Zugl.: München, Techn. Univ., Diss., 2009

Techn. Universiẗat, Diss., 2004--Darmstadt.

ITC/USA 2013 Conference Proceedings / The Forty-Ninth Annual International Telemetering Conference and Technical Exhibition / October 21-24, 2013 / Bally's Hotel & Convention Center, Las Vegas, NV / Images frames have always been used as information source for the Flight Test Campaigns (FTC). During the flight tests, the images displayed on the Head-Up Display (HUD) could be stored for later analysis. HUD images presents aircraft data provided by its avionics system. For a simplified Flight Test Instrumentation (FTI), where data accuracy is not a big issue, HUD images could become the primary information source. However in this case data analysis is executed manually, frame by frame for information extraction (e.g. Aircraft position parameters: Latitude; Longitude and Altitude). In approximately one hour of flight test about 36,000 frames are generated using standard-definition television format, therefore data extraction becomes complex, time consuming and prone to failures. To improve efficiency and effectiveness for this FTC, the Instituto de Pesquisas e Ensaios em Voo (IPEV - Flight Test and Research Institute) with Instituto Tecnológico de Aeronáutica (ITA - Aeronautical Technology Institute) developed an image processing application with pattern recognition using the correlation process to extract information from different positions on the images of the HUD. Preliminary test and evaluation carried out by 2012 using HUD images of the jet fighter EMBRAER A1. The test results demonstrate satisfactory performance for this tool.

Bachelor-Arbeit Univ. St. Gallen, 2008.

In this study, we investigated whether modifying augmented reality head-up display (AR HUD) graphics’ perceptual form influences spatial learning of the environment. We employed a 2x2 between-subjects design in which twenty-four participants were counterbalanced by gender. We used a fixed base, medium-fidelity driving simulator at the COGENT lab at Virginia Tech. Two different navigation cues systems were compared: world-relative and screen-relative. The world-relative condition placed an artificial post sign at the corner of an approaching intersection containing a real landmark. The screen-relative condition displayed turn directions using a screen-fixed traditional arrow located directly ahead of the participant on the right or left side on the HUD. We captured empirical data regarding changes in driving behaviors, glance behaviors, spatial knowledge acquisition (measured in terms of landmark and route knowledge), reported workload, and usability of the interface. Results showed that both screen-relative and world-relative AR head-up display interfaces have similar impact on the levels of spatial knowledge acquired; suggesting that world-relative AR graphics may be used for navigation with no comparative reduction in spatial knowledge acquisition. Even though our initial assumption that the conformal AR HUD interface would draw drivers’ attention to a specific part of the display was correct, this type of interface was not helpful to increase spatial knowledge acquisition. This finding contrasts a common perspective in the AR community that conformal, world-relative graphics are inherently more effective than screen-relative graphics. We suggest that simple, screen-fixed designs may indeed be effective in certain contexts. Finally, eye-tracking analyses showed fundamental differences in the way participants visually interacted with different AR HUD interfaces; with conformal-graphics demanding more visual attention from drivers. We showed that the distribution of visual attention allocation was that the world-relative condition was typically associated with fewer glances in total, but glances of longer duration. / M.S. / As humans, we develop mental representations of our surroundings as we move through and learn about our environment. When navigating via car, developing robust mental representations (spatial knowledge) of the environment is crucial in situations where technology fails, or we need to find locations not included in a navigation system’s database. Over-reliance on traditional in-vehicle navigation devices has been shown to negatively impact our ability to navigate based on our own internal knowledge. Recently, the automotive industry has been developing new in-vehicle devices that have the potential to promote more active navigation and potentially enhance spatial knowledge acquisition. Vehicles with augmented reality (AR) graphics delivered via head-up displays (HUDs) present navigation information directly within drivers’ forward field of view, allowing drivers to gather information needed without looking away from the road. While this AR navigation technology is promising, the nuances of interface design and its impacts on drivers must be further understood before AR can be widely and safely incorporated into vehicles. In this work, we present a user study that examines how screen-relative and world-relative AR HUD interface designs affect drivers’ spatial knowledge acquisition. Results showed that both screen-relative and world-relative AR head-up display interfaces have similar impact on the levels of spatial knowledge acquired; suggesting that world-relative AR graphics may be used for navigation with no comparative reduction in spatial knowledge acquisition. However, eye-tracking analyses showed fundamental differences in the way participants visually interacted with different AR HUD interfaces; with conformal-graphics demanding more visual attention from drivers

