MASTER'S THESIS

A Study on Acceptance of Head-UpDisplays in Automotive Appliances and

Development of a Concept HUD

Joel Bergman

Master of Science in Engineering TechnologyIndustrial Design Engineering

Luleå University of TechnologyDepartment of Business Administration, Technology and Social Sciences

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Acknowledgements

This project has been made possible by the valuable help of many people. The following

persons deserve great gratitude and recognition for their input.

Phillip Tretten, LTU

Staffan Davidsson, Volvo Cars

Annika Murphy

Johanna Borg

Christian Jernberg

Ida Lundkvist

Stig Karlsson, LTU

The respondents of the survey

I especially want to thank all of the people that volunteered for the tests.

___________________________________

Joel Bergman

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Abstract This report describes the process of designing and executing an empirical study about

automotive Head Up-Displays (HUDs). It also relates the process that follows of

designing a concept HUD according to the results of the study.

The project was split into three chronological parts: analysis, synthesis and evaluation. In

the analysis phase, a large scale study was performed on available literature concerning

HUDs. Also, a study that aimed to investigate peoples willingness to use HUD was

completed. This study was designed as a pre-study for a later project. The study was

performed on seven test subjects who drove their own cars with a HUD mounted in them,

in real traffic for four days each.

The results of the study indicate that the subjects are likely to find HUD useful in

automotive appliances, and furthermore, the study gave indications of the features that

were important to them. For example, many preferred analogue speed dials as opposed to

digital ones.

Using systematic design, a concept HUD was produced using the findings from the study,

as well as earlier findings made in other studies. In order to find suitable symbols for the

different messages to be conveyed by the HUD, a survey was carried out. The survey

asked the participants which symbol they thought was the best purveyor of each message.

The concept formed features both analogue and digital speed dials, as well as a dial to

indicate acceleration. It has navigation system features and traffic warnings. It also shows

turn indicators and system failure warnings, such as engine and brake malfunction.

The conclusions of this project are that a solely digital speedometer may be disliked by many drivers, and therefore it is suggested that a combination of digital and analogue

might be better. Also, the optimal position of the HUD is not necessarily directly in front

of the steering wheel, with several subjects preferring the HUD positioned slightly to the

right of the steering wheel.

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Contents 1 Introduction ...................................................................................................................... 3�

1.1 Background ............................................................................................................... 3�

1.2 Aim ........................................................................................................................... 3�

1.3 Limitations ................................................................................................................ 3�

2 Theory .............................................................................................................................. 4�

2.1 Position ..................................................................................................................... 4�

2.2 Distraction ................................................................................................................. 6�

2.3 Visibility and Legibility ............................................................................................ 7�

2.4 Signs .......................................................................................................................... 8�

3 Method Theories .............................................................................................................. 9�

3.1 Technology Acceptance Model (TAM) .................................................................... 9�

3.2 Unified Theory of Acceptance and Use of Technology (UTAUT) .......................... 9�

3.3 Interview ................................................................................................................... 9�

3.4 Mood Board ............................................................................................................ 10�

3.5 Workshop ................................................................................................................ 10�

3.6 Brainwriting ............................................................................................................ 10�

3.7 Sample Survey ........................................................................................................ 10�

3.8 Evaluation Chart ..................................................................................................... 10�

3.9 Competitor analysis ................................................................................................ 11�

3.10 Specification of requirements ............................................................................... 11�

3.11 Classification scheme............................................................................................ 11�

3.12 Selection chart ....................................................................................................... 11�

3.13 Weak point analysis .............................................................................................. 11�

4 Analysis.......................................................................................................................... 12�

4.1 Time plan ................................................................................................................ 12�

4.2 Market and competitor analysis .............................................................................. 12�

4.3 Study of literature ................................................................................................... 14�

4.4 Empirical study ....................................................................................................... 14�

4.4.1 Aim .................................................................................................................. 14�

4.4.2 Method ............................................................................................................. 15�

4.4.3 Experiment structure ........................................................................................ 15�

4.4.4 Results .............................................................................................................. 15�

5 Specification of requirements ........................................................................................ 17�

6 Synthesis ........................................................................................................................ 17�

6.1 Workshop ................................................................................................................ 17�

6.2 Brainwriting ............................................................................................................ 18�

6.3 Classification scheme .............................................................................................. 18�

6.4 Survey ..................................................................................................................... 18�

6.4.1 Results .............................................................................................................. 19�

6.5 The Concepts .......................................................................................................... 20�

6.5.1 #1...................................................................................................................... 20�

6.5.2 #2...................................................................................................................... 20�

6.5.3 #3...................................................................................................................... 21�

6.5.4 #4...................................................................................................................... 21�

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6.5.5 #5...................................................................................................................... 21�

6.5.6 #6...................................................................................................................... 22�

6.5.7 #7...................................................................................................................... 22�

6.5.8 #8...................................................................................................................... 22�

7 Evaluation ...................................................................................................................... 23�

7.1 Selection chart ......................................................................................................... 23�

7.2 Evaluation chart ...................................................................................................... 23�

7.3 Weak point analysis ................................................................................................ 24�

7.4 Further development ............................................................................................... 24�

7.4.1 Colours ............................................................................................................. 25�

7.5 Visualisation ........................................................................................................... 25�

8 Results ............................................................................................................................ 26�

9 Discussion ...................................................................................................................... 30�

10 Conclusions and recommendations.............................................................................. 31�

11 References .................................................................................................................... 32�

Appendix A………………………………………………………………… 5 pages

Appendix B………………………………………………………………… 5 pages

Appendix C………………………………………………………………… 1 page

Appendix D………………………………………………………………… 1 page

Appendix E………………………………………………………………… 4 pages

Appendix F………………………………………………………………… 1 page

Appendix G………………………………………………………………… 1 page

Appendix H………………………………………………………………… 4 pages

Appendix I…………………………………………………………………. 5 pages

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1 Introduction A fundamental introduction to what HUD is and its history is dealt with in the following

chapters. A brief explanation of what will be undertaken in this project is also given, in

addition to its aims.

1.1 Background

Head Up-Displays have been used in the aircraft industry since 1960 when they were first

introduced in the military aircraft Hawker-Siddeley Buccaneer (Enderby & Wood 1992).

Today, it is used in the military as well as in commercial aviation. There has been a lot of

research done in the field of aviation HUD, however little of this research is relevant to

automotive HUD, due to the great differences between aviation and automotive traffic

conditions.

HUDs have also been used in a number of automotive vehicles since 1988, mainly for

showing elementary driving information. A significant number of studies have been

performed on automotive HUDs, many of which compare HUDs to conventional instruments. In contrast, no published studies refer to investigations into people’s

willingness to use HUDs and performed in real traffic.

1.2 Aim

The aim of the project has been to find what drivers like and dislike about HUD, what

their preferences are, and for what reasons. Having sorted this, the aim has also been to

develop a concept HUD in concurrence with the findings.

1.3 Limitations

As this thesis concerns projected head up-displays no other types of HUDs will be

considered as part of this project.

This project will only concern the contents of the HUD and reasonable assumptions as to

what may be possible to visualise in terms of technology will be made.

The height to width ratio of the display area has been set by Volvo PV and will not be

reassessed.

The development will use the aid of Swedish subjects and their preferences. It must be

noted that the views of subjects of other regions and cultures may differ from that of the

Swedish subjects. This limitation is unavoidable but it is considered that the subjects are a valid representation of Volvo’s main markets.

