Browse Topic: Head-up displays

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Windshield with Enhanced Infrared Reflectivity Enables Packaging a Driver Monitor System in a Head-Up Display2021-01-01054/6/2021
Integration of a driver monitor system (DMS) in a head-up display (HUD) gives the monitor camera a continuous view of the driver’s face, since the driver always faces the road ahead. However, with both infrared (IR) illuminator and IR camera packaged in the HUD, reflectivity of the windshield is important at IR wavelengths used by the camera. Not only is windshield IR reflectivity important for a clear camera image of the driver’s face, but increasing windshield reflectivity also decreases the effect of ambient sunlight on the camera image of the driver’s face. We describe a method to measure windshield reflectivity, both for the 940 nm band used by a DMS, and for visible light for the HUD. The measurement method uses a fiber-optic spectrometer, two collimating lenses, and a method to compensate for sample tilt. The lenses are mounted on a stage that adjusts the height above the sample. As an example, this method was used to characterize an IR reflecting windshield, prepared for a prototype automotive HUD. At 940 nm, and 45° angle of incidence, the measured reflectivity is > 85% for unpolarized incident light. For visible light at 550 nm, and 62° angle of incidence, the measured reflectivity is 13.9% for both an IR reflecting windshield and for a reference windshield, for unpolarized incident light. The prototype windshield gives a good reflected image for the DMS IR camera and a good HUD image as seen by the driver. The method used to prepare this prototype windshield is suitable for high-volume production.
Lambert, David K., Itsede, Fidelis, Tomura, Kazuhiro, Nohara, Atsushi, Chou, Kinryo, Carty, Dylan
Human Engineering Recommendations for Data Link SystemsARP4791B (Current)11/3/2020
This document sets forth general, functional, procedural, and design criteria and recommendations concerning human engineering of data link systems. The recommendations are based on limited evidence from empirical and analytic studies of simulated data link communication, and on experience from operational tests and actual use of data link. However, because data are not yet available to support recommendations on all potentially critical human engineering issues these recommendations necessarily go beyond the data link research and include requirements based on related research and human factors engineering practice. It is also recognized that evolution of these recommendations will be appropriate as experience with data link accumulates and new applications are implemented. This document focuses primarily on recommendations for data link communications between an air traffic specialist and a pilot, i.e., air traffic services communications, although some recommendations address use of data link for flight information services. Unless otherwise specified within the text, all recommendations apply to both flight deck and ground-based data link systems. This document is intended as a guide for development and evaluation of data link systems. Human engineering considerations are an important element of data link system performance. As illustrated in Figure 1, human engineering recommendations address many component functions required for effective data link communication services in the operational environment. For presentation purposes, the recommendations are divided into five sections: General, functional, procedures, flight deck/air traffic service (ATS) workstation integration, and human-computer interface. To facilitate understanding and use of this document appropriate cross-references to interrelated recommendations appear in parentheses throughout the text.
G-10 Executive Advisory Group
3D Conformal Pilot Cueing for Rotorcraft Shipboard Landings: A Comparison of Tunnel in the Sky and a Pursuit Guidance Flight Lead Cueing SystemF-0076-2020-1641510/5/2020
This paper presents preliminary results of a pilot-in-the-loop (PIL) study of different cueing designs to reduce pilot workload in rotorcraft shipboard landings. The participants were tasked with flying an approach to touchdown on the deck of an Arleigh Burke Flight IIA class Destroyer under both day visual flight rules (VFR) and night-unaided, zeroillumination conditions. For each condition, the participants were presented with three different cue types. For the day iterations these were a generic military standard heads up display (HUD), a ship fixed tunnel in the sky (tunnel), and a virtual flight lead cueing system (FLCS). The zero-illumination night condition was deemed impossible to land with only the HUD, so it was replaced with a combination of the tunnel and FLCS for the purpose of gaining initial feedback on combining elements of different systems. Terminal landing constraints (location, heading, and impact velocity) were used as measures of pilot performance, the NASA Task Load Index (TLX) survey was used to evaluate perceived pilot workload, and the System Usability Scale (SUS) was used to rate interface and cueing usability. Initial findings showed that pilots viewed the tunnel cueing as having the lowest perceived workload while the FLCS provided the best terminal performance. All types of 3D cueing improved performance when compared to the HUD baseline. The use of 3D cueing also expanded the operational envelope to include zero-illumination conditions. For completeness, the study requires additional subjects, specifically those that have prior shipboard landing experience, as COVID-19 safety precautions paused in-person simulator testing early in the testing period. This body of work represents the next iteration of FLCS research, initially published in Ref. 1.
Walters, Robert, Feigh, Dr., McCandless, Joseph
How HMI displays impact operator productivity in industrial vehicles19TOFHP10_1110/1/2019
The latest research indicates that well-integrated HMI (human-machine interface) systems lead to more attentive users that better retain task-related information and stay focused for longer with less reported effort. These systems also fit into the wider development trends in off-highway machines that affect operator fatigue in day-to-day tasks. Operator comfort includes more than just the cushioning in their seats; it is everything that surrounds a driver as they operate a vehicle-steering wheel height, pedal positioning, seat support, harnessing and control interface. Research from Norway and Italy as part of an overall European Union study looking into HMI in heavy machines has shown the importance of ergonomics in reducing operator fatigue. Research from Markus Wallmyr, head of UX at CrossControl and a researcher with Mälardalen University in Sweden, has demonstrated the importance of display placement in improving information detection and the effectiveness of operator aids.
Wallmyr, Markus
Flight Deck Lighting for Commercial Transport AircraftARP4103A (Current)9/17/2019
This document recommends design and performance criteria for aircraft lighting systems used to illuminate flight deck controls, luminous visual displays used for transfer of information, and flight deck background and instrument surfaces that form the flight deck visual environment. This document is for commercial transport aircraft except for applications requiring night vision compatibility.
