Version 1.3 November 2017 ARE WE THERE YET? Produced by ustwo @ustwo THOUGHTS ON IN-CAR HMI @autoustwo FIVE PART BLOG
With the ongoing integration of advanced computer systems into We touched upon interaction patterns (covering issues with muscle vehicles, the interfaces within are becoming ever-more complex. memory and regulations), took a qualitative look at current on-screen interaction and visual design, briefly gazed into what the near future As the prime points of interaction between driver and car, these might look like (we see haptic and aural feedback), and finally said a ‘human–machine interfaces’ (HMI) demand great care and attention few words about our own approach to in-car HMI design here at ustwo from manufacturers, designers and engineers alike. studio. ustwo wrote a blog series focussing on this subject, posting one part This eBook consolidates the series into once designed, considered each day for five days. In this five part thought series we looked into this document which is optimised for both desktop and iPad viewing. phenomenon of growing in-car HMI complexity. We explored our belief that an interface should match the evocative nature and elegance of From all of us at ustwo, we hope you enjoy it. an automobile’s exterior and interior design. We also outlined our key thoughts on how, in partnership with manufacturers, we can bring an extra layer of care into the design of compelling experiences, in order to tame the beast that is in-car HMI.
Are we there yet? Thoughts on in-car HMI 02 THE AUTHORS
Tim is a design specialist at ustwo His client experience includes Tim Smith with ten years of visual design Sony PlayStation, Amex and Evian. experience and 14 awards and Tim’s current area channelling his Visual Design honours to his name (although OCD is fitness and diet, where he & UI perspective 13 of those awards were made is undergoing a regime so strict, up by himself). that he forbids himself to be within @mypoorbrain 50 metres of any unhealthy food. Tim is known for his illustration work and ability to expertly translate brand into interactive digital experience designs.
Are we there yet? Thoughts on in-car HMI 03 Harsha Vardhan
Interaction & UX perspective
@wabisabifiction
Harsha is an interaction and Between 2012-13, Harsha service designer with a background worked at Service Innovation in industrial design and engineering. Labs in Berlin, solving urban He is a graduate from the mobility issues (which included Copenhagen Institute of Interaction parking and car-sharing) for design (CIID) and the Indian two of Germany’s largest car Institute of Technology (IIT), Delhi. manufacturers. Since joining ustwo in late 2013, he has been During his time at the CIID saving up for a BMW F800 on consultancy he worked with ustwo’s save and match scheme. Toyota’s Kansei division.
Are we there yet? Thoughts on in-car HMI 04 Barnaby Malet
Developer perspective
@barnabymalet
Barnaby started building for After 12 months he realised that the web in 2006 and hasn’t it wasn’t for him and headed to stopped since. He graduated from startup land. He now spends his Imperial College with a masters in time writing JavaScript, Ruby and computer science before pursuing Objective C. He has a passion a PhD in distributed systems. for cutting edge technology and product development driven by solid user feedback and analytics. At social events he avoids bottled lager and instead prefers to go home to get an early night.
Are we there yet? Thoughts on in-car HMI 05 David has over 15 years Before long, the interweb David Mingay experience in digital design, appeared and David became spanning a wealth of industry involved in all things web Process & petrol head verticals, engagement types related, including branding and perspective and user touch-points. After user experience design, Flash graduating from Northumbria programming and animation. Now @dmingay University with a design for at ustwo, he prides himself in industry degree, he immediately being the 3rd oldest person in the jumped into the digital world of company, with the greyest beard. set-top boxes, CD-ROMS and kiosk design.
Are we there yet? Thoughts on in-car HMI 06 CONTENTS
INTRODUCTION: LOOKING AHEAD: THE NEAR FUTURE DESIGNING FOR THE 08 OF IN-CAR HMI 39 IN-CAR HMI
LOOKING BACK: OUR EXPERIENCE: WHERE WE ARE NOW A NEW APPROACH 12 & WHERE WE WERE 64
LOOKING AT THE NOW: CONCLUSION: CHANGING PATTERNS WHAT LIES AHEAD? 25 IN HMI 86
Are we there yet? Thoughts on in-car HMI 07 INTRODUCTION THE NEAR FUTURE OF IN-CAR HMI
Are we there yet? Thoughts on in-car HMI 08 INTRODUCTION
Which consumer technology market has changed and advanced Cars are the biggest most in the past decade? It has to be the mobile phone sector. “and oldest mobile Thanks to game-changing user experiences delivered through devices... the face of touchscreens the market has rapidly evolved, giving rise to tablets, mobility. We’ve [Ford] phablets and the like. Along with advances in chip, display and web- been around for over a based technologies, mobile devices have become more and more century. But we welcome affordable, achieving unprecedented mass adoption. It seems only the competition from natural that they have found their way into the cars we drive today, replacing physical buttons and knobs with pixels. newcomers like Apple and Samsung. There is much potential for in-car HMI, but we have yet to see a similar revolution in the UX and UI of the automotive industry. Paraphrasing John Ellis (Head of Ford’s developer program) at CES 2013 A recent survey by software supplier Cisco Systems suggests that the automotive industry is not meeting consumer demand in respect of technology. In order to bring in-car HMI up to speed, the industry needs to gear up.
Are we there yet? Thoughts on in-car HMI 09 HTC car stereo clip
Pervasive and distributed computing, affordable and accurate sensors for measuring physiological and mechanical systems, and the notion of networked objects (the Internet of Things) all play a part — and all are available through smartphones.
And therein lies the challenge: as people become ever more dependent on their smart devices, they begin to expect more of embedded technology elsewhere in their lives. Sadly, these expectations are not being met by the current generation of in-car HMI.
Furthermore, patterns of ownership have changed. The young urban populace is moving away from car ownership and towards ‘pay as you go’ or car-sharing schemes, throwing up all kinds of new design considerations.
However, in the haste to get on-trend, car manufacturers have simply used screens to replicate what has been before, rather than taking an empathetic, intelligent approach. Skeuomorphism abounds, where physical buttons are replaced with lookalikes on a screen —
Are we there yet? Thoughts on in-car HMI 10 familiarity is retained, but at the expense of tactile feedback. Current Tesla vs the Boeing 757-300: touchscreen HMIs are often simply ill-considered re-appropriated solutions a comparison where screens abound, developed for completely different contexts (which we will discuss later). but in the aircraft cockpit, physicality remains. This says a lot about the ‘learnability of purely screen-based We believe that there is a need to approach this topic anew, in light controls such as those seen in the of these challenges and others we will highlight later on in this series. Tesla’s centre console. ustwo is a design studio specialising in the creation of digital products and services across multiple technological platforms. When it comes to in-car HMI, we’ve been learning and adapting as we go — finding our feet and getting stuck in. Our experience in meaningfully connecting people and technology, through the rapid prototyping and testing of conceptual ideas gives us a solid base from which to challenge the status quo.
In this series we focus on recognising the issues, exploring the opportunities and offering solutions for in-car HMI. We also describe the approach we took in developing our own concepts for the in-car experience when working with one of the world’s leading automotive manufacturers.
Are we there yet? Thoughts on in-car HMI 11 LOOKING BACK: WHERE WE ARE NOW & WHERE WE WERE
Are we there yet? Thoughts on in-car HMI 12 ORGANISATIONAL & LEGACY ISSUES
Photo credit : thecarscoop.blogspot.com
The velocity of growth in digital large scale manufacturing and technology and its adoption has materials sciences). not been matched by automotive manufacturers. Another roadblock is the siloed team structure within manufacturing Although expert in the design industries, where engineering is and build of highly functional and often isolated from interior UI and emotional hardware, automotive interaction design teams. manufacturers often ignore the critical interactions and opportunities When working with organisations between car hardware and HMI. that have this structure, we’ve experienced a narrowing approach This is generally due to home- to problem solving and opportunities. grown complexities — long cycles As a result, cutting-edge technology of engineering and manufacture is not used to its best advantage continually put them behind the and the basic theories underlying curve of computational evolution cognition and human–machine (Moore’s Law does not apply to interaction are not fully applied.
Are we there yet? Thoughts on in-car HMI 13 And today we are Samsung “smart fridge” with embedded touchscreen “adding the digital user interface. The two large monitors in the new S-Class, each measuring 12.3 inches, currently represent a benchmark.
Designer interview on the Mercedes Benz website
Even when teams do work together, This approach, although effective, it is often too late to share disruptive does not suit concepts that product and experience ideas. require a high degree of user This is evidenced by the ‘stick a interaction with new technology. touchscreen on it’ phenomenon, This is because in order to get seen on many appliances and these experiences right, you need in-car interfaces. to develop the user experience with real users, in near-real The motor industry also tends to situations. We believe that a rely on a ‘couture’ methodology methodology is needed that for car design, whereby very high allows concept, user experience level concepts are brought to life, and user interface ideas to be with the aim of wowing motor developed in a collaborative and show attendees. In order to get effective manner. We will cover some semblance of the concept this in detail later in this series. into an actual production vehicle, designers have to ‘over-egg’ the idea in anticipation of its dilution.
Are we there yet? Thoughts on in-car HMI 14 COGNITION & MUSCLE MEMORY ISSUES
1922 Austin Seven
The nature of driving a car has What has been changing significantly not changed since the Austin 7 is the integration of electronics of the early 1920’s. and, more recently computers, into the HMI (e.g. GPS, telematics, The archetypical automobile, ADAS, and infotainment systems). with its specific driving position, These elements have introduced steering and control scheme, new layers of complexity to gauges and even its reliance on interactivity, completely changing the internal combustion engine cognitive models and expectations. has not really taken any major evolutionary steps in the last 80 years.
