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Automobile display

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An automotive head-up display or automotive heads-up display —also known as an auto-HUD— is any transparent display that presents data in the automobile without requiring users to look away from their usual viewpoints.

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Automobile Display   An ​automotive head-up​ ​display ​or automotive heads-up ​display  —also known as an auto-HUD— is any transparent ​display ​that  presents data in the ​automobile ​without requiring users to look  away from their usual viewpoints. The origin of the name stems  from a pilot being able to view ​information ​with the head  positioned "up" and looking forward, instead of angled down  looking at lower instruments. At this time, there are two different  approaches to OEM HUDs in ​automobiles​. The first is to treat the  back of the windshield in such a way that an image projected onto it 
will reflect to the driver. The second is to have a small combiner  that is separate from the windshield. Combiners can be retracted.  AddressBazar.com is an Bangladeshi Online Yellow Page. From here you will find important and necessary information of various ​Automobile Display​ and Sales Center in Bangladesh. Timeline  ● 1988: General Motors began using head-up displays. Their  first HUD units were installed on Oldsmobile Cutlass  Supreme Indy Pace Cars and replicas. Optional HUD units  were subsequently offered on the Cutlass Supreme and  Pontiac Grand Prix before being more widely available.  ● 1989–1994: Nissan offered a head-up display in the Nissan  240SX.  ● 1991: Toyota, for the Japanese market only, released a HUD  system for the Toyota Crown Majesta.  ● 1998: The first color display appeared on the Chevrolet  Corvette (C5).  ● 2003 : Cadillac introduced a HUD system for the Cadillac  XLR.  ● 2003: BMW was involved in large developments for  automotive HUD systems for the 2003 E60 5 Series.  ● 2012: Pioneer Corporation introduced a navigation system  that projects a HUD in place of the driver's visor that  presents animations of conditions ahead, a form of  augmented reality (AR).  These ​displays ​are becoming increasingly available in production  cars, and usually offer speedometer, tachometer, and navigation  system displays. 
Night vision information is also displayed via HUD on certain  General Motors, Honda, Toyota and Lexus vehicles. Other  manufactures ​such as Audi, BMW, Citroën, N​issan​, Mazda, Kia,  Mercedes and Volvo currently offer some form of HUD system.  Motorcycle helmet HUDs are also commercially available.  Add-on HUD systems also exist, projecting the display onto a glass  combiner mounted on the windshield. These systems have been  marketed to police agencies for use with in-vehicle computers.  Eyes-on-the-Road-Benefit    The Eyes-on-the-Road-Benefit (ERB), also known as the  Head-Up-Display-Advantage​, is the term given to the purported  advantages provided to motorists when driving using a Head- 
Up-Display (HUD). This can also be referred to as a  heads-up-device or heads-up design, as compared to traditional  dashboard designs, which are referred to as Head-Down-Design  (HDD). A HUD is an instrument used to communicate information,  such as speed, from a vehicle to the driver or pilot. HUDs can either  be built into a vehicle or can be bought aftermarket and installed to  a vehicle's dashboard. The benefit of Eyes-on-the-Road systems  stems from increased situational awareness and elimination of the  need to look away from the road whilst driving, thereby increasing  reaction time to external hazards, such as pedestrians. There is  some evidence to suggest that the scope of the ERB is limited to low  cognitive load situations in which the driving task is not  particularly complex.  Aetiology   Research into the ERB primarily utilizes virtual reality driving  simulators to mimic real life driving scenarios while eliminating  situational variability. In order to examine HUDs and HDDs, studies  often compare hazard reaction time, situational awareness, and  quality of driving (such as speed consistency) using both systems.  The extent of the ERB on different demographics, particularly those  of age and experience level, are of particular interest. The  interaction between work-load and the influence of ERB are also  frequently examined for research. 
Exogenous saccadic gaze    Saccadic gaze​ is the perceptual mechanism through which the eye  is ​inadvertently ​drawn to external stimulus without the individual's  conscious action. An involuntary gaze is most easily drawn by  movement or distinct changes in illumination in an individual's  visual field. These external stimuli can be beneficial in such  situations as the movement of a pedestrian about to walk out onto  the road, in turn allowing the driver to take evasive action.  Exogenous cues can also be irrelevant, and often dangerous,  leading to distraction from goal behaviours, such as the flashing of  a cell phone taking one's eyes off the road. By superimposing vital 
driving information onto the horizon in a driver's direct line of  sight, HUDS allow important exogenous cues, like the movements  of other vehicles to draw the gaze of a driver whilst they monitor  vital vehicle feedback such as speed or revolution count. It is  theorized that this can facilitate faster reaction times to hazards  and improve situational awareness. A collaborative project between  Faurecia Groupe and Indian Institute of Science developed an eye  gaze and finger controlled head up display for cars that can also  automatically estimate drivers’ cognitive load and distraction.  Ideal visual field   The ideal visual field is the area in which stimuli are most  accurately, rapidly, and efficiently processed by the eye. In humans,  this field is thought to be within 20 degrees above or below the  vertical meridian of an individual's gaze and 60 degrees either side  of the horizontal meridian. If an object is beyond these boundaries  it will require eye movement to bring the stimuli out of the  periphery. By including feedback instruments in the primary field  of vision, HUDs allow for the horizon and all associated stimuli to  stay in the primary field vision where the information may still be  processed and acknowledged by a motorist.     