A-20A Crew Station Lighting Committee
WHAT WE'RE DRIVING19AUTP09_089/1/2019
As the sporting player in Volvo's C-segment sedan lineup, this all-wheel drive, turbocharged-and-supercharged R-Design S60 faces benchmark competition in the BMW 3-Series, Audi A4 and Mercedes-Benz C-Class. In pure performance, the stylish Swede stacks up nicely against the Germans: Its 316 hp (236 kW) pushes the 3,900 lb (1769 kg) car plus my 200-lb (91 kg) of dead weight from a standstill to 60 mph (97 km/h) in 5.5 s, according to my stopwatch. Dynamically, the S60 T6 (not my choice of nomenclature, as it's a 4-cyl., not a six) feels solid and secure, if not exceptionally nimble, when pushed hard in the corners. But where the S60 R-Design clearly beats the others is inside, the area where Volvo shows its taillamps to the other premium brands. The S60's cabin is a beautifully integrated blend of rich materials and tasteful accents - brushed aluminum of the lower IP contrasting with deep ebony, offset by delightful-to-touch control knobs. The front seats are both handsome and comfortable. Rear-seat legroom is excellent, as my 37-in. (940-mm) inseam can attest.
SUPPLIER EYE19AUTP09_079/1/2019
The value - and risks - of Technology Testbeds The world has been awaiting the arrival of the latest generation Chevrolet Corvette for some time. This past July, among much fanfare the mid-engined C8 (8th generation of this iconic nameplate) Stingray was revealed to the world. As an early owner of the C7, I know my car will be the last front-engined Corvette. And while some fellow enthusiasts are defiantly asserting that “real” Corvettes have their engines ahead of the driver, there is no looking back. Nostalgia aside, this industry is always in need of ‘technology testbeds’, a role that Corvette has played since the C1 debuted in 1953. Such production vehicles stretch the limit in terms of performance, design, efficiency, or all of the above. During the past decade, General Motors has introduced other products which the organization, suppliers and dealers have been using as incubators for related technologies, business processes, and new sourcing models.
Development of a CAE Method for Predicting Solar Loading Impact for Electrical System Performance in an Automotive Cabin2018-01-07854/3/2018
A number of market factors such as customer demand for improved connectivity and infotainment systems, automated driver assist systems and electrification of powertrain have driven an increase in the number of electrical systems within the cabin of automotive vehicles. These systems have limited operating temperature windows, therefore markets with high ambient temperatures and solar loading represent a significant challenge due to high cabin temperatures. Traditionally climatic facilities have been used replicate the conditions seen in these markets in order to understand the performance of the electrical systems. However such facilities have a number of limitations such as fixed solar arrays, secondary radiation from the walls and substantial operating costs limiting testing to envelope tests. Therefore the requirement for CAE based approach to more accurately represent the conditions seen in the real world is clear. To this end this work presents a CAE method for predicting component and ambient temperatures within the cabin. To improve the understanding of the effect environmental factors have on cabin temperatures and to correlate the computational results an experimental methodology has been developed to collect in-field data. The key features of the test procedure include comprehensive instrumentation of vehicle cabin to measure ambient and surface temperatures, characterization of the ambient conditions local to the vehicle including; direct, diffuse and global solar irradiance, temperature, wind speed and direction. The results generated by the computational model have been also been correlated against those collected from the climatic wind tunnel to ensure robust behavior. A comparison of the temperature distributions for the real world and wind tunnel datasets is presented to determine the validity of wind tunnel testing.
Palmer, Edward W., Jansen, Wilko, Palaniswamy, Adaikala, Parfitt, Megan
Identifying Traffic Scenarios to Evaluate Driver Readiness in Automated Driving: An Exploratory Study2018-01-05024/3/2018
Automated vehicle technology is rapidly increasing in capability and the adoption of these technologies will become more widespread in the future. In the intermediate stages of automation where the driver is required to supplement the automated technology, it may be necessary to evaluate the driver’s readiness to take-over a part or of all the dynamic driving task (SAE, 2016). Specifically, while driving with a level 2 or 3 automated driving feature, a challenge may be that drivers with low readiness fail to take over in an appropriate manner. One important implication of assessing driver readiness is to assess driver state. In this study, we investigated candidate for a driver readiness index which was compared between manual driving (Level 0) and ACC driving (Level 1). Additionally, one more method to evaluate the readiness of the driver is to measure whether the driver anticipates potential hazards (i.e., does their foot hover over the brake or throttle). To encourage this type of behavior, vehicles could include a human-machine interface (HMI) that supports the driver to understand where potential hazards exist; however, this would need to be designed to prevent annoyance. The hypothesis for the series of studies was that showing overall traffic status allows the driver to more rapidly prepare for potential hazards when compared with no additional information (i.e., next lane vehicle turn signal). This part of the current study measured driver behavior and traffic data along a designated route in a naturalistic setting. Several traffic scenarios were identified that include overt anticipatory behavior. In this paper, we had two research questions. One is how to measure driver readiness level. Two is what type of information would be useful for maintaining readiness.