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2 Theory Numerous studies dealing with HUD have been made. Furthermore, general studies

concerning automotive risks and safety have been performed. General studies about

automotive risks and safety have also been carried out, and these also apply to HUD

design. In essence, these studies consider either one or more of the following factors: the

position of the information, the effects of distraction, and visibility.

2.1 Position

The main focus of positioning research is to find an optimal position for the displayed

information. The information, however, must not interfere with the drive scene to such an

extent that it becomes a safety hazard. When searching for the optimal position, eye

glance behaviour is recorded and analysed. Glance duration is the most direct data

obtained; it describes the time needed for a person to read the info presented to her or him.

The reaction time to an emerging message is also often analysed.

The vertical and horizontal positions are the most obvious attributes of the positioning of the HUD. These have been studied by many researchers, both by measuring physical

performance and by investigating subjective preferences. Wittmann et al. (2006)

conducted an experiment in which the participants were asked to keep a bar or number on

a screen within a specified range while driving. Two different conditions were used, ‘the

free condition’ in which the driver could divide her or his attention freely between the

primary and secondary task, and ‘the focused condition’ in which the driver was told to

focus on the screen. Seven different screen positions were tested and both performance

and subjective preference were recorded. The overall score is displayed in the figure

below. The upper score is for the free condition and the lower for the focused condition.

G

F

A C

B D

E

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Fig. 2.1. Overall score for the different screen positions tested.

They concluded that “In both readout conditions, position F leads to the

shortest duration of lane departures” and additionally “In the one-readout condition,

position F leads to the shortest reaction times. (…) In the two readout condition, C and F

showed the shortest reaction times.”

Fig. 2.2 The different HUD positions tested by Tsimhoni.

Tsimhoni et al. (2001) carried out an experiment in which the participants did a simulated drive during which messages randomly appeared on the HUD, in the positions shown in

Fig. 2.2. They then studied the response time, number of errors, driving performance and

subjective preference. Tsimhoni stated that “Participants thought that the three center

positions in the middle row were better than the other positions. The most preferred

position was at eye level, 5 degrees to the right of the center, with the center and 5

degrees to the left of center as alternatives.” They found, however, few deviations in

driving performance between the different positions.

HUDs projected onto the windscreen can have different focal lengths depending on the

optics used. This allows the display to be focused at a focal distance nearer that of the

road scene than the actual windscreen, demanding less accommodation of the eyes’

lenses. The search for the optimum focal distance for projecting HUD imagery has

resulted in numerous studies, many of which reach similar conclusions. Tufano (1997)

stated that “...it has been generally accepted that automotive HUDs should be focused at

an optical distance between 0.4 and 0.5 diopter (2.5-2.0 m)”.

Inuzuka, Osumi and Shinkai (1991) conducted a study in which the participants were

asked to focus on a lamp located 10m in front of them. The lamp was then turned off and

the participants were asked to read the speedometer of a HUD, at a focal distance that

varied between 0.8m and 5m. For older participants, the time taken to recognize the

current speed was, for the older participants, shortened with greater focal distances (up to

2.5m). Beyond 2.5m, there was no additional improvement.

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Norman and Ehrlich (1986) let their participants monitor digits at varying focal distances, and studied the detection and recognition of targets focused at infinity that were

presented simultaneously. They found large effects on detection times and errors, and

concluded that the best performance was obtained when targets and digits were presented

at the same focal distance.

2.2 Distraction

Distraction and the effects of distraction on the driver’s behaviour and driving

performance is a very important aspect in automotive safety. The National Highway

Traffic Safety Administration (NHTSA) estimates that 25% of crashes occur when drivers

are distracted and inattentive (Wang, Knipling, and Goodman, 1996). Dingus (2000) stated

that there is "strong evidence that diverting visual attention away from the roadway results in

an increased risk of crashes." Moreover, Liu (2004) stated that “Distraction from the road

condition is one of the main causes of traffic dangers”. Distraction has a negative effect

but is necessary and, therefore, it is important to perform research with the aim of

minimizing distraction.

One example of a common driver distraction is use of a telephone whilst driving.

Wikman et al. (1998) states that “The proportion of time taken for looking at the task

during the telephone task was over 50%” showing that the driver spends more time

looking off the road than on it.

A commonly used method to describe attention to the driving task itself is to measure the

standard deviation of lane position (SDLP). Several studies have found that there is a

correlation between the level of distraction and the SDLP, as a result of increased eyes-

off-road time. Normally, eye glance behaviour is described by mean glance duration,

total glance duration, and peak glance duration. Essentially, increasingly distracting tasks

lead to increasingly long glance durations, which cause SDLP to increase. Several studies

have researched the effects of distracting onboard tasks. Tijerina et al (1996) found a

strong correlation between the number of glances to an in-vehicle display and SDLP. 16

truck drivers were instructed to read 1, 2, or 4 line long text messages, and the mean number

of glances was found to be 1.14-2.01 glances for the 1-line messages, 4.58 glances for the 2-

line messages, and 7.38 glances for the 4-line messages.

A study by Zwahlen, Adams, and DeBald (1988) has specifically indicated that manipulating

the radio and climate control (and indeed functions of the same level of the same level of

distraction) is hazardous. A SDLP of 7.2-10.4 inches was recorded in a baseline test with no

elements of distraction. However, when the test was run with a number of different

distraction conditions, e.g. while the driver was operating the radio and climate control

functions, the average SDLP increased to 16 inches, with a maximum SDLP of 22 inches.

It has also been suggested that the HUD itself causes distraction, leading to phenomena

such as “inattentional blindness” and “cognitive capture”. Inattentional blindness is

closely related to “change blindness” and occurs when the eyes see an object but the

mind fails to process the information. It is often described as “looked but did not see”,

and is possible when a cognitive distraction is present. If a driver focuses her or his

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attention on family matters, for example, less attention will be available for the driving

task, thus increasing the risk of inattentional blindness.

Cognitive capture is also often referred to as “attentional tunnelling” and occurs when an

object is given too much attention and thus draws it away from other objects. In this case,

the distraction is visual, and studies have shown that the HUD might pose such a

distraction. In a study by Wickens & Long (1994), 32 pilots performed landings in a

flight simulator with instrumentation symbology projected in either a head up-location or

at 13˚ down. On the final landing trial, a runway obstacle (i.e. an airplane) was

introduced on the runway, and the time taken by the pilot to respond to the obstacle was

measured. For the head up-position, the time taken was significantly greater than for the

head down-position, which proves that the cognitive capture-phenomenon indeed apples

to HUDs. However, it should be taken into consideration that this study was performed in

an aeroplane scenario and so the results may not apply directly to automotive transport.

2.3 Visibility and Legibility

Many studies deal with HUD from a head up versus head down-display (HDD)

perspective. This standpoint has been taken primarily in order to investigate whether or

not there is a positive effect of using HUD compared to HDD, and so if there is a reason

to use the technology in the automotive industry.

Sprenger (1993) conducted a study in which 36 participants drove a 87 km long test

route, once with a car equipped with HUD and once without it. Sprenger found that the

digital HUD speedometer was read more frequently than was the HDD. There was also a

significantly longer mean glance duration for the HDD (713.4 ms) than the HUD (608.8

ms). Moreover, subjective reports stated the HUD was easier to read than the HDD.

