Academic literature on the topic 'Display driving'

At present, three-color electrophoretic displays (EPDs) have problems of dim brightness and insufficient color saturation. In this paper, a driving waveform based on a damping oscillation was proposed to optimize the red saturation in three-color EPDs. The optimized driving waveform was composed of an erasing stage, a particles activation stage, a red electrophoretic particles purification stage, and a red display stage. The driving duration was set to 360 ms, 880 ms, 400 ms, and 2400 ms, respectively. The erasing stage was used to erase the current pixel state and refresh to a black state. The particles’ activation stage was set as two cycles, and then refreshed to the black state. The red electrophoretic particles’ purification stage was a damping oscillation driving waveform. The red and black electrophoretic particles were separated by changing the magnitude and polarity of applied electric filed, so that the red electrophoretic particles were purified. The red display stage was a low positive voltage, and red electrophoretic particles were driven to the common electrode to display a red state. The experimental results showed that the maximum red saturation could reach 0.583, which was increased by 27.57% compared with the traditional driving waveform.

[abstFig src='/00280006/02.jpg' width='260' text='The encounter type wearable haptic device' ] This paper describes a wearable encounter-type haptic device suitable for combined usage with a visual display. The features of the device lie in a driving mechanism that enables an encounter-type haptic display and the compact implementation of the entire device including the driving mechanism. The driving mechanism displays a natural haptic sense based on a smooth transition between follow-up and constraint of finger movements. The compactness is important because it contributes to preserving the quality of visual information when used together with a visual display. To test the basic performance of the device, the response of the driving mechanism was evaluated. The haptic display function was evaluated by a simulation in which the device is used to touch an object in a computer graphics (CG) space.

A divided-attention task was used to measure the ability of young and older drivers to obtain information from an in-vehicle display. Performance with the in-vehicle display was compared with performance with information superimposed on the driving scene. Ten young and 10 older drivers drove on a curvy road by using a fixed-based driving simulator. Older drivers were less accurate in obtaining information from the in-vehicle display, the average lane-position error of older drivers was greater, and older drivers spent more time driving outside their lanes. These results suggest that the use of in-vehicle displays, in their present configuration, is not appropriate for older drivers. When viewing information superimposed on the driving scene, older drivers were much more accurate and controlled their vehicles better. This indicates that the poor performance of older drivers with the in-vehicle display was due to vision-related changes, such as longer eye accommodation times, rather than cognitive processes.

An olfactory display is necessary for effective multimodal information communication. The relatively large size of current olfactory displays does not support integration with other information devices. Thus, in this study, a heat-driven-type microelectromechanical system (MEMS) olfactory display that is only a few square centimeters in size and, thus, suitable for integration, is proposed. The olfactory display was fabricated by implementing a microfabrication process, and the fundamental driving conditions for the heater and valve were confirmed. Furthermore, a perfume diffusion experiment was conducted to characterize the olfactory display. The diffusion of the perfume was successfully synchronized with the open/close time of the valve.

Self-driving vehicles are emerging as a result of technological advances, and the range of human behavior is expanding. The collateral information on driving is increasing, and head-up displays (HUDs) can be coupled with augmented reality displays to convey additional information to drivers in innovative ways. Interference between the actual driving environment and the displayed information can cause distractions. Research is required to find out what information should be displayed and how to properly display it considering the number of information, as well as the location and arrangement of the HUD. This study aims to examine the types of HUD information presentation that enhance the driver’s intuitive understanding. The first experiment identified which information affects drivers more in self-driving conditions in terms of error rate and importance. As a result, information that the drivers consider to be of greater importance or more relevant to their safety was selected. The level of HUD information complexity was assessed in the second experiment. The independent variables were the number of symbols, location of the HUD, and arrangement of the HUD. The results showed that the number of symbols was most affected and that fewer than six should be displayed. Besides, the arrangement of contents was more intuitive when a vertical alignment was used, and the main content should be placed in the center of the windshield area. Finally, ergonomic design guidelines of the information presentation type are proposed in this study.

The gray-scale display which is driven by PWM (pulse width modulation) in TFT (thin film transistor) electrowetting displays (EWDs) has some shortcomings, such as large amplitude of oil oscillation in pixels and slow response speed for displaying gray scale. In this paper, an amplitude–frequency mixed modulation driving system is proposed to improve the response speed of driving gray scale and enhance the oil stability when the gray scale is displayed. In the initial stage of the driving process, the oil is driven by a high voltage to close to the target luminance, and the driving voltage is then decreased to stabilize the oil. The electrowetting hysteresis curve was used to calculate the relation model between the driving voltage and the luminance of the pixel in the system, and the driving voltage value of the pixel at each driving stage was then set to make the oil precisely and rapidly stabilize at the target luminance value. In the output driving platform, the amplitude–frequency mixed modulation is realized based on the source IC, which was used to realize digital-to-analog conversion. An 8 inch EWD was tested using an Admesy colorimeter, and the experimental results show that the pixel response time is reduced by 70% and the gray-scale oscillation is reduced by 80%.

