SAE J 2831-2012 Development of Design and Engineering Recommendations for In-Vehicle Alphanumeric Messages《车载字母数字信息的设计发展和工程建议》.pdf

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5、of Design and Engineering Recommendations for In-Vehicle Alphanumeric Messages RATIONALEThe overall goal of this SAE Information Report is to provide designer recommendations for In-Vehicle Alphanumeric Messages. Our first objective is to summarize the relevant literature regarding the most efficien

6、t presentation, content, and interaction for alphanumeric information on in-vehicle displays. These recommendations provide procedures, heuristics, and principles for the development of alphanumeric message display.A key issue in the development of human factors design recommendations for alphanumer

7、ic message design has been the availability of relevant findings from the research literature. The applicable research that provides a strong rationale for design decisions was captured. To this end, a theoretical framework and a set of design parameters that addresses the most important issues asso

8、ciated with an in-vehicle alphanumeric display is provided. A set of specific design recommendations with supporting rationale from the published literature is also described. As with Campbell et al. (1996), the development of human factors design recommendations should be clear, relevant, and usefu

9、l and ultimately requires a judicious mix of science and art. That is, while a number of empirical and systematic methods are available for the development of design recommendations, the final recommendations will always represent an integration of user requirements, design constraints, available in

10、formation, and expert judgment (Carney et al., 1998).Ultimately, this Information Report is structured so that the recommendation can be entered at any point. While reading the entire Information Report will help designers understand the overall picture with regard to alphanumeric display design in

11、general, entry from different starting points and perspectives is possible. For example, some designers may be focused on a particular product (e.g., Navigation aid) or a particular message characteristic (e.g., long messages with more than 20 words) or a particular display feature (e.g., acceptable

12、 scrolling speed of a dot matrix display). Beyond this general organization, each guideline is kept in a simple format to convey information in a succinct manner.To focus on the most relevant information related to in-vehicle alphanumeric presentation, reports/research that focus on driver performan

13、ce characteristics related to in-vehicle systems design were systematically selected. One area that is particularly applicable to in-vehicle alphanumeric messages is the literature pertaining to the design of Dynamic Message Signs (DMS), also commonly referred to as Variable Message Signs (VMS) or C

14、hangeable Message Signs (CMS). Because DMS/CMS/VMS display real-time traffic information, many of the fundamental issues associated with these devices are similar to those of in-vehicle alphanumeric messaging. Therefore, the use of recommendations from this domain can be useful in framing the contex

15、t of in-vehicle messages.Design recommendations from a number of governmental and industry recommendations were also included. There are several design recommendations that are directly applicable. Most notably are a set of in-vehicle information system interface design recommendations from the FHWA

16、 by Campbell et al. (1998) and Lee et al. (1999). While they do not necessarily address the specific goals of this Information Report, they provide a comprehensive set of recommendations with a structure and method for the overall design of in-vehicle information systems. In addition, the European H

17、ARDIE recommendations, ISO, SAE, AAM and other recommendations where appropriate were included. No single report can answer the questions for this Information Report, however, together they provide support for many of the design recommendations made.SAE J2831 Issued APR2012 Page 2 of 41 TABLE OF CON

18、TENTS 1. SCOPE 32. REFERENCES 33. IN-VEHICLE INFORMATION SYSTEM (IVIS) INFORMATION SOURCES 43.1 IVIS Information Sources 53.2 Basic Driver Performance Limits. 73.3 The Life of a Message 94. DESIGN RECOMMENDATIONS FORMAT . 104.1 Display-Relevant Message Content . 104.2 Message Format . 124.3 Flow Par

19、ameters . 135. RECOMMENDATIONS FOR DISPLAY-RELEVANT MESSAGE CONTENT 145.1 Message Priority, Urgency, and Criticality 155.2 Message Length 175.3 Message Style . 205.4 Driving Context Dependency 235.5 Font . 265.6 Color and Accentuation . 285.7 Display Length 296. RECOMMENDATIONS FOR MESSAGE PRESENTAT

20、ION AND FLOW PARAMETERS 316.1 State Change Indication and Message Initiation 326.2 Message Entry 346.3 Scrolling Strategy 356.4 Scroll Control . 367. NOTES 407.1 Marginal Indicia . 40APPENDIX A ACCEPTED ABBREVIATIONS 41FIGURE 3-1 FRAMEWORK GUIDING THE DESIGN RECOMMENDATIONS (ADAPTED FROM LEE ET AL.,

