Design Requirements for the Deﬁnition of Haptic Messages for

Automated Driving Functionalities

Joseba Sarabia

1,2 a

, Sergio Diaz

1 b

, Asier Zubizarreta

2 c

and Joshu

e Perez

1 d

Basque Research and Technology Alliance, Tecnalia, Arteaga street, 25, 48160 Derio, Bizkaia, Spain

University of the Basque Country UPV/EHU, Faculty of Engineering in Bilbao, Spain

Keywords:

Haptic and Tangible Devices, Automated Driving, Design and Evaluation.

Abstract:

As the number of advanced driving assistance systems grows, there is an increasing number of interactions

between the driver and the automated system of the vehicle. Requests to transfer control from the automated

system to the driver, new information sources increasing driver workload, and safety-critical situations imply

new challenges in the communication between the driver and the automated system. In this context, haptic

feedback for steering-wheel control has proven to be a valuable strategy. This work aims to propose a novel

description of the requirements needed for a driver-in-the-loop system capable of ensuring safety while pro-

viding haptic feedback to the driver. Furthermore, a set of haptic patterns for the steering wheel are proposed

based on the described requirements, to be evaluated in future studies. As future steps of this study, a contin-

uation of this study will be published focused on human centered factors of the driver.

1 INTRODUCTION

In recent years, a rising number of Advanced Driving

Assistance Systems (ADAS) are being implemented

in modern vehicles (Ziebinski et al., 2017). Cur-

rent ADAS take operational functionalities from the

driver such as longitudinal (Adaptive Cruise-Control

or Emergency Collision Avoidance) and lateral con-

trol (Lane Keeping).

However, with the increase in the level of automa-

tion of vehicles as deﬁned by SAE J3016, vehicle con-

trol systems take charge over more and more func-

tionalities. Many works have suggested that reduc-

ing human intervention in automated vehicles will in-

crease road safety (Lv et al., 2018), (Li et al., 2019)

and (Morales-Alvarez et al., 2020). Hence, an im-

portant effort has been conducted by the automotive

industry to develop functionalities with higher levels

of automation.

In the transition to fully automated vehicles, the

driver still has a fundamental role. When consider-

ing Automated Driving Levels (ADL), only ADL 4

and 5, conditional and high automation, completely

https://orcid.org/0000-0002-1759-4365

https://orcid.org/0000-0002-2617-2121

https://orcid.org/0000-0001-6049-2308

https://orcid.org/0000-0001-8328-9978

remove the driver from the driving task. Functional-

ities with a medium or conditional level of automa-

tion (ADL 2 and 3) require the driver to supervise or

partially control the vehicle (Marcano et al., 2020a).

In these functionalities, the Takeover Request (TOR)

plays a key role in the transition between the auto-

mated mode (controlled by the vehicle) and the man-

ual mode (controlled by the driver) (Sasangohar and

Cummings, 2010) (Mulder et al., 2008).

In this context, new challenges arise to ensure safe

cooperation and interaction between the driver and the

vehicle control systems, so that ADL changes such

as TOR are properly executed by all agents. The

driver-automated vehicle interface currently relies on

approaches based on auditory or visual channels, such

as Heads Up Displays (HUD), infotainment displays,

and auditory alarms (Politis et al., 2015). However,

these approaches can overstimulate the driver (Mehler

et al., 2021), reducing their effectiveness for time-

critical tasks (Strayer et al., ), such as TOR (Zhang

et al., 2022).

As an alternative, haptic messages have been pro-

posed, which use the actuators of the vehicle as feed-

back to the driver. Haptic messages can provide swift

control transfer between the driver and the automated

vehicle in cases such as TOR (Morales-Alvarez et al.,

2020). Moreover, it has been demonstrated that hap-

tic guidance considerably reduces the cognitive work-

Sarabia, J., Diaz, S., Zubizarreta, A. and Perez, J.

Design Requirements for the Deﬁnition of Haptic Messages for Automated Driving Functionalities.