Further evidence in favour of HUD over HDD was obtained from an experiment

performed by Liu and Wen (2004). 12 commercial delivery drivers drove a characteristic

delivery route in a simulated driving environment, guided by a navigation system. The

navigation display was located in either HUD position or a head down position near the

climate control panel. Liu and Wen found that when using HUD, the reaction times to

external stimuli was significantly shorter than when using HDD. The deviation in speed

was also lower when using HUD. Furthermore, they found that in a low-load

environment, the reaction time to urgent information was significantly longer when using

HDD (1.8684 s) than when using HUD (1.0073 s).

Ward et al. (1994) stated that “…studies have shown that reaction time to external stimuli

is still significantly quicker with a HUD in a lowered position than with a conventional

instrument panel.”

Liu (2004) summarises the available evidence by stating that “..use of HUD can enable

drivers to respond faster to unanticipated road events under both low and high driving

loads. Furthermore, under low driving load, drivers have improved driving behaviours as

evidenced by smaller variances in lateral acceleration and steering wheel angle.”

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It is worth mentioning that some studies have found that there are significant differences

in performance between older and younger drivers. These differences occur primarily when the drivers are involved in a secondary task.

Hayes, Kurokawa, and Wierwille (1989) used three age groups (18-25, 26-48, 49-72) in

order to study the effect of driver age on performance. They found that the drivers in the

final age group required significantly more glances at an in-vehicle display, longer glance

durations and longer total glance duration in order to complete a secondary task than the

other groups. Furthermore, they required considerably more time to successfully

complete the task.

A study by Wierwille et al. (1988) supported this finding. The study showed that subjects

over 50 years of age required longer time to complete the tasks, looked at the

instrumentation for longer periods of time, and made more errors than the younger

drivers.

Dingus et al. (1997) concluded that older drivers (65-73 years old) had considerably more long glances (over 2.5 s), and as a result more lane departures than the other age groups

(16-18 and 35-45). Conversely, the longitudinal and lateral acceleration was lower in the

older age group than the younger ones, suggesting the older subjects drove more

cautiously.

Visibility and legibility of different colours are determined by several factors, but there

are a few crucial facts that ought to be noted. Firstly, there are three types of colour

receptors in the human eye; red, green and blue. The proportions of the different

receptors vary between individuals, but the blue receptor is always much less frequent

than the two others, especially in the focus point of the retina. (Roorda & Williams, 1999)

As a result, blue colours tend to be more smudged and difficult to focus than others,

particularly in dark situations. Additionally, 8% of the adult male population suffer from

colour blindness and have difficulties distinguishing green from red.

(Nationalencyklopedin: Färgblindhet) This makes it crucial to design products so that

colour coding is redundant.

2.4 Signs

Monö (1997) states that a sign is a form that carries a meaning, and that the sign has two components; content (signifié) and expression (signifiant). He divides signs into three

different categories; icons, indexes and symbols. An icon is described as a sign that bears

a resemblance to what it signifies. An index is an indication that something has a

particular form for a reason, for example a paddle has its particular form so that it can be

held and push water. A symbol is something that has acquired its meaning through an

agreement between people, thus the form has no direct connection to its expression. For

example, symbols can be formed unconsciously by natural associations, for example a

heart shape represents love, not the actual muscle. They can also be formed by conscious

decisions, as is the case with many logos, for example the Windows logo.

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3 Method Theories

3.1 Technology Acceptance Model (TAM)

TAM is a theory that aims to predict the use of an information system. It was developed

by Fred Davies in 1989, and it uses two main variables; perceived usefulness (PU) and

perceived ease-of-use (PEOU). Davies defines them as follows:

PU – “the degree to which a person believes that using a particular system would enhance

his or her job performance”

PEOU – “the degree to which a person believes that using a particular system would be

free from effort"

(Davies 1989)

3.2 Unified Theory of Acceptance and Use of Technology (UTAUT)

UTAUT is a model that aims to predict usage behaviour of an information system. It uses

four variables to describe the usage intention and subsequent behaviour of the users:

performance expectancy, effort expectancy, social influence and facilitating conditions. A

second set of variables is used to explain the influence of each of the main factors: age,

gender, experience and voluntariness of use. (Venkatesh et al., 2003)

Fig. 3.1 Chart model of the UTAUT-theory

3.3 Interview

The interview is one of the most basic tools when it comes to the gathering of subjective

information. Interviews produce high quality data but can also be designed in order to

accumulate large quantities of data. Normally, three different types of interviews are

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distinguished between; structured, semi structured and non structured interviews. In this

project, the semi-structured type has been used, which means that the subjects are asked a battery of previously set questions. Depending on their answers, additional follow-up

questions are asked in order to allow the subject to reflect more on different issues.

(Bohgard et al 2008)

3.4 Mood Board

A mood board is a tool used by graphic designers to help determine the feeling they want

their products to convey. It is normally in the form of a poster, containing photos,

pictures, colours, material samples and so on. It can also be used to communicate ideas to

another party. Mood boards are also commonly used for the purpose of creating more

artistically oriented products, such as books, films and video games.

3.5 Workshop

A workshop is a gathering of people with the purpose to produce or learn something. A

workshop is usually constrained in time and place, and usually no longer than a day. As

the word suggests, the type of work is often practical. The workshop typically focuses on

one main task, although it may include subtasks to achieve the main task. The number of

participants is usually between 5 and 20.

3.6 Brainwriting

Brainwriting is a creative method in which the participants use a piece of paper,

preferably a large one, to sketch and describe their ideas. The work is ideally done with

multiple contributors and the material is moved between each person after a defined time

interval. This practice is repeated until each piece of material has been processed by

every member of the group. As with other creative methods, quantity is prioritised over

quality, and negative criticism is prohibited during the process. (Hellfritz 1978)

3.7 Sample Survey

A statistical sample survey is a method of collecting quantitative information from a

population. The information collected can be either subjective opinion or facts. It can be aimed at specific groups and addresses a representative segment of the target population.

A survey is structured so that bias is minimised and the structure is often standardised. As

a result of the structure, it is easy to run statistical tests on the collected data, for example

validity and significance. (Encyclopædia Britannica: Sample survey methods)

3.8 Evaluation Chart

An evaluation chart is used to assess the concept according to the specification of

requirements. The criteria are listed in the first column of the chart along with the weight of the criteria. For each variant a grade is given for how well it meets each criterion. The

grade is then multiplied with the weight of the criterion and a weighted value is obtained.

The sum of the weighted values of all the criteria is the overall score of the concept and

can be compared to that of the other concepts. (Pahl & Beitz, 1996)

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3.9 Competitor analysis

Analysing the intended market is the first step of the process; it gives an insight to and

understanding of current products, problems and solutions. The material gathered is used

as a knowledge base from which the work proceeds. Pros and cons of different methods

can also be summarised in order to find improvements.

3.10 Specification of requirements

The specification of the requirements is a document that may alter as the project

progresses and contains two types of requirements. The first type are absolute

requirements that have to be fulfilled in order for a concept or method to be approved for

further development. The second type are requests that need not be met in order for the

product to function properly, but add a significant value. As the project advances, the

specification is used to evaluate emerging solutions in order to find the most beneficial

solution. (Johannesson et al. 2004)

3.11 Classification scheme

The problem is divided into smaller sub problems and solutions to them are then spawned

separately. The different sub solutions are put in to a matrix and combined to form a

complete solution. This way new and interesting aspects to the problem can be found.

