Doctor of Philosophy (PhD) / With improvements in actuation technology and sensory systems, it is becoming increasingly feasible to create powered exoskeletal garments that can assist with the movement of human limbs. This class of robotics referred to as human-machine interfaces will one day be used for the rehabilitation of paralysed, damaged or weak upper and lower extremities. The focus of this project was the development of an exoskeletal interface for the rehabilitation of the hands. A novel sensor was designed for use in such a device. The sensor uses simple optical mechanisms centred on a spring to measure force and position simultaneously. In addition, the sensor introduces an elastic element between the actuator and its corresponding hand joint. This will allow series elastic actuation (SEA) to improve control and safely of the system. The Hand Rehabilitation Device requires multiple actuators. To stay within volume and weight constraints, it is therefore imperative to reduce the size, mass and efficiency of each actuator without losing power. A method was devised that allows small efficient actuating subunits to work together and produce a combined collective output. This work summation method was successfully implemented with Shape Memory Alloy (SMA) based actuators. The actuation, sensory, control system and human-machine interface concepts proposed were evaluated together using a single-joint electromechanical harness. This experimental setup was used with volunteer subjects to assess the potentials of a full-hand device to be used for therapy, assessment and function of the hand. The Rehabilitation Glove aims to bring significant new benefits for improving hand function, an important aspect of human independence. Furthermore, the developments in this project may one day be used for other parts of the body helping bring human-machine interface technology into the fields of rehabilitation and therapy.

Angesichts der steigenden Anzahl von Funktionen in Fahrzeugen, insbesondere im Pkw, sind neue Bedien- und Anzeigesysteme notwendig, die eine optimale Bedienbarkeit der Funktionen sicherstellen und die Ablenkung des Fahrers von der Fahraufgabe minimieren. Im Rahmen dieser Arbeit wird dazu der Einsatz variabler Bedienelemente verfolgt, die sich der aktuellen Bedienaufgabe optimal anpassen. Ziel dieser Arbeit ist es insbesondere, Vorgehensweisen und Gestaltungsempfehlungen für variable Beschriftung von Tasten und zentrale Bedienelemente mit variabler Formcodierung für abgesetzte Bedien- und Anzeigesysteme zu erarbeiten. Unter Zuhilfenahme arbeitswissenschaftlicher Methoden wird dafür zunächst die Gestaltung variabler Beschriftung von Tasten untersucht und Empfehlungen für deren Gestaltung abgeleitet. Des Weiteren wird die Entwicklung eines zentralen Bedienelements mit variabler Formcodierung beschrieben. Dazu wird, aufbauend auf bekannten Entwicklungs- und Auswahlverfahren für Bedienelemente, eine Vorgehensweise zur Entwicklung variabler Bedienelemente vorgeschlagen. Das entwickelte variable zentrale Bedienelement wird darüber hinaus hinsichtlich seiner Bedienbarkeit und Ablenkungswirkung bewertet. Aus den Versuchsergebnissen konnten Gestaltungsempfehlungen abgeleitet werden, wie durch ein variables zentrales Bedienelement die Bedienbarkeit von abgesetzten Bedien- und Anzeigesystemen verbessert und die Ablenkungswirkung reduziert werden kann. Die Ergebnisse dieser Arbeit leisten einen Beitrag zur Entwicklung zukünftiger abgesetzter Bedien- und Anzeigesysteme und geben insbesondere Entwicklern und Gestaltern eine Hilfestellung beim Einsatz variabler Bedienelemente.

Doctor of Philosophy (PhD) / With improvements in actuation technology and sensory systems, it is becoming increasingly feasible to create powered exoskeletal garments that can assist with the movement of human limbs. This class of robotics referred to as human-machine interfaces will one day be used for the rehabilitation of paralysed, damaged or weak upper and lower extremities. The focus of this project was the development of an exoskeletal interface for the rehabilitation of the hands. A novel sensor was designed for use in such a device. The sensor uses simple optical mechanisms centred on a spring to measure force and position simultaneously. In addition, the sensor introduces an elastic element between the actuator and its corresponding hand joint. This will allow series elastic actuation (SEA) to improve control and safely of the system. The Hand Rehabilitation Device requires multiple actuators. To stay within volume and weight constraints, it is therefore imperative to reduce the size, mass and efficiency of each actuator without losing power. A method was devised that allows small efficient actuating subunits to work together and produce a combined collective output. This work summation method was successfully implemented with Shape Memory Alloy (SMA) based actuators. The actuation, sensory, control system and human-machine interface concepts proposed were evaluated together using a single-joint electromechanical harness. This experimental setup was used with volunteer subjects to assess the potentials of a full-hand device to be used for therapy, assessment and function of the hand. The Rehabilitation Glove aims to bring significant new benefits for improving hand function, an important aspect of human independence. Furthermore, the developments in this project may one day be used for other parts of the body helping bring human-machine interface technology into the fields of rehabilitation and therapy.

