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    ์ฐจ๋Ÿ‰์šฉ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด ์„ค๊ณ„์— ๊ด€ํ•œ ์ธ๊ฐ„๊ณตํ•™ ์—ฐ๊ตฌ

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    ํ•™์œ„๋…ผ๋ฌธ (๋ฐ•์‚ฌ) -- ์„œ์šธ๋Œ€ํ•™๊ต ๋Œ€ํ•™์› : ๊ณต๊ณผ๋Œ€ํ•™ ์‚ฐ์—…๊ณตํ•™๊ณผ, 2020. 8. ๋ฐ•์šฐ์ง„.Head-up display (HUD) systems were introduced into the automobile industry as a means for improving driving safety. They superimpose safety-critical information on top of the drivers forward field of view and thereby help drivers keep their eyes forward while driving. Since the first introduction about three decades ago, automotive HUDs have been available in various commercial vehicles. Despite the long history and potential benefits of automotive HUDs, however, the design of useful automotive HUDs remains a challenging problem. In an effort to contribute to the design of useful automotive HUDs, this doctoral dissertation research conducted four studies. In Study 1, the functional requirements of automotive HUDs were investigated by reviewing the major automakers' automotive HUD products, academic research studies that proposed various automotive HUD functions, and previous research studies that surveyed drivers HUD information needs. The review results indicated that: 1) the existing commercial HUDs perform largely the same functions as the conventional in-vehicle displays, 2) past research studies proposed various HUD functions for improving driver situation awareness and driving safety, 3) autonomous driving and other new technologies are giving rise to new HUD information, and 4) little research is currently available on HUD users perceived information needs. Based on the review results, this study provides insights into the functional requirements of automotive HUDs and also suggests some future research directions for automotive HUD design. In Study 2, the interface design of automotive HUDs for communicating safety-related information was examined by reviewing the existing commercial HUDs and display concepts proposed by academic research studies. Each display was analyzed in terms of its functions, behaviors and structure. Also, related human factors display design principles, and, empirical findings on the effects of interface design decisions were reviewed when information was available. The results indicated that: 1) information characteristics suitable for the contact-analog and unregistered display formats, respectively, are still largely unknown, 2) new types of displays could be developed by combining or mixing existing displays or display elements at both the information and interface element levels, and 3) the human factors display principles need to be used properly according to the situation and only to the extent that the resulting display respects the limitations of the human information processing, and achieving balance among the principles is important to an effective design. On the basis of the review results, this review suggests design possibilities and future research directions on the interface design of safety-related automotive HUD systems. In Study 3, automotive HUD-based take-over request (TOR) displays were developed and evaluated in terms of