This dogged consistency has helped the automotive industry over the years — a user needs only to learn to drive one car in order to drive any car.
Are we there yet? Thoughts on in-car HMI 15 Consider the interior of a Mercedes SL Controls: tools or devices which Mapping: developing a ‘feel’ Left: Mercedes SL 1970s from the 1970s compared with a offer control of in-car functions for controls — the ability to Right: Mercedes SL 2013 present day Mercedes SL. (e.g. a knob on a music player). understand what a control does Affordance: the nature of and where it is located In a typical interaction design manipulation a control offers, (an accomplished pianist can play fashion, we can break down the while performing an action the instrument blind, by ‘feel’ or analysis of the past and present (e.g. a knob can be turned about muscle memory). HMI by looking at: on an axis). Learnability: the ability to Feedback: the change or reaction understand the way a control brought about by the controller behaves over time (e.g. turn the (e.g. the change in volume when knob clockwise to increase volume). the knob is turned). Modes: the number of ways a tool or device can be used and repurposed by switching to a new function (e.g. the same knob can also be used to control brightness).
Are we there yet? Thoughts on in-car HMI 16 1970 2013 Knobs, switches, sliders offer Multi-modal screen with GUI direct control / manipulation Indirect control via knobs & switches
In the car interiors of yesteryear, Learnability was always a factor, the spatial arrangement of the dials but a sparse set of controls meant and knobs allowed for a mental an inherent simplicity. map of the HMI to be developed over time and in turn built into With modern HMI it’s a completely muscle memory. different story. There are many more controllable elements within cars, Since there were fewer electrical numbering in the hundreds — complexities, mechanical elements navigation systems, telematics, such as knobs, switches and ride control and infotainment sliders provided both control systems to name but a few. and direct mechanical feedback — a tangible user interface. There were far fewer modes, because there was direct communication The spatial arrangement between the elements on the car provides for a mental map and the controls. of the controls over time Knob Button Slider
Are we there yet? Thoughts on in-car HMI 17
Single function controls Control knob turns through, selects Touchscreen Calls, seat / drive position modes and operates the GUI Direct manipulation of GUI
Nowadays, there is a mix of both This adds a fivefold complexity in 3. Affordances: how does moving 5. Consistency and muscle tangible and graphical user interfaces cognition: a circular knob relate to movement memory: if a person changes car (GUI), with the GUI behaving as the between modes on the screen? models or even manufacturers, primary source of feedback with 1. Shifting between modes: Can we bring back the direct control they have to relearn some of the multiple modes for different in-car (and learning where they are) does seen in the cars of yesteryear? basic controls from scratch. functions and systems. Elements not allow for a single mental map within the GUI can be controlled to be built up over time. By way of 4. Feedback: at present there is a With the advent of these multi- either indirectly via mouse-like an example, see the video for how reliance on visual feedback in the modal HMIs, people are now faced devices or more recently, by to move between sat-nav and seat GUI which can be very distracting. with an unprecedented level of manipulating elements via touch. position control. Complimenting visual feedback complexity, as well as the added with aural and/or haptic feedback pressures of congested driving. This short clip shows how the 2. Ease of Mapping or Learnability might be the answer. (Haptic This plays a huge role in decision control knob indirectly controls of the GUI: Where are the controls technologies are tactile feedback making due to the limited nature modes and elements within the and what are their functions? systems that take advantage of of data storage and access in the GUI of the Mercedes SL 2013. Can they be learnt easily? the sensation of touch). human mind.
Are we there yet? Thoughts on in-car HMI 18 LIMITATIONS OF COGNITION & ‘THE WORKING MEMORY MODEL’
The ‘Working Memory Model’ put forward by Baddeley & Hitch in 2000 (first in 1974)
To understand the limitations of and forms, and muscle memory, cognition, we first need to look whereas fluid memory tends more into how people consciously to the visual and auditory. CENTRAL engage with the world through EXECUTIVE the construction of long-term For further information, see these and short-term memories and related papers and talks. their retrieval over time. Visuospacial EPISODIC Phonological Sketchpad BUFFER Loop The ‘Working Memory Model’ put forward by Baddeley & Hitch in 2000 (first in 1974) describes the interplay between a ‘crystallized’ Visual Semantics Language Episodic LTM long-term memory system, a (shapes - forms) (Muscle Memory) ‘fluid’ short-term memory system and a limited capacity ‘episodic buffer’. The crystallised long- Crystallized systems Fluid systems for short term memory system comprises for long term memory term & conscious tasks language, knowledge of shapes
Are we there yet? Thoughts on in-car HMI 19 frustration on the part of the driver The Gestalt principle of ‘Proximity’- a. due to cognitive overload. notice the grouping of elements in a, b & c, based on how close they are in Over the years human–computer relation to each other interaction studies have postulated several key methods for tackling b. the problem of cognitive overload. One such method is the concept of ‘Chunking’ as proposed by George Miller in 1956, whereby an individual c. can remember or process only seven chunks of information, in their correct serial-order, in his working memory. This essentially means that grouped The Episodic buffer is One can consider the act of driving items are easier to recall, because assumed to be a limited to be crystallised, since it uses long- grouping assists phonological and “ term muscle memory, whereas the visuospatial memory. capacity temporary information consumed around that storage system capable task of driving — Who’s walking of integrating information in front of the car? Where am I +445232367456 from a variety of sources. driving to? What am I listening to? Linear — can be considered to be part of Allen Baddely (2000) from a conscious experience and in the +44 (523) 2367 456 ‘The Episodic buffer: A new episodic buffer at any particular time. Chunked component of working memory’ The episodic buffer has a limited The concept of chunking also seems capacity for taking in visual, auditory to apply to visual forms , similarly and motor cues, so a HMI which does grouped shapes or patterns are also not allow for the easy construction easier to remember. This is known as of skill or muscle memory can the Gestalt principle of proximity. easily overtax it. This in turn leads Further evidence for this concept to bad decision-making and is suggested in studies here.
Are we there yet? Thoughts on in-car HMI 20 FRUSTRATION, CONFUSION & SAFETY ISSUES
The complexities of in-car HMI, The system should The system should be The system should combined with the limitations “be designed to support “designed in such a way “be designed so as not of human memory may result in cognitive overload for drivers. the driver and should not that the allocation of driver to distract or visually give rise to potentially attention to the system entertain the driver. As a result, minimising distraction hazardous behaviour displays or controls and reducing driver error has been European statement of Principles on by the driver or other remain compatible with in-vehicle HMI, Commission of the the focus of law and policy makers road users. the attentional demand European Communities worldwide. Efforts are being made to curb the use of distracting of the driving situation. devices (eg mobile interfaces) which in turn also influences the design of HMI.
For instance, the European statement of principles on in-vehicle HMI issued by the Commission of the European Communities states:
Are we there yet? Thoughts on in-car HMI 21 Or the NHSTA guidelines (USA), The driver should be The distraction Any task performed a summary of which is present able to keep at least one induced by any secondary by a driver should be here. The guidelines are based “ “ “ upon a number of fundamental hand on the steering task performed while interruptible at any time. principles: wheel while performing driving should not exceed a secondary task that associated with a (both driving-related baseline reference task and non-driving related). (manual radio tuning).
Are we there yet? Thoughts on in-car HMI 22 The driver, not the Displays should be So, it is fair to say that many of the This leads on to learnability issues, system / device, should easy for the driver to see issues we currently face in HMI not to mention frustration and the “ “ design are borne of the legacy obvious safety concerns as put control the pace of task and content presented of the space and the automotive forward by regulatory agencies. interactions. should be easily industry infrastructure. The siloed Though manufacturers are definitely discernible. nature of design teams means aware of these issues, it is our that while new functions may be view that many of them could NHTSA Guidelines introduced, organisational structure be mitigated early and rapidly, might not allow for the sensitive if a “one-team” collaborative incorporation of these features. approach was adopted, where they can design, build and test ideas with real users to learn and iterate accordingly.
Are we there yet? Thoughts on in-car HMI 23 1969 Bertone BMW Spicup Concept LOOKING AT THE NOW: CHANGING PATTERNS IN HMI
Are we there yet? Thoughts on in-car HMI 25 CONNECTED CARS: A LONG TERM SOLUTION?
Tim Smith Harsha Vardhan Design Specialist Interaction Designer
Smartcar provides climate control both within the Tesla S and the home
In the past year we’ve seen Apple, As we see it, there are three Microsoft and Google enter the models at present: in-car space with their own custom HMI concepts. Model 1 : The radically connected car The media has focused on the Such as the Tesla S, where the potential for new user experiences hardware, software and HMI is within the connected car and the all custom-built; integrated from likely emergence of a strong in-car the ground up. This model allows app market. the deep integration of not only the multimedia systems, but also Take a look at Apple’s ‘Carplay‘ diagnostics and control systems and ‘Android Auto’. inside the car with the driver. Connectivity (see these tie-ups The notion of a connected car with network service providers) has a significant impact on and an API also allow interesting the way HMI is conceived and custom apps and services to be implemented. built by independent developers.
Are we there yet? Thoughts on in-car HMI 26 Model 3: Integration of same- Top: Apple CarPlay platform devices to onboard HMI Middle: Google Open Automotive Alliance as done by Apple and Microsoft. Bottom: Microsoft Window in-car While this might mean less fragmentation of operating systems, the user is wedded to one platform both in-car and in everyday life if they want everything to integrate.
So which model of connected car is best?