DOI: 10.5220/0011537700003323

In Proceedings of the 6th International Conference on Computer-Human Interaction Research and Applications (CHIRA 2022), pages 171-178

ISBN: 978-989-758-609-5; ISSN: 2184-3244

171

load of the driver (Wang et al., 2018) (Shakeri et al.,

2016), and that it improves handover transitions es-

pecially when applied together with visual feedback

(Vito et al., 2020). A good illustration of this is the

study conducted by the NHTSA (National Highway

Trafﬁc Safety Administration) where they compared

different types of signals to alert drivers of a TOR.

There, it was shown that the haptic feedback together

with visual alerts generated reaction times with an av-

erage of 1.3 seconds, while only visual alerts took

4.8 seconds (Marinik et al., 2014). Regarding audi-

tory cues, (Harrison et al., 2010) shows that they have

a considerably short response time, especially when

used together with visual feedback.

Looking for short response time channels, several

authors have proposed works about situational aware-

ness focused on retrieving the driver from the dis-

tracted to attentive in the fastest possible way. Au-

ditory and haptic channels show the best time results

(Ploch et al., ). However, while there is an abundance

of to auditory cues, the haptic channel is rarely over-

loaded. This facilitates the haptic signals to be more

rapidly perceived (Strayer et al., 2003). Furthermore,

haptic perception appears to be resilient to high cog-

nitive load conditions (T

ornros and Bolling, 2005).

However, this is still an open research area, as strate-

gies to deﬁne the haptic messages, and the deﬁnition

of these in terms of evaluation of their acceptability by

users in real and simulated scenarios is still missing.

In particular, note that when considering a medium

level of automation, the driver is generally required to

have at least one hand on the steering wheel. This ad-

ditionally opens a gap for ADAS to be complemented

with haptic feedback through the steering wheel.

About the type of equipment used for the haptic

feedback, the current literature is mainly focused on

small actuators installed on the steering wheel. How-

ever, there are fewer studies where the main steering

actuator of the EPS (Electric Power Steering) is used.

This is generally used to provide guidance (Beruscha

et al., 2011), or used with low frequency proﬁles (Ta-

lamonti et al., 2017).

In the context of human machine interaction, the

HADRIAN European Project has been proposed (had,

). This project, funded by the EU Horizon 2020 pro-

gram, aims at creating a novel interaction approach

between the driver, the vehicle, and the road infras-

tructure. This interaction pretends to be adaptive to-

wards the state of the driver and to the operational

design domain, conveying an idea of ﬂuid interaction

with different HMIs (display, alarms, HUD, haptic

feedback, etc.). In this sense, haptic devices are pro-

posed as a tool to communicate with the driver regard-

ing drive mode transitions, take-over requests, or mes-

sage delivery. Hence, in this framework, two main

contributions are proposed in this work: 1) a driving

simulation framework, which ensures human-in-the-

loop testing for haptic messages, as a tool to evaluate

future works in this area; and 2) a set of design speci-

ﬁcations for haptic messages using the steering wheel.

The rest of the work is structured as follows. Sec-

tion II describes the equipment used to study the hap-

tic feedback. Section III points out the requirements

for safe use of the haptic feedback in steering wheels.

Section IV proposes a methodology to design a set

of haptic icons that fulﬁls the previous requirements.

Section V shows the resultant haptic icons. Section

VI offers a concluding overview of the obtained re-

sults and points to future works where user-centered

studies validate the proposed icons.

2 DRIVING SIMULATOR FOR

HAPTIC HMI TESTING

As stated in the introduction, there is a need to further

test and evaluate approaches that consider the driver

and automated vehicle interaction. In this work, a

framework based on a driving simulator with a haptic

steering wheel has been proposed, developed in the

context of the HADRIAN project.

The proposed setup is detailed in Fig. 1, which is

based on an off-the-shelf racing simulator, in which

an Augury H kit haptic steering wheel has been inte-

grated.

As seen in the Figure, the simulation setup in-

cludes three 32 inches LDC screens, a 120W stereo

sound system, racing simulator pedals with mechani-

cal damping, a fully equipped PC that runs the simu-

lated vehicle and environment, a touch display to em-

ulate secondary activities by the driver and a racing

seat.

