität Braunschweig, Department of Research Methods and Biopsychology, Germany Talk as part of the seminar series at HUman Centred Design Institute, London.
Citation preview
Theoretically guided HMI development for a driver assistance system
Anke SchwarzeTU Braunschweig | Department of Research Methods and Biopsychology
May 25th 2011 | Anke Schwarze | page 2
Overview
Principles of HMI-development classically designed HMIs behaviourally designed HMIs
VIDE principle scenarios
Assessment of VIDE subjective and objective data
Adaptation to a specific situation
Summary and outlook
May 25th 2011 | Anke Schwarze | page 3
Classically designed HMIs
presentation of information about the status of the vehicle information has to be perceived, processed, and an adequate reaction has to
be identified and executed
arbitrary stimulus-reaction-configurations are used the driver has to interpret the signal to produce the correct reaction
the information processing of the driver is manipulated
the use of many cognitive resources is necessary
http://www.bmw.com/at/de/insights/technology/technology_guide/articles/_shared/img/info_display.jpg http://www.maxxcount.de/maxxcount/CustomUpload/374O357O340O370O356O369O350O332O352O375O375O322O366O372O365O371O/Con_M_GATEWAY-CAN_FIS-Display2_gross.jpg http://www.bmw.com/at/de/insights/technology/technology_guide/articles/_shared/img/multi_information_display.jpg
May 25th 2011 | Anke Schwarze | page 4
Reducing the amount of information processing
Reduction of the necessary information processing of the driver if…
…behaviourally relevant information is presented
…pre-programmed and consolidated stimulus reaction configurations are used
…the behaviour of the driver is manipulated
May 25th 2011 | Anke Schwarze | page 5
Classical and behavioural approach
Classical approach
information about the status of the car
use of arbitrary stimulus-reaction configurations
manipulation of the information processing of the driver
communication
Behavioural approach
behaviourally relevant signals
use of pre-programmed and consolidated stimulus-reaction links
manipulation of the behaviour of the driver
coupling of behaviour
May 25th 2011 | Anke Schwarze | page 6
HMI development
Our „rational“ approach
general strategy of developing HMIs no substitution of cognitive systems
analysis of the situation, identification of theoptimal reaction
finding out how this reaction can be provokedlevels of behavioural control if a fast and simple reaction is necessary:
low level of behavioural control if a complex reaction is necessary and there
is no time pressure: high level of behaviouralcontrol
levels of behaviouralcontrol (Eggert, 2007)
insight
instructions
models
operant conditioning
classical conditioning
imprinting
instincts
reflexes
com
plex
ityst
abili
ty
May 25th 2011 | Anke Schwarze | page 7
Three core questions in the design of ADAS
What does the behavioural repertoire of the driver consist of?
Which situation-specific reaction should be elicited?
How can the desired reaction be elicited most efficiently?
May 25th 2011 | Anke Schwarze | page 8
APPLYING THE APPROACH IN THEDESIGN OF A DRIVINGASSISTANCE SYSTEM
May 25th 2011 | Anke Schwarze | page 9
The assistance system – characteristics
the assistance system should assist the driver during his normal drivingtask
the HMI should be able (as a vision) to replace the classical cockpitinstrumentation (e.g. tachometer…)
all relevant information should be presented as easy as possible
pratical implications (financial, legal, technical limitations…) are ofsecondary importance in the first concept stage
May 25th 2011 | Anke Schwarze | page 10
Design of the HMI – main principles
behaviourally relevant information instead of status information no information about the actual driving speed but information about the
appropriateness of the driving speed no information about the absolute distance to another car but information
about how dangerous the situation is („risk potential“)
based on the behavioural repertoire of the driver longitudinal control: accelerating, braking lateral control: steering
Which stimuli control behaviour?
May 25th 2011 | Anke Schwarze | page 11
Spatial orientation
spatially oriented reactions in driving (to the left, to the right, forward, backward)
it seems reasonable to present stimuli spatially oriented asspatially oriented stimuli gain easily control over spatially orientedreactions
May 25th 2011 | Anke Schwarze | page 12
Stimuli
use of the dashboard behind the steering wheel
visual stimuli
May 25th 2011 | Anke Schwarze | page 13
Dynamic task – dynamic visualization
dynamic task
the behaviour of the driver changes the illustration in the display in a compatible way
accelerating
decelerate
appropriate
too fast
too slow
May 25th 2011 | Anke Schwarze | page 14
Appropriateness of driving speed
driving speed is appropriate regarding the traffic situationcar symbol is in the middle of the display
driving speed is inappropriate (too high) regarding the traffic situationcar symbol is shifted to the top of the display
May 25th 2011 | Anke Schwarze | page 15
Appropriateness of the distance to an object ahead
if the distance to an object aheadis too small a risk potential arises
this is illustrated by a longitudinal colour gradient
May 25th 2011 | Anke Schwarze | page 16
Appropriateness of the distance to the front car
distance to the car ahead is too smallyellow colour gradient from the top
distance to the car ahead is criticalred colour gradient from the top
May 25th 2011 | Anke Schwarze | page 17
Appropriateness of the lateral position
distance to the left lane marking is too smallyellow colour gradient from the left
May 25th 2011 | Anke Schwarze | page 18
Appropriateness of the lateral position
distance to the left lane marking is too small/criticalyellow/red colour gradient from
the left
distance to the right lane marking is too small/criticalyellow/red colour gradient from
the right
May 25th 2011 | Anke Schwarze | page 19
Further principles and elements
safety signal: car symbol is located in the middle of the display, no colour gradients are visiblepresentation of signals only if the driver has to change his behaviour (shifting the car symbol, colour gradients)
additional important information in specific critical situations if particular functions of the vehicle achieve a critical status,
e. g. the level of oil is far too low, VIDE gives short commands like “Please pull over to the side of the road and stop the engine.”