(Johanneson et al. 2004)

3.12 Selection chart

This is used to rule out ideas for solutions that are not sufficiently functional or do not

meet specified requirements, leaving only the concepts of most potential. It is a coarse

tool meant to be used as a first step followed by more accurate methods. Normally, a

typical chart is filled in which speeds up the process. (Pahl & Beitz, 1996)

3.13 Weak point analysis

Weak point analysis is a good method for finding differences between two or more

seemingly equivalent concepts. The concept is given individual grades for how well it

meets each requirement, normally presented as a bar chart. This way, any unidentified

dips in performance can be found. The analysis can then be compared to that of the other

concepts to find which of them has the most advantages and least disadvantages. The

method is typically used at the end of the screening process when few concepts remain. (Pahl & Beitz, 1996)

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4 Analysis The project has been divided into different subprojects and phases in order to achieve the

best possible results. The first phase is the analysis phase, where the problem is

thoroughly analysed in order to gain as much information as possible for the upcoming

synthesis phase. The analysis has been based on three pillars; literature, experimental

study, and competitor analysis. The synthesis phase, among others, includes a workshop

and survey, and resulted in a number of concepts. This is where the actual production of

potential solutions is done. Following this is the evaluation phase, which in this project

has overlapped the previous phase to some extent. This is when weak and bad ideas are

ruled out in order to find the best possible solution with the means at hand. Some

potentially good ideas may be ruled out due to lack of resources needed to investigate

their suitability.

4.1 Time plan

Before beginning, the project was thoroughly assessed and a plan of action was made. A

Gantt-chart was made to obtain an optimal distribution of the time available.

4.2 Market and competitor analysis

A thorough analysis of products currently or previously on the market was carried out in order to create a concept of what HUD is, what its benefits are, and what problems it

faces. Most of the research was done using internet forums and websites. Studies were

also performed on literature and visits to car dealerships including test drives were made.

Volvo was also helpful in providing information.

Today, a small number of car models are available with reflected HUD, most of which

belong to the more exclusive market segment. The present car models featuring HUD

have been introduced during the past few years, which indicates that HUD is on its way

into passenger cars. Different commercial players have also recently presented prototypes

which displays advancements in the HUD area.

Apart from projected HUDs there are also displays that are positioned further up on the

dashboard, forming a type of HUD. These are similar to the projected HUDs in the sense

that they require less saccadic movement, but in other respects they are very different and

therefore considered beyond the scope of this project.

Presented below are a few examples of HUDs currently on the market.

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Fig 5.1 Saab 9-5

The 2010 Saab 9-5 HUD is

monochromatic and features speedometer, navigation and temperature

monitor among other things.

Fig 5.2 Chevrolet Corvette

The Chevrolet Corvette has different

display modes for different preferences.

The Corvette’s emphasis is on

performance and this is reflected in the

HUD’s features. For example it has an

acceleration force indicator.

Fig 5.3 BMW X6

BMW’s 5, 6 and 7-series are available

with one of the most sophisticated HUDs

on the market. It has features such as

navigation system and assistance for

keeping the distance to the vehicle in

front. It has several modes and uses three

colours.

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Fig 5.4 Lexus LX470

The 2002 Lexus LX470 had a night

vision option that used an infrared camera to project night vision imagery in

the HUD.

Fig 5.5 Peugeot 3008

The Peugeot 3008 features a HUD that does not use the windshield but has its

own transparent screen. The screen is

elevated from the dashboard when the

HUD is turned on and is lowered when

the system is off.

The General Motors group has announced that they are developing HUDs that use the

entire windscreen as display area for so called augmented reality. This means that the

display can highlight objects in the traffic scene, by using instruments that measure the

position of the driver’s eyes and the position of outside objects. The idea is to, for

example, highlight the edge of the road in dark and foggy conditions.

4.3 Study of literature

A major study of available literature on HUDs was performed. The most important

findings studied are discussed in Chapter 2.

4.4 Empirical study

An empirical study is the main constituent on which the development was based. The

study was done in live traffic for a substantial period of time with a number of test

subjects. The aim was to investigate if and why drivers liked or disliked HUD.

4.4.1 Aim

The study was intended to be a preliminary study for a future experiment of a larger scale.

As a result, the main objective was to design a suitable form for the upcoming study and

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the work was, to a great extent, characterised by trial-and-error. The experimental

procedure was altered a lot during its development, and only the subjects that took the final test were used as base for the development of the concept HUD.

The aim of the study was to find what the subjects liked and disliked about the basic

concept of HUDs. The primary question focused on the principle of displaying

information projected on the windscreen. This included what should be displayed, how it

should be displayed and where and when it should be displayed.

4.4.2 Method

Because the study needed to be as fair and accurate as possible it was important to carry

it out in as real and everyday environment as possible. It was thus chosen to do the

experiment in actual traffic for a few days’ time per subject, without the presence of a

supervisor. The subjects were to drive their own car and use a HUD instrumentation

mounted on top of the dashboard. This would produce more qualitative results and is

preferable to the subjects driving for a short period of time on a test track in the presence

of a supervisor. As the subjects were doing their ordinary everyday driving in their own

cars, the only difference to them would be the extra piece of equipment. This eliminates

the effect of having to adapt to a new car, different driving environment et cetera.

The Unified Theory of Acceptance and Use of Technology (UTAUT) was used for the

test. The subject was given a form to fill out before and after having used the HUD in

which the attitude towards the use of HUD was investigated. This gave the additional

advantage of showing if experience changed the subjects’ attitude. The form contained statements connected to the different factors that affect behavioural intention and use

behaviour according to the UTAUT model. The subjects filled out the degree to which

they agreed with each statement on a seven point Likert scale. Demographical

information and information on driving experience was also requested. After the test, an

interview was also held with the test person to get their subjective opinions and

reflections on the use of HUD. All data can be found in the Appendix (Appendix A-B).

4.4.3 Experiment structure

The test was run with seven test subjects who each used the HUD for four days. The

equipment used was a generation 1 Apple Iphone with aSmartHUD software. The Iphone

uses its GPS feature to calculate the current speed. The phone was mounted on top of the

dashboard, reflecting its image to the driver via the windscreen. It was initially mounted

in a central position on the dashboard, just above the steering wheel. The subjects were

then allowed to try different positions according to their own liking. The HUD displayed

only the current speed, using digital representation in white on black background.

4.4.4 Results

In total, seven people completed the test, three women and four men. Shown below are

some of the results from the study, presented as (average prior to test/average after test).

The response was given on a seven point Likert scale, where four is neutral and anything

16

larger than four agrees with the statement. Everything less than four means that the

subject disagrees with the statement. The full material can be found in Appendix H and I.

The test subjects stated that they would use the HUD (5.9/6.0), which is slightly

contradictory to the fact that (6.3/6.1) stated they would use it frequently. People believe

it to be clear and understandable (6.3/6.8), and think it is easy to use (6.5/6.8). The

confidence in that they will become skilful in using it dramatically increases after having

tried it (5.1/6.6). The test subjects think that the system might increase their driving

capacity (5.0/5.3), or allow them to react quicker to the traffic situation to some extent

(4.5/5.3). There is a considerable increase in the belief that the system would improve

their driving after having tested it (4.6/5.5). The confidence that the system would reduce

the risk of being involved in an accident decreases after having used it (6.1/5.6), but is

still strong. There is a belief that it is more fun to drive with HUD than HDD (5.8/6.4)

and the same applies for the sense of pride about having a HUD (5.8/6.4). There is a

strong general stance that there is no point in using HUD unless you are rewarded in

some way (6.0/6.3).

The attitudes concerning what using HUD would mean are all through positive, and with

a slight increase after the trial, they all end up at 5.9.