The simulation environment is based on Dynacar

(Marcano et al., 2020b), developed by Tecnalia,

which allows realistic vehicle dynamics modeling in

real-time, including force feedback for the driver. Dy-

nacar simulation framework includes a map editor

and allows 3D representation of the vehicle in the se-

lected scenario, so that it can be easily used as a driv-

ing simulation. A Mercedes Class E vehicle has been

selected as the study case implemented in the setup

(Marcano et al., 2020a). The inertia and damping of

the steering system have been simulated based on the

previously described case, then the actuator provides

a more accurate response.

As previously detailed, the simulation setup has

been complemented with the introduction of a haptic

steering wheel, with the aim of testing and evaluating

CHIRA 2022 - 6th International Conference on Computer-Human Interaction Research and Applications

172

Figure 1: Simulator setup.

vehicle-driver shared control approaches, and inter-

action strategies. The haptic wheel setup is composed

of three elements: a wheel, a motor controller, and a

motor.

The servomotor is a brushless DC motor in which

a current sensor and an incremental encoder have

been attached. The actuator is a MiGE model 130ST,

which can exert a maximum torque of 18 Nm and pro-

vides 1.5 KW.

The racing steering wheel is a standard metal-

core and leather-cover steering wheel used in com-

mon driving simulators. Thanks to its metallic core

and it is tight ﬁxation to the actuator, all vibrations

are directly transmitted to the hands of the driver. The

steering wheel includes a small Bluetooth 3.0 con-

troller ﬁxed at the right spoke, allowing it to be used

with the right thumb. Its purpose is to change the driv-

ing mode from Automated to Manual modes (and vice

versa).

Finally, the motor controller is composed of a

Simucube motherboard, an IONI PROHC driver con-

trol unit with a maximum intensity of up to 25A, a

safety emergency button and all the necessary inter-

faces to connect it to the simulator computer.

3 DESIGN REQUIREMENTS FOR

THE DEVELOPMENT OF

HAPTIC MESSAGES

The setup will be considered as the basis for devel-

oping and evaluating haptic messages for the driver.

However, some requirements must be considered

when deﬁning haptic feedback signals for steering

wheels.

The steering wheel is the lateral controller of the

vehicle. Modifying its dynamics through vibrations

can lead to potential control loss or deviations from

the vehicle trajectory. Steering wheels can be coupled

or uncoupled (Marcano et al., 2020a). If it is uncou-

pled (or drive-by-wire), there is no such constraint,

as vibrations do not necessarily need to be transmit-

ted to the movement of the wheels. If the steering is

coupled, however, safety issues must be considered,

among others.

From one side, haptic feedback should be felt in

the hands of the driver but must not affect the tra-

jectory of the vehicle. However, this goes against

the nature of the working principle of the electric-

driven steering wheel, as its movement is generated

through its shaft. Hence, haptic signals must be cen-

tered around zero, so that the net movement produced

by haptic vibrations is counterbalanced. This way, no

lateral deviation from the trajectory will be caused by

the haptic pattern.

From the other, haptic patterns in the steering

wheel must be distinguishable from vibrations in the

vehicle caused by road roughness. At the end of the

day, the steering wheel is by itself an interface to feel

the road. If haptic patterns may induce the driver to

think that there was a bump in the road, or to believe

that something happened to the tires, this could have

a degrading effect on the perception of the road and,

consequently, on vehicle control.

Regarding the functionality of the steering wheel,

haptic patterns should not block or reduce the driver’s

control over it. When a haptic signal is activated by

the system, the driver must be able to keep control-

ling the trajectory of the vehicle as if there was no

such signal. Thus, the haptic pattern must not only

be balanced around zero considering the entire pat-

tern but also in small intervals of time, so that there is

no torque applied in the steering wheel long enough

to change its trajectory or to be excessive to be over-

ridden by the driver.

In addition, regarding the durability of the system,

the haptic patterns must not damage the mechanical

components of the steering column. Vibrations are

a widely studied ﬁeld of mechanics and can lead to

serious damage if they are not previously considered

(Rouillard, 2014). When tuning the frequencies of

the haptic patterns, natural frequencies of the system

must be avoided. In this work, this is not the main

focus, as a driving simulation environment is used.

