The tactile sense as a mechanism for the reduction of visual load elicited by control interactions : an automotive case study approach to the development of generic design recommendations

This thesis examines the potential for using tactile feedback to reduce the visual load that can be associated with interacting with controls. Using the automotive context as a case study, the thesis describes the process followed in the design of a prototype tactile interface (PTI) for the control of in-car secondary functionality (navigation, entertainment and climate control). There have been many examples of the use of active and passive tactile feedback to provide information to visually impaired people. There is however a paucity of previous research into the field of tactile feedback in mainstream product design. A literature review was performed examining various issues that are associated with tactile design including cognitive processing of tactile inputs, the use oftactile feedback in products used by visually impaired people and standard control design recommendations. This was followed by the generation of initial concepts and the first study, which examined how visually impaired people interact with electronic products that are unfamiliar to them, and also examined how they used their own equipment. The results from this study, and the literature review findings were combined into a series of design recommendations for the production of tactile interfaces that aim to reduce the visual load on the driver. These design recommendations were the basis for an iterative design process that resulted in the first, non functioning PTI interface model. The first PTI was constructed using rapid prototype technologies. The first iteration PTI was examined in the second study, a user trial in a driving simulator. The study produced encouraging results with a >90% success rate for correct control selection without vision, whilst performing a driving task. The results from this study were used to refine the design of the PTI and a working, hi-fidelity prototype was constructed for use in the final study. This study involved 'on the road' user trials comparing the glance durations made to the PTI and to a baseline system using a 'repeated measures' structure. The data from these user trials were examined to determine if the PTI exhibited a reduced visual load when compared to the baseline system. The results showed the PTI fostered significantly reduced summed glance durations for 7 of the 11 tasks performed when compared to the baseline system. Three of the 11 tasks that were performed in the study produced a reduction of summed glance duration of >50%. The PTI was also shown to foster non-visual interaction, with all participants performing at least one control interaction without looking at the control arrays. The tactile coding and symbolic layout of the PTI have been shown to be beneficial in terms of reducing 'eyes off road time' and therefore reducing the risk of distraction related accidents. A review of the results from the three studies described in this thesis has enabled the development of generic design guidelines for the production of tactile interfaces where a reduction in visual load is required for the safety of the operator. The thesis has made a contribution to the understanding of the use of the tactile sense during product interactions, and highlighting the benefits as well as the limitations of the tactile sense as a feedback mechanism

The Development of an Objective Methodology for the Evaluation of Drivers’ Field of View

AbstractThis paper presents research into driver vision and methods to quantify the field of view afforded a driver through a combination of direct vision (through windows) and indirect vision (through mirrors). Focusing primarily on Large Goods Vehicles (LGVs) a 3D projection technique has been developed to allow the field of view to be projected to form a visible volume of space representing what can be seen by the driver. This projection technique has previously been used in a qualitative manner to assess the presence of blind spots in proximity to LGVs and the degree to which other road users may be visible to the driver. To supplement this qualitative assessment a new quantitative, objective measure of field of view has been developed and implemented in the digital human modelling system SAMMIE. The objective measure involves the projection of the field of view afforded from a window aperture or via a mirror onto the surface of a sphere centered at the driver's eye point. The area of the resulting spherical polygon is calculated to provide an assessment of field of view that allows comparison between different vehicle configurations

Achieving workplace inclusiveness by using ergonomics risk assessment

Traditional manufacturing work practices do not consider human variability issues during the design process. However, most manual assembly activities demand high levels of repetition and speed without compromising product quality and work productivity. Individual factors including age, gender, skill, experience and anthropometry cause variations in task strategies that lead to variations in individual and organizational work performance. The ergonomics-based risk assessment methods OWAS, REBA and RULA have been used to evaluate risk levels associated with working methods. This paper discusses the need for these methods to understand and highlight the key issues generated by these variations with the objective of minimizing these variations. Methods that can be used to promote working strategies that minimize the level of risk are described. The proposed research method potentially reduces work-related musculoskeletal disorders, injuries, pain, and promotes safe, healthy, productive and more inclusive working strategies suitable for a diverse working population

