SAE J 3077-2015 Definitions and Data Sources for the Driver Vehicle Interface (DVI).pdf

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1、 _ SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising ther

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4、70 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/J3077_201512 SURFACE VEHICLE INFORMATION REPORT J3077 DEC2015 Issued 2015-12 Def

5、initions and Data Sources for the Driver Vehicle Interface (DVI) RATIONALE The information in this document is intended to aid researchers and facilitate improved Driver Vehicle Interface (DVI) design and usability by establishing working definitions of key concepts and providing references to exist

6、ing research in this area. New automotive technologies such as crash avoidance systems, Connected Vehicles 1(i.e., V2X), and vehicle automation offer many opportunities for improving mobility and driving safety. However, if in-vehicle systems, particularly the driver-vehicle interface (DVI), are not

7、 designed in a manner consistent with driver limitations and capabilities, these potential advantages may not be realized and these technologies can even lead to unintended negative outcomes. Common definitions of key concepts are important for scientific advancement in these areas for several reaso

8、ns. First, they enable effective communications among researchers and industry. Without common definitions, the relevance of others work may not be recognized, or conflicting data may result due to the failure to detect that datasets are actually dealing with different in-vehicle systems. Second, it

9、 helps focus future research by ensuring researchers are working from a common reference. Third, it is difficult to compare and replicate studies if they do not use common definitions. Lastly, it helps establish credibility for the profession. Overall, having common definitions helps researchers avo

10、id publishing research results that are unclear, inaccurate, misinterpreted, or inconsistent with related publications. A comprehensive list of references to existing research is helpful to quickly discovering and accessing prior work; thus facilitating scientific advancement, and enabling effective

11、 communications among researchers. In this regard, the references to existing research in this document are deliberately limited to juried publications. However, other relevant data sources are available, and the reader is encouraged to pursue discovery and review of additional information such as r

12、elated patents, scholarly opinion, newer publications, internet discussions, and news media articles. NOTE: The users attention is called to the possibility that compliance with this standard may require use of an invention covered by patent rights. 1“Connected Vehicles” refers to “a multimodal init

13、iative that aims to enable safe, interoperable networked wireless communications among vehicles, the infrastructure, and passengers personal communications devices” (see also http:/www.its.dot.gov/connected_vehicle/connected_vehicles_FAQs.htm). SAE INTERNATIONAL J3077 DEC2015 Page 2 of 58 INTRODUCTI

14、ON This information report provides a summary of the activities to-date of Task Force #1 - Research Foundations of the SAEs Driver Vehicle Interface (DVI) committee. There are many promising technology-based solutions that address distracted driving by developing interfaces that mitigate, optimize,

15、and minimize the attentional and physical demands of in-vehicle systems. However, an important key to their success is to integrate the technology properly - with both the driver and with the tasks that comprise driving (Angell, 2010). If this is done well, then technology can help the driver focus

16、attention. If this is done poorly, then technology can further complicate, interfere with, and distract the driver. The challenge of integrating the driver, the technology they use, and the task of driving is a difficult one especially given that technologies may be carried into the vehicle (e.g., m

17、obile phone, personal navigation device, etc.), transmitted into the vehicle (e.g., roadside unit, cloud-based server, etc.), or downloaded into an embedded vehicle module after the time of manufacture. A systems-level perspective and technology standards to ensure interoperability between subsystem

18、s should be used; for example, to preserve the manufacturers ability to lock-out functions and features that would violate applicable driver distraction guidelines. It also requires a fundamental understanding of the part the driver plays in safe driving with a priority on supporting the drivers abi

19、lity to focus attention on the primary task of driving. As technology progresses, there are some areas that are important for helping to prevent and mitigate distraction and high workload (see also Angell, 2010, 2012), for example: 1. Assuring that technologies are designed, developed, and integrate

20、d within the driver interface to minimize distraction and workload. This has to do with the need to assure that the basic technologies of the driver interface achieve this goal. It involves: x The application of good, basic DVI design practices x Harnessing techniques for: de-cluttering, lock-outs w

21、hen demand is excessive, and perhaps safety-coaching and embedded training; maybe even very low-level dialog managers (e.g., delaying a phone call when the turn signal is on) 2. Developing and integrating new advanced technologies which can actively prevent and reduce distraction, as well as support

