Novel Multimodal Feedback Techniques for In-Car Mid-Air Gesture Interaction

This paper presents an investigation into the effects of different feedback modalities on mid-air gesture interaction for infotainment systems in cars. Car crashes and near-crash events are most commonly caused by driver distraction. Mid-air interaction is a way of reducing driver distraction by reducing visual demand from infotainment. Despite a range of available modalities, feedback in mid-air gesture systems is generally provided through visual displays. We conducted a simulated driving study to investigate how different types of multimodal feedback can support in-air gestures. The effects of different feedback modalities on eye gaze behaviour, and the driving and gesturing tasks are considered. We found that feedback modality influenced gesturing behaviour. However, drivers corrected falsely executed gestures more often in non-visual conditions. Our findings show that non-visual feedback can reduce visual distraction significantl

From Manual Driving to Automated Driving: A Review of 10 Years of AutoUI

This paper gives an overview of the ten-year devel- opment of the papers presented at the International ACM Conference on Automotive User Interfaces and Interactive Vehicular Applications (AutoUI) from 2009 to 2018. We categorize the topics into two main groups, namely, manual driving-related research and automated driving-related re- search. Within manual driving, we mainly focus on studies on user interfaces (UIs), driver states, augmented reality and head-up displays, and methodology; Within automated driv- ing, we discuss topics, such as takeover, acceptance and trust, interacting with road users, UIs, and methodology. We also discuss the main challenges and future directions for AutoUI and offer a roadmap for the research in this area.https://deepblue.lib.umich.edu/bitstream/2027.42/153959/1/From Manual Driving to Automated Driving: A Review of 10 Years of AutoUI.pdfDescription of From Manual Driving to Automated Driving: A Review of 10 Years of AutoUI.pdf : Main articl

HapWheel: in-car infotainment system feedback using haptic and hovering techniques

Abstract—In-car devices are growing both in complexity and capacity, integrating functionalities that used to be divided among other controls in the vehicles. These systems appear increasingly in the form of touchscreens as a cost-saving measure. Screens lack the physicality of traditional buttons or switches, requiring drivers to look away from the road to operate them. This paper presents the design, implementation, and two studies that evaluated HapWheel, a system that provides the driver with haptic feedback in the steering wheel while interacting with an Infotainment System. Results show that the proposed system reduced both the duration of and the number of times a driver looked away from the road. HapWheel was also successful at reducing the number of mistakes during the interaction.info:eu-repo/semantics/publishedVersio