A vehicles head-up display (HUD) device enables the driver to obtain information, such as driving speed and engine conditions, to ensure safety while keeping the eyes focused on the front windshield. However, no complete and sufficient reference data are available regarding the extent of the drivers acceptability of the information displayed by such a device. Thus, this study aims to examine the drivers visual perception of the vehicular information pattern displayed by the HUD device and its influence on safe driving. The scope of this study includes the scope of the images displayed, quantity of information displayed, distribution and size of information, display brightness in different scenarios, suitable method of information display, correctness of interpretation, and so on. The researcher has built different scenarios for each item studied and analyzed the viewing effect through a questionnaire survey. A database can be built based on such data in the future. This database will contribute to the development of vehicles display systems and verification of similar future studies.

Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Electrical Engineering and Computer Science, 2005.
Includes bibliographical references (leaves 39-40).
An investigation into image fusion for a nighttime driving display application was performed. Most of the image fusion techniques being investigated in this application were developed for other purposes. When comparing the images of a typical night driving scene to the images used in medical or satellite image fusion it becomes apparent that most of the techniques developed for other fields would be overkill in a nighttime driving display application. This observation motivated the development of a set of image fusion techniques specifically for the nighttime driving display application using the computationally simple Discrete Haar Wavelet Transform. This thesis presents the techniques that were developed and the details of their implementation.
by William Frederick Herrington, Jr.
S.M.

Research has shown that head-mounted displays can produce greater presence in a virtual environment than direct-view displays. It has also been shown that after vision, haptic response is one of the most important inputs for humans in a simulated environment. This research was designed primarily to determine the performance differences associated with different display types, levels of steering force feedback, and the interaction between these two factors in a low-to-medium fidelity, PC-based driving simulator. Participants drove on a simulated driving course during which both objective driving performance data were collected (lane deviation, speed control, steering wheel angle variance, and time to the complete course) as well as subjective self-report measures including questionnaires designed to tap immersive tendencies and perceived levels of presence. Results of the research show that the use of a head-mounted display can significantly impact driving performance in terms of speed control and lane deviation. Speed control was significantly improved (increased) and lane deviation was significantly improved (decreased) in three of the four roadway segments with the use of an HMD. Results for active steering force feedback, however, showed a significantly negative effect on driving performance with an increase in average lane deviation. Descriptive statistics showed that participants preferred the HMD and D-V equally and all but one participant preferred active steering force feedback.
Master of Science

Drivers require a steady stream of relevant but focused visual input to make decisions. Most driving information comes from the surrounding environment so keeping drivers' eyes on the road is paramount. However, important information still comes from in-vehicle displays. With this in mind, there has been renewed recent interest in delivering driving in-formation via head-up display. A head-up display (HUD) can present an image directly on-to the windshield of a vehicle, providing a relatively seamless transition between the display image and the road ahead. Most importantly, HUD use keeps drivers' eyes focused in the direction of the road ahead. The transparent display coupled with a new location make it likely that HUDs provide a fundamentally different driving experience and may change the way people drive, in both good and bad ways. Therefore, the objectives of this work were to 1) understand changes in drivers' glance behaviors when using different types of displays, 2) investigate the impact of HUD position on glance behaviors, and 3) examine the impact of HUD graphic type on drivers' behaviors. Specifically, we captured empirical data regarding changes in driving behaviors, glance behaviors, reported workload, and preferences while driving performing a secondary task using in-vehicle displays. We found that participants exhibited different glance behaviors when using different display types, with participants allocating more and longer glances towards a HUD as compared to a traditional Head-Down Display. However, driving behaviors were not largely affected and participants reported lower workload when using the HUD. HUD location did not cause large changes in glance behaviors, but some driving behaviors were affected. When exam-ining the impact of graphic types on participants, we employed a novel technique for ana-lyzing glance behaviors by dividing the display into three different areas of interest relative to the HUD graphic. This method allowed us to differentiate between graphic types and to better understand differences found in driving behaviors and participant preferences than could be determined with frequently used glance analysis methods. Graphics that were fixed in place rather than animated generally resulted in less time allocated to looking at the graphics, and these changes were likely because the fixed graphics were simple and easy to understand. Ultimately, glance and driving behaviors were affected at some level by the display type, display location, and graphic type as well as individual differences like gender and age.
Ph. D.