Fukui, Toshinao, Remtema, Todd, Austin, Benjamin, Domeyer, Joshua, Fukui, Toshinao, Remtema, Todd, Austin, Benjamin, Domeyer, Joshua
AUREATE: An Augmented Reality Test Environment for Realistic Simulations2018-01-10804/3/2018
Automated driving is currently one of the most active areas of research worldwide. While the general progress in developing specific algorithms for perception, planning and control tasks is very advanced, testing and validation of the resulting functions is still challenging due to the large number of possible scenarios and generation of ground-truth. Currently, real world testing and simulations are used in combination to overcome some of these challenges. While real world testing does not suffer from imperfect sensor models and environments, it is expensive, slow and not accurately repeatable and therefore unable to capture all possible scenarios. However, simulation models are not sophisticated enough to fully replace real world testing. In this paper, we propose a workflow that is capable of augmenting real sensor-level data with simulated sensor data. With this approach we are able to generate scenarios which are as realistic as possible while also being flexible with the ability to insert arbitrary objects. This sensor-level based approach enables testing of the whole algorithm chain for automated driving, including perception, object-detection, scene understanding, path planning, decision making, and control.
Koduri, Tejaswi, Bogdoll, Daniel, Paudel, Shreyasha, Sholingar, Gautham
Flight Compartment GlareARP6161 (Historical)10/18/2017
This document is a tool for the certifying authority, cockpit designers, instrument suppliers, lighting suppliers, and component suppliers. It is an aid to understanding and meeting relavant regulatory requirements, particularly those relating to pilot compartment view {CFR 25.773(a)(2)} and instrument lights {25.1381(a)(2)} for glare arising from visible eletromagnetic radiation.
A-20A Crew Station Lighting Committee
Continental unveils new 3D display cluster17AUTP10_1110/1/2017
Continental is developing its innovative 3D instrument display cluster with the aim of bringing it to production within the next 24-36 months. The display, previewed by Automotive Engineering at a recent technology meeting, features a high-definition (1920 × 720 pixel) 12.3-in screen but is suitable for displays measuring 15 in. “The proliferation of displays in the interior of the cabin allows for more individuality, variety of shapes and appearances” a Continental engineer explained, adding, “Instead of relying on flat, one-dimensional surfaces, we are offering a solution that allows designers to play with the interior in a creative and cost-efficient way.”
Adcock, Ian
A 3D Full Windshield Head Up Display2017-01-21569/19/2017
A new concept of Head Up Display is presented, using the windshield as a transparent screen. This breakthrough technology does not need the use of complex combiner, bulky optics and overhead projection unit. The novel system uses several holographic optical elements to perform a 3D stereoscopic display, with the ability to present floating graphical objects in a large field of view. Augmented Reality display will be possible, increasing considerably the User Experience and situational awareness, without the need of wearing a bulky and complex Head Mounted Display.
Coni, Philippe, BARDON, Jean Luc, servantie, Xavier
New York auto show: Lincoln unveils all-new, aluminum-bodied 2018 Navigator17AUTP05_135/1/2017
Ford's Lincoln luxury-vehicle unit revealed the 2018 Navigator fullsize SUV at the 2017 New York auto show by touting its blend of smart basic engineering and smart features. Like the recently-revealed Ford Expedition, its Lincoln counterpart is fitted with weight-saving aluminum bodywork to cut roughly 200 lb (91 kg) from the curb weight and help offset the mass of the new Navigator's copious luxury and advanced driver-assist features.
Visnic, Bill
Haptic feedback for gesture-control HMI17AUTP04_044/1/2017
Mid-air gesture controls rely on sophisticated sensing to aid the human-machine interface and help keep drivers' eyes on the road. Gesture control is becoming more commonplace in many of the devices we use in our daily lives, from games consoles, swiping and pinching on mobile phones, to point-of-sale devices such as ticketing systems in train stations. The automotive segment is already adopting gesture control for infotainment systems as well as serving as a human-machine interface (HMI) for subsystems such as the sunroof, climate control and audio. BMW's latest 7 Series and 5 Series offer an HMI system that can detect four different gestures: setting the car's navigation, browsing apps and starting the audio, answering phone calls and controlling the on-board computer. Volkswagen last year announced gesture controls on its Golf and pledges to spread the technology across its model ranges. Other major OEMs have the technology in their product pipelines.
Owen, David
Automotive Engineering: March 201717AUTP033/2/2017
Thought leadership at WCX17 Lucid Motors' David Moseley: EV or ICE, "It is all physics" New eye on the road One of the industry's hottest tech suppliers is blazing the autonomy trail by crowd-sourcing safe routes and using AI to learn to negotiate the road. Mobileye's co-founder and CTO explains. Hard, slick and ready to roll A tough, self-renewing catalyst coating developed at Argonne National Laboratory provides unprecedented friction and wear protection for vehicle powertrains, the inventors claim. Sensor ICs, semiconductors and safety To achieve ISO 26262 compliance, engineering practices must be taken to a higher level. The following insights may prove valuable for getting there. New VCR targets 40% BTE Variable-compression ratio with VVA from France's MCE-5. Editorial: Nation of Innovation SAE Standards News Sharpening the focus on OBD-II security Supplier Eye Smaller suppliers facing global challenges Chicago auto show: All-new 2018 Ford Expedition gets aluminum body, 10-speed Chicago fire: Dodge wedges 375-hp Hemi V8 into Durango SRT Visteon tests augmented-reality HUD for Level 4 autonomy Nissan's new King Cab full of patent potential Early ride: Lucid Motors' 1000-hp Air 'alpha' electric prototype Horst Binnig, Rheinmetall CEO, talks e-products
Visteon tests augmented reality HUD for Level 4 autonomy17AUTP03_113/1/2017
Augmented reality (AR) head-up displays are emerging as critical equipment for SAE Level 4 autonomous driving, where the operator must completely trust that the vehicle's ADAS sensors and cameras are monitoring and accurately recognizing its surroundings. Automotive Engineering recently experienced a proof-of-concept demonstrator vehicle fitted with Visteon's latest AR HUD system, at the supplier's Van Buren Twp., MI, headquarters. On the 2015 VW Golf R's windshield, graphics are superimposed over the driver's real-time sight line to indicate objects detected near the vehicle's path. The system also displays relevant driver information, such as lane departure warning, and navigation guidance.
