KomfortZone 01 (EN) by Human Solutions Group

KomfortZone KomfortZone01 Dasmagazine Magazin für der vehicle Bekleidungsindustrie – Das Magazin The for Technologie ergonomics in the industry | The industry speaksfür — Technologie Ergonomics atin der Bekleidungsindustrie – Das Magazin für Technologie der Bekleidungsindustrie – Das Airbus, BMW, BOMAG and Daimler | Innovation included — in RAMSIS Advisory Panel and basic Magazin für Technologie der Bekleidungsindustrie Magazin in der research | New, new, new —inwhat RAMSIS NextGen brings –| Das Simulation in für theTechnologie rearview mirror — Bekleidungsindustrie the beginnings of digital ergonomics | Trend analysis — promising outlook in poor visibility

Editorial 2

KomfortZone

“It’s time for ergonomics.”

Good ergonomics is synonymous with comfort and safety. A lot of knowledge and powerful technologies are needed to fulfil this requirement in practice. In our magazine KomfortZone, our message targets marketable ergonomics as well as its tools and benefits for the automotive industry and its customers. The requirements of the industry are clear: An increasing number of versions are being produced with ever-increasing speed. This would not be possible without virtual product development. And this virtualization started to bear fruit a while ago. The only thing missing is the human being. Whether in the car, the commercial vehicle or the aircraft, the need to integrate the human being into the mainstream of CAD-driven product development is omnipresent. It is the era of (digital) ergonomics and the science is making tremendous progress: The representation of the human physique is constantly improving in simulation and this has an interesting effect: From a certain stage of maturity, the simulation often generates more effective knowledge than experiments with real subjects could ever do. The virtual world has suddenly become superior to reality. This is true of belt simulation, for example. And other areas such as the simulation of vehicle entry/ exit and cognitive ergonomics will follow sooner or later.

At some point, we will be able to check the entire ergonomics in the vehicle digitally. New software, new studies and new applications will pave the way for us to achieve this. The first issue of KomfortZone paints a picture of the status quo of ergonomics in practice — with reports on innovation and research as well as best-practice examples and interviews from the industry. RAMSIS also plays an important role as a leading ergonomics tool. A sophisticated technological magazine cannot be a solo effort and many discussions preceded the articles published here. On behalf of our editorial team, I would like to thank all those who provided us with their valuable advice and assistance. Enjoy your reading.

Sincerely, Dr. Andreas Seidl CEO Human Solutions, Assyst und AVM

Contents 4

KomfortZone

We humans

Germany — your drivers. Interesting facts about cars, drivers and comfort.

The invention of the digital human being. He knows RAMSIS like no other. Prof. Heiner Bubb over four decades of digital ergonomics. 8 From manikin to human. Now it’s getting individual. With iSize Automotive teams of test persons can be imaged in completely realistic simulations.

In practice

16 Innovation

The car … a true lifeworld. Ergonomics plays a major role at BMW. Head Ergonomist Peer-Oliver Wagner shows what comfort and safety mean for this premium brand. 16 How do you build a car in seven months? In the Formula Student the most marketable car wins. The Esslingen University of Applied Science takes part … as does RAMSIS.

The new RAMSIS. The test phase has started. All about the next RAMSIS generation with the favorite features of the development team and feedback from the sector. 24 RAMSIS research. Status report. Motion and human simulation are the central themes of the basic research at Human Solutions.

The gentlemen of ergonomics. Innovation and industry affinity — RAMSIS leads the competition thanks to an Advisory Panel. Bernd Brückner of Daimler talks about the most important RAMSIS institution. 32

RAMSIS at a glance RAMSIS Automotive Page 44

RAMSIS Industrial Vehicles Page 50

Focus

Innovation by young talent. The RAMSIS Excellence Award combines science and industry

RAMSIS in the new world. The 3rd RAMSIS Update Conference inspires professionals in America

A promising outlook for all customers. Human Solutions GmbH and its subsidiaries became a Group in 2011 — opening up numerous synergy effects. 38

Technology

News from the digital league. The real heroes of ergonomics often remain anonymous in the background. A report created from the everyday work of a RAMSIS user.

How do you make a difficult job easier? Do it like world market leader BOMAG.

How do you get virtual reality to fly? Airbus relies on VR — with an ergonomics bonus. 52

Trend analysis

And finally

Flight ERGO 78737 — relaxed among the clouds. A smooth flight with RAMSIS Aircraft.

If RAMSIS’ eyes are poor ... a pair of glasses is supposed to improve eyesight. But they can also affect visibility in the vehicle.

Perspective versus vignette. Stickers and devices on the windshield hinder vision. How severe are these hindrances?

We humans 6

Germany â&#x20AC;&#x201D; your drivers

KomfortZone

We drive (almost) eleven cars in our lifetime. At least seven of these are black, gray or silver and one is white. Every 8.5 years, we change cars. Weâ&#x20AC;&#x2122;d love to have an Audi Q3 or a BMW 5 Series. But we still buy a VW Golf (in 2011/12 anyway).

Of all the Europeans, we spend most time on the road. And when we travel, then by car (only every fourth trip is on a bus, train, ship or plane).