This study investigated the link between age and gender susceptibility to simulator-induced sickness in conjunction with display type. Simulator-induced sickness and ataxia were measured before and after exposure to a medium-fidelity driving simulator. Participants in four age and gender categories (older and younger males and females) operated the simulator with a consumer-grade head-mounted display (HMD), and then with a large screen, direct-view plasma display.

This study set out to recommend a particular display type that would be appropriate for use with particular age/gender groups in a general-purpose driving simulator. Unfortunately, practice effects affected the simulator-induced sickness and driving performance results for display type, which precludes making recommendations regarding the appropriate use of each display. Despite this, several important discoveries were made, including: 1) older participants did experience significantly increased simulator-induced sickness discomfort than the younger participants - regardless of display type; and 2) there was no significant difference found between genders in either simulator-induced sickness or driving performance; although females generally expressed a subjective preference for the direct-view display.

Display type was not found to affect the degree of ataxia experienced by participants; however, this study did find that although older participants exhibited significantly higher rates of simulator-induced sickness discomfort than the younger participants, they recovered their postural equilibrium significantly faster. This indicates that the older participants had greater difficulty adapting to the simulation environment than younger persons. It also suggests that younger persons are at greater risk during immediate post-simulation activities such as driving. Although it is likely that this effect would disappear over time, it has implications for agencies such as the Department of Motor Vehicles or drivers education schools that are considering the use of a driving simulator device before an on-road skills test.
Master of Science

In this study, we investigated whether modifying augmented reality head-up display (AR HUD) graphics’ perceptual form influences spatial learning of the environment. We employed a 2x2 between-subjects design in which twenty-four participants were counterbalanced by gender. We used a fixed base, medium-fidelity driving simulator at the COGENT lab at Virginia Tech. Two different navigation cues systems were compared: world-relative and screen-relative. The world-relative condition placed an artificial post sign at the corner of an approaching intersection containing a real landmark. The screen-relative condition displayed turn directions using a screen-fixed traditional arrow located directly ahead of the participant on the right or left side on the HUD. We captured empirical data regarding changes in driving behaviors, glance behaviors, spatial knowledge acquisition (measured in terms of landmark and route knowledge), reported workload, and usability of the interface. Results showed that both screen-relative and world-relative AR head-up display interfaces have similar impact on the levels of spatial knowledge acquired; suggesting that world-relative AR graphics may be used for navigation with no comparative reduction in spatial knowledge acquisition. Even though our initial assumption that the conformal AR HUD interface would draw drivers’ attention to a specific part of the display was correct, this type of interface was not helpful to increase spatial knowledge acquisition. This finding contrasts a common perspective in the AR community that conformal, world-relative graphics are inherently more effective than screen-relative graphics. We suggest that simple, screen-fixed designs may indeed be effective in certain contexts. Finally, eye-tracking analyses showed fundamental differences in the way participants visually interacted with different AR HUD interfaces; with conformal-graphics demanding more visual attention from drivers. We showed that the distribution of visual attention allocation was that the world-relative condition was typically associated with fewer glances in total, but glances of longer duration.
M.S.
As humans, we develop mental representations of our surroundings as we move through and learn about our environment. When navigating via car, developing robust mental representations (spatial knowledge) of the environment is crucial in situations where technology fails, or we need to find locations not included in a navigation system’s database. Over-reliance on traditional in-vehicle navigation devices has been shown to negatively impact our ability to navigate based on our own internal knowledge. Recently, the automotive industry has been developing new in-vehicle devices that have the potential to promote more active navigation and potentially enhance spatial knowledge acquisition. Vehicles with augmented reality (AR) graphics delivered via head-up displays (HUDs) present navigation information directly within drivers’ forward field of view, allowing drivers to gather information needed without looking away from the road. While this AR navigation technology is promising, the nuances of interface design and its impacts on drivers must be further understood before AR can be widely and safely incorporated into vehicles. In this work, we present a user study that examines how screen-relative and world-relative AR HUD interface designs affect drivers’ spatial knowledge acquisition. Results showed that both screen-relative and world-relative AR head-up display interfaces have similar impact on the levels of spatial knowledge acquired; suggesting that world-relative AR graphics may be used for navigation with no comparative reduction in spatial knowledge acquisition. However, eye-tracking analyses showed fundamental differences in the way participants visually interacted with different AR HUD interfaces; with conformal-graphics demanding more visual attention from drivers

