11/5/2014
`
`An Interactive, Reconfigurable Display System for Automotive Instrumentation
`
`INTERNATIONAL...
`
`I Learn I Publications I Technical Papers
`
`An Interactive, Reconfigurable Display System for Automotive Instrumentation
`
`Paper #1 860173
`
`DOI:
`
`10.4271/860173
`
`Published: 1986-03-01
`
`Interactive,
`“An
`J., Barker, C., Wilson, C., and Kruse, R.,
`Citation: Ortega,
`Reconfigurable Display System for Automotive
`Instrumentation," SAE
`Technical Paper 860173, 1986, doi:10.4271/860173.
`
`Author(s): Jesse Ortega Claude Barker Cary Wilson Robert Kruse
`
`Affiliated: AC Spark Plug, GMC BOC-Flint Engineering, GMC
`
`interface with on-board vehicle
`Abstract: The decision to improve consumer
`systems in the new Buick Riviera presented many challenges. The major
`challenges were how to display the information and how to optimize the
`driver's interface with the display. Challenges were met with the
`development of an interactive and reconfigurable display system based
`on CRT (Cathode Ray Tube) and transparent membrane switch
`technologies. Human
`factors
`concerns were
`resolved,
`design
`requirements were met,
`limitations
`in
`existing technologies were
`overcome, and testing has verified that original design goals were met or
`exceeded.
`
`Sector:
`
`Automotive
`
`Topic:
`
`Electrical, Electronics and Avionics Human Factors Displays
`Visibility
`
`Instrument panels
`
`Select
`
`Download
`
`Mail
`
`List Price
`
`$24.00
`
`$24.00
`
`Members save up to 37% off list price.
`Members: login to see discount.
`Ordering Info
`
`
`
`©2014 SAE International. All rights reserved.
`
`http://papers.sae.orgl860173/
`
`1/1
`
`VALEO EX. 1038_001
`
`VALEO EX. 1038_001
`
`

`

`Downloaded from SAE International by Ralph Wilhelm, Friday, August 29, 2014
`
`O.A~ TheEngineering
`~ Resource For
`~ Advancing Mobility
`
`400 COMMONWEALTH DRIVE WARRENDALE, PA 15096
`
`860173
`
`An Interactive,
`Reconfigurable Display System for
`Automotive Instrumentation
`Jesse Ortega and Claude Barker
`AC Spark Plug, GMC
`Cary Wilson and Robert Kruse
`BOC-Flint Engineering, GMC
`
`Reprinted-from SP-654(cid:173)
`Electronic Displays and Information Systems:
`Developments and Applications
`
`International Congress and Exposition
`Detroit, Michigan
`February 24-28, 1986
`
`VALEO EX. 1038_002
`
`

`

`Downloaded from SAE International by Ralph Wilhelm, Friday, August 29, 2014
`
`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 1986 Society of Automotive Engineers, Inc.
`
`This paper is subject to revision. Statements and opinions
`advanced in papers or discussion are the author's and are
`his responsibility, not SAE's; however, the paper has been
`edited by SAE for uniform styling and format. Discussion
`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 Publication Division.
`
`Persons wishing to submit papers to be considered for
`presentation or publication through SAE should send the
`manuscript or a 300 word abstract of a proposed manu·
`script to: Secretary, Engineering Activity Board, SAE.
`
`16
`
`page booklet.
`
`Printed in U.S.A.
`
`VALEO EX. 1038_003
`
`