Model 3, while exciting, is borne Model 2: Custom HMI modules Apple, Ford, Android of different motives to Models 1 that use software platforms like and others — are targeting and 2. Apple, Google, Microsoft et ‘Microsoft Embedded Automotive 7‘ “ al are all looking for a gap in the or Blackberry’s QNX to manage and the car as the next frontier market or, more precisely, an extra integrate different devices and for mobile development. touch point in which to sell more sensors in a car into one platform. devices. The design community For example, Ford used Microsoft’s Adario Strange, Mashable may well be all fired up designing platform for their relatively long apps for cars, but what are the running ‘Ford Sync’ HMI systems. potential pitfalls of an app-based In this model custom interfaces approach? for drivers are created, which means that the status quo, fragmentation First and foremost, drivers are of interfaces and experiences, still beholden to a hardware/software remains. However, the inherent manufacturer. To make Apple CarPlay independence allows for the work on the Mercedes Benz C-class, creation of custom experiences for the driver has to plug in their iPhone. users while being agnostic to the Similarly, to use ‘Auto’ you’ll need driver’s mobile device. an Android phone.
Are we there yet? Thoughts on in-car HMI 27 Will people start to choose cars platforms into existing cars, than If you have (HMI) ideas Being beholden to a hardware/soft- ware manufacturer – Plugging in the based on their handset of choice? to create tailored solutions in a “now and you want to bring fragmented market. iPhone to make Apple ‘CarPlay’ work on the Mercedes Benz C-class as Compounding this phenomenon, it to the vehicle soon, we try to accomplish it seen in the demo video previously or car manufacturers seem all too Car manufacturers benefit too — your Android phone with ‘Auto’. keen to jump into bed with these not only do they save on HMI costs, with this team by taking initiatives — Honda, Audi, General they also benefit from the fast pace advantage of mobile Motors and Hyundai, to name but a of technological advancement in devices and connecting few, are already members of Google’s the mobile and software space. Open Automotive Alliance (OAA). Lengthy automotive design process them to the car to bridge cycles would otherwise hold back that gap. There’s a “me too” sense of the integration of a contemporary urgency too; it’s quicker and more HMI, as pointed out by Vera Schmidt, Vera Schmidt, Senior Manager of scalable for Apple, Google and Senior Manager of Advanced UX Advanced UX Design at Mercedes [source] Microsoft to get their existing Design at Mercedes.
Are we there yet? Thoughts on in-car HMI 28 And speed is of the essence — A 2 dollar smartphone mount these companies, software giants via niftycurly @ Intructables.com and automotive stalwarts alike, need to establish their presence in this field as quickly as possible if they’re to get ahead of the trend.
In the short term at least, Model 3 may be the quickest and most viable way of getting a contemporary UI into a car by providing better usability and consistency across car types. It also plays into people’s behaviour and the ways smartphones are already being used — for 1. Given the lengthy production instance using Google Maps cycles and that purchase cycles instead of traditional Sat-Nav are less than one vehicle per two via a cunning dash-mount hack years, it will take many years for the model to become truly pervasive. But there are obvious drawbacks According to estimates from GSMA to Model 3, which might hold and others, by 2018 there will it back: be over 60 million connected cars on the road globally, driving some £30 billion ($51 billion) in annual revenue. That’s just 6% of the cars on the road, which surpassed 1 billion in 2010 (according to a study by Ward’s Auto).
Are we there yet? Thoughts on in-car HMI 29 1 BILLION CARS ON THE ROAD 6% (60 MILLION) CONNECTED £30 BILLION ANNUAL REVENUE
2. Being beholden to a certain The best ‘iPhone’ experience and mobile devices/software to be truly viable and attain hardware/software provider, might not translate well for reach obsolescence far sooner. any level of meaningfulness. might be detrimental to user everyone who does not use it. Would this mean a new paradigm experience. For instance, demos in replaceable and modular HMI? This leads us on to the radically of Apple’s CarPlay system speak 3. Updates to mobile devices connected car and custom module about the use of the iPhone should happen at an equal pace 4. Access to deep telemetric data HMI car, outlined in Model 1 and 2 in a car. It predetermines the to that of the in-car HMI (hardware and control systems of the vehicle respectively, which use a bespoke, use of a certain kind of device and software). Update patterns in (eg seat positions, remote ignition integrated HMI approach. and an understanding of the consumer mobile devices cannot control) in an app-based model This could be a better more idiosyncrasies of that operating carry over into cars, since that could prove difficult with regards meaningful long-term option, system, which would make sense could present safety issues. Rules to driver and passenger safety and but like Model 3, also has some only for Apple users. What we need to be communicated to security. Regulations will need to existing issues. actually need is synchronisation independent app makers who wish change quickly to suit this reality. across multiple platforms to to develop software for cars. (See Hacking into the Tesla S). be more inclusive across world Similarly, we need to consider the markets. (Car makers are looking rapid change in mobile hardware We feel that these are just some into this issue — Press release in comparison to the car in itself. of the challenges that need to be from Audi). Cars are meant to last for years overcome in order for this model
Are we there yet? Thoughts on in-car HMI 30 BLACK & BLUE
Tim Smith Design Specialist
In the first and second model, For those (automotive) some potential (discussed later), and unintuitive — the exact opposite car manufacturers’ internal “manufacturers looking but currently is poorly executed. feelings that they should evoke. design teams create their own And then there’s the fact that “tailored” HMI (though often the to go it alone, I don’t The problem with current internally they all end up looking the same. GUI and even physical buttons expect much. designed in-car HMIs is that they are repurposed from vehicle to either look hard to use or they are HMI UIs have their fair share vehicle). Geoff Teehan hard to use (probably the same of practical, legal and safety thing) — and let’s not even get constraints, of course, which can The screen and, more recently, the started on Pixel Perfect Precision. make a designer’s job very difficult. multi-touch screen seem to be the However, it is fair to say that current default thought on HMI problem They are often very moody and HMIs have no aesthetic beauty, solving today. dark, with neon blue highlights no identity of their own, no character. and metallic textures. This creates They are an emotionless, In his article The State on In-Car UX, another problem: they have an ugly, utilitarian, afterthought; Geoff Teehan does not exude overtly masculine or sci-fi aesthetic a seemingly out of character confidence in this approach. which can alienate both women approach for automotive companies Contrary to Geoff Teehan’s opinion, and men. The UI’s approachability that expend so much effort on we believe the model itself does have is thus often daunting, intimidating exteriors and interiors.
Are we there yet? Thoughts on in-car HMI 31 The current in-car UI landscape
Are we there yet? Thoughts on in-car HMI 32 BRANDING: A MISSED OPPORTUNITY
Tim Smith Design Specialist
Ferrari California 2008 HMI
This “black and blue” aesthetic HMI from the Ferrari California seems to be born out of a separate 2008 feature no red, but instead design stream to that of the lots of blue (admittedly, the rest of the car and indeed the selected hardware is restrictive)? larger brand. We are not suggesting that HMI As with almost all companies in should necessarily follow brand the world, automotive companies books religiously, but we do feel have strict brand guidelines that there is a wasted opportunity on which they base all of their here. HMI should take inspiration communications, from logo from the entirety of the car, not treatment and typography to just in the choice of colour, but specific brand colour values. in other aspects of both form You can imagine that a Ferrari and function – this is the point brochure would feature lots in which we interact with their of red, as would a Ferrari website, product after all. a Ferrari app and so on. Why then, does the centre console of the
Are we there yet? Thoughts on in-car HMI 33 Photo credit: Otis Blank for Petrolicious
There’s real potential in blurring The use of skeuomorphism in They (automotive the lines between the exterior, many car HMIs is primarily based manufacturers) should interior and HMI design of a on a need to solve the lack of “ car, creating a coherent user affordance and feedback offered see it (in-car UI) as a and brand experience, from the by the screens that have replaced major opportunity to colours to the look and feel, to buttons (as discussed earlier). bring moments of joy interactions. With that in mind, However, this skeuomorphism and delight to customers. neither the blue of the HMI in the seems to bleed into the entirety of These are systems that example above, nor the square the interface, which again pushes shape nor the cold, dry look and any branding into the back seat. allow us to physically feel, fit in with the warm, sporty interact with their brand. and exciting interior and exterior of the car. Geoff Teehan
Are we there yet? Thoughts on in-car HMI 34 SKEUOMORPHISM: IT’S NOT ALL BAD
Tim Smith Design Specialist
Skeuomorphism applied to a UI
An aesthetic common in current To explain, let’s take a random automotive HMI UI’s, and indeed button from a UI. Using stylistic with many UI’s of the past skeuomorphism you might give decade, is skeuomorphism. it a glass texture, perhaps some bevels around the edges, maybe However, unlike contemporary UIs, even some light reflections and the in-car HMI has failed to move glare. While this may help it look with the times and shed the more like a physical object, it’s not skeuomorphism — perhaps an necessary for the understanding artefact of the lengthy car production of the function. cycles we discussed earlier. However by applying semantic We’ve always thought skeuomorphism to that same skeuomorphism was too generic button, you can imply that the a term though, preferring instead button has depth, which helps to split this term into two types; communicate that it is pressable. stylistic skeuomorphism and semantic skeuomorphism.
Are we there yet? Thoughts on in-car HMI 35 Affordance is an object’s ability to convey “its function through sensory means, for example a button suggests that you press it by being slightly raised; This technique can also be used in digital design to lead users into interacting with objects.
