Human Factors in Transportation, Vol.
95, 2023, 20–26
https://doi.org/10.54941/ahfe1003788
Development of a Seating Buck for
Ergonomic Vehicle Evaluation in VR
Environment
Alexander Mueller, Simon Buck, Fabian Schmiel,
and Temidayo Amosu
Esslingen University, Faculty of Mobility and Technology, Kanalstraße 33, 73728
Esslingen, Germany
ABSTRACT
The development of a seating buck for ergonomic vehicle evaluation in VR environ-
ment is discussed in detail, highlighting development, design and manufacturing
aspects. A grid model is used as a basis, in which the position of the standardized
heel point (AHP), that of the standardized hip point (SgRP) and that of the steering
wheel centre (SWC) are described relative to each other and with standardized dimen-
sions. In a next step, ranges could be identified for these dimensions that can be used
to represent a wide field of vehicles available on the market. The development of ada-
ptable modules for the steering wheel, the seat as well as the pedals is discussed and
it is also explained how the drive for the adjustability of these modules was controlled,
implemented and integrated into an overall design. The CAD model was digitally vali-
dated with respect to clash potential using the digital human model RAMSIS®. Finally,
it is explained how exactly the vehicle dimensions can be controlled in the real model.
Keywords: Seating buck, Vehicle ergonomics, User-centred vehicle design, Digital human
modeling, Virtual reality
INTRODUCTION
Current Situation and Problem
For the real and ergonomic validation of vehicle concepts, seating bucks and
vehicle mock-ups are used in industry and research. The adaptability of these
mock-ups with regard to standardized vehicle dimensions has proven to be
very complicated in the past, so that seating bucks that can only be adapted to
a very limited extent are still generally used in industrial applications today.
The validation of the extents represented in the seating bucks usually takes
place in an environment that can be experienced to a limited extent.
The time required for the development and manufacturing of the seating
buck is to be regarded as critical, since the development activities of the
various disciplines continue on a steady basis. Due to the resulting time lag
between the time of the definition of the seating buck display scope and the
current development status, it cannot always be ensured that current data is
© 2023. Published by AHFE Open Access. All rights reserved. 20
Development of a Seating Buck for Ergonomic Vehicle Evaluation in VR Environment 21
tested in the seating buck. In addition, the limited representation of design-
critical environmental scenarios (e.g. urban environment) leads to limited
evaluation results.
Objective
The paper aims to show how a fast adaptable and variable seating buck
for driver vehicle evaluation can be systematically designed, in which all
tactilely and haptically perceivable features are represented in a realistic posi-
tion and orientation and, at the same time, the realistic visual and acoustic
perception of the vehicle and its environment is ensured. Since a variety of
seating positions of different vehicle types and degrees of automation should
be representable, the main physical human-vehicle interfaces (especially stee-
ring wheel and seat) are interchangeable. The visual and acoustic perception
of the vehicle or the environment is performed in a VR environment and is
not the subject of this paper.
METHODS
For the development of the variable seating buck, the variable adjustment
parameters as well as their dimensional ranges for the mapping of diffe-
rent vehicle types have to be determined first. In the next step, a parametric
associative CAD grid model is built, which is then extended to include
the supporting structure, the adjustment actuators and the assemblies of
the physical human-machine interface as well as those for the VR applica-
tion (force feedback elements). Finally, the seat box is being measured and
calibrated.
Selection of Variable Setting Parameters
The conception of the vehicle dimensional layout takes place in the early
phase of vehicle development and is based on vehicle dimensions that are
standardized nationally, internationally and also across manufacturers in
the form of a special exchange list (DIN 70020-1; SAE J1100; GCIE exch-
ange list). Different vehicle concepts can be represented as a function of
these dimensions. The following dimensions in particular are decisive for the
representation of the driver’s workplace:
A18 Steering Wheel Angle, Y-Plane
A47 Accelerator Angle
H17 Accelerator Heel Pont (AHP) to Steering Wheel Centre (SWC,
Z-dimension)
H30-1 AHP to Seating Reference Point (SgRP) – Front (Z-dimension)
L11 AHP to Steering Wheel Centre (SWC, X-dimension)
L53-1 AHP to SgRP (X-dimension)
W8 AHP Y-Coordinate
W20-1 SgRP Y-Coordinate
Definition of the Design Framework
In order to determine the adjustment ranges of the vehicle dimensions listed
above, data of current vehicle concepts is analysed (autograph dimensions,
A2MAC1). The main objective is to use the seating buck to represent vehicle
22 Mueller et al.
concepts with different seating heights. On the one hand, vehicles with low
seating heights, i.e. sports vehicles, should be representable; on the other
hand, vehicle concepts with high seating heights (SUVs and Vans) should be
made experienceable. The dimensional ranges of the above-mentioned vehicle
dimensions that enable the depiction of these different vehicle concepts are
listed in Table 1.
Development of a Parametric Associative CAD Grid Model
The basis of the design is a parametric associative CAD grid model, which
can be used to adapt the accelerator heel point (AHP), seating reference point
(SgRP) as well as the steering wheel centre (SWC) depending on the previously
defined dimensions in the dimensional ranges shown in Table 1 (cp. Figure 1).
Development and Integration of Structure and Assemblies of the
Physical Man-Machine Interface
Based on a grid model, the first step is to design a supporting structure that
holds the assemblies of the physical man-machine interface. A proven and
standardized building kit with a large number of structural elements and
linear guideways is used to design the structure. In the first step, the assem-
blies of the physical man-machine interface are taken from vehicles currently
Table 1. Adjustment ranges of the variable seating buck.