The cockpit for the 21st century

Interactive surfaces are a growing trend in many domains. As one possible manifestation of Mark Weiser’s vision of ubiquitous and disappearing computers in everywhere objects, we see touchsensitive screens in many kinds of devices, such as smartphones, tablet computers and interactive tabletops. More advanced concepts of these have been an active research topic for many years. This has also influenced automotive cockpit development: concept cars and recent market releases show integrated touchscreens, growing in size. To meet the increasing information and interaction needs, interactive surfaces offer context-dependent functionality in combination with a direct input paradigm. However, interfaces in the car need to be operable while driving. Distraction, especially visual distraction from the driving task, can lead to critical situations if the sum of attentional demand emerging from both primary and secondary task overextends the available resources. So far, a touchscreen requires a lot of visual attention since its flat surface does not provide any haptic feedback. There have been approaches to make direct touch interaction accessible while driving for simple tasks. Outside the automotive domain, for example in office environments, concepts for sophisticated handling of large displays have already been introduced. Moreover, technological advances lead to new characteristics for interactive surfaces by enabling arbitrary surface shapes. In cars, two main characteristics for upcoming interactive surfaces are largeness and shape. On the one hand, spatial extension is not only increasing through larger displays, but also by taking objects in the surrounding into account for interaction. On the other hand, the flatness inherent in current screens can be overcome by upcoming technologies, and interactive surfaces can therefore provide haptically distinguishable surfaces. This thesis describes the systematic exploration of large and shaped interactive surfaces and analyzes their potential for interaction while driving. Therefore, different prototypes for each characteristic have been developed and evaluated in test settings suitable for their maturity level. Those prototypes were used to obtain subjective user feedback and objective data, to investigate effects on driving and glance behavior as well as usability and user experience. As a contribution, this thesis provides an analysis of the development of interactive surfaces in the car. Two characteristics, largeness and shape, are identified that can improve the interaction compared to conventional touchscreens. The presented studies show that large interactive surfaces can provide new and improved ways of interaction both in driver-only and driver-passenger situations. Furthermore, studies indicate a positive effect on visual distraction when additional static haptic feedback is provided by shaped interactive surfaces. Overall, various, non-exclusively applicable, interaction concepts prove the potential of interactive surfaces for the use in automotive cockpits, which is expected to be beneficial also in further environments where visual attention needs to be focused on additional tasks.Der Einsatz von interaktiven Oberflächen weitet sich mehr und mehr auf die unterschiedlichsten Lebensbereiche aus. Damit sind sie eine mögliche Ausprägung von Mark Weisers Vision der allgegenwärtigen Computer, die aus unserer direkten Wahrnehmung verschwinden. Bei einer Vielzahl von technischen Geräten des täglichen Lebens, wie Smartphones, Tablets oder interaktiven Tischen, sind berührungsempfindliche Oberflächen bereits heute in Benutzung. Schon seit vielen Jahren arbeiten Forscher an einer Weiterentwicklung der Technik, um ihre Vorteile auch in anderen Bereichen, wie beispielsweise der Interaktion zwischen Mensch und Automobil, nutzbar zu machen. Und das mit Erfolg: Interaktive Benutzeroberflächen werden mittlerweile serienmäßig in vielen Fahrzeugen eingesetzt. Der Einbau von immer größeren, in das Cockpit integrierten Touchscreens in Konzeptfahrzeuge zeigt, dass sich diese Entwicklung weiter in vollem Gange befindet. Interaktive Oberflächen ermöglichen das flexible Anzeigen von kontextsensitiven Inhalten und machen eine direkte Interaktion mit den Bildschirminhalten möglich. Auf diese Weise erfüllen sie die sich wandelnden Informations- und Interaktionsbedürfnisse in besonderem Maße. Beim Einsatz von Bedienschnittstellen im Fahrzeug ist die gefahrlose Benutzbarkeit während der Fahrt von besonderer Bedeutung. Insbesondere visuelle Ablenkung von der Fahraufgabe kann zu kritischen Situationen führen, wenn Primär- und Sekundäraufgaben mehr als die insgesamt verfügbare Aufmerksamkeit des Fahrers beanspruchen. Herkömmliche Touchscreens stellen dem Fahrer bisher lediglich eine flache Oberfläche bereit, die keinerlei haptische Rückmeldung bietet, weshalb deren Bedienung besonders viel visuelle Aufmerksamkeit erfordert. Verschiedene Ansätze ermöglichen dem Fahrer, direkte Touchinteraktion für einfache Aufgaben während der Fahrt zu nutzen. Außerhalb der Automobilindustrie, zum Beispiel für Büroarbeitsplätze, wurden bereits verschiedene Konzepte für eine komplexere Bedienung großer Bildschirme vorgestellt. Darüber hinaus führt der technologische Fortschritt zu neuen möglichen Ausprägungen interaktiver Oberflächen und erlaubt, diese beliebig zu formen. Für die nächste Generation von interaktiven Oberflächen im Fahrzeug wird vor allem an der Modifikation der Kategorien Größe und Form gearbeitet. Die Bedienschnittstelle wird nicht nur durch größere Bildschirme erweitert, sondern auch dadurch, dass Objekte wie Dekorleisten in die Interaktion einbezogen werden können. Andererseits heben aktuelle Technologieentwicklungen die Restriktion auf flache Oberflächen auf, so dass Touchscreens künftig ertastbare Strukturen aufweisen können. Diese Dissertation beschreibt die systematische Untersuchung großer und nicht-flacher interaktiver Oberflächen und analysiert ihr Potential für die Interaktion während der Fahrt. Dazu wurden für jede Charakteristik verschiedene Prototypen entwickelt und in Testumgebungen entsprechend ihres Reifegrads evaluiert. Auf diese Weise konnten subjektives Nutzerfeedback und objektive Daten erhoben, und die Effekte auf Fahr- und Blickverhalten sowie Nutzbarkeit untersucht werden. Diese Dissertation leistet den Beitrag einer Analyse der Entwicklung von interaktiven Oberflächen im Automobilbereich. Weiterhin werden die Aspekte Größe und Form untersucht, um mit ihrer Hilfe die Interaktion im Vergleich zu herkömmlichen Touchscreens zu verbessern. Die durchgeführten Studien belegen, dass große Flächen neue und verbesserte Bedienmöglichkeiten bieten können. Außerdem zeigt sich ein positiver Effekt auf die visuelle Ablenkung, wenn zusätzliches statisches, haptisches Feedback durch nicht-flache Oberflächen bereitgestellt wird. Zusammenfassend zeigen verschiedene, untereinander kombinierbare Interaktionskonzepte das Potential interaktiver Oberflächen für den automotiven Einsatz. Zudem können die Ergebnisse auch in anderen Bereichen Anwendung finden, in denen visuelle Aufmerksamkeit für andere Aufgaben benötigt wird

Comparing Map Learning between Touchscreen-Based Visual and Haptic Displays: A Behavioral Evaluation with Blind and Sighted Users