drivers take-over performance and visual scanning behavior in a highly automated driving situation. Four different types of TOR displays were comparatively evaluated through a driving simulator study - they were: Baseline (an auditory beeping alert), Mini-map, Arrow, and Mini-map-and-Arrow. Baseline simply alerts an imminent take-over, and was always included when the other three displays were provided. Mini-map provides situational information. Arrow presents the action direction information for the take-over. Mini-map-and-Arrow provides the action direction together with the relevant situational information. This study also investigated the relationship between drivers initial trust in the TOR displays and take-over and visual scanning behavior. The results indicated that providing a combination of machine-made decision and situational information, such as Mini-map-and-Arrow, yielded the best results overall in the take-over scenario. Also, drivers initial trust in the TOR displays was found to have significant associations with the take-over and visual behavior of drivers. The higher trust group primarily relied on the proposed TOR displays, while the lower trust group tended to more check the situational information through the traditional displays, such as side-view or rear-view mirrors. In Study 4, the effect of interactive HUD imagery location on driving and secondary task performance, driver distraction, preference, and workload associated with use of scrolling list while driving were investigated. A total of nine HUD imagery locations of full-windshield were examined through a driving simulator study. The results indicated the HUD imagery location affected all the dependent measures, that is, driving and task performance, drivers visual distraction, preference and workload. Considering both objective and subjective evaluations, interactive HUDs should be placed near the driver's line of sight, especially near the left-bottom on the windshield.์ž๋™์ฐจ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด๋Š” ์ฐจ๋‚ด ๋””์Šคํ”Œ๋ ˆ์ด ์ค‘ ํ•˜๋‚˜๋กœ ์šด์ „์ž์—๊ฒŒ ํ•„์š”ํ•œ ์ •๋ณด๋ฅผ ์ „๋ฐฉ์— ํ‘œ์‹œํ•จ์œผ๋กœ์จ, ์šด์ „์ž๊ฐ€ ์šด์ „์„ ํ•˜๋Š” ๋™์•ˆ ์ „๋ฐฉ์œผ๋กœ ์‹œ์„ ์„ ์œ ์ง€ํ•  ์ˆ˜ ์žˆ๊ฒŒ ๋„์™€์ค€๋‹ค. ์ด๋ฅผ ํ†ตํ•ด ์šด์ „์ž์˜ ์ฃผ์˜ ๋ถ„์‚ฐ์„ ์ค„์ด๊ณ , ์•ˆ์ „์„ ํ–ฅ์ƒ์‹œํ‚ค๋Š”๋ฐ ๋„์›€์ด ๋  ์ˆ˜ ์žˆ๋‹ค. ์ž๋™์ฐจ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด ์‹œ์Šคํ…œ์€ ์•ฝ 30๋…„ ์ „ ์šด์ „์ž์˜ ์•ˆ์ „์„ ํ–ฅ์ƒ์‹œํ‚ค๊ธฐ ์œ„ํ•œ ์ˆ˜๋‹จ์œผ๋กœ ์ž๋™์ฐจ ์‚ฐ์—…์— ์ฒ˜์Œ ๋„์ž…๋œ ์ด๋ž˜๋กœ ํ˜„์žฌ๊นŒ์ง€ ๋‹ค์–‘ํ•œ ์ƒ์šฉ์ฐจ์—์„œ ์‚ฌ์šฉ๋˜๊ณ  ์žˆ๋‹ค. ์•ˆ์ „๊ณผ ํŽธ์˜ ์ธก๋ฉด์—์„œ ์ž๋™์ฐจ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด์˜ ์‚ฌ์šฉ์€ ์ ์  ๋” ์ฆ๊ฐ€ํ•  ๊ฒƒ์œผ๋กœ ์˜ˆ์ƒ๋œ๋‹ค. ๊ทธ๋Ÿฌ๋‚˜ ์ด๋Ÿฌํ•œ ์ž๋™์ฐจ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด์˜ ์ž ์žฌ์  ์ด์ ๊ณผ ๋ฐœ์ „ ๊ฐ€๋Šฅ์„ฑ์—๋„ ๋ถˆ๊ตฌํ•˜๊ณ , ์œ ์šฉํ•œ ์ž๋™์ฐจ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด๋ฅผ ์„ค๊ณ„ํ•˜๋Š” ๊ฒƒ์€ ์—ฌ์ „ํžˆ ์–ด๋ ค์šด ๋ฌธ์ œ์ด๋‹ค. ์ด์— ๋ณธ ์—ฐ๊ตฌ๋Š” ์ด๋Ÿฌํ•œ ๋ฌธ์ œ๋ฅผ ํ•ด๊ฒฐํ•˜๊ณ , ๊ถ๊ทน์ ์œผ๋กœ ์œ ์šฉํ•œ ์ž๋™์ฐจ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด ์„ค๊ณ„์— ๊ธฐ์—ฌํ•˜๊ณ ์ž ์ด 4๊ฐ€์ง€ ์—ฐ๊ตฌ๋ฅผ ์ˆ˜ํ–‰ํ•˜์˜€๋‹ค. ์ฒซ ๋ฒˆ์งธ ์—ฐ๊ตฌ๋Š” ์ž๋™์ฐจ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด์˜ ๊ธฐ๋Šฅ ์š”๊ตฌ ์‚ฌํ•ญ๊ณผ ๊ด€๋ จ๋œ ๊ฒƒ์œผ๋กœ์„œ, ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด ์‹œ์Šคํ…œ์„ ํ†ตํ•ด ์–ด๋–ค ์ •๋ณด๋ฅผ ์ œ๊ณตํ•  ๊ฒƒ์ธ๊ฐ€์— ๋Œ€ํ•œ ๋‹ต์„ ๊ตฌํ•˜๊ณ ์ž ํ•˜์˜€๋‹ค. ์ด์— ์ฃผ์š” ์ž๋™์ฐจ ์ œ์กฐ์—…์ฒด๋“ค์˜ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด ์ œํ’ˆ๋“ค๊ณผ, ์ž๋™์ฐจ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด์˜ ๋‹ค์–‘ํ•œ ๊ธฐ๋Šฅ๋“ค์„ ์ œ์•ˆํ•œ ํ•™์ˆ  ์—ฐ๊ตฌ, ๊ทธ๋ฆฌ๊ณ  ์šด์ „์ž์˜ ์ •๋ณด ์š”๊ตฌ ์‚ฌํ•ญ๋“ค์„ ์ฒด๊ณ„์  ๋ฌธํ—Œ ๊ณ ์ฐฐ ๋ฐฉ๋ฒ•๋ก ์„ ํ†ตํ•ด ํฌ๊ด„์ ์œผ๋กœ ์กฐ์‚ฌํ•˜์˜€๋‹ค. ์ž๋™์ฐจ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด์˜ ๊ธฐ๋Šฅ์  ์š”๊ตฌ ์‚ฌํ•ญ์— ๋Œ€ํ•˜์—ฌ ๊ฐœ๋ฐœ์ž, ์—ฐ๊ตฌ์ž, ์‚ฌ์šฉ์ž ์ธก๋ฉด์„ ๋ชจ๋‘ ๊ณ ๋ คํ•œ ํ†ตํ•ฉ๋œ ์ง€์‹์„ ์ „๋‹ฌํ•˜๊ณ , ์ด๋ฅผ ํ†ตํ•ด ์ž๋™์ฐจ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด์˜ ๊ธฐ๋Šฅ ์š”๊ตฌ ์‚ฌํ•ญ์— ๋Œ€ํ•œ ํ–ฅํ›„ ์—ฐ๊ตฌ ๋ฐฉํ–ฅ์„ ์ œ์‹œํ•˜์˜€๋‹ค. ๋‘ ๋ฒˆ์งธ ์—ฐ๊ตฌ๋Š” ์•ˆ์ „ ๊ด€๋ จ ์ •๋ณด๋ฅผ ์ œ๊ณตํ•˜๋Š” ์ž๋™์ฐจ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด์˜ ์ธํ„ฐํŽ˜์ด์Šค ์„ค๊ณ„์™€ ๊ด€๋ จ๋œ ๊ฒƒ์œผ๋กœ, ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด ์‹œ์Šคํ…œ์„ ํ†ตํ•ด ์•ˆ์ „ ๊ด€๋ จ ์ •๋ณด๋ฅผ ์–ด๋–ป๊ฒŒ ์ œ๊ณตํ•  ๊ฒƒ์ธ๊ฐ€์— ๋Œ€ํ•œ ๋‹ต์„ ๊ตฌํ•˜๊ณ ์ž ํ•˜์˜€๋‹ค. ์‹ค์ œ ์ž๋™์ฐจ๋“ค์˜ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด ์‹œ์Šคํ…œ์—์„œ๋Š” ์–ด๋–ค ๋””์Šคํ”Œ๋ ˆ์ด ์ปจ์…‰๋“ค์ด ์‚ฌ์šฉ๋˜์—ˆ๋Š”์ง€, ๊ทธ๋ฆฌ๊ณ  ํ•™๊ณ„์—์„œ ์ œ์•ˆ๋œ ๋””์Šคํ”Œ๋ ˆ์ด ์ปจ์…‰๋“ค์—๋Š” ์–ด๋–ค ๊ฒƒ๋“ค์ด ์žˆ๋Š”์ง€ ์ฒด๊ณ„์  ๋ฌธํ—Œ ๊ณ ์ฐฐ ๋ฐฉ๋ฒ•๋ก ์„ ํ†ตํ•ด ๊ฒ€ํ† ํ•˜์˜€๋‹ค. ๊ฒ€ํ† ๋œ ๊ฒฐ๊ณผ๋Š” ๊ฐ ๋””์Šคํ”Œ๋ ˆ์ด์˜ ๊ธฐ๋Šฅ๊ณผ ๊ตฌ์กฐ, ๊ทธ๋ฆฌ๊ณ  ์ž‘๋™ ๋ฐฉ์‹์— ๋”ฐ๋ผ ์ •๋ฆฌ๋˜์—ˆ๊ณ , ๊ด€๋ จ๋œ ์ธ๊ฐ„๊ณตํ•™์  ๋””์Šคํ”Œ๋ ˆ์ด ์„ค๊ณ„ ์›์น™๊ณผ ์‹คํ—˜์  ์—ฐ๊ตฌ ๊ฒฐ๊ณผ๋“ค์„ ํ•จ๊ป˜ ๊ฒ€ํ† ํ•˜์˜€๋‹ค. ๊ฒ€ํ† ๋œ ๊ฒฐ๊ณผ๋ฅผ ๋ฐ”ํƒ•์œผ๋กœ ์•ˆ์ „ ๊ด€๋ จ ์ •๋ณด๋ฅผ ์ œ๊ณตํ•˜๋Š” ์ž๋™์ฐจ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด์˜ ์ธํ„ฐํŽ˜์ด์Šค ์„ค๊ณ„์— ๋Œ€ํ•œ ํ–ฅํ›„ ์—ฐ๊ตฌ ๋ฐฉํ–ฅ์„ ์ œ์‹œํ•˜์˜€๋‹ค. ์„ธ ๋ฒˆ์งธ ์—ฐ๊ตฌ๋Š” ์ž๋™์ฐจ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด ๊ธฐ๋ฐ˜์˜ ์ œ์–ด๊ถŒ ์ „ํ™˜ ๊ด€๋ จ ์ธํ„ฐํŽ˜์ด์Šค ์„ค๊ณ„์™€ ํ‰๊ฐ€์— ๊ด€ํ•œ ๊ฒƒ์ด๋‹ค. ์ œ์–ด๊ถŒ ์ „ํ™˜์ด๋ž€, ์ž์œจ์ฃผํ–‰ ์ƒํƒœ์—์„œ ์šด์ „์ž๊ฐ€ ์ง์ ‘ ์šด์ „์„ ํ•˜๋Š” ์ˆ˜๋™ ์šด์ „ ์ƒํƒœ๋กœ ์ „ํ™˜์ด ๋˜๋Š” ๊ฒƒ์„ ์˜๋ฏธํ•œ๋‹ค. ๋”ฐ๋ผ์„œ ๊ฐ‘์ž‘์Šค๋Ÿฐ ์ œ์–ด๊ถŒ ์ „ํ™˜ ์š”์ฒญ์ด ๋ฐœ์ƒํ•˜๋Š” ๊ฒฝ์šฐ, ์šด์ „์ž๊ฐ€ ์•ˆ์ „ํ•˜๊ฒŒ ๋Œ€์ฒ˜ํ•˜๊ธฐ ์œ„ํ•ด์„œ๋Š” ๋น ๋ฅธ ์ƒํ™ฉ ํŒŒ์•…๊ณผ ์˜์‚ฌ ๊ฒฐ์ •์ด ํ•„์š”ํ•˜๊ฒŒ ๋˜๊ณ , ์ด๋ฅผ ํšจ๊ณผ์ ์œผ๋กœ ๋„์™€์ฃผ๊ธฐ ์œ„ํ•œ ์ธํ„ฐํŽ˜์ด์Šค ์„ค๊ณ„์— ๋Œ€ํ•ด ์—ฐ๊ตฌํ•  ํ•„์š”์„ฑ์ด ์žˆ๋‹ค. ์ด์— ๋ณธ ์—ฐ๊ตฌ์—์„œ๋Š” ์ž๋™์ฐจ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด ๊ธฐ๋ฐ˜์˜ ์ด 4๊ฐœ์˜ ์ œ์–ด๊ถŒ ์ „ํ™˜ ๊ด€๋ จ ๋””์Šคํ”Œ๋ ˆ์ด(๊ธฐ์ค€ ๋””์Šคํ”Œ๋ ˆ์ด, ๋ฏธ๋‹ˆ๋งต ๋””์Šคํ”Œ๋ ˆ์ด, ํ™”์‚ดํ‘œ ๋””์Šคํ”Œ๋ ˆ์ด, ๋ฏธ๋‹ˆ๋งต๊ณผ ํ™”์‚ดํ‘œ ๋””์Šคํ”Œ๋ ˆ์ด)๋ฅผ ์ œ์•ˆํ•˜์˜€๊ณ , ์ œ์•ˆ๋œ ๋””์Šคํ”Œ๋ ˆ์ด ๋Œ€์•ˆ๋“ค์€ ์ฃผํ–‰ ์‹œ๋ฎฌ๋ ˆ์ดํ„ฐ ์‹คํ—˜์„ ํ†ตํ•ด ์ œ์–ด๊ถŒ ์ „ํ™˜ ์ˆ˜ํ–‰ ๋Šฅ๋ ฅ๊ณผ ์•ˆ๊ตฌ์˜ ์›€์ง์ž„ ํŒจํ„ด, ๊ทธ๋ฆฌ๊ณ  ์‚ฌ์šฉ์ž์˜ ์ฃผ๊ด€์  ํ‰๊ฐ€ ์ธก๋ฉด์—์„œ ํ‰๊ฐ€๋˜์—ˆ๋‹ค. ๋˜ํ•œ ์ œ์•ˆ๋œ ๋””์Šคํ”Œ๋ ˆ์ด ๋Œ€์•ˆ๋“ค์— ๋Œ€ํ•ด ์šด์ „์ž๋“ค์˜ ์ดˆ๊ธฐ ์‹ ๋ขฐ๋„ ๊ฐ’์„ ์ธก์ •ํ•˜์—ฌ ๊ฐ ๋””์Šคํ”Œ๋ ˆ์ด์— ๋”ฐ๋ฅธ ์šด์ „์ž๋“ค์˜ ํ‰๊ท  ์‹ ๋ขฐ๋„ ์ ์ˆ˜์— ๋”ฐ๋ผ ์ œ์–ด๊ถŒ ์ „ํ™˜ ์ˆ˜ํ–‰ ๋Šฅ๋ ฅ๊ณผ ์•ˆ๊ตฌ์˜ ์›€์ง์ž„ ํŒจํ„ด, ๊ทธ๋ฆฌ๊ณ  ์ฃผ๊ด€์  ํ‰๊ฐ€๊ฐ€ ์–ด๋–ป๊ฒŒ ๋‹ฌ๋ผ์ง€๋Š”์ง€ ๋ถ„์„ํ•˜์˜€๋‹ค. ์‹คํ—˜ ๊ฒฐ๊ณผ, ์ œ์–ด๊ถŒ ์ „ํ™˜ ์ƒํ™ฉ์—์„œ ์ž๋™ํ™”๋œ ์‹œ์Šคํ…œ์ด ์ œ์•ˆํ•˜๋Š” ์ •๋ณด์™€ ๊ทธ์™€ ๊ด€๋ จ๋œ ์ฃผ๋ณ€ ์ƒํ™ฉ ์ •๋ณด๋ฅผ ํ•จ๊ป˜ ์ œ์‹œํ•ด ์ฃผ๋Š” ๋””์Šคํ”Œ๋ ˆ์ด๊ฐ€ ๊ฐ€์žฅ ์ข‹์€ ๊ฒฐ๊ณผ๋ฅผ ๋ณด์—ฌ์ฃผ์—ˆ๋‹ค. ๋˜ํ•œ ๊ฐ ๋””์Šคํ”Œ๋ ˆ์ด์— ๋Œ€ํ•œ ์šด์ „์ž์˜ ์ดˆ๊ธฐ ์‹ ๋ขฐ๋„ ์ ์ˆ˜๋Š” ๋””์Šคํ”Œ๋ ˆ์ด์˜ ์‹ค์ œ ์‚ฌ์šฉ ํ–‰ํƒœ์™€ ๋ฐ€์ ‘ํ•œ ๊ด€๋ จ์ด ์žˆ์Œ์„ ์•Œ ์ˆ˜ ์žˆ์—ˆ๋‹ค. ์‹ ๋ขฐ๋„ ์ ์ˆ˜์— ๋”ฐ๋ผ ์‹ ๋ขฐ๋„๊ฐ€ ๋†’์€ ๊ทธ๋ฃน๊ณผ ๋‚ฎ์€ ๊ทธ๋ฃน์œผ๋กœ ๋ถ„๋ฅ˜๋˜์—ˆ๊ณ , ์‹ ๋ขฐ๋„๊ฐ€ ๋†’์€ ๊ทธ๋ฃน์€ ์ œ์•ˆ๋œ ๋””์Šคํ”Œ๋ ˆ์ด๋“ค์ด ๋ณด์—ฌ์ฃผ๋Š” ์ •๋ณด๋ฅผ ์ฃผ๋กœ ๋ฏฟ๊ณ  ๋”ฐ๋ฅด๋Š” ๊ฒฝํ–ฅ์ด ์žˆ์—ˆ๋˜ ๋ฐ˜๋ฉด, ์‹ ๋ขฐ๋„๊ฐ€ ๋‚ฎ์€ ๊ทธ๋ฃน์€ ๋ฃธ ๋ฏธ๋Ÿฌ๋‚˜ ์‚ฌ์ด๋“œ ๋ฏธ๋Ÿฌ๋ฅผ ํ†ตํ•ด ์ฃผ๋ณ€ ์ƒํ™ฉ ์ •๋ณด๋ฅผ ๋” ํ™•์ธ ํ•˜๋Š” ๊ฒฝํ–ฅ์„ ๋ณด์˜€๋‹ค. ๋„ค ๋ฒˆ์งธ ์—ฐ๊ตฌ๋Š” ์ „๋ฉด ์œ ๋ฆฌ์ฐฝ์—์„œ์˜ ์ธํ„ฐ๋ž™ํ‹ฐ๋ธŒ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด์˜ ์ตœ์  ์œ„์น˜๋ฅผ ๊ฒฐ์ •ํ•˜๋Š” ๊ฒƒ์œผ๋กœ์„œ ์ฃผํ–‰ ์‹œ๋ฎฌ๋ ˆ์ดํ„ฐ ์‹คํ—˜์„ ํ†ตํ•ด ๋””์Šคํ”Œ๋ ˆ์ด์˜ ์œ„์น˜์— ๋”ฐ๋ผ ์šด์ „์ž์˜ ์ฃผํ–‰ ์ˆ˜ํ–‰ ๋Šฅ๋ ฅ, ์ธํ„ฐ๋ž™ํ‹ฐ๋ธŒ ๋””์Šคํ”Œ๋ ˆ์ด ์กฐ์ž‘ ๊ด€๋ จ ๊ณผ์—… ์ˆ˜ํ–‰ ๋Šฅ๋ ฅ, ์‹œ๊ฐ์  ์ฃผ์˜ ๋ถ„์‚ฐ, ์„ ํ˜ธ๋„, ๊ทธ๋ฆฌ๊ณ  ์ž‘์—… ๋ถ€ํ•˜๊ฐ€ ํ‰๊ฐ€๋˜์—ˆ๋‹ค. ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด์˜ ์œ„์น˜๋Š” ์ „๋ฉด ์œ ๋ฆฌ์ฐฝ์—์„œ ์ผ์ •ํ•œ ๊ฐ„๊ฒฉ์œผ๋กœ ์ด 9๊ฐœ์˜ ์œ„์น˜๊ฐ€ ๊ณ ๋ ค๋˜์—ˆ๋‹ค. ๋ณธ ์—ฐ๊ตฌ์—์„œ ํ™œ์šฉ๋œ ์ธํ„ฐ๋ž™ํ‹ฐ๋ธŒ ๋””์Šคํ”Œ๋ ˆ์ด๋Š” ์Œ์•… ์„ ํƒ์„ ์œ„ํ•œ ์Šคํฌ๋กค ๋ฐฉ์‹์˜ ๋‹จ์ผ ๋””์Šคํ”Œ๋ ˆ์ด์˜€๊ณ , ์šด์ „๋Œ€์— ์žฅ์ฐฉ๋œ ๋ฒ„ํŠผ์„ ํ†ตํ•ด ๋””์Šคํ”Œ๋ ˆ์ด๋ฅผ ์กฐ์ž‘ํ•˜์˜€๋‹ค. ์‹คํ—˜ ๊ฒฐ๊ณผ, ์ธํ„ฐ๋ž™ํ‹ฐ๋ธŒ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด์˜ ์œ„์น˜๊ฐ€ ๋ชจ๋“  ํ‰๊ฐ€ ์ฒ™๋„, ์ฆ‰ ์ฃผํ–‰ ์ˆ˜ํ–‰ ๋Šฅ๋ ฅ, ๋””์Šคํ”Œ๋ ˆ์ด ์กฐ์ž‘ ๊ณผ์—… ์ˆ˜ํ–‰ ๋Šฅ๋ ฅ, ์‹œ๊ฐ์  ์ฃผ์˜ ๋ถ„์‚ฐ, ์„ ํ˜ธ๋„, ๊ทธ๋ฆฌ๊ณ  ์ž‘์—… ๋ถ€ํ•˜์— ์˜ํ–ฅ์„ ๋ฏธ์นจ์„ ์•Œ ์ˆ˜ ์žˆ์—ˆ๋‹ค. ๋ชจ๋“  ํ‰๊ฐ€ ์ง€ํ‘œ๋ฅผ ๊ณ ๋ คํ–ˆ์„ ๋•Œ, ์ธํ„ฐ๋ž™ํ‹ฐ๋ธŒ ํ—ค๋“œ์—… ๋””์Šคํ”Œ๋ ˆ์ด์˜ ์œ„์น˜๋Š” ์šด์ „์ž๊ฐ€ ๋˜‘๋ฐ”๋กœ ์ „๋ฐฉ์„ ๋ฐ”๋ผ๋ณผ ๋•Œ์˜ ์‹œ์•ผ ๊ตฌ๊ฐ„, ์ฆ‰ ์ „๋ฉด ์œ ๋ฆฌ์ฐฝ์—์„œ์˜ ์™ผ์ชฝ ์•„๋ž˜ ๋ถ€๊ทผ์ด ๊ฐ€์žฅ ์ตœ์ ์ธ ๊ฒƒ์œผ๋กœ ๋‚˜ํƒ€๋‚ฌ๋‹ค.Abstract i Contents v List of Tables ix List of Figures x Chapter 1 Introduction 1 1.1 Research Background 1 1.2 Research Objectives and Questions 8 1.3 Structure of the Thesis 11 Chapter 2 Functional Requirements of Automotive Head-Up Displays: A Systematic Review of Literature from 1994 to Present 13 2.1 Introduction 13 2.2 Method 15 2.3 Results 17 2.3.1 Information Types Displayed by Existing Commercial Automotive HUD Systems 17 2.3.2 Information Types Previously Suggested for Automotive HUDs by Research Studies 28 2.3.3 Information Types Required by Drivers (users) for Automotive HUDs and Their Relative Importance 35 2.4 Discussion 39 2.4.1 Information Types Displayed by Existing Commercial Automotive HUD Systems 39 2.4.2 Information Types Previously Suggested for Automotive HUDs by Research Studies 44 2.4.3 Information Types Required by Drivers (users) for Automotive HUDs and Their Relative Importance 48 Chapter 3 A Literature Review on Interface Design of Automotive Head-Up Displays for Communicating Safety-Related Information 50 3.1 Introduction 50 3.2 Method 52 3.3 Results 55 3.3.1 Commercial Automotive HUDs Presenting Safety-Related Information 55 3.3.2 Safety-Related HUDs Proposed by Academic Research 58 3.4 Discussion 