22、 the driver in managing attention and workload. This reflects the need to develop and apply technologies that actively support the driver in preventing distraction or in preventing or mitigating safety conflicts or crashes should they arise. Such technologies/capabilities could include: x Active att

23、ention monitoring x Cueing the driver to return their attention to the road x Triggering of active safety and/or driver assistance systems (e.g., collision-imminent braking, lane-departure warning or prevention, etc.) To support approaches such as these, this Information Report has been developed to

24、 provide information in each of these areas to aid the design and development of the driver-vehicle interface of in-vehicle technologies, systems, and applications. It does this by providing working definitions of key concepts and references to research in these areas. SAE INTERNATIONAL J3077 DEC201

25、5 Page 3 of 58 TABLE OF CONTENTS 1. SCOPE . 3 2. REFERENCES . 4 2.1 Applicable Documents . 4 2.1.1 SAE Publications 4 2.1.2 Other Publications 4 2.2 Related Publications 4 2.2.1 ANSI Accredited Publications 4 2.2.2 ISO Publications . 5 2.2.3 FMVSS Publications 5 3. WORKING DEFINITIONS 5 3.1 DEFINITI

26、ON OF DRIVER DISTRACTION . 5 3.1.1 Driver Distraction 5 3.1.2 Competing Activity . 5 3.1.3 Subsidiary Definitions Relevant to “Competing Activity” (all from Foley et al., 2013, p. 62) 5 3.2 DEFINITIONS FOR RESOURCES 6 3.2.1 Cognitive 6 3.2.2 Auditory 6 3.2.3 Vocal/Verbal . 6 3.2.4 Visual 6 3.2.5 Mot

27、oric 6 3.2.6 Other . 6 3.3 DEFINITION OF DRIVER WORKLOAD 6 3.3.1 Global definition of Driver Workload 6 4. SUMMARY OF DATA SOURCES RELEVANT TO DVI DESIGN AND CONCEPTUALIZING DRIVER DISTRACTION 8 4.1 Key Data Sources 8 5. NOTES . 8 5.1 Revision Indicator . 8 APPENDIX A PRELIMINARY SEARCH TERMS FOR DV

28、I DESIGN 9 APPENDIX B INITIAL LIST OF DATA SOURCES HELPFUL FOR CONCEPTUALIZING AND DEVELOPING DVIS 11 APPENDIX C INITIAL LIST OF DATA SOURCES RELATED TO CONCEPTUALIZING AND DEFINING DRIVER DISTRACTION 55 1. SCOPE This document provides a summary of the activities to-date of Task Force #1 - Research

29、Foundations of the SAEs Driver Vehicle Interface (DVI) committee. More specifically, it establishes working definitions of key DVI concepts, as well as an extensive list of data sources relevant to DVI design and the larger topic of driver distraction. SAE INTERNATIONAL J3077 DEC2015 Page 4 of 58 2.

30、 REFERENCES 2.1 Applicable Documents The following publications form a part of this specification to the extent specified herein. Unless otherwise indicated, the latest issue of SAE publications shall apply. 2.1.1 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale,

31、 PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or +1 724-776-4970 (outside USA), www.sae.org. SAE J1138 Design Criteria - Driver Hand Controls Location for Passenger Cars, Multipurpose Passenger Vehicles, and Trucks (10 000 GVW and Under) SAE J2364 Navigation and Route Guidance Function A

32、ccessibility While Driving SAE J2395 ITS In-Vehicle Message Priority SAE J2396 Definitions and Experimental Measures Related to the Specification of Driver Visual Behavior Using Video Based Techniques SAE J2400 Human Factors in Forward Collision Warning Systems: Operating Characteristics and User In

33、terface Requirements SAE J2802 Blind Spot Monitoring System (BSMS): Operating Characteristics and User Interface SAE J2830 Process for Comprehension Testing of In-Vehicle Icons 2.1.2 Other Publications Angell, L.S. (2010). Using Technology to Prevent Notice 103, RIN 2127-AG14, to be codified at 49 C

34、.F.R. pt. 571. 208. Retrieved from http:/www.nhtsa.dot.gov/cars/rules/rulings/Labels5.mlv.html. 3. WORKING DEFINITIONS 3.1 DEFINITION OF DRIVER DISTRACTION 3.1.1 Driver Distraction The diversion of attention away from activities critical for safe driving toward a competing activity, which may result