The number of automated features in surface vehicles are increasing as new vehicles are released each year. Some of these features allow drivers to temporarily take their attention off-road and en-gage in other tasks. However, there are times when it is important for drivers to immediately take control of the vehicle, if required. To safely take control, drivers must understand what is required of them and have situation awareness (SA) to understand important changes or factors within the environment around them. We can present drivers with needed takeover information using a head-up display (HUD), keeping the driver's eyes on the road. However, drivers operating conditionally automated vehicles on various roadways, such as highways and urban arterial roads, require differ-ent information to be conveyed to them as they drive due to inherent differences in roadway and obstacle features within the driving scene, such as the addition of vulnerable road users on urban arterial roads. This work aimed to (1) investigate impacts of novel HUDs on driver situation awareness during takeover on a highway, (2) identify system design criteria to fulfill driver's needs during takeover on an urban arterial road, and, (3) examine the effects of HUDs on driver situation awareness during takeover on an urban arterial road. We investigated these goals by collecting em-pirical data for takeover performance metrics, self-reported situation awareness, participant prefer-ences, and expert's opinions. From our studies we conclude that HUDs can increase aspects of takeover performance on high-ways, with participants demonstrating lower response times and higher time to collision metrics. We did not find significant impacts of HUDs on driver situation awareness on highways. Results from our semistructed interviews indicated that experts felt systems should communicate the need for driver attention to relevant information, communicate obstacle information, and provide information using a variety of driver senses. HUDs can also increase driver situation awareness during takeover on an urban arterial road and support improved takeover performance. This work allowed us to identify potential use cases and design criteria for new designs of novel HUDs to deliver important information during takeover. / Doctor of Philosophy / More features that take some of the tasks of vehicle operation off drivers are being released with every new model year of vehicle. Currently, these features still require drivers to maintain attention to the road and, in some cases, immediately take control of the vehicle, called takeover. However, research has not identified how best to communicate the need for takeover on all types of roads. Research has utilized a head-up display (HUD) to present vehicle information, communicate navigation, and highlight objects around the world to drivers while keeping driver's eyes on road. Keeping driver's eyes on road allows drivers to maintain situation awareness (SA) where they would perceive, understand, and react to changes in the driving scene. Currently, we can convey information to drivers both using traditional head-down displays (HDDs) in the instrument cluster and some vehicles are equipped with HUDs that can deliver in-formation within driver's field of view. This work aimed to first understand how takeover request delivered via HUD affect takeover performance and drivers' situation awareness on highways compared to HDDs. Next, we investigated expert's opinions on driver needs from the automated system during takeover on urban arterial roads to develop design criteria for new types of takeover requests. Finally, we took the design criteria to develop, test, and compare driver's takeover performance and situation awareness in new takeover requests delivered by HDDs and HUDs. HUDs may be useful in presenting information to drivers during takeover. Results support that on highways, HUDs are beneficial for increasing safer driver responses, where they responded quick-er and kept a greater distance to an object in the road in front of them. From design criteria identified by experts, we designed alerts that directed driver's attention to bicyclists, pedestrians, and vehicles crossing the path of their vehicle. After testing the alerts, results indicated that drivers had higher levels of situation awareness and performance metrics during takeover on urban arterial roads. Though HUDs show promise in increasing driver's takeover performance and situation awareness, we must take careful consideration into design of future HUDs to give appropriate and relevant information to drivers.

