G. Vledder
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5 records found
1
Autonomous buses offer benefits such as fewer traffic collisions and lower emissions, but public acceptance is limited by perceived safety: the subjective feeling of being unsafe. This project explores how interior design can support perceived safety in fully autonomous buses.
Research identified three core problems. A user survey (n=98) showed that passengers feel significantly less safe without a driver (safety score drops from 4.2 to 2.8 out of 5), mainly due to "no contact", "uncertainty", and "no control". Expert interviews with HTM, EBS and RET confirmed that passenger behaviour is the biggest concern in practice. Literature showed that predictability reduces stress and that visible staff presence is the most effective safety measure, but both disappear without a driver. Through this research three core problems were identified: support (passengers need to know they can get help), social safety (passengers need to feel safe around others), and uncertainty (passengers need to understand what the bus will do).
The design framework translated these insights into four themes: Overview & Comprehensibility, Control & Calm, Social Safety, and Accessibility & Inclusivity. Through ideation, six concepts were developed and evaluated against sixteen requirements and fourteen wishes. Two concepts were combined into the Heartbeat Bus, built around two core elements. The help ring provides a central point for route information and direct contact with a help centre. The breathing ceiling makes bus behaviour visible through gentle light signals. Supporting elements include large windows, mirrors, camera screens, emergency buttons, silent alarms, QR codes, and door lights.
Validation showed that 71% of respondents rated the redesigned bus as better than a normal autonomous bus, and 83% of final test participants would feel comfortable using it without a driver. A feasibility interview with BYD confirmed technical feasibility within 15 years. The concept meets all requirements and scores well on all wishes.
This project demonstrates that interior design can significantly address the psychological and social gaps left by the removal of the driver, uncertainty of the bus and behaviour of other passengers, offering a coherent, integrated solution that makes passengers feel safe, informed, and in control.
...
Research identified three core problems. A user survey (n=98) showed that passengers feel significantly less safe without a driver (safety score drops from 4.2 to 2.8 out of 5), mainly due to "no contact", "uncertainty", and "no control". Expert interviews with HTM, EBS and RET confirmed that passenger behaviour is the biggest concern in practice. Literature showed that predictability reduces stress and that visible staff presence is the most effective safety measure, but both disappear without a driver. Through this research three core problems were identified: support (passengers need to know they can get help), social safety (passengers need to feel safe around others), and uncertainty (passengers need to understand what the bus will do).
The design framework translated these insights into four themes: Overview & Comprehensibility, Control & Calm, Social Safety, and Accessibility & Inclusivity. Through ideation, six concepts were developed and evaluated against sixteen requirements and fourteen wishes. Two concepts were combined into the Heartbeat Bus, built around two core elements. The help ring provides a central point for route information and direct contact with a help centre. The breathing ceiling makes bus behaviour visible through gentle light signals. Supporting elements include large windows, mirrors, camera screens, emergency buttons, silent alarms, QR codes, and door lights.
Validation showed that 71% of respondents rated the redesigned bus as better than a normal autonomous bus, and 83% of final test participants would feel comfortable using it without a driver. A feasibility interview with BYD confirmed technical feasibility within 15 years. The concept meets all requirements and scores well on all wishes.
This project demonstrates that interior design can significantly address the psychological and social gaps left by the removal of the driver, uncertainty of the bus and behaviour of other passengers, offering a coherent, integrated solution that makes passengers feel safe, informed, and in control.
...
Autonomous buses offer benefits such as fewer traffic collisions and lower emissions, but public acceptance is limited by perceived safety: the subjective feeling of being unsafe. This project explores how interior design can support perceived safety in fully autonomous buses.
Research identified three core problems. A user survey (n=98) showed that passengers feel significantly less safe without a driver (safety score drops from 4.2 to 2.8 out of 5), mainly due to "no contact", "uncertainty", and "no control". Expert interviews with HTM, EBS and RET confirmed that passenger behaviour is the biggest concern in practice. Literature showed that predictability reduces stress and that visible staff presence is the most effective safety measure, but both disappear without a driver. Through this research three core problems were identified: support (passengers need to know they can get help), social safety (passengers need to feel safe around others), and uncertainty (passengers need to understand what the bus will do).
The design framework translated these insights into four themes: Overview & Comprehensibility, Control & Calm, Social Safety, and Accessibility & Inclusivity. Through ideation, six concepts were developed and evaluated against sixteen requirements and fourteen wishes. Two concepts were combined into the Heartbeat Bus, built around two core elements. The help ring provides a central point for route information and direct contact with a help centre. The breathing ceiling makes bus behaviour visible through gentle light signals. Supporting elements include large windows, mirrors, camera screens, emergency buttons, silent alarms, QR codes, and door lights.