Buchholz, Kami
I.D. Buzz: VW's latest future-look Microbus17AUTP02_142/1/2017
It's a VW Microbus for future generations, an electric van capable of fully autonomous driving. But at this point, it's only a concept. “We want to re-ignite America's love for Volkswagen. And we are fully committed to the future of mobility-smart, sustainable, affordable-that is the new Volkswagen,” proclaimed Dr. Herbert Diess, Chairman of the Board of Management for the Volkswagen Brand.
Buchholz, Kami
A 3D Head Up Display with Simulated Collimation2016-01-19789/20/2016
A 3D Stereoscopic Head-Up Display (HUD) using direct projection on a transparent screen is presented. Symbol incrustation in conformity with the landscape is performed through the use of simulated collimation offering a large eye-box, in excess of conventional HUD. The use of spectral glasses for our transparent screen was decided as most commonly used polarizing or active glasses were not adapted. Furthermore it gave ususeful green laser attack protection.
Coni, Philippe, Hourlier, Sylvain, Servantie, Xavier, Laluque, Laurent, Gueguen, Aude
Modified Monitor Provides Glasses-Free 3D for Pilots and GamersTBMG-252338/1/2016
When flying the increasingly crowded skies, pilots need to have an arsenal of information: altitude, airspeed, fuel level, distance to their destination, and the location of other planes in the sky. All of this information is presented in a series of two-dimensional instruments, panels, and readouts, meaning the pilot has to mentally assemble the information and translate that into the 3D world to better understand the relationship among air, ground, and traffic. NASA has long been interested in making it as easy as possible for pilots and astronauts to have the best information available to ensure safe flights, knowing that humans are imperfect creatures.
An Intuitive Lane Guidance Function2016-01-00804/5/2016
This paper explains a performance enhancement of the lane guidance function in car navigation systems. In order to achieve intuitive lane guidance, a function is considered that displays lane guidance on an image of the front scene that matches what drivers actually see outside the vehicle. Therefore, two developed items were lane accurate positioning based on image recognition and augmented reality visualization that renders lane guidance images overlaid on the scenery of the road ahead. The eye glance time to the navigation screen has been reduced in a comparison test with a conventional lane guidance method. It is confirmed that this lane guidance function is more intuitive than the conventional method.
Miyake, Hiroyuki
Passengers First Light Truck - A Modern Take on a Narrow Wake2016-01-13334/5/2016
Individuals in the United States consume twice as much energy as those in any other region. Solitary workday commutes in light vehicles are the leading reason for this difference. An electric vehicle design is proposed to help catalyze more social, higher occupancy, commuting habits - through application of existing technology. Performance criteria are: 1) attract passengers to the suburban front yard at 6:30 AM, 2) match market leading crash test performance, cargo capability, and sense of freedom, and 3) deliver easier parking, better acoustics and better passenger mile efficiency. A vehicle as a rolling event venue determines a large windscreen, side-by-side upright seating arrangements, and acoustic excellence -an experience where there are only good seats. These requirements force a decision to close the wake along a vertical line to form a narrow wake. The chassis is platform batteries with dual motor electric rear drive and undetermined front drive. Findings: 1 Narrow wake synergies include: a) cargo loading on a tailgate ramp to a low 0.3m (12 inch) high load floor through a 0.8m (32 inch) wide opening - as a controlled event using an onboard powered trolley, b) passengers more safely located, and c) thick rear doors that pivot concentric with the rear axle, with no chance of damaging adjacent objects. 2 A consistent driver’s eye location, as datum, provides better forward visibility past the A-Pillar and more consistent relationships between driver, passengers and vehicle safety and content delivery systems, when compared to location off fixed pedals at the firewall. 3 Collateral benefits of the eye datum include large section B-Pillars, dual diagonal cooling circuits that apply full cooling power as the sun clocks, and a smooth transition to self-driving operation.
Fontana, Edward C.
Next Generation PVB Interlayer for Improved HUD Image Clarity2016-01-14024/5/2016
Head-up display (HUD) technology creates inherent driver safety advantages by displaying critical information directly in the driver’s line of sight, reducing eyes off road and accommodation time. This is accomplished using a system of relay optics and windshield reflection to generate a virtual image that appears to hover over the hood near the bumper. The windshield is an integral optical component of the HUD system, but unfortunately the windshield-air interface causes a double image ghost effect as a result of refractive index change, reducing HUD image clarity. Current technology uses a constant angle wedged PVB windshield interlayer to eliminate double image at a single driver height. However, the HUD double image persists for all other viewing locations. Eastman Chemical Company has developed a new interlayer technology which eliminates the double image at all driver locations by tuning the wedge angle as a function of driver occupant seated height. The purpose of this paper is to discuss this exciting technology and its application to produce best in class HUD image clarity.
Spangler, Lora L., Hurlbut, Jeffrey, Cashen, Daniel, Robb, Emily, Eckhart, Jim
2017 Cadillac XT5 debuts GM's new lightweight crossover architecture16AUTP02_082/1/2016
XT5 stands for Crossover Touring 5, Cadillac's all new midsized luxury utility unveiled recently at, of all places, a highend fashion show in Dubai. Slated to replace the SRX, the 2017-model XT5 made its North American debut at the 2015 Los Angeles Auto Show. Start of production begins at GM's revamped Spring Hill, TN, plant and in China in spring 2016. The XT nomenclature will adorn the Cadillac crossover range going forward, noted Cadillac President Johan de Nysschen during the Dubai event. The CT nameplate will cover the brand's cars.