During our lifespan, we actually drive a car for two years and sit in traffic backups for six months. Distance-wise, our longest drives are for recreation followed by the journey to work. The trip to the stores for shopping takes third place. This can be bad for your back, but what matters is fun and enjoyment. (If we believe the corresponding Google hit rate and the Flensburg traffic offences table, speeding is the most common offense.)

We want to drive as soon as possible in most cases before we’re 24 years old. We love the driving test so much that one in four of us has to take it twice or more. Oh and by the way, we’re quite happy thank you very much ... because the number of things that bother us in the car is steadily being reduced. Apart from communication technology, that could still be improved …

Sources: www.carpassion.com; www.diePresse.com; German Federal Motor Transport Authority; Business Week; www.hna.de; ADAC.de; T-Online.de; Google; EU mobility study; J.D. Power Initial Quality Study 2012

We humans

The invention of the digital human being RAMSIS is a child of the 80s. Even if the software could only be used industrially in the nineties, its basic parameters were researched a decade earlier and are more relevant today than ever. Together with Professor Heiner Bubb we search for the origins of the first digital manikin and talk about the progress being made in the field of ergonomics.

KomfortZone

KomfortZone: You are one of the fathers of RAMSIS, but you originally wanted to become a physicist. How did you come to ergonomics? Bubb: The 70s were a visionary time. The first computers could finally be used. The technical possibilities seemed limitless. The idea of adapting machines to human beings struck me as promising. KomfortZone: So why the vehicle industry? Bubb: Well, not many machines are closer to man than his car. The actual trigger was of course economically justified. The automotive industry in Germany had always been of great importance. In the late ’70s, however, there was a crisis. You could see that you had to produce more efficiently to keep up with the Japanese competition. That was the trigger for the virtualization of product development. Even the procedure alone was interesting: There was a working group within the framework of a joint research group of the German carmakers — it

was called FAT for short. It took a few years until all the parties were in agreement, but after that we were able to carry out very comprehensive basic research. I am convinced that this broad research approach is one of the main reasons for the inherent quality of RAMSIS. KomfortZone: How far was the journey from the physical test bench to the digital human model? Bubb: The first steps of digital human modeling were of course very hesitant. But the problem was not just the software — we had to find a correct description for the human being. In a way, it doesn’t really matter whether you work with a doll or with an avatar. Both must reflect reality perfectly. So the digitization of ergonomics also drove ergonomic research some way along the road, because we had to clearly define the human being. The first steps were still analog: There was the Kiel doll, a kind of flat human template, which showed for the first time how body dimensions are related. It was used by

We humans

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Human modeling in time lapse: the Kiel doll still a 2D template, the barrel manikin with the first consideration of volume and later RAMSIS in 3D

default as a woman of the 1st, 5th and 50th percentile and a man of the 50th and the 95th percentile. But that wasn’t enough for us. We then invented the so-called “barrel manikin”. It also addressed volume and in particular allowed for a spatial representation of body posture. The Tecmath company (later Human Solutions) took the first digital steps with the “Softi” — it was only a stick figure, but one which had interesting algorithms. KomfortZone: What were the main changes in comparison to classical ergonomics? Bubb: It was all about this imaging of reality. Not only dimension-wise, but also for posture and motion. To achieve this, we adopted an interdisciplinary approach for our work, using physicists, engineers and even psychologists. Initially, the results targeted an ideal body, just like the known dolls or manikins. But who has an ideal body? So we tried to transfer real people over to this ideal form, using visual overlay for instance. Those were the actual beginnings of body scanner technologies. One important step was also the automatic posture forecast. Dr. Seidl has actively researched this aspect. Then you have a further aspect of the digital human model — behavior. If we want to determine the ergonomic features of a product, the person involved has to do something

with it. In order to simulate these activities, many studies and data have meanwhile flowed into RAMSIS — and the process is still underway. KomfortZone: And new ergonomic findings? Bubb: We found it interesting, for example, that comfort or discomfort experienced by holding a posture much depends on the tolerated joint angle range. The narrower the angle, the less tolerance the test persons have. Foremost here is the head. Head movements in the car should therefore be very economical because they are quickly perceived as being unpleasant. Studies made within the framework of RAMSIS Cognitive retroactively confirmed this, also perception evaluation. Information that can be detected only through eye movements is absorbed more easily and quickly. KomfortZone: Has automotive design changed because of this? Bubb: Definitely. The attitude to ergonomics alone has improved phenomenally. The research results in terms of steering wheel adjustment are very interesting for instance. Previously you could only move the steering wheel — if at all — on a transverse axis either upwards or downwards. To achieve a comfortable posture, how-

ever, very large or very small persons must be able to slide it forwards or backwards. Another discovery was that for a comfortable posture, a relevant distance between the head and the roof is required. This has to do with the viewing height. Tall people feel uncomfortable when the line of sight runs on the upper edge of the window. They tend to adopt a hunched posture just to see through the center of the window. So steps were then taken to significantly optimize the height of the roof. From an economical standpoint, large windows are therefore desirable. Windows are currently getting rather narrow again. This is certainly a challenge for the ergonomists. I’m curious to see how they will solve it. KomfortZone: Does ergonomics also make vehicles safer? Bubb: Yes. That’s the main reason behind ergonomics and not only because of the better operation. You’ll get tired quicker if you’re in an uncomfortable position. There is a nice anecdote about this from the Dortmund tram drivers. Until well into the 60s, they had to stand while operating their vehicles — it was feared that they would fall asleep otherwise. But the opposite was the case. For many people today, the car has become a workplace — and whether through long drives or in industry, ergonomics is central issue number 1.