Validation showed that 71% of respondents rated the redesigned bus as better than a normal autonomous bus, and 83% of final test participants would feel comfortable using it without a driver. A feasibility interview with BYD confirmed technical feasibility within 15 years. The concept meets all requirements and scores well on all wishes.
This project demonstrates that interior design can significantly address the psychological and social gaps left by the removal of the driver, uncertainty of the bus and behaviour of other passengers, offering a coherent, integrated solution that makes passengers feel safe, informed, and in control.
Research identified three core problems. A user survey (n=98) showed that passengers feel significantly less safe without a driver (safety score drops from 4.2 to 2.8 out of 5), mainly due to "no contact", "uncertainty", and "no control". Expert interviews with HTM, EBS and RET confirmed that passenger behaviour is the biggest concern in practice. Literature showed that predictability reduces stress and that visible staff presence is the most effective safety measure, but both disappear without a driver. Through this research three core problems were identified: support (passengers need to know they can get help), social safety (passengers need to feel safe around others), and uncertainty (passengers need to understand what the bus will do).
The design framework translated these insights into four themes: Overview & Comprehensibility, Control & Calm, Social Safety, and Accessibility & Inclusivity. Through ideation, six concepts were developed and evaluated against sixteen requirements and fourteen wishes. Two concepts were combined into the Heartbeat Bus, built around two core elements. The help ring provides a central point for route information and direct contact with a help centre. The breathing ceiling makes bus behaviour visible through gentle light signals. Supporting elements include large windows, mirrors, camera screens, emergency buttons, silent alarms, QR codes, and door lights.
Validation showed that 71% of respondents rated the redesigned bus as better than a normal autonomous bus, and 83% of final test participants would feel comfortable using it without a driver. A feasibility interview with BYD confirmed technical feasibility within 15 years. The concept meets all requirements and scores well on all wishes.
This project demonstrates that interior design can significantly address the psychological and social gaps left by the removal of the driver, uncertainty of the bus and behaviour of other passengers, offering a coherent, integrated solution that makes passengers feel safe, informed, and in control.
This study explores the effectiveness of a multisensory relaxation program developed for a high performance coupe interior by a German auto manufacturer. There is a growing need to introduce sensory-rich cabin experiences that bring about stress alleviation coupled with improvement of attention. The aim of this research is to evaluate whether auditory, visual, and tactile stimuli can facilitate relaxation in occupants following a high-arousal driving task.
A total of thirty-three participants were subjected to four therapy program conditions in a counterbalanced Latin Square order: no stimulus (control), auditory-only, auditory + visual, and auditory + visual + tactile (vibratory) stimuli. A custom test buck was built for the therapy activities, emulating the interiors of a sports coupe. The therapies were preceeded by a driving simulation stressor. Physiological data such as electrodermal activity, pulse rate, and skin temperature were collected through a wearable device, while subjective responses were collected via questionnaires. A psychomotor vigilance task (PVT) was also paired with the questionnaires to measure response times.
Physiological data analysis reveals no statistical differences between the four therapy conditions. PVT reaction times show minor improvements post-therapy, aligning with expectations. However, subjective data indicates clear preferences among participants. The complete therapy was most frequently rated as effective, though many complained about visual overstimulation. In contrast, the audio-only condition was perceived most balanced. Notably, participants suggested an audio-tactile configuration omitting the visual component.
These findings show that while objective data is still inconclusive, subjective feedback support such multisensory integrations in automotive interiors, particularly during idle EV charging phases or pre/post performance driving. ...
A total of thirty-three participants were subjected to four therapy program conditions in a counterbalanced Latin Square order: no stimulus (control), auditory-only, auditory + visual, and auditory + visual + tactile (vibratory) stimuli. A custom test buck was built for the therapy activities, emulating the interiors of a sports coupe. The therapies were preceeded by a driving simulation stressor. Physiological data such as electrodermal activity, pulse rate, and skin temperature were collected through a wearable device, while subjective responses were collected via questionnaires. A psychomotor vigilance task (PVT) was also paired with the questionnaires to measure response times.
Physiological data analysis reveals no statistical differences between the four therapy conditions. PVT reaction times show minor improvements post-therapy, aligning with expectations. However, subjective data indicates clear preferences among participants. The complete therapy was most frequently rated as effective, though many complained about visual overstimulation. In contrast, the audio-only condition was perceived most balanced. Notably, participants suggested an audio-tactile configuration omitting the visual component.
