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OPTIVe Optimized system Integration for safe Interaction In Vehicles

IVSS Project Report

Reference number: AL80A 2008:73461

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The IVSS Programme The IVSS programme was set up to stimulate research and development for the road safety of the future. The end result will probably be new, smart technologies and new IT systems that will help reduce the number of traffic-related fatalities and serious injuries.

IVSS projects shall meet the following three criteria: road safety, economic growth and commercially marketable technical systems.

Three interacting components - for better safety, growth and competitiveness:

The human being - Preventive solutions based on the vehicle’s most important component.

The road - Intelligent systems designed to increase security for all road users.

The vehicle - Active safety through pro-active technology.

Title of the report: OPTIVe - Optimized system Integration for safe Interaction In Vehicles

Author: Patrik Palo – Volvo Car Corporation

Reference number: AL80A 2008:73461

Publication date: 2009-11-16

Contact person: Patrik Palo, Volvo Car Corporation, (ppalo@volvocars.com)

• Injury prevention • Crash avoidance

• Business growth on a global market

• Product excellence • Premium requirements • Cost

IVSS

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Table of contents 1. OPTIVe and IVSS objectives................................................................................... 2

1.1. Name of project.............................................................................................................. 2 1.2. Objectives and purpose .................................................................................................. 2 1.3. Deliverables on OPTIVe level ....................................................................................... 2 1.4. Project delimitations ...................................................................................................... 2 1.5. OPTIVe contribution to the IVSS-program objectives .................................................. 3

1.5.1. Transport policy objectives................................................................................................ 3 1.5.2. Economic policy objectives ............................................................................................... 3 1.5.3. Commercial objectives....................................................................................................... 4

2. Industrial Research and development .................................................................... 5

2.1. HMI system integration in car – Industrial PhD ............................................................ 5 2.2. Adaptive Driver Information – Industrial PhD .............................................................. 6 2.3. Advanced Engineering and development....................................................................... 8

2.3.1. BB4130 for Interaction Manager and Interior HMI........................................................... 8 2.3.2. BB7059 for Driver Information & Active Safety ............................................................ 11

3. Academic Research................................................................................................. 13

3.1. Safe and Attractive Displays -LTU.............................................................................. 13 3.2. Towards optimized instrument panels – LTU.............................................................. 15 3.3. HMI for integrated advanced driver assistance systems – PhD CTH .......................... 16 3.4. HMI for integrated Nomadic Devices - IT-University................................................. 17

4. Conclusions and recommendations ....................................................................... 19

4.1. Safe and Attractive Displays........................................................................................ 19 4.2. Towards optimized instrument panels ......................................................................... 20 4.3. HMI for integrated advanced driver assistance systems .............................................. 20 4.4. HMI for integrated Nomadic Devices - IT-Univ ......................................................... 20 4.5. HMI system integration in car – Industrial PhD VCC................................................. 21 4.6. Adaptive Driver Information – Industrial PhD VCC................................................... 21 4.7. OPTIVe and the future................................................................................................. 21

5. Deliverable achievements ....................................................................................... 24

Appendix.......................................................................................................................... 25

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APPENDIX 1 – Publications, Conferences and Master Thesis .................................................. 1 APPENDIX 2 – Project Report OPTIVe 2009 ........................................................................... 1 APPENDIX 3 - Audit certificate................................................................................................. 1

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Introduction At the onset of the automobile revolution the drivers’ main concern was driving the automobile from point A to point B. In modern times that is still true but some things have drastically changed. Today the driving environment has evolved into an information and entertainment experience with more and more functions introduced in road vehicles. Active safety systems that aims to support the driver to avoid accidents are increasing dramatically and that makes the driver information interaction with the vehicle systems even more complex to design. OPTIVe is a joint project between Volvo Car Corporation and three Swedish universities. The main industrial concerns are how to utilize different Hardware and Software components in the most efficient way to reach brand uniqueness. In the HMI domain one major challenge is to integrate a large number of functions into a common HMI (displays, controls, software) without compromising safety, styling, usability or comfort. OPTIVe investigates issues regarding integration of different safety- and infotainment systems and their effect on traffic safety. This report has been written and created by several project members in the OPTIVe Team. Patrik Palo VCC, Project Manager OPTIVe/Team Leader Vehicle HMI Thomas Lindgren VCC, Technical Leader Advanced Engineering Johannes Agardh VCC, HMI Concept Engineer Robert Broström VCC, Technical Specialist/industrial PhD student Staffan Davidsson VCC, industrial PhD student Phillip Tretten Luleå university of technology, PhD student Carl Jörgen Normark Luleå university of technology, PhD student Anders Lindgren Chalmers university of technology, Dr. Fang Chen Chalmers university of technology, Dr. and Academic supervisor Partners: Volvo Car Corporation (Applicant and Lead), Luleå University of Technology, Chalmers University of Technology and IT University of Gothenburg

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1. OPTIVe and IVSS objectives

This first chapter describes OPTIVe's pupose and objectives when it started in 2005.

1.1. Name of project

Swedish: Optimerad system integration för säker interaction i fordon (OPTIVe) English: OPTimized system Integration for safe Interaction In Vehicles (OPTIVe)

1.2. Objectives and purpose

Summary of objective and purpose • To investigate, evaluate and demonstrate methods and technical solutions for safe, efficient,

and cost effective integration of HMI systems in cars • Increased safety due to reduction of driver cognitive and visual distraction • Increased effectiveness of complex driver dialogues, within safety, infotainment and telematic

systems • Intuitive human-machine-interaction despite continuing functional growth • Prioritized and scheduled driver information to encourage "hands on the wheel and

eyes/mind on the road" Summary of work packages

• WP1 - Advanced Engineering projects driven by VCC and two Industrial PhD candidates within the area of ”HMI Systems Engineering in car” and ”Adaptive Primary Information HMI”

• WP2 - University research, senior reserchers and three PhD candidates; ” HMI for integrated Nomadic Devices”, ”HMI for integrated ADAS”, ”Safe & Attractive Displays”, ” "Towards optimized instrument panels”

• WP3 - Demonstrator development. Multifunction control desktop simulations, Multifunction control car demonstrators, Safety arena simulator and updates, LTU design lab experiment setup and simulations lab experiments at IT-University

1.3. Deliverables on OPTIVe level

Detailed deliverables is described in each work packages, what to do after OPTIVe ends is described in chapter 4, a summary of deliverable achievements describes in chapter 5 in this report and more in detail in the Project Report OPTIVe.

1.4. Project delimitations

The main purpose of the project objectives is to investigate human factors related subjects and human opportunities and limitations due to multimodal interfaces and interactions with e.g. software and hardware technologies. The delimitations is not to develop new systems with software and hardware except from HMI specifications and requirements

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1.5. OPTIVe contribution to the IVSS-program objectives

This section of the report describes examples on how OPTIVe have contributed to IVSS's overall purpose regarding Traffic safety, Global business growth and Competitiveness. The contribution to the IVSS-program objectives is described in more detail in VCC's Project Report OPTIVe 2009, see Appendix.

1.5.1. Transport policy objectives

IVIS and ADAS systems and functions increases and a "gray zone" emerging between them, and that gives more reason to research and investigate more from a traffic safety and driver point of view. OPTIVe's scope and results have given new solutions that will be implemented in car and the first car with a new HMI interaction concept will be at the market 2010. It will be equipped with a new multimodal IVIS concept with integrated active safety settings. More functions and features can be handled compared to older systems and it can handle functional growth. Speech and haptic feedback will make it easier to do car- and personal settings while driving. A new driver information module will in the near future make it easier to understand and handle active safety systems and it will take care of the functional growth, e.g. support for green driving. Research shows that green driving support can not only decrease the fuel consumption it also have effect on traffic safety due to more planned and calmer driving. A new Green driving concept is also developed. New logic and added system functions for the Advanced Interaction Manager – AIM raises new possibilities to integrate e.g. nomadic devices and use map data and that will have effect on road safety. HMI solutions and requirements have affected the electrical architecture and a significant work has been done to design and integrate systems and functions for today needs and to meet the future.

1.5.2. Economic policy objectives

Some extracts and comments on project experience and results to the objective.

• Not only increased collaboration with companies and supplier in the region but also national and international e.g.;

o Development specifications on haptic devices with supplier, ALPS Sweden o Development of demonstrator and use of SW and HW together with Volvo

Technology AB, ALPS , Visteon Corp and Talkamatic AB o Research and development of new natural speech technology for in car use –

Talkamatic AB o Investigate and establish a state of the art analyze of HMI development tools that

support the automotive development process – HiQ AB Göteborg o Increased co operation between involved project members at the universities, (LTU,

CTH and IT-University) • Each partner, supplier and academy has supplemented and contributed with own specific

competence • All partners have got a better understanding for the automotive industry conditions and needs

and conversely, an understanding of the academy requirements • Exchange with other national research project and competence forum, e.g. CEDES, VISAS,

SIGYN, SAFER, • Collaboration with universities in China, England, and US • At VCC has the project and contacts give influence to change the AE-project process and to

give input to changes, e.g. Guidelines and requirements, work processes, etc. • Increased innovative climate which generated a number of patent and patent applications

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• Collaboration between academics, institutions, suppliers, expert companies and OEM's is not an easy equation to get together, but;

o possibilities for synergy and to work from "farm to table" strengthens the focus and end result, (Need-related research)

o HMI development process has been refined and the area has undergone major changes in the VCC

o OEM’s (VCC) will always have the need for external expertise in specific fields of HMI • Roles of cross-border cooperation is important - more opportunities is needed and required to

be interoperable between the parties

Figure; Schematic partner collaboration model within OPTIVe

1.5.3. Commercial objectives

For VCC, HMI has been even more important regarding to build cars that compete on the global market, therefore has several new strategically decisions been taken to make the car safer, more attractive and enjoyable. The department Vehicle HMI is a new organization with more responsibility, for example to increase the traffic safety regarding to prevent and avoid incidents and crashes.

