ISO/TC 22/SC 39/WG 8 - TICS on-board-MMI

This document provides formal procedures and two, alternative, methods (users are advised to choose whichever of the two suits their individual requirements) for determining the priority of on-board messages presented to drivers of road vehicles by transport information and control systems (TICS) and other systems. It is applicable to the whole range of TICS in-vehicle messages, including traveller information, navigation, travel and traffic advisories, "yellow pages" information, warnings, systems status, emergency calling system information, and electronic toll/fee collection, as well as to messages from non-TICS sources such as telephone, warnings and telltales. Although applicable to systems that allow the free generation of messages, it neither provides guidance on how to use the messages deriving from its procedures nor is it applicable to mandatory or legally required messages.

This document defines key terms and parameters applied in the analysis of driver visual behaviour focused on glance and glance-related measures. It provides guidelines and minimum requirements on equipment and procedures for analysing driver visual behaviour including assessment of TICS to: — plan evaluation trials; — specify (and install) data capture equipment; and — validate, analyse, interpret and report visual-behaviour metrics (standards of measurement). The parameters and definitions described below provide a common source of reference for driver visual behaviour data. It is applicable to on-road trials (e.g. field operational tests or naturalistic studies), and laboratory-based driving studies. The procedures described in this document can also apply to more general assessments of driver visual behaviour. Data collected and analysed according to this document will allow comparisons to be performed across different TICS applications and experimental scenarios.

This document focuses on system-initiated and human-initiated transitions (Clause 6) from a higher level to a lower level of automated driving. Human factors and system factors that can influence takeover performance are included (Clauses 7 and 8). Although some are still under investigation, there is a need to appropriately set these factors as variables to better understand their effects or to better control/eliminate their influence. This approach will aid research design by ensuring that important factors are considered and support consistency across studies enabling meaningful comparisons of findings. This document also includes information on considerations in test scenario design (Clause 9), common measures for human takeover performance (Clause 10) and considerations in choosing a testing environment (Clause 11) to help readers design experiments comparable to other studies.

This document introduces basic common underlying concepts related to driver performance and state in the context of automated driving. The concepts in this document are applicable to all levels of automated driving functions that require a human/driver to be engaged or fallback-ready (SAE level 1, 2 and 3). It can also be used with levels that enable a driver to resume manual control of the vehicle (a compatible feature for SAE levels 1 to 5). Common underlying concepts can be applicable for human factors assessment/evaluations using driving simulators, tests on restricted roadways (e.g. test tracks) or tests on public roads. The information applies to all vehicle categories. This document contains a mixture of information where technical consensus supports such guidance, as well as discussion of those areas where further research is required to support technical consensus. These common underlying concepts can be also useful for product descriptions and owner manuals. The contents in this document are informative, rather than normative, in nature.

This document provides procedures that can be used as a secondary task in a dual task setting to determine whether that evaluation setting is standardized and valid for purposes of assessing driver attentional demand due to the use of an in-vehicle system. This document does not define calibration procedures for other evaluation activities that a laboratory might undertake. This document provides guidance on selecting a calibration task given a specific primary task. The primary tasks of interest include those that would be used in the evaluation of attentional demand. Such primary tasks are defined in other documents. The description of a calibration task includes its application, experimental setup, data collection, and procedures for analysis of results. The purpose of this document is not to define a reference criterion as to whether a given secondary task is suitable for use while driving. Although specific settings of parameters of a calibration task might be used to realize such a predefined pass/fail criterion, this document does not provide such a criterion for a given level of attentional demand.

This document defines terms and definitions commonly used for the annotation of video from NDSs collected during real-world driving in an uncontrolled setting.

The purpose of this document is to provide guidance for developers of visual external communication systems for automated vehicles (AV), particularly Automated Driving System ? Dedicated Vehicles (ADS-DV), as defined by SAE J3016. The main objective of this document is to propose how ADS-DVs could communicate with other road users via an external communication system. It discusses the interaction between humans and ADS-DVs within roadway environments. Recommendations for the type of external visual communication messaging are presented along with the supporting methodological rationale. This document does not address functionality elements of the ADS-DV external visual communication system itself. Rather, it serves to propose how the system communicates to human users such that it can be learned and understood by society at large.

ISO 16673:2017 provides a procedure for measuring visual demand due to the use of visual or visual-manual interfaces accessible to the driver while the vehicle is in motion. It applies to both original equipment manufacturer (OEM) and after-market in-vehicle systems. It applies to both permanently installed and portable systems. It applies to any means of visual occlusion and is not dependent on one specific physical implementation.

ISO 15005:2017 specifies ergonomic principles for the design of the dialogues that take place between the driver of a road vehicle and the vehicle's transport information and control systems (TICS) while the vehicle is in motion. It also specifies compliance verification conditions for the requirements related to these principles. ISO 15005:2017 is applicable to TICS consisting of either single or multiple devices, which can be either independent or interconnected. It is not applicable to TICS without dialogues, TICS failures or malfunctions, or controls or displays used for non-TICS functions. The requirements and recommendations of this document can be reconsidered for drivers with special needs.