These findings show that while objective data is still inconclusive, subjective feedback support such multisensory integrations in automotive interiors, particularly during idle EV charging phases or pre/post performance driving. ...
This study explores the effectiveness of a multisensory relaxation program developed for a high performance coupe interior by a German auto manufacturer. There is a growing need to introduce sensory-rich cabin experiences that bring about stress alleviation coupled with improvement of attention. The aim of this research is to evaluate whether auditory, visual, and tactile stimuli can facilitate relaxation in occupants following a high-arousal driving task.
A total of thirty-three participants were subjected to four therapy program conditions in a counterbalanced Latin Square order: no stimulus (control), auditory-only, auditory + visual, and auditory + visual + tactile (vibratory) stimuli. A custom test buck was built for the therapy activities, emulating the interiors of a sports coupe. The therapies were preceeded by a driving simulation stressor. Physiological data such as electrodermal activity, pulse rate, and skin temperature were collected through a wearable device, while subjective responses were collected via questionnaires. A psychomotor vigilance task (PVT) was also paired with the questionnaires to measure response times.
Physiological data analysis reveals no statistical differences between the four therapy conditions. PVT reaction times show minor improvements post-therapy, aligning with expectations. However, subjective data indicates clear preferences among participants. The complete therapy was most frequently rated as effective, though many complained about visual overstimulation. In contrast, the audio-only condition was perceived most balanced. Notably, participants suggested an audio-tactile configuration omitting the visual component.
These findings show that while objective data is still inconclusive, subjective feedback support such multisensory integrations in automotive interiors, particularly during idle EV charging phases or pre/post performance driving.
A total of thirty-three participants were subjected to four therapy program conditions in a counterbalanced Latin Square order: no stimulus (control), auditory-only, auditory + visual, and auditory + visual + tactile (vibratory) stimuli. A custom test buck was built for the therapy activities, emulating the interiors of a sports coupe. The therapies were preceeded by a driving simulation stressor. Physiological data such as electrodermal activity, pulse rate, and skin temperature were collected through a wearable device, while subjective responses were collected via questionnaires. A psychomotor vigilance task (PVT) was also paired with the questionnaires to measure response times.
Physiological data analysis reveals no statistical differences between the four therapy conditions. PVT reaction times show minor improvements post-therapy, aligning with expectations. However, subjective data indicates clear preferences among participants. The complete therapy was most frequently rated as effective, though many complained about visual overstimulation. In contrast, the audio-only condition was perceived most balanced. Notably, participants suggested an audio-tactile configuration omitting the visual component.
These findings show that while objective data is still inconclusive, subjective feedback support such multisensory integrations in automotive interiors, particularly during idle EV charging phases or pre/post performance driving.
Master thesis
(2025)
-
T.W. van Duivenboden, E. Tempelman, G. Vledder, Daniel Rosen Jacobson, Joaquin Exalto
This graduation report proposes a new cabin interior for the Elysian E9X. The project is driven by the main questions of Elysian Aircraft: How can we provide a seamless experience for economy-class passengers on a short-haul electric flight? And, how can an electric aircraft interior be different from today's airplanes?
The aircraft system involves three key stakeholders: the airline, the aircraft manufacturer and the aircraft interior manufacturer. Elysian, the aircraft manufacturer, is in the initial stage of the certification phase, which gives them significant design freedom to make meaningful innovations. The analysis phase of this research revealed the following main findings: passengers need a sense of visual and physical spaciousness. Additionally, there should be more legroom and improved luggage storage. These main findings were translated into a design goal: Design a lightweight 90-passenger cabin interior seat with enhanced legroom, easy luggage access and a spacious layout that gives passengers a sense of control and the ability to move more freely during the flight (keywords: legroom, spaciousness and luggage).
The final design features a cabin where luggage is stored in containers under the seats. An additional false floor has been installed above the structural floor. This layer creates space for luggage containers between the two floors. How does it work? You board the aircraft and walk to your seat. Once seated, you slide open the luggage container beneath you and place your luggage in the container. If you need to access your belongings during the flight, you can do so easily from your seat.
User testing was conducted to validate the container concept and its impact on user experience in terms of legroom, spaciousness and luggage (keywords design goal). Results from testing with a 1:1 mock-up model showed that luggage was easier to hold during boarding and disembarking, and people were positive about the privacy of their luggage. Testing results using VR technology indicated that the fuselage, without overhead bins, feels more spacious and allows for greater freedom of movement during the flight.