• Product realizations with HMI products and solutions will be made in future car models from

VCC and with contributions from the entire chain; Core research - Applied research - Development Suppliers - Advanced Engineering - Product Development "

o Some examples of solutions is described in this report and the first versions will meet the market year 2010

o IDIS – Intelligent Driver Information System which is a VCC product implemented in cars today, is further developed for more safety functions and sensors, map data and to handle nomadic devices via a NDG – Nomadic Device Gateway

o Research has given that cultural differences affect driver behavior, that research give VCC the possibilities to design systems and products that can be adapted to different markets and cultures

o The first HMI green driving concept is developed in OPTIVe and it is now further developed so it can be implemented in a commercial car

• The partner within Natural Speech got the opportunity to establish Talkamatic AB because of the research project mission in OPTIVe and the founding via IVSS and VCC.

• Increased knowledge and competence via education at universities and with collaboration with VCC and supplier, (Master students, Technical licentiates and PhD's) gives the automotive strength for the future.

VCC

EESE

94750 Vehicle HMI

Suppliers

AE/BB

AcademyLTU, Chalmers,

IT-UnivSAFER

Design ProductPlanning

94720 HW/SW

Technology

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2. Industrial Research and development

Within the industrial work packages in the project, several problems and challenges at present is the starting point of the advanced engineering, applied research and research work. In this chapter the problem is described in generally, what have been done, what have been reached and what kind of conclusions and kind of benefits it can be used and applied to?

2.1. HMI system integration in car – Industrial PhD

Author: Robert Broström Background Twenty years ago Zwahlen et al. (1988) investigated the safety aspects of using a touch screen interface while driving. The study was carried out on an unused airport runway. A device that dropped liquid dye was attached to the car and the lateral path deviations were measured from the path made by this device. Eye glances away from the road were counted manually and the time it took to complete a task was recorded by hand. This example shows that the concern over distraction caused by interaction with Vehicle Information Systems (IVIS) is not new and that an evolution in test methodologies has occurred. Even though research and evaluation on secondary in-vehicle tasks have been performed for decades, no consistent framework for assessing and regulating secondary tasks while driving is present. One reason for the lack of a framework can be the rapid introduction of more in-vehicle tasks in Multifunctional Control Systems (MCS). Already in the 1990s, Wierwille (1993) explained that many in-vehicle tasks were changing from manual only or manual primarily to manual-visual tasks, thus increasing the hands of wheel and eyes of road time. Later Burns et al. (2005) found, when assessing premium cars with MCS, that information which before could be activated by pressing a button now was hidden in hierarchical menu structures, thus requiring manual-visual interaction. Recently Graf et. al (2008) concluded that IVIS today make use of a menu-based, function driven interaction that has evolved over time by adding functions as they become popular. As the IVIS has high demands on flexibility in interfaces with long life-times, compared to e.g. mobile devices, some of the evolving in-vehicle tasks may be utilizing interaction techniques that are not fully compatible with the nature of the task. Due to the relatively long life-times for in vehicle interfaces the trend is to create as flexible interfaces as possible, thus leading to a higher degree of functional integration.

Another reason for the lack of a consistent framework may relate the fact that it is crucial to understand what customers really like. In conceptual studies on performance and behaviour, assessments are often performed in experimental environments, utilizing immature products but with excellent control, i.e. a high level of reliability. Customer surveys, on the other hand, are based on final customers´ opinion regarding the final products, i.e., delivering low levels of control but optimal levels of validity.

Interior design reality

Interior design vision

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Implementation approach The purpose of this project was to contribute to an assessment framework by studying driver performance in MCS over factors like: type of task, control type, control position and display position. Moreover, the purpose was to explore how these factors may differ between user groups, and what implications this brings into the design of MCS. Further, correlation between usability evaluation methods (UEMs) has been studied by comparing results from formative (used during development) and summative evaluations (used when the design is completed). The studies performed in this project has been based on data from customer surveys, focus groups, on road tests, expert evaluations and driving simulators and thus contain both objective and subjective, qualitative and quantitative components. Results Initial results revealed that increased functional integration had negative effect on both subjective efficiency (customer survey results and on road test) and objective efficiency (on road test). Moreover, it was discovered that differences in interaction design for similar layouts (i.e. differences that does not relate to the level of functional integration) affected objective efficiency (expert evaluation and on road test).

Based on the initial results a simulator study was performed. Here, the purpose was to assess integrated layouts, with different control-display configuration: Touch Screen (TS), Close Control (CC), and Remote Control (RC). The objective results showed that type of control (touch or rotary control) rather than display position (high or low) affected secondary task and driving performance. The touch screen layout had shorter task completion time than the control layouts alpha-numeric tasks like input of destination and phone number. The control layouts had shorter task completion time than touch screen for continous tasks like MP3, Radio and Settings. The touch screen layout had worse lane keeping and longer glances than the control layouts. When more functions are operated by MCS, task-control-compatibility becomes crucial for driving safety and customer acceptance. Furthermore the corresponding results from above mentioned studies indicate a possibility to develop a usability evaluation framework that includes formative as well as summative approaches, where the results have a high degree of consistency between the different methodologies.

2.2. Adaptive Driver Information – Industrial PhD

Author: Staffan Davidsson Background Driving is a complex task and this has been described in several drivers models. The different models indicate that the driver needs support on different levels in the driving task and throughout the development of skill. Drivers need salient and interpretable stimulis from the world around them and

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they may need cognitive support. Attentional resources are limited, thus, workload may needs to be reduced. However, attention selection is goverened by the environment, different schemata and as suggested also by supervisory control. Moreover, even though driving is visually demanding is most of the information visual. It seems to be a potential in utilizing Wickens (1999) multiple resource theory and move towards a less visually demaning information. It is strikingly few of the items in any of the models that are supported by the car itself or by the society after the driver education and throughout the development of skill. New technology has made it possible to, in a better way support the drivers according to the different drivers models. An optimization of workload and an improved situation awareness (SA) are within reach. New, or another prioritizations among needs, together with what people consider desired (not always what is needed) has made a future functional growth expected. Unfortunatelly, functional growth may cause clutter and in-attention which is a well known factor of accidents. One solution to the functional growth/SA/Workload problem is to only present the information needed for a particular moment or to be more specific, manage information. However, to automatically change information may cause automation induced errors. To summarize: the research aims to identify the positive effects of adaptive driver information, to make clear what should be adaptive and what governs the control over the adaptation, identify the most influencing problems and give suggestions of how to solve them by vehicle design. Implementation approach The transportation system can be regarded as a complex socio-technical system, containing many different and interacting sub systems. A characteristic property of a complex system is that it is not possible to predict everything that might happen in the system. Accidents on the road, problems associated with the infrastructure, and other unexpected events may be some examples of events that are vary hard to predict. Consequently it seems important to provide car drivers with some support to meet events that involve problem solving or knowledge based behavior. Ecological Interface Design (EID) is used to aid the design of human centered interfaces and systems that support problem solving and decision making in complex socio-technical systems. An ecologically designed interface is one that has been designed to reflect the constraints of the system in a way that is perceptually available to the people performing activity within it, and one that supports users in taking effective action and understanding how these actions will move them towards the achievement of their goals (Burns and Hajdukiewicz, 2004). Cognitive Work Analysis (CWA) (Vicente, 1999) provides a useful framework for the analysis of the various constraints that are imposed on activities within a particular system. CWA is divided into five phases. First: Work domain, represents the system being controlled. Second: Control tasks, are the goals that need to be achieved. Third: Strategies that are the generative mechanisms by which control tasks can be achieved. Fourth: Social organization and cooperation, deals with the relationships between actors and finally the fifth: Worker competencies, represents the set of constraints associated with the workers themselves. It might feel peculiar in this context to call drivers "Workers". However, the meaning is that something is produced; in this case it is transportation. Probably the most commonly used phase is the first, Work Domain Analysis, which also was used in study I. Work Domain analysis has mainly been used in process and power industry and by professionals. When working with consumer products it is also important to involve the customers. Therefore were drivers involved in one of the studies. A more though rough approach was therefore needed. In the third study was ten experts interviewed according to the Delphi procedure. Anonymity of groups and interaction with controlled feedback reduces bias and also makes measurable feedback available. The Delphi method first elicits judgments from experts individually; the expert then gets the judgment from the previous experts and could then re-evaluate his/her own judgment. The method was modified in the way that instead of having individual feedback sessions after all being interviewed, all experts were called to a focus group meeting.

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Results This project identified several areas where adaptivity could be used to improve the joint driver vehicle system performance. For instance, functional growth could be possible due to distribution of information instead of showing everything simultaneously. Situation awareness may be improved by presenting what is needed for different driver and vehicle states, contexts, situations, historical behavioral data and task. Finally, workload may be optimized by reducing the workload when it is too high and increase when too low. The different purposes of driving information have been identified using the framework of Work Domain analysis. They have then been linked together with the different existing and future functions in the car in order to find strong and weak relations or, to be more specific, areas of improvement. It has, furthermore, been shown that different information is needed in different situations but that there are a big difference among drivers for some of the functions. Furthermore, the main negative effects of adaptive driver information have been identified and could be classified as automation induced problems. However, suggestions of how to manage the different drawbacks have been presented. During the research three patents, a new type of speedometer, a safety gauge and a situation awareness gauge has been developed.

2.3. Advanced Engineering and development

Before real vehicle projects starts, cars for the market, VCC start up several advanced engineering projects, AE-project, which purpose is to develop new technology solutions, systems and concepts that can be implemented in future vehicle platforms. There were five main AE-projects, which was part of the OPTIVe project. The two main large projects within VCC are presented below. The other AE-project was Natural Speech and two still on-going, HMI for Driver Information and Infotainment and HMI for Driver Information and Active Safety

2.3.1. BB4130 for Interaction Manager and Interior HMI

Background The functionality within Infotainment area and Active safety systems are increasing rapidly. From 1988 to have been radio and tape recorder to 2008 being mp3 lists with thousands of songs, navigation systems with thousands of addresses, not least the increasing functionality for active safety systems and their need to giving relevant information to the driver. Looking at the trends at other premium car developers the center stack HMI are moving from separate head units, often with their separate display, to integrated solutions with one control panel, often containing a multifunction control, and one display.

