P2-4
HUMAN INTERFACE OF IN-VEHICLE INFORMATION SYSTEMS
Annie Pauzid
INRETS-LESCO
109, AV.Salvador Allende - Case n024 - 69675 BRON Cedex - FRANCE
1. Intr-
During the last decade, applications of new telematic
technology in transport have been quickly growing in
Europe, supported by two research programmes EUREKA
and DRIVE (Dedicated Road Infrastructure for Vehicle
safety in Europe). These programmes brought together
groups of European researchers from academia and industry
in collaborative work, allowing to make a constructive link
between basic and applied research.
The Eureka programme PROMETHEUS has more
specifically focused on the interests of the automotive
industries, the electronic and the supplier industries,
involved in the product development, where individual
preferences must be satisfied as potential customers.
The CEC programme DRIVE has focused on social
objectives by supporting the development of European
infrastructuresystems, which must meet users' requirements
and needs.
"The success of both PROMETHEUS and DRIVE will
depend on how the human being, as a driver, will be taken
into account from the very early stage of the R&D work,
and how the risk of introducing new functions and concepts
based only on technological considerations must be
avoided", (Franzen, 1993) and "New technology will not
end up as an innovation that reaches the market unless it is
socially accepted, and the driver acceptance is, to a
dominant part, dependent on the man-machine interaction"
(Sviden, 1993).
As a matter of fact, since the creation of these programmes,
the movement has been an increasing consideration of the
human interface problems. The objective is to adapt the
system as a whole to the driver task and requirements, and,
also, to avoid potential negative consequences of the new
context on the driver behaviour.
Considering ATT in Europe, the more advanced
applications nowadays are the road and traffic dynamic
information and the navigation/guidance systems. Some
European prototype in-vehicle systems give dynamic
information (Traffic Master, INFFLUX, Generation CO
CARMINAT) ; other can include this type of information in
the guidance application (CARMINAT: EUROSCOUT : the
advanced follow-up to the LISB system). Other systems are
of navigation type (TRAVELPILOT : map-display
systems). Efficiency in giving advanced dynamic
information displayed on Variable Message Signs, available
for all drivers, and on-board systems for equipped vehicles,
are currently under study in pilot projects in specific areas in
Europe (corridor MELYSSA, CITIES, ...).
&71K)3-2105-7/%/$4M C'1 9 4 IEEE
1994 Vehicle Navigation & info-tion Systems Conference Proceedings
In general, potential benefits from the electronic
guidancehavigation systems have been qualified as
reducing total kilometrage and travel time (Jeffery, 1981).
they enable drivers to circumvent congested routes with
consequences for the traffic flow and the road safety
(Hounsel & al., 1988). and lead to safer behaviour in
general (Ftirber & al., 1986), by reducing, for example, the
amount of attention required for navigation processes.
There has been an attempt to evaluate the road safety
consequences of electronic devices implementation by
analysing accident data (Malaterre & Fontaine, 1993) ;
major ways to decrease probabilities of accident happening
have been identified :
- reducing difficulties from the infrastructure by
regulating traffic flows, for example,
- providing human operators in their place, or
conjointly with them, certain functions in the perception-
decision-action loop.
In the guidancehavigation area, several studies have been
conducted in order to evaluate the efficiency of use of these
systems while compared to the classical mode of
orientation, that is to say, the paper map (see Schraagen,
1993, for a review). The general positive input of electronic
systems in this application was so demonstrated, but the
variability in the reduction of errors in percentage according
to the type of interface leads to question about an optimised
message design and content.
2. Ereonomics of the interface
The implementation of in-vehicle information systems will
lead to a reorganization of the driving activity.
On the positive side, navigation/guidance systems will
improve this activity by :
- facilitating the orientation processes by indicationg
the vehicle location relatively to the chosen destination
- making available some useful landmarks
- giving precise and easily handled indications about
the direction to follow at each driver's decision point
- decreasing the workload of the strategic level of the
driving task
and, f o r the other applications, sometimes already
implemented in the navigation I guidance application. by :
- giving information that will not be available to the
driver such as traffic information, accidents and hazard
happenings ahead, detecting obstacle
- enhancing available information such as vision by
night or by fog situations
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 - taking decision in place of the driver such as
intelligentco-driver.
