11/5/2014
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`Reconfigurable Displays Used as Primary Automotive Instrumentation
`
`INTERNATIONAL...
`
`I Learn I Publications I Technical Papers
`
`Reconfigurable Displays Used as Primary Automotive Instrumentation
`
`Paper #1 890282
`
`DOI:
`
`10.4271/890282
`
`Published: 1989-02-01
`
`Citation:
`
`Corsi, K. and Sattler, W., “Reconfigurable Displays Used as Primary
`Automotive
`Instrumentation,"
`SAE Technical Paper
`890282,
`1989,
`doi:10.4271/S90282.
`
`Author(s): Kim M. Corsi Walter J. Sattler
`
`Affiliated: General Motors Corp. Delco Electronics Corp.
`
`Abstract: Application guidelines were established to structure the driver interface
`required for a reconfigurable automotive primary display. An advanced
`driver information system incorporating these guidelines was integrated
`into a concept car. This paper describes
`the design,
`integration,
`implementation, and ongoing evaluation of this system.
`
`Sector:
`
`Automotive
`
`Topic:
`
`Computer simulation
`Instrument panels
`
`
`Electrical, Electronics and Avionics Human Factors Displays
`
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`©2014 SAE International. All rights reserved.
`
`http://papers .sae.org/890282/
`
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`890282
`
`Reconfsgurable Displays Used as Prima
`lotive Instrumentation
`Kim M. Corsi
`Advanced Engineering Staff
`General Motors Corp.
`Walter J. Sattler
`Advanced instrumentation Engineering
`Deico Electronics Corp.
`
`Reprinted from SP-770—Automotive information
`Systems and Electronic Displays:
`Recent Developments
`
`International Congress and Exposition
`Detroit, Michigan
`February 27 — March 3,1989
`
`VALEO EX. 1036_002
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`
`SAE GLOBAL MOBILITY DATABASE
`
`No part of this publication may be reproduced in any form, in
`an electronic retrieval system or otherwise, without the prior
`written permission of the publisher.
`
`ISSN 0148-7191
`Copyright 1989 Society of Automotive Engineers, Inc.
`
`Persons wishing to submit papers to be considered for pres(cid:173)
`Positions and opinions advanced in this paper are those of the
`entation or publication through SAE should send the manu(cid:173)
`author(s) and not necessarily those of SAE. The author is
`script or a 300 word abstract of a proposed manuscript to:
`soieiy responsible for the content of the paper. A process is
`Secretary, Engineering Activity Board, SAE.
`available by which discussions will be printed with the paper
`if it is published in SAE Transactions. For permission to
`publish this paper in full or in part, contact the SAE Publica(cid:173)
`tions Division.
`
`Printed in U.S.A.
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`890282
`
`Reconfigurable Displays Used as Primary
`tomotive Instrumentation
`Kim M. Corsi
`Advanced Engineering Staff
`General Motors Corp.
`Walter J. Sattler
`Advanced Instrumentation Engineering
`Delco Electronics Corp.
`
`ABSTRACT
`
`Application guidelines were established to
`structure the driver interface required for a
`reconfigurable automotive primary display. An
`advanced driver information system incorporat(cid:173)
`ing these guidelines was integrated into a
`concept car. This paper describes the design,
`integration, implementation, and ongoing
`evaluation of this system.
`
`EOTERIAINMENT FUNCTIONS, DRIVER INFORMATION,
`and driving aids are proliferating in today's
`automobiles. This actuality inspired the
`conception of an advanced driver information
`system which utilizes a reconfigurable display
`located in the instrument panel directly in
`front of the driver. Application guidelines
`were established to use as a basis for
`designing and implementing this system in a
`functional concept car.
`The factors driving the acceptance of
`reconfigurable displays in cars of the future
`are derived from two realities: the computer
`revolution in the workplace and the trend
`toward marketing advanced information features
`in cars (1)*. With computers in daily use in
`the workplace, people are accustomed to
`managing the vast amount of information that
`they need to do their job. Automotive
`designers believe that many drivers similarly
`may desire a vehicle that allows them to select
`the information they need to start their trip
`and to get new, possibly important, information
`while enroute.
`
`Numbers in parentheses designate references at
`end of paper.
`
`The primary function of the automobile is
`to provide land transportation for people from
`one location to another. Designers must
`preserve this simple objective when features
`are added to the car to assist the driver in
`getting from point A to point B. Several
`advanced information features were added in
`this concept vehicle. The challenge is to
`simplify the visual and tactile loading in the
`driver interface in spite of the features added
`to the standard information displayed in
`today's cars.