Brooke, Lindsay
Flight Deck Lighting for Commercial Transport Aircraft - SAE ARP 41032015-01-25359/15/2015
The past twenty years have seen tremendous changes in the Avionics display and flight deck lighting due to the application of solid-state LED (light emitting diode) light sources and LCDs (liquid crystal displays). These advances significantly benefit the customer and pilot users when integrated correctly. This paper discusses recommended practices and guidance given in SAE ARP 4103 for modern Avionics flight deck lighting systems to satisfy the end user and obtain certification. SAE ARP 4103 Flight Deck Lighting for Commercial Transport Aircraft has recently been revised to keep up with the Avionics state-of-the-art and add clarification where needed. ARP 4103 contains recommended Avionics flight deck lighting design and performance criteria to ensure prompt and accurate readability and visibility, color identification and discrimination of needed information under all expected ambient lighting and electrical power conditions. For additional details, see the actual ARP 4103.
Ellersick, Steven Donald, Reisenauer, Bill, Jacobson, Mickey, Stephens, Newel
Google Glass for Industrial AutomationTBMG-214542/1/2015
Google Glass is equipped with a head-up display, camera, microphone, and bone conduction audio transducer serving as a loudspeaker. It also has vibration sensors and a touchpad integrated in the sidepieces of the headset. With these features, Google Glass is well suited for visualization, diagnostics, and service purposes, as well as for technical interventions and person-to-person communication.
Business Jets Bounce BackTBMG-2117712/1/2014
The business jet market has a resilience all its own. While defense spending has sharply declined, the commercial sector is over-flowing with multi-thousand order backlogs. But if business jet orders can tail off dramatically and then bounce back so quickly, what accounts for this collective long-term immunity to volatile market demands?
Technological Changes and Competitive Advantage: The New Deal for Avionics Firms2014-01-21739/16/2014
Since 2000, avionics is facing several changes, mostly driven by technological improvements in the electronics industry and innovation requirements from aircraft manufacturers. First, it has progressively lost its technological leadership over innovation processes. Second, the explosion of the electronics consumer industry has contributed to shorten even more its technology life cycles, and promoted the use of COTS. Third, the increasing complexity of avionics systems, which integrate more and more functions, have encouraged new players to enter the market. The aim of this article is to analyze how technological changes can affect the competitiveness of avionics firms. We refer to criticality levels as a determinant of the market competitiveness. Certification processes and costs could stop new comers to bring innovations from the consumer electronics industry and protects traditional players. The study will compare three avionics systems regarding their patent dynamics since 1980: flight controls, Integrated Modular avionics and Head-Up Displays. We assume that differences in the market competitiveness may appear due to their differences in their related criticality level. Systems belonging to Design Assurance Level A or B required wide-range of capabilities and long-term experience. The opportunity for new comers to introduce a certified-version of their product could be constrained by certification requirements.
Beaugency, Aurelie, Gatti, Marc, Regis, Didier
Display Characteristics of FDI Head-Up Guidance System as Approved for the B-727 AirplaneAIR4742A (Current)6/11/2012
The scope of this document is limited to descriptions of the display characteristics of the Flight Dynamics, Inc. (FDI) Model 1000WS Head up Guidance System (HGS) as installed on the Boeing 727 airplane and certified by the Federal Aviation Administration for use in Category III landing operations. The symbology depicted in this document is referenced to the particular pilot task(s) for which it was designed. Also included are descriptions of operational features of the particular symbol along with any associated criteria regarding symbology constraints, source data, or position error.
G-10 Aerospace Behavioral Engineering Technology
Making battlefield targets disappear12OFHD0202_052/2/2012
The use of “smart” special materials has the potential to radically alter the way military platforms are defended, and used. Numerous science-fiction-like gadgets that have appeared over the years in various James Bond movies have become everyday operational hardware for the modern warfighter. Infrared night-vision goggles, jet-powered folding-wing parachutes, moving map navigation displays, and head-up displays have all become familiar. Other innovations, such as strap-on rockets and ejector seats for cars, have not caught on.
Gardner, Richard
Making battlefield targets disappear11AERD1214_0312/14/2011
The use of “smart” special materials has the potential to radically alter the way military platforms are defended, and used. Numerous science-fiction-like gadgets that have appeared over the years in various James Bond movies have become everyday operational hardware for the modern warfighter. Infrared night-vision goggles, jet-powered folding-wing parachutes, moving map navigation displays, and head-up displays have all become familiar. Other innovations, such as strap-on rockets and ejector seats for cars, have not caught on.
Gardner, Richard
Safety and Operational Improvements Using Head-Up Displays in Small Aircraft and Helicopters2011-01-252810/18/2011
Small aircraft and helicopters have an increasing need for “heads out” presentations, which means a projected presentation of symbols and images, primarely infrared, on an optical combiner in the pilots field of view. The information presented will appear at an infinite distance i.e. the focal point is far away enabling the pilot to see the symbology superimposed on and correlated to the outside world. The driving factors for a “heads out” presentations are increased safety through improved situation awareness in almost all weather conditions as well as operational improvements due to reduced landing minima prerequisites in adverse weather conditions. Also safety during taxiing and landing are improved through early detection of eventual other aircraft and objects. The landing aid is important for small aircraft like business jets that often fly into unequipped airfields. The overall benefits are reduction in number of incidents/accidents, cost savings and reduced number of diversions. For helicopters performing special transport missions, for example transporting people and gods to off-shore oil platforms, a system featuring heads out symbology and infrared imagery would mean a great safety improvement during adverse weather. The presented information shows the pilot what he needs for flight and navigation, gives guidance to assist his maneuvering of the aircraft and enhances his vision through use of special imaging sensors. The heads-out solution is configured into a sub-system in different ways. The Head-Up Display (HUD) cold be sold as a stand-alone equipment integrated into the avionics data buses or as one part of the total cockpit display system or as an Enhanced Flight Vision System (with the display itself and an infrared camera). New types of head-up displays are no longer designed as two units, an over-head projector and a combiner, but built into one single unit using new optical solutions. In combination with a reduced equipment and integration cost. This will open up the introduction into smaller aircraft and helicopters. One trend breaking solution is the newly developed Saab Head-Up Display (HUD) named RIGS.
