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Human in automotive safety design
- 1. The human in the integrated design process Guido Sluijsmans, TNO May 25 th 2011 The human in the integrated design process
- 3. Cause of fatal accidents
- 8. DAF cockpit evolution DAF 1600 (1960) DAF XF105 (2005) DAF 95 ATI (1987) DAF XF 95 (1996)
- 9. Cultural preferences Kenworth W900 DAF XF105
- 12. May 19, 2011 Crash phase Pre-crash phase Driving phase The driver needs support? Intervene Assist Warn Inform Pre - crash system ABS/ESP LKA Brake assist LDW Collision Warning Navigation ALC/ Night vision Probability accident
- 14. State Characteristic Task demand
- 15. High Workload Normal Workload Low Workload Workload real-time personal intuitive feedback
- 17. Workload [de Waard, 1996] real-time personal intuitive feedback
- 20. Architecture of Interaction and communication Assistant Nomadic devices In-vehicle information systems (IVIS) Advanced driver assistance systems (ADAS) Driver real-time personal intuitive feedback Interaction and Communication Assistant (ICA) visual haptic auditory Driver/vehicle/ environment Monitoring (DVE) IN-VEHICLE SENSORS
- 21. Example 1. Changing the driver behaviour
- 23. Human factors in the design loop Develop according to V-cycle
- 25. TNO facilities for HMI Human factors in the design loop
- 26. TNO facilities for HMI Human factors in the design loop
- 28. Example 2. Modelling for Blind spot Detection and Warning Systems
- 33. Implementation in SPITS project
Editor's Notes
- Titel van de presentatie 16-06-11 05:55
- Titel van de presentatie 16-06-11 05:55
- Titel van de presentatie 16-06-11 05:55
- Multi-modal transportation Titel van de presentatie 16-06-11 05:55
- Multi-modal transportation Titel van de presentatie 16-06-11 05:55
- Titel van de presentatie 16-06-11 05:55
- Titel van de presentatie 16-06-11 05:55
- Increase of information displays and controls. More complex cockpit looking more similar to an airplane cockpit. Navigation display with entertainment system, controls at the steering wheel, Board computer with vehicle information, lots of controls in the midconsole for suspension settings, climate controlm entertainment etc. Titel van de presentatie 16-06-11
- It’s about increasing the potential benefits of ADAS Titel van de presentatie 16-06-11 05:55
- It’s about increasing the potential benefits of ADAS Titel van de presentatie 16-06-11 05:55
- Driving phase stelt andere eisen dan pre-crash phase. Titel van de presentatie 16-06-11 05:55
- Ook opleiding speelt een rol Titel van de presentatie 16-06-11 05:55
- Driver observation needed to provide the best support for each individual driver at the right time It’s challenging because of the amount of characteristics and environments, so start easily
- Workload Estimator output.
- The work load experiences affect the task performance of the road user. In general it is assumed that an optimum work load exists that enable a road user to perform optimally (see De Waard, 1996). The level of the work load of a task is determined by the following factors: The environment. A certain manoeuvre in a busy environment (urban with a lot of other traffic) leads to a higher work load than the same manoeuvre in a quieter environment. The normative task . What does a situation demand of a driver to perform a task correctly and safely? The normative task as presented in chapter 5 makes a distinction by perceptual, cognitive and motoric elements of the sub-tasks and is an extension of the task analysis of Richard, Campbell, and Brown, (2006). Normative means the desired behaviour. Secondary tasks. Secondary tasks are not directly related to the driving task (e.g., phoning or searching for a radio channel when driving). Performing a secondary task can increase the work load of the driver and systems related to driving (such as in-vehicle systems) may also require attention from a driver and thus raise the work load. Stable road user characteristics . General driving experience and experience of certain situations enable certain actions to be automated, therefore demanding less work load. The work load is also affected if the subjectively experienced task competence is considered insufficient for the task requirements (Fuller, 2008). Temporary road user characteristics . Also variable characteristics like tiredness and stress affect the work load experienced. Stress caused by lack of time may reduce information processing capacity (Ozel, 2001). Titel van de presentatie 16-06-11 05:55
- The work load experiences affect the task performance of the road user. In general it is assumed that an optimum work load exists that enable a road user to perform optimally (see De Waard, 1996). The level of the work load of a task is determined by the following factors: The environment. A certain manoeuvre in a busy environment (urban with a lot of other traffic) leads to a higher work load than the same manoeuvre in a quieter environment. The normative task . What does a situation demand of a driver to perform a task correctly and safely? The normative task as presented in chapter 5 makes a distinction by perceptual, cognitive and motoric elements of the sub-tasks and is an extension of the task analysis of Richard, Campbell, and Brown, (2006). Normative means the desired behaviour. Secondary tasks. Secondary tasks are not directly related to the driving task (e.g., phoning or searching for a radio channel when driving). Performing a secondary task can increase the work load of the driver and systems related to driving (such as in-vehicle systems) may also require attention from a driver and thus raise the work load. Stable road user characteristics . General driving experience and experience of certain situations enable certain actions to be automated, therefore demanding less work load. The work load is also affected if the subjectively experienced task competence is considered insufficient for the task requirements (Fuller, 2008). Temporary road user characteristics . Also variable characteristics like tiredness and stress affect the work load experienced. Stress caused by lack of time may reduce information processing capacity (Ozel, 2001). Titel van de presentatie 16-06-11 05:55
- Continuous Memory Task (mental workload) Heart rate frequency (overall level of activation) Heart rate variability (cognitive or mental workload) EEG (Electro Encephalo Gram) (P300 measure for attention) RSME (Rating Scale Mental Effort) One-dimensional. For driving as sensitive as multi-dimensional scales (e.g. NASA-TLX) Titel van de presentatie 16-06-11 05:55
- Titel van de presentatie 16-06-11 05:55
- Rapid Prototyping enables fast iterations of multiple design solutions, constantly improving on the product before or during technical implementation.
- Ook opleiding speelt een rol Titel van de presentatie 16-06-11 05:55
- Titel van de presentatie 16-06-11 05:55
- Generic for all type of systems and applications Low processing time Prevent information overload Rank messages on priority Taking traffic situation into account – context awareness Generic – so no complex interfaces and protocols Low processig time – no complex algorithms Main goal is to prevent information overload that prevents the driver from reaction correctly to the situation. Prio ordering Traffic situation – the workload of the driver. With the HMI manager also overload situations will be prevented More participants preferred the AIDE condition to the Non-AIDE condition Titel van de presentatie 16-06-11
- Titel van de presentatie 16-06-11 05:55
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- Titel van de presentatie 16-06-11 05:55
- Demonstrator Titel van de presentatie 16-06-11