Des voitures complètement automatisées pourraient circuler sur les routes dans les décennies à venir. Elles permettraient aux automobilistes d’être conduits dans leur véhicule par un système informatique. Une telle innovation pourrait engendrer une révolution qui affecterait le rôle du conducteur et ses activités pendant le trajet. Actuellement, ces véhicules ne sont pas encore accessibles au grand public, et il demeure difficile de prédire précisément quand cela se produira, et quelles seront leurs caractéristiques techniques finales. Dans ce contexte, un des objectifs de cette thèse a été d’étudier dans quelle mesure la conduite complètement automatisée sera acceptée. Bien que l’automobiliste soit conduit par son véhicule, il pourrait être amené à en reprendre le contrôle manuel dans différentes circonstances. En effet, cette manœuvre pourrait être effectuée en situation d’urgence ou de manière anticipée par le conducteur alors qu’il pourrait être engagé dans une autre activité que la conduite. La réalisation de cette reprise de contrôle manuel pourrait être plus ou moins difficile selon la situation et l’expérience d’interactions avec le système complètement automatisé. Nous avons examiné la manière dont cette manœuvre pourrait être apprise par des conducteurs, en testant l’effet de différentes formes d’entrainement sur la performance et la sécurité (temps de réponse et qualité de la reprise de contrôle). L’acceptabilité et la confiance, les attitudes des conducteurs, les intentions d’utilisation du système de conduite complètement automatisée et l’impact de ces variables sur les comportements dans le véhicule ont été mesurés. / Fully automated cars could possibly be on the road in the decades to come. They will allow drivers to be driven by an informatics system in their own vehicle. Such an innovation could lead to a revolution that would change the driver’s status and its activities during the trips, but also the infrastructure, freight, some professions, etc. Nowadays, these vehicles are not available for sale yet, and it is difficult to forecast accurately when they will be, and also what their features will be. Considering this, one of the aims of the present thesis is to examine to what extend fully automated driving will be accepted. Even though the driver is driven by its vehicle, he could have to resume manual control in different circumstances. Indeed, this maneuver could be performed in an emergency or in an anticipated situation while he could be engaged in a non driving-related activity. Performing a manual control recovery could be more or less difficult according to the situation and the experience with the fully automated system. The way this maneuver could be learned by drivers has been examined, testing the impact of different kinds of training on performance and safety (response time and control recovery quality). Acceptability, trust, drivers’ attitudes, intentions to use the fully automated driving system and the impact of these variables on behaviors inside the vehicle have been assessed.

FERNANDES, Gildasio Guedes. Avaliação ergonômica da interface humano computador de ambientes virtuais de aprendizagem. 2008. 280 f. Tese (Doutorado em Educação) – Universidade Federal do Ceará. Faculdade de Educação, Programa de Pós-Graduação em Educação Brasileira, Fortaleza-CE, 2008. / Submitted by Raul Oliveira (raulcmo@hotmail.com) on 2012-07-04T16:33:00Z No. of bitstreams: 1 2008_Tese_GGFernandes.pdf: 2483252 bytes, checksum: e50c35c99aee0a029fbf63172787f203 (MD5) / Approved for entry into archive by Maria Josineide Góis(josineide@ufc.br) on 2012-07-05T14:56:30Z (GMT) No. of bitstreams: 1 2008_Tese_GGFernandes.pdf: 2483252 bytes, checksum: e50c35c99aee0a029fbf63172787f203 (MD5) / Made available in DSpace on 2012-07-05T14:56:30Z (GMT). No. of bitstreams: 1 2008_Tese_GGFernandes.pdf: 2483252 bytes, checksum: e50c35c99aee0a029fbf63172787f203 (MD5) Previous issue date: 2008 / The objective of this work is to develop a conceptual model in order to evaluate the human-computer interface (HCI) on a macro level. More specifically, it aims to evaluate the usability and functionality of virtual learning environments (VLE) for distance education (DE). Therefore, the specific objectives are: (1) to evaluate the usability of virtual educational environments used in distance education; (2) to analyze the functionality of educational virtual environments used for distance education; (3) to define appropriate parameters to build a conceptual model for the evaluation of educational virtual environment interfaces for distance education. The usability is originated from cognitive science and at the beginning of the 80’s decade, it started to be related to psychology and ergonomics areas. It includes five attributes which contribute for a good computational interface: easy learning, efficient use, easy memorization, low error levels and subjective satisfaction. On the other side, functionality does not depend only on the interface layer, but also on the program layers and on data base, which are in charge of the experts. The model’s construction was made based on a vast bibliographical review and on the general analysis of different computational environmental interfaces. In order to validate the proposed model, it was applied to three virtual learning environments (VLE): Moodle, Solar and e-ProInfo, using a checklist as a verification list. The first one contained 45 items addressed to education professionals. The second had 60 items applied to computational professionals with experience in distance education, and consequently, with knowledge about the usability principles of computational interfaces. The results show a remarkable advantage of Moodle environment among education professionals and Solar environment among computational professionals experienced in distance education. A clear rejection was observed for e-ProInfo among the two studied segments. Finally, the obtained data infer that, even though the proposed model is adequate to evaluate the VLE, it can be improved in order to be used by any higher education professional with experience on the application of digital technologies. / Avaliação ergonômica da interface humano- computador de ambientes virtuais de aprendizagem 2008. 