Development of Hologram Head-Up Display

Katô, Hiroshi; Ito, Hajime; Shima, J; Imaizumi, Motomu; Shibata, Hirokazu

doi:10.4271/920600

Cited by 12 publications

(8 citation statements)

References 3 publications

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“…Iino et al (1988) and Kato et al (1992) revealed that the speed of drivers using a HUD is faster than that of drivers having to look down at the dashboard. The significant factors were position and voice on/off.…”

Section: Discussion Thementioning

confidence: 99%

“…Kiefer (1991) and Kaptein (1994) pointed out that the car controlling performances of drivers using the HUD are better. The speed of drivers using a HUD is, on average, faster than that of drivers having to look down at the dashboard (Iino et al, 1988 ;Kato et al, 1992). The speed of drivers using a HUD is, on average, faster than that of drivers having to look down at the dashboard (Iino et al, 1988 ;Kato et al, 1992).…”

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confidence: 96%

“…Thirty-two subjects were paid to participate in this field study, and a smart phone was adopted as the portable navigation device. The speed of drivers using a HUD is, on average, faster than that of drivers having to look down at the dashboard (Iino et al, 1988 ;Kato et al, 1992). K E Y W O R D S 1. portable navigation system 2. smart phone 3. driving performance 4. car safety.…”

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confidence: 99%

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Field Comparison of Driving Performance Using a Portable Navigation System

Lee

Chia²,

Cheng

2009

J. Navigation

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Recent work has revealed that increasing numbers of drivers now receive driving instructions using a portable navigation system. A 2r2r2 (positionrdisplay decrease moder voice) factorial experiment was executed to compare driving performance when using a portable navigation system (PNS). Thirty-two subjects were paid to participate in this field study, and a smart phone was adopted as the portable navigation device. The results indicated that drivers using the PNS under the conditions up position and with voice instruction performed better in terms of trip duration, mean speed, and the standard deviation of speed. K E Y W O R D S 1. portable navigation system 2. smart phone 3. driving performance 4. car safety.Previously VNSs were costly options. However, a new generation of GPS, portable navigation devices, is poised to make such features more affordable. The devices can evolve from smart phones or personal digital assistants (PDAs) owing to their small size, and become navigation devices when connected to a GPS receiver. These devices offer an advantage over VNSs, giving consumers use of the PDA for other applications. The technology is considered to be more flexible than some existing VNSs, and can be used both inside and outside the vehicle. The cellular phone is the most personal and ubiquitous device yet devised. Furthermore, some smart phones combined with 3G service, Wi-Fi and an operating system make them become ubiquitous and powerful tools. Dornan (2005) pointed out that more than a million consumers use their cellular phones or PDAs as navigation systems. Mobile devices, from cellular phones to PDAs are becoming increasingly powerful and increasingly useful in everyday life. The systems also use voice prompts over the handset's speakerphone. A user enters the driving destination into the phone through voice or keypad ; the phone then delivers direction instructions in real time, both graphically on the screen and verbally through the phone's speaker, as the user drives. These kinds of tools can be called portable navigation systems (PNSs).Owing to their mobile character, PNSs can display navigation information directly about the driver's line of vision and reduce the number and duration of the driver's sight deviations from the road if users place them in a position near the steering wheel, in line of sight with the road ahead. Kiefer (1991) and Kaptein (1994) pointed out that the car controlling performances of drivers using the HUD are better. However, Liu and Wen (2004) revealed that there were no significant differences in car handling. The speed of drivers using a HUD is, on average, faster than that of drivers having to look down at the dashboard (Iino et al., 1988 ;Kato et al., 1992). However, the researches by Hooey and Gore (1998), Kiefer and Liu and Wen indicated that no significant difference was found in average vehicle speed between the users of HUD and HDD.Earlier, in 1988, Zwahlen et al. investigated the safety issues of a VNS and examined the visual, safety and performance aspects of o...

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Section: Discussion Thementioning

confidence: 99%

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confidence: 99%

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Field Comparison of Driving Performance Using a Portable Navigation System

Lee

Chia²,

Cheng

2009

J. Navigation

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“…Two studies (Inuzuka, Osumi and Shinkai, 1991;Kato, Ito, Shima, Imaizumi and Shibata, 1992) assessed age effects on recognition time at virtual image distances from 1 to 5 meters. Although recognition times were always higher for older drivers, recognition times began to increase at virtual image distances closer than 2.5 m. Virtual image distances greater than 2.5 meters appeared to meet the needs of older drivers.…”

Section: Contrast Interference and Visual Cluttermentioning

confidence: 99%

Human factors aspects of using head up displays in automobiles: A review of the literature: Interim report

Gish¹,

Staplin²

1995

PsycEXTRA Dataset

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This document provides an overview of studies investigating the use of HUDs by aviators and drivers, including a summary of HUD research variables, test procedures and study results. The predicted performance advantages of automotive HUDs include increased eyes-on-the-road time and reduced reaccommodation time, particularly for the older driver. To date, the research does not provide robust evidence for operationally significant performance advantages due to HUDs. However, conclusions are equivocal due to the interaction of independent variables such as workload, display complexity and age. Studies indicate that key operator performance issues with HUDs include contrast interference, where HUD symbology masks safety-critical targets in the forward driving scene, and cognitive capture, or degradation of responses to external targets due to the processing of information from a HUD image. In general, the review supports and extends earlier findings that HUD information cannot be processed separately from external roadway information. Countermeasures reviewed in this paper include the use of conformal symbology, and auditory HUDs. The review identifies a number of implementation issues for automotive HUDs: (1) reliable measures of the effect of HUD use on responses to priority external targets must be obtained, under realistic operating conditions; (2) practical considerations of cost, size, and adaptability to a range of driver eye heights figure prominently if the use of HUDs in the private vehicle fleet in the U.S. is to become routine; and (3) driver age and associated visual/cognitive performance differences which are commonly linked to safe vehicle operation must be taken into account during product design, development, and testing. 17.

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“…The combiner reflects this light back to the user. [7][8][9][10][11][12] The choice of relay optics in the system can locate the projected symbology in the observer's far field. 13,14 This display system presents relevant control information to the vehicle's operator, while still allowing light from beyond the combiner to propagate to the observer.…”

Section: Introductionmentioning

confidence: 99%