1781-acatrinei_gabriel-interactiunea contextuala intre sofer si autovehicul-finalizata

8/13/2019 1781-ACATRINEI_Gabriel-Interactiunea Contextuala Intre Sofer Si Autovehicul-finalizata

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GRADUATE PROJECT Gabriel ACATRINEI

TRANSILVANIA UNIVERSITY OF BRAOV

FACULTY OF MECHANICAL ENGINEERING

AUTOMOTIVE ENGINEERING

GRADUATE PROJECT

Contextual Interaction Between Driver and Vehicle

Project coordinator Grad!ate

Pro"# $r# In%# ISPAS Nico&ae ACATRINEI Ga'rie&

BRAOV

()*(


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Contextual Interaction Between Driver

and Vehicle

Grad!ateAcatrinei Gabriel

Study program:Automotive Engineering

group 1!1 AE

Project coordinator: Prof. Dr. Ing. Ispas Nicolae


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Sc!rta +re,entare a contin!t!&!i &!crarii de &icenta#

Lucrarea este alcatuita din cinci capitole.

Primul capitol este bazat pe argumentarea necesitatii aparitiei de noi tehnologii in ceea

ce priveste autovehiculele tinand cond de fle!ibilitatea si cererea acestora.

"l doilea capitol prezinta structurat interfata unui vehicul pasii ce trebuie urmati

pentru a creea o interfata completa care in final sa asigure siguranta pasagerilor sa fie intuitiv

usor de utilizat respectand mai multe principii. Desigur ca prototipurile vehiculele

inteligente vor include noi sisteme si senzori pentru a accentua siguranta vehiculului si a

pasagerilor usurand sarcinile soferului. "ceste elemente si functiile lor sunt prezentate in

ultima parte a acestui capitol.

#el de$al treilea capitol prezinta notiunea de interfata ca punte de comunicare

principal %ntre conduc&torul auto 'i vehicul. (oda este de a proiecta vehicule inteligente care

integreaza tehnologii de inalt nivel mai multe sisteme de siguranta rutiera care pot

interactiona prietenos cu soferul. " fost considerat ca o ilustrare scurta a evolutiei istorice

poate oferi o mai buna intelegere cu privire la importanta de a avea interfete inteligente. )nstudiu al unor interfete e!istente a fost facut %n scopul de a cunoaste starea si tehnologia

actuala si pentru a urmari unele masuri %n curs de dezvoltare. #apitolul se incheie cu un studiu

de caz despre modul %n care riscurile de accidente si de cat de mult ar putea imbunatatii

siguranta rutiera.

"l patrulea capitol cuprinde calculul dinamic al unui autovehicul. *ste necesar %n

scopul de a alege principalii parametri pentru a calcula performan+ele vehiculului luat %nconsiderare. "vand %n vedere costurile si durata de viata vehiculul trebuie sa satisfaca nevoile

de o larga categorie de persoane.

"l cincelea capitol cuprinde o prezentare amanuntita a interfetei unui sistem de

navigare al autovehicului. "cest sistem de navigare cuprinzand computerul de bord si

navigatia ,PS.

-n sfr'it capitolul sase con+ine unele concluzii 'i observa+ii personale.


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SHORT PRE-ENTATION OF THE GRA$UATE PRO.ECT

/he paper is structured in five chapters.

/he first chapter is an argumentation of the needs of integrating ne0 technologies on

vehicles in the conte!t of scientific evolution and considering the demands of the mar1et.

/he second chapter presents the steps 0hich must be follo0ed in order to create a ne0

interface. /he designer must respect multiple principles having in mind that the result of his

0or1 must ensure safety must be intuitive friendly easy to use. 2f course intelligent

vehicles 0ill integrate various intelligent systems and sensors 0hich must interact in order to

ensure the optimum functioning of the car at a certain moment in time. /hese elements and

their main functions are presented at the end of the chapter.

/he third chapter presents the notion of interface as main communication bridge

bet0een the driver and the vehicle. /he fashion is to design intelligent vehicles 0hich

integrate high level technologies multiple road safety systems and 0hich can friendly interact

0ith their drivers. It 0as considered that a short illustration of the historical evolution can

offer a better understanding about the importance of having smart interfaces. " study of somee!isting interfaces 0as done in order to 1no0 the status of the present technology and to trace

some developing steps. /he chapter ends 0ith a case study about ho0 accident ris1s and ho0

intelligent cars could drastically improve road safety.

/he fourth chapter comprises the dynamic calculus of the considered vehicle. It is

needed in order to choose the main parameters and to compute the performances of the

considered vehicle. #onsidering costs and lifetime the vehicle must satisfy the needs of alarge category of persons.

/he fifth chapter contains instructions for using the #ar Navigation System 0ith

advance e!plications. /he presentation contains the board computer and the ,PS navigation.

3inally the si!th chapter contains some conclusions final considerations and personal

remar1s.


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CONTENT

C/a+ter *. Ne0 Te/no&o%1 I2+&e2entation

4.4 "rgument5555555...55555555555555.........

4.6 Development paths in automotive industry ..........................................

4.7 3uture cars goals ...................................................................................

C/a+ter (# $e3e&o+2ent o" an Inte%rated HMI4conce+t "or

Acti3e Sa"et1 S15te25

6.4. Introduction 5555.5555555555555....................

6.6 "dvanced Driver "ssistance Systems ..................................................

6.7 Problem and goal of 8(I .....................................................................

6.7.4 /he #ontrol #oncept ..................................................................

6.7.6 Distraction ...................................................................................

6.3.7 3eelings and (ood ......................................................................

6.9 Designing for safety ...........................................................................

6.9.4 8uman$(achine Interaction safety .............................................6.9.6 Safe in$vehicle design ...................................................................

6.9.7 Interaction Design ..........................................................................

6.8mi Designing Principles ........................................................................

6..4 /he Driver ......................................................................................

6..6 /he ;ehicle ....................................................................................

6..7 /he *nvironment ..........................................................................

C/a+ter 6# St!d1 O" T/e H2i U5ed In C!rrent Contr!ction5

7.4 Integrating Ne0 /echnology ...................................................................

7.6 "ide Program < Principles .......................................................................

7.7 (odern Intefaces In Intellingent ;ehicles ...............................................

7.9 #ase Study: *stimation "bout "ccident =is1 Probability ......................

7.9.4 (ethod ..........................................................................................

7.9.6 =esults ............................................................................................

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C/a+ter 7# $1na2ic Ca&c!&!5 O" T/e Inte&&i%ent Ve/ic&e

9.4 Input Data .................................................................................................

9.4.4 #hoosing the initial parameters ................................................................

9.4.6 #hoosing the main dimensions of the vehicle ...............................

9.4.7 #hoosing the distribution of 0eight on the a!les and on the 0heels ......

9.4.9 #hoosing the values for the 0heels and the tyres ..........................

9.6 *!ternal characteristic of the engine ...................................................................

9.7 /he ma!imum speed and the gearbo! ratios ............................................

9.9 Dynamic calculus diagrams .....................................................................

9. Po0er characteristic ............................................................................................

9.? Bra1ing and stability diagrams ................................................................

C/a+ter 8# Na3i%ation S15te2

.4 Introduction into navigation system menu ...............................................

.4.4 #ontrol #oncept ............................................................................

.4.6 *!planation 2f 3unction Selection ................................................

.6 ,PS Navigation .......................................................................................

.6.4 (ap #DCD;D ................................................................................

.6.6 #reating "n "ddress Boo1 ............................................................

.7 /he computer ............................................................................................7.4 /raveling /ime ..............................................................................

.7.6 3uel #onsumption ..........................................................................

.7.7 Speed Limit ....................................................................................

.7.9 "bbreviations 2f Display ..............................................................

C/a+ter 9. Fina& Con5ideration5

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1. Ne0 Te/no&o%1 I2+&e2entation

*#* Ar%!2ent

Ro&and G:rard Bart/e5E46 November 44 < 6 (arch 4@AF 0as a 3rench literary

theorist philosopher critic and semiotician. BarthesG ideas e!plored a diverse range of fieldsand he influenced the development of schools of theory

including structuralismsemiotics social theory anthropology and post$structuralism.

8e sad: HI thin" that car# toda$ are almo#t the exact e%uivalent o& the great Gothic

cathedral#' I mean the #u(reme creation o& an era) conceived with (a##ion b$ un"nown

arti#t#) and con#umed in image i& not in u#age b$ a whole (o(ulation which a((ro(riate#

them a# a (urel$ magical ob*ect.