Road safety is one of the world’s largest challenges. New technologies have made roads both safer, but also more dangerous as people to a greater extent drive distracted. The Swedish startup Consenz AB aims to solve this by creating a hardware/software system of connected Head Up Displays (HUDs). The purpose of this thesis isto create concepts of aftermarket HUDs that can help Consenz create their first hardware. More specifically this thesis focuses on creating a device that can fit into most vehicles and provide an appropriate image. The work followed a version of the Double diamond design process, with four parts. In the first two parts the challenge was assessed, and a set of requirements made. In the second half of the project concepts were generated and evaluated from the requirements made in the first half. The first part of the project was aimed at gathering knowledge about the topic, the market today and its potential customers, this was done by contacting various stakeholders, documenting car interiors, and reading research and regulations around the topic. The second part of the project evaluated available display technologies and together with the first part, resulted in a set of requirements for the second half of the project. The third part of the project used a number of concept generation methods to create several concepts. These concepts were evaluated and narrowed down to two concepts. In the final part of the project these concepts were refined and evaluated. The work resulted in two concepts, physical models of the concepts and a recommendation for which concept to continue with. / Trafiksäkerhet är en av världens största utmaningar. Ny teknik har gjort vägar både säkrare men också farligare eftersom människor i större utsträckning kör distraherade. Svenska startupen Consenz AB vill lösa detta genom att skapa ett hårdvaru- / mjukvarusystem med anslutna Head Up Displays (HUD). Syftet med denna uppsats är att skapa koncept för eftermarknads-HUD som kan hjälpa Consenz att skapa sin första hårdvara. Mer specifikt fokuserar projektet på att skapa en enhet som passar in i de flesta fordon och som ger en lämplig bild. Arbetet följde en version av Double Diamond design processen, med fyra delar. I de två första delarna utvärderades problemet och en uppsättning krav ställdes. Under andra halvan av projektet genererades och utvärderades koncept utifrån de krav som ställts under första två delarna. Den första delen av projektet samlade kunskap om utmaningen, marknaden idag och dess potentiella kunder, detta gjordes genom att kontakta olika stakeholders, dokumentera bilinteriörer och genom att studera texter kring området. Den andra delen av projektet utvärderade olika displayteknologier och tillsammans med den första delen resulterade det i flera krav. Den tredje delen av projektet använde olika konceptgenereringsmetoder för att skapa flera koncept. Dessa koncept utvärderades och begränsades till två koncept. I den sista delen av projektet förfinades och jämfördes dessa koncept. Arbetet resulterade i två koncept, fysiska modeller av koncepten och en rekommendation för vilket koncept att fortsätta med.

<p>In Sweden close to 500 people are killed and several thousands severely injured in traffic each year. This is one of the largest health problems for society in both Sweden and the whole world. In the cars of tomorrow will the main instrument panel and the centre console be screen-based instead of the current solution with “iron instruments” and other physical devices. This future driver environment opens for a flexible and situation-dependent usage of presentation resources. The purpose of this thesis is to explore these possibilities from a warning system perspective.</p><p>The project had its main focus on designing warning system concepts using the HUD and vibrotactile information in a coordinated way based on established HMI principles. Another goal for this thesis work was to generate a functional concept for demonstration and evaluation in the virtual reality lab at the University of Linköping.</p><p>The method of realization was divided into three phases – information gathering, concept generation and implementation. These phases are commonly used in design projects. This way of work supplies structure to the project and makes it possible to achieve an iterative design process.</p><p>The information gathering involved a thorough theoretical study of HMI, interface design and warning design. A state of the art investigation was then conducted to find out how the warning systems, relevant to this thesis, are presented today.</p><p>The concept generation was divided into two parts – warning system design and visual design. The Warning system design concepts were based on different combinations from a morphologic matrix and relevant theory. Consideration was also taken to when the systems are likely to be activated and which modality, or modalities, that then was suitable to use. The visual design concepts were developed by using creative product development methods and the iterative Simulator-Based Design (SBD) theory.</p><p>After concluding the concept generation was the visual design results given functionality by programming software. The visual warning system were then integrated in the simulator software and fully implemented in the simulator cockpit at the university.</p><p>The implemented warning systems were then evaluated by a pilot study conducted in the simulator. Test persons were invited to the VR-lab and given an introduction to the warning systems. They were then asked to drive a predetermined route with a number of different warning system conditions. These test results were later statistically analyzed and evaluated.</p>

In Sweden close to 500 people are killed and several thousands severely injured in traffic each year. This is one of the largest health problems for society in both Sweden and the whole world. In the cars of tomorrow will the main instrument panel and the centre console be screen-based instead of the current solution with “iron instruments” and other physical devices. This future driver environment opens for a flexible and situation-dependent usage of presentation resources. The purpose of this thesis is to explore these possibilities from a warning system perspective. The project had its main focus on designing warning system concepts using the HUD and vibrotactile information in a coordinated way based on established HMI principles. Another goal for this thesis work was to generate a functional concept for demonstration and evaluation in the virtual reality lab at the University of Linköping. The method of realization was divided into three phases – information gathering, concept generation and implementation. These phases are commonly used in design projects. This way of work supplies structure to the project and makes it possible to achieve an iterative design process. The information gathering involved a thorough theoretical study of HMI, interface design and warning design. A state of the art investigation was then conducted to find out how the warning systems, relevant to this thesis, are presented today. The concept generation was divided into two parts – warning system design and visual design. The Warning system design concepts were based on different combinations from a morphologic matrix and relevant theory. Consideration was also taken to when the systems are likely to be activated and which modality, or modalities, that then was suitable to use. The visual design concepts were developed by using creative product development methods and the iterative Simulator-Based Design (SBD) theory. After concluding the concept generation was the visual design results given functionality by programming software. The visual warning system were then integrated in the simulator software and fully implemented in the simulator cockpit at the university. The implemented warning systems were then evaluated by a pilot study conducted in the simulator. Test persons were invited to the VR-lab and given an introduction to the warning systems. They were then asked to drive a predetermined route with a number of different warning system conditions. These test results were later statistically analyzed and evaluated.