With this in mind the Big Bang project Interaction Manager and Interior HMI was started with focus on "Multifunction control and improved display positioning".

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The objectives were to meet functional growth within infotainment and active safety by: • Making 95 % users understand how to control 90% of defined base functionality • Increasing effectiveness to activate “advanced” functions compared to traditional menu

systems • Reducing driver workload and distraction below today's (2003) level despite functional growth • The goals for the project were to: • Develop a centre panel layout that looks and is easy to use. • Direct access to frequent used functions • Flexible control concept for all infotainment functions • Meet expectations both from late bloomers and early adopters • Increased effectiveness to handle “complex interaction” • Centre stack and display that can meet functional growth and workload/distraction

requirements • Scalable concept for controls and displays

In vehicle prototypes Three versions of in vehicle prototypes have been developed in cooperation with ALPS Göteborg and Volvo Technology, Göteborg. Prototype 1 The first prototype was developed to be installed in a Volvo V50. The infotainment controls was in focus containing direct access buttons for source selection, a keypad for number and letter input and two multifunction controls with active haptics (force feedback). The complete development and delivery of the prototype was made by ALPS in close cooperation with the project team at VCC. The hardware was made in Japan and software in USA. The distance to the people developing the software made the process around quick iterations and updates to a challenge. However, the prototype was built in to the V50 expert evaluations were carried out.

Figure: Prototyp 1

To make the process around the software development more efficient in the second phase, the development was taken over by Volvo Technology in Göteborg, which made iterations and updates much easier. After some iterations and experts evaluations the first user clinic was made.

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Prototype 2 From the findings in the first user clinic, the second prototype was developed. This time it was installed in a Volvo XC90, since that was the type of car the concept first would be implemented to. To take a better grip of the whole picture, the right steering wheel control was also included.

Figure: Prototype 2

• System On/Off was placed as a push button on the volume knob. • The display was located high on the instrument panel. • A separate button for sound settings was placed close to the volume knob. • A separate button for Exit/go back in the menu was placed close to the right multifunction

knob. • The graphics and interaction structure were reworked. • The 4-way directions in the multifunction knob were removed.

Prototype 3 The prototype was further developed and the software (simulation) was now taken over from Volvo Technology to VCC. The simulation was transferred to Macromedia Flash and the graphics was further developed to be more representative to what it would look like in the final production release. In parallel a lot of discussions and workshops were held internally (mainly design, construction, product planning and HMI department) regarding the final hardware layout for the centerstack and steering wheel controls. ALPS continued as hardware supplier also in this phase and with demands on production readiness. A final hardware update of the prototype were made when a final internal agreement were reached. Some minor changes, like placing the Sound and Exit button inside the knobs and source buttons around the keypad, were made, but the interaction concept from prototype 2 were kept. Also the layout of the steering wheel was more adapted to the layout of existing controls but with the thumbwheel. A picture on the final prototype will not be presented due to confidentiality.

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2.3.2. BB7059 for Driver Information & Active Safety

Background

Figure: Increase of driver information

The increase of active safety systems in vehicle helps the driver to handle a critical situation, but has also increased the need for driver to understand system status, limitations and possibility to personalize system settings. Active system information is often directly connected to driving situations and need to be presented to the driver as optimal as possible. AE project content

Figure: AE project scope

The AE-project has done a state of the art analysis of the current and future driver information and active safety systems. Investigations of what user I/O technologies are available today and in the coming years have been done by cooperating with external suppliers for different hardware and software technologies. The user needs and limitations have also been identified. A new Driver

BB #7059

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Information concept has been developed and evaluated from different aspects e.g. user friendliness, design, cost, package feasibility, flexibility etc. The driver information concept has been developed, demonstrated and evaluated mainly by a PC based simulation tool and in a drivable mock up demonstrator vehicle. A new concept for information handling and prioritization has been developed and evaluated. This information handling concept also includes nomadic devices that the user can bring into the vehicle. Results

Figure: S60 Concept cockpit

The results of the project have identified the need for large flexible display areas in front of the driver that can easily integrate and present different kind of information into easy understandable graphical objects. Head-up display technologies reduce the drivers need to look down from the road to read information and also reduce the need for the eyes to accommodate. The information need to adapt to the driving situation and minimize the risk of presenting different kind of information simultaneously. Direct access and multifunctional steering wheel controls help the driver to keep hands on wheel and handle information displayed in front of the driver. Sound as information source must be carefully used due to the risk of easily annoying the user. The customer total HMI experience has been analyzed and been identified as very important. Creating user interfaces without some kind of "wow" feeling and brand "red thread" a HMI solution will not success even if the ease of use is fulfilled. Results from the project regarding driver information and active safety systems will be transformed into running vehicle projects at VCC and set the "red thread" for the next generation cockpit and HMI design. Requirements from the HMI that affects the electrical architecture has been identified and transformed into the next generation electrical architecture platform to secure the needed flexibility.

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3. Academic Research

Within the academically work packages in the project, several problems and challenges at present is the starting point of the research work. In this chapter the problem is described in generally, what have been done, what have been reached and what kind of conclusions and kind of benefits can it be used and applied to?

3.1. Safe and Attractive Displays -LTU

Author: Phillip Tretten Visual warnings and visual information are used to help prevent drivers’ from making unnecessary mistakes. Today are warnings and driver information most often placed in front of the driver, behind the steering wheel, but this is not the most conducive location for all. An unexpected warning or display of information can increase the risk for distraction, just as a poorly placed warning or information could decrease the drivers’ chances to react correctly. This problem can be especially relevant when considering different markets and their cultural differences; therefore, should market differences also be studied. A dilemma for traffic safety experts is how to expand the ways warnings and information can be presented to the driver without negatively affecting driver performance. To proceed with this project have several pilot studies been conducted to produce a questionnaire. The questionnaire study was conducted in three countries, China, Sweden, and USA, where questioned young drivers were questioned for their understanding of vehicle information. The significant results were then placed in a driving simulator, of which, it tested both the driver’s ability to notice and react to warnings in traffic. Another group were given ten tasks randomly to complete while navigating in traffic. The respondents also were measured for cognitive load and their subjective responses were used to help gain knowledge for future study. The results of this project show that driver’s do have a limited understanding how driver information can be presented and used in vehicles today. When asked for their understanding of different display placements did few choose anything besides the Head-Down Display (HDD) for information presentation. The respondents showed that they accepted a separation of and grouping of driver information according to its level of importance to the driving task. Safety was also an important consideration for the respondents, especially for the Chinese and American groups. The driving simulator tests showed that drivers would accept more advanced usage of displays in automobiles but a clearer separation of information was requested. The results of the driving simulator study showed that the HUD was almost exclusively used by the respondents of the redundant information (HUD/HDD) group and all respondents stated that the HUD was best fitted for important warnings. More transparent groupings of warnings were requested as was a separation of warnings based on their level of importance. Moreover, the drivers performed best when the warnings were presented in the HUD and Infotainment (IF) locations. The IF is mounted on the dashboard circa 30 degrees to the center of the vehicle and 15 degrees below the line of sight. Driver information/messages were preferred to be read in the HUD while unnecessary information was not wanted to be found near the line of sight as it was found to increase cognitive load and affect driving negatively. Results from both the questionnaires and the simulator study supported a desire for logical grouping of driver information there most urgent information was to be placed closest to the traffic scene. The US respondent’s stressed both items of Safety and Practicality which shows that they focused more on the physical operation of the vehicle and on the human factors involved to make the drive safer and easier. This is probably why the US respondents showed an interest for more advanced technology like In-vehicle technologies (IVT) and this included the HUD for more important safety information presentation. They also showed an interest for information on the various safety measures but they did not want the safety systems in the vehicles to limit their freedom to choosing

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how to drive. Overall, the results showed that both Safe and Practical cars with Quality could attract consumers without any special aesthetic changes. The Chinese respondents’ responses show that the desire for traffic safety is high while the social norms to driving safe are low. In the US are the social norms changing to becoming more safer, as is new regulation are being implemented. A logical result is that the American drivers placed more emphasis on the characteristics of the driver relating to how to deal with signal systems, the vehicle, the environment, and other vehicles, which relates to the driver’s understanding of the situation. In contrast to the Chinese who placed emphasis on the characteristics relating to the driver skills, experiences, and physical capabilities which focus more on the driver’s unique skills to navigate in traffic. These differences reflect a “survival of the fittest” attitude where Chinese drivers are to respond to a lesser developed traffic environment. A likely explanation why the Chinese respondents rated the safety items as more important is that they did see a need for external helps while navigating in traffic while the US respondents place more focus on the vehicle being practical to use so that it does not restrict their use of it while driving. The results of the simulator experiment showed that peoples’ preferences can differ from their actual behavior. Even though the driver’s responses did not completely agree with the questionnaire results, the data does show that there are clear tendencies, in that they both showed relevant groupings of driving information. However, the results from the questionnaire did not show that the HUD would be wanted to be used by the drivers for many types of warnings. After the placements were tested in the simulator the drivers preferred warnings along with other IVT’s to be moved up to the HUD for better overview of the traffic scene while reading warnings and instructions. Overall the respondents preferred the HUD for more serious warnings and the speedometer and the HDD for other warnings and basic information for vehicle operation. This is something that could be used in future instrument panel design, since good layout and a good screen design is necessary. A continuation of that would be to use information groupings that fit the user’s mental models. This study does not propose to add more driver distractions by scattering warnings and driver information throughout the entire vehicle environment, but, instead, recommends new ways to help improve the overall design of the vehicle driving environment. Since new technologies are being implemented at an ever increasing rate and in order to reduce the possibility for confusion and cognitive overload brought on by these new systems, new possibilities of warning presentations need to be studied which can add to the knowledge for warning presentation location. This would also support the vehicle regulation authorities in their decisions for guidelines to new Advanced Vehicle Technologies (AVT). In the experiment where instructions were tested the respondents showed that they preferred the HUD placement through high ratings of likeability and usability. The HUD and the IF could be applicable for IVT’s and warnings in that they could attract a quicker response from the driver and this area could be developed. Firstly, a greater separation of information so that the individual could better understand the imminence of importance by the presentation location, there warnings closest to the traffic scene are most important and items further away would be of lesser importance. Secondly, displayed warnings should be restricted in that they are to be shown only under relevant driving conditions. Finally, in order to reduce the amount of information presented in one specific area should the possibilities of allowing driver’s to personalize some types of warning information by choosing what is important to them and where it could be presented in the vehicle. This would be similar to the way computer users can choose which icons they want to be displayed on the screen or start menu for quicker access. Since the advancement of IVT’s are creating new opportunities for both safety and entertainment, design should also consider the way drivers can be a part of the driving process. This could be done by including a system that is adaptive to the driver and the drivers’ behavior based upon their responses to visual indicators. Through that the vehicle’s systems could be able to predict, and help to improve, the drivers’ performance by reducing the cognitive load in the vehicle by reducing unnecessary driver information and assisting the driver to make correct decisions so that they could quickly respond to warnings of traffic hazards.