`

`Downloaded from SAE International by Ralph Wilhelm, Friday, August 29, 2014
`
`860173
`
`An Interactive, Reconfigurable Display System for
`Automotive Instrumentation
`Jesse Ortega and Claude Barker
`AC Spark Plug, GMC
`Cary Wilson and Robert Kruse
`BOC-Flint Engineering, GMC
`
`ABSTRACT
`
`The decision to improve consumer
`interface with on-board vehicle systems
`in the new Buick Riviera presented many
`challenges.
`The major challenges were
`how to display the information and how
`to optimize the driverls interface with
`the display. Challenges were met with
`the development of an interactive and
`reconfigurable display system based on
`CRT (Cathode Ray Tube) and transparent
`membrane switch technologies. Human
`factors concerns were resolved. design
`requirements were met.
`limitations in
`existing technologies were overcome, and
`testing has verified that original
`design goals were met or exceeded.
`
`IN THIS PAPER WE ''ILL SUMHARIZE the
`development of the Graphic Control
`Center (GCC).
`The GCC is standard
`It
`equipment on the 1986 Buick Riviera.
`combines many display and control
`input
`systems into one reconfigurable system.
`We will first present an account of the
`evolution of the overall design concept
`from a systems viewpoint. We will
`then
`show how human factors and testing
`augmented the development of the
`display/~ontrol system.
`Then we will
`discuss the design features of the CRT
`controller and the CRT monitor
`assembly.
`Finally we will present an
`overview of the test program used to
`validate this system.
`
`EVOLUTION OF DESIGN CONCEPT AND VEHICLE
`SYSTEH COALS
`
`Need for a Versatile Control Unit
`The 1986 Riviera electrical system
`started as a list of possible
`Electrical/Electronic features and
`functions being considered for
`the mid
`Initial design
`and late 1980's.
`objectives indicated that
`the vehicle
`would be smaller,
`including the
`instrument panel area, and that the
`theme of the vehicle would call
`for
`"COCkpit" styling.
`The intent was to
`consolidate the controls in the upper
`portion of the panel
`for good "eyes on
`the road" controls position.
`The image
`of the vehicle required that the
`displays and controls be as
`contemporary, and as advanced as
`possible. Also, styling and human
`factors allowed for
`the
`controls/displays area to be moved
`closer to the steering wheel
`for ease of
`reach in activating controls.
`As
`the architecture of the
`electrical/electronics system solidified
`it defined that
`the vehicle system would
`utilize a central processing module that
`would allow for
`increased vehicle
`diagnosis, ease of feature interaction
`and versatility for future expansion.
`This fact
`led to the need for developing
`a control system that would be as
`versatile and expandable as the vehicle
`system itself.
`The initial developmental control
`panels utilized Vacuum Florescent
`displays in conjunction with
`Each
`conventional control buttons.
`fea ture I
`therefore. req uired ins trumen t
`panel real estate dedicated to each
`specific control/display panel. Based
`on the final decision of content on the
`
`VALEO EX. 1038_004
`
`(cid:173)
`