The design brings a lot more advantages. For future passengers, the new design creates a more spacious cabin, allowing them to enjoy an unobstructed view. Increased legroom and easy luggage access provide more convenience and a greater sense of control during the flight. For the airlines, faster boarding reduces turnaround times as passengers store luggage at their seats. More open space improves movement for both passengers and crew. Flexible seat configurations and customisable luggage compartments allow airlines to adapt the layout to their own needs. Therefore, the design eliminates the need for extra construction materials, making it a lightweight and sustainable choice. For the system, this concept integrates into existing aircraft fuselages without significant structural changes. It maintains the supply chain while offering aircraft manufacturers or airlines the option to lower the floor for an even more open and spacious cabin feel.
...
The aircraft system involves three key stakeholders: the airline, the aircraft manufacturer and the aircraft interior manufacturer. Elysian, the aircraft manufacturer, is in the initial stage of the certification phase, which gives them significant design freedom to make meaningful innovations. The analysis phase of this research revealed the following main findings: passengers need a sense of visual and physical spaciousness. Additionally, there should be more legroom and improved luggage storage. These main findings were translated into a design goal: Design a lightweight 90-passenger cabin interior seat with enhanced legroom, easy luggage access and a spacious layout that gives passengers a sense of control and the ability to move more freely during the flight (keywords: legroom, spaciousness and luggage).
The final design features a cabin where luggage is stored in containers under the seats. An additional false floor has been installed above the structural floor. This layer creates space for luggage containers between the two floors. How does it work? You board the aircraft and walk to your seat. Once seated, you slide open the luggage container beneath you and place your luggage in the container. If you need to access your belongings during the flight, you can do so easily from your seat.
User testing was conducted to validate the container concept and its impact on user experience in terms of legroom, spaciousness and luggage (keywords design goal). Results from testing with a 1:1 mock-up model showed that luggage was easier to hold during boarding and disembarking, and people were positive about the privacy of their luggage. Testing results using VR technology indicated that the fuselage, without overhead bins, feels more spacious and allows for greater freedom of movement during the flight.
The design brings a lot more advantages. For future passengers, the new design creates a more spacious cabin, allowing them to enjoy an unobstructed view. Increased legroom and easy luggage access provide more convenience and a greater sense of control during the flight. For the airlines, faster boarding reduces turnaround times as passengers store luggage at their seats. More open space improves movement for both passengers and crew. Flexible seat configurations and customisable luggage compartments allow airlines to adapt the layout to their own needs. Therefore, the design eliminates the need for extra construction materials, making it a lightweight and sustainable choice. For the system, this concept integrates into existing aircraft fuselages without significant structural changes. It maintains the supply chain while offering aircraft manufacturers or airlines the option to lower the floor for an even more open and spacious cabin feel.
...
This graduation report proposes a new cabin interior for the Elysian E9X. The project is driven by the main questions of Elysian Aircraft: How can we provide a seamless experience for economy-class passengers on a short-haul electric flight? And, how can an electric aircraft interior be different from today's airplanes?
The aircraft system involves three key stakeholders: the airline, the aircraft manufacturer and the aircraft interior manufacturer. Elysian, the aircraft manufacturer, is in the initial stage of the certification phase, which gives them significant design freedom to make meaningful innovations. The analysis phase of this research revealed the following main findings: passengers need a sense of visual and physical spaciousness. Additionally, there should be more legroom and improved luggage storage. These main findings were translated into a design goal: Design a lightweight 90-passenger cabin interior seat with enhanced legroom, easy luggage access and a spacious layout that gives passengers a sense of control and the ability to move more freely during the flight (keywords: legroom, spaciousness and luggage).
The final design features a cabin where luggage is stored in containers under the seats. An additional false floor has been installed above the structural floor. This layer creates space for luggage containers between the two floors. How does it work? You board the aircraft and walk to your seat. Once seated, you slide open the luggage container beneath you and place your luggage in the container. If you need to access your belongings during the flight, you can do so easily from your seat.
User testing was conducted to validate the container concept and its impact on user experience in terms of legroom, spaciousness and luggage (keywords design goal). Results from testing with a 1:1 mock-up model showed that luggage was easier to hold during boarding and disembarking, and people were positive about the privacy of their luggage. Testing results using VR technology indicated that the fuselage, without overhead bins, feels more spacious and allows for greater freedom of movement during the flight.
The design brings a lot more advantages. For future passengers, the new design creates a more spacious cabin, allowing them to enjoy an unobstructed view. Increased legroom and easy luggage access provide more convenience and a greater sense of control during the flight. For the airlines, faster boarding reduces turnaround times as passengers store luggage at their seats. More open space improves movement for both passengers and crew. Flexible seat configurations and customisable luggage compartments allow airlines to adapt the layout to their own needs. Therefore, the design eliminates the need for extra construction materials, making it a lightweight and sustainable choice. For the system, this concept integrates into existing aircraft fuselages without significant structural changes. It maintains the supply chain while offering aircraft manufacturers or airlines the option to lower the floor for an even more open and spacious cabin feel.