74 Chapter 4 Development and Evaluation of Automotive Head-Up Displays for Take-Over Requests (TORs) in Highly Automated Vehicles 78 4.1 Introduction 78 4.2 Method 82 4.2.1 Participants 82 4.2.2 Apparatus 82 4.2.3 Automotive HUD-based TOR Displays 83 4.2.4 Driving Scenario 86 4.2.5 Experimental Design and Procedure 87 4.2.6 Experiment Variables 88 4.2.7 Statistical Analyses 91 4.3 Results 93 4.3.1 Comparison of the Proposed TOR Displays 93 4.3.2 Characteristics of Drivers Initial Trust in the four TOR Displays 102 4.3.3 Relationship between Drivers Initial Trust and Take-over and Visual Behavior 104 4.4 Discussion 113 4.4.1 Comparison of the Proposed TOR Displays 113 4.4.2 Characteristics of Drivers Initial Trust in the four TOR Displays 116 4.4.3 Relationship between Drivers Initial Trust and Take-over and Visual Behavior 117 4.5 Conclusion 119 Chapter 5 Human Factors Evaluation of Display Locations of an Interactive Scrolling List in a Full-windshield Automotive Head-Up Display System 121 5.1 Introduction 121 5.2 Method 122 5.2.1 Participants 122 5.2.2 Apparatus 123 5.2.3 Experimental Tasks and Driving Scenario 123 5.2.4 Experiment Variables 124 5.2.5 Experimental Design and Procedure 126 5.2.6 Statistical Analyses 126 5.3 Results 127 5.4 Discussion 133 5.5 Conclusion 135 Chapter 6 Conclusion 137 6.1 Summary and Implications 137 6.2 Future Research Directions 139 Bibliography 143 Apeendix A. Display Layouts of Some Commercial HUD Systems Appendix B. Safety-related Displays Provided by the Existing Commercial HUD Systems Appendix C. Safety-related HUD displays Proposed by Academic Research ๊ตญ๋ฌธ์ดˆ๋ก 187Docto

    Mobile Application to support fuel-efficient driving through situation awareness

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    Abstract. Situation awareness is usually conceptualized as design and implementation principles for safety critical industries like aviation or military. Finland was one of the first countries in the world to establish an intelligent transport systems (ITS) strategy in 2009. Increasing the situation awareness in traffic is regarded as one of the means to implement the strategy. In the theoretical part of this thesis, we explore the use of situation awareness and context awareness in intelligent transport systems. Particularly, the thesis focuses on summarizing proper design and evaluation principles to provide situation awareness support for fuel efficient driving. These guidelines were exploited in implementing a mobile application, called Driving Coach Mobile Application in the practical part of the thesis. The purpose of the application is to provide awareness to the drivers about how they can save fuel. Driving Coach Mobile Applicationโ€™s accordance of design and implementation principles to situation awareness support is validated by user study with simulated data focused on usability, usefulness and fuel efficiency awareness support. The results of this thesis can be used in fleet management planning, city planning as well as in personal driving, for example.Tilannetietoinen mobiilisovellus polttoainetaloudellisen ajamisen tueksi. Tiivistelmรค. Turvallisuuskriittisissรค teollisuuden osa-alueissa kuten ilmailussa tai sotilaallisessa