*#( $e3e&o+2ent +at/5 in a!to2oti3e ind!5tr1

"n a!to2o'i&e a!tocar 2otor caror caris a 0heeled motor vehicle used

for transporting passengers 0hich also carries its o0n engine or motor. (ost definitions of

the term specify that automobiles are designed to run primarily on roads to have seating for

one to eight people to typically have four 0heels and to be constructed principally for

the transport of people rather than goods.

/here are appro!imately ?AA million passenger cars 0orld0ide Eroughly one car per

eleven peopleF. "round the 0orld there 0ere about @A? million cars and light truc1s on the

road in 6AA>J the engines of these burn over a billion cubic meters E6?A billion )S gallonsF of

petrolCgasoline and diesel fuel yearly. /he numbers are increasing rapidly especially

in #hina and India.

+The$ ma$ not be good &or the environment) but the$ #ure are &un,-

EBrian La'an;

#ar bodies are generally made from steel over the years the process has become more

demanding though as companies try to adapt to ne0 styles and demand for performance and

economy. Steel is the favourite but no0 days companies li1e B(K and ali1e use recycled

steel among other materials.

"nother materials that car bodies are also made of are "luminium 3ibre glass #arbon

evlar plastic and sometimes a mi!ture of all of those.

If the driver thin1s about the interior then there are many other materials included

most of 0hich are similar to household furnishings 0ood plastic foam leather metals glass

etc.


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/he 0ord a!to2o'i&ecomes via the 3rench automobilefrom the "ncient ,ree1 0ord

M O E aut.# QselfQF and the Latin mobili#EQmovableQFJ meaning a vehicle that moves itself.

/he alternative name caris believed to originate from the Latin

0ord carru#or carrumEQ0heeled vehicleQF or the (iddle *nglish 0ord carreEQcartQFEfrom 2ld North 3renchF in turn these are said to have originated from the

,aulish 0ord "arro#Ea ,allic #hariotF.

/he large$scale production$line manufacturing of affordable automobiles 0as debuted

by =ansom 2lds in 4A6 at his 2ldsmobilefactory located in Lansing (ichigan and based

upon the assembly line techniRues pioneered by (arc Isambard Brunel at the Portsmouth

Bloc1 (ills *ngland in 4@A6. /he assembly line style of mass production and

interchangeable parts had been pioneered in the ).S. by /homas Blanchard in 4@64 atthe Springfield "rmory in Springfield (assachusetts. /his concept 0as greatly e!panded

by 8enry 3ord beginning in 449.

"s a result 3ordGs cars came off the line in fifteen minute intervals much faster than

previous methods increasing productivity eightfold EreRuiring 46. man$hours before 4 hour

77 minutes afterF 0hile using less manpo0er. It 0as so successful paint became a bottlenec1.

2nly apan blac1 0ould dry fast enough forcing the company to drop the variety of colors

available before 449 until fast$drying DucolacRuer 0as developed in 46?. /his is the

source of 3ordGs apocryphal remar1 Qany color as long as itGs blac1Q. In 449 an assembly

line 0or1er could buy a (odel / 0ith four monthsG pay.

/ig,1,1 0ortrait o& enr$ /ord 2ca, 13134

3ordGs comple! safety proceduresTespecially assigning each 0or1er to a specific

location instead of allo0ing them to roam aboutTdramatically reduced the rate of injury. /he

combination of high 0ages and high efficiency is called Q3ordismQ and 0as copied by most

major industries. /he efficiency gains from the assembly line also coincided 0ith the
http://en.wikipedia.org/wiki/Oldsmobilehttp://en.wikipedia.org/wiki/Ducohttp://en.wikipedia.org/wiki/File:Henry_ford_1919.jpghttp://en.wikipedia.org/wiki/Ducohttp://en.wikipedia.org/wiki/Oldsmobile


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economic rise of the )nited States. /he assembly line forced 0or1ers to 0or1 at a certain

pace 0ith very repetitive motions 0hich led to more output per 0or1er 0hile other countries

0ere using less productive methods.

Since the 46As nearly all cars have been mass$produced to meet mar1et needs so

mar1eting plans often have heavily influenced automobile design.

/o ma1e cars even more attractive different elements are added in order to increase

comfort to protect the passengers to aid the driver. Kith their electronic heart E/he

*lectronic #ontrol )nitF todayUs cars are able to offer interactive maps Ethan1s to the ,PSF

that help the driver arrive to its destination to get information about the e!ternal conditions

and to perform certain actions Efor e!ample the sensors 0hich inform *#) 0hen it rains in

order to actuate the 0ipersF and even to entertain the passengers by means of the sound

system television and 0ireless Internet access.

/he general trend of the automotive industry is to introduce electric propulsion

systems 0hich are much more efficient and less pollutant than the classic internal combustion

engines. /he real challenge is find alternative energy sources 0hich are easy to construct

have a light 0eight occupy small amount of space and have a reduced cost. eeping in mind

this assumption it is obvious that having this strong electric platform more and more gadgets

and systems 0ill be added.

/here are some spectacular concepts of cars that 0e might see on the roads in future.#ars 0hich obtain the needed electricity via nuclear reactors and 0hich must be refueled once

every 4AA years are concepts ta1en into consideration by todayUs designers. /he nuclear

po0er 0ill be probably the ans0er to the human demands of energy and mobility.

/ig, 1,5 Audi 6 Conce(t Car b$ 6ndre* 7irec


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Kinner of the unseen technology a0ard at the Interior motives design a0ard 6AA> the

(", magnetic vehicle concept from Slova1 designer (atVW ProchXcz1a sho0cases t0o

special technologies in one vehicle. )sing magnetic po0er the vehicle uses an electric engine

that has a polarity 0hich is the same as in road. 2f course this 0ill also reRuire the roads to be

made of huge concrete panels 0ith magnets formed in them.

/ig, 1,5 Renault Conce(t b$ (atVW ProchXcz1a

H!2an E&ectric H1'rid Ve/ic&e 4 T/e "!t!re o" +er5ona& tran5+ortation

In the 64st century humanity 0ill have to evolve through a more efficient 0ay of life

as our resources are beginning to be insufficient for our needs. /his 8uman *lectric 8ybrid

;ehicle uses the po0er of his muscles as 0ell electricity stored in the batteries. It allo0s

smooth and constant velocity both uphill E0ith the help of the electric motorF as 0ell as

do0nhill E0hen the 0heel acts as a generator and charges the batteriesF. /he vehicle can turn

7?A degrees maintaining stability all the time. "dditional po0er is acRuired from photovoltaic

placed on top of the vehicle as 0ell as during de$acceleration from regenerative bra1ing.

*lderly and handicapped people that are unable to provide enough 1inetic energy can also

charge the batteries directly from the grid. " vehicle such as this ma1es e!tensive use of

rene0able energy possible and lead to a more sustainable fossil fuel future.
http://www.ecofriend.com/entry/human-electric-hybrid-vehicle-the-future-of-personal-transportation/http://www.ecofriend.com/entry/human-electric-hybrid-vehicle-the-future-of-personal-transportation/


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/ig, 1,8 uman Electric $brid Vehicle

/he main development issue 0hen designing a car 0ill be ho0 to integrate ne0

technologies. Intelligent vehicles 0ith friendly interfaces 0ill guide the driver to his

destination.

/ig, 1,9 RENA:;T


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*#6 F!t!re car5 %oa&5

$ Define the conte!ts that the driver can deal 0ith and choose the ones that can be

modified in order to improve the driverUs comfort and safety

$ (odify the e!istent systems in order to get information 0hich helps to adjust some

functions of the car

$ Introduce ne0 systems 0hich can provide the needed information to *#)

$ #reate a friendly interface easy to use intuitive 0hich can offer the driver the

possibility to s0itch many drive modes in order to adapt to the e!ternal driving conditions

$ Study the possibilities to implement the chosen solutions

$ Study materials and the technologies needed to develop these systems

$ #reate the models of the systems and e!plain their 0or1ing principles

$ Identify the failure circumstances and try to avoid problems from the design stage

$ #onsider the amount of money 0hich must be spentJ try to decrease the production

cost 0ithout influencing the Ruality

$ ,ive considerations about Ruality improvement

$ Study the ergonomics and the safety use of the products

$ /a1e into account that the products must be friendly to the environment. Study all the

types of pollution that they can produce. /ry to reduce 0aste by creating products that are

easy to recycle. ,ive consideration about ho0 the materials 0ill be recycled.$ #ompare 0ith similar products


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(# $e3e&o+2ent o" an Inte%rated HMI4conce+t "or Acti3e Sa"et1 S15te25

6.4 INTRO$UCTION

/oday consumers are more sophisticated than in the past e!pecting more content

in their vehicle 0ith higher levels of Ruality and design. /hey are demanding features that

are smarter better crafted and easier to use. Yuality is no0 an aspect the consumers e!pect

0hen they purchase a vehicle as their e!pectation that a vehicle 0ill be safe.

6.6 Ad3anced $ri3er A55i5tance S15te25

"dvanced Driver "ssistance Systems E"D"SF are systems 0ith the purpose to

increase safety andCor comfort to help the driver focus on the driving.

/here are three issues concerning 8uman$(achine Interaction E8(IF design for these

"D"S consideringJ ho0 to assure that the driver ma1es the correct response to the specific

system 0arning ho0 to understand the behavioural adaptation effects there might be 0hen

"D"S is implemented and ho0 to get user acceptance for these systems.

6.7 PROBLEM AN$ GOAL o" HMI

/he problem addressed in this thesis is therefore ho0 to find a holistic 8uman

(achine Interface E8(IF 0hich gives the driver a clear overvie0 and good understanding

of the active safety systems. /o satisfy more demanding customers system personalizationalso needs to be considered as 0ell as its interactivity and fle!ibility.

/he Ruestions at issue are :

8o0 can 0e create a 8(I solution to ma1e the driver more a0are of the carUs

active safety systemsZ

8o0 can the driver in an intuitive 0ay interact 0ith the 8(I solution and ma1e

personal adjustments to the carUs active safety systemsZ 8o0 can 0e design a fle!ible 8(I solution that achieves the scalability demands

Ei.e. to ma1e the solution suited for different car models and varied numbers of active

safety systems implementedFZ

Design concept:

/he ans0ers to the Ruestions above 0ill be used to create t0o concepts for an

integrated 8(I solution for active safety systems. /he concept 0ill involve t0o different

driver types based on their 0illingness to personally adjust the systems: low willingne##)

meaning that the driver is not that 0illing to adjust the systems and middle willingne##)

meaning that the driver is 0illing to adjust the systems to himCher personally.


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6.7.4 T/e Contro& Conce+t

Driving can be seen as a controlled process 0here the individual the vehicle and the

environment interacts. Driving behaviour can be described as 0ays to achieve a series of

different goals. #ontrol theory is a frame0or1 to represent goal directed processes 0ith

human and machine.

/ig 5,1 The Driver in Control 2DiC4 model 2ollnagel et al,) 5==84

The trac"ing levelconcerns activities such as 1eeping speed and distance to other

cars on the road. The regulation levelsupplies the trac1ing level 0ith goals and criteriaJ

this could be a ne0 speed or a different placement on the road. The monitoring level

includes the status of the vehicle in condition to the traffic environment. Dangerous

situations or changes in the traffic environment are discovered in this level and actions are

sent do0n to the underlying levels so changes can be done. The targeting leveldecides

criteria for the destination and driving and changes in these criteriaUs.

/he coupling bet0een the four loops illustrates ho0 they are functionallyconnected. /he levels are generally lin1ed by goals or objectives Ehigher levels set target

values for lo0er levelsF and feedbac1 Efrom lo0er to higher levelsF. /he Di# model

describes ho0 disturbances can propagate bet0een control levels. " change in goals on the

targeting level such as an altered destination or a ne0 arrival time 0ill affect plans and

actions possibly leading to.


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6.7.6 $i5traction

+Di#traction occur# when a driver i# dela$ed in the recognition o& in&ormation

needed to #a&el$ accom(li#h the driving ta#" becau#e #ome event) activit$) ob*ect) or

(er#on within or out#ide the vehicle com(el# or induce# the driver# > #hi&ting attention

awa$ &rom the driving ta#", - 2 ea!et"#u$$ort% &'(()**

*ven though the driving tas1 Ethe primary tas1F is comple! it is usual for drivers to

engage in various other activities 0hile driving so called secondary tas1s. "ny activity that

distracts the driver or competes for the attention 0hile driving has the potential to degrade

driving performance and have serious conseRuences for road safety according to [oung et

al. E6AA7F.

3our different 1inds of distractions are mentioned by the National 8igh0ay /raffic

Safety "dministration EN8/S"FJ vi#ual) auditor$) biomechanical and cognitive, /or exam(le?

biomechanicaldistraction caused by dialing a phone number or pressing buttons to receive a

callJ vi#ualdistraction caused by loo1ing at the phone to dial a number or receive a callJ

auditor$distraction caused by holding a conversation 0ith a personJ and cognitivedistraction

caused by focusing on the topic of conversation rather than monitoring any hazards or

changes in the road environment.

IN$IVI$UAL $IFFERENCES

=oad users vary greatly along a number of psychological dimensionsJ personality

emotion motivation and social behaviour. /hese factors as they relate to driving often

become intert0ined and impossible to separate.

Characteri#tic# o& the high

#corer

@cale# G;6BA; D6


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2rganized reliable hard$

0or1ing self$disciplined

punctual scrupulous neat

ambitious persevering.

Con#cientiou#ne## 2C4

"ssesses the individualUs

degree of organization

persistence and motivation

in goal$directed behaviour.

#ontrasts dependable

"imless unreliable lazy

careless la! negligent

0ea1$0illed hedonistic.

Sociable active tal1ative

person$oriented optimistic

need for stimulation active

fun$loving affectionate.

Extraver#ion 2E4

"ssesses Ruantity and

intensity of interpersonal

interactionJ activity levelJ

need for stimulation and

=eserved sober

une!uberant aloof tas1$

orientes retiring Ruiet.

Soft$hearted good$natures

trusting helpful forgiving

gullible straightfor0ard.

Agreeablene## 2A4

"ssesses the Ruality of

oneUs interpersonal

orientation along a

continuum from compassion

#ynical rude suspicious

uncooperative vengeful

ruthless irritable

manipulative.

Korrying nervous

emotional insecure

inadeRuate

hypochondriacal.

Neurotici#m 2N4

"ssesses adjustment versus

emotional instability.

Identifies individuals prone

to psychological distress

unrealistic ideas e!cessive

#alm rela!ed unemotional

hardy secure self$satisfied.

Table 5,1? The Big /ive (er#onalit$ &actor# 2Co#ta and


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4. =IS

*!travert persons sensation see1ing 0ant to e!periment special situations 0hich gives

them certain feelings \] they ta1e ris1s violate the rules change lanes more drive at great

high0ay speeds use less the seat belts. (en are more li1ely to have this behavior.

8igh ris1 drivers are emotionally unstable hostile emotionally immature and an!ious.

6. *(2/I2NS

Khen projecting such a system it is important to remar1 that people 0ith very different

personalities 0ill use it. Strong positive$pleasure or negative$anger emotions can influence the

driving manner.

7. /=)S/

/emperamental behavior is also dangerous. #ertain drivers trust too much in themselves

or in the system and

6.9 $ESIGNING FOR SAFETY+Car# are driven b$ (eo(le, The guiding (rinci(le behind ever$ thing we ma"e at

Volvo) there&ore) i# and mu#t remain #a&et$, -


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)ser interfaces in the car must serve the usersU needs and not cause unnecessary

safety ris1s. Since it is impossible to guarantee a completely safe interface interface

designers must 0or1 to0ard at least not 0orsening the safety situation and leave the tas1 of

improving vehicle safety to others. It is the responsibility of the driver to judge his o0n

level of safe attention to the primary tas1 $ to control the vehicle.

6.9.6 Sa"e in43e/ic&e de5i%n

Some guidelines for safe in$vehicle design:

The (lacement o& di#(la$#should be such as to allo0 them to be easily seen by all

drivers. /hey should not be hidden by the steering 0heel or stal1s. It is preferable to locate

comple! displays high on the instrument panel in order to minimize the amount of time a

drivers eyes must be off the road to read the display. ;isual clutter 0ithin the vehicle

increases the number of glances made by drivers suggesting that panels should be

designed 0ith displays that are easy to see and unnecessary information should be avoided.

/ig, 5,5 , Double DIN VGATouch @creen


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The (lacement o& control#should as 0ell as the placement of displays be easily seen

and reached. /here are three main features of vehicle controlsJ t$(e) locationand o(eration,

/he coding Ee.g. color shape and consistent placementF of the control can assist the driver

in identifying and using controls.

