ISO 16673-2017 Road vehicles - Ergonomic aspects of transport information and control systems - Occlusion method to assess visual demand due to the use of in-ve.pdf

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1、 ISO 2017 Road vehicles Ergonomic aspects of transport information and control systems Occlusion method to assess visual demand due to the use of in- vehicle systems Vhicules routiers Aspects ergonomiques des systmes dinformation et de contrle du transport Mthode par occlusion pour valuer la distrac

2、tion visuelle due lutilisation des systmes embarqus INTERNATIONAL STANDARD ISO 16673 Second edition 2017-09 Reference number ISO 16673:2017(E) ISO 16673:2017(E)ii ISO 2017 All rights reserved COPYRIGHT PROTECTED DOCUMENT ISO 2017, Published in Switzerland All rights reserved. Unless otherwise specif

3、ied, no part of this publication may be reproduced or utilized otherwise in any form or by any means, electronic or mechanical, including photocopying, or posting on the internet or an intranet, without prior written permission. Permission can be requested from either ISO at the address below or ISO

4、s member body in the country of the requester. ISO copyright office Ch. de Blandonnet 8 CP 401 CH-1214 Vernier, Geneva, Switzerland Tel. +41 22 749 01 11 Fax +41 22 749 09 47 copyrightiso.org www.iso.org ISO 16673:2017(E)Foreword iv Introduction v 1 Scope . 1 2 Normative references 1 3 T erms and de

5、finitions . 1 4 Measurement procedures . 4 4.1 Set-up 4 4.2 Vision and occlusion intervals . 4 4.3 Task timing . 5 4.4 Exclusion of trials . 6 5 Assessing visual demand . 6 5.1 Selection of tasks . 6 5.2 Participants 6 5.3 Training . 6 5.4 Test trials 7 5.5 Experimental plan 7 5.6 Calculation of vis

6、ual demand metrics . 8 5.6.1 General 8 5.6.2 Calculating TSOT . 8 5.6.3 Calculating R . 9 5.6.4 Interpretation of results .10 Annex A (informative) System response delay 11 Annex B (informative) Surrogate driving task as a primary task 14 Bibliography .15 ISO 2017 All rights reserved iii Contents Pa

7、ge ISO 16673:2017(E) Foreword ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing International Standards is normally carried out through ISO technical committees. Each member body interested in a

8、subject for which a technical committee has been established has the right to be represented on that committee. International organizations, governmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the International Electrotechnical Commission

9、 (IEC) on all matters of electrotechnical standardization. The procedures used to develop this document and those intended for its further maintenance are described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the different types of ISO documents should

10、 be noted. This document was drafted in accordance with the editorial rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives). Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. ISO shall not be held responsible for iden

11、tifying any or all such patent rights. Details of any patent rights identified during the development of the document will be in the Introduction and/or on the ISO list of patent declarations received (see www.iso.org/patents). Any trade name used in this document is information given for the conven

12、ience of users and does not constitute an endorsement. For an explanation on the voluntary nature of standards, the meaning of ISO specific terms and expressions related to conformity assessment, as well as information about ISOs adherence to the World Trade Organization (WTO) principles in the Tech

13、nical Barriers to Trade (TBT) see the following URL: www.iso.org/iso/foreword.html. This document was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 39, Ergonomics. This second edition cancels and replaces the first edition (ISO 16673:2007), which has been technically revi

14、sed. The main changes compared to the previous edition are as follows: the accessibility has been changed from “unrestrained driver” to “buckled driver” in 3.1; the following paragraph has been added in 4.1: “Written instructions should not be visible to the participants during task performance or t

15、hey should be visible to the participants during the whole task performance, i.e. also during occluded intervals”; Annex B has been added.iv ISO 2017 All rights reserved ISO 16673:2017(E) Introduction A wide range of information and communication devices and advanced driver assistance systems are be

16、ing introduced into motor vehicles. These include navigation aids, emergency messaging systems and wireless communication including email and internet access, which are all accessible to the driver of a motor vehicle. Many of these features have associated visual information that can potentially bot

17、h inform and distract. To help ensure that the use of such devices and features that are meant to be used by the driver while driving do not result in excessive visual demand, a consistent, verifiable and repeatable method to determine the visual demand imposed by such in-vehicle systems is needed.