`

`Downloaded from SAE International by Ralph Wilhelm, Friday, August 29, 2014
`
`the
`1986 production intent Riviera,
`dedicated display requirements numbered
`a minimum of eight (8), and the controls
`were in excess of 100 individual
`stoli tches.
`to achieve the initial
`In order
`program objectives of styling and system
`architecture,
`the decision was made to
`provide a universal display that would
`be reconfigurable)
`[thus allowing for
`the ability to share display/controls
`amongst many features].
`This led to a
`study of functions in the instrument
`panel system to determine which items
`were adaptable to a shared
`display/control
`format.
`The outcome of
`the study concluded that
`the controls
`would be split
`into two types:
`Primary - Required for
`the normal
`operation of driving the vehicle, and;
`Secondary - Feature or function
`controls and displays not
`specifically required to operate
`the vehicle.
`The secondary controls were to be
`integrated into the reconfigurable
`control system.
`They include:
`Radio
`Heater/Ven tilat ion/Air Condi tioning
`( HVAC)
`Trip Honitor
`Sidereal (including Clock, Day,
`etc.)
`Gages
`Diagnostics (vehicle status,
`failure codes, service, etc.)
`Selection of the Display Technology
`- The next program decision required was
`to decide which technology should be
`utilized for
`the display.
`System
`architecture for
`the vehicle was defined
`to be a central
`logic processing module
`that would interface with other "dumb"
`modules via a Universal Asynchronous
`Receiver Transmitter (U.A.R.T.) data
`link.
`The dumb modules would only
`include enough intellegence to interpret
`the link data, perform minimal
`local
`tasks (such as displaying information to
`the vehicle operator) and provide
`in forma tion to the sys tern)
`(incl uding
`putting switch or sensor status into the
`system via the link).
`Thus,
`the
`secondary reconfigurable display/control
`device would also be a "dumb" module.
`Since the system was digital
`in format)
`and the display should be universal, it
`was obvious that a "Dot Matrix" type of
`display was desired.
`An ana lys is was conduc ted to
`determine the state of readiness of
`various "Dot Matrix" type displays.
`following technologies were reviewed.
`L.E.D.
`(Light Emitting Diode)
`L.C.D.
`(Liquid Crystal Display)
`Miscellaneous Future Twisted
`
`The
`
`2
`
`Neumatic Technologies
`Plasma Displays
`Gas Discharge Displays
`C.R.T.
`(Cathod Ray Tube)
`A criteria chart was developed to
`measure the acceptability of the various
`technologies to vehicle parameters.
`The
`major parameters were brightness, design
`flexibility, development adaptation,
`packaging) weight, support electronics,
`durability, environmental compatability
`and cost. After much evaluation the
`decision was made to use CRT as the
`display media.
`Selection of the Switch Technology
`- The other major decision was
`the form
`that
`the controls, or switches) would
`take. Again,
`in order to achieve the
`recon figurable requiremen t for the
`system) not only would the displays have
`to be reformatable,
`the controls would
`also have to be reconfigurable.
`As a result of further analysis, it
`was decided that
`the controls or
`switches would be displayed on the CRT
`monitor, and a transparent switch would
`be mounted in front of the monitor.
`This allowed us
`to define the required
`controls utilizing software.
`The
`controls,
`including location and
`function could be changed, or
`reconfigured, by changing the displayed
`video.
`This type of control became
`known as a soft switch.
`The two main
`technologies considered for
`the
`transparent switch were an l.R.
`matrix and one based on membrane
`switching.
`The selected form is a
`transparent membrane switch which will
`be discussed later in this paper.
`Screen Format Selection - The CRT
`touch screen uses a free format display
`as opposed to segmented diaplays.
`The
`most
`important
`issues in the development
`program became the display .. "Graphics ll
`and the priority of information and
`control functions. Controls were to be
`grouped by major features.
`The motive
`was to include all of the controls of a
`particular feature on a single display.
`This display was to be called one
`IlPage".
`The Radio,
`for example, would
`have one page of controls, as would
`Climate controls) Trip Monitor, etc.
`In order to select
`the desired page
`of controls, perimeter switches (located
`on the periphery of the CRT display)
`were added.
`They were identified as
`"Hard Switches" since their function
`never changed, and were always exposed
`to the vehicle operator.
`Due to the human factors input only
`a specific density of controls were to
`be allowed on anyone page. This soon
`led to prioritizing of controls within
`individual
`features, since the control
`
`light
`
`,
`
`VALEO EX. 1038_005
`
`