Pixel Perfect Precision, ustwo
Attachment ‘paperclip’ icon from email clients
This simple shadow or edge adds Semantic skeuomorphism Within today’s car dashboard, an ‘affordance’ to the graphical works with visual metaphors skeuomorphism also manifests user interface, which is pivotal to communicate a meaning, itself in these two distinct ways. in helping users find operational much like many icon designs. Just as skeuomorphic UI buttons cues. (We cover this in more detail For example, the attachment look like analogue buttons of in our ustwo PPP document for ‘paperclip’ icon in email clients: old, car HMIs are derived from a best practices in GUI.) it’s not an aesthetic style, nor legacy of analogue or mechanical is it literally demonstrating the interpretations of pre-digital car function. It is a metaphor that dashboards. effectively communicates the function — which is now so well- The first, stylistic skeuomorphism, known that is has been adopted presents itself in the form of as a standard. metallic sheens and bezelled graphics. This only acts to compound the masculine or sci-fi look we discussed earlier.
Are we there yet? Thoughts on in-car HMI 36 Toyota GT 86 speedometer
So, it is, in a way, a legacy; the So, the current state of in-car familiar representation carried HMIs suffers largely from the over from a time when that emergence of the screen and the method was the best approach multi-touch screen in the in-car within technological and environment, or more precisely, mechanical constraints. the poor appropriation of the technology. Car manufacturers’ The familiar is a powerful eagerness to use the screen signifier of meaning. Just as a solution to mapping and look at the paperclip example learnability problems has meant discussed earlier. However, that new problems have emerged learned behaviours and new in the infancy of its adoption. signifiers are being adopted all the time, especially in this As this technology continues You could argue that this aesthetic pin left or right depending on era of the rapidly evolving to advance and the experiences is informed by the materials used the exertion put upon the engine. smart device, and especially if mature, we may start seeing some within the car’s interior, or that in Though these mechanics are they’re efficient, a pleasure to changing patterns in in-car HMI fact the faux leather and wood no longer used, the same method use and easily understandable. that finally make sense. effects are a form of skeuomorphism to communicate velocity is The transformation from the themselves. Regardless, the styling, still adopted in nearly all cars. skeuomorphism of iOS6 to the flat, the blurring of the line between Is a dial pointing at a number motion oriented design of iOS7 is the design of the car itself and really the most effective way of an obvious example. that of the UI is something we communicating a driving speed? find interesting. There is an argument that it The second, semantic signifies a relative position — akin skeuomorphism, is apparent to ‘How many minutes to 2 o’clock?’ in the familiar speedometer. as seen with traditional watch-faces. But there are new and more relevant The early speedometers worked measures for speedometers now, directly from the engine: a cable such as ‘How close you are to the connecting the two pulled the speed limit?’
Are we there yet? Thoughts on in-car HMI 37 Photo credit: Otis Blank for Petrolicious LOOKING AHEAD: DESIGNING FOR THE IN-CAR HMI
Are we there yet? Thoughts on in-car HMI 39 HARD & SOFT INTERACTIONS
Harsha Vardhan Interaction Designer
Before we discuss our thoughts Soft interactions can be defined A machine is beautiful on the best approach for in-car as the actions performed by the “when it’s legible, when interactions, we will touch upon machine as non-deliberate inputs the types of interactions that provided by the user. its form describes how exist in the in-car environment. it works. It isn’t simply Self-cancelling turn signals a matter of covering the In-car interactions can be split into are an example of a soft technical components two distinct types: hard and soft. interaction — where the machine with an outer skin. autocompletes a sequence of
Hard interactions can be defined actions without any user input. Konstantin Grcic (2007) via as deliberate manipulative elasticspace.com actions performed by the driver. The latter type of interaction Examples are: changing the drive especially is coming to position using a button, using an prominence with the advent of infotainment system via a GUI or embedded interior sensors and inputting location data into the the notion of the connected car. sat-nav.
Are we there yet? Thoughts on in-car HMI 40 Hard and soft interactions
A. Haptic controls with B. Touchscreens with embedded touch controls possible Haptic feedback
Some of the possibilities have We believe that combination been exploited with contextual of meaningful hard and soft information displayed in HUDs interactions is the key to getting
(Heads-Up Displays), auto the best out of HMI in a car. C. Gesture control with D. Voice control dimming of interior lighting, visual & aural feedback loops & feedback and even experimental tracking In the sketch (right) we have of closed eyelids. As an aside, laid out what could be the set we feel soft interactions require of possible interaction paradigms. the greatest amount of care and This outlines some of our appropriateness in execution own research into near-future since there is a thin line between interaction possibilities using Curved road being assistive and in being a current technology. ahead distraction. 100m We will now delve into each of the above interaction paradigms. E. Soft interactions aided F. Contextual information on by computer vision secondary displays (e.g. HUD’s)
Are we there yet? Thoughts on in-car HMI 41 The Hype Cycle for emerging Less than 2 years technologies Source: Gartner (July 2013) 2 to 5 years 5 to 10 years 10+ years
Gamification Consumer 3D Printing Wearable User Interfaces Big Data Complex-Event Processing Natural Language Question Answering Content Analytics Internet of Things Speech-to-Speech Translation In-Memory Database Management Systems Mobile Robots Virtual Assistants 3D Scanners Neurobusiness Biochips Autonomous Vehicles
Speech Recognition Prescriptive Analytics Augmented Reality Machine-to-Machine Communication Services Consumer Predictive Affective Computing Mobile Health Monitoring Telematics Location Analytics Electrovibration NFC Intelligence Volumetric & Holographic Displays Biometric Authentication Human Augmentation Mesh Network Methods Sensor Brain-Computing Interface
EXPECTATIONS 3D Bioprinting Cloud Computing Enterprise 3D Printing Quantified Self Activity Streams Gesture Control Quantum Computing In-Memory Virtual Analytics Reality
Smart Dust Bioacoustic Sensing
INNOVATIONS PEAK OF TROUGH OF SLOPE OF PLATEAU OF TRIGGER INFLATED DISILLUSIONMENTS ENLIGHTENMENTS PRODUCTIVITY EXPCT’NS
TIME
Are we there yet? Thoughts on in-car HMI 42 A. Haptic controllers with Early BMW i-Drive Touch, late 2000’s. BMW went on to introduce the Improved BMW i-Drive Touch in 2013 embedded touch surfaces: Control knob next to the shifter improved i-Drive Touch in 2013 to hybrid interfaces and screen alleviate some of these issues by introducing a touch interface on Let’s take a closer look at the the control knob itself (as shown i-Drive controller that BMW in the video). employed in the late 2000’s. This form of hybrid interaction In this video, note the issues with presents a significant modes — affordance and mapping improvement because it allows a circular motion into a linear more active and tangible control output on the screen. of on-screen GUI.
Are we there yet? Thoughts on in-car HMI 43 B. Touch Screens with An interesting set of experiments Left: Porsche 918 HMI Haptic feedback being carried out at Disney Research points to the way forward, where Middle: Tactile Rendering of 3D Features on Touch Surfaces by Disney Reserach Touch screens are being put forward tactile rendering algorithms are as the sole modes of control in used to simulate rich 3D geometric Right: An array of 1D Gaussian bumps automotive HMI, as demonstrated features (such as bumps, ridges, are rendered to create DVDs, books and in the large-screen iterations in the edges, protrusions and texture) other stack of things. Disney Research Porsche 918 and the Tesla Model S. on touchscreen surfaces.
Although they appear to offer a If applied meaningfully, this could simple alternative, they are in allow a muscle memory or ‘feel’ fact problematic with respect to for controls to develop over time. learnability, as discussed earlier. They can also be very distracting, This technology can be seen because the driver has to rely on on the Disney Research website. visual feedback all the time and cannot form a muscle memory or map of the controls over time.
Are we there yet? Thoughts on in-car HMI 44 C. Gesture control with visual 3D gesture control as a concept is There are literally hundreds of 3D A notion taking root in people’s minds, and aural feedback loops also taking root in people’s minds, gestures possible and it takes thanks to these guys because of gadgets like the Leap time to learn and understand a Using gestures to control certain Motion and Kinect controllers. set pattern and thus in its present aspects of HMIs is an exciting state cannot be relied on as a pure concept. This is primarily because We can detect not just macro interaction — especially with it presents an opportunity to changes in physical characteristics, regards to safety. bring back the direct control and like nodding, facial position and feedback which existed in early hand gestures, but also micro This was indeed a key issue in our cars, although it is not without changes like eye movements. initial experiments using both the problems. However, the new interaction Leap Motion controller and the patterns emerging from low cost Kinect as primary modes of in-car The sensing of 3D gestural data is computer vision have not been control. We found, as with any new getting progressively easier, not fully cataloged and understood, control, gestural interaction is not only because of low cost sensors which poses a challenge when necessarily intuitive. and processors, but also as better mapping and learning a gestural algorithms become available. interface.
Are we there yet? Thoughts on in-car HMI 45 The rich feedback of physical A concept using the Leap motion con- This issue with fine grained control The AIREAL device by Disney Reserach interactions — clicking buttons, troller as shown below from Denso and has been the focus of research emits a ring of air called a vortex to- the movement of levers, gears Chaoticmoon institutions over the last few years wards a user’s hand. The vortex can im- part a force on the user’s hand, enabling falling into place — has not and we find this exploration by a range of dynamic free air sensations. translated well into the fuzzy Disney research to be amongst the digital space. ‘Minority Report’ interesting ones — ‘Aireal: Interactive style interfaces remain a fallacy tactile experiences in free air’. (The fallacy of a ‘Minority Report’ style interface). Here they prototype a new low cost, highly scalable haptic technology Also watch a concept using the that delivers expressive tactile Leap motion controller from Denso sensations in mid air as part of and Chaoticmoon. There are no their long term vision for creating buttons — only visual feedback is large-scale augmented environments employed — which introduces the which can deliver compelling problem of fine grained control interactive experiences and learnability. everywhere and at anytime.
