Virtual Borders: Accurate Definition of a Mobile Robot's Workspace Using Augmented Reality

We address the problem of interactively controlling the workspace of a mobile robot to ensure a human-aware navigation. This is especially of relevance for non-expert users living in human-robot shared spaces, e.g. home environments, since they want to keep the control of their mobile robots, such as vacuum cleaning or companion robots. Therefore, we introduce virtual borders that are respected by a robot while performing its tasks. For this purpose, we employ a RGB-D Google Tango tablet as human-robot interface in combination with an augmented reality application to flexibly define virtual borders. We evaluated our system with 15 non-expert users concerning accuracy, teaching time and correctness and compared the results with other baseline methods based on visual markers and a laser pointer. The experimental results show that our method features an equally high accuracy while reducing the teaching time significantly compared to the baseline methods. This holds for different border lengths, shapes and variations in the teaching process. Finally, we demonstrated the correctness of the approach, i.e. the mobile robot changes its navigational behavior according to the user-defined virtual borders.Comment: Accepted on 2018 IEEE/RSJ International Conference on Intelligent Robots and Systems (IROS), supplementary video: https://youtu.be/oQO8sQ0JBR

It's Time to Rethink Levels of Automation for Self-Driving Vehicles

Discusses issues involving the automation of self-driving vehicles. Reports on the technology of self-driving or autonomous automobiles. Examines the extent to which these vehicles serve the public interest as well as the level of consumer confidence in driving these vehicles. Suggests that self-driving cars could be a transformative technology in both good and bad ways. The important questions are not to do with when they will arrive but where, for whom, and in what forms they will appear. If we want a clearer sense of the possibilities from automated vehicle systems, we need to broaden our gaze [3]. Rather than emphasizing the autonomy of self-driving vehicles, we should instead be talking about their conditionality. We need to know about the circumstances in which different systems could have an impact on our lives. Self-driving vehicle systems will serve different purposes and take on different shapes in different places. A schema for innovation that points in one direction and says nothing about the desirability of the destination makes for a poor roadmap

Levels of what? Investigating drivers\u27 understanding of different levels of automation in vehicles

Extant levels of automation (LoAs) taxonomies describe variations in function allocations between the driver and the driving automation system (DAS) from a technical perspective. However, these taxonomies miss important human factors issues and when design decisions are based on them, the resulting interaction design leaves users confused. Therefore, the aim of this paper is to describe how users perceive different DASs by eliciting insights from an empirical driving study facilitating a Wizard-of-Oz approach, where 20 participants were interviewed after experiencing systems on two different LoAs under real driving conditions. The findings show that participants talked about the DAS by describing different relationships and dependencies between three different elements: the context (traffic conditions, road types), the vehicle (abilities, limitations, vehicle operations), and the driver (control, attentional demand, interaction with displays and controls, operation of vehicle), each with associated aspects that indicate what users identify as relevant when describing a vehicle with automated systems. Based on these findings, a conceptual model is proposed by which designers can differentiate LoAs from a human-centric perspective and that can aid in the development of design guidelines for driving automation

Data-Driven Evaluation of In-Vehicle Information Systems

Today’s In-Vehicle Information Systems (IVISs) are featurerich systems that provide the driver with numerous options for entertainment, information, comfort, and communication. Drivers can stream their favorite songs, read reviews of nearby restaurants, or change the ambient lighting to their liking. To do so, they interact with large center stack touchscreens that have become the main interface between the driver and IVISs. To interact with these systems, drivers must take their eyes off the road which can impair their driving performance. This makes IVIS evaluation critical not only to meet customer needs but also to ensure road safety. The growing number of features, the distraction caused by large touchscreens, and the impact of driving automation on driver behavior pose significant challenges for the design and evaluation of IVISs. Traditionally, IVISs are evaluated qualitatively or through small-scale user studies using driving simulators. However, these methods are not scalable to the growing number of features and the variety of driving scenarios that influence driver interaction behavior. We argue that data-driven methods can be a viable solution to these challenges and can assist automotive User Experience (UX) experts in evaluating IVISs. Therefore, we need to understand how data-driven methods can facilitate the design and evaluation of IVISs, how large amounts of usage data need to be visualized, and how drivers allocate their visual attention when interacting with center stack touchscreens. In Part I, we present the results of two empirical studies and create a comprehensive understanding of the role that data-driven methods currently play in the automotive UX design process. We found that automotive UX experts face two main conflicts: First, results from qualitative or small-scale empirical studies are often not valued in the decision-making process. Second, UX experts often do not have access to customer data and lack the means and tools to analyze it appropriately. As a result, design decisions are often not user-centered and are based on subjective judgments rather than evidence-based customer insights. Our results show that automotive UX experts need data-driven methods that leverage large amounts of telematics data collected from customer vehicles. They need tools to help them visualize and analyze customer usage data and computational methods to automatically evaluate IVIS designs. In Part II, we present ICEBOAT, an interactive user behavior analysis tool for automotive user interfaces. ICEBOAT processes interaction data, driving data, and glance data, collected over-the-air from customer vehicles and visualizes it on different levels of granularity. Leveraging our multi-level user behavior analysis framework, it enables UX experts to effectively and efficiently evaluate driver interactions with touchscreen-based IVISs concerning performance and safety-related metrics. In Part III, we investigate drivers’ multitasking behavior and visual attention allocation when interacting with center stack touchscreens while driving. We present the first naturalistic driving study to assess drivers’ tactical and operational self-regulation with center stack touchscreens. Our results show significant differences in drivers’ interaction and glance behavior in response to different levels of driving automation, vehicle speed, and road curvature. During automated driving, drivers perform more interactions per touchscreen sequence and increase the time spent looking at the center stack touchscreen. These results emphasize the importance of context-dependent driver distraction assessment of driver interactions with IVISs. Motivated by this we present a machine learning-based approach to predict and explain the visual demand of in-vehicle touchscreen interactions based on customer data. By predicting the visual demand of yet unseen touchscreen interactions, our method lays the foundation for automated data-driven evaluation of early-stage IVIS prototypes. The local and global explanations provide additional insights into how design artifacts and driving context affect drivers’ glance behavior. Overall, this thesis identifies current shortcomings in the evaluation of IVISs and proposes novel solutions based on visual analytics and statistical and computational modeling that generate insights into driver interaction behavior and assist UX experts in making user-centered design decisions

