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Adjunct Proceedings of the 3rd International Conference on

Automotive User Interfaces and

Interactive Vehicular Applications

Salzburg, 2011

AutomotiveUI2011

3rd International Conference on Automotive User Interfaces and

Interactive Vehicular Applications

November 30th ... December 2nd 2011, Salzburg, Austria

Posters & Demos

Industrial Showcase

Workshop 1

Workshop 2

Workshop 3

Workshop 43

95
113
120
151
170

Table of Contents

AutomotiveUI 2011

Third International Conference on

Automotive User Interfaces and Interactive

Vehicular Applications

November 29"December 2, 2011

ICT&S Center, University of Salzburg

Salzburg, Austria

ADJUNCT PROCEEDINGS

OEP

OSTERS & INTERACTIVE DEMOS

Organizers:

Manfred Tscheligi Conference Chair

Andreas Riener, Myounghoon Jeon Poster & Demo Chairs

Andreas Riener, 2011-11-28

(This Page Intentionally Left Blank)

Contents

Preface1

Welcome Note........................................... 3

I Poster Abstracts5

The use of in vehicle data recorders and self-reported data for evaluating driving be- havior of young drivers............................... 7 Information Extraction from the World Wide Web Using a Speech Interface....... 9 IVAT (In-Vehicle Assistive Technology): Multimodal Design Issues for TBI Drivers . . . 11 ENGIN (Exploring Next Generation IN-vehicle INterfaces): Drawing a New Concep- tual Framework through Iterative Participatory Processes............. 13 The HMISL language for modeling HMI product lines.................. 15 Designing a Spatial Haptic Cue-based Navigation System................. 17 Investigating the Usage of Multifunctional Rotary Knobs in the Center Stack with a Contextual Inquiry................................. 19 Driver Distraction Analysis based on FFT of steering wheel angle............ 21 Gas Station Creative Probing: The Front Seat Passenger.................. 23 A New Icon Selection Test for the Automotive Domain Based on Relevant ISO Us- ability Criteria . .................................. 25 The Process of Creating an IVAT Plug-in: Mirror Checking................ 27 Personas for On-Board Diagnostics ... User types of drivers dealing with malfunction in e-cars....................................... 29 On Detecting Distracted Driving Using Readily-Available Vehicle Sensors: Prelimi- nary Results..................................... 31 Natural and Intuitive Hand Gestures: A Substitute for Traditional Vehicle Control? . . . 33

3D Theremin: A Novel Approach for Convenient Point and ClickŽInteractions in Vehicles 35

Open Car User Experience Lab: A Practical Approach to Evaluating Car HMIs Holistically 37 Situation-adaptive driver assistance systems for safe lane change via inferring driver intent 39 Determination of Mobility Context using Low-Level Data................. 41 Addressing Road Rage: The Effect of Social Awareness in Every Day Traf"c Situa- tions ... A User Study................................ 43 New Apps, New Challenges: Quality Matters in Automotive HMI Development..... 45 The Ethnographic (U)Turn: Local Experiences of Automobility.............. 47 (C)archeology ... Car Turns Outs & Automobility..................... 49 An Approach to User-Focused Development of High-Value Human-Machine Interface

Concepts...................................... 51

II Interactive Demos53

The ROADSAFE Toolkit: Rapid Prototyping for Road-Testing Novel Automotive User Interfaces . .................................. 55 The Design and Implementation of the Human-Vehicle Interface Management System . . 57 SpeeT ... A Multimodal Interaction Style Combining Speech and Touch Interaction in Automotive Environments............................. 57 Dialogs Are Dead, Long Live Dialogs: Building a Multimodal Automotive Applica- tion for Both Novices and Experts......................... 59