`

`Downloaded from SAE International by Ralph Wilhelm, Friday, August 29, 2014
`
`content of many features exceeded the
`limit
`for density. A "Sub-Pagell
`structure was included so that less
`important controls for anyone feature
`might
`then be put on a second page, and
`accessed via a specific soft key on the
`primary page. This is best understood
`by reviewing the Paging Structure Chart
`(Figures 1&2).
`Further study indicated
`that only a few controls are regularly
`used for operating the various
`features.
`An example was that for
`Radio; normal
`tuning, volume control,
`band selection and on/off are the most
`frequently used controls. Therefore, it
`was determined that by placing a limited
`number of controls from all the features
`on one page, 90% of the time the driver
`needs could be handled from a single
`page. This page is called the IISummaryll
`page.
`
`to
`
`Not only was the CRT to be used to
`control
`functions, it would also be
`utilized to display vehicle diagnostics,
`vehicle status, and act as a window into
`the vehicle electrical system. With the
`universal display capability of the CRT,
`it also would readily adapt
`to new and
`future applications of feature, or
`graphic appearance changes.
`The CRT
`display is completely software driven,
`and therefore easily changed by simply
`reprogramming the CRT controller
`software. As
`the vehicle goes through
`continuous product
`improvements,
`the
`control system can be changed,
`features
`added, etc. without requiring
`redesigning of the instrument panel
`locate a new control panel.
`The CRT required adaptation of the
`vehicle electrical system in order
`to
`optimize CRT usage.
`For
`the CRT to
`control various controls,
`the concept of
`a "Networked or Central Logic" control
`system in the vehicle was necessary.
`Another adaptation was
`neccessitated by the warm-up time
`This
`required by the CRT tube itself.
`was implemented in the total vehicle
`design. Activation of the door handle
`on the car was used to wake-up (or
`turn
`on)
`the dis play.
`By the time the driver
`was in the car,
`the tube would come up
`instantly.
`The vehicle interior
`environment was also designed to better
`An example
`accept
`the CRT technology.
`of this is the revisions to the air
`conditioning duct work in order to allow
`cold air to flow through the CRT monitor.
`Lastly, consolidating the controls
`into one unit
`inherently increases the
`reliability of the total system simply
`by reducing the number of required
`system components.
`The number of logic
`modules
`for
`the vehicle system was also
`reduced by the central logic controller
`
`This led to better utilization
`concept.
`of the microprocessors since individual
`processors were not required for
`individual features on the car.
`
`HUMAN FACTORS TESTING AND DEVELOflIENT:
`
`the CRT
`
`Initial Display Design - The
`evolution to the final product was an
`iterative process.
`This included the
`human factors engineering that went
`into
`the product, based on inputs from human
`factors experts, and in-vehicle human
`factors testing.
`From the beginning of
`the 1986 Riviera CRT system, human
`factors had considerable design
`influence.
`As first conceived,
`was used as a display device
`exclusively, and driver input was done
`from a swi tch device remote from the
`display. Human factors engineering
`considerations dictated the switch be
`transparent and on the face of the CRT.
`This increases driver hand/eye
`coordination.
`It was then decided that
`the program would use a transparent
`membrane switch instead of an infrared
`light beam switch.
`This was primarily
`due to ease of use.
`The membrane switch
`allowed the driver to locate his finger,
`and then press, avoiding inadvertent
`function activations while locating his
`finger.
`As
`the display content and page
`structure was defined initially,
`consideration was given to function
`location, monitor placement, appearance
`and ease of use.
`The display was
`divided into two major areas.
`The first
`being a fixed location IIHard Switch ll
`area located on the perimeter of the
`screen containing the six major access
`controls (Climate, Summary, Radio, Gage,
`Diagnostics, and Trip Monitor).
`The
`other was a reconfigurable IISo ft Switch"
`area located in the cen ter 0 f
`the
`display, consisting of 25 aifferent soft
`switches arranged in a 5 x 5 matrix.
`Determining Optimum Control
`Locations - Initial prototype design
`focused on con trol loca tion. This
`included insuring the CRT location
`within the instrument panel was as high
`and close to the driver as practical
`within the styling theme for
`the
`vehicles interior.
`The first design
`also addressed how individual pages of
`the system would be accessed, nested
`within each other, and the functional
`density per page.
`The hard switches
`located on the perimeter of the screen
`were defined and initially located.
`Audible feedback was also added at this
`design level.
`Driver con troIs and dis plays for
`each of the pages were also defined at
`this stage of development.
`
`3
`
`VALEO EX. 1038_006
`
`