346 f. Tese (Doutorado em Educação Brasileira) – Faculdade de Educação da Universidade Federal do Ceará. Fortaleza, 2008. Objetiva-se, em nível macro, desenvolver modelo conceitual para avaliar a interface humano-computador (IHC), especificamente, a usabilidade e a funcionalidade de Ambientes Virtuais de Aprendizagem (AVA) para educação a distância (EaD). A partir daí, são objetivos específicos: (1) avaliar a usabilidade de ambientes virtuais de educação empregados na educação a distância; (2) analisar a funcionalidade de ambientes virtuais de educação utilizados em educação a distância; (3) levantar parâmetros para construir modelo conceitual de avaliação de interfaces de ambientes virtuais de educação para educação a distância. Em relação à usabilidade, vários atributos foram estudados na interface computacional, destacando-se facilidade de aprendizagem, eficiência de uso, facilidade de memorização, baixas taxas de erro e satisfação subjetiva. A funcionalidade, que engloba as camadas de programação e da base de dados foi estudada levando em consideração a consistência dos dados produzidos no ambiente e a facilidade de adequação à tarefa das principais funções, com ênfase nos mecanismos de comunicação, de coordenação, de interação e de administração de cursos. Para a construção do modelo, recorremos à ampla revisão bibliográfica e à análise geral da interface de diferentes ambientes computacionais. O modelo inicial contém dois módulos. O primeiro, com 09 critérios e 45 atributos, destinado a profissionais da área de educação. O segundo módulo com 12 critérios e 60 atributos, aplicado a profissionais da área de computação com prática em atividades em EaD com conhecimento sobre os princípios de usabilidade de interfaces computacionais. No momento de sua validação, o aplicamos em três AVA: Moodle, Solar e e-ProInfo, utilizando como lista de verificação a modalidade cheklist. Dentre os muitos resultados obtidos, chama a atenção a significativa vantagem para o Moodle, quando da avaliação dos três ambientes junto aos profissionais educadores, e do Solar, no caso dos profissionais de computação com militância na área de EaD, com nítida rejeição dos dois segmentos estudados ante o e-ProInfo. Por fim, os dados obtidos e discutidos permitem inferir que, o modelo aplicado poderia ser refinado, o que foi feito. O modelo refinado proposto, baseado na análise dos dados da pesquisa e nas observações subjetivas dos agentes pesquisados contém dois módulos cada um com 10 critérios e 50 atributos.

Le projet de recherche présenté dans cette thèse a été réalisé avec la collaboration de la Direction de l'Ingénierie SNCF et le CReSTIC de l'Université de Reims Champagne-Ardenne (URCA). L'objectif de ce projet est de contribuer à l'amélioration des études de conception du contrôle/commande des projets d'électrification menées par les chargés d'études. Ce projet doit répondre à des objectifs humains, économiques et techniques exprimés par la SNCF, notamment appliqué au domaine des Equipements d'Alimentation des Lignes Electrifiées (EALE). Pour répondre à ces problématiques, une méthodologie pour les études d'automatisation est proposée. Elle intègre deux axes de recherche. Le premier axe est la génération automatique de livrables (codes, documents, schémas…). Celle-ci repose nécessairement sur une standardisation et une modélisation du « métier ». L'approche MDD (Model Driven Development) du génie logiciel et l'approche DSM (Domain Specific Modeling), apporte des éléments de solution reposant sur l'utilisation de « templates métiers ». Toutefois, il est fondamental de générer des livrables de qualité et du code API (Automates Programmables Industriels) sûr de fonctionnement. Le second axe de recherche s'intéresse à la commande sûre de fonctionnement. Trois approches de synthèse de la commande (la Supervisory Control Theory (SCT), la synthèse algébrique, la commande par contraintes logiques) permettant a priori de répondre à ces objectifs de sûreté sont présentées et discutées. La commande par contraintes logiques présente l'avantage majeur de séparer la sécurité (qui est vérifiée formellement hors ligne par model-checking) et le fonctionnel, et de pouvoir être utilisée avec des programmes API existants, ne remettant pas ainsi en cause la méthodologie de travail des chargés d'études. / The research project presented in this thesis has been realized with the collaboration of the Engineer Department of the SNCF and the CReSTIC of the University of Reims Champagne-Ardenne. The goal of this project is to contribute to the improvement of the control studies of the electrification projects realized by the design engineers. This project must meet human, economic and technical aims expressed by the SNCF applied to the field of the Power Supply Equipments of the Electrified Lines (EALE in french). To answer these problems, a methodology for the automation studies is proposed. It integrates two research orientations were studied. The first axis is the automatic generation the deliverables (codes, documents, diagrams…). This axis is based on standardization and modeling of the “work”. MDD (Model Driven Development) and DSM (Domain Specific Modeling) approaches, brings suggestions for solution based on the use of “work templates”. However, it is fundamental to generate quality deliverables and safe PLC (Programmable Logic Controller) code. The second research orientation is interested in safe control. Three approaches of control synthesis (Supervisory Control Theory (SCT), the algebraic synthesis, the control by logical constraints) permitting a priori to reach these aims of safety are presented and discussed. The major advantage of the control by logical constraints is to separate the safety (which is checked formally off line by model-checking) and the functional parts. It can be used with existing PLC programs, which doesn't change thus the working methodology of the design engineers.