this is objectively consistent, you actively avoid back pain. We have a different story with the correct posture — many different subjective feelings play a role here. However, there are always insights and findings that cannot be taken into account. Ergonomics alone doesn’t determine the economic success of a product. KomfortZone: That is today’s status. How will digital ergonomics and consequently RAMSIS evolve in your opinion? Bubb: We ergonomists are always looking for objective parameters that make human beings calculable in the truest sense of the word. RAMSIS contains quite a lot of this. In my opinion, the primary new issues are automated motion and cognition. And for me, the vision behind this is RAMSIS someday tackling completely situation-dependent tasks. For example: “Drive on the freeway and turn on the radio.” KomfortZone: That is really still only a vision. Bubb: Of course, but you have to set reasonable goals. At the beginning of our research, many things that RAMSIS can do today were only a vision, as was perhaps the whole idea of digital manikins. And look at it today.

KomfortZone: And how does the perfect car look for ergonomists? Bubb: From an ergonomics point of view, it can be used comfortably by as many persons as possible. And that of course means a big limousine. But even in this case, there are additional requirements: As a small woman, for example, you must sit high to have a good view of the instruments and road ahead. But you also must be able to put your feet comfortably on the pedals — with the right support and at the right angle. As a big man you need the appropriate viewing height. This amazed us all at the time, by the way: RAMSIS likes to sit high. Higher vehicles like SUVs are naturally better off here — but only if enough other cars are lower, otherwise the height advantage is nullified. In a sitting position there is also a lot to address. You’ll soon be able to measure the ideal pressure distribution on the seat surface with RAMSIS. If

Heiner Bubb … the person Professor Heiner Bubb is one of the most renowned ergonomists in Germany. Until 2009, he headed the Institute of Ergonomics at the Technical University of Munich, until 2007 with Prof. Heinzpeter Rühmann.

We humans 12

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From manikin to human SizeGERMANY, the German serial measurement survey, took place in 2008 in order to generate up-to-date body dimension data. The results are still impressive. Not only in terms of ergonomics, but also in the provision of the information â&#x20AC;&#x201D; because the result of the survey is an all-round satisfactory database about the customers â&#x20AC;&#x201D; with their body measurements, body shape and socio-demographic background.

What has a 6’ 2”* man with a small car have to say about ergonomics? The connection between body measurements and statements about satisfaction with vehicle ergonomics and additional information about income and age tell us a lot. The digital taking of measurements within the SizeGERMANY project shows the bodies not only as dimensions but also as shapes. A comprehensive questionnaire collects the social background, the vehicle currently driven and the ergonomic assessment by the test person. This links body measurements, the degree of satisfaction with the vehicle ergonomics and socio-demographic aspects such as age or income for the first time. Now, car manufacturers can accurately identify their customers and their demands on vehicle ergonomics — and they always have an appropriate picture of their target group in mind. This shows, for example, that people at the more extreme peripheral zones feel less comfortable when driving. A man who is 6 feet 2 inches* tall is

much less satisfied with the ergonomics in his vehicle than someone who measures 5 feet 8 inches** — because with increasing body height, seat comfort gets an ever-worsening verdict — no matter what make of car is being driven. The same applies to vertical growth: And with increasing hip circumference, seat comfort’s rating also becomes progressively worse. Another example: 26 to 35 year-olds attach more importance to seat comfort than other age groups. Around 40 percent noticed slight weaknesses or even major weaknesses in seating comfort. This is only topped by the 36 to 45 year-olds where almost 50 percent complain about the seating comfort. This and similar data can be interactively evaluated on the online portal iSize and displayed in tabular form or as a 3D avatar — but that doesn’t take us far enough. Continued on the next page

* 1.90 m; ** 1.75 m

SizeGERMANY/iSize Automotive — an overview

22 dimensions for vehicle ergonomics in sitting and standing positions, in accordance with ISO 7250

13,000 men, women and children measured as part of the SizeGERMANY survey

Measuring with 3D body scanners

Secular growth prognosis up to 2038

Answers to demographic questions, such as income, type of car and ergonomic requirements

200,000 international test persons from France, USA, China, Japan and Korea

At last … man as arrived in the digital car.