21、 1999) 4FIGURE 3-2 WIERWILLES (1993) MODEL OF VISUAL SAMPLING FOR IN-VEHICLE TASKS . 8FIGURE 3-3 THE LIFE OF A MESSAGE 9FIGURE 5-1 FRAMEWORK GUIDING THE DESIGN RECOMMENDATIONS (ADAPTED FROM LEE ET AL., 1999) 14FIGURE 6-1 FRAMEWORK GUIDING THE DESIGN RECOMMENDATIONS (ADAPTED FROM LEE ET AL., 1999)31F

22、IGURE 6-2 EXAMPLE OF MARQUISE TEXT MESSAGES . 34FIGURE 6-3 EXAMPLES OF SCROLLING STRATEGIES . 35TABLE 1 EXAMPLES OF TYPES OF DRIVER INFORMATION REQUIREMENTS FOR KEY IVISMESSAGE SOURCES 6TABLE 4-1 SUMMARY OF URGENCY, CRITICALITY, CONTEXT, MESSAGE LENGTH ANDSTRUCTURE (ADAPTED FROM LEE ET. AL, 1999) 11

23、TABLE 5-1 DEFINITION AND HEURISTICS FOR ASSESSING TIME URGENCY AND CRITICALITYFOR IVIS MESSAGES 15TABLE 5-2 DETERMINING THE NUMBER OF INFORMATION UNITS 18TABLE 5-3 EXAMPLES OF APPROPRIATE MESSAGES . 18TABLE 5-4 DECISION AID FOR DETERMINING WHEN TO USE EACH MESSAGE FORMAT 21TABLE 5-5 EXAMPLES OF THE

24、DIFFERENT MESSAGE FORMATS 22TABLE 5-6 DEFINITION AND HEURISTICS FOR ASSESSING DRIVING CONTEXT DEPENDENCYFOR IVIS MESSAGES 24TABLE A1 ABBREVIATIONS IDENTIFIED AS ACCEPTABLE FOR USE 41TABLE A2 ABBREVIATIONS IDENTIFIED AS ACCEPTABLE FOR USE WHEN SHOWN WITH PROMPT WORD 41SAE J2831 Issued APR2012 Page 3

25、of 41 1. SCOPE This Information Report provides recommendations for alphanumeric messages that are supplied to the vehicle by external (e.g., RDS, satellite radio) or internal (e.g., infotainment system) sources while the vehicle is in-motion.Information/design recommendations contained in this repo

26、rt apply to OEM (embedded) and aftermarket systems. Ergonomic issues with regard to display characteristics (e.g., viewing angle, brightness, contrast, font design, etc.) should review ISO 15008. 2. REFERENCES Statement of Principles, Criteria and Verification Procedures on Driver Interactions with

27、Advanced In-Vehicle Information and Communication Systems (2006). Alliance of Automobile Manufacturers (The Alliance) http:/www.autoalliance.org/files/DriverFocus.pdf.Bhise, V.D., Forbes, L.M., and Farber E.I. (1986). “Driver behavioral data and considerations in evaluating in-vehicle controls and d

28、isplays”. Presented at the Transportation Review Board 65thAnnual Meeting, Washington, D.C. Brown, T.L., Lee, J.D., McGehee, D.V. (2001). Human performance models and rear-end collision avoidance algorithms. Human Factors, 43(3), 462-482. Chen, H.-C. and Tsoi, K.-C. (1988). Factors affecting the rea

29、dability of moving text on a computer display. Human Factors, 30(1), 25-33. Dingus, T.A., Antin, J.F., Hulse, M.C., and Wierwille, W.W. (1989). Attentional demand requirements of an automobile moving-map navigation system. Transportation Research, A23(4), 301-315. Dudek, C.L. (1992). Guidelines on t

30、he selection and design of messages for changeable message signs (FHWA/TX-92/1232-10) College Station, TX: Texas Department of Transportation. Gellatly, A.W., and Kleiss, J.A. (2000). “Visual Attention Demand Evaluation of Conventional and Multifunction In-vehicle Information Systems.“ In: Proceedin

31、gs of the IEA 2000/HFES 2000 Congress. Joint International Ergonomics Association 14thTriennial Congress and Human Factors and Ergonomics Society 44thAnnual Meeting July 29, 2000 - August 4, 2000. Godthelp, H., Milgram, P., and Blaauw, G.J. (1984). The development of a time-related measure to descri