toiminnassa, eri toimijoiden tilannetietoisuuden parantamiseen tรคhtรครคvรคt suunnittelu- sekรค toteutusperiaatteet ovat olleet merkittรคvรคssรค roolissa jo pitkรครคn. Suomi oli maailman ensimmรคisiรค maita, jotka julkistivat รคlykkรครคn liikenteen strategian jo vuonna 2009. Tilannetietoisuuden parantaminen liikenteessรค on edelleen erรคs tรคmรคn strategian toimeenpanomuoto. Tรคmรคn tyรถn teoreettisessa osassa tutkitaan avulla tilannetietoisuuden sekรค toimintatilanteesta tietoisuuden soveltamista รคlyliikenteessรค. Erityisesti tarkastellaan suunnittelu- sekรค evaluointiperiaatteita polttoainetalouden tehokkuuden lisรครคmiselle tilannetietoisuuden avulla. Tyรถn kรคytรคnnรถn osuudessa sovellettiin nรคitรค periaatteita mobiilisovelluksen toteuttamiseksi. Mobiilisovellus tukee kuljettajien polttoainetehokkaampaa ajamista. Sovellus testattiin kรคytettรคvyyden, hyรถdyllisyyden sekรค polttoainetehokkaan ajamisen tuen suhteen. Sovellusta voidaan kรคyttรครค esimerkiksi kaupunkisuunnittelussa, autokannan toiminnan tarkkailemisessa tai vaikka henkilรถkohtaisen ajotavan arvioinnissa

    Review of global menace of road traffic accidents with special reference to Macedonia - a economic and health perspective

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    No human activity has improved so much well-being and life standard contributing most to the development of civilization, as well as "traffic convenienceโ€, along with the alphabet and the printing. But at the same time no human activity has taken as many human lives in peace-time conditions, as traffic. According to reports from the World Health Organization, traffic accidents on the roads are among the leading causes of death globally, taking the eighth place on the list of causes of death, but in the first place as the main cause of the deaths of the population aged 15-29 . They are not only an appropriate personal tragedy for the families themselves, but also have a major impact on the productivity of the population as a whole, the amount of economic expenditures and appropriate implications in the health sector. Estimates of traffic accidents globally range from about 1.2 million fatalities, from 20-50 million injured or disabled persons and about $ 518 billion a year to material damage. Traffic road accidents in low- and middle-income countries are particularly high, where they range between 1% and 2% of their gross national product - more than the total development aid received in these countries. The magnitude of this important social problem has forced numerous international institutions and bodies, including the United Nations, to pay special attention to the conditions and consequences of traffic. Following the European Union Road Traffic Safety Program, the National Strategy of the Republic of Macedonia envisages reducing the number of victims in traffic accidents because the security conditions in the road traffic in the Republic of Macedonia are quite serious and the situation is really worrying. If we make an analysis of the causes of traffic accidents, we will see that in 95% of cases, the human factor is the cause most of all. For these reasons, as an imperative and one of the very high priorities of each country, the causes and measures of road safety are set as a major issue in each country's public policies

