who cares about trust grade of traveling quality of user experience in a world of autonomous cars_

1、Who cares about trust, grade of tra- veling & quality of user experience in a world of autonomous cars?AbstractAutonomous, driverless, or self-driving cars have an incredible presence in news today. Even if much of the announcements is speculative and hyped, my expectation for the future of transpor

2、t is, that autonomous cars will become the matream of individual mobility. Until the actual day come, a lot of problems have to be solved as two different parties clash: Proponents of driverless cars suggest that they will allow for throughput/economic optimization, safety improvements, and more lei

3、sure time for the drivers while the antagonists argue agat as driving will be boring and driving experience will be low, cars will not address individual driving behavior, and the system (network of cars, backbone infrastructure) is susceptible to faults and abuse.In this position paper, I summarize

4、 from my point of view the “grand challenges” that could permit or prevent proliferation of driverless cars on large scale.Author KeywordsUser experience design (UXD); Autonomous cars; Social-pired services; Customized vehicles.ACM Classification KeywordsHuman-centered computing: Human computer inte

5、raction(HCI): HCI theory, concepts and modelsAndreas RienerJohannes Kepler University Linz titute for Pervasive Computing Altenberger Strasse 69, 4040 Linzrienerpervasive.jku.atLocal driver car co modelDriverCLocaldriver car co model4G/5G802 11pCollection ofdriver car pair data processing based on c

6、ommonalitiessame speed driving directiontype of travel (vacation)Driver CarEnvironmental in uenceroad conditions weather lightningetclocal driver behav or may cause emergent behavior at the macro levelFigure 1: Collective driver-vehicle interaction expresses cross-car and car-to-x interactions. What

7、 about the individual driver and its demands and desires ?Permission to make digital or hard copies of part or all of this work for personal or classroom use is granted without fee provided that copies are not made or distributed for profit or commercial advantage and that copies bear this notice an

8、d the full citation on the first page. Copyrights for third-party components of this work must be honored. For all other uses, contact the Owner/Author.Copyright is held by the owner/author(s).AutomotiveUI 14, September 17 - 19 2014, Seattle, WA, USA ACM 978-1-4503-0725-3/14/09./10.1

9、145/2667239.2667311THE DRIVER1 SENSATION and PERCEPTION CO ITION and ADAPTATION 3 RESPONSE SELECTIONand ARTICULATIONFirst step: Collective Vehicular NetworkIn the long history of driver-vehicle (interaction) research, the focus was on improvements on individual level, i. e., between one driver and i

10、ts car. With the broad proliferation of communication technologies and subscriber identity module (SIM) cards integrated in almost every product/device (including vehicles), the next step is to raise optimization issues to the macro level, by streaming all the local information from driver (thoughts

11、, intentions, expectations, physiological state, etc.), vehicle (vehicle-specific data from OBD interface/CAN but, movement data, etc.), and infrastructure (road condition, ambient temperature/humidity, weather conditions, etc.) to a collective/cloud database (Figure 1). Information is processed and

12、 feedback to the individual driver/vehicle units provided based on commonalities or similarities (e. g., all cars with same target, all drivers with the same type of travel (business, shopping, vacation), etc.) to optimize global parameters such as traffic throughput, driving economy, road safety, e

13、tc.Unfortunately, an improvement in terms of quality aspects on a local (driver-vehicle interaction) level, e. g., driver convenience and driving experience, ergonomics, user friendliness, etc., is likely to be neglected.Second step: Driverless VehiclesIn a global network of cars enhanced with servi

14、ces such as negotiation, symbiosis, experience sharing, etc., the logical next step is to include autonomousvehicles.Subsequently, the expectation is that driverless cars will become the matream of individual mobility. (When pecting actual self-driving vehicles, it turns out that these cars are regu

15、lar vehicles (Toyota Prius, Audi TT,Lexus RX450h) retrofitted as driverless cars by integrating technology such as LIDAR/laser scanner, ultrasonic sensors, GPS, accelerometers, IMU, etc.)Challenges are, thus, no longer on the technological side, they are more on the logical, behavioral, and organiza

16、tional sides. For example, the co-existence of manual driven and driverless cars, which we will see initially, necessitates the latter to implement some basic understanding of human thinking to allow for social interaction and decision making similar to human behavior. Further on, if vehicles have t

17、he ability to drive on their own, people will no longer have self-owned vehicles, but use shared cars for one-way journeys that return after useautonomously to the base station (airport, main tratation, public transport hubs) and are available for the next customer. Successful use and efficient shar

18、ing requires customization to adopt to individual preferences and optimization in vehicle allocation.The problem is, however, that many people take a critical stance towards driverless cars good UXD is one chance to allay (some of) these concerns and to help changing the mind of the antagonists. In

19、this environment, I see the key success criteria for a broad penetration in i) the deployment of new (driver-vehicle) interaction services, ii) the application of social- orbio-pired traffic mechanisms 3, and iii) the customization of vehicles for the individual driver. “Grand challenges” to permit

20、or preventproliferation of driverless cars on large scale are, amongstothers: In terms of safety, it might be irresponsible toward other road participants to manually steer a vehicle, but sitting in driverless car will be boring and waste of time. How to convince critics to the contrary? How to ensu

21、re a high grade of traveling or quality of user experienceuch a setting? Will driverless cars implement all the samebehavior,or will it be possible to configure them based on own general driving preferences (conservative/aggressive,Mark Fields, chief operating officer at Ford (January 22, 2014): “.

22、we see a future of connected cars that com- municate with each other and with the world around them. Our goal is to offer a level of technology in which a driver is still in control and still able to enjoy the driving experience, but in a better, safer and more efficient way.” 1.Chris Urmson,directo

23、r ofGoogles self-driving car pro- gram (October 23, 2013): “Autonomous cars are safer and smoother than actual drivers.” 4.Referencesslow/fast, etc.)? How will this affect global optimization (i. e., can algorithms consider this)? Can a driverless car be configured by its owner to “break a law”, e.

24、g. excess the speed limit or enter a residential street without permission?How to protect autonomous cars from hacker thathave fun in crashing cars or secure the communication channel from criminals that want to clear the escape route by spreading a hoax about a jam or traffic accident on that road?

25、Will it be possible to allow for fine-grainedpersonalization for the individual driver (each driverhas its own style of driving)?A driver quickly gets annoyed if stucking behind aslow driver or being pushed by a driver behind to speed up. Will a harmonized traffic flow solve this problem?Is it possi

26、ble to implement traffic managementsystems operating on group level/global scale, that solve problems evident in actual collective traffic systems (navigation system announces a traffic jam and proposes to take alternate route; most of the drivers take the alternate route and move the jam to the oth

27、er place, while the originally jammed route gets free.)?How to implement concepts of negotiation orconflict resolution in a mixed world of manual steered and driverless cars, e. g., 4-way crossing with traffic light outage: which car is allowed to go, which one has to wait? How to communicate to the

28、 drivers?Learning and experience sharing (for details, see2): Millions of drivers are using the same route day by day and drive there much more efficient than a driverless car will be able to. How can autonomous cars learn from human drivers? How can human drivers share their experiences with driver

29、less cars?1Nawaguna, E. Ford Teams with MIT, Stanford to Research Autonomous Vehicles.urancejournal, online, /news/ national/2014/01/23/318142.htm, January 23, 2014.accessed July 25, 2014.Riener, A., and Ferscha, A. Enhancing Future Mass ICT with Social Capabilities. In Co-evolution of Intelligent Socio