natgillin/translations-raw huggingface dataset:
Denne principerklæring opsummerer de væsentlige sikkerhedsaspekter, der skal tages i betragtning vedrørende brugergrænseflader til køretøjsmonterede informations- og kommunikationssystemer.
This Statement of Principles summarises essential safety aspects to be considered for the human-machine interface (HMI) for in-vehicle information and communication systems.
Denne ajourførte tekstudgave for 2006 erstatter den tidligere udgave, som blev udarbejdet i 1999.
This updated text version for 2006 replaces the previous one drawn up in 1999.
Disse principper fremmer markedsføring af veldesignede systemer, og da der tages højde for mulige fordele såvel som de dermed forbundne risici, hindrer de ikke innovation i branchen.
These principles promote the introduction of well designed systems into the market, and by taking into account both the potential benefits and associated risks they do not prevent innovation within the industry.
Principperne forudsætter, at de, der anvender dem, har teknisk kendskab til produkterne samt adgang til de ressourcer, som er nødvendige for at anvende principperne ved design af systemerne.
These principles presume that those applying them have technical knowledge of the products as well as access to the resources needed to apply the principles in designing these systems.
Da førerens primære opgave er at føre køretøjet forsvarligt i et komplekst og dynamisk trafikmiljø, følger det, at princippernes primære formål er at opfylde denne forudsætning.
Considering that the driver’s primary task is to control the vehicle safely in a complex and dynamic traffic environment, the primary goal of the principles is to fulfil this requirement.
Principperne tager også højde for alle involverede parters forudsætninger og begrænsninger som led i indsatsen med at designe, montere og anvende køretøjsmonterede informations- og kommunikationssystemer.
These principles also take into account the capabilities and constraints of all stakeholders in their efforts to design, install and use in-vehicle information and communication systems.
Da det i sidste ende er føreren, som beslutter, om han/hun vil købe og anvende f.eks. et indbygget navigationssystem, flytbart udstyr eller et papirkort, følger det, at hensigten er at fremme et solidt brugergrænsefladedesign, ikke at forbyde inkorporering af bestemte funktioner ud fra overforenklede afvisningskriterier.
Since the driver ultimately decides whether to buy and use, for example, an integrated navigation system, a nomadic device or a paper map, the intention is to promote good HMI design rather than prohibit the inclusion of some functionalities by simplistic pass/fail criteria.
Principperne træder ikke i stedet for nugældende regler og standarder, der altid skal tages i betragtning.
The principles are not a substitute for any current regulations and standards, which should always be taken into consideration.
National lovgivning eller de enkelte virksomheder kan skærpe principperne, der skal betragtes som mindstekrav.
These principles, which may be reinforced by national legislation or by individual companies, constitute the minimum set of requirements to be applied.
Disse principper gælder primært for køretøjsmonterede informations- og kommunikationssystemer, som skal anvendes af føreren, mens køretøjet bevæger sig, f.eks. navigationssystemer, mobiltelefoner og trafik- og rejseinformationssystemer (TTI-systemer).
These principles apply primarily to in-vehicle information and communication systems intended for use by the driver while the vehicle is in motion, for example navigation systems, mobile phones and traffic and travel information (TTI) systems.
Da der ikke foreligger omfattende forskningsresultater og videnskabelig dokumentation, skal de ikke gælde for stemmestyrede systemer eller systemer, som stabiliserer køretøjers bremsefunktion (såsom ABS og ESP) eller systemfunktioner med information, varsling eller kørselsaflastning, som forudsætter umiddelbar reaktion fra føreren (f.eks. kollisionsafbødning eller forbedret udsyn om natten), også kaldet avancerede førerstøttesystemer (Advanced Driver Assistance Systems, ADAS).
Due to a lack of comprehensive research results and scientific proof, they are not intended to apply to systems that are voice controlled or to systems providing vehicle braking stabilisation (such as ABS and ESP), or to system functionality providing information, warnings or support requiring immediate driver action (e.g. collision mitigation systems, night vision), sometimes referred to as advanced driver assistance systems (ADAS).
Avancerede førerstøttesystemer er grundlæggende forskellige herfra og forudsætter overvejelse af yderligere faktorer hvad angår brugergrænseflader.
ADAS are fundamentally different and require additional considerations in terms of human-machine interface.
De indeholder også bestemmelser angående systemer og systemfunktioner, som ikke bør bruges under kørslen.