The aircraft system involves three key stakeholders: the airline, the aircraft manufacturer and the aircraft interior manufacturer. Elysian, the aircraft manufacturer, is in the initial stage of the certification phase, which gives them significant design freedom to make meaningful innovations. The analysis phase of this research revealed the following main findings: passengers need a sense of visual and physical spaciousness. Additionally, there should be more legroom and improved luggage storage. These main findings were translated into a design goal: Design a lightweight 90-passenger cabin interior seat with enhanced legroom, easy luggage access and a spacious layout that gives passengers a sense of control and the ability to move more freely during the flight (keywords: legroom, spaciousness and luggage).
The final design features a cabin where luggage is stored in containers under the seats. An additional false floor has been installed above the structural floor. This layer creates space for luggage containers between the two floors. How does it work? You board the aircraft and walk to your seat. Once seated, you slide open the luggage container beneath you and place your luggage in the container. If you need to access your belongings during the flight, you can do so easily from your seat.
User testing was conducted to validate the container concept and its impact on user experience in terms of legroom, spaciousness and luggage (keywords design goal). Results from testing with a 1:1 mock-up model showed that luggage was easier to hold during boarding and disembarking, and people were positive about the privacy of their luggage. Testing results using VR technology indicated that the fuselage, without overhead bins, feels more spacious and allows for greater freedom of movement during the flight.
The design brings a lot more advantages. For future passengers, the new design creates a more spacious cabin, allowing them to enjoy an unobstructed view. Increased legroom and easy luggage access provide more convenience and a greater sense of control during the flight. For the airlines, faster boarding reduces turnaround times as passengers store luggage at their seats. More open space improves movement for both passengers and crew. Flexible seat configurations and customisable luggage compartments allow airlines to adapt the layout to their own needs. Therefore, the design eliminates the need for extra construction materials, making it a lightweight and sustainable choice. For the system, this concept integrates into existing aircraft fuselages without significant structural changes. It maintains the supply chain while offering aircraft manufacturers or airlines the option to lower the floor for an even more open and spacious cabin feel.
This project explores the prospects for interior design in a dual purpose train that can run both day and night for improved utilization and comfort.
Contemporary trains are categorized as either exclusively for daytime or nighttime use. Their interiors limit them to specific temporal contexts. For instance, in daytime trains, passengers are confined to sitting positions and cannot lie flat, resulting in suboptimal sleeping comfort. Thereby the appeal of such trains for night (long distance) travel is reduced. Conversely, in existing night trains, while passengers can lie flat, the fixed layout featuring compartments and beds makes the capacity of the train too low for daytime use. Moreover, night trains face strong competition from aviation, rendering their utilization challenging.
A solution to this problem involves designing a train interior that serves the dual purpose of accommodating both daytime and nighttime travel. Drawing insights from research, and the existing coach geometry, four distinct design directions were developed. Emphasis was placed on striking a balance between coach capacity and passenger comfort, recognizing the inherent tension between these two factors in this context. One of these directions was further refined into the final concept. In refining the final concept, the emphasis was on creating a passenger experience characterised by privacy, safety and comfort. Two Virtual Reality tests were conducted among other efforts to achieve this goal.
The final concept features a symmetrical coach with a centrally positioned entrance. The entrance aligns with the platform's height, facilitating easy boarding for passengers
with reduced mobility. The central hall houses a self-service bar for acquiring food and beverages. Adjacent to the central hall are seats on both sides. During the day, passengers can occupy these seats, which are configured in sets of two facing each other. No ticket reservation is necessary for daytime travel, and the coach accommodates 72 passengers during this period. Capacity is thereby 10% lower than in daytime-only trains. At night, the seats transform into beds, offering passengers the option to lie flat.
Privacy screens can be easily placed around the bed, and overhead lockers are available for secure luggage storage. The nighttime capacity is 36 passengers, which is the same capacity as the sleeper accommodation in night trains. Ticket reservation is obligatory for overnight travel. The coach incorporates two toilets and two washrooms. Distinct zones within the coach, such as a quiet zone, a socializing zone, and a women only zone for nighttime travel, contribute to a tailored and comfortable passenger experience. ...