ISO 15008:2017 specifies minimum requirements for the image quality and legibility of displays containing dynamic (changeable) visual information presented to the driver of a passenger car by on-board transport information and control systems (TICS) used while the vehicle is in motion. Heavy vehicles are excluded for the requirements of contrast and font size since these chapters reference ISO 4513 which is only applicable for passenger vehicles. These requirements are intended to be independent of display technologies. Reference to test methods and measurements for assessing compliance with them have been included where necessary. ISO 15008:2017 is applicable mainly to perceptual, and some basic cognitive, components of the visual information, including character legibility and colour recognition. It is not applicable to other factors affecting performance and comfort, such as coding, format and dialogue characteristics, or to displays using: - characters presented as a part of a symbol or pictorial information (e.g.CD symbol); - superimposed information on the external field (e.g. head-up displays); - pictorial images (e.g. rear view camera); - maps and topographic representations (e.g. those for setting navigation systems); or - quasi-static information (e.g. AM/PM, km/miles, kPa/PSI, On/Off information).

ISO 17488:2016 provides a detection-response task mainly intended for assessing the attentional effects of cognitive load on attention for secondary tasks involving interaction with visual-manual, voice-based or haptic interfaces. Although this document focuses on the assessment of attentional effects of cognitive load (see Annex A), other effects of secondary task load may be captured by specific versions of the DRT, as further outlined in Annex B. Secondary tasks are those that may be performed while driving but are not concerned with the momentary real-time control of the vehicle (such as operating the media player, conversing on the phone, reading road-side commercial signs and entering a destination on the navigation system). NOTE According to this definition, secondary tasks can still be driving-related (such as in the case of destination entry). ISO 17488:2016 does not apply to the measurement of primary (driving) task demands related to the momentary real-time control of the vehicle, such as maintaining lane position and headway or responding to forward collision warnings. However, this does not preclude that the DRT method, as specified in this document, may be adapted to measure such effects. ISO 17488:2016 applies to both original equipment manufacturer (OEM) and after-market in-vehicle systems and to permanently installed, as well as portable, systems. It is emphasized that, while the DRT methodology defined in this document is intended to measure the attentional effects of cognitive load, it does not imply a direct relationship between such effects and crash risk. For example, taking the eyes off the road for several seconds in order to watch a pedestrian may not be very cognitively loading but could still be expected to strongly increase crash risk. Furthermore, interpret DRT results cautiously in terms of demands on a specific resource, such as cognitive load. Specifically, if the goal is to isolate the effect related to the cognitive load imposed by a secondary task on attention, avoid overlap with other resources required by the DRT (e.g. perceptual, motor, sensory or actuator resources). A particular concern derives from the fact that the DRT utilizes manual responses (button presses). Thus, for secondary tasks with very frequent manual inputs (on the order of one or more inputs per second), increased response times on the DRT may reflect this specific response conflict (which is due to the nature of the DRT) rather than the actual cognitive load demanded by the task when performed without the DRT (i.e. alone or during normal driving; see Annex E). Thus, for such response-intensive tasks, DRT results are interpreted with caution. This document defines three versions of the DRT and the choice of version depends critically on the purpose of the study and the conditions under which it is conducted (see Annexes A and B for further guidance on this topic). ISO 17488:2016 specifically aims to specify the detection-response task and the associated measurement procedures. Thus, in order to be applicable to a wide range of experimental situations, this document does not define specific experimental protocols or methods for statistical analysis. However, some guidance, as well as examples of established practice in applying the DRT, can be found both in the main body of this document and in the annexes (in particular Annexes C and E).

ISO/TR 12204:2012 provides general, informative guidance for the integration of safety critical and time critical warning signals (signals which, if ignored even briefly, could result in bodily harm to the occupant(s) of the vehicle and/or to other road users) into existing in-vehicle messages presented to a driver. Integration of non-critical signals are outside the scope of ISO/TR 12204:2012, except to confirm that they do not affect the driver's comprehension of safety and time critical signals. ISO/TR 12204:2012 provides: 1) possible approaches for determining if integration is necessary to mitigate the possibility that signals from one or more vehicle system may degrade the driver's comprehension of, or response to, safety critical warning signals from another system(s); and 2) a discussion of possible methods for assessing potential integration conflicts.

This International Standard establishes ergonomic specifications for the presentation of auditory information related to transport information and control systems (TICS) through speech or sounds. It applies primarily to the use of auditory displays to the driver when the vehicle is in motion, but it may also be applied when the vehicle is stationary. It presents a set of requirements and recommendations for in-vehicle auditory signals from TICS, and provides characteristics and functional factors for maximizing auditory signal intelligibility and utility while helping prevent auditory or mental overload.