Future works require a study case when the proposed

haptic patterns are brought to real vehicles.

Design Requirements for the Deﬁnition of Haptic Messages for Automated Driving Functionalities

173

4 DESIGN METHODOLOGY FOR

HAPTIC MESSAGES

Based on the requirements analyzed in the previous

section, in this one, the three main design strategies

followed to design the set of haptic messages pro-

posed in this work are deﬁned.

4.1 Deﬁnition of Zero-centered Patterns

Regarding the zero-centered haptic patterns, in this

work, two types of patterns are proposed. On the one

side, oscillatory motion patterns. That is, haptic pat-

terns composed of sine-based vibrations. And on the

other side, short pulses that are felt like little strokes

on the steering. The latter also have the same positive

and negative component. This way, the total applied

torque of the actuator will produce a null amount of

work in both cases, generating no total displacement.

To achieve the desired haptic patterns, the actua-

tor must be capable of reproducing the desired pat-

tern properly. In addition, internal frictions and non-

linearities of the system may cause lateral displace-

ments. To evaluate these effects, the following exper-

iments have been performed.

Figure 2: Torque response of the 1.5 s vibration (red-

reference /blue-response).

First, the response obtained when sending a torque

sine input in the steering wheel has been analyzed.

Fig. 2 shows the torque reference input in red and the

measured torque output in blue. Even if the measured

signal is slightly discretized, and there is a phase shift,

it can be observed that the response of the actuator

is capable of following the set input in terms of fre-

quency. Note that the main focus in this section is

the haptic feeling provided by the system. In addi-

tion, this ﬁgure shows the worst-case scenario, this

is, the response of the motor to the highest frequency

at the reference, which sets the maximum frequency

of the system (considering the simulated inertia and

damping are part of the measured net torque) at 40

Hz. Regarding the amplitude, a higher value does not

provide a difference in the output, as the torque out-

put of the actuator has a gradient saturation, meaning

that for such frequency, this is the highest value it will

reach.

Figure 3: Torque response of the pulse signal.

Second, pulse responses have been tested, as

shown in Figure 3. Similar to the previous case, the

haptic feeling of the reference can be executed by the

motor, as transitions (peak values), and then a con-

stant torque area, can be deﬁned. Note that apart from

the reference torque sent, there are also the compo-

nents of the simulated damping and the inertia, which

are responsible for the transitory effects.

Hence, the aforementioned patterns (sine and

pulse) are appropriate to develop haptic messages in

the proposed setup.

4.2 Deﬁnition of Easily Distinguishable

Patterns

If vehicle vibrations and haptic patterns are consid-

ered, as previously stated, those two sources of infor-

mation must be distinguishable. Unfortunately, road

vibrations may not have a regular pattern, as sporadic

bumps or road roughness changes can cause unex-

pected vibrations in the vehicle. However, most com-

mon vibrations in vehicles are caused by the interac-

tion between the roughness of the road and the surface

of the tires.

Road roughness may be described as the elevation

proﬁle obtained along the wheel tracks over which ve-

hicles pass. Such proﬁles ﬁt the general category of

broad-band random signals. When passed by a ve-

hicle, its velocity determines the frequency at which

such proﬁle will be collided, generating vibrations on

the wheels of the vehicle. Some studies (Rouillard,

2014) suggest that for a velocity range between 20

and 100 km/h, the predominant road vibration is be-

tween 1 and 10 Hz. But this is the vibration generated

in the ﬂoor of the vehicle, after being ﬁltered by the

CHIRA 2022 - 6th International Conference on Computer-Human Interaction Research and Applications

174

damping of the vehicle. However, as (Agostinacchio

et al., 2013) shows, the vibrations generated by the

road roughness at driving speeds between 25 to 100

km/h, go up to 100 Hz and higher. And those are

the ones that are felt in the steering wheel in coupled

steering columns, as the system is in direct contact

with the vehicle tires. Indeed, this is easily demon-

strable just by taking a sound system and reproducing

signals increasingly between 30 and 200 Hz. The ob-

tained sound is equivalent to that heard while driving

a car.