Are we there yet? Thoughts on in-car HMI 46 D. Voice control and feedback Siri and Google Now in mobile OS’s HAL 9000 from 2001: A Space Odyssey have also been playing a strong Voice based interfaces have occupied role with in-car interactivity with imagination ever since the pop companies such as Nuance culture exposure to the eponymous supplying their software expertise HAL 9000 and more recently in the to manufacturers such as Ford — movie ‘Her’. Though we are far from seen in their Sync range of HMI. achieving human-like conversations with machines, due to continuous The promise of voice control lies advances in natural language with two factors, one in replacing processing and recognition, the last physical and digital controls moving few years have seen a number of into the land of no UI, where one high-fidelity consumer applications can freely converse with HMI and seeing the light of day (in essence secondly minimising the distractions this is a form of AI though some which come from the manual people might argue that it is not — operation of HMI, targeting a strong case of the ‘AI effect’). increased safety.
Are we there yet? Thoughts on in-car HMI 47 Vocal interaction design is a new control while changing volume, Voice input ‘Siri’ available in challenge. It is easy to say that voice which operates over a range e.g. Apple CarPlay could be a no-brainer in terms of ‘Increase volume… make it higher… next generation user interfaces, higher…’, as it operates as an but we need to critically understand abstract, analogue, inexact notion. implications before designing for the same. In our research we find We then get into the fuzzy area of the following factors (among many) allowing a user to set presets so to be quite important to consider; that a computer understands what he/she is trying to achieve or time 1. Discrete and continuous control: based learning where the computer This is the difference between the on understands intention by gauging and off states of a button and the past interactions e.g. ‘higher’ can continuous rotation of a knob. Voice mean increase by 20%. This fuzziness can play a large role in functioning could lead to increased confusion as an effective discrete control e.g. and frustration if not dealt with ‘turn on radio’ or ‘radio’, but may not carefully. A study into voice be as effective as a continuous interaction and distraction.
Are we there yet? Thoughts on in-car HMI 48 2. The problem with ‘Strings’ operations and the subjects of the Left: Driver frustration in The destination entry research carried out at the and ‘lists’: study rated these parts of voice task was the most time There is a challenge in dealing with interfaces to be as demanding as MIT AGELAB and the New “ England Transportation Center the input of strings of sentences using knobs and buttons. consuming, requiring an average of 111 seconds (alphanumeric data entry e.g Sat- Right: Voice input available Nav) and cognitive load it poses The complexities in the in Android Auto to complete in the first two on a driver. interface design arise from many studies. Task completion multimodal demands posed by time was not a matter Though one would think this is the technology. Among them where voice input could be ideal, are having to remember lists of problematic speech by eliminating the need to enter of information as spelt out by recognition... it was a text via a keypad, studies point the interface. One of them is a matter of interface design. to the contrary. Research carried behavior called the ‘orienting out at the MIT AGELAB and the New response’ — which often took Seeing Voices, MIT England Transportation Center, the form of subtle, seemingly point out that the distraction and unconscious shifts in posture as engagement levels of voice are the driver spoke to the HMI. A case comparable to that of manual of personification of technology.
Are we there yet? Thoughts on in-car HMI 49 A way to effectively deal with 3. Recognising emotion in voice: Voice input available in Ford Sync Designers must remain 2015 Ford Mustang the above issues as found by the This seems to be the next step aware that, although they study is by offering appropriate in Natural Language processing “ confirmations — both visual and — where mood and emotion are may be targetting the ear aural. Treating a person as a whole triggers for in-car reactions. and the voice, what they rather than just focussing on Approaches being taken by are really dealing with is targeting the ear and voice. Google and Nuance. the entire person.
The orienting response often relies Seeing Voices, MIT on visual feedback to the verbal input on the driver’s part. For instance, Apple with it’s CarPlay has tried to address the issue by deactivating the UI whenever possible. But the implications of these modes of automatic behavior on part of the interface have not been studied in detail as yet.
Are we there yet? Thoughts on in-car HMI 50 E. Soft interactions aided Infrequent movement can signify The Kinect One and ‘Eulerian video Left: Capabilities in the by Computer Vision a tired driver and thus a car might magnification’ have both been new Kinect to detect micro- prompt the driver to take a break used to non-invasively measure fluctuations in physiological data The ability of cameras to track or offer the driver directions to the heart rate (BPM) in a research Right: Enabling cameras to micro-movements in pixel data nearest motorway services. setting. Happily there is already measure BPM - Eulerian Video allows sensors in the car’s interior an element of consumer trust magnification - MIT , Quanta to detect a driver’s physiological Asynchronous reactions are time- when it comes to such personal research center Cambridge data. This can produce both based. For example, tracking a metrics — a survey carried out synchronous (real-time) and driver’s heart rate over a journey and by Cisco Systems revealed that asynchronous reactions presenting them with hot spots 60% of car owners would be (with a deliberate time delay). where there are data spikes. Much willing to share biometrics such like how a car’s fuel consumption as fingerprints and even DNA By synchronous reactions over a journey could be mapped samples if it would improve car we mean immediate and real- and studied, we can study and security. time reactions to changes in learn from physiological data. physiology, like the movement of a driver’s eyelids or reactions to gaze detection.
Are we there yet? Thoughts on in-car HMI 51 Curved road ahead 100m
Eye tracker
1. 2. 3.
F. Contextual information on Temporal reactions. This information can also be Spatial reactions. secondary displays (e.g. HUD’s) Turn-by-turn navigation displayed where the driver is An embedded eye tracker on a HUD only when GPS looking, via gaze detection on the dashboard activates is activated screens the driver is looking We could break the visual emphasis techniques. at only, minimising distraction towards a central console and provide displays for the driver What technological implementations based on when data is required have we seen so far? (temporal, left) and where it is required (spatial, right). The first main implementation is the use of secondary displays For instance, information can in cars, like HUDs, for providing be broken down into a number of information on or near the driver’s displays, to provide turn-by-turn line of sight have been in use navigation data when a driver since the late 1980s. requires it, perhaps using HUDs.
Are we there yet? Thoughts on in-car HMI 52 The Land Rover Discovery invisible Land Rover Discover: Invisible In a similar vein, the BMW ‘Vision BMW Vision Future Luxury bonnet concept is a more recent bonnet concept Future Luxury’ speaks about idea, where a combination of the ‘contact-analogue’ HUD for contextual on-road information the driver which augments the and actual off-road imagery from real-world view by projecting grille cameras is viewed through information directly within the line a HUD. Digital immersion through of sight. Buildings, traffic signs the use of cameras is something and hazards can be highlighted we expect to see more and more directly in the real-world in in-car HMI, used mainly by environment, selectively directing augmented reality. the driver’s attention to specific information.
Are we there yet? Thoughts on in-car HMI 53 Then we have gaze detection or Eye tracking technology It’s early days yet, but quite a few Caterpillar and Seeing eye-tracking displays, where specific software companies are working to integrate machines collaboration portions of the GUI become active trackers into driver assistance depending on where the driver systems, tackling issues like or passenger is looking (spatial driver fatigue, especially for reactions). This has the potential large commercial vehicles. for minimising distractions and, coupled with the temporal reactions, For instance a Caterpillar and can be quite powerful. Seeing Machines collaboration. These systems are built using a combination of software (face and gaze tracking algorithms) and hardware (cameras and processing units to integrate with on-board assistive systems).
Are we there yet? Thoughts on in-car HMI 54 In a similar vein, Tobii has eye The integration of eye Tobii eye tracking enabled game tracking systems which they tracking into the game have experimented with in cars “ and games. experience is literally a game changer – not only for the gamers themselves but developers.
Bruce Hawver, CEO of SteelSeries
Are we there yet? Thoughts on in-car HMI 55 CONTEXTUAL EMPATHY
Tim Smith Design Specialist
We’re still at the dawn of the smartphone. As with smartphone Before you become too in-car UI space and it’s worth and app design, context and the “entranced with gorgeous remembering that there’s more user need to be at the forefront of to how you interact with your in-car HMI design, but they are so gadgets and mesmerizing car than a UI on a screen, often overlooked. A person driving video displays, let me as demonstrated previously. a vehicle is in a very different remind you that information situation than a person sitting on is not knowledge, While we do see a future for the their couch at home. This is where knowledge is not wisdom, screen, and by appropriation, smart the term ‘contextual empathy’ devices in in-car experiences for comes from; understanding and and wisdom is not foresight. example, a more tailored approach designing for a specific situation. Each grows out of the other, has far greater potential, both and we need them all. in conjunction with and free from Take maps, for example. Maps any platform bias. and navigation are clearly of use Arthur C. Clarke in the automotive space, but that The in-car space needs to mature doesn’t mean simply putting a into something that is as sophistically ubiquitous service like Google defined and crafted as that of the Maps onto a screen.
Are we there yet? Thoughts on in-car HMI 56 There’s more to the in-car TomTom sat-nav experience than the driver and more to it than the driving — the automobile and the drive are a romantic and aspirational experience after all. That’s where the importance of understanding context comes back into play.
Encouragingly, during their presentation at the Build Conference at CES 2014, Microsoft acknowledged a difference in what one should Carmakers can do A driver has far less time to digest Safety is of course a major expect from driver engagement better - and the more a map than a pedestrian, so the consideration which makes during a drive versus the “ selection of which information to designing for the in-car HMI stationary context. Though only voices we have telling display when must be carefully unique to other UIs. a prototype, Microsoft seemed to them how to do so, considered. There’s perhaps less have done some solid field testing the safer our dashboards of a need to show roads that are not Many recent articles have raised with their in-car concept. will become. part of the route to the destination. safety concerns about screens Tom Toms and other such devices in cars, namely the potential An in-car experience will primarily John Pavlus, Fast Company have already adopted the same distraction to the driver involve the driver, but they won’t contextual thinking — they are (eg Matthaeus Krenn’s excellent always be driving. There’s the bespoke, tailored devices for the A New Car UI Concept). Safety is getting into and out of the car, the specific context. You certainly paramount, but these articles focus waiting in traffic and a plethora of can’t send emails or Facetime on one scenario; that of the driver other situations. anyone from them. while they are driving.