`Efforts are ongoing to improve the driver
`interface, consisting of a display system and
`mode selection controls, to: l) optimize
`information presented to the driver, 2)
`simplify driver tasks and 3) minimize
`distraction.
`
`DISPLAY SELECTION
`
`DISPLAY SYSTEM DESIC3T REQUIREMENTS -
`Guidelines (2,3,4) were established by the
`authors to discern which display technology
`best suited the need of this specific project.
`These guidelines, which are itemized
`below, assume that the reconfigurable display
`will be the primary information readout in the
`vehicle. These guidelines were derived to
`assist in the selection of the display and
`graphics for the concept vehicle.
`
`o Location - Position the panel within a visual
`cone defined by a 15 degree angle from the
`driver's line of vision looking down the
`road.
`o Size - Panel area is determined by the
`maximum amount of graphics to be displayed at
`any one time. This concept vehicle required
`60 - 80 square inches.
`
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`i Shape - Panel contour is determined by the
`styling theme and the need to minimis
`obstruction by the steering wheel.
`i Legibility - Alphanumeric characters and
`other symbols should occupy an area
`subtending at least 20 arc minutes of the
`drivers vision.
`> Resolution - Graphic displays should appear
`to be continuous, i.e. the individual picture
`elements' construction should not be obvious.
`The resolution/addressability ratio should be
`1.0 to 2.0.
`Response Time - The display should
`reconfigure within 1/8 second including
`switch recognition time.
`Contrast Ratio vs. Ambient Illumination - The
`panel should have a minimum of a 10:1
`contrast ratio in direct sunlight and should
`be dimmable to 2 footlamberts or less in
`total darkness. Refer to Fig. 1.
`Effective Use of Color - The following
`advantages result from the appropriate use of
`color: functional linking, eye appeal,
`traditional warning codes, and varied
`emphasis by selecting colors based on their
`visibility as indicated by the position of
`the color on the photopic curve.
`
`NIGHT
`TIME
`100r
`
`DEEP
`TWILIGHT
`
`DIRECT
`FULL
`DAYLIGHT SUNLIGHT
`
`diagram represents a display requirement. The
`spokes shown were sufficient for this "concept"
`project. However, additional requirements such
`as cost, life and environmental resistance must
`be added for production intent projects. Each
`spoke is terminated at the level beyond which
`no significant benefit is derived. Also, it is
`true that any technology could be adapted to
`optimize one or two parameters at the expense
`of other iasportant reqiiirements. The data
`charted on the diagram was taken from LCS/CRT
`sauries and from TFT/LCD manufacturer's data.
`
`XHV£ AfSA
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`AMBIENT ILLUMINATION (FOGTCANOLES)
`
`Fig. 1 - Contrast ratio vs. ambient
`
`DISPLAY TECHNOLOGIES VS. REQ5OTEMENTS -
`Many reconfigurable display technologies were
`considered for use in this project. They were
`reviewed with respect to the extent to which
`they meet the guidelines listed above. Some
`were dismissed immediately since prototypes
`that were available without additional
`development effort totally lacked certain
`important qualities.
`The two display technologies that best met
`the requirements, Liquid Crystal
`Shutter/Cathode-ray Tube (LCS/CKT) (5) and
`Thin-film Transistor/Liquid Crystal Display
`(TFT/LCD) (6), are compared on the "snowflake
`diagram" in Fig. 2. This snowflake diagram was
`developed by the authors to aid in the
`selection of a display. Each spoke of the
`
`1 iD
`"g^"1
`Fig. 2 - Display technology comparison
`
`THE DRIVER INTERFACE VEHICLE DISPLAY -
`Although the TFT/LCD display surpasses the
`LCS/CRT in all but one parameter on the
`snowflake diagram, the LCS/CRT was chosen.
`This display was selected because its viewing
`area, (67.7 square inches), is significantly
`larger than the viewing area of TFT/LCD display
`(36 square inches) that was available at the
`time this comparison was made. The larger area
`is required to display all the information
`desired for this project. Although the
`LCS/CRT's parameters did not meet the authors'
`ideal specifications, they were sufficient for
`this project. The display's main function here
`is to demonstrate the concept of positioning a
`reconf igurable display directly in front of the
`driver and to demonstrate various functions
`which can be be supported by such a display.