They also contain provisions for systems and their functionality that should not be used while driving.
I nærværende principper forstås ved »system« de funktioner og elementer, f.eks. instrumenter og betjeningsorganer, hvorigennem føreren har en grænseflade til det køretøjsmonterede system.
In these principles, ‘system’ refers to the functions and parts, such as displays and controls, which constitute the interface between the in-vehicle system and the driver.
Princippernes anvendelsesområde omfatter ikke projiceret visning på forruden (head-up displays) eller forhold, der ikke vedrører brugergrænseflader, f.eks. elektriske egenskaber, materialeegenskaber eller juridiske forhold, der ikke har at gøre med sikker brug af systemerne.
The scope of the principles excludes head-up displays and aspects not related to HMI, such as the electrical characteristics, material properties and legal aspects not related to safe use.
Principperne gælder specifikt for køretøjer af klasse M og N [1].
The principles apply specifically to vehicles of categories M and N [1].
De gælder både for bærbare og fastmonterede systemer og er beregnet på systemer og funktioner i originalt, eftermonteret og flytbart udstyr.
They apply to both portable and permanently installed systems, and are intended to apply to systems and functionalities in OEM, after-market and nomadic systems.
De gælder for brugergrænsefladernes funktioner uden hensyn til systemernes integrationsgrad.
They apply to HMI functionality independently of the degree of integration between systems.
køretøjsproducenter, som tilbyder køretøjsmonteret udstyr med informations- og kommunikationsfunktioner
vehicle manufacturers offering in-vehicle devices with information and communication functionality,
leverandører af eftermonterede systemer og eftersalgsservice
after-market system and service producers,
leverandører af flytbart udstyr, som tænkes anvendt af føreren under kørslen
providers of nomadic devices, intended to be used by a driver while driving,
producenter af elementer, som giver føreren mulighed for at anvende flytbart udstyr under kørslen (f.eks. holdere, grænseflader og konnektorer)
manufacturers of parts enabling the use of nomadic devices by the driver while driving (e.g. cradles, interfaces and connectors),
leverandører af tjenester, herunder udsendelse af software eller information, som tænkes anvendt af føreren under kørslen, f.eks. trafik-, rejse- og navigationsinformation eller radioprogrammer med trafikmeldinger.
service providers including software providers or broadcasters of information meant to be used by the driver while driving, e.g. traffic, travel and navigation information, radio programmes with traffic information.
Eksisterende bestemmelser
Existing provisions
Principperne tager ikke forrang for gældende regler og standarder, som altid skal tages i betragtning og benyttes.
The principles are not a substitute for regulations and standards that should always be heeded and used.
Alle standarder kan blive revideret, og denne principerklærings brugere skal henholde sig til de seneste udgaver af de heri angivne standarder.
All standards are subject to revision, and users of this Statement of Principles should apply the most recent editions of the standards indicated here.
Af relevante EU-direktiver og ændringer heraf kan nævnes:
Applicable EU Directives with their subsequent amendments include:
førerens synsfelt i motordrevne køretøjer: Kommissionens direktiv 90/630/EØF [2]motordrevne køretøjers indre indretning (kabinens indre, bortset fra indvendige førerspejle, betjeningsorganers udformning, tag eller skydetag, ryglæn og sædebagsider): Rådets direktiv 74/60/EØF [3]bilers indre indretning (identificering af betjeningsorganer, kontrollamper og indikatorer): Rådets direktiv 78/316/EØF [4]Rådets resolution af 17. december 1998 [5] om brugsanvisninger for tekniske forbrugsgoderRådets direktiv 92/59/EØF af 29. juni 1992 om produktsikkerhed i almindelighed [6].Regulativer fra FN's Økonomiske Kommission for Europa (UN/ECE), som er anerkendt af EU efter tiltrædelsen af den reviderede overenskomst af 1958 (se Rådets afgørelse 97/836/EF [7]):ECE-R21 af 1. december 1971
on the field of vision of motor vehicle drivers: Commission Directive 90/630/EEC [2],the interior fittings of motor vehicles (interior parts of the passenger compartment other than the interior rear-view mirrors, layout of controls, the roof or sliding roof, the backrest and rear part of the seats): Council Directive 74/60/EEC [3],the interior fittings of motor vehicles (identification of controls, tell-tales and indicators): Council Directive 78/316/EEC [4],Council Resolution of 17 December 1998 [5] on operating instructions for technical consumer goods,Council Directive 92/59/EEC of 29 June 1992 on general product safety [6].Economic Commission for Europe (UN/ECE) regulations which are recognised by the Community after its accession to the Revised Agreement of 1958 (see Council Decision 97/836/EC [7]):ECE-R21 of 1 December 1971,