Dans ce travail de Thèse de Doctorat, dans le contexte d’une application de filtrage optique pour la réalité augmentée des Viseurs Tête Haute (VTH), plusieurs possibilités de conception de filtres basés sur des résonances de nanoparticules métalliques sont explorées. Pour ce faire, une formulation de la Méthode des Éléments Finis (FEM) précédemment développée au sein de l’Institut Fresnel est appliquée à différentes structures électromagnétiques complexes. La validité des résultats de la FEM est alors vérifiée, dans une configuration extrêmement résonante d’un réseau bidimensionnel de nanocônes d’or illuminé dans des conditions d’absorption totale de la lumière incidente, par comparaison avec les résultats d’une autre méthode numérique complètement indépendante. Une fois validée dans cette configuration extrême, cette méthode a pu être utilisée afin de conduire une étude paramétrique sur deux types particuliers de réseaux de nanoparticules métalliques. Les résultats de cette étude paramétrique ont conduit aux designs de deux types de composant de filtrage de la lumière visible requis pour l’application VTH: celui de réseaux monodimensionnels de rubans d’argent permettant de réfléchir une partie du spectre lumineux pour une composante de polarisation de la lumière tout en étant globalement transparent pour l’autre composante de polarisation, et celui de réseaux bidimensionnels de nanocylindres à section elliptique permettant de réfléchir deux parties distinctes du spectre en fonction de la polarisation de la lumière incidente et ceci toujours avec des propriétés de transparence globale. Dans un dernier temps, une nouvelle formulation de la FEM est développée afin d’étendre cette méthode numérique au calcul des modes de résonance de ce type de nanostructures métalliques. En présence de structures incorporant des matériaux métalliques, dispersifs et dissipatifs, l’opérateur de Maxwell associé est non-linéaire en fréquence et non-Hermitien et donc difficile à aborder numériquement. Dans le but de linéariser cet opérateur vis-à-vis de la fréquence, le formalisme dit de “champs auxiliaires” a été implémenté numériquement aux éléments finis. La validité des résultats numériques obtenus est enfin vérifiée sur une cavité fermée puis sur différents cristaux photoniques bidimensionnels constitués de tiges métalliques de Drude. Enfin, dans le cas de structures ouvertes, une couche parfaitement adaptée (PML) dispersive est étudiée dans le cadre des problèmes modaux. / In this PhD, in the frame of a filtering application for augmented reality of Head-Up Display (HUD), several possibilities to design filters based on metallic nanoparticles resonances are explored. To do so, a Finite Element Method formulation previously developed within the Institut Fresnel is initially recalled and its implementation applied to various complex electromagnetic structures. The validity of its results is verified, in the particuliar case of an extremely resonant configuration consisting in a gold nanocones metallic grating illuminated in the condition of total absorption of light, by comparison with the results of another completely independent numerical method. Thus, the results of this implementation having been validated in this extreme configuration, they could then be used to conduct a parametric study on two particular types of metallic nanoparticles gratings significantly less resonant. The results of this parametric study have led to the design of both types of filtering component of the visible light required for the HUD application: the mono-dimensional silver ribbons gratings allowing to reflect a part of the visible spectrum for one polarization’s component of the light while being globally transparent for the other component, and that of two-dimensional silver nanocylinders of elliptic cross section allowing to reflect two distinct parts of the spectrum according to the polarization of incident light while still being globally transparent. In a last time, a new FEM formulation is developed in order to extend this numerical method to the resonances computation of this kind of metallic nanostructures. When metallic materials are involved into electromagnetic structures, the associated Maxwell operator is non-linear and non-Hermitian. The Eigenvalue problem to solve is practically impossible to implement into the FEM. In order to linearize the Maxwell operator toward the frequency, a formalism called “Auxiliary fields formalism” is introduced and implemented numerically. The validity of the results obtained through this implementation is then verified on a closed cavity and on several example of bi-dimensional photonic crystals made of Drude metallic rods. Finally, when tackling open structures, a dispersive perfectly matched layer (PML) is studied in the frame of eigenvalue problems.