In (Gillespie and Sayers, 1981), a study was per-

formed evaluating frequencies between 0 and 200 Hz.

There, it is shown that a frequency variation to be hap-

tically perceivable requires intervals of at least 10 Hz.

Thus, a couple of conclusions can be obtained from

here: ﬁrst, having a 40 Hz upper limit established by

the actuator, there are few frequencies left to design

the haptic feedback patterns. And second, the haptic

feedback will be in the range of the typical vibrations

found in the vehicle steering.

For that reason, the approach to obtain some dis-

tinguishable haptic patterns will not be focused on

speciﬁc frequency ranges. Instead, 3 other variables

will need to be prioritized: ﬁrst, the regularity of the

signal; second, the duration; and third, its amplitude.

As road vibrations have chaotic components, regu-

lar structured signals may provide a more trustworthy

feeling of their presence. Regarding the duration and

the amplitude, a balance between what is perceivable

and what is uncomfortable will need to be obtained.

4.3 Deﬁnition of Patterns to Reduce the

Effect on the Steering Wheel

As previously detailed, the applied haptic patterns

must not affect the drive. However, it could be consid-

ered that applying speciﬁc torques in the steering col-

umn could derive in deviations of the vehicle trajec-

tory and possible control lost. To check whether the

proposed haptic patterns could really affect the safety

of the drive, the following tests have been conducted.

First, a sequence of equal sine waves (0.4 Nm of

amplitude, 40 Hz of frequency and 1.5 s of duration)

has been sent as input to the system repeatedly dur-

ing 300 s. The aim was to evaluate the angular dis-

placement generated on the steering wheel. Results

are shown in Fig 4.

Each of the repeated patterns zoomed in Figure 4

are equal to the ones presented in Figure 2. The aim of

Figure 4 is to show the total deviation of the steering

wheel after applying the haptic icon a repeated num-

ber of times (133 times in this case). After the test,

the total deviation of the steering wheel shown in the

Figure 4: Sequence of sine patterns and angular deviation

of the steering angle.

Figure 5: Sequence of pulse patterns and the angular devia-

tion of the steering wheel.

second graph of the layout is less than 1º.

This same test has also been conducted for the

other haptic pattern proposed, for the pulse (Figure 5).

Results show, with the same amount of repetitions, an

overall deviation of up to 2º. However, the instanta-

neous deviation of the steering angle is much higher

for the pulse than for the sine-based vibration. This is

because the amplitude achieved in the pulse is higher

than in the ﬁrst pattern, and the pulses are longer in

time. To obtain a feeling about how potentially dan-

gerous these deviations could be, a theoretical and a

practical approach is proposed.

From the theoretical perspective, the effect of the

steering wheel on vehicle orientation can be calcu-

lated by a model, such as the bicycle model formula.

This is a stationary approximation, without consid-

ering the transitory damping effects of the tires that

could happen during the haptic pattern duration. The

equation goes as follows,

β = arctg(l

tan(δ)/L) (1)

Design Requirements for the Deﬁnition of Haptic Messages for Automated Driving Functionalities

175

where β is the slip angle, l

the distance between the

center of gravity of the vehicle to the rear axle, L the

distance between the rear and front axles, and δ the

front wheels angle. As δ is proportional to the steer-

ing wheel angle, it can be directly related the slip an-

gle with the steering wheel angle. The typical ratio

between δ and the steering wheel angle tends to be

around 15:1, meaning that a turn of 15º in the steering

wheel implies 1º in the tires.

Figure 6: Graphic representation of the bicycle model for-

mula and its derivative.

Figure 6 shows the graphic representation of the

bicycle model. The maximum variation of the slip an-

gle is at the maximum point of its derivative, that is,

when δ is closer to zero. Thus, computing the calcula-

tion of the obtained 2º deviation for the pulse pattern,

a slip angle of 0.0667º is obtained. This implies that,

for instance, driving at a speed of 90 km/h (25m/s),

an instantaneous deviation caused by the haptic pulse

would deviate the trajectory of the vehicle 0.03m af-

ter one second. This is considering no damping of the

system nor the driver hands.