The aim of the master's thesis is the robotic table football device modification and the design of game strategies. The thesis was extended by the design of technology for the robotic table football safety and the design of the Human Machine Interface (HMI). In the introduction so far developed solutions and presentation of the B&R Automation company are described. The following chapters describe mechanical solution modification, electrical wiring diagram design, creating simulation in the MATLAB development environment, resolving security issues and the subsequent application of a solution into the robotic table football. The conclusion of the thesis is devoted to the visualization interface design.

The aim of this master's thesis was to create a design for a prototype of a mobile robotic platform and its physical fabrication. Another goal of this master's thesis was to develop a control algorithm and its implementation into a prototype. In addition, the thesis was extended by an autonomous motion mode, an algorithm for robot path planning, and the design of the Human Machine Interface (HMI). The introduction contains a description of some already created mobile robotic platforms, a presentation of the company B&R and the theory needed to understand omnidirectional mobility. The next chapters describe the design and construction of a prototype with a selection of electronic components and their wiring, implementation of an algorithm for robot path planning, implementation of a control algorithm and design, together with the implementation of the user environment. At the end of this master's thesis, the possibilities of extending the project to future years are described.

Das automatisierte Fahren hat bereits den Weg auf den kommerziellen Markt geschafft und weiterer Fortschritt kann in naher Zukunft erwartet werden. Das Level 3 des automatisierten Fahrens verspricht steigende Sicherheit, Komfort und Verkehrseffizienz. Für den menschlichen Fahrer sind diese Funktionen und damit einhergehende Nutzerschnittstellen eine neuartige Technologie. Im Bereich Human Factors stehen Forschung und Entwicklung vor zwei Herausforderungen, welche (1) der Entwurf von intuitiven und einfach bedienbaren Nutzerschnittstellen und (2) die Entwicklung von Methoden zur Bewertung ebendieser sind. Bei der Bewertung von Technologie wurde bereits häufig auf die sogenannte Preference-Performance Dissoziation aufmerksam gemacht. Diese beschreibt das Ergebnis von Nutzerstudien, in denen die Präferenz (Selbstbericht) der Nutzer nicht mit deren Leistung (beobachtbares Verhalten) übereinstimmt. Dieses Phänomen stellt eine Gefährdung für die Bewertung von Nutzerschnittstellen beim automatisierten Fahren dar. Aufgrund dessen berichtet die vorliegende Dissertation zunächst Untersuchungen zur Messbarmachung von Präferenz und Leistung. Zudem wurde das Verständnis von automatisierten Systemen (mentales Modell) als ein wichtiger Einflussfaktor zur Entstehung des beobachtbaren Verhaltens angenommen und mit in die Arbeiten eingeschlossen. Mithilfe der gewonnenen Erkenntnisse der Messbarmachung widmete sich der zweite Teil der Dissertation den Faktoren, die einen Einfluss auf das Entstehen von Präferenz und/oder Leistung ausüben. Untersuchte Faktoren waren die Anzahl an Wiederholungen von Anwendungsfällen, Rückmeldung zur Bedienleistung, Nutzerschulung und eine statistische post-hoc Analyse. Um die Ziele der Messbarmachung und Einflussnahme zu erreichen wurden drei Fahrsimulatorstudien mit insgesamt N=225 Probanden durchgeführt. Die Haupterkenntnisse waren (1) die Entwicklung einer differenzierten Empfehlung von Fragebögen zur Erfassung der Nutzerpräferenz. Außerdem (2) wurden Erkenntnisse der Entwicklung von Verhaltensmaßen über die Zeit sowie deren Zusammenhang zu Präferenzmaßen gewonnen. Betreffend der mentalen Modelle (3) zeigte die vorliegende Arbeit, dass es wiederholter Interaktion bedarf, damit diese sich korrekt entwickeln. Außerdem kann das Verständnis durch Blickverhaltensmaße erfasst werden. Zusätzlich (4) zeigte sich, dass Leistungsrückmeldung Präferenz, nicht aber Leistung selbst beeinflussen kann. Im Gegensatz dazu (5) wirkt sich Nutzerschulung positiv auf die Korrektheit mentaler Modelle und nachfolgend der Nutzerleistung selbst aus, lässt aber Präferenzmaße unbeeinflusst. Abschließend zeigte sich, dass (6) Nutzer verschiedener Leistungsstufen ähnliche Präferenzurteile fällen. Der theoretische Beitrag der vorliegenden Arbeit liegt in den Einblicken in die Entstehung der beiden Datenquellen der Preference-Performance Dissoziation wodurch diese erklärt und vorhergesagt werden kann. Der praktische Beitrag liegt in der Anwendung der Arbeit zur Messbarmachung von Variablen und Empfehlung zum Studiendesign hinsichtlich Anzahl an Messwiederholungen und Nutzerschulung. Abschließend betreffen die hier gewonnenen Erkenntnisse nicht nur die Bewertung von Nutzerschnittstellen beim automatisierten Fahren, sondern können auch auf andere Automationsbereiche der Mensch-Maschine Interaktion wie beispielsweise