`

`Downloaded from SAE International by Ralph Wilhelm, Friday, August 29, 2014
`
`Consideration was given to locating
`primary controls high and close to the
`driver.
`Less frequently used controls
`were located further from the driver and
`lower
`in the display.
`As an example on
`the radio page,
`the volume control were
`located in the upper left of the
`the
`dis play,
`the eas ies t
`loca tion for
`driver to access.
`The less frequently
`used functions were located lower and to
`the right of the volume controls.
`Some
`controls like Balance and Tone were
`located on nested pages.
`These nested
`pages left the primary Radio controls
`(ie. Volume, on/off,
`tuning,
`frequency
`display and AM/FM located on the top
`half of the display). Only the lower
`portion of the display was reconfigured
`to display balance and tone controls.
`As a guide when a function appears on
`more than one page it's location on the
`screen would be the same on all pages.
`This allows the driver to expect
`this
`control
`in only one location.
`For
`example,
`the radio volume controls
`appear on the summary, radio one and all
`nested radio pages in the same
`the
`location. At
`this phase of design,
`summary page was also created. This was
`intended to be the most frequently used
`page, displaying primary controls and
`selective information from all access
`areas.
`Display Legibility - Subsequent
`design iteration emphasized display
`legibility, clarity, contrast and
`visibility in direct sunlight. This
`design also enhanced all graphics
`including available fonts. All fonts
`were revised to improve appearance and
`increase legibility.
`The vehicle gage
`page graphics display was also
`redesigned to improve legibility.
`It
`displayed analog and digital readings
`for RPM, oil pressure, battery voltage,
`and coolant
`temperature.
`Switch target
`size and location were also revised to
`improve .appearance and increase driver
`performance.
`The brightness of the CRT
`was increased to improve visibility in
`direct sunlight, and the membrane switch
`was enhanced to improve system
`legibility. This included an anti-glare
`coating to reduce reflections which were
`washing out
`the display. Hard switches
`were also relocated and prioritized
`based on importance of function.
`Accomodating Human Factors
`Reccomendations - Throughout
`the
`development of this system, human
`factors testing was conducted on all
`phases of the design, and as a result
`the operation of several functions were
`modified or added.
`For
`instance, human
`factors testing at the Virginia
`Poly-technical Institute indicated that
`
`the
`down
`This
`
`manual radio tuning was the most
`difficult function to perform.
`Consequently,
`the method of tuning
`radio was redesigned.
`Tune up and
`were replaced by seek up and down.
`replaced a manual
`function with an
`automatic one. A manual
`tune page was
`added to allow the driver to tune in
`weaker stations. This page had separate
`controls for fast and slow tune up, and
`fast and slow tune down.
`The previous
`design combined all
`four
`functions into
`two target locations. A "Function tests
`OK" page was also added to the
`diagnostic system. This eliminated
`con fusion as to whether or not a
`diagnostic was active at
`the time of a
`manual
`inquiry and message display.
`As previously indicated, human
`factors testing was a significant part
`of the design development process.
`Tes ting began when the concept was first
`spawned at Delco Electronics in Santa
`Barbara, California. This occurred
`be fore the concept
`~.,as applied to a
`production program.
`Tes ting included
`measuring the time it took a driver to
`perform various CRT control
`functions,
`the accuracy in completing tasks, and
`eye dwell
`time on the display.
`Preliminary testing took place in the
`winter of 1982.
`The next phase of testing was
`conducted at Ohio State Univeristy.
`Suggestions were made on improvements
`from a human factors standpoint.
`Suggestions included locating the same
`control on different pages in the same
`physical
`location.
`The University staff
`also conducted in-vehicle testing on the
`original prototype 1986 Riviera CRT
`system.
`This testing included
`in-vehicle measurement of driver
`per formance in operating the CRT
`system.
`As a result of this testing,
`design modifications were-instituted to
`further improve the useability of the
`system.
`This testing was completed in
`the spring of 1983.
`Additionally, Virginia
`Poly-technical Institute was contracted
`to complete a series of in-vehicle
`on-road tests of
`four different
`veh icles,
`including a base and three
`prototype versions of the CRT system.
`This
`testing measured driver performance
`in adjusting the radio, climate control,
`trip computer and a no task event.
`Per formance cri ter ia included the
`ability of the driver to maintain speed
`control,
`lane control ~ brake frequency
`and duration, number of eye glances to
`complete a function and eye-dwell
`time.
`Information was analyzed, surrnnarized,
`and used to locate deficiencies within
`the system.
`Parameters included system
`
`4
`
`VALEO EX. 1038_007
`
`

