The main objectives of the EMMIS (Evaluation of Man-Machine Interface by Simulation techniques) project are to specify, implement and test evaluation methodologies for human-machine interfaces applicable to ATT (Advanced Transport Telematics) functions under development in the DRIVE II programme, and to apply simulation techniques in the implementation and testing phases. The emphasis of EMMIS has been user-centred methodologies monitoring driving performance, and driver workload, errors and acceptance resulting from the use of ATT functions. The evaluation of effects has focused on implications mainly for traffic safety but also for efficiency, convenience and environment protection. Selected ATT functions have been implemented in three driving simulators with a varying degree of sophistication (one of them also in a test vehicle). Different solutions for the human-machine interaction have been subjected to experimental and model-based evaluation procedures. The evaluated interfaces have not been created as real displays and controls, but virtually prototyped (simulated) by the rapid prototyping tools VAPS (UNIX environment) and Hypercard (Macintosh environment). Simulation techniques have also been developed and used to generate road and traffic scenarios that are relevant to evaluate the selected ATT functions. This report describes the evaluation of one of the selected ATT functions, namely the Intelligent Cruise Control (ICC). The ICC was intelligent in that its functionality was extended by distance control and adaptation to roadside information (road sign messages). The ICC function addresses mainly the control part of the driving task, and the evaluation was focusing on the task allocation between the driver and the ICC. Two ICCs with different degrees of driver control (or system automation) were implemented in the VTI driving simulator, and the effects of driving with an automatic ICC and an informative ICC were compared to each other and to driving without ICC support. The situation with simultaneous use of more than one ATT system, and thus the expected need for system integration, was addressed by introducing a second distracting system (a handsfree mobile telephone) together with the ICC. The report includes detailed descriptions of the two ICC functionalities emphasising the human-machine interface, and of the methodology in terms of hypothesis, scenario, driver task, measures and experimental procedure. The obtained results are discussed, and some conclusions are formulated. From the results can be noted that: a) Use of the informative ICC led to longer time headways and lower speed levels compared to use of the automatic ICC; b) The automatic ICC prevented the very shortest headways, and showed a marked reduction in both speed and headway variability; and c) Addition of the second ATT system (mobile telephone) influenced driving performance, driver workload, and interestingly enough also driver opinions about the ICC. The methodology that was specified, developed and used for evaluating the ICC concepts was found relevant and realistic for design of human-machine interfaces, and sensitive enough to evaluate driver behaviour and opinions with implications for traffic safety, traffic efficiency and driver comfort. For instance, use of a low cost RPT (rapid prototyping tool) for realising the human-machine interface was found to be: 1) easy as well as cost and time saving to use; 2) reliable with some minor capacity problems, which were solved by software modifications; and 3) judged useful for evaluation of human-machine interface ideas and concepts in early phases of design. (A)
Samenvatting