The use of touch screens as a primary driver–vehicle interface (DVI) in cars has been rapidly increasing over the last few years. From an automotive industry perspective, this offers substantial cost savings and enables wireless updates of the DVI. Also, given the vast number of configurations and controls required in today’s cars, relying solely on physical buttons would make them resemble airplane cockpits. There is, however, substantial concern that the introduction of touch screens may negatively impact safety.
This panel will address questions such as: Are touchscreens making cars less safe? Which interfaces need to be physical – if any? Should all be physical? How important is the tactile component for avoiding prolonged distraction? To what extent do “moving images” draw attention away from safe driving? Can large touch screens be designed to be safe (enough); if so, how? Is there a middle ground? How can/should regulation and consumer rating programs evaluate the risks associated with touch screens? How much does the cost perspective affect car manufacturers’ competitiveness?
Driver monitoring systems (DMSs) are becoming increasingly common in cars, and are now mandatory in some regions. A DMS is by itself only a means of collecting information about the driver, including glance behavior and drowsiness. It is first when DMS data is combined with either some feedback to the driver or is integrated in algorithms to adapt safety systems to the driver’s state that it may have an impact on safety. Few established methods currently exist for evaluating how DMS based safety systems influence both safety outcomes and user acceptance, which poses challenges for their systematic design and evaluation. To enable proper regulation and consumer testing regimes related to DMS-based systems assessment methods are crucial – without them we may release systems that are either not as effective as they could be or are overly and unnecessarily annoying to the driver.
This panel will address questions such as: How can DMS-based safety systems be evaluated? What approaches exist today, and what can reasonably be developed? What limitations are inherent to these methods? How can safety benefits and nuisance be assessed together? How can we evaluate long-term driver perception and behavioral adaptation to DMS-based systems? And can the “objective safety” of such systems be meaningfully assessed? What should system performance be compared to (i.e., what baseline should be used)?
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