`

`Downloaded from SAE International by Ralph Wilhelm, Friday, August 29, 2014
`
`sensltlvlty to location within the
`instrument panel, visibility problems
`with early designs in direct sunlight
`and in glare conditions, and the ability
`of the driver to easily operate his
`controls. All of which were resolved in
`previous design changes or caused new
`modifications to be made. One aspect of
`this testing indicated the importance of
`powertrain performance on the ability of
`the driver to perform other tasks. This
`required the correlation of ride and
`handl ing per formance wi th the
`performance of a driver control system.
`The summary of all testing
`including both CRT system performance
`and performance of the powertrain and
`suspension systems suggests the 1986
`Riviera system is equal
`to or slightly
`better than a similarly equipped non-CRT
`Riviera of the previous model year.
`
`CRT SYSTEH
`
`It would be misleading to portray
`the CRT as a stand alone system.
`The
`CRT is fully integrated into the vehicle
`electr ica 1 sys tem and as such, depends
`on the networked logic referred to
`earlier.
`In order
`for
`the CRT to
`operate the radio and HVAC functions.
`remote radio and HVAC modules were also
`required.
`In order to display the
`diagnos tics and vehicle s ta tus
`information, sensors and a central body
`computer module were also required. A
`complete description of the vehicle
`sys tern is beyond the s cope of th is
`paper. We will
`limit our continuing
`discussion of components to the CRT
`controller, and the CRT display.
`
`CRT CONTROLLER
`
`The CRT Controller addresses SOK of
`ROM (Read Only Memory),
`2K of keep-alive
`RAM, and
`16K of Dynamic RAM (Random
`Access Memory)
`through two
`microprocessors can figured in a
`Master/Slave communications
`relationship.
`The Master processor is a
`Motorola 6803 addressing 48K of EPROM,
`2K of keep-alive RAM and 16K of Dynamic
`RAM.
`This processor is the Master of
`the parallel communications bus, and
`also hanciles the communications required
`of being a slave on the liART data bus.
`In addition,
`the Master processor is
`responsible for controlling the
`generation of video information. and
`vertical and horizontal sync pulses.
`The Slave processor is a Motorola
`6801 with 2K of on-board ROM. This
`processor is the Slave on the parallel
`communications bus, but it the Master on
`the serial communications bus with the
`
`The Slave processor also has the
`radio.
`responsiblities of scanning the matrix
`membrane switch and retrieving its data
`(switch closures), controlling of the
`CRT relay (monitor on/off). and has
`input ports for other digital I/O not
`currently being used.
`Graphics generation occurs when the
`Master processor receives switch
`information pertaining to a particular
`switch closure from the slave
`proces sor.
`The Mas ter processor,
`knowing which switch location was closed
`and what screen is currently on display,
`ob ta ins the next screen da ta from EPROM
`and builds that screen in Dynamic RAM.
`The screen is then shifted out
`from
`for display.
`Dynamic RAM to the monitor
`Because the CRT system is on the
`liART 1ink.
`the veh icle operator or
`service technician can call up the
`display of diagnostics for any system
`module residing on this link.
`For
`the
`operator th is prov ides ins tan t
`information should a problem exist.
`Hore deta iled diagnos tics for
`the
`service technician became an invaluable
`tool
`to help facilitate the repair
`operations.
`
`CRT DISPLAY ASSEHBLY
`
`The CRT display consists of three
`subassemblies;
`the moni tor,
`the front
`face assembly, and the decoding
`electronics (Figure 3).
`The monitor has
`been cus tom des igned for
`th is
`application.
`The front
`face assembly
`consists of the transparent switch and
`support components
`to provide the
`backlit graphics used on the hard
`switches.
`The decoding electronics
`perform three main functions, which
`include:
`o Interface with the vehicle
`sys tern, and in form ..the con troller
`of switch actuations.
`o Drive the LED annunciators.
`o Provide audio feedback to the
`user of switch actuations.
`
`CRT MONITOR - The cathode ray tube
`(CRT) monitor
`is similar in appearance
`to any S inch (diagonal measurement)
`commercially available CRT monitor.
`Appearance, however,
`is where
`similarities end. This CRT monitor,
`which measures approximately 140mm x
`140mm x lSOmm deep, has been specially
`designed for
`the automotive
`environment.
`The compact size allows it
`to be situated within the instrument
`panel of the car..
`The electronics
`design has taken into account the
`temperature, voltage and vibration
`extremes anticipated in automobiles.
`
`5
`
`VALEO EX. 1038_008
`
`