In the course of the current demographic change, the proportion of the population aged 65 and older is projected to steadily increase in many countries of the world (UN DESA Population Division, 2015). The ageing society is reflected in an increasing number of older road users (Koppel & Berecki-Gisolf, 2015), especially considering the growing need for older adults to maintain individual mobility (Eby & Molnar, 2012). This development raises new issues of transportation research, since age-related changes in mobility patterns as well as sensory, cognitive, and motor functions reduce older adults’ traffic safety (Polders, Vlahogianni, Leopold, & Durso, 2015). Accordingly, new strategies to aid older drivers and their mobility needs are required, which could potentially be provided by emerging in-vehicle technologies (Karthaus & Falkenstein, 2016). The overall aim of present dissertation project was to evaluate whether in-vehicle technologies that appear promising to support older drivers can actually contribute to their individual mobility, which requires an improvement in aspects related to driving performance as well as the acceptance of such systems in this age group. Therefore, contact-analogue head-up displays (also labelled as Augmented Reality Displays, ARDs) and highly automated driving were selected as two exemplary technologies, representing completely different levels of driving automation and accordingly different approaches to support drivers. The ARD-technology represents a technical implementation approach for IVIS and therefore an example for Automation Level 0 (no automation; SAE International, 2014) by helping the driver to execute the driving task manually through useful information. In contrast, the HAD-technology aims at supporting the driver by taking over the driving task, which corresponds to Automation Level 4 (high automation; SAE International, 2014). Despite these different approaches, both technologies were previously assumed to have a strong potential to support especially older drivers (Meyer & Deix, 2014; Polders et al., 2015; Rusch et al., 2013; Schall et al., 2013). Three empirical studies were conducted to examine performance- and acceptance-related aspects of both technologies. All studies were carried out with a group of older drivers (maximum age range: 65 85 years) and a younger comparison group (maximum age range: 25-45 years) representing the ‘average’ (i.e. young, but experienced) driver in order to identify age-specific results. Focusing on performance-related aspects of the ARD-technology, Study I represents a reaction time experiment conducted in a driving simulator. One age-specific beneficial function of such an ARD is to provide prior information about approaching complex traffic situations, which addresses older drivers’ tendency to process multiple information successively (serially) rather than simultaneously (parallel) (Davidse, Hagenzieker, van Wolffelaar, & Brouwer, 2009; Küting & Krüger, 2002). Therefore, the aim of this study was to examine the effects of an ARD providing prior information about approaching intersections on drivers’ speed and accuracy of perceiving these intersections, which is considered a necessary precondition for a safe driving performance (Crundall & Underwood, 2011). Based on concerns about the counterproductive effects of presenting information via an ARD, especially in cases of inaccurate information, system failures were included in this examination. The ARD-information aided drivers from both age groups in identifying more relevant aspects of the intersections without increasing response time, indicating the potential of the system to support both older and younger drivers in complex traffic situations. Experiencing system failures (i.e. inaccurate information) did offset this positive effect for the study’s duration, particularly for older drivers. This might be because it was difficult to ignore inaccurate prior information due to their presentation via an ARD. Study II represents a driving simulator study on acceptance-related aspects of an ARD providing prior information about approaching intersections. This study focused on the effects of system experience on drivers’ acceptance as well as on the identification of age-specific acceptance barriers that could prevent older drivers from using the technology. In summary, older and younger drivers’ evaluation of the ARD was positive, with a tendency to more positive evaluations with than without system experience in the driving simulator. Compared to the younger group, older drivers reported a more positive attitude towards using the ARD, even though they evaluated their self-efficacy in handling the system and environmental conditions facilitating its usage as less strong. Both performance- and acceptance-related aspects of HAD were addressed in Study III, a two-stage driving simulator study. The focus of the performance perspective shifted in parallel with the shift of the human role from driver to passenger due to the increasing driving automation. Accordingly, the examination of HAD was focused on the human evaluation of the automated system’s driving performance. In this