32、be driving strategy. Human Factors. 26(3), 257-268. Hoffman, J.D., Lee, J.D., McGehee, D.V., and Gellatly, A.W. (2005). Visual sampling of in-vehicle text messages: The effects of number of lines, page presentation and message control. Transportation Research Record, 1937, 22-31. Juola, J.F., Tirito

33、glu, A., and Pleunis, J. (1995). Reading text presented on a small display. Applied Ergonomics, 26(3),227-229.Kang, T.J. and Muter, P. (1989). Reading dynamically displayed text. Behavior ISO CD 16951). Using this method, a comprehensive set of recommendations can be developed that answer immediate

34、design questions. A critical step in the design of in-vehicle alphanumeric messaging display is to identify the type of information to be presented to the driver (Hoffman et al., 2005). Carney et al. (1998) reviewed several reports and extracted an extensive set of driver information requirements. T

35、heir list of driver information requirements with regards to IVIS capabilities was further expanded by Lee drivers must manage the timing and display of the message (see Figure 3-3). Although the number of characters, words, and information units in a message has a strong effect on the drivers sampl

36、ing behavior, the display characteristics that influence how a driver manages the message display may also influence visual sampling. By using this basic model to check each aspect of the alphanumeric message design, overly demanding designs can be identified and mitigated. The first phase following

37、 a nominal state (e.g., blank screen) is the initial state change signifying the arrival of a new message. Initiation of the display of a message may be controlled manually by the driver or automatically by the system. Message initiation and display play a critical role in visual sampling because th

38、ey can influence whether drivers defer reading a message until after demanding roadway situations have passed. The display of the message begins with the process of message entry. Messages can either appear simply by turning on or enter dynamically (e.g., either by sliding in horizontally or vertica

39、lly). Understanding the factors influencing when the message is initiated is particularly important because the timing of the demands of reading a message relative to the roadway demands may be more important than the absolute demands of reading the message itself. The ability of the driver to appro

40、priately manage the message reading task relative to negotiating turns and intersections may be critically dependent on alphanumeric message system design.NominalStateStateChangeInitiateMessageEntryMessageEndLine entry/exitMessage CompleteReadMessageEye PositionHead up/On roadIn car/head down0.6to1.

41、6seconds0.6 to 1.6secondsStart messagesampling0.6 to 1.6secondsCompletemessagesamplingInitiateMessageScrollFIGURE 3-3 - THE LIFE OF A MESSAGE SAE J2831 Issued APR2012 Page 10 of 41 Once the message has entered or is turned on, the reading phase begins. This is where visual demands can begin to build

42、, depending on the complexity of the message. The driver samples the message, returns his/her vision to the forward roadway, samples the message again, and returns to the roadway, until the displayed portion of the message has been completely sampled. Importantly, before drivers begin extracting inf

43、ormation, they may need to orient themselves within the message. This may be particularly important in displays that have many lines of text. Wierwille (1993) found that these samples range from 0.6 to 1.6 s. If the message is too long or complex, it may require the driver to look away from the forw

44、ard roadway more often and for greater periods in order to chunk the information (Figure 2). Figure 3 shows how this sampling pattern might represent the drivers visual sampling during the reading phase of the message.After the displayed portion of the message has been read, the message content may

45、need to be scrolled, and the reading phase reinitiated. In other words, a message that is four to five lines long might be presented in three instances, each divided by the need to scroll to the next. The overall visual demands associated with reading a message on a multi-line display compared to sc

46、rolling through a message on a display containing fewer lines of text has not been empirically investigated or analytically modeled.4. DESIGN RECOMMENDATIONS FORMAT From the literature review, a set of recommendations that follow the same process that was discussed in Figure 3-1 are provided. Subseq

47、uent sections of the Information Report will provide specific design recommendations and rationale for the conceptualization, development, design, testing, or evaluation of in-vehicle alphanumeric displays. Specific designs for such systems are not provided. The most important fundamentals of such i

48、nformation display types are provided. 4.1 Display-Relevant Message Content First, the content of display-relevant messages should be considered to functionally group driver information requirements. The second box in Figure 3-1 describes a number of factors related to message content: urgency; crit

49、icality; length; structure; information processing elements; driving context dependency; and message structure. According to Lee et al. (1999), within the same IVIS function there might be messages that either requires a driver to respond immediately to a critical situation or simply informs the driver of a situation they will need to be aware of later. Itmakes sense that these two messages would be designed quite differently in order to