But we have to be aware that the use of these systems will
create a sub-task to be managed by the driver in addition to
the main task. Globally, the main task for the driver is to
pay attention to the external moving world, full of
unpredictable events, in order to react correctly in an
appropriatetiming. In this framework, it has to be reminded
that, even without any supplementary tasks to manage
inside the vehicle, driver inattentionplays a role in about 30
to 50 per cent of all accidents (Sussman & al.. 1985).
Workload and interference induced by this supplementary
activity must be evaluated according to the design and
functions offered by the interface. The balance between the
gain of the implementation and the potential decrement of
the driver's performancedue to it must be evaluated.
.mi-. .
2JL"b
In order to fulfil the road safety objective, in terms of
ergonomicsof the interface, one of the main requirementsof
the system use can be identified as swiftness of use. taking
into <account the heavy driving task time constrain<
especially in complex situations such as urban areas, where
the guidancesystems will be fully useful.
To reach this goal, both perceptive and cognitiveaspects of
the system use must be considered : easiness in detecting,
perceivingand understandingemitted messages, easiness in
decision processes, no heavy involvment of memory
processes. light attention requirements,... Both type and
content of information must be considered in addition to
right timing emission.
Support from systems will be efficient if, and only if, the
processes they induce are compatible with the functional
abilities of the human operator, his representation and
mental expectation.
In the DRIVE programme, a set of projects were dealing
with this topic :the various approacheswere the following :
- elaboration of a set of appropriate methods to
analyse driver's behaviour in different driving tasks
(V1017 : Changes in Driver Behaviour due to the
Introduction of RTI Systems.).
- behavioural analysis of different driver tasks
(V1041 : Generic Intelligent Driver Support Systems). In
this case, there was an attempt to identify the driver's needs
in terms of information and control assistance. The,
objective of the project was to theoretically set up a system
where information presentation and content would be
adapted according to the current driver workload. The
adaptative interfaces would take into account the driver's
capacities and limitations in order to schedule information
presentation, with rules such as only one attention
demanding at a time, and priority to the most important
message, i.e. warning rather than information (Verwey,
1993).
User-oriented h younger ones (Pauzib A. & LetisserandD., 1991).
The drivers population is characterized by its diversity in
terms of trips motivations and habits, functional abilities
and experiences, and cultural backgrounds in a European
context. The challenge of the systems will be to be usable
by the bigger part of the population. In a user-oriented
perspective, real needs and requirementsof future potential
users must be taken into account in order to fulfil the goal of
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advanced systems of offering new opportunities for road
safety, comfort and acceptability, and so, finally, being a
success in terms of marketing.
In this context. a specific focus has been already devoted to
"elderly" drivers. First of all, we know that all the
prospectiveresearches agree on the fact that elderly drivers
ratio will increase in the future, estimates being that diivers
over 65 years old will constitute 20% of the traffic stream
by the year 2023 (TRB, 1988). As a matter of fact, all the
transmitted in-vehicle information,expected to help drivers
in their task. might be even more useful for elderly drivers,
taking into account decrement due to age in terms of
perceptual and cognitive abilities and their needs to be
Supported.
For the perceptive aspect, and especially the visual one,
numerous data available in the literature show that vision is
quite modified by the ageing processes. For example, the
presbyopia phenomenon, very common and noticeable for
the still "young" drivers population, will have direct
consequences for the messages systems legibility. As
everybody knows, this phenomenon corresponds to an
increased difficulty in reading intermediate distance
displayed information, correspondingto the critical distance
of the dashboard.
Furthermore, a difficulty for old drivers is to detect
informationin peripheral vision becauseof the shrinkageof
their field of view. They would be less able to detect
relevant information displayed in ex centred vision
(Mourant, 1979). Here again, the screen located in the ex
centred field of view might induce specific difficulties to
take into considerationfor this population.
Finally, the fact to move the eyes in and out from the
vehicle, causing successiveaccommodationsback and forth
from the infinite to the intermediatevision distance, is also a
sourceof tiredness for old eyes.
For the cognitive aspect, such as memory, decision taking,
attention sharing, specificities of elderly have been also
discussed according to RTI implementation (Wolffelaar,
Brouwer & Rothengatter,1990).