    Cyclist-aware intelligent transportation system

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    Abstract. Rapidly developing cities make cycling popular way of traveling around and with enhanced smart traffic light infrastructure cycling can be safer and smoother. Smartphones with an internet connectivity and advanced positioning sensors can be used to build a cost-effective infrastructure to enable cyclist-aware traffic lights system. However, such systems depends on proper time of arrival estimation which can be affected by the GPS errors which works poorly in area with tall buildings and driver behaviour. In this paper we discuss how presence of feedback from smart traffic system influence the driver awareness of the cyclist and affects the negative impact of time of arrival estimation errors. This paper gives an analysis of the existing approaches to build smart cyclist-aware traffic systems and different sources of errors that affects their performance. With designed computer appliance we evaluated the effectiveness of cyclist-aware system with and without a presence of additional haptic and audio feedback. The results show that the presence of feedback positively affects the driver awareness of cyclist and allow them to react earlier. Experiment shows that just introduction of feedback can increase the accuracy of time of arrival estimation up to 34% without any other modification to the system.Pyรถrรคilijรคt tiedostava รคlykรคs liikennejรคrjestelmรค. Tiivistelmรค. Pyรถrรคily on suosittu tapa liikkua nopeasti kasvavissa kaupungeissa. Parannetuilla รคlyliikennevaloilla pyรถrรคilystรค voisi tulla turvallisempaa ja sujuvampaa. Huokean infrastruktuurin rakentamisessa pyรถrรคilijรคt tiedostavaan liikennevalojรคrjestelmรครคn voidaan hyรถdyntรครค รคlypuhelinten verkkoyhteyttรค sekรค pitkรคlle kehitettynyttรค paikannusmahdollisuutta. Paikannuksen haasteena kuitenkin ovat epรคtarkkuus korkeiden rakennusten katveessa sekรค pyรถrรคilijรถiden ja autoilijoiden kรคyttรคytyminen. Kyseisen kaltainen jรคrjestelmรค vaatii toimivan kulunaika-arvioinnin, mikรค on haastavaa GPS-paikannuksen epรคtarkkuuden vuoksi. Tรคssรค julkaisussa keskustelemme siitรค, kuinka รคlykkรครคstรค liikennejรคrjestelmรคstรค saatu palaute vaikuttaa autoilijoiden tiedostavuuteen ja sitรค kautta saapumisaika-arvioiden epรคtarkkuuteen. Analysoimme olemassa olevia รคlykkรคitรค pyรถrรคiljรคt tiedostavia liikennejรคrjestelmiรค ja niihin vaikuttavia epรคtarkkuus- sekรค virhelรคhteitรค. Kรคytรคmme kehittรคmรครคmme tietokone ohjelmaa arvioimaan pyรถrรคilijรคt tiedostavan jรคrjestelmรคn tehokkuutta kรคyttรคen koemuuttujina haptista ja auditiivista palautetta. Tulokset paljastavat, ettรค saatu palaute vaikuttaa positiivisesti parantaen autoilijoiden reaktioaikaa sekรค sitรค kuinka he tiedostavat pyรถrรคiljรคt. Kokeet osoittavat, ettรค pelkรคstรครคn esittelyn ja palautteen olemassaolo lisรครคvรคt saapumisaika-arvioiden tarkkuutta jopa 34%

    A Roadside Observation Study for Measuring Seat Belt & Child Restraint Use in Namibia