Are we there yet? Thoughts on in-car HMI 57 How about the person in the There are a number of passenger seat, the kids in the technological and practical ways back and even the family dog in to facilitate this requirement, the boot? What about the car that everything from the obvious — communicates with the city and multiple screens for each passenger, responds to the environment? to more abstract ideas such as A quality, safe, enjoyable and stereoscopic screens where driver beautiful car HMI will cater for and passenger see different, but all of these stories and more. relevant information, and gaze detection whereby the system This is a consideration Renault detects who is looking at the screen, played to in their unveiling of with the driver taking priority. their Initiale Paris model at the These are just a few ideas of many. Frankfurt Auto Show in 2013. Renault’s HMI housed a rear-seat So, already we can see that the touchscreen enabling passengers in-car context demands fresh to be part of the navigation, or thinking and design, from both a “journey exploration” process. UX and UI perspective. And this LandRover’s recent Discovery is where so many issues arise Vision concept also briefly in the current approach; a re- alludes to empathetic user appropriation of the (touch) screen design, offering variations on the into a new context, the “empathy” experience for the passengers. lost in translation. The UI can help solve these practical and Even with intentions of safety, functional issues, but it also goes there will be times when a visual a long way to resolve some of the platform, i.e. a screen or HUD, emotive problems associated with is the best way to communicate. in-car HMI.
Are we there yet? Thoughts on in-car HMI 58 DESIGN CAN BE FUNCTIONAL AND BEAUTIFUL
Tim Smith Design Specialist
Honda ‘Inner Beauty’ Civic Tourer A great car has function and it has It is not enough beauty, and should excel in both. “that we build products Beauty is a commodity in car that function, that are design, a commodity that is sold understandable and so evidently in contemporary usable, we also need marketing campaigns, typically to build products that based on the vehicle’s beauty bring joy and excitement, and the lifestyle it can offer. Indeed, the beauty of a car is often pleasure and fun, and, yes, favoured over its functionality. beauty to people’s lives.
We feel that all design should be Don Norman as beautiful as it is functional — there is inherent beauty in the purity of function.
Are we there yet? Thoughts on in-car HMI 59 Braun TP1 portable record player and transistor radio by Dieter Rams, 1959
Dieter Ram’s work for Braun is a difficult to keep the design great example. thread that runs through different departments intact. This goes Why not bring the beauty of the someway to explain the sudden car into the HMI, blurring the lines emergence of smart devices in between the car’s exterior and cars as we discussed earlier. interior design with that of the UI to create one unified piece of However, we believe that if the design? A UI can be a part of the exterior styling, interior styling, form of the entire car, not just trim and UI design teams work a simple module or an island of together from the very outset, interactivity in the interior. this unified aspiration is achievable.
There are some challenges with this approach. The lifetime of a car production from concept to market tends to be five years or more, so logistically it might be
Are we there yet? Thoughts on in-car HMI 60 Good design is aesthetic design — “The aesthetic quality of a product is integral to its usefulness because products we use every day affect our well-being. But only well-executed had systematic updates (a benefit objects can be beautiful. of the mobile device connected car model), you can’t rely on the Dieter Rams — Commandments for good design user taking action on, or even understanding, this process. Furthermore, a sudden change to the software, visually or otherwise, could cause serious safety concerns.
2. Design the HMI and UI in a templated, modular fashion from the start, so that the design can be re-appropriated as the project In fact, it’s encouraging to learn of vehicles has its challenges, progresses. This could also help that Mercedes’ research and it does ensure that the design in re-purposing or rebranding the development department already does not date during the production experience for other models, as utilise teams of designers and lifespan of the car. As design changes is already the case for many of researchers with backgrounds are made by other teams during the physical controls and is how in art, design, user experience, the project, you can react and the car stereo system has worked engineering, psychology and adapt — this applies to functional, for years. software to conceive new features physical and visual design. and designs under a unified 3. Do not design for trends but approach [source]. We see three main ways in which instead design for function and this process can be facilitated: context so that the aesthetic does The connected car model assumes not age badly, or indeed at all. It is a software focussed approach, 1. Design in regular system impossible to predict trends five but there may be further physical updates. This can help support years in advance, nor should you and hardware characteristics the software of the UI, but should try. Besides, the driver has to live beneficial to a meaningful HMI. not be relied upon. Even if the car with the HMI and UI for the lifetime While creating a bespoke HMI had regular and reliable access of the car far beyond the launch of for a specific vehicle or a range to the internet so that the OS / UI the vehicle.
Are we there yet? Thoughts on in-car HMI 61 Photo credit: Pictures Of Car Dashboards
Design tends to age badly if it succumbs to a trend. Conversely, there is something enjoyable in associating a car with its era, arguably an inherent part of the automotive experience and heritage. The HMI should be a part of that, as long as it is at one with the entirety of the car’s design.
Best practise should be a holistic focus in influencing the design, which could include accessibility standards and automotive-specific standards, to branding to the context of the environment to traditional design best practices such as layout and hierarchy. Putting some real thinking and commitment into the beauty of the in-car UI is in itself a step forward and something we are particularly excited by.
So what does it take to achieve a functional and beautiful in- car HMI / UI and how does that differ from any other? This is something we have explored in our studio, both in internal projects and working with one of the world’s leading automotive manufacturers.
Are we there yet? Thoughts on in-car HMI 62 1960 Plymouth GTX convertible OUR EXPERIENCE: A NEW APPROACH
Are we there yet? Thoughts on in-car HMI 64 OUR APPROACH
Barnaby Malet David Mingay Lead Developer Creative Director
Process at ustwo
At ustwo we see a significant Our approach in a nutshell: opportunity for designers and developers alike to narrow the 1. Arrival at a design statement gap between the concept and which forms a basis of exploration, engineering aspects of new product with assumptions and hypotheses, development, by using a lean and — working hand-in-hand with prototypical approach that traverses product owners over multiple multiple disciplines from conception workshops. to pre-production. 2. Identification of significant We employed just such an approach technological and experiential when we helped a leading automotive drivers, to form a basis for a set manufacturer conceptualise the of narratives. Narratives help us future of the in-car HMI experience. ask questions to test the weight of the design statement, while considering users and their actions in a particular scenario.
Are we there yet? Thoughts on in-car HMI 65 3. Iterative investigation of each 5. We generally consider currently 7. We also test visual design We created a scale model of of the narratives with prototypes. available consumer hardware as theories and ideas simultaneously our client’s car interior to test This is carried out by focussing proxies for nascent technology. with prototypes and demos, the hardware and with users on testing with real users. This enables us to probe the gathering user feedback as we The mindset employed during constraints of the tech, without test iteratively to form a guideline these investigations is to humanise waiting for the release of specialised of best-practices for the visual / interactions by rapidly building products. APIs and SDKs available UI design (which incidentally has and testing variations. for certain hardware enable us to informed some of the thinking in quickly prototype eg Myo, Kinect this document). 4. Prototypes generally consisting and Leap Motion. of an interplay between screen- Next, we speak about some of based user interfaces and spatial 6. Creation of an ‘experience demo’ our specific learnings with the / product interactions, with each which ties the narratives together experiments carried out in the experience and discipline bleeding into a working concept. The demo course of the project. into the other. is a tool both for communication and as a basis for getting to know limitations and potentials for future production.
Are we there yet? Thoughts on in-car HMI 66 GESTURAL INTERACTIONS
Harsha Vardhan Interaction Designer
Leap motion controller & ‘Column of Interactivity’
A key area of focus in our concept In order to think about gestures Through several rounds of was the building of learnable clearly and identify what is testing with the Leap Motion gestural interfaces through meaningful, we used the system sensor, quickly iterating with micro-interactions and their presented by Dan Saffer in his varying ‘columns of interactivity triggers, rules and feedback. book ‘Micro-interactions’. and feedback’, we found that understanding these issues was One reason for this focus was In-car interactions in the context important for our users. that it can prove less distracting of driving need to be modular to perform as it avoids potential with very effective trigger ? Tests were conducted by placing cognitive overload created by mechanisms in the light of the Leap Motion in an ergonomically looking at and comprehending safety, with rules and feedback convenient and logical position for a UI while allowing the driver to on the activation of those triggers. the driver from where they could keep their eyes on the road. For example, the rule inherent to interact with the HMI via gestures, steering (a trigger) is that the car unhindered by other physical In doing this, we aimed to make use turns, with feedback given both controls (i.e. gear shift/stick). of the benefits of the technology visually and haptically when the and solve the associated problems act of turning the steering wheel for the in-car context. becomes harder.
Are we there yet? Thoughts on in-car HMI 67 From these tests our key learnings Recognizing Shapes and B. Balance between meaningful AHNE — Audio-Haptic were that a meaningful gestural Gestures using sound as gestures and on-screen GUI. Navigation Environment HMI needs: feedback – Javier Sanchez, A couple of interesting research demonstration video by CCRMA — Stanford University SOPI research group, 2011 explorations point to the way this A. A gestural interface with a could be achieved, as shown above. focus on shortening the learning curve by using rich visual and aural feedback loops (car interiors provide for a controlled, fertile environment to affect rich feedback systems).