Luftfahrt, Robotik oder Medizintechnik übertragen werden. / Driving automation systems have already entered the commercial market and further advancements will be introduced in the near future. Level 3 automated driving systems are expected to increase safety, comfort and traffic efficiency. For the human driver, these functions and according human-machine interfaces are a novel technology. In the human factors domain, research and development faces two challenges which are (1) the conceptualization of intuitive and easy to use interfaces and (2) the development of a methodological framework to evaluate these interfaces. In technology evaluation, a methodological phenomenon has frequently been reported which is called the preference-performance dissociation. It describes the outcome of studies where users' preference (i.e., self-report) does not match their performance (i.e., interaction behavior). This phenomenon poses a threat to the evaluation of automated vehicle HMIs. Therefore, the present thesis first reports investigations on how to operationalize both performance and preference. Moreover, the understanding (i.e., mental model) of automated vehicle HMIs was hypothesized as an influential precursor of performance and included in the present work. Using the insights of the operationalization part, the second part of the thesis aimed at finding out about factors that exert influence on preference and/or performance. Investigated factors were the number of use case repetitions, feedback on operator performance, user education and a post-hoc statistical analysis. To reach the operationalization and variation aims, three driving simulator studies with a total of N=225 participants were conducted. The main outcomes were that (1) a sophisticated recommendation regarding preference questionnaire application could be given. Furthermore, (2) insights into the development of behavioral measures over time and their relation to a satisfaction measure could be given. Concerning mental models, (3) the present work showed that it takes repeated interaction to evolve accurately and gaze measures could also be used for capturing these processes. In addition, (4) feedback on operator performance was found to influence preference but not performance while (5) user education increased understanding and subsequent performance but did not affect preference. Eventually it showed that (6) users of different performance levels report similar preference. The theoretical contribution of this work lies in insights into the formation of the two sources of data and its potential to both explain and predict the preference-performance dissociation. The practical contribution lies in the recommendation for research methodology regarding how to operationalize measures and how to design user studies concerning the number of use cases and user education approaches. Finally, the results gained herein do not only apply to automated vehicle HMIs but might also be generalized to related domains such as aviation, robotics or health care.

Die Zunahme technologischer Innovationen in unserem Alltag bietet uns neue Chancen und Herausforderungen - auch als Autofahrer. Wenngleich die breitere Verfügbarkeit und Funktionsvielfalt von sowohl Fahrerinformations- (Human Machine Interface, HMI) und -assistenzsystemen als auch mobilen Endgeräten der Erfüllung von Nutzerbedürfnissen dienen und bestenfalls der Fahrerablenkung entgegenwirken sollen, wird der Fahrer durch diese nicht notwendigerweise bei der Fahraufgabe unterstützt. Die Anforderungen an die Informationsverarbeitung steigen hingegen, gleichzeitig besteht die Versuchung die Aufmerksamkeit nicht-fahrrelevanten Tätigkeiten zuzuwenden. Fahrerablenkung ist seit jeher Thema der Verkehrsforschung, denn die Ablenkung von der Fahraufgabe kann schwerwiegende Konsequenzen haben. Innerhalb der Interaktion von Fahrer, Fahrzeug und Umwelt spielt das HMI zur sicheren Erfüllung der primären Fahraufgabe hinsichtlich des Stabilisierens, Manövrierens und Navigierens eine essenzielle Rolle. Eine fahrsituationsabhängige Anpassung der dargestellten Informationen kann während dieser Interaktion variierender Anforderungen eine Unterstützung für den Fahrer darstellen. Die vorliegende Dissertation hatte die Identifikation einer Gestaltungslösung für zukünftige Fahrerinformationssysteme, welche eine sichere und komfortable Nutzung während des Fahrens erlauben, zum Ziel. Hierfür wurde der nutzerzentrierte Gestaltprozess (User-Centred Design, UCD, DIN EN ISO 9241-210, 2010) verfolgt. Im ersten Schritt, den Vor-Studien, wurden der Kontext und die Nutzeranforderungen in der Interaktion mit fahrfremden Tätigkeiten in einem explorativen Ansatz untersucht. Am häufigsten gaben die Fahrer an, ihr Smartphone während der Fahrt zur Navigation und Kommunikation zu nutzen. Die Bereitschaft sich einer fahrfremden Tätigkeit zuzuwenden, war maßgeblich von der Modalität dieser Tätigkeit in Interaktion mit dem aktuellen Fahrszenario abhängig. Insbesondere der Straßentyp beeinflusste die Entscheidung. Die berichtete