The tactile sense as a mechanism for the reduction of visual load elicited by control interactions : an automotive case study approach to the development of generic design recommendations

This thesis examines the potential for using tactile feedback to reduce the visual load that can be associated with interacting with controls. Using the automotive context as a case study, the thesis describes the process followed in the design of a prototype tactile interface (PTI) for the control of in-car secondary functionality (navigation, entertainment and climate control). There have been many examples of the use of active and passive tactile feedback to provide information to visually impaired people. There is however a paucity of previous research into the field of tactile feedback in mainstream product design. A literature review was performed examining various issues that are associated with tactile design including cognitive processing of tactile inputs, the use oftactile feedback in products used by visually impaired people and standard control design recommendations. This was followed by the generation of initial concepts and the first study, which examined how visually impaired people interact with electronic products that are unfamiliar to them, and also examined how they used their own equipment. The results from this study, and the literature review findings were combined into a series of design recommendations for the production of tactile interfaces that aim to reduce the visual load on the driver. These design recommendations were the basis for an iterative design process that resulted in the first, non functioning PTI interface model. The first PTI was constructed using rapid prototype technologies. The first iteration PTI was examined in the second study, a user trial in a driving simulator. The study produced encouraging results with a >90% success rate for correct control selection without vision, whilst performing a driving task. The results from this study were used to refine the design of the PTI and a working, hi-fidelity prototype was constructed for use in the final study. This study involved 'on the road' user trials comparing the glance durations made to the PTI and to a baseline system using a 'repeated measures' structure. The data from these user trials were examined to determine if the PTI exhibited a reduced visual load when compared to the baseline system. The results showed the PTI fostered significantly reduced summed glance durations for 7 of the 11 tasks performed when compared to the baseline system. Three of the 11 tasks that were performed in the study produced a reduction of summed glance duration of >50%. The PTI was also shown to foster non-visual interaction, with all participants performing at least one control interaction without looking at the control arrays. The tactile coding and symbolic layout of the PTI have been shown to be beneficial in terms of reducing 'eyes off road time' and therefore reducing the risk of distraction related accidents. A review of the results from the three studies described in this thesis has enabled the development of generic design guidelines for the production of tactile interfaces where a reduction in visual load is required for the safety of the operator. The thesis has made a contribution to the understanding of the use of the tactile sense during product interactions, and highlighting the benefits as well as the limitations of the tactile sense as a feedback mechanism.EThOS - Electronic Theses Online ServiceGBUnited Kingdo

The development of an objective methodology for the evaluation of drivers’ field of view

This paper presents research into driver vision and methods to quantify the field of view afforded a driver through a combination of direct vision (through windows) and indirect vision (through mirrors). Focusing primarily on Large Goods Vehicles (LGVs) a 3D projection technique has been developed to allow the field of view to be projected to form a visible volume of space representing what can be seen by the driver. This projection technique has previously been used in a qualitative manner to assess the presence of blind spots in proximity to LGVs and the degree to which other road users may be visible to the driver. To supplement this qualitative assessment a new quantitative, objective measure of field of view has been developed and implemented in the digital human modelling system SAMMIE. The objective measure involves the projection of the field of view afforded from a window aperture or via a mirror onto the surface of a sphere centered at the driver’s eye point. The area of the resulting spherical polygon is calculated to provide an assessment of field of view that allows comparison between different vehicle configurations

The development of a truck concept to allow improved direct vision of vulnerable road users by drivers