Contemporary trains are categorized as either exclusively for daytime or nighttime use. Their interiors limit them to specific temporal contexts. For instance, in daytime trains, passengers are confined to sitting positions and cannot lie flat, resulting in suboptimal sleeping comfort. Thereby the appeal of such trains for night (long distance) travel is reduced. Conversely, in existing night trains, while passengers can lie flat, the fixed layout featuring compartments and beds makes the capacity of the train too low for daytime use. Moreover, night trains face strong competition from aviation, rendering their utilization challenging.
A solution to this problem involves designing a train interior that serves the dual purpose of accommodating both daytime and nighttime travel. Drawing insights from research, and the existing coach geometry, four distinct design directions were developed. Emphasis was placed on striking a balance between coach capacity and passenger comfort, recognizing the inherent tension between these two factors in this context. One of these directions was further refined into the final concept. In refining the final concept, the emphasis was on creating a passenger experience characterised by privacy, safety and comfort. Two Virtual Reality tests were conducted among other efforts to achieve this goal.
The final concept features a symmetrical coach with a centrally positioned entrance. The entrance aligns with the platform's height, facilitating easy boarding for passengers
with reduced mobility. The central hall houses a self-service bar for acquiring food and beverages. Adjacent to the central hall are seats on both sides. During the day, passengers can occupy these seats, which are configured in sets of two facing each other. No ticket reservation is necessary for daytime travel, and the coach accommodates 72 passengers during this period. Capacity is thereby 10% lower than in daytime-only trains. At night, the seats transform into beds, offering passengers the option to lie flat.
Privacy screens can be easily placed around the bed, and overhead lockers are available for secure luggage storage. The nighttime capacity is 36 passengers, which is the same capacity as the sleeper accommodation in night trains. Ticket reservation is obligatory for overnight travel. The coach incorporates two toilets and two washrooms. Distinct zones within the coach, such as a quiet zone, a socializing zone, and a women only zone for nighttime travel, contribute to a tailored and comfortable passenger experience. ...
This project explores the prospects for interior design in a dual purpose train that can run both day and night for improved utilization and comfort.
Contemporary trains are categorized as either exclusively for daytime or nighttime use. Their interiors limit them to specific temporal contexts. For instance, in daytime trains, passengers are confined to sitting positions and cannot lie flat, resulting in suboptimal sleeping comfort. Thereby the appeal of such trains for night (long distance) travel is reduced. Conversely, in existing night trains, while passengers can lie flat, the fixed layout featuring compartments and beds makes the capacity of the train too low for daytime use. Moreover, night trains face strong competition from aviation, rendering their utilization challenging.
A solution to this problem involves designing a train interior that serves the dual purpose of accommodating both daytime and nighttime travel. Drawing insights from research, and the existing coach geometry, four distinct design directions were developed. Emphasis was placed on striking a balance between coach capacity and passenger comfort, recognizing the inherent tension between these two factors in this context. One of these directions was further refined into the final concept. In refining the final concept, the emphasis was on creating a passenger experience characterised by privacy, safety and comfort. Two Virtual Reality tests were conducted among other efforts to achieve this goal.
The final concept features a symmetrical coach with a centrally positioned entrance. The entrance aligns with the platform's height, facilitating easy boarding for passengers
with reduced mobility. The central hall houses a self-service bar for acquiring food and beverages. Adjacent to the central hall are seats on both sides. During the day, passengers can occupy these seats, which are configured in sets of two facing each other. No ticket reservation is necessary for daytime travel, and the coach accommodates 72 passengers during this period. Capacity is thereby 10% lower than in daytime-only trains. At night, the seats transform into beds, offering passengers the option to lie flat.
Privacy screens can be easily placed around the bed, and overhead lockers are available for secure luggage storage. The nighttime capacity is 36 passengers, which is the same capacity as the sleeper accommodation in night trains. Ticket reservation is obligatory for overnight travel. The coach incorporates two toilets and two washrooms. Distinct zones within the coach, such as a quiet zone, a socializing zone, and a women only zone for nighttime travel, contribute to a tailored and comfortable passenger experience.
Contemporary trains are categorized as either exclusively for daytime or nighttime use. Their interiors limit them to specific temporal contexts. For instance, in daytime trains, passengers are confined to sitting positions and cannot lie flat, resulting in suboptimal sleeping comfort. Thereby the appeal of such trains for night (long distance) travel is reduced. Conversely, in existing night trains, while passengers can lie flat, the fixed layout featuring compartments and beds makes the capacity of the train too low for daytime use. Moreover, night trains face strong competition from aviation, rendering their utilization challenging.
