Tracking Down the Intuitiveness of Gesture Interaction in the Truck Domain

AbstractTouchless hand gesture control potentially leads to a safer, more comfortable and more intuitive Human Vehicle Interaction (HVI) if relevant ergonomic requirements are met. To achieve intuitive interaction and thus to favor user acceptance, the gesture interface should be conform to user expectation and enable the users to apply their prior knowledge. This particularly concerns the gestures used for input. The conducted experiment investigates which gestures subjects tend to use for various functions of a truck and how these gestures are affected by the subjects’ prior knowledge. In total, 17 potential functions were considered for this purpose. Within the experiment, 74 subjects performed gestures for each of these functions while being recorded on video. The video data shows a variety of gestures differing in hand pose, execution space, and palm orientation. Nevertheless, several interindividual similarities in gesturing can be observed, which made it possible to analyze the gestures in terms of the prior knowledge applied. The results show that gestures differ according to the sources of prior knowledge like culture and instincts. Depending on the function, the gestures observed within the experiment are based on gestures of quasi-direct manipulation, emblematic gestures, instinctive gestures, standardized gestures and gestures expressing the users’ mental model. However, the applicability of these gestures is limited by capabilities of gesture recognition and is depending on how the user interface will be designed

Pinsight: A Novel Way of Creating and Sharing Digital Content through 'Things' in the Wild

Existing platforms for sharing locative digital content rely on the use of mobile phones for accessing the content. This can be a major deterrent to wider public access and also hinders immediacy and 'in the moment' discoverability. Building on previous work in situated public installations, we developed Pinsight, a novel platform for enabling end-users, such as local communities, to create and share digital content in-situ with public audiences through physical interactive devices. Pinsight is based on a set of design principles that focus on supporting both the expressiveness of content creators and the appeal to public audiences. This paper describes the design of the platform and how it supports sharing knowledge in ways different to conventional media. Through preliminary evaluations and two in-the-wild studies, we explore how such a situated technology can be used by different user groups (content designers, history communities, local residents) for sharing content with public audiences (visitors, pedestrians, residents) in different contexts

Intelligent driver profiling system for cars – a basic concept

Many industries have been transformed by the provision of service solutions characterised by personalisation and customisation - most dramatically the development of the iPhone. Personalisation and customisation stand to make an impact on cars and mobility in comparable ways. The automobile industry has a major role to play in this change, with moves towards electric vehicles, auton-omous cars, and car sharing as a service. These developments are likely to bring disruptive changes to the business of car manufacturers as well as to drivers. However, in the automobile industry, both the user's preferences and demands and also safety issues need to be confronted since the frequent use of different makes and models of cars, implied by car sharing, entails several risks due to variations in car controls depending on the manufacturer. Two constituencies, in particular, are likely to experience even more difficulties than they already do at present, namely older people and those with capability variations. To overcome these challenges, and as a means to empower a wide car user base, the paper here presents a basic concept of an intelligent driver profiling system for cars: the sys-tem would enable various car characteristics to be tailored according to individual driver-dependent profiles. It is intended that wherever possible the system will personalise the characteristics of individual car components; where this is not possible, however, an initial customisation will be performed

How can humans understand their automated cars? HMI principles, problems and solutions

As long as vehicles do not provide full automation, the design and function of the Human Machine Interface (HMI) is crucial for ensuring that the human “driver” and the vehicle-based automated systems collaborate in a safe manner. When the driver is decoupled from active control, the design of the HMI becomes even more critical. Without mutual understanding, the two agents (human and vehicle) will fail to accurately comprehend each other’s intentions and actions. This paper proposes a set of design principles for in-vehicle HMI and reviews some current HMI designs in the light of those principles. We argue that in many respects, the current designs fall short of best practice and have the potential to confuse the driver. This can lead to a mismatch between the operation of the automation in the light of the current external situation and the driver’s awareness of how well the automation is currently handling that situation. A model to illustrate how the various principles are interrelated is proposed. Finally, recommendations are made on how, building on each principle, HMI design solutions can be adopted to address these challenges

Fluid challenges in intensive care: the FENICE study A global inception cohort study

Fluid challenges (FCs) are one of the most commonly used therapies in critically ill patients and represent the cornerstone of hemodynamic management in intensive care units. There are clear benefits and harms from fluid therapy. Limited data on the indication, type, amount and rate of an FC in critically ill patients exist in the literature. The primary aim was to evaluate how physicians conduct FCs in terms of type, volume, and rate of given fluid; the secondary aim was to evaluate variables used to trigger an FC and to compare the proportion of patients receiving further fluid administration based on the response to the FC.This was an observational study conducted in ICUs around the world. Each participating unit entered a maximum of 20 patients with one FC.2213 patients were enrolled and analyzed in the study. The median [interquartile range] amount of fluid given during an FC was 500 ml (500-1000). The median time was 24 min (40-60 min), and the median rate of FC was 1000 [500-1333] ml/h. The main indication for FC was hypotension in 1211 (59 %, CI 57-61 %). In 43 % (CI 41-45 %) of the cases no hemodynamic variable was used. Static markers of preload were used in 785 of 2213 cases (36 %, CI 34-37 %). Dynamic indices of preload responsiveness were used in 483 of 2213 cases (22 %, CI 20-24 %). No safety variable for the FC was used in 72 % (CI 70-74 %) of the cases. There was no statistically significant difference in the proportion of patients who received further fluids after the FC between those with a positive, with an uncertain or with a negatively judged response.The current practice and evaluation of FC in critically ill patients are highly variable. Prediction of fluid responsiveness is not used routinely, safety limits are rarely used, and information from previous failed FCs is not always taken into account