Are we there yet? Thoughts on in-car HMI 68 DATA VISUALISATION & SEMANTIC SKEUOMORPHISM
Tim Smith Design Specialist
Shadows offer ‘Affordability’ to suggest buttons are pressable
While solving some problems, Other signifiers were used to our concept also presented a prompt the use of a gesture or visual design challenge, that voice, such as the the ergonomics being how gestural interaction and placement of certain sensors and tangible interaction are (as described earlier in “Mapping”) distinguished visually. and audio cues.
Given that our concept had a mixture In another area, we shied away of buttons and non-interactive from skeuomorphism: the CROP OF DESIGN graphics, as well as other user overly familiar speedometer. inputs such as gesture, we We discussed earlier how applied semantic skeuomorphism the speedo comes from the (discussed in Part 3) in the form legacy left by mechanical and of a crisp shadow to pressable technical constraints, which in buttons only. This established a turn became a form of semantic visual language that effectively skeuomorphism when those defined all buttons as pressable constraints were lifted by and everything else not pressable. technological advancements.
Are we there yet? Thoughts on in-car HMI 69 23 97
ECO KMPH FUEL ECO KMPH FUEL
The driver is within the speed limit, However, is a pin pointing to a In our concept, we redesigned the The driver is over the speed limit, represented by the number, green number the most effective way of speedo with an expanding and represented by the number, red hue and contained circle communicating a driver’s speed? shrinking ring that changed colour hue and over expanded circle We explored alternatives to depending on how close you were stress test this established data to the speed limit (defined by the visualisation. particular road limits using geo location). A simple number in a constant position within this ring represented the speed and the consistent position meant the driver could quickly glance at the correct spot on their dashboard, decreasing dwell time.
Are we there yet? Thoughts on in-car HMI 70 “MICRO-DWELL”: INFORMATION IN PIXELS
Tim Smith Design Specialist
Nissan Versa Car billboard Photo credit: Jason in Hollywood
When it comes to visual where visual communication is communication in an in-car necessary, at least within today’s environment, you want to confines. In these instances, we achieve the opposite of what must ensure that the driver is we’re used to as designers. looking at the visuals for as little time as possible. It’s not dissimilar That’s to say the audience (in our to a billboard advertisement in case the driver and passengers) which the message should come should be looking at your beautiful, across instantly, though unlike painstakingly crafted design as the poster, the viewer should not little as possible, ensuring the dwell further. There are a number driver is not distracted and has their of design decisions that can be eyes firmly focussed on the road. made to reduce dwell to a minimum, a handful of which include: This is where the term “micro-dwell communication” came from. We have touched on audio and haptic feedback, but there will be times
Are we there yet? Thoughts on in-car HMI 71 Photo credit: Otis Blank for Petrolicious
Readability and legibility: Grouping: Hierarchy and quantity: Interactions: As discussed later, text should be Information related to a specific Ensure information is delivered As our concept utilised touch kept to a minimum and should be context or scenario could be with the correct prioritisation. screen inputs along with gestural as readable as possible. Graphics, grouped. For example, music Display as little information and vocal input, it was important as well as type, should be legible: controls grouped on one screen, at any given time as possible. to distinguish between and contrast and scale play a part in this. geo-navigation on another. As a rule of thumb, we tried to communicate them differently. keep information down to just Interactions should be done quickly. three pieces per screen/instance.
Are we there yet? Thoughts on in-car HMI 72 Photo credit: Otis Blank for Petrolicious
To accommodate these considerations, we found that by using graphic systems such as infographics, icons, “affordance” and colour-coding, we effectively reduced the length of time the user had to look at the visuals to understand what was being communicated.
In fact, understanding of the information and the way in which the system worked became quicker as the driver had more exposure to it. We even took this approach in redesigning the speedometer, as discussed previously.
Are we there yet? Thoughts on in-car HMI 73 TEXT & READABILITY
Tim Smith Design Specialist
We also looked at the very basics Overlaid text and graphics should or pale colours. We actually opted Good screen design of design and sought to employ always have the appropriate for a dark grey background as “happens in the subatomic them in the most appropriate light contrast (true of all UIs, deep black was too severe against way for the in-car context. automotive or otherwise). paler pixels and very high contrast level of microtypography This will ensure legibility. text can be difficult for people (the exact definition of a The use of text in in-car HMI is with dyslexia to read. typeface), the invisible a key consideration: it should Despite some experimenting, grid of macrotypography be kept to a minimum. This will a dark background seems to be the In some digital design instances (how the typeface is used), ensure readability (not to be shade of choice in automotive design. the inverse of black on white confused with legibility). There’s a reason why so many is frowned upon (with some AA and the invisible world of Paragraphs should be avoided car UIs have dark backgrounds, accessibility exceptions), but the interaction design and completely, at least when the and that’s because they are less requirement of a dark background information architecture. driver is actually driving. Long distracting and reduce glare. and the short engagement nature pieces of text are not only But more on that later. of the interaction negates this Oliver Reichenstein uncomfortable to read but also concern. This is thanks to the distracting — the length of time Given that the background should “read versus scan” hypothesis. to consume the information is be dark, the best option for text is too long, which can be dangerous. white or preferably very pale grey
Are we there yet? Thoughts on in-car HMI 74 simultaneously which “overloads” This white on black design the eye. The projected light from also works well for the lighting the white (or brighter than dark conditions of the vehicle during a b c pixels) of close proximity a drive, which can vary from fairly graphics, such as alpha- light to often shaded and even numeric characters, scatters dark. The automated dimming into neighbouring characters, and brightening of the screen d e f g which is obviously detrimental based on the surrounding light to readability. conditions could also prove a useful feature, much like how However, putting stress on the many laptops react to the lighting h i j user’s eyes is not so much of conditions of their environment. a concern when scanning the As an incidental observation, information because long visual car interiors tend to be dark too, Reading involves focusing fixations should not occur (if so a colour-match of the car’s on words and characters for a the information is appropriately interior and its UI could also be thorough comprehension of the designed). Given that we should considered when attempting to subject. This requires a lengthy expect what we call “micro-dwell” blend the two, something we’ve dwell time. times from the driver, reading is already communicated a great an unrealistic expectation anyway. interest in. Scanning involves skimming Scanning, on the other hand, the information for a broader is a more appropriate expectation MIT AgeLab and Monotype have comprehension of the subject. for which we can and did design paired up to tackle the issue of This requires relatively short dwell for — at least during the driving typography specifically for the times and often a “glanceable” experience. White (or pale grey) in-car HMI. Find out more about understanding of the information on black (or dark grey) therefore this here and in this talk. is achieved. not only supports the anti glare colour scheme, but also makes Reading paragraphs of white text it easier for the driver to scan is stressful on the eyes due to the information quickly, the all three types of colour sensitive micro-dwell time negating eye visual receptors being stimulated strain concerns.
Are we there yet? Thoughts on in-car HMI 75 COLOUR: BEAUTY & BRAINS
Tim Smith Design Specialist
Volvo Concept Coupe
As we researched the car UI has matured into an all- landscape and what had been encompassing, unisex, contemporary before, we realised quite quickly space. We see a great opportunity that they all looked pretty much to bring car UI up to date, enjoying the same. the same maturity as the rest of the car. In so doing we have to They were mostly dark, moody, go against what has been before. neon blue-accented, metallic textures, bezels, and shadows. The first thing we explored was reversing the dark background When we take a step back and look into a pale one. A paler UI tends at the examples we’ve gathered, to evoke notions of lifestyle, there is a strong feeling that many modernity, simplicity and of the UIs exude a masculine feel, approachability — exactly what akin to the automotive industry we thought was appropriate as a whole, decades ago. In-car to achieve our ambitions for our UI seems to be stuck in the past, design. Darker backgrounds often whereas the rest of the industry evoke moody, masculine tones.
Are we there yet? Thoughts on in-car HMI 76 Mercedes dash I suppose and stuff
Choice of colour was one way in At a glance, the colour palette which we could offset the gender helped denote the screen and bias. A charcoal grey or other therefore orientate the user. dark colour rather than black can In our concept, colour-coded soften the overall look. We also carefully chose a palette of low information even helped create saturation, but bright pale colours a relationship between two or to neutralise any negative stylistic more screens and enhanced connotations — the opposite of understanding. the neon blues of many car UIs. Colour is a powerful way in which The benefits of the use of colour to give personality to a design, are not only in its look and feel, be it a masculine tone or a friendly but also in what it can communicate tone, something we used to great However, following some user Everything has a and — importantly — how we effect. Colour also carries great testing and exploration, it appeared personality: everything can colour-code groups of informational power; it can code, that this was perhaps not the correct “ information. Instead of opting group, signify and prioritise pieces direction after all. It seems there sends an emotional for the familiar monotone colour of information. But colour isn’t was a reason our research signal. Even where this scheme, we used a range of the only tool in our armoury that revealed so many dark car UIs. was not the intention of colours. This helped to brighten holds these dual emotional and Dark backgrounds prove less the designer, the people up the whole experience, but also, informational abilities… distracting, provide less glare who view the website there’s the added potential for and are therefore, importantly, extra information in those colours. safer than paler screens. With infer personalities and We used colours to group that fundamental truth, we were experience emotions. information into colour-coded confident we must switch to a screens that each represented dark background, but we still Don Norman different categories of information. felt we could shed the common For example, a blue colour palette masculine, science-fiction was designated to the media aesthetic of so many other player screen, while a green was in-car UIs by making specific the colour scheme of the eco design decisions. information and performance screen.