`The LCS/CRT display chosen consists of a
`
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`12" diagonal, high brightness, monochrome CRT
`which is viewed through a liquid crystal
`shutter to provide color and contrast
`enhancement. The choice among competing
`technologies was narrowed quickly when the
`essential requirements: color, large area and
`sunlight readability were combined. She
`performance of the DCS/CRT display system is
`described in Table 1.
`The display was positioned in the primary
`viewing area directly above the steering
`column. The overall depth of the CRT,
`including the housing and shutter assembly, was
`14 inches and was accommodated without
`disturbing the standard firewall surface.
`Reflections from the first surface of the
`display were eliminated by tipping the
`faceplate and CRT back 15 degrees from the
`normal sight line and by providing an adequate
`brow over the display.
`Display and Graphics Performance - This
`section indicates how the Driver Interface
`system meets most of the established
`guidelines. Table 1 describes the performance
`of the ITS/CRT display system. Table 2
`provides legibility information, listing the
`arc minutes of the area occupied by the
`alphanumeric fonts.
`
`due to the driver's input. The longest
`reconfigure time is 1.6 seconds. This occurs
`when 62% of the screen is modified and complex
`graphics are displayed. Significant advances
`in graphics processing technology are required
`to meet the 0.125 second response time.
`
`Table 2
`
`legibility
`
`FONT
`
`ARC MINUTES
`
`Speedometer digits
`Clock and fuel level digits
`Map street labels
`Menu and switch labels
`
`82
`27
`22 .'••
`17
`
`The Driver Interface system is capable of
`displaying 16 different colors out of a palette
`of 65,536 at any instant in time. However, the
`number of different colors (including black)
`displayed at any one time ranges from 7 to 10,
`where 7 is the typical number. The number of
`colors was restricted to ease interpretation of
`the displayed information.
`
`Table 1 12" LCS/CRT Performance Data
`
`DRIVER INTERFACE CONCEPT CAR
`
`Color content*
`
`red, green and all
`combinations
`
`Active area
`
`67.7 square inches
`
`Contrast ratio
`
`4:1 @ 3000 ft. cardies
`
`Speed*
`
`60 frames per second
`
`Turn on time
`
`8 seconds
`
`Display depth
`
`14" overall
`
`Viewing cone
`
`90 degrees H
`30 degrees V
`
`Resolution*
`
`67 lines per inch H&V
`(640 X 480 pixels)
`
`Brightness*
`
`0 - 60.4 £L
`
`*Also dependent on CRT controller
`
`The desired response time from when a
`switch is pressed until the resulting graphics
`are displayed is 0.125 second. This tune is
`met when up to 8% of the screen is reconfigured
`
`The design objective in building this car
`was to provide a centralized driver interface
`while retaining control simplicity. Fig. 3
`shows how the interface was structured. The
`central location of the display and the
`positioning of the switches near the rim of the
`wheel has the effect of eliminating the
`cluttered look of full-featured cars. Interior
`designers will eagerly make use of the space
`formerly occupied by the entertainment
`controls and displays to add or improve upon
`passenger convenience features. The added
`content in this car is summarized as follows:
`
`o Instrument Panel Display - 12" diagonal,
`multicolor display in the primary viewing
`area. Two steering wheel mounted switches
`provide menu driven control. Malfunction
`warnings are displayed automatically and are
`announced by a single chime note.
`o Sound System - Enhanced audio sound system
`including tape and laser disc.
`o Phone System - Cellular telephone operated
`by voice. Recognition is speaker
`independent.
`o Navigation System - An automotive, dead
`reckoning navigation system.
`o Trip Computer - Summary of trip is
`graphically shown.
`
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`cellular phone system however, voice
`recognition is used as an alternate means to
`control almost all modes of usage. Voice
`control was found to be a powerful and very
`flexible interface mode. A brief description
`of its implementation follows to help stimulate
`further exploration leading to the use of voice
`as a primary mode of interface control. Also,
`a description of the navigation system is
`given.