`

`Downloaded from SAE International by Ralph Wilhelm, Friday, August 29, 2014
`
`Power and Brigh tnes s - It is fed
`with conditioned battery voltage
`nominally 13.5 volts DC.
`Internal power
`supplies boost
`the voltage to 24 VDC for
`much of the electronics and up to 13000
`vdc for
`the high voltage circuitry
`needed to drive the Cathode Ray tube.
`The electron beam inside this
`1120 deflection tube activate a custom
`blue-green phosphor blend developed to
`match the vacuum flourescent displays in
`the digital
`instrument custer. This
`high efficiency monitor is able to
`produce a luminance level of over 800
`ft-lamberts for direct sunlight
`viewability.
`The high brightness is
`needed in order to view the CRT in worst
`case lighting conditions while providing
`an almost "dead-front ll
`look when
`unpowered due to the low transmissivity
`of the membrane switch.
`The CRT was
`designed to operate with a horizontal
`synchronization frequency of 15.6 KHz
`and a vertical synchronization frequency
`of 75 Hz.
`Two coaxial cable connections
`between the controller and monitor for
`video and horizontal sync. are utilized.
`Special Features - Several special
`features have been integrated into the
`CRT system through the electronics in
`the monitor or software and electronics
`in the CRT controller they include:
`display On Entry (DOE), wake-up,
`Retained Accessory Power
`(RAP), sleep
`mode, and user controlled brightness.
`Display on entry is initiated when
`the driver's door
`is opened. At
`that
`time,
`the CRT monitor receives a signal
`from the controller to preheat
`the CRT
`filament. When the driver's door
`is
`then closed, both the instrument cluster
`and the monitor become active. A
`wake-up signal is sent
`to the CRT
`monitor
`from the controller, activating
`a relay within the monitor, and the
`words "Riviera by Buick" are displayed.
`The " reta ined accessory power" and
`"sleep" modes become active when the
`driver turns off the ignition.
`For up
`to ten minutes or until
`the doors are
`opened, many of the accessories within
`the vehicle stay active,
`including the
`radio functions controlled by the CRT
`monitor.
`In the retained accessory power
`the controller switches the
`mode,
`monitor to the radio page, allowing the
`user to access the functions on this
`page, i.e. volume,
`tuning, graph ic
`equal izer, etc.
`If the user does not make a
`selection within 30 seconds,
`the monitor
`is put
`into the IIs l eep" mode by turning
`off a relay.
`The user can wake-up the
`monitor at any time by touching the
`radio page hard switch. With the
`
`moni tor in th is stand-by s ta te, bat tery
`charge is conserved, since only the CRT
`filament
`is kept warm allo\ving "instant"
`video.
`A fea ture incorpora ted after
`initial in-car evaluation, was
`adjustable brightness.
`'-lith the park
`lights on,
`the user can shift
`the
`intensity of the monitor
`to be brighter
`or dimmer
`than that of the ins trument
`panel.
`the graphics displayed on the
`All
`CRT monitor are stored in the memory of
`the CRT controller.
`The
`monitor/controller system is connected
`to the UART communications network.
`The
`controller communicates with the radio
`over a secondary serial, pulse width
`modulated, data link.
`Ventilation and heat dissipation
`were of major concern in design and
`placement of the assembly within the
`instrument panel of the vehicle.
`Because the more than 250 components
`housed within this compact monitor are
`cooled primarily through convection.
`The panel has been equipped with venting
`louvers on top,
`in front, and a large
`ven t hole is directly under
`the CRT
`monitor.
`~.Jhen the air conditioner is in
`use, a small hole in the AC duct
`provides cooling to the back heat sink
`of the monitor.
`FRONT FACE ASSEMBLY (TOUCH SIHTCH)
`- In trying to fullfill the system
`requirements, many switch technologies
`were considered,
`including I.R.
`(infra-red), capacitance, accoustical
`and transparent membrane.
`Each
`technology had its strong and weak
`points.
`It was decided that the
`membrane switch had the most advantages
`for in-car use.
`The major advantages
`were:
`the switch's ability to allow the
`user to locate the desired switch
`location, and after verifying that it
`was the correct location, push to
`actuate, ability to custom design switch
`size and contact force,
`its thickness
`allowed packaging the switch to
`coordinate with the design styling
`concept, and cost.
`This feature helped eliminate the
`inadvertant switch actuations that
`occurred when testing other systems.
`our experience prototypes built using
`the membrane switch have outperformed
`prototypes built with other touch
`technologies.
`The switch assembly consists of a
`transparent membrane switch, circuit
`board assemblies for
`illuminating the
`hardswitch graphics, a light pipe for
`directing the light
`to the graphics, and
`circuit board assemblies for LED
`annuciators to indicate which hardswitch
`is active (Figure 5).
`
`In
`
`6
`
`VALEO EX. 1038_009
`
`