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3.2. Towards optimized instrument panels – LTU

Author: Carl Jörgen Normark Today, automobiles are becoming more and more technologically complex, with more and more built-in driver information systems. Among these systems are comfort oriented systems to make the ride more enjoyable or systems that can make the everyday life of the driver more efficient such as, for example, mobile phones or other communication devices. Many of these in-vehicle systems are also safety oriented systems designed to prevent accidents why there is a constant trade-off between monitoring interior systems and exterior road view for possible upcoming hazards. Driver distraction caused by in-vehicle systems has shown to be a large cause of accidents, therefore, in-vehicle information displays must be designed to be conspicuous enough to be noticed and discrete enough not to distract the driver. In this project a user-centred approach is used with the aim to optimize driver information presentation by testing display design guidelines, evaluation methods, and display configurations in order to increase the drivers’ performance regarding noticing, reading, and understanding in-vehicle information displays while driving safely. The driver should also at the same time feel comfortable and enjoy the driver environment. The results in this project can be utilized by designers in the design process when designing the driver’s environment in a modern automobile.

Figure: Guidelines for display placements and dial design Throughout the years, many design guidelines for in-vehicle information presentation have been developed and these can be of great help in the design of a vehicle interior. However, as the automobile is continuously evolving, these guidelines may not longer be applicable. This purpose of this project was to evaluate the validity of well-known design guidelines in today’s automobiles. Based on the outcome of this evaluation, a set of in-vehicle information displays were designed. These display designs were tested in driver simulator experiments to validate their effect on the driver during a driving task. The results showed that even though not all guidelines can be verified by references to any source data, they comply well with human factors standards and the majority of existing guidelines should still be applicable on vehicle interior design. Based on these guidelines, a display concept featuring highly salient information presented near the driver’s line of sight yielded the best driving performance and situation awareness of the traffic environment. The majority if previously stated design guidelines could be utilized for an efficient design process when designing the automobile interior of the future. The knowledge on how and where information should be placed can be used to increase the safety in traffic and can at the same lead to vehicle interiors that are appreciated by the drivers.

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Figure; Simulator setup

Figure;. Simulator setup with the final concept

3.3. HMI for integrated advanced driver assistance systems – PhD CTH

Author: Anders Lindgren To be able to drive safely and efficiently, drivers need information from the surrounding traffic environment that make it possible to foresee early events that may negatively affect safety. A driver can in some cases perceive events that potentially have a negative impact on traffic safety, but in other cases not. Therefore, Advanced Driver Assistance Systems (ADAS) are being introduced on the market. These systems have the function of actively assisting the driver in avoiding accidents by providing information about current and upcoming traffic situations and helping the driver take proper actions before a potential accident occurs. However, this introduction of new active safety features into our vehicles has resulted in an increase in the number of warnings and information that the driver needs to understand instantly to avoid an accident. One of the major challenges is therefore to integrate these systems to make them work optimally together with the driver. Today the functionality and design of these systems is chiefly based on the research related to the driving concerns in Western countries. Still, with the rapid motorisation in developing countries, there is an increasing need to investigate how cross-cultural differences in such cultures may affect the design of ADAS. The purpose of this project was to explore what needs, goals and requirements drivers have of assistance in their driving, how these factors may differ cross-culturally, and what implications this brings into the design of ADAS information. Further, an interface design process and methods included in this process has been developed under the Ecological Interface Design (EID) framework. The results show that the EID framework is a theory that can lead to a good advisory warning interface design. However, this theory lacks practical methods that can be used in this design process. This project contributes to the EID framework by including a series of methods to design an

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ecological interface step by step. The methods included were used to understand environmental, cognitive and technical constraints. In addition to this, they were used to assess the drivers’ understanding of the driving context, something that is not usually targeted in EID.

     Figure;. Screenshots of the integrated advisory interface

The results also show that providing drivers with advisory information can have a positive effect on driver behaviour and make the driver more aware of the traffic situation. This advisory information can assist the driver by revealing goal-relevant constraints of the environment to help the driver understand the safety margins and thus, drive safer. However, if full benefits of an advisory interface are to be realised, cross-cultural differences must be taken into consideration. It is clear that, even though traffic rules and regulations are similar in two countries, driver behaviour is highly culturally mediated. This behaviour affect how drivers accept information from ADAS and in what situations they prefer this assistance. Even though the advisory interface concept affected driver behaviour positively in both Sweden and China, the detailed design needs to be adapted to the specific market in order to gain driver acceptance.

3.4. HMI for integrated Nomadic Devices - IT-University

Author: Fang Chen and Paul Alvarado Mendoza It is a well-known fact that nomadic devices usage while driving can cause driver distraction that might lead to accidents, where the risk is four times higher. A proposed solution to increase safety might be an integrated in-vehicle gateway. There is a need to understand how integrated in-vehicle interface solutions are feasible to find solutions to possible integration problems. Cooperation between stake-holders is needed to satisfy the end-users. There is also the issue of design and interaction modalities that should be used when interacting with an integrated interface. A problem that might arise with the integrated interface might be that drivers use the system more because of the added safety advantage, which in turn would diminish the safety benefits. Therefore a Zonal adaptive management workload system is proposed that focus on driver performance factors as well as external traffic situations to have better predictive effects. . Purpose of this project was to understand potential problems that might exist with integrated nomadic device gateway. The aim was to answer if integrated solutions feasible in the market for different stake-holders? What the safety benefits of an integrated in-vehicle were compared to nomadic device while driving? And how the integrated system should manage workload? The feasibility study shows that there are positive attitudes towards integrated solutions. The feasibility analysis results were discussed from a technical, business and usability feasible point of view. A SWOT analysis was done to understand the value chain and to identify the internal and external factors that are favorable and unfavorable with the integrated interface for different stake-

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holders perspective. To further investigate the feasibility of an integrated interface a questionnaire based study was performed including 123 Swedish drivers and 170 Chinese drivers to see how their attitudes would be towards the idea of an integrated in-vehicle interface and its implications on safety. Two studies were performed where an integrated interface design was developed applying user-centered design approach and tested on a fixed based medium fidelity simulator. Focus of these studies was to compare nomadic device usage with an integrated interface and measure driver performance to make valid assumptions of the perceived benefits. Another purpose was to see how interaction modality would affect driver performance. The integrated interface was tested with buttons on the steering wheel as well as with a touch screen. A new approach for AWMS is proposed by called a Zonal system. The concept of Zonal system removes driver behavior incentives and makes it easier to adapt driving to maximize which functions are available and are based on four premises. The first is that driving is the primary task and any non-driving tasks (making phone calls, talking to passenger, changing music, etc. that is not directly related to driving are considered to be secondary tasks. The second is that the basic conflict between the secondary task and primary task is that the secondary task draws driver’s attention (mental and physical resources) away from driving. The third is that distraction can be divided into physical, visual and cognitive distraction. The fourth is that the competing attention on the secondary task will add workload to the driver and affect the drive performance, meaning that they will drive less safely. To evaluate the Zonal system concept 18 Swedish drivers were used in an interview study. They were introduced to basic telematics usage and how it can cause driver distraction while driving. The three control systems were explained thoroughly. The first is total control system that totally blocks all availability. Second is the advice system that gives advice to the driver of the potential danger and usage is up to the driver. The third is driving behavior system e.g. like the zonal system concept that blocks depending on traffic and driving situation. The participants were asked about 17 tasks with different telematics devices that they would perform while driving. The tasks were grouped into easy, medium and difficult tasks. Participants were asked which control system they would prefer to have if they would have to perform the tasks on different road (high way, country road, and city traffic) and traffic conditions (High or low traffic hours) while driving. The feasibility study was conducted to understand difficulties that could arise when developing and designing an integrated HMI for infotainment system and how driver’s attitudes would be towards the concept. Technical conflicts that were found had to do with the difference in lifecycle of cars (about 20 years) and nomadic devices (about 8 months) as for development cycle for cars (4 years) and nomadic devices (6 months). They could lead to upgrading problems that would be best to solve by cooperating with nomadic device companies and also to find common operating system standards that would be upgradable without hardware replacements needed. The cooperation with nomadic device developers would also solve business problems in order to support nomadic device features. Agreements should be discussed to support customer satisfaction by having easy and cheap or even free upgrades that are automatic and transparent to the driver. Possible solutions might be to sell services and having a standard functionality package included and extra functionality would cost. To support driver safety the design focus should be on usability. This would motivate drivers to use the integrated solution. What else is gained from the integrated interface? Looking at the different stake-holders advantages with SWOT suggest that vehicle manufactures want to sell more cars and would use the integrated solutions safety advantage to strengthen the manufacturer’s brand, especially if the safety advantages are clear to the user. The operating manufacturers would want to have big volume sales, but their biggest concern would be to create a standard for the industry that would make nomadic device manufacturers develop future devices compatible with current and future versions of the operating system. Nomadic device manufacturers would have to adapt to the operating system demands which might be negative, but they would also hope that the integrated interface would enhance the value of nomadic devices and increase market demand. Vehicle retailers would probably be interested in the integrated interface if it would prove to be popular and boost sales. They would