A solution to this problem involves designing a train interior that serves the dual purpose of accommodating both daytime and nighttime travel. Drawing insights from research, and the existing coach geometry, four distinct design directions were developed. Emphasis was placed on striking a balance between coach capacity and passenger comfort, recognizing the inherent tension between these two factors in this context. One of these directions was further refined into the final concept. In refining the final concept, the emphasis was on creating a passenger experience characterised by privacy, safety and comfort. Two Virtual Reality tests were conducted among other efforts to achieve this goal.
The final concept features a symmetrical coach with a centrally positioned entrance. The entrance aligns with the platform's height, facilitating easy boarding for passengers
with reduced mobility. The central hall houses a self-service bar for acquiring food and beverages. Adjacent to the central hall are seats on both sides. During the day, passengers can occupy these seats, which are configured in sets of two facing each other. No ticket reservation is necessary for daytime travel, and the coach accommodates 72 passengers during this period. Capacity is thereby 10% lower than in daytime-only trains. At night, the seats transform into beds, offering passengers the option to lie flat.
Privacy screens can be easily placed around the bed, and overhead lockers are available for secure luggage storage. The nighttime capacity is 36 passengers, which is the same capacity as the sleeper accommodation in night trains. Ticket reservation is obligatory for overnight travel. The coach incorporates two toilets and two washrooms. Distinct zones within the coach, such as a quiet zone, a socializing zone, and a women only zone for nighttime travel, contribute to a tailored and comfortable passenger experience.
With the evolution of Autonomous Vehicles for the near future, BMW has designed a new seat for their vehicles, whose aim is to offer the greatest amount of comfort possible. Their main challenge now is to transform this level of comfort even when passengers want to sleep on the road, or while charging their vehicles. When it comes to confined spaces such as seats, obtaining a comfortable sleep has always been a challenge.
Taking into account the difficulty in achieving comfortable sleep in a seat, one of the main goals of BMW is to further enhance this seat within the context of sleeping. Sleeping is becoming one of the most popular activities among those passengers during a journey, and it is expected to grow with the integration of fully autonomous vehicles. Therefore, the first goal of the project is to analyze the seat to ensure maximum comfort when sleeping, and the second goal is to tackle the main area of discomfort with a design proposal.
For this, a thirty-minute sleeping research is conducted with sixteen participants, evaluating two different backrest angles (120º and 140º). The results show a preference of reclined backrest of 140 degrees, and an increase in comfort compared to sleeping in conventional seats. All participants had a good nap with this reclination, with an average amount of sleep of fourteen minutes. Regarding the seat analysis, the most uncomfortable part of the seat is the headrest, due to the lack of support for neck and head, and the lack of height adaptability to different demographics. The second area of discomfort is the leg support and the lack of footrest.
With these results in mind, the second goal is to develop an attachable head support that can be integrated in the BMW seat, for offering more comfort while sleeping in a reclined position. The main requirement considered is to make it adjustable in the area of head, neck, and height of the user.
The proposed design consists of two main components: a head support and a neck support. An integrated mechanism in the foam allows the adjustment of both to the width of the head and neck. In addition, a mechanism allows adjusting the height of the support to the desired position. Different prototypes are developed to assess the viability of the design features and feasibility for its integration in the seat.
A subsequent user test involving ten participants is conducted to validate the comfort and functionality of the design. The participants were asked to sleep in the seat making use of the new support. In order to obtain more objective results, four pressure sensors are integrated in the product to calculate the ideal pressure distribution exerted by the users. The data obtained from the sensors corroborated findings from literature research. Additionally, the support significantly increases the comfort after a thirty-minute nap in comparison to sleeping without support.
...
Taking into account the difficulty in achieving comfortable sleep in a seat, one of the main goals of BMW is to further enhance this seat within the context of sleeping. Sleeping is becoming one of the most popular activities among those passengers during a journey, and it is expected to grow with the integration of fully autonomous vehicles. Therefore, the first goal of the project is to analyze the seat to ensure maximum comfort when sleeping, and the second goal is to tackle the main area of discomfort with a design proposal.
For this, a thirty-minute sleeping research is conducted with sixteen participants, evaluating two different backrest angles (120º and 140º). The results show a preference of reclined backrest of 140 degrees, and an increase in comfort compared to sleeping in conventional seats. All participants had a good nap with this reclination, with an average amount of sleep of fourteen minutes. Regarding the seat analysis, the most uncomfortable part of the seat is the headrest, due to the lack of support for neck and head, and the lack of height adaptability to different demographics. The second area of discomfort is the leg support and the lack of footrest.
With these results in mind, the second goal is to develop an attachable head support that can be integrated in the BMW seat, for offering more comfort while sleeping in a reclined position. The main requirement considered is to make it adjustable in the area of head, neck, and height of the user.