There is a general doubt among the test subjects that people who influence them would

think that they should use it (4.1/4.8) and (4.3/4.6), however, many think that the

authorities would support the use of HUD (5.6/5.9).

Many requested GPS information in the HUD, as well as other colours. Some wanted an

indication for when they are speeding, analogue dials, system warnings and traffic alerts.

Occasional requests were issued on radio info, HVAC-information, turn indicators, traffic

camera/police warnings and taximeter.

Worthy of notice is the fact that several subjects preferred the HUD situated not directly

ahead of the steering wheel but slightly to the right. This coincides with some earlier

findings that the optimal position for the HUD is slightly to the right of the steering wheel (Wittmann et al 2006).

Many found HUD especially useful in low speed limit areas, some on open roads such as

highway and rural areas, and some at night. A few subjects found it extra useful in low

traffic conditions, when you cannot follow anyone else’s rhythm.

17

5 Specification of requirements The following requirements and desideratums were gathered from the analysis. The table

also contains requirements set by Volvo Cars.

Table 5.1 Specification of requirements

Nr. Requirement Requirement= R Desideratum= D

Grade

1 Visualize current speed R

2 Visualize current acceleration R

3 Allow good visibility of road scene R

4 Allow driver to focus on driving task

without unacceptable level of distraction

R

5 Assure usefulness in any situation R

6 Easy to understand and interpret R

7 Be attractive R

8 Display different colours D 3

9 Show system warnings D 2

10 Show GPS info D 3

11 Show speeding indication D 2

12 Show Traffic/RD condition info D 2

13 Show traffic camera/police warnings D 1

14 Feature analogue dials D 2

15 Show turn indicators D 1

16 Show Radio info D 1

17 Show temperature info D 1

18 Show taximeter D 1

6 Synthesis During the synthesis phase, creative production is done. Using the knowledge gained

during the analysis phase, different ideas about solutions to the problem are created and

combined to find an optimal solution that meets all of the requirements and fulfils the desideratums to as great an extent as possible.

6.1 Workshop

Together with a group working on a different project on HUD, a creative workshop was

held. The aim of the workshop was to get new and different ideas of how to visualise

speed and acceleration. With the help of many different people with different experiences

and was of looking at a problem, the hope was to get new perspectives on the crux of

visualising speed and acceleration.

18

The workshop was held on campus and was open for everybody to come. This way there

was a mix of mainly students, from different educations and backgrounds. The session started with a brief creativity exercise in which a regular Compact Disc was used as an

exercise object. The partakers were asked what they could use the CD for except playing

it the regular way. They were then divided into two groups which each received the same

tasks, but the first group were equipped with pens and paper, whereas the second were

equipped with an array of material for cutting and pasting. The groups were later shifted

so that everyone did all of the tasks. The tasks were initially to visualise speed or

movement, and acceleration, then to visualise the magnitude of each of them. In a second

task, the partakers were asked to create digits, needles and scales that corresponded with

a given verb, for example heavy, light, happy, sad et cetera.

6.2 Brainwriting

With the experiences from the workshop still fresh in their minds, creative sketching of

different ways of visualizing speed and acceleration was done. Additional inspiration was

taken from the previously produced mood board, as well as from different traditional

ways of visualising values or change.

6.3 Classification scheme

In order not to be restrained by old conventions, the main issue was divided into sub-

problems and a number of different ways to solve each of them was produced. This was

done using a classification scheme (see Appendix C-D) in which a number of solutions (horizontal axis) can be displayed for each sub problem (vertical axis). The different sub-

solutions were then combined to gain a new perspective on the main problem.

Since there are many levels of the task of visualising information in a HUD, different

levels of classification schemes were also produced. One was made for the basic window,

to which the visualisation of speed and acceleration, speed limit and GPS visualisation

belonged. A second level matrix was made for the radio functions and GPS warnings.

The combinations obtained from this matrix were then put in the main matrix. Using this

chart, a number of combinations were produced, and different ways to realise each

combination were visualised with sketches.

6.4 Survey

For the functions of the HUD, a large number of new symbols had to be determined. In

the analysis phase, study of semantics and semiotics as well as analysis of signs and

symbols connected with automotive transport was performed, which gave some

experience of symbols. New propositions for symbols applicable for the different

requested functions were generated through sketching. The clearest symbols were

visualised digitally using vector-based software.

In order to find the best suited symbols for each function, a survey was designed. A

scenario was given and the subjects were presented to a number of alternatives of

19

symbols that were supposed to convey the message in the scenario. They then chose the

alternative they thought matched the message best.

6.4.1 Results

The survey was answered by nine women with a mean age of 34.6 years, and seven men

with a mean age of 30.6 years. Only the favoured symbols are presented here, the entire

results of the survey can be found in Appendix E, along with the survey itself. To the far

left in the table, a brief description of the symbol can be found. The number to the right

of the symbol represents the number of respondents who favoured it.

Table 8.1 Most favoured symbols in the survey

20

6.5 The Concepts

The concepts that were produced during the synthesis phase are presented briefly in this

chapter.

6.5.1 #1

Fig 6.1 Sketch of concept #1

Concept #1 consists of a circular scale marked by a truncated needle that does not go all

the way to the centre of the scale. The scale is also filled in to make the current speed

extra clear. The acceleration is visualised in a similar manner at the bottom of the speed

spectrum. The navigation system indicates where to turn using an arrow and the distance

to the turn. Current speed limit is shown in a circle next to the current speed.

6.5.2 #2

Fig 6.2 Sketch of concept #2

Similar to #1 it has a circular speed scale and acceleration at the bottom, but it lacks

needles and relies entirely on fill. Instead of the distance to the next turn it shows the

name of the road or number of the exit.

21

6.5.3 #3

Fig 6.1 Sketch of concept #3

This concept uses an elliptical scale that has been cut horizontally for the speed scale.

The acceleration scale is similarly elliptical but smaller and faced downwards. It uses

only truncated needles and uses a different symbol scheme (see Appendix C and D).

6.5.4 #4

Fig 6.1 Sketch of concept #4

This concept has an elliptical scale that optimizes the space available in the HUD. Instead

of a symbol for the speed limit it paints the scale of the speedometer above the limit. It tells the distance to the next exit and uses scheme #4 symbols.

6.5.5 #5

Fig 6.1 Sketch of concept #5

This speedometer uses a horizontal line with labels for scale, and enlarges the current

speed. The acceleration is shown below the speedometer using horizontal bars that fill up.

An annotation on the speedometer indicates the speed limit.

22

6.5.6 #6

Fig 6.1 Sketch of concept #6

Similarly to #5, this concept has a straight horizontal scale with labels. Instead of the

needle moving up and down the scale, the scale moves and the current speed is always

showed at the centre of the display. The acceleration is visualised using an elliptical

segment that fills up in each direction. If the speed limit is broken, the background of the

digits change colour.

6.5.7 #7

Fig 6.1 Sketch of concept #7

This concept uses “bubbles” for the scale’s labels. As the current speed approaches a

certain speed, the bubble grows bigger until they are passed. To visualise acceleration,

the bubbles grow less when they are approached rapidly. When the speed limit is

exceeded the numbers change colour. It shows the name of the next turn and uses

symbols scheme #2.

6.5.8 #8

Fig 6.1 Sketch of concept #8

This concept uses bubbles just as in concept #7. It shows the distance to the next planned

turn and shows the speed limit continually in a circle beside the scale. Just as concept #7,

it uses symbols scheme #2.