Brandtberg, Hans, Zanden, Johan
Design and Flight Test of a Primary Flight Display Combined Vision System2011-01-252510/18/2011
A series of flight tests were conducted to design and evaluate a Combined Vision System (CVS) that integrates a forward looking infrared video image with synthetic vision on a primary flight display. System features included colorizing the video image to mesh with the synthetic terrain background, decluttering the approach symbology to facilitate the detection of the approach lights and runway markings, creating a semi-transparent IR sky to ensure continuous situational awareness of the surrounding terrain, and annunciating the decision height to facilitate the transition to the actual runway environment. Over 100 approaches were flown during three flight test sessions. For the first flight test session pilots reviewed early CVS proofs of concept on Honeywell's Citation Sovereign. During the approach in low visibility conditions, the Pilot Flying remained head-down to 100 ft AGL, at which time he lifted his head and made a subjective judgment of whether he could easily and safely complete the transition to land before making a go-around. In the second flight test session enhancements included IR image coloring, IRS/GPS navigation system integration, and display annunciations. The series of flight tests culminated in a CVS integration on Honeywell's Gulfstream G450 aircraft for a direct head-up display (HUD) versus head-down display (HDD) comparison of the IR imagery. The HUD location is currently the standard for low visibility approaches with IR imagery. The G450 evaluation had three highly experienced pilots with an average of over 12,000 flight hours and over 2,500 hours with a HUD. They flew a total of 46 approaches, most to full-stop landings and many were in high workload conditions - low visibility weather or strong crosswinds. Again the Pilot Flying stayed head-down to 100 ft AGL and then transitioned to the outside view of actual runway environment before landing. Pilot performance with the CVS was equivalent to performance with the HUD on all flight parameters including glideslope deviation, airspeed deviation, configuration to land at the crossing threshold, and the landing footprint on the runway.Workload scores and display ratings were equivalent between the two displays, giving a strong indication that the Honeywell CVS provides equivalent performance and an alternative means to the HUD for displaying the IR imagery.
Ververs, Patricia May, He, Gang, Suddreth, John, Odgers, Rob, Engels, Jary, Wyatt, Ivan, Hughes, Keith, Hamblin, Christopher, Feyereisen, Thea
Panoramic Displays: The Next Generation of Fighter Aircraft Cockpits2011-01-252610/18/2011
Since about 10 years the trend in aviation cockpit design is toward an increasing display area and a smaller number of individual displays at the same time. Modern display technology even allows building displays which are able to cover the area of the entire main instrument panel of a fighter cockpit. The application of large area displays offers the advantage to largely improve the situation of the pilot by augmenting his situation awareness, thus enhancing his operational capability. A display that provides a large display area (panoramic display) could not only be used to show a bigger amount of information but also to indicate this information in a more detailed manner at the same time and it also offers the chance to combine information thus supporting the generation of a mental model of the situation. The introduction of a panoramic display in an aircraft cockpit, however, has to be initiated by conceptual work aiming to find the optimum way to both utilise the large display area and interact with the device. We therefore developed a display and control concept for the panoramic display and began to investigate the potential benefits of such a big screen. Our work comprises the evaluation of the pilot's situation awareness and workload in an operative simulation environment, considering his needs and situational impacts. In that context we explored potential ways to interact with such a display in order to identify the most promising control method(s). The present report summarises our conceptual work on panoramic displays, the methodology we applied and the results of the usability study on interaction methods. It describes also our way ahead regarding the measurement of situation awareness. Further studies shall prove that panoramic displays can in fact contribute to improve the performance of the entire system by supporting the pilot's process to build a proper mental model of the situation.
Kellerer, Johannes, Möller, Christoph, Kostka, Alexander, Neujahr, Harald, Sandl, Peter
Heads-Out Information Solutions for Small Aircraft2009-01-310911/10/2009
Small aircraft have an increased need for presentation of pilot information heads-out. Heads-out means that the information is projected and overlaid the outside world enabling the pilot to receive information and images from the avionics system at the same time as he can look out of the windows. Heads-out presentation is accomplished by an optical head-up or head-worn display device. Driving factors for heads-out presentation are improved landing credits to be able to land at the airport of destination also during adverse weather conditions, improved safety due to better situation awareness and operating cost savings. New technologies giving compact and more affordable head-up displays (HUD) are now availble and installation in small fixed wing aircraft (e.g. business jets) and helicopters is feasible. Saab has developed a new head-up display named RIGS, which provides pilots with information linked to flight and navigation. RIGS gives all-weather capability with improved landing credits, ideal for flying and landing aircraft in challenging conditions by presenting instrument landing system information and images from Enhanced Vision Sensors. Today's EVS technology connected to RIGS enables pilots to see through darkness, smog and various levels of snow, rain and fog. The system will significantly improve safety during taxiing and landing through early detection of runway incursions and improved awareness of the terrain. Other information such as sighting symbology in military applications and Synthetic Vision Systems (SVS) images can be included and presented heads-out.