context, affective components of human-automation interaction, such as comfort and enjoyment, are considered important for the acceptance and thus usage of automated vehicles (Tischler & Renner, 2007). It is assumed that the implemented driving style has an impact on such affective components in the context of HAD (Bellem, Schönenberg, Krems, & Schrauf, 2016). One theoretical approach to increase the comfort of HAD recommends the implementation of familiar, natural driving styles to mimic human control (Elbanhawi, Simic, & Jazar, 2015). Therefore, the effects of driving automation and the familiarity of the HAD-style on driving comfort and enjoyment were examined. Automation increased both age groups’ comfort, but decreased younger drivers’ enjoyment. For all dependent variables, driving style familiarity significantly interacted with drivers’ age the same way: while younger drivers preferred a familiar HAD-style, older drivers preferred an unfamiliar driving style in a highly automated context. Accordingly, the familiarity approach can be supported at least for younger drivers, but not for older drivers, whose manual driving styles are characterised by strategies to compensate for age-related impairments of sensory, cognitive, or motor functions. HAD-style preferences of this age group seem to be more influenced by the desire to regain a driving style free from these compensation strategies than by a need for familiar driving manoeuvres. In parallel with the evaluation of the ARD, acceptance-related issues in the context of HAD included the effects of system experience on drivers’ acceptance and potential age-specific acceptance barriers. Considering a system-specific design issue, it was additionally examined whether drivers’ acceptance of HAD is modifiable by the familiarity of the implemented driving style. In this driving simulator study, members of both age groups showed slightly positive a priori acceptance ratings, which significantly increased after the initial experience and remained stable afterwards. Similar to drivers’ acceptance of the ARD, older drivers reported a more positive attitude towards using HAD despite their lower self-assessed self-efficacy and environmental conditions facilitating HAD-usage compared to younger drivers. Regarding HAD-style, acceptance was subject to the same interaction between drivers’ age and driving style familiarity as driving comfort and enjoyment. These findings demonstrate that effective approaches to support the independent mobility of older adults are provided by emerging in-vehicle technologies on different levels of driving automation. The majority of the performance-related improvements did apply to both older and younger drivers, confirming that automotive technologies suggested for older drivers have the potential to support drivers of other age groups as well. Regarding drivers’ acceptance, findings suggest that both systems would be accepted by different age groups, which correspondents to the results from the performance perspective. The comparable acceptance patterns identified for two systems at different stages of driving automation, such as ARDs and HAD, indicate underlying general aspects of older adults’ acceptance of in-vehicle technologies. This includes their strong need to preserve their individual mobility as well as their lower self-efficacy in handling relevant technologies and insufficient access to a support infrastructure. These insights can enrich both theories of older drivers’ acceptance of in-vehicle technologies and measures to ensure the successful development and introduction of systems aiding them in maintaining a safe individual mobility. Considering the importance of driving for older adults’ physiological and psychological well-being (e.g. Adler & Rottunda, 2006; Lutin, Kornhauser, & Lerner-Lam, 2013), these results emphasise the potential of emerging in-vehicle technologies to improve both older drivers’ traffic safety and quality of life
Im Zuge des aktuellen demografischen Wandels wird für zahlreiche Länder der Welt eine stetige Zunahme des Bevölkerungsanteils von Personen im Alter von 65 Jahren und älter prognostiziert (UN DESA Population Division, 2015). Die daraus resultierende alternde Gesellschaft spiegelt sich auch in der steigenden Anzahl älterer Verkehrsteilnehmer wieder (Koppel & Berecki-Gisolf, 2015). Dieser Effekt wird durch das ebenfalls ansteigende Bedürfnis älterer Personen, ihre Individualmobilität auch bis ins hohe Alter hinein aufrecht zu erhalten, noch verstärkt (Eby & Molnar, 2012). Berücksichtigt man die Auswirkungen altersbedingter Veränderungen von Mobilitätsmustern und fahrrelevanten Fähigkeiten auf die Sicherheit älterer Verkehrsteilnehmer (Polders et al., 2015), stellt diese demographische Entwicklung neue Herausforderungen an die Verkehrsforschung. So bedarf es neuartiger Strategien zur Unterstützung älterer Fahrzeugführer und ihrer Mobilitätsbedürfnisse. Aufgrund aktueller technologischer Entwicklungen eröffnen vor allem durch neuartige Fahrzeugtechnologien zur Fahrerunterstützung innovative Möglichkeiten, diesem Bedarf gerecht zu werden (Karthaus & Falkenstein, 2016). An diesem Punkt setzt die