Are we there yet? Thoughts on in-car HMI 77 GROUPING & THE GESTALT EFFECT
Tim Smith Design Specialist
The Gestal effect makes sense of all the information
Further to colour and semantic This is known as the Gestalt effect. skeuomorphism, grouping Imagine a fan icon on its own. is another way to empower What would that mean? Probably information. cooling or heating. Now imagine the metric 71º on its own. What The selection and confinement could that mean? What is at 71º? of information to one instance, The temperature outside the such as a screen can shed light vehicle? Inside? Put the two on and contextualise surrounding together and you immediately information by mere proximity. understand 71º is the requested in-car temperature. The two This is supported by Gestalt pieces of information make sense psychology, which theorises that of each other. our senses have the capacity to understand an image as a whole, particularly with respect to the visual recognition, as well as the collections of parts it comprises.
Are we there yet? Thoughts on in-car HMI 78 2015 Audi TT HMI with air-conditioning fans
The 2015 Audi TT HMI uses the same elements of information on the principle, displaying this information screen more quickly. right on the air-conditioning fans. We also considered the positioning We opted to display information of the screens, as well as other in simple, chaptered groups. hardware and physical elements Each aspect of function had its own of the HMI. Their positioning made designated screen, each with their sense of their function, visually own contextual pieces of information and ergonomically. and colour scheme. We had a music player screen, an eco drive and performance screen, navigation screen and so on. By grouping the information in such a way, drivers were consuming just one type of information at a time, performing just one function, and were able to understand the different
Are we there yet? Thoughts on in-car HMI 79 USER TESTING
Barnaby Malet David Fisher Tim Smith Harsha Vardhan Lead Developer Interaction Designer Design Specialist Interaction Designer
We recorded our user testing to study later
We hold ourselves to a high learnt from these steer the standard at ustwo and we had following cycle. to ensure that we delivered, not only for the client, but for what’s With UI, UX and those physical best for the user and driver. principles involved in a HMI in mind, and designing for the in- We were building a complex car context, we derived the term system, but we were also defining ‘3ft experience’, a derivative of new and unique interactions that TV’s ‘10ft experience’. We used people had never experienced. this as a guide in user testing to measure legibility of information To guarantee the result, we and usability of interactions. grounded all of our work in user testing. Our process resembled If the user could understand the that of a fast-moving start-up where information from the seat of the short design and development vehicle, roughly 3ft away from sprints are followed by user the UI, then its scale and contrast testing sessions and lessons was adequate; it was legible
Are we there yet? Thoughts on in-car HMI 80 Secondary information, which was Interactions should support a New controls can treated sparingly, surrounded this. micro-dwell approach, through open doors for exciting This works within the muscle memory, colour, contrast, brightness, “ learnability and positioning scale and affordability. The topic innovation… but they principles discussed earlier. of dwell, and more specifically also come with their new We found that people were quickly micro-dwell, is an important one challenges that need to be learning to default their focus to the which we considered carefully respected and overcome. same area of the screen. In doing when conceiving, designing, that, we swapped more relevant prototyping and testing features Matthaeus Krenn information into this spot as we for our concept. learned what was more useful to the driver in different situations. Throughout the project our process kept improving; the testing moved Treating touch interactions in a from in front of a laptop to a 1-1 (using traditional AA accessibility similar way is something we also scale model of a car cockpit, and standards and our own PPP). focussed on. One such method the cycle time shrank from over a Through trial and error, we came is best exemplified in Matthaeos week to two days. to the conclusion that, given the Krenn’s A New Car UI concept, minimum scale and quantity of which works within the same one- By the end of the project, we’d information one can digest within function-per-screen paradigm. tested the experience with over short dwell times, displaying Krenn’s concept encourages a 30 individuals in a close-to-real just three pieces of information similar “blind interaction” method setting. And in doing so seen it per “group” was appropriate: to the one we explored with gesture evolve from something obscure one primary and two secondary based inputs, interactions with and complicated to something items, specifically for the driving affordability — agnostic to precision seamless and delightful. experience. These rules could vary afforded by visual reference. As with depending on contextual empathy. physical gestures, there’s some initial learning upfront, but so We always presented primary was there when swiping to unlock information in the same spot on each your smartphone was introduced. screen so that the driver learnt In time new interactions become where to look from screen to screen. second nature.
Are we there yet? Thoughts on in-car HMI 81 OUR EXPERIMENTAL PLATFORM
Barnaby Malet Lead Developer
The ustwo experiment platform was used to provoke questions and think about new paradigms ustwo used the approach we “How might we utilise the previously formalised to construct opportunities that come up an experimental platform for when we move away from the project. thinking about cars as tools and extensions of human function, The platform was used to provoke to thinking about them as sensory questions and think about new and reactive entities, which can paradigms in HMI with respect to perceive and react meaningfully a hypothesis / design statement, to the world around them?” which evolved over multiple conversations with the client: This concept is gaining credence EXPERIMENT PLATFORM due to present day research and development into human machine interactivity — which is bleeding into consumer technology. For example, the idea of a smart, intelligent home being driven by Nest.
Are we there yet? Thoughts on in-car HMI 82 1962 Ferrari 250 GT SWB California Spyder
In the course of building on this 3. New principles with respect So to de-risk our promises, design statement we explored to data visualisation guiding the design and engineering teams concepts with respect to: interactions and visual design came together to quickly evaluate in screens. what was achievable. And over 1. In-car computer vision to detect the course of weeks into months, physiological and gestural data. 4. Qualitative user testing with low we continuously turned dozens of to high fidelity prototypes which ideas into functional prototypes. 2. The car as an ambient agent were used to iteratively validate offering meaningful aural and and humanise the experience. These prototypes, although basic, visual feedback based on the Traditionally, you clearly define allowed us to present the client data it senses. what it is a client will be paying with a set of possible options for before any production work that we knew we could deliver. begins. But the amount of technical We agreed on a subset, and set uncertainty on this project made out to transform the most promising estimation close to impossible. of these early prototypes into rich and contextually empathetic in-car experiences.
Are we there yet? Thoughts on in-car HMI 83 TOMORROW’S IN-CAR HMI
Barnaby Malet Lead Developer
Google’s self-driving car
To understand what tomorrow’s And tomorrow’s homes, offices in-car software might look like, and cars will understand and we turned to yesterday’s. adapt to us in a way that no computer does today. In the past, we’ve seen technology move from homes and offices to Today’s consumer sensors foster cars (think digital audio, touch rich ecosystems which make screens and mobile Internet). them perfectly suitable for rapid Today, technologies such as the prototyping. However, they are Microsoft Kinect, Leap Motion and not designed to operate in the Myo are allowing computers to gain challenging environment of a a stronger awareness of the user. car cockpit and are less reliable and more error prone in that We designed the car with the belief environment. that in the future, sensors like these coupled with advances in AI will fundamentally change the human– machine interaction model.
Are we there yet? Thoughts on in-car HMI 84 Photo credit: Otis Blank for Petrolicious CONCLUSION WHAT LIES AHEAD?
Are we there yet? Thoughts on in-car HMI 86 CONCLUSION
Designing to gain trust We are truly excited about the future of HMI in cars at ustwo. is an amazingly interesting “ Automobiles as tools have always been known to be ‘extensions’ of design challenge— human faculties and we are now entering into an exciting new paradigm far different from the with the addition of intelligence into these tools — opening up a new technical problems. world of possibilities.
Paolo Malabuyo, Vice President of With connectivity, near-unlimited access to information, pre-emption Advanced UX Design at Mercedes and efficiency that the digital age brings to a car, we feel that one should not forget the primary experiential qualities — the nature of the drive, safety of passengers and fellow travellers, and, most importantly, the pleasure of travelling and being at one with a vehicle.
Technological ‘extensions’ also bring about ‘amputations’ — for example, the telephone extends the voice, but also amputates the art of penmanship gained through regular correspondence.
Are we there yet? Thoughts on in-car HMI 87 USTWO WOULD LIKE TO LEAD THE WAY IN CREATING A HMI THAT IS FUNCTIONAL & BEAUTIFUL.
In working with HMI we should make sure we are not amputating With the deep integration of internal telematics and infotainment something fundamental to the experience of using a car. We believe systems to the web, from the ground up rather than as an afterthought, that car manufacturers need to adopt new approaches if they are to stay the possibilities are endless. ahead of rapidly changing technology, its impact on design and user experience, and integrate it into their legacy manufacturing cycles. Beyond understanding technology, another factor unique to interactions within a car, or at least at a much greater priority than of most, is trust. The connected car approach presented by Apple and Google is a possible short-term solution which hands over the platform to an external device, Compared to a smartphone, if a car fails the consequences are much more but there’s an opportunity for car makers to take this further and explore considerable — and people are very much aware of this. Gaining a driver’s new interaction paradigms of their own. Investigating these paradigms trust with truly revolutionary driving features is a hurdle that will need to might answer larger questions — like is there is an argument for HMI to be overcome. Features such as automated driving and the engagement be completely non-visual, opting instead for audio and haptic feedback of safety features and how they relate to the HMI will be a huge challenge. as well as vocal and gestural input? To conclude, we believe that disruptive innovation requires a new approach, Let’s think strategically. What will the world look like following Tesla’s and in our experience a ‘lean start-up’ and an entrepreneurial team using announcement about open-sourcing their technology? What will we rapid prototyping is what’s required to keep pace with technology and stand to gain from the emergence of truly connected cars or ‘radically user expectation. And that might just be ustwo. connected’ as coined earlier in this thought piece?
Are we there yet? Thoughts on in-car HMI 88 A BIG THANKS TO...
To our teammates and collaborators in the course of our project work:
Fisher, Steve, Adam, Liz, Victor
For their critical feedback while building this thought piece:
CDR, Fisher, Paz, Jack, Daisy, Gyppsy, Law, Alan Webster
To the ustwo famps for their support throughout the process.
Are we there yet? Thoughts on in-car HMI 89