23

7 Evaluation This phase is used to screen the material produced in the synthesis phase in order to find

the solutions of most potency. In practice, the synthesis and evaluation processes often

largely overlap each other, since the evaluation may reveal that changes have to be made

to the concepts. This overlapping can be systematic, in which case it is then often referred

to as iteration. Ideally there is a strong final concept that goes on to further development.

7.1 Selection chart

The chart was used as a first coarse screening tool to rule out solutions of little potency.

All concepts that did not fulfil all of the requirements in the specification are supposed to

be abandoned, however, it could not be determined at this stage whether or not concepts

#5-8 were safe or not. Because of this it was decided to let them go on to the next

evaluation process.

Table 7.1 Selection chart

Elimination matrix according to Pahl and Beitz Elimination criteria: + Yes - No

? More info necessary

So

luti

on

So

lves

bas

ic p

rob

lem

Mee

ts a

ll r

equir

emen

ts

Rea

lisa

ble

Saf

e

Con

form

s to

co

mpan

y’s

pri

nci

ple

s

En

ou

gh i

nfo

rmat

ion

Decision: + Prosecute

- Eliminate

? Find more information

Meets all requirements

Comment Decision

1 + + + + + + Will it fit vertically? +

2 + + + + + + “ +

3 + + + + + + +

4 + + + + + + +

5 + ? + ? ? + Much movement: risk of cognitive distraction?

?

6 + ? + ? ? + “ ?

7 + ? + ? ? + “ ?

8 + ? + ? ? + “ ?

7.2 Evaluation chart

After the procedure with the selection chart, the concepts were dealt with using an evaluation chart. This is an effective method of judging concepts according to how well

they perform on the whole. An overall score was obtained for each concept and the best

ones were kept. Concept #4 was modified and replaced by #4.1, since it was an overall

good concept but had some major issues on certain points. The modified concept lacked these drawbacks and achieved high scores, proving its appropriateness. A sketch and

24

brief description of the concept can be found below. Concepts #2 and #7 were discarded

due to poor results. The entire set of tables used to produce Table 7.2 can be found in Appendix F.

Table 7.2 Evaluation chart

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��������� �� �� � ��� ��� ��� ��� ��� ��� ���

������������ �� ���� �� � ���� ���� ���� ���� ��� ���

������������ ���� ��� ��� ��� ��� ��� ��� �� � �� �

������� �� ��� ��� ��� ��� ��� ��� ��� ���

���� �� ��� ��� ��� �� �� �� ��� ��

������������ ��� ��� ��� ��� ��� ��� ��� ��� ���

���� ��� ����� �� ����� ����� ���� ���� ���� �����

Fig. 7.1 Sketch of concept 4.1

The development of concept #4 into #4.1 included changes to speed limit indication and

the symbol scheme. The speed limit indication is shown as a constant symbol with the

limit in a red circle. The symbol scheme changed to #1 (found in Appendix D) with the

exception of radio source symbols, for which the previously used symbols were kept.

7.3 Weak point analysis

Many of the concepts achieved similar scores in the evaluation and, for this reason a

weak point analysis was made for all of them. This increased the accuracy of the judging,

as a more detailed assessment was obtained. The concepts were quite evenly matched but

with the combined experience of the evaluation tools it was possible to make a choice

with sufficient precision. The weak point analysis can be found in Appendix G.

7.4 Further development

When the final concept had been chosen, work continued with further development of it. Details on all of its features were decided upon, for example, when, where and for how

long symbols should be displayed.

25

7.4.1 Colours

Much consideration was put into which colours to use for the different elements of the

display. The information that these colours carry with them was regarded as the most important factor, but legibility and aesthetics were also taken into account. The colours

should emphasise the meaning of the transmitted message, if it does not, it can be very

misleading. In our culture, certain colours are perceived as signals for caution, the most

common being red, orange, yellow and black, especially in combination. The use of these

colours should therefore be restricted to warning messages and critical alerts. In contrast,

green has become a symbol of ‘good’ and ‘safe’, and will be used for positive information. Examples of neutral colours that do not have a positive or negative value in

this particular regard are white, blue, turquoise and purple.

The colours should be aesthetically pleasing and fit well in the environment of a new

Volvo. For this reason, they should be elegant, sober and serious. They should also

harmonise with each other.

For the basic frame of the interface, a neutral, clear, light blue colour has been chosen. It

does not carry any extra information, it has very good visibility due to its high content of

white, and it is discreet and sophisticated. This same colour is also used for symbols, contributing to the unity of the display. For the fill of the speedometer scale, a positive

green colour that matches the blue of the frame has been chosen. The same green fill is

used for the positive acceleration scale. For negative acceleration, a light red colour has

been chosen in order to show a more explicit difference between acceleration and

deceleration. A slightly clearer tone of red has been chosen for the circle of the speed

limit indicator, in order to obtain a stronger association with a speed limit sign.

7.5 Visualisation

The final concept was visualised using Adobe Flash. This form of visualisation was

chosen because it allows animations, which obviously is a main part of the HUD. The

final product was a short film of how the HUD would look and behave when driving.

Also still images of how the HUD could look in the cockpit environment of a motor

vehicle were produced.

26

8 Results On the following pages, the concept HUD is presented with visualisations and

descriptions of its features. There is also an animation that shows an example of the HUD

being used. The animation gives a more comprehensible picture of what the HUD would

be like implemented in a motor vehicle. At the end of this chapter, there are also a few

renderings of how the HUD might look from the driver’s point of view.

The final product of this project is a concept HUD that displays speed via large, centrally

situated digits and an elliptical analogue spectrum that both has a needle and is filled to

the current speed. It features acceleration, both positive and negative, using a pair of

scales in the same style as the speed indicator. It also features turn indicators, current

speed limit, traffic warnings, navigation, system warnings and entertainment system indications.

Fig 8.1 Screenshot of the final concept

The speed limit indicator consists of a red circle with the limit in light blue digits inside

of it. It bears a strong resemblance to the roadside speed limit signs found in virtually the

entire world and is therefore easy to understand. The symbol is displayed inside the

elliptical scales, close to the speed indicator for easy comparison. When the speed limit

changes, the symbol flashes twice to draw the attention of the driver. The turn signals are

designed just like ordinary ones, and are situated in the top of the HUD, on each side of

the scale. When cruise control is set to on a symbol inside the speed dial will indicate this

for three seconds. The symbol will also confirm the cruise speed. When the cruise control

is paused, this will be confirmed by the cruise symbol with the text ‘pause’, and when it

is turned off with the text ‘off’.

27

Fig 8.2 Screenshot of the final concept

The traffic warnings shown are for road work, risk of queue and speed cameras. They are connected to the GPS system so that they can be displayed at the appropriate time, and

shown in light blue in the bottom left corner of the screen. If multiple symbols are lit

simultaneously, they are stacked on top of each other. When one of them is switched off,

the remaining ones move to the bottom of the screen. There is also a symbol for when a

traffic message is being played on the radio. Warnings that indicate system failure are

also shown in the HUD and, due to the urgent nature of these warnings, they are

displayed in red. The warnings appear for engine malfunction, low oil pressure, brake

malfunction, alternator not charging and parking brake applied. These symbols are shown

at the top of the HUD, so that they can be recognised quickly.

Fig 8.3 Screenshot of the final concept

Feedback for some of the functions of the entertainment system will be displayed in the

HUD. These are playback source, radio station, CD track, volume level/mute, and traffic

alert. These symbols are shown in light blue in the bottom right corner of the HUD. This

location was chosen because it is the closest to the entertainment system panel, and also because it is secondary information. When the entertainment system is turned on, as well

as when selecting the source, the source symbol will be shown for five seconds. When adjusting the volume, the volume symbol will be lit and show the level on a ten step scale.