/he e!pectancies that the drivers have for the placement and operation of vehicle

controls are an important factor in their ability to use them efficiently. /he perceived

function influences ho0 the control 0ill be e!pected to operate therefore one important

consideration is control$display compatibility. /hat is the control movement should

correspond to its display.

/he design of controls for future cars 0ill probably have greater embedded

functionality and a balance bet0een single$function and multiple$function controls should

according to Burnett and Porter E6AA4F be sought out. It is far from clear 0hat this balance

might be and 0hether novel control types Esuch as joystic1sF may assist the driver.

"s technology advances more use 0ill be made of the auditory mode $ voice

control# and auditor$ di#(la$#)some of 0hich may relieve the visual sense of input to be

processed. "utomatic speech recognition E"S=F is today a reality 0ithin cars 0hich has

clear benefits since it provides a Hhands$free eyes$free 0ay to interact. /here are t0o

recommendations considering the 0ay to interact 0ithin the vehicleJ "S= should only beused 0hen operating a limited number of non$safety$related functions and manual controls

0ill al0ays be necessary.

Kithin the 8#I field the interest to ma1e use of ha(tic Etactile and 1inaetheticF

information is increasing. Burnett and Porter E6AA4F give three proposals 0hy haptic

information should be used 0ithin cars.

Since the human body is capable of sensing a 0ide variety of haptic features itenables traditional manual controls to provide e!tensive information concerning their

function mode of operation and current status 0ithout using the visual system. Edesign in

terms of size shape te!ture orientation and tactileCforce feedbac1F

2lder people 0ith decreased visual and auditory capabilities 0ill gain a lot from

haptic information.

/he sense of touch can only be used in direct physical contact 0ith an interface

0hich 0ill lead to a natural emotional Hcloseness 0ith the interaction.


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6.9.7 Interaction $e5i%n

+Good de#ign i# not onl$ a matter o& #t$ling the #ur&ace, It i# *u#t a# im(ortant to

ma"e the (roduct ea#$ to under#tand and u#e, I& the (roduct i# not &unctional) it can>t

be beauti&ul, -


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/ig, 5,8 Car vi#ibilit$

#ommands must have ergonomic shapes and they must have eventually suggestive

labels on them. #ertain labels are mandatory Efor e!ample the button used to actuate the

hazard 0arning lamps has as label t0o concentric triangles and the color associated 0ith this

label is red < the triangles might be red or the button might be red and the triangles 0hiteF toensure that the driver finds the emergency lights no matter if it is the first time 0hen he drives

that car.

/ig, 5,9 aFard light# command de#ign

B. 3eedbac1

It is used to control the proper 0or1ing of the system. /he most common feedbac1

elements are the dashboard 0arning lamps 0hich can signal e!isting problems in the systemEfor e!ample for "BS airbags oil battery coolant temperatureF.


22/111


/ig, 5, Indicator lam(# in automotive da#hboard

#. #onstraints

#onstraints limit the number of options 0hich can be accessed at a certain moment

E3or e!ample the dipped beam and the mean beam are placed on the same command in

different positionsJ to distinguish bet0een them 6 standard colors are used for the 0arninglamps on the dashboard: green for the dipped beam and blue for the mean beam. "nother

e!ample is that "# can be used only if the outside temperature is greater than a certain value.

During 0inter 0hen the temperatures are lo0 the "# doesnUt Hstart even if the driver has

pressed the buttonF.

/ig, 5, Di((edmean beam controller


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D. #onsistency

/he number of car producers is significantly increasing. /here is a strong need to

create cars 0hich can be driven by everyone. In order to do that it is mandatory to use certain

layouts. /his 0ay the driver can familiarize 0ith the interior and can easily learn ho0 to

manage his vehicle. 3or e!ample the display in front of the driver must indicate the velocity

of the vehicle the rotational speed information about the fuel tan1 and coolant temperature

0arning lamps 0hich indicate the status of the lightning system. "dditional information can

be also placed in this area. /al1ing about models made by the same producer it is better to

put the displays and commands in Hstandard places and even to use the same interaction

language.

/ig, 5, Di#(la$ &rom driver# (o#ition

*. "ffordance

In this case affordance is similar to accessibility. /he suggestions of the button must

be intuitive simple and easy to use. Ne0 drivers should 1no0 ho0 to use the car 0ithout

reading its manual. Some good e!amples of affordance are the buttons 0hich actuate theventilation of the car interior and those 0hich electrically actuate the 0indo0s and the

mirrors.


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/ig, 5,! Ven#ilation @$#tem

3. Simple and natural dialogue

/he visual Hlanguage is universal and everyone can understand it. Khere it isimpossible to have pictograms it is better to use simple 0ords 0hich are easy to process. /he

dialogue must be natural i.e. the driver mustnUt lose time to analyze a certain 0ord or to

search a certain command. Studies sho0 that more than 6C7 of the users prefer Hvisual

commands the other third preferring tactile audio 0ritten commands.

,. (inimize user memory load

3or humans it is easier to Hrediscover a certain thing than recall it from the memory

and it is also Ruic1er. Because the dashboard contains plenty of commands it is probable that

the driver 0ill mista1e them at some point in time. /his is 0hy the commands must be placed

in a logic and intuitive fashion. #ommands referring to a certain system should be grouped

together and disposed according to their Hintensity Ethe command for the lightning system

uses one actuator and the same is for the 0indshield 0iper commandJ even if the driver does

not remember all the intermediary options of the 0indshield 0iper command he 1no0s 0here

to find them and he 0ill rediscover ho0 to use themF.

/ig, 5,! i((er lever


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8. #learly mar1ed e!its

During driving the driverUs attention should focus on the road not on the computer.

*ven if the computer has plenty of menus and commands the driver must not lose himself in

this labyrinth. " button stating Hreturn to the main menu should appear on every submenu

offering Ruic1 access to the main screen.

/ig, 5,3 Clearl$ mar"ed exit# to main menu

I. Shortcuts

"s 0e sho0n before e!ists a certain hierarchy regarding the available commands. 3or

the most important of them the system must allo0 using shortcuts. /he user can choose its

o0n shortcuts according to its desire 0ish and personality. Eeasy to access his favorite radiocall a relative etcF

/ig, 5,1= Car @atellite Radio

. H,ood error and 0arning messages

*rror messages should appear on driverUs display in order to inform him Ruic1 about

the status of unresponsive systems. /he error message must be precise and can also contain

information about ho0 to solve the problem. "n e!ample of such a situation is 0hen a light is


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not 0or1ing or is malfunctioning. /he computer should inform the driver about the e!act

location of the lamp and should also recommend its change as Ruic1 as possible. In the same

category 0e can tal1 about the 0arning messages on the display dashboard. In certain cars for

e!ample the red lights indicate a serious problem or an important 0arning. Khen they are on

it is strongly recommended to stop the car. /he orange colors signify a temporary or a

problem 0hich doesnUt reRuire an immediate intervention. Sometimes together 0ith the

orange lamps is used a lamp 0hich reRuires the driver to bring the vehicle in service.

/ig, 5,11 Error# &rom driver># di#(la$

. Prevent errors

*rrors due to confusions and mista1es must be avoided. " good idea is to use different

colors for different categories of commands. 3or e!ample for things regarding carUs

orientation it can be used a yello0 screen mean0hile for menus 0hich offer entertainment it

can be used a blue screen.

L. 8elp and documentation

*ven if most commands can be recognized through intuition a good inform about the

systemUs options must be al0ays available. /he driver must be informed about the Hhidden

commands and the additional choices he can access. 2nly the informed drivers can ta1e

advantage of all the facilities offered by their car.