The ubiquity of multimodal smart devices affords new opportunities for eyes-free applications for conveying graphical information to both sighted and visually impaired users. Using previously established haptic design guidelines for generic rendering of graphical content on touchscreen interfaces, the current study evaluates the learning and mental representation of digital maps, representing a key real-world translational eyes-free application. Two experiments involving 12 blind participants and 16 sighted participants compared cognitive map development and test performance on a range of spatio-behavioral tasks across three information-matched learning-mode conditions: (1) our prototype vibro-audio map (VAM), (2) traditional hardcopy-tactile maps, and (3) visual maps. Results demonstrated that when perceptual parameters of the stimuli were matched between modalities during haptic and visual map learning, test performance was highly similar (functionally equivalent) between the learning modes and participant groups. These results suggest equivalent cognitive map formation between both blind and sighted users and between maps learned from different sensory inputs, providing compelling evidence supporting the development of amodal spatial representations in the brain. The practical implications of these results include empirical evidence supporting a growing interest in the efficacy of multisensory interfaces as a primary interaction style for people both with and without vision. Findings challenge the long-held assumption that blind people exhibit deficits on global spatial tasks compared to their sighted peers, with results also providing empirical support for the methodological use of sighted participants in studies pertaining to technologies primarily aimed at supporting blind users

In-vehicle Performance and Distraction for Midair and Touch Directional Gestures

We compare the performance and level of distraction of expressive directional gesture input in the context of in-vehicle system commands. Center console touchscreen swipes and midair swipe-like movements are tested in 8-directions, with 8-button touchscreen tapping as a baseline. Participants use these input methods for intermittent target selections while performing the Lane Change https://www.overleaf.com/project/646bcc336c1dbd2473a83852Task in a virtual driving simulator. Input performance is measured with time and accuracy, cognitive load with deviation of lane position and speed, and distraction from frequency of off-screen glances. Results show midair gestures were less distracting and faster, but with lower accuracy. Touchscreen swipes and touchscreen tapping are comparable across measures. Our work provides empirical evidence for vehicle interface designers and manufacturers considering midair or touch directional gestures for centre console input

Multimodal feedback for mid-air gestures when driving

Mid-air gestures in cars are being used by an increasing number of drivers on the road. Us-ability concerns mean good feedback is important, but a balance needs to be found between supporting interaction and reducing distraction in an already demanding environment. Visual feedback is most commonly used, but takes visual attention away from driving. This thesis investigates novel non-visual alternatives to support the driver during mid-air gesture interaction: Cutaneous Push, Peripheral Lights, and Ultrasound feedback. These modalities lack the expressive capabilities of high resolution screens, but are intended to allow drivers to focus on the driving task. A new form of haptic feedback — Cutaneous Push — was defined. Six solenoids were embedded along the rim of the steering wheel, creating three bumps under each palm. Studies 1, 2, and 3 investigated the efficacy of novel static and dynamic Cutaneous Push patterns, and their impact on driving performance. In simulated driving studies, the cutaneous patterns were tested. The results showed pattern identification rates of up to 81.3% for static patterns and 73.5% for dynamic patterns and 100% recognition of directional cues. Cutaneous Push notifications did not impact driving behaviour nor workload and showed very high user acceptance. Cutaneous Push patterns have the potential to make driving safer by providing non-visual and instantaneous messages, for example to indicate an approaching cyclist or obstacle. Studies 4 & 5 looked at novel uni- and bimodal feedback combinations of Visual, Auditory, Cutaneous Push, and Peripheral Lights for mid-air gestures and found that non-visual feedback modalities, especially when combined bimodally, offered just as much support for interaction without negatively affecting driving performance, visual attention and cognitive demand. These results provide compelling support for using non-visual feedback from in-car systems, supporting input whilst letting drivers focus on driving.Studies 6 & 7 investigated the above bimodal combinations as well as uni- and bimodal Ultrasound feedback during the Lane Change Task to assess the impact of gesturing and feedback modality on car control during more challenging driving. The results of study Seven suggests that Visual and Ultrasound feedback are not appropriate for in-car usage,unless combined multimodally. If Ultrasound is used unimodally it is more useful in a binary scenario.Findings from Studies 5, 6, and 7 suggest that multimodal feedback significantly reduces eyes-off-the-road time compared to Visual feedback without compromising driving performance or perceived user workload, thus it can potentially reduce crash risks. Novel design recommendations for providing feedback during mid-air gesture interaction in cars are provided, informed by the experiment findings

Touch-Screen-Interaktion auf der Mittelkonsole zur Steuerung von Funktionen im Fahrzeug