Design for Perception - A Systematic Approach for the Design of Driving Automation Systems based on the Users\u27 Perception

While there is significant potential for driving automation to increase traffic safety and enhance comfort, it is important that these systems are designed in such a way that drivers are supported in building a correct understanding of the system\u27s capabilities and limitations. Hence, it is necessary to understand both the process by which drivers understand a driving automation system and the factors that influence their perception. During three workshops, six practitioners participated in a participatory action research study around a design use case, aiming to enhance mode awareness in a vehicle offering several levels of automation. This facilitated the development of a card deck, which supports practitioners to 1. explore possible solutions driven through a systematic approach, 2. identify areas of improvement through applying the lens of the user, 3. ideate and evaluate design decisions through a guided process

User expectations of partial driving automation capabilities and their effect on information design preferences in the vehicle

Partially automated vehicles present interface design challenges in ensuring the driver remains alert should the vehicle need to hand back control at short notice, but without exposing the driver to cognitive overload. To date, little is known about driver expectations of partial driving automation and whether this affects the information they require inside the vehicle. Twenty-five participants were presented with five partially automated driving events in a driving simulator. After each event, a semi-structured interview was conducted. The interview data was coded and analysed using grounded theory. From the results, two groupings of driver expectations were identified: High Information Preference (HIP) and Low Information Preference (LIP) drivers; between these two groups the information preferences differed. LIP drivers did not want detailed information about the vehicle presented to them, but the definition of partial automation means that this kind of information is required for safe use. Hence, the results suggest careful thought as to how information is presented to them is required in order for LIP drivers to safely using partial driving automation. Conversely, HIP drivers wanted detailed information about the system's status and driving and were found to be more willing to work with the partial automation and its current limitations. It was evident that the drivers' expectations of the partial automation capability differed, and this affected their information preferences. Hence this study suggests that HMI designers must account for these differing expectations and preferences to create a safe, usable system that works for everyone. [Abstract copyright: Copyright © 2019 The Authors. Published by Elsevier Ltd.. All rights reserved.

Responsibility Modeling for Operational Contributions of Algorithmic Agents

This paper presents an agent responsibility framework that can be used to identify, describe, and analyze many possible roles that algorithmic agents might perform for information systems and other work systems, including those involving robotic process automation. The two dimensions of the framework are 1) a spectrum of possible roles for algorithmic agents and 2) a set of facets of work to which algorithmic agents might be applied in work systems. This paper explains those ideas, applies two examples to illustrate their potential use, discusses alternative ways to use the framework, and identifies areas for future research

Planning for Density in a Driverless World

Automobile-centered, low-density development was the defining feature of population growth in the United States for decades. This development pattern displaced wildlife, destroyed habitat, and contributed to a national loss of biodiversity. It also meant, eventually, that commutes and air quality worsened, a sense of local character was lost in many places, and the negative consequences of sprawl impacted an increasing percentage of the population. Those impacts led to something of a shift in the national attitude toward sprawl. More people than ever are fluent in concepts of “smart growth,” “new urbanism,” and “green building,” and with these tools and others, municipalities across the country are working to redevelop a central core, rethink failing transit systems, and promote pockets of density. Changing technology may disrupt this trend. Self-driving vehicles are expected to be widespread within the next several decades. Those vehicles will likely reduce congestion, air pollution, and deaths, and free up huge amounts of productive time in the car. These benefits may also eliminate much of the conventional motivation and rationale behind sprawl reduction. As the time-cost of driving falls, driverless cars have the potential to incentivize human development of land that, by virtue of its distance from settled metropolitan areas, had been previously untouched. From the broader ecological perspective, each human surge into undeveloped land results in habitat destruction and fragmentation, and additional loss of biological diversity. New automobile technology may therefore usher in better air quality, increased safety, and a significant threat to ecosystem health. Our urban and suburban environments have been molded for centuries to the needs of various forms of transportation. The same result appears likely to occur in response to autonomous vehicles, if proactive steps are not taken to address their likely impacts. Currently, little planning is being done to prepare for driverless technology. Actors at multiple levels, however, have tools at their disposal to help ensure that new technology does not come at the expense of the nation’s remaining natural habitats. This Article advocates for a shift in paradigm from policies that are merely anti-car to those that are pro-density, and provides suggestions for both cities and suburban areas for how harness the positive aspects of driverless cars while trying to stem the negative. Planning for density regardless of technology will help to ensure that, for the world of the future, there is actually a world

Finding differences in perspectives between designers and engineers to develop trustworthy AI for autonomous cars

In the context of designing and implementing ethical Artificial Intelligence (AI), varying perspectives exist regarding developing trustworthy AI for autonomous cars. This study sheds light on the differences in perspectives and provides recommendations to minimize such divergences. By exploring the diverse viewpoints, we identify key factors contributing to the differences and propose strategies to bridge the gaps. This study goes beyond the trolley problem to visualize the complex challenges of trustworthy and ethical AI. Three pillars of trustworthy AI have been defined: transparency, reliability, and safety. This research contributes to the field of trustworthy AI for autonomous cars, providing practical recommendations to enhance the development of AI systems that prioritize both technological advancement and ethical principles