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Deliverable D4.2.1 Dissemination Level PU Contract N. IST-1-507674-IP
scalability and flexibility. That is a crucial condition for an introduction of AIDE
functionality in future vehicles.
• Driver Vehicle Environment monitoring within AIDE was briefly presented along with
the expected DVE-dependent condition detection for HMI relevant adaptation. Possible
synergies between PReVENT and AIDE project were also discussed. PReVENT
explained their work on sensors’ fusion outputs and argued that their module could edge
in between the AIDE sensors’ set and the DVE modules in order to provide the needed
fused sensors’ information. A common will on investigating the synergies between
those two projects was expressed by both sides.
• The functionality that AIDE wishes to integrate concerns three types of functions:
ADAS, IVIS and nomadic devices. Nomadic devices could ideally be managed by the
AIDE system considered as IVIS but this is an ambitious and difficult task as not only
ergonomic problems arise but also automotive industry and telecommunications
industry are only in the beginning of a common understanding towards the safe use of
nomad devices while driving. Moreover, one specific practical reason makes nomadic
devices’ integration a difficult task: synchronization. The need for ensuring the safe invehicle
use of nomadic devices was stressed by most of the participants.
• With respect to the behavioural adaptation research (WP 2), a review of the literature
was performed that aimed at identifying the main types of problems that arise in the
study of the behavioural adaptation induced by different driver support systems. Thus,
the review did not seek to be exhaustive, but rather to highlight the issues to be
considered prior to planning the experiments to be conducted during the AIDE SP1
(Behavioural Effects and Driver-Vehicle-Environment Modelling), and the
identification of the most relevant parameters and variables that affect driver behaviour
for modelling purposes. We need to investigate the field of human behaviour adaptation.
We still do not have a methodology for predicting behaviour changes, how people adapt
their behaviour to various situations which could provoke ADAS messages’ activation.
Outcome of the presentations made from the attendees outside AIDE consortium:
European Statement of Principles current status was communicated, giving the
opportunity to the EC representative to invite everyone interested or involved in the
automotive research area to read this document and comment on it before this is finalised
from the e-safety working group. EC representative introduced also ideas for the need for
standardization and drivers’ proper education to the new ADAS and IVIS systems.
Standardization of minimum performance requirements is important and is already subject of
activities in ISO. Standardization of design though is a difficult issue because these systems
have to be integrated into different cars from different brands.
• Commensurate distraction countermeasures were presented from the Transport
Canada’s representative.This work will provide essential input into the Memorandum of
Understanding (MOU) on Telematics that Transport Canada is currently negotiating
with the automotive industry.
• Key R&D challenges center around the ability to design these multi-modal,
multitasking, adaptive intelligent systems with the narrow human factors testing
methodologies now employed and existing technology limitations. Furthermore
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