III Posters PDFs61

The use of in vehicle data recorders and self-reported data for evaluating driving be- havior of young drivers............................... 63 Information Extraction from the World Wide Web Using a Speech Interface....... 64 IVAT (In-Vehicle Assistive Technology): Multimodal Design Issues for TBI Drivers . . . 65 ENGIN (Exploring Next Generation IN-vehicle INterfaces): Drawing a New Concep- tual Framework through Iterative Participatory Processes............. 66 The HMISL language for modeling HMI product lines.................. 67 Designing a Spatial Haptic Cue-based Navigation System................. 68 Investigating the Usage of Multifunctional Rotary Knobs in the Center Stack with a Contextual Inquiry................................. 69 Driver Distraction Analysis based on FFT of steering wheel angle............ 70 Gas Station Creative Probing: The Front Seat Passenger.................. 71 A New Icon Selection Test for the Automotive Domain Based on Relevant ISO Us- ability Criteria ................................... 72 The ROADSAFE Toolkit: Rapid Prototyping for Road-Testing Novel Automotive User Interfaces . .................................. 73 The Process of Creating an IVAT Plug-in: Mirror Checking................ 74 Personas for On-Board Diagnostics ... User types of drivers dealing with malfunction in e-cars....................................... 75 On Detecting Distracted Driving Using Readily-Available Vehicle Sensors: Prelimi- nary Results..................................... 76 Natural and Intuitive Hand Gestures: A Substitute for Traditional Vehicle Control? . . . 77

3D Theremin: A Novel Approach for Convenient Point and ClickŽInteractions in Vehicles 78

Open Car User Experience Lab: A Practical Approach to Evaluating Car HMIs Holistically 79 Situation-adaptive driver assistance systems for safe lane change via inferring driver intent 80 Determination of Mobility Context using Low-Level Data................. 81 Addressing Road Rage: The Effect of Social Awareness in Every Day Traf"c Situa- tions ... A User Study................................ 82 New Apps, New Challenges: Quality Matters in Automotive HMI Development..... 83 The Design and Implementation of the Human-Vehicle Interface Management System . . 84 The Ethnographic (U)Turn: Local Experiences of Automobility.............. 85 (C)archeology ... Car Turns Outs & Automobility..................... 86 SpeeT ... A Multimodal Interaction Style Combining Speech and Touch Interaction in Automotive Environments............................. 87 An Approach to User-Focused Development of High-Value Human-Machine Interface

Concepts...................................... 88

Appendix89

List of Authors.......................................... 91 Keyword Terms.......................................... 93 Technical Program Committee Members............................. 95 (This Page Intentionally Left Blank)

Preface

- 1 - (This Page Intentionally Left Blank) - 2 -

Welcome Note from the Poster/Demo Chairs

It is with great pleasure that we have the opportunity to present the adjunct proceedings of the Third

International Conference on Automotive User Interfaces and Interactive Vehicular Applications (Auto-

motiveUI 11, http://auto-ui.org). Building on the success of the previous conferences, this conference is

becoming the renowned international forum for the dissemination and exchange of up-to-date scienti"c information on theoretical and practical areas of Human-Computer Interaction in the context of cars. This year, the poster and interactive demo session is being held on the second day of the conference (December 1st, afternoon) at the ICT&S Center, University of Salzburg. The adjunct proceedings are published on the conference website and are provided on your thumb drive. Many people have devoted considerable time in reviewing and selecting those pieces of work which will be presented here. The poster and interactive demo program addresses diverse human-computer

interaction issues in the context of cars, including new interactive apps, devices, toolkits and metaphor

use, research and design process, methodologies, and tools appropriate for this domain, as well as studies

that improve our understanding of special populations (e.g., drivers in road rage or drivers with traumatic

brain injury). We have embraced all of these topics in the hope to foster a new community which aspires

a recurring annual gathering on automotive user interfaces and interactive vehicular applications. In

addition, we have combined many of the experiential aspects of the conference such as one minute

madness for the poster session, interactive demonstrations, and exhibits. We expect that the poster and

interactive demo session will be more alive than ever with these various new attempts. We encourage you to come to our poster and interactive demo session and have fruitful discussions

with researchers and practitioners from all over the world. Dont miss the ever-popular one minute

madnessŽ, where all Poster/Demo authors will be lined up for a rapid "re, 60-second opportunity to urge

attendees to visit them and learn about their work during the reception. The poster session chair, Albrecht

Schmidt, will strictly enforce the one minute time limit for each presentation. We have heard that he has

been hard at work devising an effective way to signal the end of a one minute time slot ... well have to

wait until the session to "nd out what he will choose in the end... We would like to thank each and every one of you for your valuable contribution towards the success

of this conference, especially the poster and interactive demo session, and to wish you a professionally

rewarding and socially enjoyable stay in Salzburg. Enjoy the spirit of Salzburg!