`

`Downloaded from SAE International by Ralph Wilhelm, Friday, August 29, 2014
`
`Sunlight Viewability Concerns. A
`major problem was the effect that
`placing the switch in front of the CRT
`would have on the display appearance.
`The switch consists of various layers)
`two of which are very reflective. When
`placed in front of the CRT, which has a
`reflective phosphor, it can cause poor
`viewability in direct sunlight.
`Contrast ratio and viewability studies
`were performed analytically for various
`filter densities) colors and locations
`within the switch assembly.
`These
`studies indicated that a 15-20% filter
`in front of the switch elements would be
`optimal.
`The color of the switch was
`selected to optimize sunlight
`viewability and to match the vacuum
`flourescent cluster in the vehicle.
`Vehicle evaluation at GM's Desert
`Proving Grounds
`in Phoenix) AZ verified
`the analytical results.
`In performing the viewability
`studies l it became apparent that
`the
`various switch layers would need to be
`fully laminated together in order to
`minimize the number of layer/air
`interfaces.
`This presented a major
`obstacle because the development of an
`optically clear adhesive, which would
`not delaminate nor degrade in an
`automotive environment, required a major
`engineering effort.
`It was
`the
`development of this optically clear
`adhesive) coupled with the filter which
`made the switch truely transparent.
`Comparison between displays using the
`transparent switch and displays using a
`simple contrast enhancement filter) show
`very little difference in image quality.
`Switch Design - The membrane switch
`consists of two major sub-assemblies. A
`static laminate containing the lower
`switch element and the support.
`The
`support
`is the backplane against which
`the user presses.
`It prov ides
`mechanica 1 res is tance to the force being
`exerted.
`The switch element and support
`are laminated.
`The dynamic laminate
`consists of the top switch element and
`the applique) which is used not only to
`provide the hard switch graphics, but
`also the front hardcoat. This hardcoat
`is not only resistant to mechanical
`abrasion) but also to chemical attack.
`The gloss level on the hard coat matches
`the gloss level of the instrument
`cluster. Hard switch colors were
`developed to match graphics throughout
`the car. Development was required since
`any color chosen would be altered by the
`conductive layer on switch elements.
`The switch filter was located within the
`dynamic layers and the dynamic layers
`are also fully laminated.
`The switch
`sub-assemblies are held together using a
`
`perimeter adhesive and separator dots
`within the switch area.
`The s\vitch is
`2.5mm thick which facilitated meeting
`the desi