May 25th 2011 | Anke Schwarze | page 20
Assessment of VIDE (Goralzik, 2009)
Hypotheses
Driving with VIDE results in smaller integrals of speeding for each characteristic of the track than driving with the classical instrumentation.
This should hold for different courses of the track and zones of different speed limits.
May 25th 2011 | Anke Schwarze | page 21
Assessment of VIDE – Method
Configuration stage realised in the study
appropriateness of driving speed regarding the given speed limit course of the track
appropriateness of the distance to the lane markings
May 25th 2011 | Anke Schwarze | page 22
Assessment of VIDE – Method
HMI-lab of the German Aerospace Center in Braunschweig
26 participants (mdn=38 years, range=24-59 years)
at least five years of driving practice (mdn=22 years, range=7-42 years)
May 25th 2011 | Anke Schwarze | page 23
Assessment of VIDE – Method
km/h-max.
course of the track
rural road motor-way
straight left-handbend
right-handbend
60 + + +
80 + + + +
100 + +
120 +
130 +
May 25th 2011 | Anke Schwarze | page 24
Assessment of VIDE – Method
comparison of driving with VIDE and driving with classical instrumentation (tachometer, revolution counter)
no vehicles ahead
classicalinstrumentation
VIDE
May 25th 2011 | Anke Schwarze | page 26
Assessment of VIDE – Method
questionnaire to investigate several aspects of acceptance
subjective perception of safety comprehensibility comfort usefulness perceived control perceived degree of efficiency irritability conformity with expectancies appropriateness of driving behaviour intentions to use the system requests for modifications concerning the design of VIDE
May 25th 2011 | Anke Schwarze | page 27
Assessment of VIDE – Analysis
calculation of the integral of the actual driving speed [m/s] as a function of simulator runtime [s] when the given speed limit had been exceeded larger integrals imply a larger extent of speeding
analysis of the difference between the averaged integral while driving with VIDE and while driving with classical instrumentation with a permutation test for dependent samples (statistic: difference of means)
May 25th 2011 | Anke Schwarze | page 28
Assessment of VIDE – Significant results
straight parts 80 km/h: t(25)=-5,36; p<0,01 100 km/h: t(25)=-2,74; p<0,01
left-hand bends 80 km/h: t(25)=-3,64; p<0,01
right-hand bends 80 km/h: t(25)=-3,98; p<0,01
driving with VIDE caused less speeding in some of the configurations of the track when compared to the classical instrumentation
May 25th 2011 | Anke Schwarze | page 29
Assessment of VIDE – Questionnaire
Preferences of VIDE in comparison to the classical instrumentationItem %
„Classical display“
„New display“a
The information of which display made you feel safer? 30.8 69.2
Which display do you deem more reasonable? 38.5 61.5
Which display influenced you more while driving? 23.1 76.9
Which display made you drive more appropriately?b 11.5 84.6
„No“ „Yes“Do you believe that the new displaya allows forsafer driving? 7.7 92.3
Note. aThe notation ”New display“ corresponds to VIDE. bMissing values cause the categories not to sum upto 100 per cent.
May 25th 2011 | Anke Schwarze | page 30
ADAPTATION OF VIDE TO A NEW SITUATION
Research project „FAMOS – Galileo for Future Automotive Systems“(funded by the Federal Ministry of Economics and Technology)
May 25th 2011 | Anke Schwarze | page 31
Merging into motorway traffic
the driver is assisted in changing from the acceleration
lane onto the motorway adapting driving speed keeping an appropriate distance lane keeping
no automatic lane change!
development of different levels of assistance (German Aerospace Center) basic functions - finding a gap - guidance to a gap - partly automated
DLR
May 25th 2011 | Anke Schwarze | page 32
Dashboard of Volkswagen
multi-function display between revolution counter and tachometer
need for information about the driving speed (field tests)
original image: www.volkswagen.de
May 25th 2011 | Anke Schwarze | page 33
Adaptation to a lane change
the main elements of VIDE are kept appropriateness of the distance to a vehicle ahead and to the lane
markings illustrated by colour gradients appropriateness of driving speed illustrated by the dynamic shift of the
car symbol
the new element vehicles at the motorway produce a risk potential during and after a
lane change it is projected how large the distance to the other vehicles will be during
and after a lane change, in dependence of the driving speeds anticipated risk potential if a lane change is performed right now
illustrated by an additional lateral colour gradient
May 25th 2011 | Anke Schwarze | page 34
Design
transfer of the principles into a perspective design
all elements remain perspectivic adaptation realistic car symbol
fitting the information of the levelof assistance and the mode intothe display
May 25th 2011 | Anke Schwarze | page 35
Acoustic signals
additional assistance by acoustic signals in specific situations e.g. lane change is possible, level of assistance is changed, strategy is
changed
guiding attention enhancing attention
example: „gong“ sound which signals the possibility of a lange changewithout a risk potential
May 25th 2011 | Anke Schwarze | page 36
Summary
integrated HMI concept for different assistance functions
integration of behaviourally relevant data from different sources
concept of a universal interface between car and driver
possibility of coupling the behaviour of the driver and the car via an adequate HMI
possibility of integrating additional information in specific situations
May 25th 2011 | Anke Schwarze | page 37
Outlook
integrating more information in order to calculate the appropriateness of driving manner more accurately
adapting VIDE to the individual driver in order to effectively influence his behaviour towards a safer driving manner
identification of further situations for which the display has to be expanded or modified
May 25th 2011 | Anke Schwarze | page 38
Thank you very much for your attention!
Dr. Anke [email protected]
Technische Universität BraunschweigDepartment of Research Methods and Biopsychology (IPMB)