The paper describes a research project which examined the potential benefits of increasing the allowed lengths of heavy goods vehicles in Europe to foster improved aerodynamics and safety. A concept vehicle was analyzed using the SAMMIE Digital Human Modelling system through the use of a novel technique which allows the volume of space visible to drivers to be visualized and quantified. The technique was used to quantify the size of blind spots for the concept vehicle and a baseline existing vehicle. This concept was then further iterated to improved direct vision from the cab. The results indicate that the addition of aerodynamic front sections to existing vehicle cabs has minor benefits for improved direct vision from vehicle cabs, and that other modifications such as the addition of extra window apertures and lowering the vehicle cab with reference to the floor, have benefits in terms of allowing the driver to identify VRUs in close proximity to the vehicle

An objective methodology for blind spot analysis of HGVs using a DHM approach

This paper presents research into the quantification and evaluation of driver's field of view (FOV) from Heavy Goods Vehicles (HGVs). The research explores the nature of any blind spots to drivers' vision resulting from the vehicle design and configuration. The paper is the first of two submitted to ICED17. This paper focuses upon the methodology for the quantification of blindspots and the second paper presents the results and outlines the need for a direct vision standard (Summerskill and Marshall, 2017). The research builds upon previous work by the authors exploiting a volumetric projection technique that allows the FOV to be visualised in order to quantify the magnitude of any blind spots. The approach also provides a means to compare vehicle designs and scenarios involving the vehicle and other road users. Using this volumetric approach, the research determined the size and location of any bind spots around 19 HGVs. The sample consisted of the most sold vehicles in the year up to 2014 from major manufacturers. This paper describes the methodology employed for the evaluation of the HGV blind spots aimed at providing an objective approach to the evaluation of drivers' FOV

Defining the requirement for a direct vision standard for trucks using a DHM based blind spot analysis

The aim of the study was to understand the nature of blindspots in the vision of drivers of trucks caused by vehicle design variables such as cab design. The paper is the second of two submitted to ICED17. This paper focuses upon the results for the quantification of blindspots and the first paper presents the methodology (Marshall & Summerskill, 2017). In order to establish the cause and nature of blind spots 19 top selling trucks were scanned and imported into the SAMMIE DHM system. A CAD based vision projection technique allowed multiple mirror and window aperture projections to be created. By determining where simulated VRUs could be positioned without being visible in the direct vision of a driver, the vehicles were compared. By comparing the drivers eye height and the obscuration distance of VRUs a correlation was identified. By exploring the design features of outliers in this correlation, it was determined that direct vision blind spots are affected by various design variables. This led to the definition of a requirement for a direct vision standard for trucks, with a standard now being defined by the authors in a project funded by Transport for London

Understanding direct and indirect driver vision in heavy goods vehicles - Summary Report