Bereitschaft zu fahrfremden Tätigkeiten wurde im zweiten Schritt des UCDs in einer Fahrsimulatorstudie, Studie I, untersucht. Sowohl für visuell-manuelle als auch kognitiv- auditive Nebentätigkeiten war die zuvor berichtete Nutzungsbereitschaft Prädiktor für das Fahrererleben und -verhalten. In Fahrszenarien, in denen die Bereitschaft für Nebentätigkeiten gering war, wurde eine höhere Beanspruchung wahrgenommen. Die Reaktionszeiten für die visuell-manuelle Aufgabe stiegen in Fahrszenarien geringer Bereitschaft. Für kognitiv-auditive Aufgaben wurden geringere Spurabweichungen und Geschwindigkeitsvarianzen in Fahrszenarien hoher Bereitschaft gefunden. Diese Befunde flossen in die Gestaltung erster adaptiver HMIs ein, Schritt drei des UCDs, und wurden im vierten Schritt in einem Fahrsimulator gegen ein statisches sowie ein konfigurierbares HMI getestet, Studie II. Abhängig von der Komplexität des Fahrszenarios wurde die Informationsmenge der adaptiven HMIs erhöht bzw. reduziert. Keines der getesteten Konzepte beeinträchtigte die Bedienbarkeit des Systems oder das Fahrverhalten und Blickverhalten. Die adaptiven und das statische HMI unterschieden sich nicht hinsichtlich der subjektiven Beurteilungen und der Verhaltensmetriken. Das konfigurierbare HMI war den adaptiven und dem statischem hinsichtlich der User Experience (UX), Beanspruchung, dem Bedienkomfort und der Akzeptanz überlegen und zog weniger Aufmerksamkeit auf das Mittelkonsolendisplay. Im Rahmen des UCDs wurden die adaptiven HMIs in einem iterativen dritten und vierten Schritt auf Basis der Ergebnisse der Studie II modifiziert und in einer Realfahrtstudie evaluiert, Studie III. Die adaptiven HMIs wurden gegen ein reduziertes, ein informationsreiches, und ein kontrollierbares HMI getestet. Einhergehend mit den Ergebnissen aus Studie II beeinträchtigte keines der Konzepte die Systembedienbarkeit oder das Fahr- und Blickverhalten. Alle Konzepte wurden gleichermaßen hoch in der UX und dem Bedienkomfort bewertet. Die Akzeptanz für das kontrollierbare Konzept war höher als für die adaptiven Konzepte. Das informationsreiche HMI erzeugte eine höhere subjektive Beanspruchung, insbesondere durch die wahrgenommene visuelle Belastung. Ebenso wurden längere Blickabwendungen von der Straße gefunden. Das Adaptieren der Nutzeroberfläche ohne den direkten Einfluss des Nutzers birgt das Risiko ein Gefühl der Bevormundung hervorzurufen. Im Rahmen dieser Dissertation wurde ein Verfahren zur Erfassung der Bevormundung durch Technologie mittels eines kombinierten Experten- und Novizenansatzes durch Interviews, Onlineumfragen und eines psycho- lexikalischen Ansatzes entwickelt. Die Ergebnisse des finalen Fragebogens (Technology Paternalism Questionnaire, TPaQ) zeigten eine höhere wahrgenommene Bevormundung der adaptiven Systeme im Vergleich zu den konfigurierbaren und kontrollierbaren. Kein Unterschied bestand hingegen zu den statischen Systemen, was für ein allgemein erhöhtes Bevormundungsgefühl durch vordefinierte Systeme spricht. Die Befunde dieser Dissertation liefern eine Gestaltungslösung zur Unterstützung des Fahrers in der Interaktion mit dem Fahrzeug und der Umwelt. Informationen im HMI konnten reduziert und situationsabhängig adaptiv dargestellt werden, ohne das Fahrererleben und -verhalten zu beeinträchtigen. Um dem Gefühl der Bevormundung entgegenzuwirken und die UX zu erhöhen, sollte der Inhalt des HMIs für den Nutzer konfigurierbar, bzw. kontrollierbar sein.:1 INTRODUCTION 2 THEORETICAL BACKGROUND 2.1 Driving Models and Driving Tasks 2.1.1 Information Processing 2.1.2 Driver Distraction 2.2 System Attitude Model 2.2.1 User Experience 2.2.2 Behavioural Adaptations 2.2.3 Driver Capabilities 2.2.4 Driving Task Demands 2.3 HMI Design Solutions 2.3.1 Indication of Adaptation 2.3.2 Adaptation Contexts 2.3.3 Adaptive User Interfaces 2.3.4 Challenges for Adaptive User Interfaces 3 AIM OF THE THESIS AND RESEARCH QUESTIONS 4 PRE-STUDIES: USER REQUIREMENTS AND NEEDS 4.1 Creativity Workshops 4.1.1 Background and Research Questions 4.1.2 Method 4.1.3 Results 4.1.4 Summary 4.2 Focus Group 4.2.1 Background and Research Questions 4.2.2 Method 4.2.3 Results 4.2.4 Summary 4.3 Online Survey 4.3.1 Background and Research Questions 4.3.2 Method 4.3.3 Results 4.3.4 Summary 4.4 Discussion 5 STUDY I: INTERACTION OF DRIVING SCENARIOS AND NON-DRIVING-RELATED TASKS 5.1 Background and Aim of the Study 5.1.1 Driver Distraction Effects under different NDRT Modalities 5.1.2 Driving Scenarios 5.2 Method 5.2.1 Independent Variables 5.2.2 Dependent Variables 5.2.3 Study Procedure 5.3 Results 5.3.1 Manipulation Check 5.3.2 Subjective Perceptions 5.3.3 Behavioural Adaptations 5.4 Discussion 6 TECHNOLOGY PATERNALISM 6.1 Theoretical Background 6.1.1 Paternalism 6.1.2 Previous Research 6.1.3 Research Questions 6.2 Methodological Approach 6.3 Expert Approach 6.3.1 Method 6.3.2 Results 6.3.3 Summary 6.4 Novice Approach 6.4.1 Interviews: Perception of (Technology) Paternalism 6.4.2 First Online Survey: Psycholexical Approach 6.4.3 Second Online Survey: Experiences