Manifestation   Reaction time     Reaction time​, and more specifically delayed reaction, is widely  cited as a key ​contributor ​to vehicular accidents. Reaction time in  relation to the ERB is defined as the time it takes for a motorist to  react to an external hazard or stimuli and then carry out the  appropriate reaction, or evasive maneuver such as braking when a  vehicle in front stops. The feedback offered by an HUD is projected  onto the windshield of a vehicle with the aim of integrating outside  stimuli and the instrumental feedback; thus removing the need to  remove a driver's eyes from the road. Studies of reaction time to 
hazards in HUD vs HDD designs have found that the average  reaction times for HUD are faster. This trend appears to continue  across demographics, including both categories of experience level  and age.  Speed maintenance and driving quality   Speed ​maintenance ​is the extent to which a driver maintains a  speed and adjusts their speed to suit traffic laws and environmental  conditions. The use of HUDs appears to produce better speed  maintenance in drivers under experimental conditions when  compared to HDDs.​[5]​ It is theorized that this is because having the  speedometer at the eye level of the vehicle operator allows for  continuous monitoring of the vehicle's speed. HUD use also appears  to increase general driving quality, including staying within road  markings, and increased smoothness of driving and navigation  abilities. Drivers’ capacity to focus on external cues, such as road  texture, road demarcations and street signs is increased by using a  seamless interface where focus on the road isn't interrupted to  assess speed and other information.  Limitations   Work load  The influence of ERB on ​drivers ​is not universal. There is evidence  that as the complexity of driving tasks increases, the benefits of 
using a HUD are decreased, and in some circumstances, they are no  longer ​statistically ​significant. The ERB is diminished, for example,  when individuals are driving cognitively demanding vehicles, such  as industrial vehicles, or when they are asked to multi​task​ while  driving. One study has shown that when placed in a cognitively  demanding condition, individuals shift their focus from the road  alone to focus on other tasks such as shifting gears or talking to  others. Subsequently, a driver's ability to process HUD feedback  requires diversion of attention, much akin to that which occurs  whilst using a HDD. 

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Automobile display

  • 1. Automobile Display   An ​automotive head-up​ ​display ​or automotive heads-up ​display  —also known as an auto-HUD— is any transparent ​display ​that  presents data in the ​automobile ​without requiring users to look  away from their usual viewpoints. The origin of the name stems  from a pilot being able to view ​information ​with the head  positioned "up" and looking forward, instead of angled down  looking at lower instruments. At this time, there are two different  approaches to OEM HUDs in ​automobiles​. The first is to treat the  back of the windshield in such a way that an image projected onto it 
  • 2. will reflect to the driver. The second is to have a small combiner  that is separate from the windshield. Combiners can be retracted.  AddressBazar.com is an Bangladeshi Online Yellow Page. From here you will find important and necessary information of various ​Automobile Display​ and Sales Center in Bangladesh. Timeline  ● 1988: General Motors began using head-up displays. Their  first HUD units were installed on Oldsmobile Cutlass  Supreme Indy Pace Cars and replicas. Optional HUD units  were subsequently offered on the Cutlass Supreme and  Pontiac Grand Prix before being more widely available.  ● 1989–1994: Nissan offered a head-up display in the Nissan  240SX.  ● 1991: Toyota, for the Japanese market only, released a HUD  system for the Toyota Crown Majesta.  ● 1998: The first color display appeared on the Chevrolet  Corvette (C5).  ● 2003 : Cadillac introduced a HUD system for the Cadillac  XLR.  ● 2003: BMW was involved in large developments for  automotive HUD systems for the 2003 E60 5 Series.  ● 2012: Pioneer Corporation introduced a navigation system  that projects a HUD in place of the driver's visor that  presents animations of conditions ahead, a form of  augmented reality (AR).  These ​displays ​are becoming increasingly available in production  cars, and usually offer speedometer, tachometer, and navigation  system displays. 