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/ig, 5,15 Car :tiliFation


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/ig, 5,19 Blind @(ot In&ormation @$#tem or"ing (rinci(le

B. Lane Departure Karning ELDKF

In road$transport terminology a &ane de+art!re 0arnin% 515te2is a mechanism

designed to 0arn a driver 0hen the vehicle begins to move out of its lane Eunless a turn

signal is on in that directionF on free0ays and arterial roads. /hese systems are designed to

minimize accidents by addressing the main causes of collisions: driver error distractions and

dro0siness./ypes:

/here are t0o main types of systems:

Systems 0hich 0arn the driver Elane departure 0arning LDKF if the vehicle is

leaving its lane Evisual audible andCor vibration 0arningsF

Systems 0hich 0arn the driver and if no action is ta1en automatically ta1e steps to

ensure the vehicle stays in its lane Elane 1eeping system LSF

Sensor types

Lane 0arningC1eeping systems are based on:

;ideo sensors in the visual domain Emounted behind the 0indshield typically

integrated beside the rear mirrorF

Laser sensors Emounted on the front of the vehicleF

Infrared sensors Emounted either behind the 0indshield or under the vehicleF^6_
http://en.wikipedia.org/wiki/Lane_departure_warning_system#cite_note-1http://en.wikipedia.org/wiki/Lane_departure_warning_system#cite_note-1


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/ig, 5,1 ;ane De(arture arning 2;D4

#. 3or0ard #ollision Karning E3#KF

Is a system 0hich uses radar laser or video sensors to predict an imminent

crash. /he system can 0or1 in many phases:

"F 3irst Stage: turn on the hazard lights close the side 0indo0s and tension the seat belts

BF Second Stage: light bra1ing

#F /hird Stage: moderate bra1ing 0ith a deceleration of 7 mCs6

DF 3ourth Stage: increase the deceleration at $? mCs6

I. #"(*="$B"S*D 32=K"=D #2LLISI2N K"=NIN,

/he camera$based fc0 system uses a for0ard$loo1ing monocular camera 0ith object

recognition mounted on the 0indscreen behind the rearvie0 mirror. /his is lin1ed to a

0arning device. /he camera$based system can also support lane departure 0arningfunctionality.

II. ="D"=$B"S*D 32=K"=D #2LLISI2N K"=NIN,

/he radar$based 3#K system consists of a 69,8z medium$range radar sensor. /he radar

sensor is mounted at the vehicle front and lin1ed to a 0arning device. =adar technology

provides high performance 0ith direct measurement of distance and relative speed operating

under all 0eather conditions.


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/ig, 5,1 /orward Colli#ion arning 2/C4

D. "daptive #ruise #ontrol E"##F

Some modern vehicles have ada+ti3e cr!i5e contro&


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*. Semi$"utomated Par1ing ES"PF

/his system is used for parallel rear0ards par1ing. Khen activated radar sensors

search for a proper par1ing place. Khen this is found the driver selects the Hreverse option

in the gearbo! and the system begins the par1ing procedure. Due to the radar sensors the

possibility to hit the car is almost A. /he system is called semi$automated because the driver

must control the car only by supplying gas or bra1ing a little if necessary.

/ig, 5,1! @emiAutomated 0ar"ing 2@A04

3. Intelligent Speed "daption EIS"F

Inte&&i%ent S+eed Ada+tationEIS"F also 1no0n as Intelligent Speed "ssistance is

any system that constantly monitors vehicle speed and the local speed limit on a road and

implements an action 0hen the vehicle is detected to be e!ceeding the speed limit. /his can

be done through an advisory system 0here the driver is 0arned or through an intervention

system 0here the driving systems of the vehicle are controlled automatically to reduce the

vehicleUs speed.

Intelligent speed adaptation uses information about the road on 0hich the vehicle

travels to ma1e decisions about 0hat the correct speed should be. /his information can be

obtained through use of a digital maps incorporating road0ay coordinates as 0ell as data on

the speed zoning for that road0ay at that location through general speed zoning information

for a defined geographical area Ee.g. an urban area 0hich has a single defined speed limitF or

through feature recognition technology that detects and interprets speed limit signage. IS"

systems are designed to detect and alert a driver 0hen a vehicle has entered a ne0 speed zone

0hen variable speed zones are in force Ee.g. variable speed limits in school zones that applyat certain times of the day and only on certain daysF and 0hen temporary speed zones are


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imposed Esuch as speed limit changes in adverse 0eather or during traffic congestion at

accident scenes or near road0or1sF. (any IS" systems 0ill also provide information about

locations 0here hazards may occur Ee.g. in high pedestrian movement areas rail0ay level

crossings or railroad grade crossings schools hospitals etc.F or 0here enforcement actions is

indicated Ee.g. speed camera and red light camera locationsF. /he purpose of IS" is to assist

the driver in 1eeping to the la0ful speed limit at all times particularly as they pass through

different speed `zonesU. /his is particularly useful 0hen drivers are in unfamiliar areas or

0hen they pass through areas 0here variable speed limits are used.

T$(e# o& I@A?

/he t0o types of IS" systems passive and active differ in that passive systems simply

0arn the driver of the vehicle travelling at a speed in e!cess of the speed limit 0hile active

systems intervene and automatically correct the vehicleUs speed to conform 0ith the speed

limit. Passive systems are generally driver advisory systems: /hey alert the driver to the fact

that they are speeding provide information as to the speed limit and allo0 the driver to ma1e

a choice on 0hat action should be ta1en. /hese systems usually display visual or auditory

cues such as auditory and visual 0arnings and may include tactile cues such as a vibration of

the accelerator pedal. Some passive IS" technology trials have used vehicle modified to

provide haptic feedbac1 0herein the accelerator pedal becomes more resistant to movement

Ei.e. harder to push do0nF 0hen the vehicle travels over the speed limit. "ctive IS" systemsactually reduce or limit the vehicleUs speed automatically by manipulating the engine andCor

bra1ing systems. (ost active IS" systems provide an override system so that the driver can

disable the IS" if necessary on a temporary basis.

/ig, 5,13 Intelligent @(eed Ada(tion 2I@A4 /ig, 5,5= Intelligent @(eed Ada(tion 2I@A4

wor"ing (rinci(le


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,. "daptive headlight

/he "daptive 8eadlights cast their beam in the direction of the curve and ensure better

visibility and more safety during night drives on 0inding roads.

Sensors measure speed steering angle and ya0 Edegree of rotation around the vertical

a!isF. Based on this information small electric motors turn the headlights left or right so the

beam falls on the road ahead guiding the driver into the bend.

8eadlight beam thro0 control Ea model$specific functionF means the front headlights

are raised at high speeds and lo0ered at slo0er speeds 0hich results in a 0ider beam for

inner$city driving.

/he adaptive headlight range control Ea model$specific functionF ta1es into

consideration the vertical curve of the road. /he headlight beam thro0 control is lo0ered

0hen driving over a 1noll and raised 0hen the vehicle is in a dip.

/he result: every single curve is illuminated and the oncoming traffic isnUt dazzled

unnecessarily. Driving at night is even safer particularly 0hen visibility is poor.

"daptive 8eadlights are only active 0hen the vehicle is pulling a0ay. /hey stay

s0itched off 0hen the B(K is in reverse and 0hen the steering 0heel is turned to the left

0hile the vehicle is stationary Ee.g. 0hen pulling out of a parallel par1ing spaceF to avoid

dazzling oncoming traffic."daptive 8eadlights are complemented by cornering lights. /hese are automatically

activated at speeds of up to >A 1mCh and improve visibility in the immediate vicinity of the

vehicle 0hich is useful 0hen driving along hairpin bends turning or par1ing.

/ig, 5,51 Ada(tive headlight in corner


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8. =oad sign recognition

Tra""ic 5i%n reco%nitionis a technology by 0hich a vehicle is able to recognise

the traffic signs put on the road e.g. Qspeed limitQ or QchildrenQ or Qturn aheadQ. /his is part of

the features collectively called "D"S. /he idea is to improve road safety by assisting the

driver. It may happen that the driver is tired or misses the road sign. /his feature 0ill

recognise the road sign and accordingly inform the driver to go slo0 or ta1e a turn. /he

technology is being developed by many 2*(s such as "yoni! and #ontinental.

/hese first /S= systems 0hich recognize speed limits 0ere developed in cooperation

by (obileyeand #ontinental ",. /hey first appeared in late$6AA@ on the redesigned B(K

>$Series and the follo0ing year on the (ercedes$Benz S$#lass. #urrently these systems only

detect speed limits.

Second generation systems can also detect overta1ing restrictions Eintroduced in 6AA@

in the 2pel Insignia^4_later follo0ed by the 2pel "stra and the Saab $J also available on the

6A44;ol1s0agen Phaeton^6_F

/ig, 5,55 Road #ign recognition

I. 8ill descend control system

8ill Descent #ontrol E8D#F allo0s a smooth and controlled hill descent in rough

terrain 0ithout the driver needing to touch the bra1e pedal. Khen on the vehicle 0ill descend

using the "BS bra1e system to control each 0heelGs speed. If the vehicle accelerates 0ithout
http://en.wikipedia.org/wiki/Mobileyehttp://en.wikipedia.org/wiki/Traffic_sign_recognition#cite_note-0http://en.wikipedia.org/wiki/Traffic_sign_recognition#cite_note-0http://en.wikipedia.org/wiki/Traffic_sign_recognition#cite_note-1http://en.wikipedia.org/wiki/Mobileyehttp://en.wikipedia.org/wiki/Traffic_sign_recognition#cite_note-0http://en.wikipedia.org/wiki/Traffic_sign_recognition#cite_note-1


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driver input the system 0ill automatically apply the bra1es to slo0 do0n to the desired

vehicle speed. #ruise control buttons can adjust the speed to a comfortable level. "pplying

pressure to the accelerator or bra1e pedal 0ill override the 8D# system 0hen the driver

reRuires.