It will remain for three seconds after the last adjustment. When scanning for a radio

station, an animated scan symbol will appear next to the browsing numbers indicating

28

frequency currently scanned. When a station is found, the scan symbol will be switched

off and the current frequency will be displayed for three seconds. The different symbols can be found in Appendix D.

Fig 8.4 Screenshot of the final concept

When approaching a crossroads in which a turn should be made according to the route

calculated by the navigation system, an indication will appear in the HUD. It consists of

an arrow pointing in the direction of the turn and the distance in meters to the turn. The

indication will appear ten seconds before the turn, unless there is a junction in between

the car and the correct crossroads. The distance to the target is updated once every second

and rounded to the nearest 50 meters, unless the speed is less than 50 km/h. If that is the

case it is rounded to the nearest 10 meters.

The following photos show the concept HUD implemented in the driver environment of a

selection of Volvo cars. The first two show the HUD in production models XC90 and

XC60, and the last in the 2008 concept model S60.

Fig 8.5 Concept HUD visualised in Volvo XC90

29

Fig. 8.6 Concept HUD visualised in Volvo XC60

Fig. 8.7 Concept HUD visualised in 2008 concept model S60

30

9 Discussion

The study which was done was intended to be a preliminary study for a larger experiment

planned to be held later. Because of this, a smaller number of subjects were used than

would normally suffice, and no statistical tests were run on the results. The results are

therefore not to be regarded as scientific facts.

The study used an Apple Iphone mounted on top of the dashboard for HUD, reflecting its

image onto the windscreen. There are a few issues about this that differentiate the setup

from an actual HUD. Firstly, the brightness of the Iphone screen is not sufficient for use

in daylight, but works well at night. The study was planned to be held in winter in Luleå

in the north of Sweden, when the daylight hours are few. Unfortunately, the study was delayed, and the days were lighter than planned, which made the time available for

driving with the setup more restricted.

Secondly, the HUD’s focal distance from the windshield will be the same as that between

the screen and the windshield when using the current setup. Optimally, the distance

should have been longer, which is the case of most HUDs on the market today. Thirdly, a

modern automobile’s windshield is made of laminated glass, which in practice generates

two slightly displaced reflections. This makes the HUD imagery look blurred and could

be troublesome for the subjects. The subjects were informed of these faults in the

equipment and asked to overlook them when submitting their feedback.

Some of the statements in the forms filled out before and after the study are slightly

ambiguous. The most apparent example of this is the statement that ‘if I’m not rewarded

for using the HUD I see no point in making the effort of using it’, here reward means

auxiliary rewards, for example money. This, however, may not be conveyed to the subject. Of course there is no point in doing anything unless you are rewarded in some

way, but the reward can, for example, be that it is easier to use than ordinary instruments.

Having a warning system for police checks may not seem entirely suitable, but this was

requested by several subjects in the study.

The survey introduced the respondents to a scenario, and then asked them to choose the

symbol they thought best matched the scenario. However, if this symbol appears in an

interface however, the driver will have to guess what it means from its design and the

circumstance in which it appears. Therefore, it would be useful to do another survey,

asking the respondents what message they think a certain symbol is supposed to convey.

This survey would require more work and is much more time consuming.

31

10 Conclusions and recommendations The main conclusion that can be drawn from the findings is that people are ready for

HUDs in their automobiles. The confidence that HUD would make driving safer is

somewhat mild, but it does exist. Most often, the idea of HUD is more positive after

having used it than before.

There are strong positive aspects of analogue meters that should not be overlooked. There

are also positive sides to digital meters, and therefore, a combination of the both might

not be a bad idea.

A large scale study based on the methodology used in this preliminary study ought to be

conducted.

In a future study, the subjects should use the HUD long enough to become accustomed to

it; so that it becomes a natural part of the driving experience.

It is of outmost importance that all parts of the contacts with the test persons are held

under structured circumstances, in order for them to understand what will happen and the

importance of their responses. Professional drivers are often under time pressure and may

have difficulties taking the time to fill out the test forms properly. If they are not given

sufficient time to give their responses, this will decrease the accuracy of the results

substantially.

32

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1(5)

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!!"#$%&' ('Test form 1

' J

Frågor till testperson med nummer __________

F"9')'

2(5)

Sociodemografi frågska or:

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!!"#$%&' ('Test form 1

' `

F"9')'

3(5)

Föreställ dig att systemet med HUD fanns i Din bil idag. Vänligen ringa in

sar Din åsikt.

'

den siffra på skalan som bäst pas

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'

!!"#$%&' ('Test form 1

' S

4(5)

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!!"#$%&' ('Test form 1

' V

På varje skala nedan; ringa in det alternativ som Du tycker att användning

av HUD vara vid bilkörning. skulle

F:9%,2'

)' ' J' ' `' ' S' ' V' ' T' ' U' ^/+

K.+$9%,2' )' ' J' ' `' ' S' ' V' ' T' ' U' =7/$"9+.2%,2

FA42' )' ' J' ' `' ' S' ' V' ' T' ' U' [9;.2

O",+2%62' )' ' J' ' `' ' S' ' V' ' T' ' U' H;8%2%62

'=+/9%,2' )' ' J' ' `' ' S' ' V' ' T' ' U' K0."/2

Vänligen ringa in den siffra på skalan som bäst passar Din åsikt.

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1 2 3 4 5 6 7 'a#82044"/'%#2"'+998' ' ' ' ' ' ' ' a#82044"/'3"92'

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''

F"9')'

5(5)

!!"#$%&'()'Test form 2

' *

+",'-'

Frågor till testperson med nummer ____________

Efter att Du nu har provat att använda HUD!en i Din bil vill vi veta vad Du på skalan som passar Din åsikt bäst. tycker on den. Ringa in den siffra

'./0'/#12#$"'34+5"#'$6'7/0'89:$";'

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H

1(5)

!!"#$%&'()'Test form 2

' -

34+5"#'?%#=8/$"'/:D">=D9:$/#'$6'7/0'89:$";'+",'-'

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2(5)

!!"#$%&'()'Test form 2

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+",'-'3(5)

Vänligen ringa in den s

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Appendix E

Enkät angående symboler i förarmiljö

Denna enkät avser att undersöka vilken av ett urval symboler som du starkast associerar med en bestämd funktion. Du får gärna komma med synpunkter.

Vilken av följande kombinationer anser du bäst beskriver

volymförändring? Symbolen ska bestå av två enheter, en

som symboliserar ljudvolym och en som symboliserar den

aktuella nivån. Ett exempel visas här intill. I den mellersta

raden väljer du formen på nivåangivelsen. I den nedersta

väljer du dess typ: kontur som fylls i, två färger, staplar eller siffror.

6 1 2 1 6

11

14

4 1 11 25

Vilken av följande symboler anser du bäst beskriver att ljudet från

radion stängts av (så kallad ”mute”)? Symbolen ska visas ovanpå den

figur som symboliserar ljudvolym, så som exemplet intill visar.

1 8 7

1(4)

Appendix E

Vilken av följande symboler anser du bäst beskriver

sökning efter radiostationer? Symbolen ska bestå av en

animerad symbol som visar att sökning pågår,

tillsammans med siffror som fortlöpande visar vilken

frekvens som söks av. Ett exempel visas intill.