Revealing this increasing interest in setting up systems
adapted to the wide range of the potential users, some
projects specifically devoted to this aspect have been
developed in the Programme DRIVE :
- VI006 "Factors in Elderly- Peoole's. Driving
Abilities"
- V2031 "Elderly and Disabled Drivers and
Information Telematics"
- V 2032 "Telematic Applicationsfor the Integration
of drivers with Special Needs".
In other projects, such as VI037 "Definition of Standards
for In-Vehicle Manmachine Interface" and V 2008
"Harmonisation of ATT Roadsideand Driver Information in
Europe", the chosen drivers' sample for experiments
included also people of various ages.
If systems interfaces succeed in meeting specific elderly
drivers' needs, it will constitute a satisfying support to the
functional abilities deficiencies of this population.
Furthermore,it has been shown that an interface adapted to
elderly requirements induces anyway a benefit for the
-lines for &ce/na vieation Interfa
Navigation and guidance systems will support drivers, by
giving them directional information. The guidance systems
recommend a full route to the destination, where routes are
constantly up-dated through a travel time database, the
shortest route in terms of travel time predicted according to
the time of the journey. In navigation principle, the route
choice is made by the driver, the map display is constantly
in accordance with the vehicle direction and in relation to
the actual vehicle position. Advantages of the presentation
of a map mean that the driver is responsible of his route
choice and has the opportunity to set up a mental
representation of his trip.
of the information :
The system has to lead the driver over routes that he would
have chosen himself if he had all the complete knowledge of
the characteristics of the routes. According to van Winsum
study (1993). gender, age, education, trip motive and
driving experience would not have influence on the
subjective importance of route choice criteria in a
meaningful way. In agreement with other data, it appears
that total travel time, road type including high order road
and reliability of the route would be important determinant
criteria of route choice.
Desien of the information ;
Allernalive for navigation display :NORTH UP VERSUS
HEADING
In the navigation application, questions have been raised
concerning the two possible modalities : "North up" versus
"Heading". In the first case, the north oriented map stays
stable on the screen and the driver knows where to pick up
the information on the screen because of the static
presentation. In the second case, the map moves in relation
to the vehicle movements and there is a matching between
the road environment and the information display.
It is the manner in which the driver performs the spatial-
cognitive activities, namely relationships between the two
frames of reference -World Reference Frame and Ego
Reference Frame-, which determines to a large extent how
well he can navigate within that space (Antin, 1993). The
more efficient mode of presentation would be closely
dependent from individual characteristics but further dala
are required in this area.
Navigation versus guidance irformation presenrarion
When compared to guidance information, it seems that map
display contains too many information not directly relevant
for navigational purposes (Schraagen, 1993). As a matter of
fact, a map is a schematic representation of a network of
routes, represented from above, and which has very poor
connections with the real world seen through the driver's
eyes. In order to undersland and take decisions from this
type of information, attentional processes are required, more,
or less heavy, according to the driver experience and other
...
temporary parameters such as fatigue, It has been shown
that this type. of display detracts attention away from the
traffic situation to the incar display (Wierwille &al., 1988;
Ashby & al., 1991). The recommendations in this case are
to display information as relevant as possible to the
navigational purposes such as roadsigns (Schraagen. 1990).
and also prominent environmental features such as
monuments actually used by individuals for navigational
decisions (Heft, 1979; Schraagen, 1989, 1990). Traffic
lights, orientation and traffic signs, metro stations,... had
positive effects upon drivers' route following ( A h & al.,
1991).
Considering the difference between the environment of
highways and cities, it has been suggested that the use of
road signs could be better in the first case and the use of
arrows in the second case. Simple left-right instructions
used in guidance procedure led to better orientation
performance than electronic map dispaly (Schraagen, 1993).
Guidance display
Guidance implies a great trust from the driver in the
systems, the task consisting in following "blindly" all the
systems instructions ;efficiency and reliability of messages
are of a great importance in this situation.
Instructions might be given verbally, in written and/or with
symbols. Symbols are generally better than written
information for people with poor visual abilities such as
elderly drivers (Green, 1993). Furthermore, they do not
require to speak a specific language and this universal
understanding is an advantage in the world of today.
Nevertheless. it must be noted that a generational effect can
play an important part in the comprehension of the symbolic
information and induces difficulties for people over 50 in
some cases (Saunby & col., 1988).