We humans

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The SizeGERMANY data is integrated into RAMSIS. Now manikins with realistic shapes and current dimensions are available for vehicle design. Initially as a standalone database “New 2008 German population.” So RAMSIS typologies can be developed today based on modern data. But the team from Human Solutions wants to go a step further, using the link between data and sociodemographics right there in the system. In an elaborate research project — iPOP — the foundations for comprehensive 3D population with demographic profile are created in RAMSIS. To achieve this, the software is linked to the iSize Internet portal. Now when test samples are created, selections can be made by market and by dimensional criteria. In the long term, even the well-known BodyBuilder module is also becoming a web-based tool. This means that in addition to more representative test collectives, RAMSIS also offers seamless

access to all socio-demographic and anthropometric information. So far, the body dimensions have been put into databases based on regions. A combined online data pool simplifies the creation of test collectives and facilitates the integration of new databases, like those of the BRIC countries. At the same time iSize Automotive provides additional statistical and market-oriented evaluation options in RAMSIS — options which are a big help in decision-making concerning the definition of the pool of test persons. For example, density can be represented in the distribution; or an analysis can be carried out to find out how frequently a vehicle class or even a certain type of car is driven in one particular region. RAMSIS boundary types are created for several nations for offline coupling purposes. This function is already available.

Highlight features of iSize Automotive

Easier integration of new databases

Market selection based on user-defined weight factors for each country, like a customer profile instead of population sizes during mixing of populations Standard analysis using existing portal reports based on standard/body dimension/percentile evaluation Advanced analysis through the display of several populations and the numerical calculation of peripheral zones Typology generation (body types) based on the selected population (market selection) and with several characteristics. Manikin/Test collective definition and import into RAMSIS based on user-defined presets Manikin analysis for (multidimensional) percentiles in specified populations

In practice 16

KomfortZone 3D body scanning at BMW

The car … a true lifeworld When a customer enters his (future) car, he expects a lot. And the brand must keep its promise — also in terms of comfort and safe operation. So ergonomics is a core competency for BMW and the company promotes it accordingly. KomfortZone talks to Head Ergonomist Peer-Oliver Wagner about his understanding of ergonomics and how a car can become one of life’s quality features.

KomfortZone: The BMW brand is among the bestknown in the world. How does ergonomics contribute to this? Wagner: The ergonomic translation for “driving pleasure” is to ask yourself, “How does our customer want to use his vehicle? What does he want to experience with it and how will it ideally fit into his world? This could be his leisure time, for instance. More and more people are taking their bicycles with them in the car. In other countries, the buyers may not even drive themselves, they are driven by others. They want to work or relax in the back seat. We can fulfill all these requirements — not only with a wide range of offers, but with an integrated ergonomic concept that can meet all the configuration possibilities of our vehicles. KomfortZone: What particularly distinguishes the ergonomics at BMW? Wagner: It’s mainly true to life. We make cars that integrate themselves naturally into the lives of our customers. For us, ergonomics is a part of the whole picture. Our focus is not just on interior design, we also address the interplay of the human being, the vehicle and the environment. That’s why we’re naturally very interested in whether or not you’re sitting comfortably — but we also find it very important exactly what you perceive in the vehicle and how you perceive it, if you can stow your

mobile telephone away quickly and easily and put your coffee down in the ideal storage location, for instance. And how you see the vehicle interior, of course. This is what we mean when we say, a BMW has to fit like a suit. The driver must have the intuitive feeling that the car belongs to him like a part of his body. KomfortZone: How intensively do you promote this approach? Or does it demand more of you? Wagner: I used to be a product designer, so this point of view suits me very much. For me, the central issue in product development is the human being. The car I can change and the environment itself is self-changing — but I can’t make human beings shorter or taller. Of course, there are a number of equally vital technical topics. After all, I first and foremost want to drive my BMW. And that desire is also linked with expectations. But for us the human being always takes center stage. We ergonomists at BMW represent the customer in the development process. I like that. And I think we’ve been very successful with this work up till now. KomfortZone: How much do the different ergonomic vehicle concepts differ from one another? Wagner: The BMW baseline of course remains in each model, but we always keep asking ourselves exactly what the customer wants to experience with this car.

In practice

KomfortZone

Interview with Peer-Oliver Wagner of BMW, Continued from P. 17

This results in differences: The driving experience in a BMW Series 5 and a roadster is totally different, for example. After six hours of driving, I want to get out of the limousine relaxed and fit for my meeting. In a Roadster I want to feel the curves, I want to drive in a much more active and sporting manner than I would in the limousine. From an ergonomic standpoint, this applies to the arm rests, for instance. When I’m driving in a relaxed posture, I need them — but if I’m driving more dynamically, I don’t want them in my way. KomfortZone: How do you put this into practice? Wagner: With a well-thought-out combination of virtual and physical tests. We can anticipate in advance many studies in RAMSIS on the digital model. Especially in areas regarding objective aspects in posture, visibility and reachability. We look for a special collective in RAMSIS for every vehicle. We then represent this with some relevant people from our pool of test persons. We have a 3D body scanner through which we constantly expand the pool. We currently have the anthropometric data of around 800 people in our system. KomfortZone: And what’s the specific ergonomics secret of a BMW? Wagner: It’s not really a secret, you can test it for yourself in any one of our models. In a BMW everyone