Brandtberg, Hans, Zandén, Johan
Optimized Safety-Critical Embedded Display Development with OpenGL SC2009-01-314011/10/2009
Historically, the majority of avionics display manufacturers have sought custom solutions to support the development of cockpit displays, head-up displays and other avionics on-board and ground displays, from specification through to target. This was however a decision borne out necessity rather than choice since the inherent wisdom of a ‘commercial-off-the-shelf’ (COTS) approach had been understood and demonstrated in other parallel domains for some time. So, with this in mind, why was a more costly custom approach selected?
Rossignol, Vincent
Evaluation of the Use of a Head Worn Display (HWD) for Flight Support in the Commercial Flight Deck2009-01-314411/10/2009
This study compared the performance of pilots flying a series of approach and landings under each of three conditions: using standard 737-NG flight deck displays only, using those displays with an optical head up display (HUD), and using those displays with a head worn display (HWD) depicting the same symbology as the HUD. Display condition had no effect on pilots' normal landing flight profiles or successful avoidance of a runway incursion. However, pilots reported decreased situation awareness and increased perceived workload when using the HWD as compared to the other two conditions. Pilot comments suggested that the poorer ratings for HWD were attributed to physical characteristics of the hardware and noticeable head-tracking latency. The results indicate that while the HWD technology still needs more refinement, the near-to-eye display concept is a viable alternative to a HUD.
Thomas, Lisa C.
Sight Analysis with ‘RAMSIS Cognitive’: Step II2009-01-22956/9/2009
The perception of visual information is the major input requirement for the psychological cognition process. The quality of perception of visual information is impaired by the geometrical and optical conditions of the displayed information. This concerns all technical information of the car as instruments, optical indicators, telltales and control displays. The international widely-used 3D-Man-Model System RAMSIS receives some additional functionality for analysis and practical design to simulate these viewing conditions in the car. These new RAMSIS functions include methods for the analysis of sight shadows, limits of visibility of liquid crystal displays, the time of focus shifts of the driver and the modelling of the optical parameters of head-up displays. These capabilities will enable a RAMSIS user to allow for (degraded) visual performance when designing the rising number of user interface displays in cars and airplanes.
Remlinger, Wolfram, Bubb, Heiner, Wirsching, Hans-Joachim
Digital Human Accommodations2008-01-18626/17/2008
The move from drawing board to CAD and Digital Human Modeling (DHM) has dramatically reduced the time necessary for car design, R&D, and production. But this technological advance has created a gap between the notion of an “ergonomically designed car” and an “ergonomically used car” in the sense of accommodation and comfort. Since the author is a specialist in ergonomics and engineering, this paper is more about the conceptual method/approach rather than a study in DHM. We attempt to challenge the assumption of car comfort by designers using DHM, and the perception of comfort by drivers as end users. This paper discusses problems related to drivers' place and comfort while not getting the full benefit from DHM and/or ergonomically designed car. Definition of comfort and its criteria is addressed. There is a description of some futuristic of car's accommodations achievable today or in the near future.
Povlotsky, Boris
HUMAN ENGINEERING RECOMMENDATIONS FOR DATA LINK SYSTEMSARP4791A (Historical)2/16/2008
This document sets forth general, functional, procedural, and design criteria and recommendations concerning human engineering of data link systems. The recommendations are based on limited evidence from empirical and analytic studies of simulated data link communication, and on experience from operational tests and actual use of data link. However, because data are not yet available to support recommendations on all potentially critical human engineering issues these recommendations necessarily go beyond the data link research and include requirements based on related research and human factors engineering practice. It is also recognized that evolution of these recommendations will be appropriate as experience with data link accumulates and new applications are implemented. This document focuses primarily on recommendations for data link communications between an air traffic specialist and a pilot, i.e., air traffic services communications, although some recommendations address use of data link for flight information services. Unless otherwise specified within the text, all recommendations apply to both flight deck and ground-based data link systems. This document is intended as a guide for development and evaluation of data link systems. Human engineering considerations are an important element of data link system performance. As illustrated in Figure 1, human engineering recommendations address many component functions required for effective data link communication services in the operational environment. For presentation purposes, the recommendations are divided into five sections: General, functional, procedures, flight deck/air traffic service (ATS) workstation integration, and human-computer interface. To facilitate understanding and use of this document appropriate cross-references to interrelated recommendations appear in parentheses throughout the text.
G-10 Executive Advisory Group
Heads Up Display2007-01-35218/5/2007
This paper presents a novel design approach for an automotive full-windshield Head-Up Display (HUD) interface which aims to improve the driver's spatial awareness and response times under low visibility and/or time critical conditions. Heads-up display is an electronically generated display that is superimposed upon a driver's forward field of view. The display element is largely transparent, meaning the information is displayed in contrasting superposition over the user's normal environment. HUD comes very handy for whom changing their view to look at the instrument cluster could prove to be a fatal distraction. The information is projected with its focus at infinity. Doing this means that a user does not need to refocus his eyes (which takes several tenths of a second) when changing his attention between the instrument and the outside world. The HUD communicates configurable information, such as navigation, performance features as well as vehicle speed to the driver. As we were adding great new features, such as a wide array of user-selectable displays, it was important that the image be as crisp and clear as possible. This paper also touches the challenges involved in the HUD design and introduces the visual components of the interface
Muruganandam, Radhakrishnan
Airborne Windshear SystemsARP4102/11C (Current)7/11/2007
This document recommends criteria for Airborne Windshear Systems, including operational objectives, characteristics, and functional requirements. The recommendations in this document apply to transport aircraft, and describe the operational objectives of windshear alerting systems, situational displays, guidance systems, and avoidance/ detection systems.