`
`VOICE COS3WOUM) PHONE - "Hie Voice Controlled
`Cellular Phone System permits the driver to
`initiate and receive telephone calls from the
`Public switched Telephone Network (PSTN). One
`phone operation is completely "hands free";
`through voice commands to initiate a phone call
`and through a speaker phone. Phone commands
`are spoken and picked up by the same microphone
`used during the phone call. Feedback to the
`driver is through the Driver Interface display
`and also through audio tones. The voice
`recognizer is designed to accept isolated word,
`speaker-independent, far-talk inputs. The
`vocabulary for this vehicle is twenty words
`consisting of the digits and control words such
`as "cancel", "send" and "store". The driver
`can initiate calls from a directory of
`previously stored numbers or by speaking the
`digits of a new number. Fig. 5 shows one of
`the phone control pages. Along the left edge
`are the six main menu choices for information
`display.
`
`Fig. 3 - Concept car interface
`
`Fig. 4 shows how the vehicle was
`mechanized and describes the information that
`flows between functional blocks. All
`information sources and their associated
`graphics are selected and controlled by the
`steering wheel switches. These switches are
`designed with a surface profile that is
`intended to eliminate the driver's need to look
`down at them to determine which switch to
`press. While the onboard subsystems such as
`canomanications and entertainment are unique as
`implemented here, a description of each would
`be beyond the scope of this paper. In the
`
`Driver Interface
`Controller
`
`• 68000 Based
`• Driver Interface
`• Graphics Processor
`• Radio Disc And Tape
`• Phone Communications
`• Navigation
`interface
`• Trip Computer
`
`— Turn Signals
`— High Beam
`Parking Brake
`— Fuel Sender
`— Speed Sensor
`-+• Chime
`RS-232 (19-2K) —
`Function Seleclion-
`
`Navigation
`C o m p u t er
`
`- Compass
`-Left Wheel Sensor
`|<—High! Wheel Sensor
`
`6x9 Subwoofer with
`aimable Ti Tweeter
`Fig. 4 - Concept car mechanization
`
`Mic
`
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`Background noise can cause degradation in
`the performance of the voice recognizer. When
`the driver selects the phone page, the sound
`system is automatically muted. Although this
`eliminates one background noise source, others
`exist. Road noise is a problem when travelling
`at high speeds. Sufficient sound-absorbing
`material used in a production vehicle will
`eliminate this problem. Also, the climate
`control fan speed should be reduced when
`operating the voice recognizer to eliminate
`blower motor noise interference.
`
`flashing star. Also displayed is an arrow
`pointing in the direction of the destination
`and the straight-line distance 'to this
`location.
`o Zoom level selection - 1/8, 1/4, 1/2, 1, 2,
`5, 10, 20 and 40 mile scales are available.
`All streets are displayed on the 1/8 and 1/4
`mile scale. Only major highways are
`displayed on the 10 mile and above scales.
`o panning - Allows the driver to view adjacent
`map areas. The area panned ranges from 1
`mile to 20 miles outside the normally
`displayed area depending upon the zoom level
`selected.
`o Vehicle relocation - Allows the driver to
`reset the displayed vehicle position.
`o Sensor reset - Recalibrates the wheel sensors
`and compass.
`
`For safety reasons, only some of these
`functions are permitted while the vehicle is in
`motion. Zoom level selection and moving the
`displayed vehicle position to a street left or
`right of the current street are allowed while
`the vehicle is moving.
`The average positional accuracy of the
`Etak Navigator is within 50 feet.
`
`Fig. 5 - Phone system graphics
`
`NAVIGATION SYSTEM - The automotive
`navigation system integrated into this vehicle
`is an Etak Navigator (7) with a serial port for
`transmitting graphics command to the Driver
`Interface Controller. This navigation system
`uses a dead reckoning algorithm, augmented by
`map-matching, to determine vehicle location.
`This system is fully self-contained, receiving
`inputs from a solid-state compass and wheel
`sensors on the undriven wheels. The compass
`and wheel sensor inputs are used to determine
`heading and distance travelled. Map-matching
`eliminates accumulation of positional error.
`The map database is stored on cassette
`tape at this time. IMaps are presented in
`color, occupying a 9" diagonal area of the
`LCS/CRT and are displayed in a heading-up
`direction. Refer to Fig. 6. Current vehicle
`location is indicated by a flashing arrow.
`This arrow remains displayed in the same
`location while the map moves around it.
`Indicated below are the available
`navigation functions.