ISO 26022:2010 describes a dynamic dual-task method that quantitatively measures human performance degradation on a primary driving-like task while a secondary task is being performed. The result is an estimate of secondary task demand. The method is laboratory based, and ISO 26022:2010 defines the method, the minimum requirements for equipment to support the method, and procedures for collecting and analyzing data derived from the method. The method is applicable to all types of interactions with in-vehicle information, communication, entertainment and control systems; manual, visual, haptic and auditory, and combinations thereof. Secondary tasks requiring speed variations to be performed cannot be tested with this method. It applies to both Original Equipment Manufacturer (OEM) and aftermarket in-vehicle systems. It also applies to systems either portable or integrated into the vehicle. The driver behaviour principles, the specific task procedures and driving task correspond only to the operation of a passenger car.

ISO/TR 16352:2005 provides a literature survey about the human-machine interface of warning systems in vehicles. It covers the experimental experiences about the efficiency and acceptance of different modalities and combinations of warnings, and the design of the sensorial, code and organizational parameters of visual, auditory and tactile warnings.

This document introduces basic common underlying concepts related to driver performance and state in the context of automated driving. The concepts in this document are applicable to all levels of automated driving functions that require a human/driver to be engaged or fallback-ready (SAE Level 1, 2 and 3). It can also be used with levels that enable a driver to resume manual control of the vehicle (a compatible feature for SAE Levels 1 to 5). Common underlying concepts can be applicable for human factors assessment/evaluations using driving simulators, tests on restricted roadways (e.g., test tracks) or tests on public roads. The information applies to all vehicle categories. This document contains a mixture of information where technical consensus supports such guidance, as well as discussion of those areas where further research is required to support technical consensus. These common underlying concepts may be also useful for product descriptions and owner manuals. The contents in this document are informative, rather than normative, in nature.

ISO 15007-1:2014 defines key terms and parameters applied in the analysis of driver visual behaviour focused on glance and glance-related measures. These terms and parameters can be applied in environments from real-world driving experiments to laboratory-based driving simulator studies. The procedures described in this part of ISO 15007 could also apply to more general assessments of driver visual behaviour without the introduction of TICS-specific systems. The parameters and definitions described below are intended to assist development of a common source of reference for driver visual behaviour data. Minimum requirements for reporting the results of Transport Information and Control Systems (TICS) evaluations are provided. Further guidance including the specification of how to analyse and present the results of studies of visual behaviour is available in other ISO publications (see, for example, ISO 2854 and ISO/TR 13425:2006). However, data collected and analysed according to this standard will allow comparisons to be performed across different TICS applications and experimental scenarios.

ISO/TS 15007-2:2014 gives guidelines on equipment and procedures for analysing driver visual behaviour, intended to enable assessors of transport information and control systems (TICS) to plan evaluation trials; specify (and install) data capture equipment, and; validate, analyse, interpret and report visual-behaviour metrics (standards of measurement). It is applicable to both road trials and simulated driving environments.

ISO/TS 14198:2012 provides procedures that can be used as a secondary task in a dual task setting to determine whether that evaluation setting is standardized and valid for purposes of assessing driver attentional demand due to the use of an in-vehicle system. It does not define calibration procedures for other evaluation activities that a laboratory might undertake. ISO/TS 14198:2012 provides advice on the selection of an appropriate candidate calibration task, given an attentional demand evaluation procedure that uses primary driving-like task settings and procedures which are defined outside of ISO/TS 14198:2012.

ISO 15008:2009 specifies minimum requirements for the image quality and legibility of displays containing dynamic (changeable) visual information presented to the driver of a road vehicle by on-board transport information and control systems (TICS) used while the vehicle is in motion. These requirements are intended to be independent of display technologies, while reference to test methods and measurements for assessing compliance with them have been included where necessary. ISO 15008:2009 is applicable to mainly perceptual, and some basic cognitive, components of the visual information, including character legibility and colour recognition. It is not applicable to other factors affecting performance and comfort such as coding, format and dialogue characteristics, or to displays using characters presented as a part of a symbol or pictorial information, superimposed information on the external field (e.g. head-up displays), pictorial images (e.g. rear view camera), maps and topographic representations (e.g. those for setting navigation systems), or quasi-static information.

ISO 16673:2007 provides a procedure for measuring visual demand due to the use of visual or visual-manual interfaces accessible to the driver while the vehicle is in motion. It applies to both Original Equipment Manufacturer (OEM) and After-Market in-vehicle systems. It applies to both permanently installed and portable systems. It applies to any means of visual occlusion and is not dependent on one specific physical implementation.

ISO/TS 16951:2004 provides formal procedures and two alternative methods for determining the priority of on-board messages presented to drivers of road vehicles by transport information and control systems (TICS), and other systems. It is applicable to the whole range of TICS in-vehicle messages, including traveller information, navigation, travel and traffic advisories, "yellow pages" information, warnings, systems status, emergency calling system information, and electronic toll/fee collection, as well as to messages from non-TICS sources such as telephone, warnings and telltales.

This International Standard presents ergonomic principles for the design of the dialogues that take place between the driver of a road vehicle and the vehicle's transport information and control systems (TICS) while the vehicle is in motion. It also specifies compliance verification conditions for the requirements related to these principles. This International Standard is applicable to TICSs consisting of either single or multiple devices, which can be either independent or interconnected. It is not applicable to TICSs without dialogues, TICS failures or malfunctions, or controls or displays used for non-TICS functions.