vorliegende Dissertation an. Ziel des Dissertationsprojektes war es zu evaluieren, inwieweit aktuell in Entwicklung befindliche Fahrzeugtechnologien, die aus theoretischer Sicht als geeignete Mittel zur Unterstützung älterer Fahrer erscheinen, tatsächlich zu deren Individualmobilität beitragen können. Um das Potential derartiger Technologien abzuschätzen, wurde einerseits untersucht, inwieweit sie zur Verbesserung von Variablen, die in Beziehung zur Fahrleistung stehen, beitragen können. Anderseits wurde ihre Akzeptanz bei potentiellen zukünftigen Nutzern evaluiert. Für diese Untersuchungen wurden zwei exemplarische Technologien als Repräsentanten grundlegend unterschiedlicher Stufen der Fahrzeugautomatisierung ausgewählt: ein kontaktanaloge Head-up Display (auch Augmented Reality Display, ARD) und hochautomatisiertes Fahren. ARDs stellen einen technologischen Ansatz zur Implementierung von Fahrerinformationssystemen und dementsprechend ein Beispiel für Automatisierungsstufe 0 (no automation; SAE International, 2014) dar, indem sie den Fahrer durch die Bereitstellung verkehrsrelevanter Informationen bei der manuellen Ausführung der Fahraufgabe unterstützen. Im Gegensatz dazu zielt die Technologie des hochautomatisierten Fahrens auf eine Unterstützung des Fahrers durch die vollständige Übernahme der Fahraufgabe ab, was Automatisierungsstufe 4 (high automation; SAE International, 2014) entspricht. Trotz dieser grundlegend unterschiedlichen Ansätze wird beiden Technologien ein hohes Potential zur Unterstützung insbesondere älterer Fahrer zugesprochen (Meyer & Deix, 2014; Polders et al., 2015; Rusch et al., 2013; Schall et al., 2013). Die Untersuchung Performanz- und Akzeptanz-bezogener Aspekte beider Technologien erfolgte im Rahmen von drei empirische Studien. Um altersspezifische Befunde identifizieren zu können, wurden allen Studien mit Vertretern der Zielgruppe von älteren Fahrern (65-85 Jahre alt) sowie einer jüngeren Vergleichsgruppe ‚durchschnittlicher‘ (d.h. junger, erfahrener) Fahrer (25-45 Jahre alt) durchgeführt. Bei Studie I handelte es sich um eine im Fahrsimulator durchgeführte Reaktionszeitstudie, in deren Rahmen Leistungs-bezogene Aspekte von ARDs untersucht wurden. Unter den vielfältigen Möglichkeiten zur Anwendung dieser Technologie wird vor allem die Präsentation von Vorinformationen über bevorstehende komplexe Fahrsituationen während der Fahrt als gewinnbringend für ältere Fahrer eingestuft. Diese Strategie adressiert die Tendenz älterer Fahrer zu einer eher seriellen als parallelen Verarbeitung gleichzeitig verfügbarer Informationen während der Fahrt (Davidse et al., 2009; Küting & Krüger, 2002). Vor diesem Hintergrund lag der Fokus von Studie I auf den Effekten einer kontaktanalogen Präsentation von Vorinformationen über bevorstehende Kreuzungen auf die Geschwindigkeit und Genauigkeit der Wahrnehmung dieser Kreuzungen durch den Fahrer, was eine Grundvoraussetzung für eine sichere Fahrleistung darstellt (Crundall & Underwood, 2011). Basierend auf bestehenden Befürchtungen über kontraproduktive Effekte einer kontaktanalogen Informationsdarstellung während der Fahrt, insbesondere im Falle inkorrekter Informationen, wurden zudem die Auswirkungen von Systemfehlern untersucht. Mit Hilfe der kontaktanalogen Vorinformationen gelang es sowohl älteren als auch jüngeren Fahrern, ohne erhöhten Zeitbedarf einen höheren Anteil relevanter Aspekte in Kreuzungssituationen wahrzunehmen. Allerdings wurde die positive Systemwirkung durch das Erleben von Systemfehlern (in diesem Fall inkorrekten Vorinformationen) zumindest für die Dauer der Untersuchung aufgehoben. Dieser Effekt war besonders ausgeprägt für ältere Fahrer und könnte auf die Schwierigkeit, inkorrekte Informationen auf Grund ihrer Darstellung im ARD zu ignorieren, zurückzuführen sein. Studie II stellte eine Fahrsimulatorstudie zu Akzeptanz-bezogenen Aspekten eines ARDs, welches dem Fahrer Vorinformationen über bevorstehende Kreuzungen zur Verfügung stellt, dar. Inhalt dieser Studie waren zum einen die Effekte von Systemerfahrung auf die Nutzerakzeptanz des Systems, zum anderen altersspezifische Akzeptanzbarrieren, welche ältere Fahrer potentiell von der Nutzung der Technologie abhalten könnten. Insgesamt bewerteten sowohl ältere als auch jüngere Fahrer das ARD positiv. Dabei fielen Bewertungen auf Basis von Systemerfahrung im Fahrsimulator tendenziell besser aus als Bewertungen ohne vorherige Systemerfahrung. Obwohl ältere Fahrer im Vergleich zu jüngeren Fahrern ihre Selbstwirksamkeit im Umgang mit dem ARD sowie Umgebungsfaktoren, welche dessen Nutzung unterstützen könnten, als geringer ausgeprägt wahrnahmen, war die positive Einstellung gegenüber der Nutzung des Systems bei ihnen im Durchschnitt stärker ausgeprägt. Leistungs- und Akzeptanz-bezogene Aspekte des hochautomatisierten Fahrens wurden in Studie III, einer zweistufigen Fahrsimulatorstudie, untersucht. Parallel zur Veränderung der Rolle des Menschen vom Fahrzeugführer zum Passagier im Zuge der zunehmenden Fahrzeugautomatisierung veränderte sich dabei auch der Fokus der Leistungsperspektive. Dem entsprechend stand die Bewertung der Fahrleistung des automatisierten Systems durch den mitfahrenden