Kith 8ill Descent #ontrol drivers can be confident that even the ride do0n hills 0ith

slippery or rough terrain 0ill be smooth and controlled and that they 0ill be able to maintain

control as long as sufficient traction e!ists. 3our$0heel$drive E9KDF and "ll Kheel

Drive E"KDF vehicles such as 3ord /erritory may have a 8ill Descent #ontrol system

installed using the "BS bra1ing to control the carGs motion do0nhill initially developed

by Bosch for Land =over. /he system can be controlled usually by the #ruise

#ontrol buttons near or on the steering 0heel.

/ig, 5,58 ill de#cend control #$#tem (rinci(le

/ig, 5,59 ill de#cend control #$#tem button
http://en.wikipedia.org/wiki/Land_Roverhttp://en.wikipedia.org/wiki/Land_Rover


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. 3atigue detection system

It is a more complicated system because uses a comple! soft0are. /he principle is to

use a camera 0hich transmits images 0ith the driver. /he soft0are studies the driver

behavior compare it 0ith certain patterns and give an audio 0arning if the result is that the

driver is too tired /he system has options to prevent the driver to fall asleep.

/ig, 5,5 /atigue detection #$#tem wor"ing (rinci(le

/ig, 5,5 /atigue detection #$#tem mounting


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. ;ehicle navigation and communication systems

"n a!to2oti3e na3i%ation 515te2is a satellite navigation system designed for use

in automobiles. It typically uses a ,PS navigation device to acRuire position data to locate the

user on a road in the unitGs map database. )sing the road database the unit can give directions

to other locations along roads also in its database. Dead rec1oning using distance data from

sensors attached to the drivetrain a gyroscope and an accelerometer can be used for greater

reliability as ,PS signal loss andCor multipath can occur due to urban canyons or tunnels.

/ig, 5,5 Vehicle navigation #$#tem

Ve/ic!&ar Co22!nication S15te25are an emerging type of net0or1s in

0hich vehicles and roadside units are the communicating nodesJ providing each other 0ith

information such as safety 0arnings and traffic information. "s a cooperative approach

vehicular communication systems can be more effective in avoiding accidents and traffic

congestions than if each vehicle tries to solve these problems individually.

,enerally vehicular net0or1s are considered to contain t0o types of nodesJ vehicles

and roadside stations. Both are Dedicated Short =ange #ommunications EDS=#F devices.

DS=# 0or1s in . ,8z band 0ith band0idth of > (8z and appro!imate range of

4AAAm. /he net0or1 should support both private data communications and public Emainly

safetyF communications but higher priority is given to public communications. ;ehicular

communications is usually developed as a part of Intelligent /ransport Systems EI/SF. I/S

see1s to achieve safety and productivity through intelligent transportation 0hich integrates


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communication bet0een mobile and fi!ed nodes. /o this end I/S heavily relies on 0ired and

0ireless communications.

/ig, 5,5! Vehiclular communication #$#tem

6..7 THE ENVIRONMENT

/he environment is perceived through a series of sensors. 8ere are presented some of

the sensors 0hich provide information about the engine. 2ur interest is to observe also

sensors 0hich provide information from outside.

/ig, 5,53 Vehicle #en#or#


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A# Ve/ic&e 5+eed 5en5or

" 0heel speed sensor or vehicle speed sensor E;SSF is a type of tachometer. It is a

sender device used for reading the speed of a vehicleGs 0heel rotation. It usually consists of a

toothed ring and pic1up.

Kheel speed sensors are used in anti$loc1 bra1ing systems.

/ig, 5,8= Vehicle #(eed #en#or mounting

B# O!t5ide te2+erat!re 5en5or and in5ide te2+erat!re 5en5or

2utside temperature sensors are used for correct 0eather estimation. In case e!treme

temperatures are identified by the computer the driver might get certain recommendations to

improve its driving style and to avoid dangers on the road.

/ig, 5,81 6ut#ide tem(erature #en#or (o#ition


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/ig, 5,89 In#ide Video Camera

/here are many 0ays to mount a video camera in a car 0ith an eRually 0ide range of

costs and options. /he option the driver choose 0ill depend on 0hether he need to shoot

outside of the car inside the car at high speeds or through the 0indo0. 8e 0ill have to


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research the possibilities to determine the best car mount for his needs.

/ig, 5,8 6ut#ide Video Camera

E# Radar or in"rared de3ice5

=adar engineering details are technical details pertaining to the components of

a radar and their ability to detect the return energy from moving scatterers T determining an

objectGs position or obstruction in the environment.

/ig, 8,8 Radar #en#or# (lacement on automobile


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F# Rain 5en5or5 and &i%/t 5en5or5

/he most common modern rain sensors are based on the principle of total internal

reflection: an infrared light is beamed at a 9$degree angle into the 0indshield from the

interior T if the glass is 0et less light ma1es it bac1 to the sensor and the 0ipers turn on.

(ost vehicles 0ith this feature have an Q")/2Q position on the stal1.

/ig, 5,8 Rain #en#or common model

/he light sensor enables a robot to detect light. =obots can be programmed to have a

specific reaction if a certain amount of light is detected. /he light sensor uses a cadmium

sulfosolenide E#dSF photoconductive photocell. /he #dS photocell is a photo resistor

meaning that its resistance value changes based on the amount of incident light.


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/ig, 5,8! ;ight #en#or

G# H!2idit1 5en5or5

" humidity sensor also called a hygrometer measures and regularly reports

the relative humidity in the air. /hey may be used in homes for people 0ith illnesses affected

by humidityJ as part of home heating ventilating and air conditioning E8;"#F systemsJ and

in humidors or 0ine cellars. 8umidity sensors can also be used in cars office and

industrial 8;"# systems and in meteorology stations to report and predict 0eather.

" humidity sensor senses relative humidity. /his means that it measures both air

temperature and moisture. =elative humidity e!pressed as a percent is the ratio of actual

moisture in the air to the highest amount of moisture air at that temperature can hold. /he

0armer the air is the more moisture it can hold so relative humidity changes 0ith

fluctuations in temperature.

/he most common type of humidity sensor uses 0hat is called Hcapacitive

measurement. /his system relies on electrical capacitance or the ability of t0o nearby

electrical conductors to create an electrical field bet0een them. /he sensor itself is composed

of t0o metal plates 0ith a non$conductive polymer film bet0een them. /he film collects

moisture from the air and the moisture causes minute

changes in the voltage bet0een the t0o plates. /he

changes in voltage are converted into digital

readings sho0ing the amount of moisture in the

air.


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/ig, 5,83 umidit$ #en#or

H# Bod1 +o5ition detection 5en5or5

3or intelligent safety system is essential to 1no0 in every moment 0hat is the body

position of the passenger this is the best manner to protect him in case of a major accident.

Seat belts the headrest and airbags are the most common instruments implemented to protect

driverUs life but they are efficient only if they are correct used other0ise they can transform

in a danger for their user and they can even amplify the effects of accidents. /he computer

must 1no0 in every situation if the driver has a proper position and if not to give him a

0arning.

/ig, 5,9= In&rared (o#ition detection

I# Tire +re55!re 5en5or

" tire pressure monitoring system E/P(SF is an electronic system designed to monitor

the air pressure inside the pneumatic tires on various types of vehicles. /P(S report real$time

tire$pressure information to the driver of the vehicle either via a gauge a pictogram display

or a simple lo0$pressure 0arning light. /P(S can be divided into t0o different types T

direct Ed/P(SF and indirect Ei/P(SF. /P(S are provided both at an 2*( EfactoryF level as

0ell as an aftermar1et solution.


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/ig, 5,91 Tire 0re##ure @en#or

.# Acce&eration +eda& +o5ition 5en5or

;ery appreciated in road safety systems this sensor can measure even the speed 0ith

0hich the driver rises his foot of the pedal. By comparing this speeds 0ith certain information

contained in data bases and 0ith the previous rises the computer can command the actuation

of the bra1e even before the driver presses the bra1e pedal. By doing this it is obtained animportant time economy and conseRuently a lo0er stopping distance.