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need to be convinced that the integrated interface is appealing among the drivers. The end-users motivation to select the nomadic device interface would be because of the perceived safety benefits or that it might increase the car’s residual value. To further investigate the end-users opinions towards the integrated HMI concept the questionnaire study was performed. Results showed that both Swedish and Chinese drivers were positive towards the concept and understood the benefits of integration compared to nomadic device use while driving. If properly designed it would have potential safety advantages that would make it a feasible solution for the end-user. The simulator studies confirm that the integrated interface has safety advantages compared to nomadic device usage while driving if properly designed. Other findings are that device complexity leads to longer task completion times and degradation in driver performance. This suggests that focus should be on usability to reduce interaction complexity. The questionnaire study found that there is a down-side of easy usage and perceived safety advantages, that it might increase nomadic device usage ultimately counteract the positive effects. This leads to the conclusion of using AWMS and controlling the functionality depending on the driver’s calculated workload even though it might not be popular with some drivers. These AWMS should focus on driver performance factors as well as external traffic situations to have better predictive effects. There is a clear trade-off between traffic safety and driver satisfaction. If an AWMS is too controlled in some situations it would have a negative effect on driver satisfaction. And if focus lies on driver satisfaction there will be a negative effect on traffic safety. Preliminary driver interviews were performed to understand user needs suggest that in 3900 combinations 40% selected total control systems as their preference without being affected by different road types and traffic situations. An exception was found for in medium difficult tasks where the participants preferred the driving behavior systems (40.6%). Further studies are needed to find a balance where the safety advantages will be of use to the driver and to further investigate driver needs and requirements for AWMS to make driving safer.

4. Conclusions and recommendations

This chapter describes some general conclusions, e.g. design of information and warning systems affect driver distraction, if culture differences affect driver behavior, etc. it also give recommendations for future research, development and work.

4.1. Safe and Attractive Displays

The results of this project show that the HUD and IF placements are viable for information placement. The respondents found the HUD appropriate for important warnings and speed information as well as for certain types of instructions and they did not choose to use the HDD when information was available in the HUD. A separation of warnings and driver information was preferred so that lesser important information would be presented in areas that did not attract attention thus not distracting the driver unnecessarily. The HDD was rated as being equally likeable and usable as the IF but data measurements showed that the respondents reacted quicker and maintained better vehicle control when using the IF. Recommendations for future work that have resulted from the work are:

• Investigate if there is any significant difference between a fixed display in the HUD area verses the typical HUD image reflected on the windshield. Test how the difference in focal points affects the drivers abilities to differentiate from the external environment.

• Investigate out how cultural differences affect the drivers abilities to understand and use the information presented to them via the automobile in a simulated environment.

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• Investigate how the concept of acceptability affects the drivers willingness to accept new and different technologies in the automobile.

4.2. Towards optimized instrument panels

The three parts of this project have lead to the following conclusions: The results in this project show that for an efficient design process, in many cases, it is suitable to utilize existing design guidelines for in-vehicle information presentation in automobiles, even with the rapid functional growth and increasing information bandwidth in the vehicle the last few years. Moreover, the use of highly salient and centrally placed redundant information in a Head-Up display and the Head-down instrumentation cluster supports safe driving without causing distractions. This display configuration supports eyes-on-the-road and hands-on-the-wheel which leads to better driving performance and improved situation awareness. Finally, interviews showed to be the most suitable method for evaluation of the perceived usability of vehicle interiors.

4.3. HMI for integrated advanced driver assistance systems

Three general conclusions can be drawn from the work in this project: First, the EID framework is a theory that can lead to a good advisory warning interface design. However, this theory lacks practical methods that can be used in this design process. This thesis contributes to the EID framework by including a series of methods to design an ecological interface step by step. The methods included were used to understand environmental, cognitive and technical constraints. In addition to this, they were used to assess the drivers’ understanding of the driving context, something that is not normally targeted in EID. Second, it can be concluded that providing drivers with advisory information can have a positive effect on driver behaviour and make the driver more aware of the traffic situation. This advisory information can assist the driver by revealing goal-relevant constraints of the environment to help the driver understand the safety margins and thus, drive safer. Finally, when considering cross-cultural differences it is clear that, even though traffic rules and regulations are similar in two countries, driver behaviour is highly culturally mediated. This behaviour effect how drivers accept information from ADAS and in what situations they prefer this assistance. Even though the advisory interface concept affected driver behaviour positively in both Sweden and China, the detailed design needs to be adapted to the specific market in order to gain driver acceptance.

4.4. HMI for integrated Nomadic Devices - IT-Univ

The feasibility study shows that there are positive attitudes towards integrated solutions from different stake-holders perspectives. The two laboratory studies with simulator confirmed the safety advantages compared to nomadic device use while driving. The integrated interface design should focus on usability with user centered design methodology to reduce interaction complexity to support easier interaction and safer driving. A multimodal approach is recommended to reduce task completion times and satisfy user preferences.

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However, it is possible that a negative effect of easier interaction and safety advantages increase nomadic device usage and counteract the positive effects. Therefore a Zonal adaptive management workload system is proposed that focus on driver performance factors as well as external traffic situations to have better predictive effects.

4.5. HMI system integration in car – Industrial PhD VCC

The results from the customer survey and the expert evaluation clearly prove a difference in efficiency between the two control-display configurations for IVIS. The efficiency and hence usability and safety is higher for close control than remote control concerning customer ratings, time on task measurements and mental workload measurements.

• Experts may be used as evaluators to predict end customers opinion • The results from the simulator study show difference between type of control and type of

task. • When more functions are operated by multifunction control systems, task-control-

compatibility becomes crucial for driving safety and customer acceptance. • Simulator studies has high experimental control and low ecological validity

- as realistic setting as possible is needed to benefit in R&D • There is a need for an empirical taxonomy for in car systems tasks

4.6. Adaptive Driver Information – Industrial PhD VCC

Driver information has to be more than just showing the cars status. Driver information should also support safe, environment friendly, efficient, legal and enjoyable transportation. There is a potential in supporting knowledge based behavior and strategic decision making. Functional growth could both support and affect driver's performance negatively through in-attention. To make important information more salient and reduce less important may be one way of the solutions. However, adaptivity is complex. It is dependant on several input factors such as context, car status, driver status, situation, driver's history and the task. Which of these input factors that are the most important is not known? The Benefits are that it is possible to balance workload by providing less information during periods of high workload and more during periods of too low. If designed in a good manner an improved SA may be a result of more up-to-date information. Adaptivity may also take care of functional growth by only showing what is necessary for the moment. Adaptivity could be described as automation. Unfortunately, automation is associated with different types of human errors, for instance, mode error, over trust, under trust, out of the loop performance problem, workload or locus of control. Recommendations

• Use few modes of operation • Consider more than just workload when automating • Avoid automation induced errors by making agents become team players in the joint vehicle

driver system. • Use more modalities than the visual.

4.7. OPTIVe and the future

OPTIVe was VCC's first larger cross functional research and development project within the HMI domain, with participants from the several universities with different competence and skills.

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The research project OPTIVe, gives several examples how important it is to continue the research in Vehicle HMI and how important it is to link and have a strong connection to the implementation projects in the industry. New technologies driving and give new opportunities in the field of safety, (IVIS and ADAS solutions) Green Driving, (motivate and support change behavior) and Connected Car, (V2V, V2I, I2V etc.). It is now very clear that packaging of Human Machine Interaction (HMI) devices (displays and controls) needs to take into consideration a multitude of vehicle and human constraints in order for the HMI to be effective and safe. The increasing amount of functions and information available to the driver, (and users/ passenger) is more distinct clear today and makes the challenge very high to safely integrate the HMI-systems solutions.

System trends1968 1978 1988 1998 2008

Radio RadioTape

RadioTapeCD

RadioTapeCD changerTrip computerPhoneNavigationTV

RadioSat radioMD/MP3CD changerTrip computerPhoneNavigationTVVideo/DVDInternetACCFCWBlind spotLane change aidLane keeping aid...

System trends1968 1978 1988 1998 2008

Radio RadioTape

RadioTapeCD

RadioTapeCD changerTrip computerPhoneNavigationTV

RadioSat radioMD/MP3CD changerTrip computerPhoneNavigationTVVideo/DVDInternetACCFCWBlind spotLane change aidLane keeping aid...

IVIS = In Vehicle Information SystemsADAS = Advanced Driver Assistance Systems

OPTIVe, AIDE etc (2004)

Since then – IVIS & primarily ADAS-functions have increased dramatically

More traffic safety-related information

IVIS ADAS

More traffic safety-related information

IVIS ADAS

HUDControling

Touch ScreenVoice control

Rear Seat Entertainment

Co-driverConvenience ADAS

Speed LimitDriver info

Controls

Haptic ControlsMultifunction controls

Touch PadKategorier:

Rear view cam/Park. Ass.IVISACCEntertainment

Config DIM

Mobile Office (Mail mm)

Wlan etc.

Car to Car

Integrated Phone

Colour displaysPhone

FWCDisplays

Night vision + andra ADAS!!!ADASCMbBIntegration

Trip computer

NavigationTA

TVColor displaysInternetControlsExt: Ipod, PDA etcPhoneCom: AUXTrip computerCom: BluetoothCCCom: USBNavigationVideo CD/DVDTAMonocrome displaysMP3 CD/DVDTVControlsMonocrome displaysCD changerCD changerCDControlsSAT RadioTapeTapeTapeControlsRadioRadioRadioRadioRadio

20081998198819781968

HUDControling

Touch ScreenVoice control

Rear Seat Entertainment

Co-driverConvenience ADAS

Speed LimitDriver info

Controls

Haptic ControlsMultifunction controls

Touch PadKategorier:

Rear view cam/Park. Ass.IVISACCEntertainment

Config DIM

Mobile Office (Mail mm)

Wlan etc.