Menschen im Mittelpunkt dieser Untersuchung. Affektive Komponenten der Mensch-Automatisierungs-Interaktion wie Fahrkomfort und Fahrspaß werden in diesem Kontext als bedeutsam zur Gewährleistung der Nutzerakzeptanz und damit auch Nutzung automatisierter Fahrzeuge betrachtet (Tischler & Renner, 2007). Es wird angenommen, dass derartige affektive Komponenten im Kontext des hochautomatisierten Fahrens vor allem vom implementierten Fahrstil abhängen (Bellem et al., 2016). In einem theoretischen Ansatz zur Verbesserung des Fahrkomforts wird die Implementierung vertrauter (d.h. dem eigenen manuellen Fahrstil ähnlicher) Fahrstile empfohlen, um einen menschlichen Fahrzeugführer nachzuahmen und so Bedenken gegenüber einer automatisierten Fahrzeugführung abzubauen (Elbanhawi et al., 2015). Diesem Ansatz folgend wurden in Studie III die Effekte der Fahrzeugautomatisierung sowie der Ähnlichkeit des implementierten Fahrstils zum individuellen manuellen Fahrstil des jeweiligen Fahrers auf Fahrkomfort und Fahrspaß untersucht. Es konnte gezeigt werden, dass mit höherer Automatisierung der Fahrkomfort älterer und jüngerer Fahrer anstieg, der Fahrspaß jüngerer Fahrer sich jedoch verringerte. Alle abhängigen Variablen wurden von einer vergleichbaren Interaktion zwischen Fahreralter und Fahrstilähnlichkeit beeinflusst: Während jüngere Fahrer hochautomatisierte Fahrstile bevorzugten, die ihren jeweiligen manuellen Fahrstilen ähnelten, präferierten ältere Fahrer im hochautomatisierten Kontext eher unähnliche Fahrstile. Dem entsprechend kann der Vertrautheitsansatz basierend auf den Ergebnissen von Studie III zumindest für jüngere Fahrer unterstützt werden, nicht aber für die Zielgruppe älterer Fahrer, deren manuelle Fahrstile durch Kompensationsstrategien zum Ausgleich altersbedingter Einschränkungen ihrer sensorischen, kognitiven und motorischen Fähigkeiten geprägt sind. Fahrstilpräferenzen im hochautomatisierten Kontext scheinen in dieser Altersgruppe mehr von dem Wunsch, einen von diesen Kompensationsstrategien unbeeinträchtigten Fahrstil wiederzuerlangen, geprägt zu sein als von dem Bedürfnis nach vertraut gestalteten Fahrmanövern. Analog zur Evaluation des ARDs beinhaltete die Untersuchung Akzeptanz-bezogener Aspekte des hochautomatisierten Fahrens die Effekte von Systemerfahrung auf die Nutzerakzeptanz sowie potentielle altersspezifische Akzeptanzbarrieren. Einen systemspezifischen Designaspekt aufgreifend wurde zudem untersucht, ob die Nutzerakzeptanz des hochautomatisierten Fahrens ebenfalls durch den implementierten Fahrstil modifizierbar ist. Fahrer beider Altersgruppen berichteten tendenziell positive a priori Akzeptanzwerte, welche sich nach der Ersterfahrung mit dem System signifikant erhöhten und sich anschließend stabilisierten. Vergleichbar mit den Ergebnissen zum ARD war die positive Einstellung gegenüber der Nutzung eines hochautomatisierten Fahrzeuges bei älteren Fahrern im Durchschnitt stärker ausgeprägt als bei jüngeren, obwohl sie ihre Selbstwirksamkeit im Umgang mit dem System sowie unterstützende Umgebungsfaktoren als geringer ausgeprägt bewerteten. Bezüglich des hochautomatisierten Fahrstils unterlag die Systemakzeptanz derselben Interaktion zwischen Fahreralter und Fahrstilähnlichkeit wie Fahrkomfort und Fahrspaß. Diese Ergebnisse demonstrieren, dass Fahrzeugtechnologien auf verschiedenen Automatisierungsstufen effektive Ansätze zur Unterstützung der Individualmobilität älterer Personen liefern können. Die Mehrzahl der identifizierten Leistungs-bezogenen Verbesserungen zeigte sich sowohl für ältere als auch jüngere Fahrer. Diese Befunde weißen auf das Potential von Systemen, welche den Bedürfnissen älterer Fahrer entsprechen, zur Unterstützung verschiedener Altersgruppen hin. Die Ergebnisse der Akzeptanzperspektive deuten an, dass die evaluierten Systeme von Fahrern verschiedener Altersgruppen akzeptiert werden würden, was die Ergebnisse der Leistungsebene widerspiegelt. Die Vergleichbarkeit der Muster verschiedener Akzeptanzprädiktoren, welche für zwei Systeme auf grundlegend unterschiedlichen Automatisierungsstufen identifiziert werden konnten, legt die Existenz zugrundeliegender genereller Aspekte der Fahrzeugtechnologie-Akzeptanz älterer Fahrer nahe. Diese beinhalten deren stark ausgeprägtes Bedürfnis zur Erhaltung ihrer Individualmobilität sowie deren geringere Selbstwirksamkeit im Umgang mit relevanten Technologien und den unzureichenden Zugang zu unterstützenden Infrastrukturen. Diese Erkenntnisse liefern Implikationen für theoretische Modelle der Akzeptanz von Fahrzeugtechnologien durch ältere Fahrer sowie für Maßnahmen zur Absicherung einer erfolgreichen Entwicklung und Markteinführung von Systemen, die darauf abzielen, ältere Menschen beim Erhalt ihrer Individualmobilität zu unterstützen. Berücksichtigt man die Bedeutsamkeit des Fahrens eines eigenen Automobils für das physiologische und psychologische Wohlbefinden im Alter (Adler & Rottunda, 2006; Lutin et al., 2013; Whelan, Langford, Oxley, Koppel, & Charlton, 2006), unterstreichen diese Ergebnisse das Potential neu entstehender Fahrerunterstützungstechnologien für die Verbesserung der Verkehrssicherheit, aber auch Lebensqualität älterer Menschen