/ig, 5,95 Acceleration (o#ition #en#or


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6# STU$Y OF THE HMI USE$ IN CURRENT CONTRUCTIONS

HAll o& the bigge#t technological invention# created b$ man the air(lane) the

automobile) the com(uter #a$# little about hi# intelligence) but #(ea"# volume# about hi#

laFine##,

Mar> ?enned1


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including technology 0hich accomplishes the driver needs in order to prove him that you are

the producer that he is loo1ing for. "nd for things to be perfect he must 1no0 that his

product must be preferred by all categories of people. ;ivid colors and elegant interiors

increased the number of 0omen 0ho decide to buy a car. Spaced cars having plenty of

security systems became the ideal choice for the displacement needs of big families Small

cars 0ith t0o seats having lo0 fuel consumption and easy to par1 every0here are the perfect

option for the heavy traffic in cities.

/he fairytale can continue and everybody seems pleased but5.

5 in their desire to sell as much as possible producers introduced a technology

He!cess. #ars have options gadgets and systems 0hich vary according to their producer. /he

human being is captive inside his o0n car suffocated by the multitude of commands 0ith the

attention overbusy because the large number of options and mean0hile too selfish and too

convenient to give up to the comfort offered by his eRuipment.

/o ease the driverUs interaction 0ith its car the producers decided to create a friendly

interface accessible to anyone. /his 0ay the car returned in Hpole position in the

Htechnological race position 0hich 0as surely deserved by it.

/he interface is a device 0hich converts the electronic signals in order to ensure the

communication bet0een t0o given systems. /he information e!change is done according to

determined rules. /he oldest and most common interface is the dashboard. Belo0 it ispresented a dashboard evolution in images.

/ig, 8,1 139 Volvo 1!==@ da#hboard


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50/111


incorporate also I;IS EIn$;ehicle Information SystemF 0hich refers to mobile phones PD"s

and other communication devices 0hich helps the driver stay in touch 0ith the 0orld even

0hen he is in his vehicle.

/he hypothesis of the problem as illustrated by "ID* is the follo0ing: ho0 to create

an interface 0hich corresponds to the communication and comfort needs of the driver 0hich

does not oversaturate the interior of the vehicle and 0hich actively contributes to ensure the

safety of the passengers and of the trafficZ

"ID* assessing for the 8I( interface:

". ;isibility

aF Icons

$ Proper dimensions colors style

$ "ffordance

$ "ctive selection correct highlighted

$ ,ood visibility of the screen

bF /e!t

$ ;isible dimensions and colors

$ Possibility to choose bet0een a various number of languages

cF Sematic content

$ Kell defined and easy to understand terms

dF Space organization

$ Data hierarchy 0ell defined information priorities

B. "udio

aF SN= ratio

$ /he sound to noise ratio must have limits in order to permit the driver to hear the

audio 0arnings despite of the outside traffic noise

bF #ontinuous beeping

$ (ight be very irritating for the driver

cF Directional understanding


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$ /he driver must understand e!actly the conte!t the audio 0arning refers to

dF Information density

$ Information must be given in a short simple and preciseform

eF *stimated time to ta1e an action

$ =ecommended use of shortcuts and even personalized shortcuts to obtain the

minimum time in order to perform the desired action

#. /actile interaction

aF #omple!ity

$ Number of steps to reach the desired commands

$ /oo much time to fulfill a command means distraction

bF #ommands arrangement

$ Proper menus and categories arrangement

cF Sensitivity$ #omple! studies in order to understand the force that 0ill be used for the driver to

press the touchscreen

$ /oo high sensitivity can determine actions 0hich might surprise the driver

$ Lo0 sensitivity means

dF =etention

$ Logical information organization

$ Intuitive paths to follo0eF 8elp

$ *asy to access the help menu

$ Display clear information follo0ing all steps and giving interactive e!amples

D. Performance

aF *fficiency

bF )ser satisfaction

cF Killingness to use the system

dF =eliability


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*. "daptability

aF 8idden functions 0hich are considered useless at the moment

bF Provide information according to the interest of the driver

IC2 management of system much provide solutions to synchronize the driverUs

preferences and status to the 0or1ing principles of the main intelligent systems:

$ I#" EIntelligent #ommunication "ssistantF is the core of the interface the master

0hich gives commands and instructions to all the other system synchronizes and optimizes

their parameters and establishes the rules and the hierarchy to follo0 by the entire system.

$ D;* EDriver ;ehicle *nvironmentF sums up the systems 0hich collect information

about the driver all the vehicle systems and also about 0hat happens outside the care. D;*

must transmit the information to I#".

$ "pplications 0hich provide e!tended and specific functionalities to the user. /heir

functions are not essential but they offer a certain satisfaction feeling to the driver. /heir

status must be controlled and administrated also by I#".

$ " gate0ay to integrate other I;IS or nomad devices.

#ontrol the access on IC2 devices

$ DriverUs availability 0hich means a hierarchy of the tas1s the driver must e!ecute at a

certain point in time.

$ DriverUs ability depends on many variables Edro0siness physical state level of

familiarization to the interface. Parameters regarding the user of the interface can be

considered internal parameters.

$ /raffic and environment factors are the e!ternal factors 0hich provide additional

information related to the conte!t to I#".


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6#6 MO$ERN INTEFACES IN INTELLINGENT VEHICLES

". Seat Leon

/he Seat Leon interface offers the driver different information about the vehicle and about

the environment. /he computer ma1es certain decisions by itself. " huge improvement for

road safety is the face analyzer system 0hich identifies certain particularities of the driver

observes his eyes movements and compare them 0ith predefined feelings stored in a data

base. /he purpose of the system is to establish a hierarchy of the actions that a driver can

accomplish at a certain point in time. 3or e!ample if the driver receives a phone call andsimultaneously the car is approaching an intersection the computer puts the call on 0aiting

and only after the intersection 0as crossed the computer lets the driver ta1e his call. "s

ergonomics Seat has placed many commands on the steering 0heel and has also introduced

vocal commands options.

/ig, 8, @EAT ;eon 1,5i 5==5

B. ;olvo S?A

/he model offers the user multiple entertainment possibilities and includes even a

navigation system 0hich can assist the driver in every moment. /he commands placed also on

the steering 0heel permits the driver to focus his attention on the road. /he car comprises alsothe H#ity Safety (odule 0hich permits collision avoidance 0hen travelling at lo0 speeds.


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/he camera mounted on the roof transmits data to the Pedestrian Detection System 0hich can

inform the driver about the status of people outside the car.

/ig, 8, V6;V6 @= da#hboard

#. ;ol1s0agen

"nnounced that all the models produced by the brand 0ill be eRuipped 0ith touchscreen

commands in order to reduce the number of buttons and the movements and operations a

driver must manage in order to set up his car according to his preferences. /he touchscreen

0ill permit the user to control multiple functions as 8;"# radio navigation.

/ig, 8,! V6;J@AGEN 0a##at 5=11 da#hboard

D. B(K

/he technology offered by is basically a touch screen panel 0hich controls a sum of I;IS

including also a 1nob on the central console 0hich is used to modulate certain commands.

iDrive permits the driver to control climate radio or #D$player and to manage the


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communication and navigation systems of the car. Despite of its friendly interface users claim

that the lateral position of the panel can distract their attention.

/ig, 8,3 B


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Drivers adjust their behavior so as to maintain the level of accident ris1 at some

subjectively acceptable target level. /hat is to say safer trafficC environmental conditions

favor driving at higher speeds that in turn increase the li1elihood of loss of control. /his

behavioral adjustment is the result of driversU attempts to maintain the same level of accident

ris1 both in theoretically safe and theoretically dangerous traffic situations. But since there is

no direct 0ay to measure the desired or target level of ris1 this theory ends up being circular.

Instead a more pragmatic vie0 for understanding a comple! tas1 li1e driving is

=asmussenUs E4@6F three$level ta!onomy of human performance control namely: the

1no0ledge$based level the rule$based level and the s1ill$based level. "t the heart of this

model E8oedemae1er 4F lies the idea that as long as discrepancies bet0een the actual and

the desired state of the system Ein this case the vehicle and the environmentF are not very

high human performance is carried out at the lo0est s1ill$based level implying that tas1

performance ta1es place in open$loop control i.e. 0ithout continuous monitoring of feedbac1.