with Patronisation by Technology 6.5 Technology Paternalism Model 6.5.1 Identified Definition 6.5.2 Model Assumptions 6.6 First Validation 6.7 Test Statistics 6.7.1 Psychometric Criteria 6.7.2 Factor Structure 6.7.3 Moderation and Mediation Analyses 6.8 Conclusion and Implications 6.9 Final Questionnaire 7 STUDY II: ADAPTIVE HUMAN MACHINE INTERFACES 7.1 Background and Aim of the Study 7.1.1 Needed Information in an Automotive HMI 7.1.2 HMI Designs for the Simulator Study 7.1.3 Adaptive, static and configurable HMI Concepts in the Simulator Study 7.2 Method 7.2.1 Independent Variables 7.2.2 Dependent Variables 7.2.3 Study Procedure 7.3 Results 7.3.1 Manipulation Check 7.3.2 Subjective Perceptions 7.3.3 Behavioural Adaptations 7.3.4 Configuration of the HMI 7.4 Discussion 8 STUDY III: ADAPTIVE HUMAN MACHINE INTERFACES IN THE FIELD 8.1 Background and Aim of the Study 8.1.1 HMI Designs for the Field Study 8.1.2 Adaptive, non-adaptive and controllable HMI Concepts in the Field Study 8.2 Method 8.2.1 Independent Variables 8.2.2 Dependent Variables 8.2.3 Study Procedure 8.3 Results 8.3.1 Manipulation Check 8.3.2 Subjective Perceptions 8.3.3 Behavioural Adaptations 8.3.4 Controllable HMI 8.4 Discussion 9 GENERAL DISCUSSION 9.1 Effects of the Driving Scenario on NDRT Engagement Willingness and Driver Behaviour 9.2 Impacts of Adaptive HMI Concepts 9.3 Evaluation of Configurable and Controllable HMI Concepts 9.4 Patronisation through Technology 9.5 Limitations 9.6 Future Research and Theoretical Implications 9.7 Practical Implications 10 CONCLUSION BIBLIOGRAPHY APPENDIX CURRICULUM VITAE PUBLICATIONS LIST / As technology increases throughout our daily lives we are faced with new chances and challenges, also as car drivers. Extended availability and functionalities of in-vehicle information systems (IVIS) and driver assistance systems (ADAS) in addition to mobile device features tempt the driver into distraction from the driving task. Although the intent of the integration of new technologies is the fulfilment of drivers’ needs, it does not necessarily truly support the driver or counteract driver distraction. Driver distraction is an everlasting topic in driving research as failures in managing the driving task can have severe effects. Within the interaction of the driver, the vehicle and the environment, in-vehicle information systems are crucial in guaranteeing a fulfilment of the primary driving tasks of navigating, stabilizing and manoeuvring. To support the driver in this interaction of varying demands a contextual, driving scenario-based adaptation of the content in the information system poses an opportunity. The present doctoral thesis aimed at identifying a potential design solution for an IVIS to provide a safe and comfortable usage while maintaining safe driving behaviour. Therefore, an iterative user-centred design approach (UCD, DIN EN ISO 9241-210, 2010) was pursued. As a first step, the context and user requirements in interacting with non-driving-related tasks (NDRTs) were identified in the Pre-Studies following an explorative approach. Most prevalently, drivers engaged in using their smartphones for navigation and communication. The willingness to engage in an NDRT was reported to be dependent on the modality of the task in interaction with the driving scenario, where the road type had the highest impact. As the second step, the reported engagement willingness was evaluated in a driving simulator, Study I. For both visual-manual and cognitive-auditory NDRTs the reported engagement willingness predicted the perceived workload. A higher workload was perceived in driving scenarios of a lower reported engagement willingness for NDRTs. This finding was supported by the driving behaviour. For the visual-manual task, behavioural data showed an increase in reaction times in the scenarios where engagement willingness was reported to be lower. For cognitive-auditory tasks lower lane departures and speed variances were observed in the driving scenarios with a higher reported engagement willingness. These results fed into the third and fourth steps of the user-centred design process, Study II, in which first designs of an adaptive Human Machine Interface (HMI) were realised and tested in a driving simulator against a static and a configurable HMI. Based on the complexity of the driving scenario the information content in the HMI was reduced or increased. None of the HMI concepts adversely affected system usability, driving performance, or eye glance behaviour. The adaptive and the static concepts did not differ in subjective perceptions and behavioural adaptations. The configurable HMI was superior to the adaptive and static HMI concepts in user experience (UX), perceived usability, subjective workload, as well as acceptance, and attracted less glances to the centre stack display (CSD). Iteratively, the results of Study II were integrated in the adaptive HMI concepts and then tested in an on-road study, Study III. Two adaptive HMI concepts of higher adaptation degrees, a reduced, a