S-7 Flight Deck Handling Qualities Stds for Trans Aircraft
Evaluation of a New In-vehicle HMI System Composed of Steering Wheel Switch and Head-Up Display when a Driver Encounters Sudden Danger2007-01-04394/16/2007
We conducted an experiment to evaluate the operational convenience and the influence on safe driving of a new human-machine interface (HMI) by using a driving simulator (DS). In this system a driver operates the new HMI and center-cluster panel switches while driving on an expressway and when encountering a sudden danger. Based on the results, we discuss the operational convenience and driving safety when operating an HMI while driving on a virtual expressway.
Kosaka, Hiroaki, Uematsu, Kyosuke, Kurosaki, Akira, Noda, Masaru, Nishitani, Hirokazu, Tada, Masaki, Tanaka, Tsuyoshi, Santo, Kouichi, Konno, Fumiyasu
Camera Mount for a Head-Up DisplayTBMG-13833/1/2007
A mounting mechanism was designed and built to satisfy requirements specific to a developmental head-up display (HUD) to be used by pilots in a Boeing 757 airplane. This development was necessitated by the fact that although such mounting mechanisms were commercially available for other airplanes, there were none for the 757. The mounting mechanism supports a miniature electronic camera that provides a forward view. The mechanism was designed to be integrated with the other HUD instrumentation and to position the camera so that what is presented to the pilot is the image acquired by the camera, overlaid with alphanumeric and/or graphical symbols, from a close approximation of the pilot’s natural forward perspective. The mounting mechanism includes an L-shaped mounting arm that can be adjusted easily to the pilot’s perspective, without prior experience. The mounting mechanism is lightweight and flexible and presents little hazard to the pilot.
Display Characteristics of FDI Head-Up Guidance System as Approved for the B-727 AirplaneAIR4742 (Historical)8/14/2006
The scope of this document is limited to descriptions of the display characteristics of the Flight Dynamics, Inc. (FDI) Model 1000WS Head up Guidance System (HGS) as installed on the Boeing 727 airplane and certified by the Federal Aviation Administration for use in Category III landing operations. The symbology depicted in this document is referenced to the particular pilot task(s) for which it was designed. Also included are descriptions of operational features of the particular symbol along with any associated criteria regarding symbology constraints, source data, or position error.
G-10 Aerospace Behavioral Engineering Technology
Evaluation of a New In-vehicle HMI System Composed of Steering Wheel Switch and Head-Up Display2006-01-05764/3/2006
An experimental method was required to evaluate both the operability and the influence on safety of in-vehicle devices used while driving. We proposed to measure the number of errors, operation time, glance time, and variations in steering angle and yaw angle through objective tests, as well as eliciting subjective evaluations by participants. We conducted an experiment in which, using a driving simulator to evaluate a center-cluster panel switch and a new human-machine interface (HMI) with a head-up display (HUD) and steering wheel switch (SWS), the participant follows a lead vehicle on an expressway. Results indicate that the experimental method is effective for comprehensively evaluating in-vehicle devices and identifying where improvements are needed. The merits of the new HMI are also discussed.
Kosaka, Hiroaki, Kurosaki, Akira, Noda, Masaru, Nishitani, Hirokazu, Santo, Koichi, Sasanouchi, Kiyotaka, Tanaka, Tsuyoshi, Tada, Masaki
HEAD-UP DISPLAY (HUD) SYSTEMARINC764 (Current)7/8/2005
This document defines a Head-Up Display (HUD) system intended for installation in all types of aircraft. It describes the physical form factors, fit dimensions, electrical interface definition and typical HUD functions, including the display of navigation and guidance information in the flight crew's forward field of view. The HUD accomplishes this by projecting images onto a combiner with symbology that conforms to the outside world view. Guidance for HUD architectures include single, twin, dual and HUD integrated with Primary Flight Display (PFD). This document is an practical guide for the design of federated equipment and integrated modular avionics.
Airlines Electronic Engineering Committee
Windshield Display for Safe and Comfortable Driving2005-01-16034/11/2005
We have developed Wind Shield Display (WSD), a large-sized head up display with stereovision. Information from the ITS infrastructure, car navigation system, or a variety of sensors including a night vision camera can be superimposed at the appropriate 3D position by adjusting the binocular disparity of the display. By WSD, images will be displayed in the vicinity of the driver's line of sight. The driver can perceive the information with minimum eye movement and reaccommodation time. These characteristics of WSD reduce driver's cognitive workload and contribute to safe and comfortable driving.
Nakamura, Koji, Inada, Jyunya, Kakizaki, Masaru, Fujikawa, Takayuki, Kasiwada, Shinji, Ando, Hiroshi, Kawahara, Nobuaki
Technologies and Trends for Instrument Clusters2004-01-337111/16/2004
This paper aims to show the main technological advances and actual tendencies of Instrument Clusters for automotive business. At first, it will be showed a general overview of the main existing technologies for digital and analogues gauges, illumination and electronic concepts, showing the variety of these solutions. Afterwards it will be analyzed the application possibilities of each solution considering its technical, financial and ergonomic aspects, showing the tendencies for each market. At the same time we will bring for a discussion the integration possibilities of functions, nowadays available in separate modules inside the vehicle electrical architecture, into the instrument cluster.
Bedollo, Leandro Cesar, Alves, Alessandro Domingues, Sakai, Flávio
A Practical, C Programming Architecture for Developing Graphics for In-Vehicle Displays2004-01-02703/8/2004
This paper presents a practical, C programming architecture for developing graphics and graphical user interface (GUI) software for in-vehicle displays such as those found in automotive telematics, shipboard engine control panels and airplane glass cockpits. This paper will compare C graphics to several other methodologies for writing in-vehicle display software. It will also discuss techniques for mixing C graphics with application code written in object oriented languages such as C++ and Java.
Juran, Michael T.
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