2nly if something goes 0rong in this open$loop mode does this trigger tas1 performance to

be carried out at a higher level namely at rule$based level 0here human behavior is

controlled by a set of rules that have proven to be successful previously. /as1 performance

mostly ta1es place in close$loop control or at 1no0ledge based level reRuiring much more

attention and effort than the lo0er t0o levels. In respect to the accident statistic data

mentioned above it is interesting to note that =asmussenUs ta!onomy provides a better insightregarding the accident distribution in the theoretically safer and theoretically more dangerous

trafficCenvironmental conditions in the sense that a single$driver accident in a non$clustered

environment is more li1ely to happen not necessarily because drivers are underestimating the

ris1s but simply because drivers do not notice Ee.g. from traffic environment cuesF in time

that something is amiss in the open$loop mode and thus they continue driving at s1ill$based

level as they do in normal circumstances. /he basic difference 0ith ris1 homeostasis is that

accident ris1 is not realized as a function of accepting a higher level of ris1 in general but asa function of failure detection of situation demands on time E=umar 4AF and conseRuently

as a function of putting less attention and effort in monitoring of tas1 performance and action

conseRuences.

If this is the case then accident ris1 probability is related to the timing of hazard

detection that it is reflected through time delays in triggering adjusting activations to perform

tas1s at the higher level Ei.e. timely detection of deceleration of the lead carJ faster reactions to

une!pected decelerations in car$follo0ing situationJ faster reaction to une!pected behaviors in

cross$sectionsF. "lternatively if situational demands are very high and tas1 performance is

carried out at higher level then accident probability is related to the side$effects of increasing


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effort and 0or1load but the accident ris1 is actually lo0er because drivers are ready to

confront une!pected events.

/o create these conditions in a driving simulator environment 0e used the paradigm

of fi!ed time schedule described in van der 8ulst =othengatter and (eijman E4F.

"ccording to this paradigm t0o groups of participants are used. In the control group

participants are instructed to drive a 49$minute journey as they 0ould normally do. In the

e!perimental group participants are instructed to complete the same journey in less time in

46 minutes. /o ensure that participants in the e!perimental group are in compliance 0ith the

fi!ed time schedule feedbac1 messages are projected on the simulator screen in order to

inform them 0hether they drive on or behind schedule.

/he fi!ed time schedule is e!pected to trigger participants to perform at higher level

namely at the rule$based level Erefers to ho0 drivers attend and perceive information from the

traffic environmentF andC or at 1no0ledge$based level Erefers to driversU attention and also

effort to control the vehicle at high speedsF. 2n the other hand the free$driving condition is

e!pected to trigger participants to perform at lo0er level namely at the s1ill based level. /he

aim of the study presented in this document is to investigate:

EaF 0hether a fi!ed$time schedule paradigm can be used as an e!tended methodological

paradigm to estimate accident ris1 probabilities both in longitudinal and lateral behavior and

if so to further investigateEbF 0hether the temporal adjustment activations in tas1 performance that according to

=asmussenUs ta!onomy are triggered from situational demands should be ta1en into account

in testing the ris1 probability related 0ith "D"S use.

7.9.4 Met/od

Participants

6A participants 4A male and 4A female 0ere allocated to t0o groups: the control groupand the e!perimental one. Participants 0ere bet0een 67 and 9 years old 0ith a mean age of

76 years. /hey held a driving license for 7 to 69 years Emean\46.6 yearsF. /heir previous

yearUs mileage ranged bet0een AAA to ?AAAA 1m Emean\6@[email protected].

"pparatus

/he e!periment 0as performed on the 8I/ driving simulator 0hich is built around a

Smart cabin eRuipped 0ith sensors. /he position of all control levers 0indshield 0ipers

indicators ignition 1ey and light s0itch is recorded. "ll operational elements steering 0heel

accelerator pedal bra1e pedal gearshift lever and handbra1e lever provide natural force

reactions. /he gearshift functions li1e in the real car either as automatic or Hsoft tip 0ith


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incrementing and decrementing the si! gears and 0ith reverse gear. /he projection system

includes five large$screens each having a 0idth of 6 m. /here is on$screen projection 0ith

consumer video projectors 0ith 6AA "NSI$lumen. /he sound system generates original

sounds according to the situation Estarter engine noise horn screeching of tires 0ind rain

etc.F. /he vibration device creates nature true vibrations of the car according to the revs of the

simulated engine.

/ig, 8,1= @imulator and driver># view

/he e!periment too1 place using a circular route total length ?.6 1m. /his route is mainly

a rural route one lane in each direction no central border. 3or appro!imately AA m this route

passes through an urban area. /here are 6 signalized intersections and 4 non$signalized

intersection along the route. /he scenario implemented for this e!periment included t0o

continuous and uninterrupted drives of the circuit. /here 0ere oncoming vehicles and vehicles

in front of the driver. Some of them 0ere driving at lo0 speed. 2verta1ing in general 0as

possible in the rural part but ris1y.

During the first drive the driving behavior of the other road users 0as in compliance 0ith

traffic rules and no other une!pected traffic events too1 place. During the second drive the

follo0ing une!pected traffic eventsCscenarios occurred:

$ Sudden deceleration of the lead vehicle Et0iceFJ

$ "nimal crossingJ$ Par1ed car suddenly entering into the lane in front of the driverJ

$ Par1ed car suddenly opened a door in front of the driver

"ll these events 0ere distributed 0ithin the second drive in such 0ay so that in the

mean0hile participants 0ere confronted 0ith correspondent traffic eventsC situations 0ithout

being at ris1. /his situation might progressively triggered adjustment activations especially in

control group so that tas1 performance 0ould be carried out at s1ill$based level. Instead in

the control group the fi!ed time schedule should minimize such possibility.


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Procedure:

)pon arrival subjects 0ere as1ed some personal data Ruestions li1e age and driving

e!perience. /hen they 0ere as1ed to drive for minutes in the driving simulator in order to

become familiarized 0ith it. /hen the actual e!periment 0as conducted 0ith the subjects

driving the t0o drives continuously and 0ithout interruption.

(easures and analysis method

/he driving behavioral parameters that 0ere continuously recorded are:

$ /ime

$ number of accidents

$ vehicle speed

$ distance to lead car

$ time 0hen the subject started bra1ing or initiated an evasive maneuver in relation to a

critical event.

"n evasive maneuver 0as defined as a sudden change in the steering angle resulting in a

change in the simulator vehicle lateral position to0ards the right of the road.

/he follo0ing indicators 0ere calculated:

$ =esponse time to a critical event. /his 0as the time that the subject initiated a bra1ingaction or an evasive maneuver in relation to a critical event.

$ 8ead0ay to lead car at the moment 0hen the subject started bra1ing or initiated the

evasive maneuver.

$ (inimum head0ay during follo0ing defined as minimum head0ay from the moment

0hen the subject started bra1ing or initiated the evasive maneuver until the simulator vehicle

has crossed the lane border to0ards the adjacent lane. /he effect of time pressure on the

behavioral variables 0as analyzed 0ith analysis of variance.

6#7#( Re5!&t5

"F ;ehicle speed

/here 0as a significant difference in mean vehicle speed bet0een the No pressure and

/ime pressure groups for the first drive Ep].AF and a trend for the second drive 0ith the

une!pected events Ep\.A?F.


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/ig, 8,11


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/ig, 8,15 Number o& accident in Drive 1

/ig 8,18 Number o& accident in Drive 5

/herefore it could be concluded that time pressure had a positive effect in relation to

driversU alertness to react or even to foresee an une!pected traffic event but this 0as

accompanied by a higher number of accidents mainly related to loss of vehicle control Edue

to higher speedF.

#F =esponse time to a critical event

/he response time has been calculated as the time the subject initiated a bra1ing orevasive maneuver in response to one of the critical events minus the time that the critical

event 0as initiated. It could be the case that this maneuver 0as initiated a bit before the

critical event initiation because the subject had anticipated the possible critical event.

/herefore the response time to a critical event is generally lo0er in the /ime pressure group

and the difference is significant in the lead vehicle bra1ing and door open cases.

It is interesting to notice that

EaF the t0o bra1e events can be considered as comparable to one another in terms of timeadeRuacy for foreseeing driver behavior of the vehicle ahead in the near future

EbF the par1ed car and door open events can be considered as comparable to each other in

the sense that they both represent hidden traffic dangers 0hich could occur in an urban

environment

EcF the animal entrance event is Ruite different in the sense that it represents a stochastic

traffic danger 0hich occurs suddenly as the target vehicle approaches it.

Kith this in mind it is 0orth noting that during the first case of bra1ing participants in

the /ime pressure group had already decided to overta1e the lead vehicle even before it

bra1ed 0hereas participants in the No pressure group continued car$follo0ing and responded


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