Car to Car

Integrated Phone

Colour displaysPhone

FWCDisplays

Night vision + andra ADAS!!!ADASCMbBIntegration

Trip computer

NavigationTA

TVColor displaysInternetControlsExt: Ipod, PDA etcPhoneCom: AUXTrip computerCom: BluetoothCCCom: USBNavigationVideo CD/DVDTAMonocrome displaysMP3 CD/DVDTVControlsMonocrome displaysCD changerCD changerCDControlsSAT RadioTapeTapeTapeControlsRadioRadioRadioRadioRadio

20081998198819781968

Figure; IVIS and ADAS systems and functions increases and a "gray zone" emerging between them, and that gives more reason to research and investigate from a traffic safety and driver point of view.

Driver workload and distraction research and studies have led to a greater awareness for safety in HMI designs. A HMI that exceeds customer expectations, that is transparent to the user, and that fully supports the users in accomplishing their goals provides a foundation for minimizing driver workload. Not only is the packaging of HMI devices essential to improve safety while interacting with a car. Also regulating the flow of information to a level that will not interfere with the primary task, driving the car, is crucial for the design of safe vehicles.

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Figure; VCC’s and HMI safety challenges– prevention and avoid incident/collision

The industry, institutes and the academy agree that there are a lack of common HMI methods and tools to set up e.g. clinics, tests, simulations and to analyze and to get measurable data for decisions. Collaboration with international and national researchers and industry is needed in developing methods and when to use it from a research point of view into the industrial phases and implement solutions. VCC, together with these partners has created a project application for the Framtidens Fordons och Innovations program – FFI, based on OPTIVe results, experience and future needs. The project is named EFESOS – Environmental Friendly Enjoyable Efficient Safety Optimized Systems and has three sub-projects; EFESOS:

USI – User Information and Interaction DRIVI – Driver Information and Interaction METOHMI – Methods and Tools for HMI

Intentions are to:

Study Environmental Friendly Efficient and Safety Optimized Systems from a Driver and User perspective, (EFESOS)

Develop HMI Methods and Tools, (incl. simulators and usability-lab) Research and investigate customer needs and wants, analyze and design models for

advance engineering How to prevent and avoid incident/collision with use of HMI solutions

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5. Deliverable achievements

In the Project description the deliverables are described, below is a short summary of the achievements. More of the deliverables and contribution to the IVSS objectives is described in the Project Report OPTIVe.

• Deliverable objectives o Achievements

• Guidelines for integration of Multifunction Control Systems

o Guidelines, requirements and specifications has been developed affected from research and AE-project results and are used at VCC

• Software specifications for Driver Vehicle Environment Monitor (DVEM) and Application Coordinator (AC)

o Two new versions of IDIS is developed and the modules DVEM and AC got new specifications and new functions

• Electrical architecture specifications for Interaction Support o New solutions and architecture are developed for the new infotainment system and

driver support system that will be released 2010. A new project has started to renew the electrical architecture for future platforms and needs from HMI systems requirements will be incorporated.

• Demonstrators in hardware and software o Several concepts and demonstrators has been created, new DIM concept and driver

support and infotainment system o Flash simulations on table and in real vehicles o Three vehicles for real driving has been built with the new concepts o Three different simulators has been used for research and clinics, (LTU, OAL and IT-

University) • 4 PhDs

o 1 doctor 2009 o 2 licentiates, (2008 and 2009) o 1 doctor planned for year 2010 o 1 licentiate planned to December 2009

• A large number (20-40) of publications of high academic relevance o More than 50 publication has been done on a high academic level

• 20 Master Thesis within HMI and SW development o Approximately 50 Master Thesis and student work has been carried thru

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Appendix

APPENDIX 1 – Publications, Conferences and Master Thesis APPENDIX 2 – Project Report OPTIVe 2009 APPENDIX 3 – Audit certificate

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APPENDIX 1 – Publications, Conferences and Master Thesis

Publications from researchers, PhD's and Master Thesis.

Publications - HMI systems integration in car Broström, R., Engström, J., Agnvall, A. & Markkula, G. (2006). Towards the next generation intelligent driver information system (IDIS): The volvo cars interaction manager concept. In Proceedings of the 2006 ITS World Congress, London.

Lindgren, A., Broström, R., Chen, F., Bengtsson, P. (2006, July). Cultural Differences in Driver Attitude towards Advanced Driver Assistance Systems (ADAS). Poster presented at the IEA World Conference of Ergonomics, Maastricht, Holland.

Broström, R., Bengtsson, P., & Axelsson, J. (2007). Perceived Appearance, Understanding and Ease of use of center panel layouts as a function of System Integration level and Age. In D. de Waard, G. R. J. Hockey, P. Nickel, & K. A. Brookhuis (Eds.), Human Factors Issues in Complex System Performance (193-204). Maastricht, the Netherlands: Shaker Publishing.

Lindgren, A., Broström, R., Chen, F., & Bengtsson, P. (2007). Driver attitudes towards Advanced Driver Assistance Systems - Cultural Differences and Similarities. In D. de Waard, G. R. J. Hockey, P. Nickel, & K. A. Brookhuis (Eds.), Human Factors Issues in Complex System Performance (205-215). Maastricht, the Netherlands: Shaker Publishing.

Broström, R., Bengtsson, P. (2008). Trade-off between multifunctional control systems while carrying out simple and complex tasks. In Proceedings of the 2008 Applied Human Factors and Ergonomics Conference, Las Vegas.

Rydström, A., Broström, R., Bengtsson, P. (2008). Safety aspects of using multifunctional control interfaces while driving – a simulator study. Manuscript sent for publication to Accident Analysis and Prevention, Special issue on Simulator-Based Safety Studies.

Rydström, A., Broström, R., Bengtsson, P. (2008). Can Haptics Facilitate the Interaction with an In-Vehicle Multifunctional Interface? Manuscript accepted for publication to IEEE, Special issue Transactions on Haptics.

Chilakapati, R. K., Broström, R. and Rydström, A. (2009). Intrusiveness of VDT on secondary and driving task performances. In Proceedings of the First International Conference on Driver Distraction and Inattention, Gothenburg, Sweden.

Broström, R., Bengtsson, P. and Axelsson, J. (2009). Correlation between safety assessments during the driver-car-interaction design process. Manuscript sent for publication to Applied Ergonomics, Special issue on: "Transportation Safety"

Publications – Adaptive Driver Information Davidsson, S. (2009) Work Domain Analysis for Driver Information. International Ergonomics Society Conference, Beijing, China

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Davidsson, S. (2009), Applying the "Team player" Approach on Car Design, Human Computer Interaction International 2009, San Diego, USA Davidsson, S. (2009), Driver Information in different contexts, Submitted to International journal of vehicle design.

Conference participation VCC HMI Systems integration in car Paper presented. ITS World 2006, London, UK. Two papers presented, HFES EU 2006, Sheffield, UK. Paper presented. International conference on Applied Human Factors and Ergonomics, Las Vegas, July 14-17, 2008 Invited key note speaker. Technology for an aging population 2008, Gothenburg, Sweden. Paper presented. First International Conference on Driver Distraction and Inattention, Gothenburg, Sweden 2009 Participated. ITS World 2009, Stockholm, Sweden

Adaptive Driver Information Transportforum 2008, Linköping Sweden HCII 2009, San Diego, USA IEA 2009, Beijing, China ITS World 2009, Stockholm, Sweden Driver Distraction and In-attention 2009, Gothenburg Sweden

Publications - HMI for Integrated Advanced Driver Assistance Systems

Lindgren, A., Broström, R., Chen, F., Bengtsson, P. (2006, July). Cultural Differences in Driver Attitude towards Advanced Driver Assistance Systems (ADAS). Poster presented at the IEA World Conference of Ergonomics, Maastricht, Holland. Lindgren, A. & Chen, F. (2007). State of the Art Analysis: An Overview of Advanced Driver Assistance Systems (ADAS) and Possible Human Factors Issues. In C. Weikert (Ed.),

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Human Factors and Economic Aspects on Safety. Swedish Network for Human Factors Conference (pp. 38-50), Linköping, HFN report 2007-1. Lindgren, A., Broström, R., Chen, F., Bengtsson, P., (2007) Driver Attitudes towards Advanced Driver Assistance Systems - Cultural Differences and Similarities, In D. de Waard, G.R.J. Hockey, P. Nickel, and K.A. Brookhuis (Eds.) (2007), Human Factors Issues in Complex System Performance. (pp. 205 - 215). Maastricht, the Netherlands: Shaker Publishing. Lindgren, A., Chen, F., Amdahl, P., & Chaikiat, P. (2007). Using Personas and Scenarios as an Interface Design Tool for Advanced Driver Assistance Systems. In C. Stephanidis (Ed.), Universityersal Access in Human-Computer Interaction: Ambient Interaction (pp. 460-469). Berlin Heidelberg: Springer-Verlag. Lindgren. A. (2007). Driving Safe in the Future? Driver Needs and Requirements for Advanced Driver Assistance Systems. Licentiate Thesis (No. 48L). Gothenburg, Sweden: Chalmers Universityersity of Technology. Lindgren, A., Chen, F., Jordan, P.W., & Ljungstrand, P. (2008, July). Cross-cultural Issues and Driver Requirements for Advanced Driver Assistance Systems. Paper presented at the 2nd international conference on Applied Human Factors and Ergonomics, Las Vegas, NV. Lindgren, A., Chen, F., Jordan, P.W., & Zhang, H. (2008) Requirements for the design of advanced driver assistance systems – The differences between Swedish and Chinese drivers. International Journal of Design, 2(2), 41-54. Lindgren, A., Angelelli, A., Alvarado Mendoza, P., & Chen, F. (2008). Driver Behavior using an Integrated Advisory Warning Display for Advanced Driver Assistance Systems (ADAS). Manuscript accepted for publication in IET Intelligent Transport Systems. Lindgren, A., Alvarado Mendoza, P., Chen, F., & Liu, Z. (2009). Differences in Driving Behaviors using an Advisory Human Machine Interface for Advanced Driver Assistance Systems – A comparison between Sweden and China. Manuscript accepted for publication in IEEE Transactions on Intelligent Transportation Systems. Lindgren. A. (2009). Driving Safe in the Future – HMI for Integrated Advanced Driver Assistance Systems. Doctoral dissertation (No. 2968). Gothenburg, Sweden: Chalmers Universityersity of Technology. Jordan, P.W., Chen, F., & Lindgren, A. (2008, July). Driver Segmentation, New Technology and Safety. Paper presented at the 2nd international conference on Applied Human Factors and Ergonomics, Las Vegas, NV.