6,5 7 1 0,5

Vilken av följande symboler anser du bäst beskriver att ett trafikmeddelande spelas upp i

radion? Symbolen ska visas under tiden som meddelandet spelas upp.

1 1 3

4 7

Vilken av följande symboler anser du bäst beskriver att du närmar dig ett

vägarbetsområde?

16

Vilken av följande symboler anser du bäst beskriver att det finns risk för bilkö framöver?

15 1

2(4)

Appendix E

Vilken av följande typer av visning anser du passar bäst för att visa vilken källa för

uppspelning som är vald på bilens ljudsystem? Två av alternativen använder symboler

och det tredje använder bokstavsförkortningar.

5

5

6

Vilken av följande symboler anser du bäst beskriver att du närmar dig en fartkamera?

1 2 3

10

Vilken av följande symboler anser du bäst beskriver att du närmar dig en poliskontroll?

131 1

POLIS

1

3(4)

Appendix E

Vilken av följande symboler för att visa att du ska svänga höger vid nästa avfart/korsning

föredrar du? Symbolen är för bilens navigationssystem (GPS).

3

4 2 7

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Appendix I

1

Experiment answers

Del 1

Person 1 2 3 4 HDD rating 6 10 7 10

Why No problem I don’t look at the

HDD so often.

Problem that I

have is that the

steering wheel is in

the way at times.

No problem

Advantages for HDD HDD does not

interfere with

road view

None Alot of info is in the

HDD. It is pretty

easy to look there.

None

Disadvantages for

HDD

Passengers

cannot see

speedo easily.

Can help if driver

speeds

None The steering wheel

is in the way. Then

I need to move my

head alot or look

too far down to see

the speedo.

none

Del 2

Person 1 2 3 4 Rating of first HUD 6 10 8 9

Advantages of first

HUD placement

No overlapping

between HUD

and road.

Don’t need to

look down.

Good view of

traffic.

The HUD and the

traffic scene are

close. Small eye

movements

Know my speed

all the time

Disadvantages of

first HUD placement

In the center of

the line of sight,

but requires the

eyes to move too

much

Due to poor

attachment on

insturment

panel.

Lite difficult to

place it near on

insturment panel.

none

Where did you

choose to place the

HUD?

In the lower part

of the windshield

in front of me

Eye hight

slightly to the

left

Closet to the

windshield.

Kept it there

Why? No need to move

the eyes too

much, did not

disturb the the

visiblabilty too

much.

Due to

difficulties of

getting it to sit

stable on the

instrument

panel.

HUD was

otherwise too

high up.

Good

placement

1(5)

2(5)

Appendix I

2

Rating of your HUD 10 10 9

Advantages of your

HUD placement

No need to move

the eyes from the

road to chech the

speed limit

Could see the

speed at all

times.

The HUD was

pretty low and

did not block my

vision of the road.

Same as above

Disadvantages of

you HUD placement.

I prefer a

completely clear

windshield

without things

popping up.

None None Same as above

Did you change

your way to read

the speedo? In what

way?

No, it’s just that I

didn’t need to

more my head as

much.

Felt like I had

more control of

the situation.

Looked at the

speed more

often.

Don’t think so. Drove very

little

Extra functions you

would like to have

in the HUD.

GPS, like to see if

I’m speeding.

Important

warnings for

vehicle

problems.

Don’t want to

look for

warnings!

Analog dials.

Warnings of

traffic cameras,

accidents, road

conditions.

no

When did you use

the HUD?

Late evening Every chance I

got when

driving.

Daytime and

night

Evening

Was there any

situation that the

HUD was extra

useful?

Slower speeds

there there its

more important

to keep the speed

limit.

In town and in

areas that

require slower

speeds.

In the evening When one

needs to keep a

lower speed

Was there any

situation that the

HUD was a

disadvantage?

That meeting

vehicles

headlights

outshine the

speedo.

No No No

Is there anything

that you would like

to change with the

HUD?

Add traffic

information and

radio

information.

No Graphics, bigger

display, more

information, and

better view in the

daytime.

No

Rating of HDD 5 7 7 9

3(5)

Appendix I

3

Why? I did not perceive

a big difference

and it did not

help much in

critical traffic

situations. Cool to

use!

Because I need

to look down

often when

driving.

Used to it, usually

drive according

to the way I

learned to drive

in each situation.

Because I’m

used to it

Other comments Truck driver Would have

preferred an

analog meter

with graphical

objects.

Drove one

evening and

tried in the

daytime but it

was too light

outside.

Del 1

Person 5 6 7 8 9 HDD rating 10 1 9 10 8

Why I’m used to

it.

none Used to it.

Drive with

one hand

and it

covers the

speedo

I’m used to

looking at

the speedo

Easy to

read. Don’t

need to

move my

eyes too far

to see it.

Advantages for HDD None None None Easy to see N/A

Disadvantages for HDD none None Look down none N/A

Del 2

Person 5 6 7 8 9 Rating of first

HUD

10 10 10 10 4

Advantages of

first HUD

placement

Easy to see the

speed

Able to see

speedo in

windshield

Eyes were

always on the

road. Didn¨t

look down.

N/A Vid sidan av

sikt linjen.

Disadvantages of

first HUD

placement

More difficult to

see in daylight

Too high up None Too much

stuff in the

way already.

Navi,

taximeter,

etc.

In the way

and

distracting.

Where did you Eye level in the In the Little lower. Middle of Straight

4(5)

Appendix I

4

choose to place

the HUD?

line of sight instrument

panel

Ca 20cm over

the inst panel

windscreen forward,

above the

hood.

Why? Easy to see the

speed without

needing to leave

the road scene.

So that I

could see the

speed

Wanted the

speedo in the

traffic scene

but not too

high to be

infront of

traffic but not

too low.

Want to see it

at all times.

Fewer things

in the way.

See #5

Rating of your

HUD

10 10 10 10 9

Advantages of

your HUD

placement

Same place Easy to

change

Same as

above

Passengers

could also see

it.

Not in the

way and yet

don’t need to

remove eyes

from road to

see it.

Disadvantages of

you HUD

placement.

None None Same as

above

None N/A

Did you change

your way to read

the speedo? In

what way?

Nothing

noticable

no Drive a more

even speed.

Didn’t look

down. Drove

faster

because was

more certain

of speed.

No! Yes, stopped

looking

down.

Extra functions

you would like to

have in the HUD.

Temperature,

blinkers, GPS,

not too much

information so

that it distracts.

No Hight

adjustment

to be able to

adjust for

differnt types

of traffic.

Change color

for different

lighting. GPS

directional

arrows

Taximeter Speed is the

most

important.

Appendix I

5

When did you use

the HUD?

Day and night All day To and from

work.

Morning and

evening

Straight

roads e.g.

Bergnäsbron

Rural and

highway

Was there any

situation that the

HUD was extra

useful?

Nighttime no In little traffic

since there

weren’t other

cars to adjust

speed with.

See #9 See #9

Was there any

situation that the

HUD was a

disadvantage?

Hard to see at

night

no None No No

Is there anything

that you would

like to change

with the HUD?

Nothing Colored

numbers

Colored

numbers.

Warning for

speeding. Be

able to show

different

vehilce status

info via

button press,

then it

dissapears

efter a few

seconds.

Color. Red or

green

Analog

presentation

instead of

digital.

Rating of HDD 8 8 4 10 7

Why? Need to look

away from the

traffic to check

speed.

Clearer

perception of

the speed

BIG

difference

Used to it I need to look

down.

Other comments Liked analog

display

better.

5(5)