has the space he or she requires. We also support drivers through a defined ergonomic position in the car, one which easily allows long driving periods without the danger of having a leg fall asleep, for instance. Our ergonomics have a lot to do with dynamics, even if that does sound like a paradox at first: In the car you actually have a static posture, meaning that you have little opportunity to change the seat position again and again as you would perhaps do on a sofa. However, seat and steering wheel must permit slight but constantly occurring postural changes without reducing the level of ergonomic quality or the safety level of seat belt and airbags. So besides leg room we also look at all the other aspects like the softness of the seat, air conditioning, foot room, seat width — simply everything that you can touch in the car. KomfortZone: How does RAMSIS fit into your concept? Wagner: In RAMSIS, we appreciate the objective assessment of posture, reachability and visibility. We supplement more complex motion information or subjective perception with real tests. Here’s an example of this: We check the view of the traffic lights objectively with RAMSIS — for all of our active markets, by the way. And the question of whether or not the feeling of space is generous enough is answered with the cooperation of our test persons. The degree to which we involve physi-

cal tests depends on whether or not we’re designing a completely new model or redesigning one which has already been introduced. KomfortZone: You have been involved in the German serial measurement program SizeGERMANY right from the start. Was any aspect of this particularly important to you? Wagner: Yes, it’s definitely the current, high-quality data material which is the result of the objective acquisition methods using body scanners and the capturing of the human being’s dimensions in 3D. We could measure individual test persons ourselves, of course, but we could never tackle 13,000 men, women and children who are all measured in the same way — and with ±1 mm accuracy in accordance with the DIN standard. We now have a secular growth prognosis until 2038, for instance.

comfort for a 12 year-old child and a 6’ 2’’* man weighing 220 pounds — and we found them. KomfortZone: What trends do you see developing in the coming years? Wagner: We’re intensively monitoring all the aspects which result from demographic development. And of course, based on our philosophy, we also monitor the future role that our vehicles will play with our customers. From an ergonomic standpoint, I find the prediction of movement and perhaps movement restrictions very important. This is also one of the topics we would like to see included in RAMSIS in the long term. The earlier we can discuss ergonomic issues, the better it will be for ourselves and our customers. And this works best with digital models.

KomfortZone: Did anything particularly surprise you regarding the SizeGERMANY results? Wagner: We hadn’t reckoned with the much greater spans in the population development: The lean stay lean, the overweight gain still more weight. Since SizeGERMANY, we have been facing the challenge to accommodate many more ergonomic extremes into our vehicles. For example, we searched for intelligent design methods in order to offer a seat belt which would provide safety and * 1.90 m

Peer-Oliver Wagner … the person Peer-Oliver Wagner has been the Head of Ergonomics and Comfort for the BMW Group since 2006. Together with around 20 ergonomists he designs the ergonomic development of all vehicle models of the Munich corporation.

In practice 20

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Ready — steady — go …

How do you build a car in seven months? Formula Student is an international car racing competition — however, mainly small Formula 1 cars are built and evaluated according to real market demands — addressing factors such as performance, comfort, operability, production costs and fuel consumption. There are many ideas, but time and the budget are usually scarce. In 2010, the Esslingen Racing Team therefore uses RAMSIS for the first time for its ergonomics simulation. Felix Rathsack was the man responsible for the RAMSIS procedures. His mission in the team: the ergonomics and the styling of the Stallardo ’10 racing powerhouse.

Still in relaxed mood, the racing team meets in Esslingen in the fall of 2009; but the objectives are really ambitious, because a different engine will be used in the Stallardo ’10 this time and the team wants to build a completely new vehicle around it. CATIA 5 and RAMSIS are used — the students from the Esslingen University of Applied Science know these programs well from their studies. The pressure starts to increase at the end of November: The team uses RAMSIS to simulate the vehicle in accordance with the ergonomic test criteria: driver placement and his freedom of movement in the vehicle and visibility and reachability of the instruments. Ergonomic quality has a direct impact on the jury’s assessment and subsequently on the overall score; but it will also affect the team’s score in the dynamic tests: because if the driver has his race car completely under control, that will also affect vehicle performance in acceleration from 0 to 100 and during cornering. The cars for the Formula students are small, light and low-slung. To drive fast through curves, for instance, the driver needs a low center of gravity. In fact, he’s almost lying down in the vehicle. The vehicle’s reduced length leaves hardly any room for the positioning of pedals, steering wheel and instruments. Adjustable parts are omitted for weight reasons. Esslingen registers five drivers for the 2010 race. Two of these are used as ergonomic extremes for the design. Driver 1 is relatively small, but strongly built (5’ 8’’*), while Driver 2 is tall * 1.75 m; ** 1.90 m

and slim (6’ 2’’**). Two RAMSIS manikins are created based on the ergonomic measurement values. The two basically give the green light for the ergonomic concept. The visibility in cornering is better for Driver 2, but for Driver 1 it’s still within the acceptable zone. Pedals and instruments can be easily reached. The only snag: when Driver 2 turns the steering wheel as far as it will go, the wheel and his left arm are blocked by his own thigh. For structural reasons, however, no more adjustments are made. In spring, the team will see that the prototype is more affected by this issue than they had previously thought, because at this angle, steering is only possible with one hand. So RAMSIS simulates reality extremely well. In August, the moment of truth for the Formula student team has finally arrived. The Esslingen Racing Team also does well finally in the 2010 competition and is among the front runners: a world ranking of 17th place out of 466 listed teams. 11th place in the overall ranking of more than 91 teams at the Hockenheimring. 7th place out of 30 in Austria, 8th of 41 in Italy. No points were deducted for ergonomics in any of the three competitions. And the team decides to completely do without physical prototypes next year, thanks to its experiences with RAMSIS. RAMSIS godfather Felix Rathsack is no longer with the team … he has completed his studies, but he still loves car design and manufacturing. Together with some of his colleagues, he is planning to build a race car that will be licensed for road use. And this time it will not remain in prototype form.