Andreas Riener

Myounghoon Jeon

- 3 - (This Page Intentionally Left Blank) - 4 -

Part I.

Poster Abstracts

- 5 - (This Page Intentionally Left Blank) - 6 -

The use of in vehicle data recorders and self-

reported data for evaluating driving behavior of young drivers

GilaAlbert*

H.I.T...HolonInstituteofTechnology

TsippyLotan

OrYarok

TomerToledo

EinatGrimberg

OrYarok

MarianoLasebnik

H.I.T...HolonInstituteofTechnology

H.I.T,52GolombSt.,Holon,58102,Israel

ABSTRACT

This paper aims to evaluate the driving behaviour of young drivers few years after licensure. The evaluation is based on two kinds of data:

In Vehicle Data Recorders

(IVDR) and Self-Reports (SR). The results show that young drivers clearly perceived themselves as safer drivers than they are according to IVDR. The results also suggest, based on the two approaches, that young driver improved their driving behavior while driving with IVDR. The analysis obtained should be considered as exemplifying the potential of what may be done with these two evaluation approaches.

General Terms

Measurement, Experimentation.

Keywords

In Vehicle Data Recorders, Self-reports, Young drivers,

1. INTRODUCTION

Young drivers in Israel, similar to other places over the globe, are involved in car crashes more than any other age group [1,2]. The definition of a "young driver" in many countries refers to relatively wide age group, e.g., the ages of 17-24 in Israel. This paper aims to evaluate how young drivers in the age of 19-24 drive 3-4 after licensure. The evaluation was done using two tools: In Vehicle Data Recorders (IVDR) technology and Self- reported data (SR). More specifically, we focused on the relationship between these two measurements. IVDR can be used for unobtrusive recording of driving behaviour under ordinary traffic conditions. This advanced recording equipment is installed in driver's car, tracks all trips made by the vehicle and provides information regarding trip characteristics and safety levels. The manoeuvres detected during driving are

classified into major categories of events, e.g., speeding, turn handling, and the quality of performance of the

detected manoeuvres is evaluated. Drivers are color- coded according to their safety classification: green (cautious), yellow (moderate) and red (aggressive) [3,4]. SR are very popular tools employed in driver safety research and many studies use it even as a sole source of data. SR has many well recognized advantages, such as its ease of use andthe ability to collect large data sets relatively cheaply but suffers from well known limitations regarding its validity as an indicator of actual behaviour [5]. This paper is based on a study done in Israel as part of the

PROLOGUE project conducted within the EU FP7 [6].

2. METHODOLOGY

IVDR systems have been installed in the private cars of the participants, 32 young drivers with 3-4 years of driving experience at average age at the time the study started of 20.5 ± 0.5 years. The participants were recruited from a participants' pool that participated as novice young drivers in a study conducted in Israel few years ago [3]. All trips were monitored in a study period of 8 months. The study period was divided into three stages: the "blind profile" stage which started immediately after the installation, provided no feedback and served as a baseline; the "feedback stage" that followed in which participants received real-time and via the internet feedback; the final "cool-off" stage in which the participants continued to drive with the IVDR but did not receive any feedback. During the "blind profile" and "cool-off" stages participants were asked to fill in specific trip diaries regarding various characteristics of the trips they have taken in the last 48 hours, e.g., date, time, duration, trip purpose, perceived level of trip safety, etc.

3. RESULTS

Table 1 presents general statistics of the trips the participants undertook. These trips are used in the analysis that follows. The SR compiled for specific days

Copyright held by author(s).

AutomotiveUI11, November 29-December2, 2011, Salzburg, Austria.