18、Developing precise mathematical predictions of the risk of a crash due to driver distraction from using a particular driver interface is difficult. However, it can be reasonably stated that if drivers are not looking at the road (e.g. looking inside the vehicle to operate a control or read a display

19、), then the probability of a crash is increased 5 . This document is not intended to preclude direct measurement of eye glances as a method to assess visual demand. Direct measurement of eye glances is always desirable. However, direct measurements of eyes-off-the-road times, i.e. glance time measur

20、ements, are typically difficult and very costly to measure. The occlusion method estimates visual demand, including resumability, of a task using a means for intermittent viewing of the in-vehicle system. Evaluation by occlusion identifies driver interfaces that are likely to take the drivers eyes a

21、way from the road for excessively long durations. Additional data collected without occlusion can be combined with occlusion data to calculate R, a measure believed to identify whether or not tasks can be easily resumed after the driver interrupts the task to look back at the road. This procedure do

22、es not require extensive resources and can be applied if a functioning prototype of the driver interface exists. ISO 2017 All rights reserved v Road vehicles Ergonomic aspects of transport information and control systems Occlusion method to assess visual demand due to the use of in-vehicle systems 1

23、 Scope This document provides a procedure for measuring visual demand due to the use of visual or visual- manual interfaces accessible to the driver while the vehicle is in motion. It applies to both original equipment manufacturer (OEM) and after-market in-vehicle systems. It applies to both perman

24、ently installed and portable systems. It applies to any means of visual occlusion and is not dependent on one specific physical implementation. 2 Normative references There are no normative references in this document. 3 T erms a nd definiti ons For the purposes of this document, the following terms

25、 and definitions apply. ISO and IEC maintain terminological databases for use in standardization at the following addresses: IEC Electropedia: available at http:/ /www.electropedia.org/ ISO Online browsing platform: available at http:/ /www.iso.org/obp 3.1 driver accessible interface controls necess

26、ary to complete the task (3.11) that are within the reach of the buckled driver and the interface display is visible with a head movement, and the system is operable by the driver Note 1 to entry: See ISO 3958 1for the driver reach of the restrained driver, and SAE J1050 3for the head movement. Note

27、 2 to entry: The driver interface includes the visual display and any relevant controls. EXAMPLE A nomadic or portable device such as a PDA outside of the reach of a restrained driver is still considered driver accessible if within the reach envelope of a buckled driver. 3.2 glance duration time fro

28、m the moment at which the direction of gaze moves towards a target (e.g. the interface display) to the moment it moves away from the target Note 1 to entry: This includes the transition time to that target as shown in Figure 1, simplified from ISO 15007-1:2014, Figure A.2 2 . Note 2 to entry: A sing

29、le glance duration may also be referred to as a glance. INTERNATIONAL ST ANDARD ISO 16673:2017(E) ISO 2017 All rights reserved 1 ISO 16673:2017(E) Key X time 1 target B (e.g. the interior mirror) 2 target A (e.g. the roadway) 3 target C (e.g. in-vehicle display) a Glance duration. Figure 1 Chronolog

30、ical relationship of driver visual allocation between target regions 3.3 goal system end state sought by the driver and which is meaningful in the context of a drivers use of an in- vehicle system EXAMPLE Obtaining guidance to a particular destination, magnifying a map display, or cancelling route g

31、uidance. 3.4 integrated system two or more in-vehicle devices which provide information to, or receive output from, the driver of a motor vehicle whose input and/or output have been combined or harmonized EXAMPLE 1 An in-vehicle entertainment system and route guidance system which use the same visua

32、l and manual input portals and visual and auditory output portals. EXAMPLE 2 An in-vehicle entertainment system whose auditory output mutes when a mobile phone call is made or received. 3.5 occlusion interval time during which the driver interface is not visible when using an occlusion procedure 3.6

33、 outlier observation that lies outside the overall pattern of the sample data distribution 6 3.7 portable system device, which provides information to, or receives output from the driver of a motor vehicle, that can be used within the vehicle without installation or can be rapidly and easily install