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Jordan, P.W., Chen, F., and Lindgren, A., 2008, Drivers and Driving: A Segmentation Based on Attitudes and Behaviours, 2008, Proceedings of Ergonomics Society Conference, Nottingham 1-3 April 2008. Alvarado Mendoza, P., Angelelli, A., & Lindgren, A. (2009). An Ecologically Designed Human Machine Interface for Advanced Driver Assistance Systems. Accepted for ITS World Congress 2009. Alvarado Mendoza, P., Lindgren, A., Chen, F., & Chen, J. (2009). An attempt to mitigate driver distraction with advisory information and auditory warnings - Benefits of ADAS integration and different warning types effects on driving performance. Manuscript sent to SAFER’s - First International Conference on Driver Distraction and Inattention. Chen, J., Liu, Z., Lindgren, A., Alvarado Mendoza, P., & Chen, F. (2009). A user test study on an advanced driver assistance system in China. Manuscript accepted to the IEA conference. Chen, F., Lindgren, A., & Alvarado Mendoza, P. (2009) HMI for Integrated Active Safety – from driver’s perspective and cultural differences. Accepted for ITS World Congress 2009. Chen, F., 2009, How to use natural sound to enhance the driver safety in city traffic? Presented in session 22: Fordon/förarstöd, Tansportforum, 2009, January 8 to 9, Linköping, Sweden. http://www.vti.se/templates/Page____10396.aspx Chen, F., Hagernäss, J., Lindh, M., Jarlengrip, J., 2008, Listening To The Traffic - Introduce 3D-Sounds Into Truck Cockpit For Traffic Awareness. Applied Human Factors and Ergonomics 2008, 2nd International Conference, Las Vegas, USA, July 14-17. Chen, F., Qvist, G., Jarlengrip, J. 2007, There Are Other Road Users Close to you -Improving traffic awareness of truck drivers. In C. Stephanidis (Ed.), Universal Access in Human-Computer Interaction: Ambient Interaction (pp. 460-469). Berlin Heidelberg: Springer-Verlag.

Conference participation – HMI for Integrated Advanced Driver Assistance Systems - CTH

Swedish Network for Human Factors Conference, Linköping, April 5-7, 2006 Intelligent Transportation Systems conference Toronto, Sept. 17-20, 2006 Human Factors & Ergonomics Society conference, San Francisco, Oct.17-20, 2006 Transportation Research Arena Europe 2006 in Göteborg

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Human Computer Interaction International Conference, Beijing 22-27 July, 2007 Transportforum 2008, Linköping, January 9-10, 2008 SWEAT Eye-tracking conference, Lund, April 28-29, 2008 International conference on Applied Human Factors and Ergonomics, Las Vegas, July 14-17, 2008 International Conference on Traffic & Transportation Psychology Washington DC, August 31-Sept 5, 2008

Publications - Safe and Attractive Displays and Towards optimized instrument panels - LTU

Normark. C. J. (2009). Towards Optimized Instrument Panels. Unpublished licentiate thesis. Luleå University of Technology, Luleå. Normark, C. J., & Gärling, A. (2009). Assessment of Automotive Display Guidelines and Principles: A literature review. Manuscript conditionally accepted for publication in the Design Journal. Normark, C. J., Kappfjell, M., Tretten., P., Lundberg, J., & Gärling, A. (2007). Evaluation of Car Instrumentation Clusters by Using Eye-tracking. In Proceedings of the 11th European Automotive Congress. Budapest, Hungary. Normark, C. J., Tretten, P., & Gärling, A. (2009). Do redundant head-up and head-down display configurations cause distractions? In Proceedings of the Fifth International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle Design. (pp. 398-404). Big Sky, MT. Normark, C. J., Tretten, P., & Gärling, A. (2009). Redundant head-up and head-down display configurations and distraction due to common secondary automobile tasks. Accepted for First International Conference on Driver Distraction and Inattention. Gothenburg. Tretten, P., Gärling, A., & Lundberg, J. (2007) Drivers' perceptions of displayed warnings importance and placement : a cross-cultural survey. Proceedings in the 11th EAEC European Automotive Congress . European Automobile Engineers Cooperation, Budapest, Hungary. Tretten, P. & Gärling, A. (2008) Warnings and placement positions in automobiles. AHFE International : 2nd International Conference on Applied Human Factors and Ergonomics, 14-17 July 2008, Caesars Palace, Las Vegas, Nevada USA.

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Tretten, P., Gärling, A., & Pettersson, D. (2008) Drivers perceptions of displayed warnings, driver information, and in-vehicle technologies' importance and placement : a cross-cultural survey. International Conference on Traffic and Transportation Psychology, nr. 4, Washington, DC, USA, den 31 augusti 2008 - den 4 september 2008. Tretten, P. (2008) The driver and the instrument panel. Luleå tekniska Universityersitet,136 pages. Unpublished Licentiate thesis Luleå University of Technology; 2008:50. Tretten, P., Normark, C.J., & Gärling, A. (2009) Where Should Driver Information be Placed? A Study on Display Layout. HFES Conference Proceedings, San Antonio, Texas, Oct. 19-23, 2009. Tretten, P., Normark, C.J., & Gärling, A. (2009) The Effect of Redundant Information in HUD and HDD on Driver Performance in Simple and Complex Secondary Tasks. In Proceedings of the 1st International Conference of Driver Distraction and Inattention, Gothenburg, Sweden, Sept 28-29. Tretten, P., Normark, C.J., & Gärling, A. (In Press) Warnings and Instrument Layout Design. In Hennessy, D. (ed.) Traffic Psychology and Driver Behavior, Hindwai Publishers.

Conference participation - LTU 26th International Congress of Applied Psychology, Athens, Greece, July, 2006. Nordic Design Research Conference 2007, Stockholm, Sweden, May 27-30, 2007. 11th EAEC European Automotive Congress, Budapest, Hungary, May 30 – June 1, 2007.

2nd International Conference on Applied Human Factors and Ergonomics, Las Vegas, July 14-17, 2008. 4th International Conference on Traffic & Transportation Psychology, Washington, DC, August 31-Sept 5, 2008. National Rural Summit on Traffic Safety Culture, Big Sky, Montana, June 22, 2009. 5th International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle Design. Big Sky, Montana, June 22-25, 2009. 17th World Congress on Ergonomics, Beijing, China, August 9-14, 2009. The 17th International Conference on Engineering Design, Stanford, CA, August 24-27, 2009.

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1st International Conference on Driver Distraction and Inattention, Gothenborg, Sweden, September 28-29, 2009. 53rd Annual Meeting of the Human Factors and Ergonomics Society, San Antonio, TX, October 19-23, 2009.

Publications - HMI for Integrated Infotainment functions in Nomad devices – IT-Univ Wang, M-J., Lu, W., Eder, D.N., Chen, F., 2009, Designing a Multi-modal in –vehicle internet-based information system for good user experiences and safe driving. First International Conference on driver Distraction and inattention, September 28 to 29, Göteborg Chen, F., Pan, Y.C., Dahlström, S., Ljungstrand, P., Jordan, P. W., 2008, Entering Integrated World: Comparing Driving Performance When Using Nomadic Device and Integrated in-car System. Applied Human Factors and Ergonomics 2008, 2nd International Conference, Las Vegas, USA, July 14-17. Chen. F., Jordan P., 2008, Zonal adaptive workload management system: Limiting secondary task while driving, 2008 IEEE Intelligent Transportation System, IVs’ 08, Eindhoven, The Netherlander, June 2-5 Chen, F., Jordan, P., 2009, Reducing secondary-task workload while driving through interactive interfaces, 17th World Congress on Ergonomics, IEA 2009, August 9-14, 2009, Beijing, China. Chen, F., Alvarado Mendoza, P, 2009, HMI for integrated infotainment functions in nomad devices. 16th ITS World Congress, Sept. 21 – 25. Stockholm 2009. Chen, F., 2009, How can we manage the driver’s safety and entertaining while drive? First International Conference on driver Distraction and inattention, September 28 to 29, Göteborg Chen, F., & Jokinen, K., 2009, New Trends in Speech Based Interactive Systems. Springer Science+Business Media, Inc. Book, about 350 pages, publish soon. Chen, F., Jonsson, I-M, Villig, J., Larsson, S., 2009, Application of Speech technology in Vehicles, in book: New Trends in Speech Based Interactive Systems, edited by F. Chen and K. Jokinen. Chen, F., 2009, How can we manage the driver’s safety and entertaining while drive? First International Conference on driver Distraction and inattention, September 28 to 29, Göteborg Mendoza, P., & Chen, F. (2009). Which one distracts more to the driver? –a comparison study of in-built integrated interface and nomad devices application. Manuscript will be submitted to Transactions on Intelligent Transportation Systems (Journal)

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Wang, E., and Chen, F., 2008, A new measurement for simulator driving performance in situation without interfere from other vehicles, Applied Human Factors and Ergonomics 2008, 2nd International Conference, Las Vegas, USA, July 14-17. Jonsson, I., Chen, F., 2007, In-Vehicle Information Systems used in Complex and Low Traffic Situations: Impact on Driving performance and attitude. HCII2007 conference, July 22 – 26, Beijing, China. Jonsson, I., Chen, F., 2006, How big is the Step from Driving Simulators to Driving a Car? IEA 2006, 16th World Congress on Ergonomics, Maastricht, the Netherlands, July 10-14. Jonsson, I., Chen, F., 2006, Detecting and Responding to Emotional Speech in Cars. IEA 2006, 16th World Congress on Ergonomics, Maastricht, the Netherlands, July 10-14.