The use of street names in addition to left-right instructions
seems to be less efficient in reducing errors in comparison
with other information such as road signs, landmarks, and
topological characteristics ( Schraagen, 1993).
Only one instruction should be presented at a time, with an
extension to two when the driving time between two choice
points is less than IO seconds ( A h , 1990).
Questions like information presentation for the complex
crossing-road and round about have been raised : is it more
efficient to present a static screen or a moving screen
matching with the moving environment while driving in
large round-about? Various modalities, namely sialic,
dynamic or mixed, have bccn tested in driving simulator and
real road environment ( Pauzit et al., 1994). Results indicate
that a moving display might confuse the driver because he is
losing his landmarks. On the other hand, a static
prescntation might be ambiguous for the right exit to
choose; the best way identified would be a mixed
presentation, where the screen remains stable but the vehicle
location is moving on the schema according to its real
movement.
Visual versus audirory modalilies
Concerning the information given by the systems, messages
can be emitted through various modalities : auditive. visual,
or both. Auditive information must be just "beep" type
messages, in order to attract driver's attention. or meaningful
messagcs with words. For the visual ones, locations could
be in central vision area, on the windshield or in ex centred
vision area, on dash board screen.
The more available perceptive channel in the driving
situation is the auditive one : supplementary auditive
information will be less in competition than supplementary
visual information when considering the driving task (see
the Wickens' model, 1984). Nevertheless, it is difficult to
imagine that all the messages from the electronic systems
will be auditive for the following reasons :
- an auditive message must be caught and understood
by the driver when it is emitted. whatever the driver's
mental workload due to the road events at this moment,
while the visual message can be looked at the driver's "will"
as long as it is displayed. So, :ime constraints to perceive
and to process information are less heavy for visual
messages,
- a too frequent auditive "beep" is considered as
being annoying and even disturbing by the driver (Pauzit &
col., 1993).
- intelligibility of auditive messages might be bad
because of the wide variability of in-vehicle noise level in
some situations, such as urban context and open windows.
Ambient light conditions also vary to an important extent,
creating problems such as screen reflections, but solutions
like sunshade protection or type of screen quality in this
case can compensate this difficulty. It can be expected that.
plenary-37
in the future, improvements in technology will allow to
overcomeintelligibilityproblems.
Auditory presentation would be the preferred medium for
information which is simple, short or deals with events in
time : visual information is more suited to information
which might be referred to later, deals with a location in
space, or is being presented in a noisy environment
(McCormick & Sanders, 1983). Carefully designed verbal
directives seem to be more efficient than visual ones
(Streeter et al.. 1985 :Venwy and Janssen. 1988).
. .
I European counvies, and, among all available informationin
m c e r n e d , a too early
presentation put extra demand on the driver's memory
capacity and a too late presentation increases the temporal
demands upon the driver. The span of time between the two
limits is certainly narrow and, to make the question even
more complex, depends greatly according to the driver's
functional ability. Current systems have been found to raise
driver workload due to inappropriate message timing
(Ashby & al., 1991). Further researches are obviously
required in this area.
In conclusion, it is agreed that a fully formulated set of
design guidelines available for the design process and for
the evaluation process is necessary, and efforts aim at
developingthis area nowadays.
4. Evalilatioq
Knowing that vision is the essential perceptive channel
involved in the driving task, one of the major ergonomics
aspects to consider is related to the visual demand of the
systems for this evaluation. Visual strategies towards the
on-board devices have been considered by some authors as
being one of the most important criteria leading to accept
or to reject dash-board devices according to road safety
demands (Zwahlen. 1988). The original idea is simple but
inescapable : the longer the driver watches towards the
systems, the less he is able to take external information to
control his vehicle - with consequences on the vehicle
trajectory - and, more generally, the less he is able to detect
road events. Drivers' visual strategies are generally defined
by glance frequencies and glance duration required to get
information from a specific on-board system.
The objective of this evaluation would be to set up a tool
easy to use by experts, designers and manufacturersin order
to evaluate the visual demand of their system. The
advantage of this kind of approach appears clearly : it can
be applied to any system, whatever its function, its
commands and its display. This considerationis very useful,
taking into account the fact that nobody really knows how
the systems of the next generation will look like. A tool
focusing on the visual driver performancewill also allow to
evaluatethe real use of a set of systems implemented inside
the vehicle.