Dimension Minimum Maximum
A18 14◦ 40◦
A47 42◦ 55◦
H17 578 mm 744 mm
H30-1 180 mm 404 mm
L11 289 mm 517 mm
L53-1 761 mm 923 mm
W8 187 mm 226 mm
W20-1 321 mm 401 mm
Figure 1: Parametric associative CAD grid model.
Development of a Seating Buck for Ergonomic Vehicle Evaluation in VR Environment 23
available on the market. In doing so, it is important that these assemblies
are as vehicle concept-neutral as possible. The interface to these assemblies
is designed in a manner that these assemblies can be exchanged with little
effort if necessary. For the Z adjustment of the seat, the angle adjustment
of the steering wheel and that of the pedals, the modular system mentioned
above cannot be used due to a lack of supply. The Z adjustment of the seat is
realized by means of a lifting table available on the market, which is integra-
ted into the supporting structure. A ring segment guide is used for the angle
adjustment of the steering wheel, so that the steering wheel angle can be adju-
sted around the centre of the steering wheel. The adjustment of the hanging
pedal set is implemented with a lever mechanism. Force feedback elements
are installed to connect the variable seating buck to the VR environment
(cp. Sensodrive). On the one hand, a force feedback element for the stee-
ring wheel is installed, on the other hand, a pedal set with accelerator pedal
and brake pedal. Figure 2 shows the supporting structure, the guidance and
force feedback elements and the assemblies of the physical human-machine
interface, as well as the validation of threshold setting values with respect to
the collision potential with the digital human model RAMSIS® (cp Human
Solutions). A simple driver collective with proven spread of anthropometric
data is chosen for this purpose (5th percentile woman - 95th percentile man,
cp. Bubb, et. al., 2015).
Development and Integration of Actuators
The seating buck is adjusted on a 12 V basis. An Arduino microcontrol-
ler (Arduino) is used to control the actuators. For the linear adjustments,
standardized electric cylinders are used, which have proven themselves in
building automation and in which displacement sensors are already integra-
ted. Adjustment of the steering wheel angle is performed with a windshield
wiper motor and a spur gear. The control is done with a potentiometer inte-
grated in the gearbox (cp Figure 3). An additional potentiometer is installed
to control the lift table.
Figure 2: CAD modell of the variable seating buck.
24 Mueller et al.
Figure 3: Steering wheel adjustment module and seating buck.
Measurements and Calibration
After the seating buck has been assembled, it is measured and calibrated.
An H-point measuring machine standardized according to SAE 826 (SAE
826) is used for this purpose. The measurement is performed with a FARO
measuring arm. Calibration is performed by first displaying threshold vehicle
dimensions with the seating buck before measuring them. Figure 3 shows the
assembled and variable VR seating buck.
RESULTS
By varying the above-mentioned vehicle dimensions, the seating buck can be
used to represent the driver’s workplace of different vehicle concepts. Table 2
shows how precisely the vehicle dimensions can be adjusted with the seating
buck.
Table 2. Deviations of the measured values from the target values.
Dimension Min. Target Value / Deviation Max. Target Value / Deviation
A18 14◦ / +0.1◦ 40◦ / + 0.2◦
A47 42◦ / −2◦ 55◦ / −5◦
H17 578 mm / +0.7 mm 744 mm / +0.5 mm
H30-1 180 mm / +5.6 mm 404 mm / + 6.7 mm
L11 289 mm / +3.7 mm 517 mm / −0.5 mm
L53-1 761 mm / −12.3 mm 923 mm / +0.1 mm
W20-1 – W8 170 mm / + 5.4 mm 134.6 mm / −2.1 mm
DISCUSSION
The dimensional accuracy of the adjustable steering wheel position and stee-
ring wheel angle is very good. The steering wheel height and the distance of
the steering wheel centre from the AHP can be approached with small and
tolerable deviations, and the steering wheel angle is displayed with virtually
Development of a Seating Buck for Ergonomic Vehicle Evaluation in VR Environment 25
no deviation. The position of the SgRP relative to the AHP is acceptable in
terms of height, but can be further improved to a good value after further cali-
bration. The X position of the seat relative to the AHP currently shows too
large an error due to the accuracy of the displacement encoder built into the
electric cylinder. It is planned to install an external position encoder, which
has already proven its worth in positioning the seat in the Z direction. The
position of the pedal set can be approached with good accuracy, the pedal
angles are also to be recalibrated so that they can be set with good accuracy.
Conceptually, the adjustment of the pedal set is subject to error, since in rea-
lity it does not rotate around the AHP. When designing the kinematics, the
invariant distance between the Ball of Foot and the AHP must be taken into
account.
CONCLUSION
The results show that the procedure outlined is generally target-oriented, and
the seating buck can be adapted with sufficient accuracy.
Simplifications were also accepted deliberately in the definition of the
adjustment parameters. For example, the pedal angles cannot be adjusted
independently, nor can the Y coordinate of the steering wheel (SWC) be
manipulated independently of that of the seat (SgRP). The seat also curren-
tly cannot be rotated about the Z-axis. Future concept evaluations using the
seating buck will show whether the assumptions that led to these simplifi-
cations can be confirmed. However, the modular design of the seating buck
accommodates a possible modification of the adjustment parameters and/or
their adjustment ranges at a later time.
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