loaded and a controllable HMI concept were evaluated regarding subjective perceptions and behavioural adaptations. Supporting the findings of Study II, the HMI concepts did not adversely affect system usability and driver behaviour. All concepts were equally high in UX and perceived usability. The controllable HMI showed some advances, as acceptance was higher than for the adaptive concepts. The loaded HMI provoked a higher workload, especially due to the visual load, and longer glances away from the road scene. Changing the user interface (UI) without the users’ direct control poses responsibility on the system designer: Users can feel patronised by the technical system. A method to assess Technology Paternalism was developed applying a combined expert and novice approach, including interviews, online surveys and a psycholexical approach. The final questionnaire, the Technology Paternalism Questionnaire (TPaQ), showed good reliability and validity. The results of the TPaQ indicated that the adaptive HMI concepts were perceived more patronising than the configurable and controllable HMI concepts. Though, the adaptive concepts did not differ to the static concepts, speaking for a general feeling of patronisation through pre-defined concepts. Solely the control over the visualisation reduced the perceived patronisation by a technical system. The findings within this doctoral thesis provide a design solution to face the issue of driver distraction and support the interaction of the driver, vehicle and environment. Information content in the HMI could be reduced and contextually adapted, as no adverse effects on drivers’ subjective perceptions and behavioural adaptations were found. In order to counteract a feeling of patronisation and increase the UX, the information content in the HMI should be configurable or controllable.:1 INTRODUCTION 2 THEORETICAL BACKGROUND 2.1 Driving Models and Driving Tasks 2.1.1 Information Processing 2.1.2 Driver Distraction 2.2 System Attitude Model 2.2.1 User Experience 2.2.2 Behavioural Adaptations 2.2.3 Driver Capabilities 2.2.4 Driving Task Demands 2.3 HMI Design Solutions 2.3.1 Indication of Adaptation 2.3.2 Adaptation Contexts 2.3.3 Adaptive User Interfaces 2.3.4 Challenges for Adaptive User Interfaces 3 AIM OF THE THESIS AND RESEARCH QUESTIONS 4 PRE-STUDIES: USER REQUIREMENTS AND NEEDS 4.1 Creativity Workshops 4.1.1 Background and Research Questions 4.1.2 Method 4.1.3 Results 4.1.4 Summary 4.2 Focus Group 4.2.1 Background and Research Questions 4.2.2 Method 4.2.3 Results 4.2.4 Summary 4.3 Online Survey 4.3.1 Background and Research Questions 4.3.2 Method 4.3.3 Results 4.3.4 Summary 4.4 Discussion 5 STUDY I: INTERACTION OF DRIVING SCENARIOS AND NON-DRIVING-RELATED TASKS 5.1 Background and Aim of the Study 5.1.1 Driver Distraction Effects under different NDRT Modalities 5.1.2 Driving Scenarios 5.2 Method 5.2.1 Independent Variables 5.2.2 Dependent Variables 5.2.3 Study Procedure 5.3 Results 5.3.1 Manipulation Check 5.3.2 Subjective Perceptions 5.3.3 Behavioural Adaptations 5.4 Discussion 6 TECHNOLOGY PATERNALISM 6.1 Theoretical Background 6.1.1 Paternalism 6.1.2 Previous Research 6.1.3 Research Questions 6.2 Methodological Approach 6.3 Expert Approach 6.3.1 Method 6.3.2 Results 6.3.3 Summary 6.4 Novice Approach 6.4.1 Interviews: Perception of (Technology) Paternalism 6.4.2 First Online Survey: Psycholexical Approach 6.4.3 Second Online Survey: Experiences with Patronisation by Technology 6.5 Technology Paternalism Model 6.5.1 Identified Definition 6.5.2 Model Assumptions 6.6 First Validation 6.7 Test Statistics 6.7.1 Psychometric Criteria 6.7.2 Factor Structure 6.7.3 Moderation and Mediation Analyses 6.8 Conclusion and Implications 6.9 Final Questionnaire 7 STUDY II: ADAPTIVE HUMAN MACHINE INTERFACES 7.1 Background and Aim of the Study 7.1.1 Needed Information in an Automotive HMI 7.1.2 HMI Designs for the Simulator Study 7.1.3 Adaptive, static and configurable HMI Concepts in the Simulator Study 7.2 Method 7.2.1 Independent Variables 7.2.2 Dependent Variables 7.2.3 Study Procedure 7.3 Results 7.3.1 Manipulation Check 7.3.2 Subjective Perceptions 7.3.3 Behavioural Adaptations 7.3.4 Configuration of the HMI 7.4 Discussion 8 STUDY III: ADAPTIVE HUMAN MACHINE INTERFACES IN THE FIELD 8.1 Background and Aim of the Study 8.1.1 HMI Designs for the Field Study 8.1.2 Adaptive, non-adaptive and controllable HMI Concepts in the Field Study 8.2 Method 8.2.1 Independent Variables 8.2.2 Dependent Variables 8.2.3 Study Procedure 8.3 Results 8.3.1 Manipulation Check 8.3.2 Subjective Perceptions 8.3.3 Behavioural Adaptations 8.3.4 Controllable HMI 8.4 Discussion 9 GENERAL DISCUSSION 9.1 Effects of the Driving Scenario on NDRT Engagement Willingness and Driver Behaviour 9.2 Impacts of Adaptive HMI Concepts 9.3 Evaluation of Configurable and Controllable HMI Concepts 9.4 Patronisation through Technology 9.5 Limitations 9.6 Future Research and Theoretical Implications 9.7 Practical Implications 10 CONCLUSION BIBLIOGRAPHY APPENDIX CURRICULUM VITAE PUBLICATIONS LIST