Design process, in order to be efficient, must be considered
as an iterative process, with the systems dcsign improved
according to the successive evaluations. The evaluation
criteria are defined by Franzen (1993) as being both
acceptable system performance and technical feasability as
well as user acceptance of the product or the system
provided, i.e. the potential or real use in the market place.
Evaluation process might be run individually, by
manufacturers while setting up products and services, or
collectively with the necessity of global evaluation on
safety, efficiency of traffic management and for
environment protection. This second case implies
demonstrator projects sufficiently representative of the
phenomenon in order to statistically evaluate the positive or
the negative effects of the implemented structure and to
plenary-38
constitutethe final experimental phase before the marketing
phase.
. .
onism
The facilitation of systems usability can be reached by
harmonisation procedure : considering that some
ergonomics rule will been identified for the interface, an
effort can be devoted to apply this rule as often as possible,
in order to have a consistency among systems, among
the transport environment.This is the main objective of the
project V 2008 "Harmonisation of A l T Roadside and
Driver Information in Europe". The harmonisationconcems
message content and design, to be displayed by Variable
Message Signs and by in-car systems. In the same veine,
this approach could lead to recommend the use of
information from existing infrastructurein accordance with
the Vienna Convention as navigation support (Godthelp,
1990). The well-known symbolic information such as
conventionalroad signs requires less time to be recognized
and understood (PauziC, 1994).
Standardization is a step in the harmonisation process and is
a quite controversial issue, with on one side, the wish from
industrialists and manufacturers to be a process as light as
possible, and, on the other side, the societal interest leading
to a developmentof this process, especially in the areas of
traffic and transport.
In terms of product standard, the fact to design information
technology with consistency, among systems, among
countries, and by using already well-known types of
messages will obviously improve the systems usability and
applied in a coherent way with consistency
(DRIVE/STAMMI). Because of the multilingual
characteristicsof Europe, one of the main preoccupations is
to make sure that messages will be understood whatever the
country.
Concerning product-indepcndentstandard, like performance
standard, we saw it could be useful for evaluation process.
For that, it is recommended to apply the human factor
preformance standard not only to the total implemented
system, but also to all stages of the design cycle in order to
avoid too late and expensivecorrections(Howarth, 1993).
A third possible approach in the interface design, like in
other existing areas, could be a standardizationof the design
process itself (Franzen, 1993).
6.Inteeration of the set of svstem
Improving the ergonomicsof a specific system is one thing,
but the driver's workload depends upon the use of all the
devices implemented in the car. The integrationof the set of
in-car sytems constitutes a future challenge. A first
approach of this problem has been conducted within
DRIVE, with a project considering the possibility of a
Generic Intelligent Driver Support where the final output
would be an interface able to schedule the messages
according to their priority (emergency. warning, advice or
simple information content), and to adapt information
presentation to the current demand imposed to the driver
(Venvey, 1993). As the author points it out, one of the key
issues is the evaluation of the driver's current workload in
order to set up an adaptative interface, and this aspect still
remains unresolved for the moment. This type of approach
deserves to be studied in the future, according to the
development of the applications offered by the devices and
the technological improvements. At this stage, and directly
in relation to future technological developemnt, it must be
added that the interface can have various modalities
involving auditory, visual and maybe kinestesic perceptive
channels. For the visual one, potential options are the use of
a shared multi-function dashboard display, with a single
screen for numerous functions, and/or the type of Head Up
Display (HUD) technology, with symbolic and text display
in upper driver's vision. For the driver/system dialogue,
improvement in speech recognition technology will lead to
facilitate the management of the set of available functions
for the driver, like, for example, giving the supporting
information only at driver's request.
An other side of the integration is the joint existence of the
"nowadays" and the "high-tech" road network and traffic
organisation, taking into account the fact that neither all the
population nor all the places will be equipped
simultaneously.
7. Conclusion
The final goal of these quite ambitious projects is to ensure
systems safety and acceptability by all road users, in
addition to technical efficiency and reliability of the
functions of the system.
If we really want to get results in terms of safety
improvement, a good connection must be found between
clear alarms, timely warnings, unambiguous and relevant
information, the reality of the situation and the specificity of
the user.
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