  • 3. Night vision information is also displayed via HUD on certain  General Motors, Honda, Toyota and Lexus vehicles. Other  manufactures ​such as Audi, BMW, Citroën, N​issan​, Mazda, Kia,  Mercedes and Volvo currently offer some form of HUD system.  Motorcycle helmet HUDs are also commercially available.  Add-on HUD systems also exist, projecting the display onto a glass  combiner mounted on the windshield. These systems have been  marketed to police agencies for use with in-vehicle computers.  Eyes-on-the-Road-Benefit    The Eyes-on-the-Road-Benefit (ERB), also known as the  Head-Up-Display-Advantage​, is the term given to the purported  advantages provided to motorists when driving using a Head- 
  • 4. Up-Display (HUD). This can also be referred to as a  heads-up-device or heads-up design, as compared to traditional  dashboard designs, which are referred to as Head-Down-Design  (HDD). A HUD is an instrument used to communicate information,  such as speed, from a vehicle to the driver or pilot. HUDs can either  be built into a vehicle or can be bought aftermarket and installed to  a vehicle's dashboard. The benefit of Eyes-on-the-Road systems  stems from increased situational awareness and elimination of the  need to look away from the road whilst driving, thereby increasing  reaction time to external hazards, such as pedestrians. There is  some evidence to suggest that the scope of the ERB is limited to low  cognitive load situations in which the driving task is not  particularly complex.  Aetiology   Research into the ERB primarily utilizes virtual reality driving  simulators to mimic real life driving scenarios while eliminating  situational variability. In order to examine HUDs and HDDs, studies  often compare hazard reaction time, situational awareness, and  quality of driving (such as speed consistency) using both systems.  The extent of the ERB on different demographics, particularly those  of age and experience level, are of particular interest. The  interaction between work-load and the influence of ERB are also  frequently examined for research. 
  • 5. Exogenous saccadic gaze    Saccadic gaze​ is the perceptual mechanism through which the eye  is ​inadvertently ​drawn to external stimulus without the individual's  conscious action. An involuntary gaze is most easily drawn by  movement or distinct changes in illumination in an individual's  visual field. These external stimuli can be beneficial in such  situations as the movement of a pedestrian about to walk out onto  the road, in turn allowing the driver to take evasive action.  Exogenous cues can also be irrelevant, and often dangerous,  leading to distraction from goal behaviours, such as the flashing of  a cell phone taking one's eyes off the road. By superimposing vital 
  • 6. driving information onto the horizon in a driver's direct line of  sight, HUDS allow important exogenous cues, like the movements  of other vehicles to draw the gaze of a driver whilst they monitor  vital vehicle feedback such as speed or revolution count. It is  theorized that this can facilitate faster reaction times to hazards  and improve situational awareness. A collaborative project between  Faurecia Groupe and Indian Institute of Science developed an eye  gaze and finger controlled head up display for cars that can also  automatically estimate drivers’ cognitive load and distraction.  Ideal visual field   The ideal visual field is the area in which stimuli are most  accurately, rapidly, and efficiently processed by the eye. In humans,  this field is thought to be within 20 degrees above or below the  vertical meridian of an individual's gaze and 60 degrees either side  of the horizontal meridian. If an object is beyond these boundaries  it will require eye movement to bring the stimuli out of the  periphery. By including feedback instruments in the primary field  of vision, HUDs allow for the horizon and all associated stimuli to  stay in the primary field vision where the information may still be  processed and acknowledged by a motorist.     
  • 7. Manifestation   Reaction time     Reaction time​, and more specifically delayed reaction, is widely  cited as a key ​contributor ​to vehicular accidents. Reaction time in  relation to the ERB is defined as the time it takes for a motorist to  react to an external hazard or stimuli and then carry out the  appropriate reaction, or evasive maneuver such as braking when a  vehicle in front stops. The feedback offered by an HUD is projected  onto the windshield of a vehicle with the aim of integrating outside  stimuli and the instrumental feedback; thus removing the need to  remove a driver's eyes from the road. Studies of reaction time to 
  • 8. hazards in HUD vs HDD designs have found that the average  reaction times for HUD are faster. This trend appears to continue  across demographics, including both categories of experience level  and age.  Speed maintenance and driving quality   Speed ​maintenance ​is the extent to which a driver maintains a  speed and adjusts their speed to suit traffic laws and environmental  conditions. The use of HUDs appears to produce better speed  maintenance in drivers under experimental conditions when  compared to HDDs.​[5]​ It is theorized that this is because having the  speedometer at the eye level of the vehicle operator allows for  continuous monitoring of the vehicle's speed. HUD use also appears  to increase general driving quality, including staying within road  markings, and increased smoothness of driving and navigation  abilities. Drivers’ capacity to focus on external cues, such as road  texture, road demarcations and street signs is increased by using a  seamless interface where focus on the road isn't interrupted to  assess speed and other information.  Limitations   Work load  The influence of ERB on ​drivers ​is not universal. There is evidence  that as the complexity of driving tasks increases, the benefits of 
  • 9. using a HUD are decreased, and in some circumstances, they are no  longer ​statistically ​significant. The ERB is diminished, for example,  when individuals are driving cognitively demanding vehicles, such  as industrial vehicles, or when they are asked to multi​task​ while  driving. One study has shown that when placed in a cognitively  demanding condition, individuals shift their focus from the road  alone to focus on other tasks such as shifting gears or talking to  others. Subsequently, a driver's ability to process HUD feedback  requires diversion of attention, much akin to that which occurs  whilst using a HDD.