At night, the visibility is reduced and the demands on the driver increase. A safety system that enables the driver to discover warmer objects in the surroundings when the visibility are reduced, such as the Vision Enhancement System (VES) contributes to safer night-time driving. Since the benefits of this system are established, it is of interest to investigate different design aspects. The VES display has in earlier studies been positioned in front of the driver but different display positions such as peripheral placement should be evaluated.

The present simulator study is an investigation of the effects of different display positions inside the car. Two different display positions were investigated, in front of the driver and to the right of the driver. When driving with a display positioned to the right, the driver will have to divide his attention between the road scene and the display by turning his head or he might be able to use peripheral vision. It was hypothesised that there would be significant differences in driving performance between the two display positions in favour of the display position above the steering wheel.

The results were measured in driving performance as well as opinions from the participants. Results show that there were some significant differences and several tendencies of better driving performance when driving with the display in front of the driver. The participants also rated this display as being better positioned and effecting the driving in a more positive way than the display to the right. It was therefore concluded that that the most preferred display position is in front of the driver.

Mala prohibita crimes raise difficult questions for forfeiture theorists who believe that one does not forfeit any rights unless one violates a right, because it is not obvious whose right the mala prohibita criminal violates. Compare, for instance, the mala in se crime of driving while intoxicated to the mala prohibita crime of driving on a public road without a valid vehicle registration sticker displayed in the legally required spot on one’s windshield. It seems clear that inebriated drivers violate the rights of others by exposing them to unacceptable risks, but whose right is violated by one’s failure to display a vehicle registration sticker on one’s car? The chapter argues that mala prohibita criminals can sometimes be permissibly punished, because one’s fellow citizens have a right that one obey the just laws of a legitimate state.

Eco-driving describes a strategy for operating a vehicle in a fuel-efficient manner. Current research shows that visual eco-driving interfaces can reduce fuel consumption by shaping motorists’ driving behavior but may hinder safe driving performance. The present study aimed to generate insights and direction for design iterations of auditory eco-driving displays and a potential matching head-up visual display to minimize the negative effects of using purely visual head-down eco-driving displays. Experiment 1 used a sound card-sorting task to establish mapping, scaling, and polarity of acoustic parameters for auditory eco-driving interfaces. Surveys following each sorting task determined preferences for the auditory display types. Experiment 2 was a sorting task to investigate design parameters of visual icons that are to be paired with these auditory displays. Surveys following each task revealed preferences for the displays. The results facilitated the design of intuitive interface prototypes for an auditory and matching head-up eco-driving display that can be compared to each other.

In this paper, we show that order effects operate in the context of high-stakes, real-world decisions: employment choices. We experimentally evaluate a nationwide program in Ecuador that changed the order of teaching vacancies on a job application platform in order to reduce teacher sorting (that is, lower-income students are more likely to attend schools with less qualified teachers). In the treatment arm, the platform showed hard-to-staff schools (institutions typically located in more vulnerable areas that normally have greater difficulty attracting teachers) first, while in the control group teaching vacancies were displayed in alphabetical order. In both arms, hard-to-staff schools were labeled with an icon and identical information was given to teachers. We find that a teacher in the treatment arm was more likely to apply to hard-to-staff schools, to rank them as their highest priority, and to be assigned to a job vacancy in one of these schools. The effects were not driven by inattentive, altruistic, or less-qualified teachers. The program has thus helped to reduce the unequal distribution of qualified teachers across schools of different socioeconomic backgrounds.