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    Namibiaโ€™s annual road fatality rate ranks among the highest in the world at 31 deaths per 100,000 inhabitants. Road safety organizations in Namibia wish to decrease road fatalities by increasing seat belt and child restraint use. This project implemented an attitudinal survey of 350 university students and a roadside observation study of over 1500 vehicles in greater Windhoek. Analysis revealed a pervasive lack of child passenger restraint compliance (7%) throughout the region, and lower adult passenger compliance in taxis (17%) than in private cars (42%). Final recommendations included a child restraint donation and redistribution program to serve low income families, and radio advertisements in various languages to target taxi occupants

    Development of rear-end collision avoidance in automobiles

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    The goal of this work is to develop a Rear-End Collision Avoidance System for automobiles. In order to develop the Rear-end Collision Avoidance System, it is stated that the most important difference from the old practice is the fact that new design approach attempts to completely avoid collision instead of minimizing the damage by over-designing cars. Rear-end collisions are the third highest cause of multiple vehicle fatalities in the U.S. Their cause seems to be a result of poor driver awareness and communication. For example, car brake lights illuminate exactly the same whether the car is slowing, stopping or the driver is simply resting his foot on the pedal. In the development of Rear-End Collision Avoidance System (RECAS), a thorough review of hardware, software, driver/human factors, and current rear-end collision avoidance systems are included. Key sensor technologies are identified and reviewed in an attempt to ease the design effort. The characteristics and capabilities of alternative and emerging sensor technologies are also described and their performance compared. In designing a RECAS the first component is to monitor the distance and speed of the car ahead. If an unsafe condition is detected a warning is issued and the vehicle is decelerated (if necessary). The second component in the design effort utilizes the illumination of independent segments of brake lights corresponding to the stopping condition of the car. This communicates the stopping intensity to the following driver. The RECAS is designed the using the LabVIEW software. The simulation is designed to meet several criteria: System warnings should result in a minimum load on driver attention, and the system should also perform well in a variety of driving conditions. In order to illustrate and test the proposed RECAS methods, a Java program has been developed. This simulation animates a multi-car, multi-lane highway environment where car speeds are assigned randomly, and the proposed RECAS approaches demonstrate rear-end collision avoidance successfully. The Java simulation is an applet, which is easily accessible through the World Wide Web and also can be tested for different angles of the sensor

    How Technology Drives Vehicular Privacy

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    Hawks\u27 Herald -- November 18, 2010

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