Rådets direktiv 71/127/EØF [8] — førerspejleRådets direktiv 77/649/EØF [9] — førerens synsfelt i motordrevne køretøjer.Der henvises i principperne indirekte til følgende standarder og standarddokumenter under udarbejdelse (da dokumenterne ikke findes i oversat form, er originaltitlerne bibeholdt):
Council Directive 71/127/EEC [8] — Rearward field of view,Council Directive 77/649/EEC [9] — Field of vision of motor vehicle drivers.Standards and standard documents in preparation implicitly referred to in the principles are:
ISO 3958 Road vehicles — Passenger car driver hand control reach
ISO 3958 Road vehicles — Passenger car driver hand-control reach,
ISO (DIS) 11429 Ergonomics — System danger and non-danger signals with sounds and lights
ISO (DIS) 11429 Ergonomics — System danger and non-danger signals with sounds and lights,
Method for establishment of eyellipse for driver’s eye location
Method for establishment of eyellipses for driver’s eye location,
ISO 15008 (2003): »Road vehicles — Ergonomic aspects of transport information and control systems — Specifications and compliance procedures for in-vehicle visual presentation«
ISO 15008 (2003): Road vehicles — Ergonomic aspects of transport information and control systems — Specifications and compliance procedures for in-vehicle visual presentation,
ISO 15005 (2002): »Road vehicles — Ergonomic aspects of transport information and control systems — Dialogue management principles and compliance procedures«
ISO 15005 (2002): Road vehicles — Ergonomic aspects of transport information and control systems — Dialogue management principles and compliance procedures,
ISO 17287 (2003): »Road vehicles — Ergonomic aspects of transport information and control systems — Procedure for assessing suitability for use while driving«
ISO 17287 (2003): Road vehicles — Ergonomic aspects of transport information and control systems — Procedure for assessing suitability for use while driving,
ISO 4040 (2001): »Road vehicles — passenger cars — location of hand controls, indicators and tell-tales«
ISO 4040 (2001): Road vehicles — passenger cars — location of hand controls, indicators and tell-tales,
ISO 15006 (2004): Road vehicles — Ergonomic aspects of transport information and control systems — Specifications and compliance procedures for in-vehicle auditory presentation
ISO 15006 (2004): Road vehicles — Ergonomic aspects of transport information and control systems — Specifications and compliance procedures for in-vehicle auditory presentation,
ISO/TS16951 (2004): Road Vehicles — Ergonomic aspects of transport information and control systems — Procedures for determining priority of on-board messages presented to drivers
ISO/TS16951 (2004): Road vehicles — Ergonomic aspects of transport information and control systems — Procedures for determining priority of on-board messages presented to drivers,
ISO 15007-1 (2002): Road vehicles — Measurement of driver visual behaviour with respect to transport information and control systems — Part 1: Definitions and parameters
ISO 15007-1 (2002): Road vehicles — Measurement of driver visual behaviour with respect to transport information and control systems — Part 1: Definitions and parameters,
ISO TS 15007-2 (2001): Road vehicles — Measurement of driver visual behaviour with respect to transport information and control systems — Part 2: Equipment and procedures
ISO TS 15007-2 (2001): Road vehicles — Measurement of driver visual behaviour with respect to transport information and control systems — Part 2: Equipment and procedures,
ISO FDIS 16673: Road vehicles — Ergonomic aspects of transport information and control systems — Occlusion method to assess visual distraction
ISO FDIS 16673: Road vehicles — Ergonomic aspects of transport information and control systems — Occlusion method to assess visual distraction,
ISO 2575 (2004) — Road vehicles — Symbols for controls, indicators and tell-tales
ISO 2575 (2004) — Road vehicles — Symbols for controls, indicators and tell-tales,
Europæisk principerklæring om design af brugergrænseflader (ESoP 2006)
European Statement of Principles on the design of human-machine interface (ESoP 2006)
Som angivet i afsnittet om anvendelsesområdet er principperne beregnet på systemer og funktioner i originalt, eftermonteret og flytbart (bærbart) udstyr.