Ausgehend von den Trends und Veränderungen im Bereich automobiler Benutzerschnittstellen während der letzten Jahre wurde in dieser Arbeit ein Touch-Screen-Bedienkonzept für die Fahrzeugmittelkonsole entwickelt, das als Alternative zur herkömmlichen Bedienung über haptische Kontrollelemente dienen kann. Mit Blick auf die stetige Zunahme an Infotainment-Funktionen in Fahrzeugen bieten Touch-Screens gegenüber konventionellen Knöpfen und Schaltern eine erhöhte Flexibilität, sowie die Chance auf eine verbesserte Bedienbarkeit. Im Gegenzug jedoch bringen sie aufgrund ihrer glatten Oberfläche die Problematik einer fehlenden Haptik mit sich, was zu einer möglichen Erhöhung der visuellen Ablenkung und damit zu einem potentiellen Sicherheitsrisiko im Straßenverkehr führen kann. Vor diesem Hintergrund sollte ein Bedienkonzept erforscht werden, das möglichst intuitiv bedienbar ist und dabei wenig Blickkontakt benötigt. Zu diesem Zweck wurde unter Verwendung einer ausgebauten Fahrzeugmittelkonsole und einem Android-Tablet ein Prototyp anhand einer Klimasteuerung umgesetzt, der neben einem Vergleich verschiedener Touch-Screen-Bedienmethoden zusätzlich das generelle Touch-Screen-Konzept mit einer konventionellen Klimasteuerung vergleichen sollte. Die Evaluierung erfolgte dabei mithilfe eines Fahrsimulators. Gezeigtwerden konnte in erster Linie das Potential einer Touch-Screen-Bedienung unter Kombination von Wisch- und Tipp-Gesten, sowie eine denkbare Ausweitung des Touch-Screen-Anwendungsgebietes über reine Infotainment-Funktionen hinaus.Based on recent trends and changes in the field of automotive user interfaces during the last years, a touch-screen interaction concept for vehicle center consoles was developed in this work, which can serve as an alternative to the conventional operation with tactile controls. With an eye toward the continuous increase of information and entertainment features in vehicles, touch-screens offer the chance for increased flexibility and usability. However, due to their smooth surface, they reveal a lack of tactile feedback, which can lead to a potential increase of visual distraction and therefore provide a potential safety hazard on the road. On that account, an intuitive interaction concept should be explored that requires as little eye contact as possible. For this purpose a prototype based on a vehicle center console and an Android-based tablet for a climate control has been implemented. On the one hand this allows for a comparison between different touch screen interaction concepts, on the other hand it provides the possibility to compare the overall touch screen concept against traditional tactile climate controls. The evaluation with this prototype was done using a driving simulator setup. In first line the findings show the potential of a touch screen interaction concept with the combination of swipe- and tapgestures. Furthermore, we show that the expansion of a touch screen concept beyond the infotainment system's functions is a conceivable option

Principles and Guidelines for Advancement of Touchscreen-Based Non-visual Access to 2D Spatial Information

Graphical materials such as graphs and maps are often inaccessible to millions of blind and visually-impaired (BVI) people, which negatively impacts their educational prospects, ability to travel, and vocational opportunities. To address this longstanding issue, a three-phase research program was conducted that builds on and extends previous work establishing touchscreen-based haptic cuing as a viable alternative for conveying digital graphics to BVI users. Although promising, this approach poses unique challenges that can only be addressed by schematizing the underlying graphical information based on perceptual and spatio-cognitive characteristics pertinent to touchscreen-based haptic access. Towards this end, this dissertation empirically identified a set of design parameters and guidelines through a logical progression of seven experiments. Phase I investigated perceptual characteristics related to touchscreen-based graphical access using vibrotactile stimuli, with results establishing three core perceptual guidelines: (1) a minimum line width of 1mm should be maintained for accurate line-detection (Exp-1), (2) a minimum interline gap of 4mm should be used for accurate discrimination of parallel vibrotactile lines (Exp-2), and (3) a minimum angular separation of 4mm should be used for accurate discrimination of oriented vibrotactile lines (Exp-3). Building on these parameters, Phase II studied the core spatio-cognitive characteristics pertinent to touchscreen-based non-visual learning of graphical information, with results leading to the specification of three design guidelines: (1) a minimum width of 4mm should be used for supporting tasks that require tracing of vibrotactile lines and judging their orientation (Exp-4), (2) a minimum width of 4mm should be maintained for accurate line tracing and learning of complex spatial path patterns (Exp-5), and (3) vibrotactile feedback should be used as a guiding cue to support the most accurate line tracing performance (Exp-6). Finally, Phase III demonstrated that schematizing line-based maps based on these design guidelines leads to development of an accurate cognitive map. Results from Experiment-7 provide theoretical evidence in support of learning from vision and touch as leading to the development of functionally equivalent amodal spatial representations in memory. Findings from all seven experiments contribute to new theories of haptic information processing that can guide the development of new touchscreen-based non-visual graphical access solutions