`
`o Destination selection - A destination can be
`selected by specifying street address, street
`intersection or street name. A selected
`destination location is indicated by a
`
`Fig. 6 Navigation System Graphics
`
`HUMAN FACTORS ISSUES AND EVAHJATIONS
`
`The human factors aspects of any vehicle
`system which requires driver interaction is of
`primary importance. A human factors evaluation
`of the Driver Interface Concept Car provided
`preliminary information on the interaction
`between the driver and the Driver Interface
`system. (The speaker-independent
`voice-controlled cellular phone and navigation
`systems were not integrated at the time of the
`evaluation).
`The human factors evaluation was comprised
`of 3 parts. The first part consisted of
`individuals unfamiliar with this project
`driving the vehicle over a 3-day period
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`providing subjective data. In the second part
`task completion times and errors were recorded
`using 7 subjects. The third part was a
`usability evaluation where individuals operated
`the Driver Interface System with minimal
`instruction.
`The results of this 3-part evaluation led
`to the identification of several issues which
`need further study. Among these are the
`following.
`o Potential for distraction from the driving
`task
`o Potential for increased visual attentional
`demand due to the complexity of the graphics
`o Potential reductions in the readability of
`the graphics due to glare, font size,
`obscuration, and inadequate contrast in
`sunlight
`o Placement and functionality of the steering
`wheel controls
`Another human factors evaluation of the
`Driver Interface system is yet to be completed.
`This study which is currently underway has as
`its objective to assess the visual attentional
`demand required by the Driver Interface system,
`as compared with more conventional displays and
`controls. To accomplish this, a stationary
`buck has been equipped with a steering wheel
`similar to that in the Driver Interface
`vehicle, and a monitor which displays a
`simulation of all the Driver Interface pages
`(except for navigation). Subjects are asked to
`perform a number of tasks, such as turning on
`the radio, while also performing a visual
`attention task. Task completion times, eye
`dwell times, errors, and subjective opinion
`data for the Driver Interface system will be
`compared with baseline data from a production
`vehicle. Using these data, the simulated pages
`of the Driver Interface system are expected to
`be modified and subsequently reevaluated.
`
`SUMMARY
`
`A reconfigurable display in the automobile
`offers a multitude of exciting possibilities.
`It allows for display-"of features similar to
`and in addition to those described in the
`Driver Interface concept car. It also offers
`many advantages. Below are same examples of
`additional features and advantages.
`
`o Night Vision - Provides the ability to see
`beyond the headlights.
`o Route Guidance - Provides information on
`traffic congestion, storm locations, road
`detours, etc.
`
`o Travel Information - Provides locations of
`hotels, restaurants, gas stations, rest
`areas, etc.
`o Advanced Diagnostics - Permits the driver to
`be more informed about the vehicle
`performance. Could also help a service
`technician troubleshoot a malfunction.
`o Driver Customization - Allows the driver to
`determine what information is to be
`displayed, its format and its location.
`o Duplicate Hardware - Allows the same hardware
`to be used in several car lines. A different
`appearance can be achieved by using different
`graphics software packages.
`
`The use of a reconfigurable display for
`information presentation appears to have
`significant potential for improving the
`driver's interaction with the vehicle. The
`Driver Interface system described in this paper
`represents a first attempt at providing all
`information relevant to the driving task in a
`location which is central to the driver.
`Efforts are continuing to address the human
`factors issues raised by this new display
`method in order to take roll advantage of its
`potential.
`
`REFERENCES
`1. Derhake, A. H., Vergin, W. E., Worpell,
`D.R. A Perspective on Personalization.
`'86 Convergence paper, 1986, pp. 255-259.
`
`2. Blake, T. Designing Effective Man-Machine
`Interfaces, Integrated Computer Systems,
`1984.
`
`3. Poynter, W. D. Principles of Vision:
`Applications to the Design of Instrument
`Panel Displays, Research Report #SA~162,
`GMR, November 16, 1984.
`
`4. Galer, M., Simmonds, G. Ergonomic Aspects
`of Electronic Instrumentation: A Guide for
`Designers, SAE Technical paper No. SP-576,
`1984.
`
`5. Vance, M., Johnson, P. A liquid Crystal
`Shutter Display-High Resolution Color,
`SAE Technical paper No. 850304, 1985.
`
`6. credelle, T.L., Active Matrix LCDs in
`Full Color, Flat Information Display
`Conference paper, 1987.
`
`7. Etak Navigator, Car and Driver, May 1988.
`
`An earlier version of this paper was presented and published by the
`Society for Information Display. Portions of that paper are
`reprinted courtesy of the Society for Information Display.
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`18
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`VALEO EX. 1036_009
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