34、ed in and removed from a vehicle2 ISO 2017 All rights reserved ISO 16673:2017(E) 3.8 resumability ease with which a dialogue can be continued after it is interrupted Note 1 to entry: A dialogue is considered resumable if task performance continues without a significant degradation after an interrupt

35、ion. 3.9 resumability ratio R ratio of the duration of the total shutter open time (TSOT) to the total task time unoccluded (TTT Unoccl ), i.e. TSOT/TTT Unoccl 3.10 system response delay SRD interval during which the driver has to wait for an interface to respond or update in order to continue a tas

36、k EXAMPLE Waiting for an off-board computer to be queried or waiting for a voice message to be generated. 3.11 task process of achieving a specific and measurable goal using a prescribed method Note 1 to entry: Ultimately, it is for the users of this document to determine tasks that are meaningful i

37、n the context of a drivers use of a system. EXAMPLE 1 Obtaining guidance by entering a street address using the scrolling list method, continuing until route guidance is initiated (visual-manual task). EXAMPLE 2 Determining where to turn based on a turn-by-turn guidance screen (visual task). 3.12 to

38、tal shutter open time TSOT total time that vision is not occluded when using an occlusion procedure (3.19) Note 1 to entry: TSOT is the sum of vision intervals (3.17) required for the task (3.11) of interest. 3.13 total task time occluded TTT Occl total time to complete the task (3.11) of interest,

39、including both unoccluded and occluded intervals, while using a visual occlusion procedure (3.19) 3.14 total task time unoccluded TTT Unoccl total time required to complete the task (3.11) of interest without using a visual occlusion procedure (3.19) and without any concurrent task 3.15 trial invest

40、igation of one participant undertaking one repetition of one task (3.11) 3.16 vehicle in motion vehicle whose speed relative to its supporting surface is “nonzero” Note 1 to entry: Practical limitations on existing vehicle sensors may cause small velocities (typically not more than 5 km/h) to be reg

41、istered as zero. ISO 2017 All rights reserved 3 ISO 16673:2017(E) 3.17 vision interval discrete time during which the driver interface is visible when using an occlusion procedure Note 1 to entry: Vision interval is also the shutter open time (SOT). 3.18 visual demand amount of visual activity requi

42、red to extract information from an interface of an in-vehicle system to perform a specific task (3.11) Note 1 to entry: In general, visual demand depends on the quantity of information to be extracted and the ease with which information extraction can be resumed following any interruption. 3.19 visu

43、al occlusion procedure measurement method involving periodic obstruction of the participants vision or the obscuration of visual information under investigation 4 Measurement procedures 4.1 Set-up Intermittent viewing of an interface can be provided by various means. The occlusion procedure approxim

44、ates the driver looking back and forth between the forward driving scene and an in-vehicle interface, looking at each for a brief period of time. In addition to the commonly used goggles 8 , occlusion can be achieved using blanking of the visual display or a shutter in front of the interface. Displa

45、y blanking can be done by electronically turning the visual display on and off in accordance with the timing in 4.2. A shutter shall be opaque during the occlusion interval. This could be done electronically with a variable transmittance lens, such as that used in the occlusion goggles, or it could

46、be done using a system of one or more mechanical shutters. In the latter case, the shutters should not interfere with operation of the manual controls. Whether using electronic or mechanical means, the switching process and restoration of the active screen display at the end of an occlusion interval

47、 shall occur in less than 20 ms. Early studies involving occlusion in the primary driving task (forward field of view) used a head mounted mechanical shutter 17 . During the occlusion interval, neither the interface displays nor controls shall be visible, but operation of the controls shall be permi

48、tted (though most input to the interface might occur when vision is available). This protocol simulates drivers looking at the road but continuing to enter information via a manual control. The system under investigation shall be operational and fitted to a vehicle, simulator buck, or mock-up in a d

49、esign which duplicates the intended location of the interface in the vehicle (i.e. the viewing angle and control placement relationships shall be maintained). The ocular illumination levels in the vision and occlusion intervals should be comparable so that dark/light adaptation of the participants eyes is not necessary during the procedure. The instruction shall be standardized and be presented either orally or in writing. The display and controls of the interface should be visible during instruction. An in