As described in the scope, the principles are intended to apply to systems and functionalities in OEM, after-market and nomadic (portable) systems.
Design, produktion og levering af elementer til sådanne systemer og udstyr omfatter som oftest flere forskellige organisationer, f.eks.:
In general, a number of organisations are involved in designing, producing and providing elements of such systems and devices, including, for example:
I andre tilfælde omfatter den »produktansvarlige organisation« den organisation, der markedsfører et produkt eller en funktion, som helt eller delvist er designet og fremstillet af forskellige parter.
In other cases, the ‘product-responsible organisation’ will include the organisation introducing a product or functionality into the market, part or all of which may have been designed and produced by different parties.
Derfor er ansvaret ofte fordelt på flere forskellige organisationer.
Consequently the responsibility may often be shared between different organisations.
Når udtrykket »producent« anvendes i nedenstående tekst, kan det omfatte flere forskellige produktansvarlige organisationer.
Where the term ‘manufacturer’ is used in the following text, it may cover several product-responsible organisations.
I almindelighed er der ikke tvivl om, om det er producent, leverandør eller montør, der er ansvarlig for at principperne efterleves.
Generally, it will be clear where the responsibility lies, among manufacturers, suppliers and installers, for applying the principles.
Sådanne definitioner skal tages med i betragtning, når principperne skal anvendes på et systems brugergrænseflade.
Such definitions should be taken into account when considering the application of the principles to a system’s HMI.
Hvis producenten klart har angivet hensigten med systemet (således at føreren med rimelighed kan forventes at være opmærksom herpå), men føreren alligevel bruger systemet på en måde, som producenten ikke havde tænkt sig, kan dette betragtes som ukorrekt brug.
Where the manufacturer’s intention has been clearly stated (such that the driver can reasonably be expected to be aware of it) and the driver subsequently uses the system in a way which is not intended by the manufacturer, this can be considered as misuse.
På det nuværende videnskabelige stade kan der ikke etableres en tvingende sammenhæng mellem overholdelseskriterier og sikkerhed for alle princippernes vedkommende.
The current state of scientific development is not sufficient to make a compelling link between compliance criteria and safety for all the principles.
Derfor sammenkædes principperne ikke systematisk med standarder eller allerede definerede og anerkendte kriterier.
For that reason, the principles are not linked systematically to standards or already defined and accepted criteria.
Hvert princip uddybes under følgende overskrifter:
Each principle is elaborated under the following headings:
Forklaring: Indeholder baggrundsovervejelser og yderligere begrundelse for princippet.
Explanation: includes some rationale and further justification for the principle.
Eksempler: Her gives gode og dårlige eksempler på princippet i praksis.
Examples: ‘good’ and ‘bad’ examples provide additional explanation concerning implementation of the principle.
Anvendelsesrelevans: Her beskrives det, hvilke specifikke systemer eller brugergrænsefladefunktioner princippet tager sigte på, som et nødvendigt første skridt til at afgøre, om et givet systems brugergrænseflade er i overensstemmelse med princippet.
Application: describes which specific systems or HMI functionality are being addressed by the principle as a necessary first step in determining whether a particular system’s HMI is in accordance with the principle.
Kontrol: Via oplysningerne i dette afsnit kan man finde ud af, om systemet er i overensstemmelse med et princip.
Verification: provides some information to address the question of whether a system complies with a principle.
Hvis resultatet kan udtrykkes ved »ja/nej«, kan det klart fastslås, om et princip overholdes.
where the result can be expressed as ‘Yes/No’, this indicates that compliance with a principle can be clearly established,
I andre tilfælde giver de valgte metoder ikke så entydige godkendelses- eller forkastelseskriterier, men giver derimod mulighed for at optimere brugergrænsefladen.
in other cases the approach/methods identified do not lead to a simple pass/fail outcome but offer scope for increased optimisation of the HMI,
I givet fald henvises der til basisdirektivet.
where appropriate, reference is made to the Basic Directive.
Den produktansvarlige organisation skal efterleve direktivet i gældende udgave.
The product-responsible organisation has to comply with the current version of this directive.
Henvisninger: Her gives yderligere oplysninger, som kan være af interesse i forbindelse med det pågældende princip.
References: provide additional information which may be of interest in the context of the relevant principle.