The research described in this report has been performed by Loughborough Design School (LDS) under the CLOCS programme funded by TfL. The project was specified to allow an understanding of the variability of blind spots in direct vision through windows and indirect vision through mirrors for the top selling HGVs in the UK. The impetus for the research was the increasing number of accidents between Vulnerable Road Users (VRUs) and HGVs in London. The aim was to compare the manufacturers’ most sold vehicle specifications to determine which vehicle design variables can affect the size of blind spots, and to explore issues that have been raised in previous research including the potential for construction HGVs to be involved in more accidents with VRUs than distribution variants of HGV designs. The LDS team have utilised a virtual modelling technique to explore this issue. This virtual approach allows multiple accident scenarios to be modelled and simulated. In order to allow the analysis of vehicle blind spots 19 vehicle models have been created by digitally scanning the real world vehicles. The vehicles that have been modelled include construction, distribution and long haul HGV designs, as well as ‘high vision’ low entry cab designs. These models have been used in combination with simulations of cyclist and pedestrian VRUs in a manner which recreates critical accident scenarios that have been defined through the analysis of accident data. This involves placing the simulated VRUs in a number of defined locations adjacent to the vehicle. Subsequently the simulated VRUs are moved away from the vehicle into a position where they ‘just can’t be seen’ by the driver of the vehicle, i.e. if they were moved further away they would be partially visible to the driver. The distance that the VRU simulation is away from the side or front of the vehicle cab determines the size of the direct vision blind spot. In this way vehicle designs and configurations can be compared. In addition to this further testing was performed to determine if the VRUs located in the direct vision blind spots could be viewed by the driver through the use of mirrors. The final analysis technique utilised a method which projects the volume of space that can be seen by a driver through the windows and mirrors on the surface of sphere. This provides a field of view value which can be used to compare the glazed area of HGVs and provides a method to distinguish between vehicles that perform at the same level in the VRU simulation. The results of the work highlight the follow key issues. 1. All standard vehicle configurations have blind spots which can hide VRUs from the driver’s direct vision 2. The height of the cab above the ground is the key vehicle factor which affects the size of direct vision and indirect vision blind spots 3. The design of window apertures and the driver location in relation to these window apertures can reduce the size of the identified blind spots. i.e. two different vehicle designs with the same cab height can have different results for blind spot size due to window design and driver seat location 4. Low entry cab designs, which are the lowest of the 19 vehicles tested, demonstrated real benefits in terms of reducing direct vision blind spots when compared to standard vehicle designs 5. The construction vehicles assessed in the project are on average 32% higher than the same cab design in the distribution configuration 6. For construction vehicles the distance away that a pedestrian in front of the vehicle can be hidden from the driver’s view is on average nearly three times greater than the distribution vehicles 7. For the construction vehicles the distance away that a cyclist to the passenger side of the vehicle can be hidden is on average more than two times greater than the distribution vehicles 8. The work has highlighted the need for a new standard which defines what should be visible through direct vision from the vehicle. Such a standard does not currently exist, and is seen as a key mechanism for improving future vehicle designs

The design of category N3 vehicles for improved driver direct vision

Previous research has shown that existing Category N3 vehicle designs exhibit considerable direct vision blind spots in front of and to the near (passenger) side of the vehicle. This research explores the potential to reduce these blind spots through changes to vehicle geometry made possible by the proposed increase to vehicle length. Using a concept vehicle designed in a project performed by FKA this research evaluates the direct vision afforded to the driver against a baseline DAF XF 105 and a range of iterations of the FKA concept to explore improvements to vision. The analyses are performed using a 3D projection technique in the SAMMIE digital human modelling system. This allows the vehicle concepts to be populated with representative drivers and visual targets including vulnerable road users in the form of pedestrians and cyclists and a typical Category M1 vehicle (a passenger car). The analysis has shown that these blind spots can be improved for the specific tests that have been performed in this research by the FKA concept and the iterations of the concept that have been produced by the LDS team. When compared to the baseline vehicle the original FKA concept improves direct vision to vulnerable road users located at the centre of the vehicle front as the extended front effectively pushes the visual targets further away from the front of the vehicle allowing them to be seen. The visibility to the two front corners of the FKA concept and the lateral visibility through the driver and passenger doors remain problematic. The first iteration of the FKA concept reduces obscuration through the design of a compact instrument panel similar to those used in bus and coach designs. This iteration also improves direct vision to the near side and front nearside corner of the vehicle through the use of additional glazed areas. The visibility of the offside front corner is still problematic. The second iteration of the FKA concept is a modified version of the first iteration with a reduction in the cab height of the vehicle by 230mm. This results in the most successful concept analysed, with good direct vision of all of the visual targets that have been defined in the research project. This reduction in height is possible with current vehicles but would result in a vehicle with reduced off road capabilities due to a reduction in ground clearance. The third iteration of the FKA concept explored the potential of a central driving position. This provides advantages to direct vision through improved lateral visibility at the original height of the concept vehicle. However, this iteration also introduces new direct vision issues. The project has shown that the potential to extend the front of category N3 vehicles to include aerodynamic features has some benefit in terms of improved direct vision for the design that has been analysed, but that more radical design solutions, such as lowering the vehicle cab, and adding glazed areas to the doors and below the windscreen bottom edge provide more effective solutions to the direct vision problem