35、 in insufficient or no attention to activities critical for safe driving (Regan, et al., 2011, p. 1776). 3.1.2 Competing Activity An activity or activities which place/s demands upon cognitive, auditory, vocal/verbal, visual, motoric, and other resources separately or in any combination-demands that

36、 are the same as or similar to the resources demanded by safe driving (hence giving rise to resource-competition), and which occur concurrently while driving (Foley et al., 2013, p. 61). 3.1.3 Subsidiary Definitions Relevant to “Competing Activity” (all from Foley et al., 2013, p. 62) 3.1.3.1 Visual

37、 Distraction Any glance that competes with activities necessary for safe driving. SAE INTERNATIONAL J3077 DEC2015 Page 6 of 58 3.1.3.2 Manual Distraction Any physical manipulation that competes with activities necessary for safe driving. 3.1.3.3 Auditory Distraction Any period of aural stimulation t

38、hat competes with activities necessary for safe driving. 3.1.3.4 Vocal Distraction Any vocal utterance (or covert sub-vocal utterance) that competes with activities necessary for safe driving. 3.1.3.5 Cognitive Distraction Any epoch of cognitive loading that competes with activities necessary for sa

39、fe driving. 3.2 DEFINITIONS FOR RESOURCES Resources are defined as (all from Foley et al., 2013, p. 61): 3.2.1 Cognitive The alerting, executive, and orienting attentional networks singly or in combination, as well as the memory and representational systems (e.g., working and long- term) from which

40、information may be retrieved and in which it may be held and operated upon. 3.2.2 Auditory The sensory organs and associated neurological structures, pathways, and processes by which hearing and perceiving sound occurs. 3.2.3 Vocal/Verbal The structures, pathways, and processes associated with speak

41、ing, verbalizing, or making utterances covertly or overtly. 3.2.4 Visual The visual sensory organs and associated neurological structures, pathways, and processes. 3.2.5 Motoric The motor/biomechanical system and associated structures of movement within the body. 3.2.6 Other While not typically incl

42、uded in the discussion of resources in the context of driving, activation of “other“ resources (for example, the structures, pathways, and processes associated with somatosensory/vestibular functions, smell, or taste) may also impact attention and result in distraction. 3.3 DEFINITION OF DRIVER WORK

43、LOAD 3.3.1 Global definition of Driver Workload The amount of physical and mental activity that is required to perform a particular task or set of tasks while driving. 3.3.1.1 Overall Driver Workload The amount of physical and mental activity that is required to perform a particular task or set of t

44、asks while driving. SAE INTERNATIONAL J3077 DEC2015 Page 7 of 58 3.3.1.2 Average Driver Workload The amount of physical and mental activity that is required to perform a particular task or set of tasks while driving over the time it takes to complete them. 3.3.1.3 Instantaneous Driver Workload The a

45、mount of physical and mental activity over a specified unit of time that is required to perform a particular task or set of tasks while driving. 3.4 DEFINITION OF DISTRACTION MITIGATION SYSTEMS RELEVANT TO DVI DESIGN Driver distraction and mitigation systems are likely to consist of several, somewha

46、t independent, subsystems. Therefore, working definitions of the overall system, as well as each of the major subsystems, are needed to facilitate discussions on the topic. Below are some terms and associated definitions related to driver distraction and workload mitigation systems. 3.4.1 Definition

47、 for the Complete System Used to Mitigate Driver Distraction and Workload 3.4.1.1 Driver distraction and workload mitigation system A system, sometimes made up of several distributed subsystems with their own inputs and outputs, which helps a driver maintain situational awareness (or enhancing atten

48、tiveness) by drawing the drivers attention towards important roadway events and controlling the timing and format of communications with other objects (e.g., device and cloud-based applications, vehicle systems, etc.) based on the current roadway situation, driver abilities, and vehicle status. 3.4.

49、2 Definitions for each of the Subsystems Used to Mitigate Driver Distraction and Workload 3.4.2.1 Situational Awareness (SA) management subsystem A subsystem of a “driver distraction and workload mitigation system” that controls when and how communications is presented to the driver based on information received from other subsystems that are responsible for monitoring the current roadway situation, driver ab