Formula Student Germany The original Formula SAE competition has been held in the U.S. since 1979. A separate, independent organization has existed in Germany since 2006. The concept is simple: A (fictitious) car manufacturer commissions a design team to design, build and test a small racing car in Formula 1 style. The target groups are private weekend autocross drivers. The prototype will be evaluated according to its potential for mass production. Adherence to competition rules ensuring functionality on-site and smart solutions is a must. If anything is wrong, points are deducted by the elected jury, which includes managers of automotive manufacturers and suppliers. Today the Formula SAE takes place in Australasia (Formula SAE

Praxis In practice

KomfortZone

The Stallardo ’10 in action • Design period: October 2009 to December 2010 • Production timeframe: January 2010 to April 2010 • Maximum speed: 72 mph (115 km/h) • Acceleration: 0 to 100 km/h (62mph): 3.8 sec. • Cylinder capacity: 599 cc • Power: 61 kW (82 HP) • Gauge: front: 48.8 inches (1240 mm)/ rear: 46.4 inches (1180 mm) • Wheelbase: 64.1 inches (1630 mm)

Australasia), Brazil (Formula SAE Brazil), Germany (Formula Student Germany), Great Britain (Formula Student UK), Italy (Formula SAE Italy), Austria (Formula Student Austria), Spain (Formula Student Spain) and the USA (Formula SAE). Student teams from around the world travel to the events. In 2010 around 120 teams participated in England. In the same year at the Hockenheimring around 91 teams took part.

More information about the Formula Student: www.formulastudent.de

The Esslingen FH Racing Team The Esslingen Racing Team was established by students in 2006. The projects are supervised by professors from the University of Applied Sciences. 2007 saw a team from Esslingen take part in the Formula Student for the first time â&#x20AC;&#x201D; with the Stallardo â&#x20AC;&#x2122;07. The competition team consisted of 7 students in 2010. More information about the Esslingen Racing Team: www.rennstall-esslingen.de

Innovation 24

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The test phase has begun!

The new RAMSIS RAMSIS Next Generation is a combination of new features and cutting-edge system technology which gives you more flexibility and an improved level of integration into your processes â&#x20AC;&#x201D; but users will still feel at home with the new software.

How do you modernize one of the most proven software tools in the automotive industry? For the RAMSIS Users and Advisory Panel, this question triggered an intensive exploratory phase, during which the current tasks for the tool and the future demands placed on it were viewed and assessed. A new software concept was the result. And that was just the beginning. Now, several man-years later, itâ&#x20AC;&#x2122;s ready to go: RAMSIS Next Generation is being actively tested by several car manufacturers. And the initial feedback is promising: operation is simpler and integration into the processes increases productivity significantly. Thanks to the new system structures, innovations are more easily absorbed. A few of these were included in the first NextGen version and they have been well received. See for yourself.

RAMSIS Next Generation introduces: Concept: System modernization in a big way In the past, RAMSIS generated great economic advantages for the automotive industry. Those who wish to optimize at a similar high level again in the future, will need NextGen: The new RAMSIS generation is focused even more strongly on the processes in automotive development, significantly lightening your load in terms of time-consuming tasks and the distribution of information within the team. To this end we have designed the system core of the new RAMSIS generation on a modular basis, revised the front end and built in many operating functions to make your (working) life easier.

Innovation

All new …

KomfortZone During analysis, RAMSIS Next Generation uses several manikins simultaneously. This means that the analysis can be carried out for the entire pool of test persons.

User interface and operating functions: Focus on comfort and productivity Those who waited patiently will now be rewarded. The operation of the new RAMSIS has made a quantum leap. There are many examples; but due to lack of space, we can mention only three: You can simultaneously open up to 4 different views in one window. Geometries are integrated by drag-and-drop. The tedious uploading of objects is (thankfully) gone for good. For the right atmosphere during presentations (or just because it looks great) you can choose your preferred background and have RAMSIS perform a test drive on a mountain road or in a desert.

System core: Integrate innovation faster A modular program structure provides you with freedom and flexibility for management and system expansion. In this way, new posture and motion models — from any source — can be integrated much more simply than before. The same goes for additional program compo-

nents. And to ease the gradual transition to the new RAMSIS generation, we have made RAMSIS NextGen fully downward-compatible.

Process orientation: Coordinate more easily With your own project module you can safeguard the details of ergonomic studies carried out within your team. Once set, ergonomic parameters are retained. This really simplifies your coordination with colleagues; because instead of putting the entire company-specific process flow into a manual or PowerPoint, you save it straight to the system — and that includes the entire project planning, your own work organization and the documentation on any tests and studies that have been carried out.