Figure 7: Steering wheel angle and lateral error recorded

during a 560 s drive in a straight line in the simulator.

From an experimental perspective, a 10-minute

ride has been tested in the simulator on a straight-

line highway to measure the periodic ﬂuctuation of

a driver. As it can be seen in Figure 7, except for an

outlier in second 190, the rest of the drive is within

a range between -2 and 2 degrees. In the lower sub-

plot, the lateral deviation (in meters) is shown for the

lane center. Considering the mean frequency of the

driver making corrections, it is calculated that every

0.895 s a lateral correction cycle is performed. In

other words, the lateral oscillation of the driver is ap-

proximately around 1 Hz.

This implies that the maximum lateral deviation

caused by the haptic pattern would be inside the range

of a deviation of a generic ride. Thus, as long as the

driver has the hands on the steering wheel, the effect

on the drive is negligible.

Based on the aforementioned design strategies,

the following set of haptic messages have been pro-

posed for three main approaches: message notiﬁca-

tion, take-over requests (TOR) and hand-over transi-

tions (Figure 8).

Message notiﬁcation patterns are designed as

short, and mainly composed of pulses. They are

intended to provide quick, non-intrusive and non-

critical messages to the driver. That is, they are sup-

posed not to be urgent, but to catch the attention of

the driver easily.

TOR patterns are mainly composed of long vibra-

tions, whose amplitude increases in steps as the ur-

gency to take over the control increases. They are all

40 Hz in frequency and mainly last about 5 seconds.

They are supposed to increase the level of urgency

during the time, providing a countdown feeling.

Finally, the hand-over transition patterns are de-

signed in two different ways. The ﬁrst four ap-

proaches are designed looking for a continuous in-

crease or decrease of the amplitude, while the rest-

ing four have a continuous change in frequency. This

duality has been proposed to prove that amplitude-

based transitions are more reliable than frequency-

based transitions, as frequency jumps are less notice-

able. Their design aim is that the driver receives a

transition feeling, as if something was switching on

and off.

This haptic set is deﬁned so that the actuator sys-

tem proposed in the driving simulation environment

can reproduce the required vibrations to the driver.

However, note although the haptic steering wheel

can follow the deﬁned haptic messages, user-centered

studies will be required to evaluate the acceptance and

effectiveness of the messages.

5 CONCLUSIONS AND FUTURE

WORKS

Haptic feedback on the steering wheel will be highly

beneﬁcial in future ADAS, as there is a strong need

CHIRA 2022 - 6th International Conference on Computer-Human Interaction Research and Applications

176

Figure 8: 1 to 8 icons: Message notiﬁcation icons. 1 to 10 icons: Take-Over Request icons. 1A to 4B icons, hand-over

transition icons.

for safe critical interfaces that ensure rapid interven-

tion from the driver. Besides, haptic feedback will not

imply a safety issue regarding vehicle control, even in

the edgiest situations. Indeed, it will increase safety

by improving the interaction between the driver and

the vehicle and reducing driver workload. The main

contribution of this work is a new HMI concept, based

on a set of haptic messages for ADS, together with the

deﬁned requirements for the implementation of safe

haptic messages.

The simulator shows how an off-the-shelf racing

steering wheel can work as a haptic feedback inter-

face, as it fulﬁlls all the previously deﬁned require-

ments. Some interactions with the haptic messages

show their potential for ADS speciﬁc cases. Never-

theless, user-centered tests will be needed to evaluate

and improve the proposed set of haptic patterns.

ACKNOWLEDGMENTS

This work is supported by the EU Commission

HADRIAN project and the Government of the

Basque Country by means of AUTOEV@L project

(KK-2021/00123). HADRIAN has received funding

from the European Union’s Horizon 2020 research

and innovation programme under grant agreement No

875597. This document reﬂects only the author’s

view, the Innovation and Networks Executive Agency

(INEA) is not responsible for any use that may be

made of the information it contains.

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