Conference participation - HMI for Integrated Infotainment functions in Nomad devices Human Factors & Ergonomics Society conference, San Francisco, Oct.17-20, 2006 IEA 2006 congress: Meeting Diversity in Ergonomics, Transportation Research Arena Europe 2006 in Göteborg Human Computer Interaction International Conference, Beijing 22-27 July, 2007 Driving Assessment Conference in USA, 2007 International Conference on Road Safety and Simulation, RSS 2007, in Rome, Italy Intelligent Transportation Systems conference Toronto, Sept. 17-20, 2006 Transportforum 2009, Linköping, January 9-10, 2008 IEEE Intelligent Transportation System, IVs’ 08, 2008 Eindhoven, The Netherlander, International conference on Applied Human Factors and Ergonomics, Las Vegas, July 14-17, 2008 International Conference on Traffic & Transportation Psychology Washington DC, August 31-Sept 5, 2008 First International Conference on driver Distraction and inattention, 2009, Göteborg 17th World Congress on Ergonomics, IEA 2009, August 9-14, 2009, Beijing, China

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16th ITS World Congress, Sept. 21 – 25. Stockholm 2009 7th Annual STISIM drive user group meeting, in Brussels,

Master Thesis at VCC Master Thesis carried out at VCC within the OPTIVe project. Some of the Master Thesis is also described in the academically chapters of this project report and that because it has been a collaboration with the universities and the financing part can differ. Ranjit, Kumar, Chilakapati. Intrusiveness of Visual Detection Task on secondary and driving task performances: A driving simulator study, 2009. Hultqvist, N. (2009). Icon design in the driver environment. Master’s thesis, Luleå University of Technology, Luleå, Sweden. Maria Jonefjäll, (2009), LTU, Visual assistance HMI for use of video camera applications in the car Caroline Hägglund, (2008), Design of a driver-vehicle interface for local surrounding world information in intersections, ISSN: 1650-8319, UPTEC STS08 015 David Käck, Eric Lindström, (2008), Analysis of car simulator data, ISSN: 1650-8319, UPTEC STS08 015 Gabriel Larson, 2008-01-20, LTU, Design of a flexible speedometer-display for new types of driver information. Pia Mämmioja, 2008, LTU, Controls for flexible Multi functional Driver Information Module and Trip computer Danniel Engström, 2008, What potentially dangerous traffic situations, include objects, have the need to be effectively presented to increase the awareness of the driver? Oskar Wenneling, 2008, Exploring the use of 3D-sound awareness as a city safety system in cars, Part III, How to avoid increased distraction, workload and annoyance. Niklas Andersson, 2008, Exploring the use of 3D-sound awareness as a city safety system in cars, Par II, Sound quality and perception Linda Håkansson, Sara Eidborn, 2007, To investigate State of the Art regarding the way information is presented in cars today, and to find the ultimate solution for Volvo cars in the future.”

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Pan Yu Chieh, 2007, Driving into the integrated world Comparing three different kinds of inputs: nomadic device, touch screen and button on steering wheel Huijia Li, (2007), Chinese culture study related with advanced Driver Assistance system design, CTH Gabriel Åberg, 2007, Conceptual Driver Information Module 2012, Umeå Univerity Linnea Kåreke & Lisa Norman, 2007, LiU, Interaction Design of a Driver Environment Personalization System Karin E. Lövsund, Andreas J. Wiberg, Development of an Integrated HMI-concept for Active Safety Systems, REPORT NO. 2007:117, ISSN: 1651-4769 Magnus Lorentzon, Olof Göransson, 2007, Driver Information for Green Driving, IT-Univ Malin Rundqvist, Louise Persson, 2007, Design of instrument cluster for automobiles, 2007:256 CIV • ISSN: 1402 - 1617 • ISRN: LTU - EX - - 07/256 - - SE Alexandra Råsbrant, 2006, The development of graphical cues in a display for multi-functional control levers. LITH-ITN-MT-EX--06/007—SE Aviaja Borup , 2006, Graphical User Interface for Driver Information Ingrid Pettersson, 2006, CTH, Interface Development of Advanced Car Settings in a Display Based System Ericsson T, Nilqvist M, 2006, LiU, A personalized car – A study on how to apply personalization to a driver environment, ISRN: LIU – KOGVET – D – 06/18 -- SE Tobias Svenberg, 2006, LTU, Interaction concepts for browsing through lists with a rotary haptic device Anders Lindgren , 2005, Navigating Navigation, A Safety and Usability Evaluation of the Volvo P1 Navigation System, Jennie Nilsson, 2005, CTH, Visual and Haptic Cues and Feedback in an Integrated User Interface Lisa Sandberg and Karin Sennvall, 2005, LTU, Visual Information In the Driver’s Line of Sight - an Evaluation of Advanced Driver Display and Head-Up Display,

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Master Thesis - HMI for Integrated Advanced Driver Assistance Systems

Huijia Li: Chinese culture study related with advanced Driver Assistance system design, 2007 Amdahl P., & Chaikiat. P. (2007). Personas as drivers - An alternative approach for creating scenarios for ADAS evaluation. Master’s thesis, Linköping University, Linköping, Sweden. Angelelli, A., & Alvarado Mendoza, A. (2008). EIDAS - Ecological Interface Design for Active Safety - The development of an integrated, in-vehicle graphical user interface focusing on situation awareness. Master’s thesis, Chalmers Universityersity of Technology and Universityersity of Gothenburg, Gothenburg, Sweden. Andreas Wiberg, Karin Lövsund: 2007, Development of an integrated HMI-concept for Active safety systems Erik H. Hallgren, 2009 Nuisance vs false collision warnings during driving, the difference in effect of false and nuisance alarms on the driver when driving with a forward collision warning system. Danniel Engström, 2008, What potentially dangerous traffic situations, include objects, have the need to be effectively presented to increase the awareness of the driver? Oskar Wenneling, 2008, Exploring the use of 3D-sound awareness as a city safety system in cars, Part III, How to avoid increased distraction, workload and annoyance. Niklas Andersson, 2008, Exploring the use of 3D-sound awareness as a city safety system in cars, Par II, Sound quality and perception

Master Thesis’s and student projects - Luleå University of Technology Ajanki, M., Bäck, H., Larson, G., & Tengliden, P. (2007). A usability study of nomad devices Cheung, K.F., Hultqvist, N., Linder, J., Mämmioja, P., Nisser, F., & Åström. M. (2007). Integration of nomadic devices in driving environment Kappfjell, M., & Normark, C. J. (2007). Utveckling av eye-tracking baserad metod för mätning av bilinstrumenteringars attraktivitet. [Development of an eye-tracking based method for measuring the attractiveness of car interiors]. Master’s thesis, Luleå University of Technology, Luleå, Sweden. Aslfallah, A. (2008). Design of automobile instrumentation. Master’s thesis, Luleå University of Technology, Luleå, Sweden.

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Bertilsson, E., & Rydén, L. (2008). Fara på färden: En analys av varningsikoner i bilar. [Danger on the road: An analysis of automobile icons]. Final student project work. Luleå University of Technology, Luleå, Sweden. Börjesson, E., Johnsson, J., Persson, H., Schulze, C., & Svensson E. (2008). Konceptframtagning och utvärdering av infotainment och förarinformation. [Concept generation and evaluation of infotainment and driver information]. Final student project work. Luleå University of Technology, Luleå, Sweden. Eidborn, S., & Håkansson, L. (2008). State of the art regarding information presentation in car clusters today. Master’s thesis, Luleå University of Technology, Luleå, Sweden. Persson, L., & Rundqvist, M. (2008). Design of Instrument Cluster for Automobiles: Customized after Drivers Requirements. Master’s thesis, Luleå University of Technology, Luleå, Sweden. Bergman, J., Lundahl, C., Holmlund, R., & Westin, M. (2009) Head Up-display. Final student project work. Luleå University of Technology, Luleå, Sweden. Evers, E. (2009). Car 2.0. Bachelor’s thesis, Luleå University of Technology, Luleå, Sweden. Hultqvist, N. (2009). Icon design in the driver environment. Master’s thesis, Luleå University of Technology, Luleå, Sweden.

Master Thesis - HMI for Integrated Infotainment functions in Nomad devices Filip Frumerie, 2007 from Linköping: Karin Hedin, Margareta Löfvenholm, 2007, Measuring mental workload while driving in a car simulator Minjiun Wang, Wei Lu, 2009, Designing a multi-modal in-vehicle internet-based information system for good user experience and safe driving Pan Yu Chieh, 2008, Driving into the integrated world, Comparing three different kinds of input: nomadic device, touch screen and button on steering wheel

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APPENDIX 2 – Project Report OPTIVe 2009

This Project Report is an internal VCC report for OPTIVe. It is confidential at it is not allowed to distribute and share this report and information without permission from Volvo Car Corporation

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APPENDIX 3 - Audit certificate

This appendix contains a report regarding audit of finances

IVSS partners:

Postal address: IVSS/Swedish Road Administration, SE–781 87 Borlänge, Sweden Street address: IVSS/Swedish Road Administration, NAVET, Lindholmspiren 5, Gothenburg, Sweden

Phone: +46 (0)771 119 119 ivss@vv.se www.ivss.se