I dette dokument tages udgangspunkt i, at en systemdesigner systematisk skal vejledes via principper for designrelevante aspekter såsom montering, informationsformidling eller grænseflader.
The approach taken by this document is to systematically guide a system’s designer by way of principles addressing design-relevant aspects like installation, information presentation or interface.
Systemets instrumenter og betjeningsorganer må ikke beslaglægge en større del af førerens opmærksomhed end foreneligt med de krav om opmærksomhed, kørslen stiller.
The allocation of driver attention while interacting with system displays and controls remains compatible with the attentional demand of the driving situation.
De ressourcer, som føreren aktiverer, afhænger ikke blot af personlige faktorer, men kan også variere efter førerens motivation og tilstand.
The resources activated by the driver not only depend on personal factors but may also vary according to his/her motivation and state.
Grænseflader (som f.eks. aflæses via syn, berøring eller hørelse) kan medføre såvel fysisk som mental belastning.
Interfaces (including visual, tactile and auditory) can induce both physical and cognitive workload.
I forbindelse med denne overordnede designmålsætning tages følgende opgaver i betragtning som relevante:
The relevant tasks addressed in this overall design goal are:
Det stiller varierende krav til opmærksomhedsgraden alt efter kørselssituationen
This has an associated attentional demand which varies with the driving situation,
For at nå frem til dette mål kræves det, at de to opgaver er forenelige, hvilket vil sige, at systemets opmærksomhedskrav ikke bevirker, at den resterende ressource ikke rækker til at varetage kørslen forsvarligt.
Reaching this goal requires compatibility between the two tasks, whereby the attentional demand of the system does not cause the available resource to be less than that required to attend properly to the prevailing driving task.
Forenelighedsbegrebet er mere hensigtsmæssigt end en overgrænse for det samlede grænsefladeomfang af følgende grunde:
The concept of compatibility is preferable to a limit on the total amount of interface because:
Begrebet »opgave« er kontroversielt, idet den samme opgaves parametre kan variere betydeligt, f.eks. varighed; der findes heller ingen brugsklar definition af begrebet opgave.
the concept of task is controversial since the same task can vary substantially in terms of its parameters, e.g. duration; moreover, a suitable definition of task is not available,
En grænseflade med instrumenter og betjeningsorganer kan have forskellig virkning afhængigt af førerens motivation og tilstand; i denne forbindelse er en mindre arbejdsbelastning ikke pr. definition bedre.
depending on the motivation and state of the driver, an interface with displays and controls may have a different effect; this is due to the fact that less workload is not necessarily better,
Der er ikke tilstrækkelig indsigt i sammenhængen mellem grænsefladekomponenter (kompleksitet, intensitet, varighed osv.), arbejdsbelastning og kørselspræstation.
the relation between the components of interface (complexity, intensity, duration, etc.), workload and driving performance is not well enough understood.
Systemer, som designes i overensstemmelse med ESoP, skal være udformet, så føreren kan styre opmærksomhedskravet ved at vælge at interagere (eller lade være) og vælge, hvordan og hvornår det skal ske.
Systems which are designed in accordance with the ESoP should be such that the attentional demand of the system can be modified by the driver choosing to interact (or not), and by choosing when and how to interact.
Dette princip skal sikre, at føreren distraheres mindst muligt ved anvendelse af et førerinformations- eller kommunikationssystem under kørslen, så førerens fulde kontrol over køretøjet ikke kompromitteres.
The aim of this principle is to ensure that the driver is distracted as little as possible by the use of a driver information or communication system while driving such that his/her ability to be in full control of the vehicle is not compromised.
Denne designmålsætning er også opstillet for at understrege, hvor vigtigt det er at undgå, at føreren distraheres med visuel underholdning.
This design goal is also formulated to highlight the special importance of avoiding distraction caused by visual entertainment.
Visuel underholdning kan f.eks. bestå i, at der vises billeder, som fanger blikket (og dermed førerens opmærksomhed) via deres form eller indhold.
Visual entertainment may occur by visually displaying images which are attractive (i.e. likely to catch the driver’s attention) because of their form or content.
Farlig adfærd kan påvirke medtrafikanternes adfærd.
Hazardous behaviour may influence other road users’ behaviour.
Et eksempel herpå kunne være, at systemet viste, hvordan man kunne opnå størst hastighed i et sving ved at anvende racerkørselsteknikker.
An example could be the display of a race-driving strategy in order to achieve maximum speed while cornering.