Human modeling: realistic representation The NextGen manikins use the same anthropometric data as in the existing operation — but they look better. The body volume and the skeleton are more realistically

The new RAMSIS version displays up to four different views on screen. Top left: The analysis parameters can be read in the digital test position and adjusted. Below left: Specific pools of test persons can be put together by combining them with the iSize web portal.

Top right: The hand geometry in RAMSIS Next Generation is much more detailed. This is excellent for reachability and operability tests of electronic devices in the vehicle, for instance. Bottom right: The manikins have role-based characteristics, like those of a driver, front seat passenger/co-driver or normal passenger.

displayed and aesthetic improvements have been made to the skin, face and hair. The excellent graphics are a definite plus if you want to show a presentation to the Board, for instance — or if you simply appreciate good optics.

posture models with the same roles also runs simultaneously. You can calculate for yourself just how much faster you can now position the manikins — and how much time you can gain for analyses.

Positioning and analysis: Time savings thanks to automation RAMSIS used to be a loner — but now you can fill a people carrier with its brothers and sisters! Several manikins can be active simultaneously. And the good part about this is that they’ll lighten your workload considerably. A collective of, say, four drivers and four passengers will be automatically seated in RAMSIS Next Generation. To achieve this, the RAMSIS models are stored with different roles and role combinations, such as a woman/driver, a man/passenger in the front seat or a child/passenger in the back seat. Each RAMSIS ‘role model’ also knows its probable H-point position as well as its typical posture and motion models for its relevant tasks. And the definition of

Studies and tests can also be automated. With NextGen, you can run various analyses simultaneously and compare their results. And you can distribute the tasks to match your test collective filters. Tentative steps towards fullbody tracking are even possible here. Thanks to inverse kinematics, the RAMSIS manikin moves automatically with the seat when opening/closing the door handle, when pressing the brake pedal or when operating a switch on the dashboard. This in turn brings enormous time savings, giving you more scope for further analyses (or leisure time).

The sector says …

What does RAMSIS NextGen have that is particularly important for your work?

How do you rate user-friendliness and new functions/concepts in RAMSIS NextGen compared to the current RAMSIS version?

Bernd Brückner, Daimler

In our view, RAMSIS NextGen must not be inferior to another RAMSIS version in any way. You find this today when you compare the existing software RAMSIS in CATIA, for example. NextGen can do even more with fewer clicks.

I would like to particularly highlight the automatic analysis — because in future it will enable us to have standard analyses running in the background, without having to click through it step-by-step. And that means many more future analyses in less time.

Holger Feige, VW

Two things: First, the modern LOOK & FEEL compared to the old version and the multi-manikin philosophy. Secondly, information about objects and arrangements are shown in the tree, which is great for fast access.

The multi-manikin concept has greatly increased the definition complexity of analysis possibilities. This means that analyses of entire collectives can be calculated in one step.

Rainer E. Grünen, Opel

• Prediction and evaluation of the driver’s seat position and passenger postures • Securing of the ergonomic interior design in terms of reachability, visibility, effort and package • Integration of the agreed company procedures for ergonomics in the vehicle development process • Reliable and reproducible results of the simulation in terms of anthropometry and geometric marginal conditions

By using multiple manikins and the new workbench design, user-friendliness has greatly improved.

Christian Knapmeyer And we think it’s particularly important to perform and Claus Walter, simultaneous analyses of multiple manikins which can Human Solutions also take on different roles. This means that entire test collectives can be analysed via automatically running evaluations. Until now, only one manikin was available (RAMSIS 3.8.x) or only one manikin was active (RAMSIS 3.9.x) without a role concept.

The entire interface of NextGen has a more modern and contemporary design and places greater emphasis on direct interaction. The loading of data by drag-and-drop is also much more user-friendly. And a list of the most recently loaded data didn’t exist in the previous versions either. Additional modules like BodyBuilder are seamlessly integrated into NextGen via a plug-in mechanism. And work is now saved in project files or sessions instead of in many individual files — so manikins, restrictions, evaluations, etc. can be loaded together and processed right away.

What would you improve in RAMSIS NextGen?

What are your hopes for the future of RAMSIS?

Nowadays we are facing a greater level of complexity. Multi-manikin management poses some problems for us in terms of a simple, clear user interface. It’s mainly here that there is room for improvement.

One important role for the future is certainly enhanced comfort evaluation. That would round out RAMSIS. Another question is whether today’s CAD functionality would be sufficient within RAMSIS NextGen. We have to address that — and test it — in connection with our CAD system and the associated interface and test.

Restriction definition and the presentation of results from serial measurement surveys can also be further developed. And an element of system associativity is lacking, one which supports users in their daily work and takes over system-internal research tasks.

Widespread use of the new system as well as a high level of user acceptance, because that stabilizes a system on the market. It’s also important to have innovative ideas that retain the uniqueness of the system, creating a unique feature in comparison to the competition.