The proposed design consists of two main components: a head support and a neck support. An integrated mechanism in the foam allows the adjustment of both to the width of the head and neck. In addition, a mechanism allows adjusting the height of the support to the desired position. Different prototypes are developed to assess the viability of the design features and feasibility for its integration in the seat.
A subsequent user test involving ten participants is conducted to validate the comfort and functionality of the design. The participants were asked to sleep in the seat making use of the new support. In order to obtain more objective results, four pressure sensors are integrated in the product to calculate the ideal pressure distribution exerted by the users. The data obtained from the sensors corroborated findings from literature research. Additionally, the support significantly increases the comfort after a thirty-minute nap in comparison to sleeping without support.
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With the evolution of Autonomous Vehicles for the near future, BMW has designed a new seat for their vehicles, whose aim is to offer the greatest amount of comfort possible. Their main challenge now is to transform this level of comfort even when passengers want to sleep on the road, or while charging their vehicles. When it comes to confined spaces such as seats, obtaining a comfortable sleep has always been a challenge.
Taking into account the difficulty in achieving comfortable sleep in a seat, one of the main goals of BMW is to further enhance this seat within the context of sleeping. Sleeping is becoming one of the most popular activities among those passengers during a journey, and it is expected to grow with the integration of fully autonomous vehicles. Therefore, the first goal of the project is to analyze the seat to ensure maximum comfort when sleeping, and the second goal is to tackle the main area of discomfort with a design proposal.
For this, a thirty-minute sleeping research is conducted with sixteen participants, evaluating two different backrest angles (120º and 140º). The results show a preference of reclined backrest of 140 degrees, and an increase in comfort compared to sleeping in conventional seats. All participants had a good nap with this reclination, with an average amount of sleep of fourteen minutes. Regarding the seat analysis, the most uncomfortable part of the seat is the headrest, due to the lack of support for neck and head, and the lack of height adaptability to different demographics. The second area of discomfort is the leg support and the lack of footrest.
With these results in mind, the second goal is to develop an attachable head support that can be integrated in the BMW seat, for offering more comfort while sleeping in a reclined position. The main requirement considered is to make it adjustable in the area of head, neck, and height of the user.
The proposed design consists of two main components: a head support and a neck support. An integrated mechanism in the foam allows the adjustment of both to the width of the head and neck. In addition, a mechanism allows adjusting the height of the support to the desired position. Different prototypes are developed to assess the viability of the design features and feasibility for its integration in the seat.
A subsequent user test involving ten participants is conducted to validate the comfort and functionality of the design. The participants were asked to sleep in the seat making use of the new support. In order to obtain more objective results, four pressure sensors are integrated in the product to calculate the ideal pressure distribution exerted by the users. The data obtained from the sensors corroborated findings from literature research. Additionally, the support significantly increases the comfort after a thirty-minute nap in comparison to sleeping without support.
Taking into account the difficulty in achieving comfortable sleep in a seat, one of the main goals of BMW is to further enhance this seat within the context of sleeping. Sleeping is becoming one of the most popular activities among those passengers during a journey, and it is expected to grow with the integration of fully autonomous vehicles. Therefore, the first goal of the project is to analyze the seat to ensure maximum comfort when sleeping, and the second goal is to tackle the main area of discomfort with a design proposal.
For this, a thirty-minute sleeping research is conducted with sixteen participants, evaluating two different backrest angles (120º and 140º). The results show a preference of reclined backrest of 140 degrees, and an increase in comfort compared to sleeping in conventional seats. All participants had a good nap with this reclination, with an average amount of sleep of fourteen minutes. Regarding the seat analysis, the most uncomfortable part of the seat is the headrest, due to the lack of support for neck and head, and the lack of height adaptability to different demographics. The second area of discomfort is the leg support and the lack of footrest.
With these results in mind, the second goal is to develop an attachable head support that can be integrated in the BMW seat, for offering more comfort while sleeping in a reclined position. The main requirement considered is to make it adjustable in the area of head, neck, and height of the user.
The proposed design consists of two main components: a head support and a neck support. An integrated mechanism in the foam allows the adjustment of both to the width of the head and neck. In addition, a mechanism allows adjusting the height of the support to the desired position. Different prototypes are developed to assess the viability of the design features and feasibility for its integration in the seat.
A subsequent user test involving ten participants is conducted to validate the comfort and functionality of the design. The participants were asked to sleep in the seat making use of the new support. In order to obtain more objective results, four pressure sensors are integrated in the product to calculate the ideal pressure distribution exerted by the users. The data obtained from the sensors corroborated findings from literature research. Additionally, the support significantly increases the comfort after a thirty-minute nap in comparison to sleeping without support.