Adjunct Proceedings

- 7 - in the no feedback stages (i.e. the blind profile and the cool-off stages) were compared to the data collected by the IVDR for the same days. The matching was based on the trip date and time that the driver reported.

Table 1. Characteristics of the trips undertaken

"Blind profile" stage "Feedback" stage "Cool-off" stage

No. of trips 1,859 3,050 1,565

Total duration of

trips (hrs)

846.2 1179.4 601.1

Trip duration

Average (min)

27.3 23.2 23.0

SD of trip duration

(min)

22.8 26.1 22.1

The comparison of IVDR data and SR data was done

with respect to two factors for the two no-feedback stages: driving exposure and trip safety evaluation. The results show high correlation of driving exposure which was self-reported and data obtained from IVDR. The correlation was 0.96 at the level of individual participants in the "blind profile" stage and 0.90 at the level of individual participants in the "cool-off" stage. We also compare the trip risk classification provided by IVDR to those perceived by SR. IVDR and SR data provide information regarding each trip safety level: red, yellow, or green. Based on these the overall risk evaluation scores (RES) of each trip have been calculated within an interval ranging from 0 to 1. For the categorization, values up to 0.2 are categorized as low-risk (green), 0.2RES<0.5 indicate intermediate driving (yellow), and values over 0.5 indicate aggressive driving (red). Accordingly, on the aggregate level, in the "blind profile" stage, the average RES obtained from IVDR is 0.465 compared to 0.185 obtained from the SR. In the "cool-off" stage the average RES obtained from IVDR is 0.270 compared to 0.035 obtained from the SR. That is, with respect to the risk levels, there is a significant improvement in the "cool-off" stage. This may indicate that these participants did improve their driving behaviour while driving with IVDR and are aware of that. The illustration of the comparison of the perceived RES to the RES calculated from the IVDR in the "cool-off" stage per each participant is shown in Figure 1. Trips were matched only for 14 participants. In the figure, the bar for each participant represents his or her average RES based on the IVDR risk levels whilst the bar's colour is coded according to the RES based on self-reported risk levels (green for low, yellow for intermediate and red for high risk). The figure indicates that 6 out of the 14 participants perceived their trips in general as safer than they are according to the IVDR data (e.g. participants with RES of 0.85-0.9 are above the red line and certainly are "red" but perceived themselves as "yellow"), 7 classified themselves similarly to the IVDR and only one self-reported higher risk level compared to the IVDR.

The IVDR risk classifications were higher (specifying lower level of safety) than the self-reported, indicating

that the drivers perceived the trips they undertook as significantly safer compared to the IVDR evaluation.

Figure 1. Risk evaluation scores IVDR vs. SR

4. CONCLUSION

The results show that young drivers clearly perceived the trips they undertook all the time as safer than they are according to IVDR data. The young driver improved their driving behavior while driving with IVDR: their risk evaluation score was significantly safer in the final "cool- off" stage compared to the initial "blind profile" stage. However, it is important to take into account that the analyses are based on a small sample of 32 participants, which are by no means representative of young drivers. The paper also points out the potential of using these two approaches for evaluating driving behavior. However, more effort should be put on the manner in which these data are generated and compared.

5.REFERENCES

[1] CBS (2010). Traffic accidents with casualties, Israel Central Bureau of Statistics, Ministry of Transport, Jerusalem,

Israel.

[2] Williams, A.F. (2003). Teenage drivers: patterns of risk.

Journal of Safety Research, 24, pp.5-15.

[3] Toledo, T., Musicant, O., and Lotan, T. (2008). In-vehicle data recorders for monitoring and feedback on drivers behavior. Transportation Research C,16, pp. 320...331. [4] Neale, V.L., Klauer S.G., Knipling R.R., Dingus T.A.,

Holbrook G.T. and Petersen A. (2002). The 100 car

naturalistic driving study phase I: experimental design, Report DOT-HS-808-536, Department of Transportation,

Washington DC.

[5] Wåhlberg, A. A. (2009). Driver behaviour and accident research methodology:unresolved problems . Chap 2. pp.

17-64. MPG Books Group, UK.

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