• The revision of the manikin representation must be pursued still further. • Various points which were defined within the framework of the AK-LOP: geometry and group handling, tree structure reorganization, toolbox arrangement, etc. • The opportunity to define your own limit values for creating evaluations for various analysis functions should be made available.

• The possibility to output the analyses qualitatively and quantitatively as a report and compare them with the individual company policies. • The relevant information value of global limit percentiles as a full integration. • Continuity of the process chain in terms of data management and model handling.

When a new software program works, it makes you want more. We will naturally continue to expand RAMSIS NextGen. More movement would be possible, for example. But now we’re looking forward to the new software and we’ll perhaps make a few adjustments here and there.

As a developer, the main aim is to have lots of satisfied users and as few errors as possible in the software.

Innovation

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Innovation

RAMSIS research: Status report “I can calculate the motion of heavenly bodies, but not the behavior of human beings.” What made Isaac Newton utter this statement during a 17th-century financial market crisis still applies today — even for the physical movement patterns of human beings. This is why force, motion and individuality are central research topics in RAMSIS development.

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VERITAS: Simulation and virtual reality-based testing Objective: Scientific data collection to improve existing manikins for persons with reduced mobility during independent movement. Contents: Thanks to VERITAS, products and services should be better tailored for all users — even for the elderly and those with disabilities. An up-to-date status quo of current research is first ascertained, then central ergonomic restriction criteria are determined. Restrictions may be caused by afflictions such as arthritis or impaired eyesight. Based on these criteria, a simulation with manikins is carried out — this simulation is then validated in several European countries. Sponsorship: The project is part of the “7th Framework Programme” of the EU. Human Solutions is one of 34 international partners. www.veritas-project.eu

iPOP: The selection and creation of trans-national test collectives Objective: The optimization of human simulation through additional data and selection options. Content: Within the framework of iPOP, the international body dimensions data portal iSize and the ergonomics tool RAMSIS are integrated. This means that designs with the targeted consumer populations can be examined and optimized through appropriate design changes at an early stage in the development process. Sponsorship: The Federal Ministry of Economics and Technology on the basis of a resolution adopted by the German Parliament.

DH Ergo: Ergonomics study on motion and force Objective: Scientific data collection to improve existing manikins in the areas of the subjective perception of comfort and independent movement. Content: In future, manikins should be able to simulate complex movement sequences, task-specific loads, movement changes and the interaction of older human beings with their surroundings. In the vehicle, movements when pressing the clutch pedal and operating the parking brake, as well as those made during the complete vehicle entry and exit procedures are recorded using motion capturing technology. The force required for each movement is measured mechanically. Sponsorship: The project is part of the “7th Framework Programme” of the EU. Human Solutions is one of 10 international partners. www.dhergo.org

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The men of ergonomics Anyone looking for the heart of digital ergonomics will find it in the RAMSIS Advisory Panel. This is where ten ergonomics managers — together with Human Solutions — make decisions on the development strategy of the leading ergonomics tool. This makes RAMSIS a tool of the industry and is the reason for its intensive affinity with the automotive world. Bernd Brückner, Head of Ergonomic Concepts in the Research and Advanced Development Division of Daimler AG, shows why the Advisory Panel is rightly regarded as the innovation engine of digital ergonomics.

Bernd Brückner (third from left) with other members of the Advisory Panel.

Brückner: Very well indeed! We’ve become a real team during the course of the years — and we all work closely together. You’d be surprised. KomfortZone: You must admit, this isn’t exactly a matter of course … after all, you are in direct competition with one another. Brückner: The policy is clear. We cooperate in all areas which exist before the actual competition starts with “Model vs Model.” The German automotive industry demonstrates exceptionally good cooperative behavior here. This also applies to other areas, but in the case of RAMSIS it is particularly intensive. And you have to say: it hasn’t been at all bad for us. On the contrary: German car manufacturers have always tried to do not only what is necessary, but also what is possible. And our customers reward these efforts worldwide, especially in terms of ergonomics. The ongoing awards and high rankings we receive prove it. KomfortZone: How does cooperation function in the Advisory Panel? Brückner: Basically, strategic development plans are in place for RAMSIS and these define a clear framework. We meet regularly and work through a fixed agenda. Each of us manages long-term projects in the role of a “project godfather”, so to speak. In my case, it’s “Forcebased Posture” and “RAMSIS Sits”. We define the goals together. Suggestions for improvements come from Human Solutions and the RAMSIS User Group. Human Solutions introduces new technical possibilities, innovations from the software world and a comprehensive overview of the market. A scientific advisory board monitors the technical quality. We are also actively involved in the projects, through theses, for instance. And on occasion we end up with very impressive innovations. KomfortZone: Do you have an example of these innovations? Brückner: Yes, the “belt” springs immediately to mind. We have now advanced this to a stage where physical test benches have become more or less unnecessary. Digital belt simulation opens up new possibilities for designers, enabling them to customize and optimize the

safety belt for various vehicle occupants. So we actually achieve a new safety standard through this. Another significant example is the development of RAMSIS NextGen. RAMSIS is now on an entirely new platform and many aspects run faster and more efficiently. This is a huge leap forward. KomfortZone: How has ergonomics been changed by the use of RAMSIS? Brückner: Today vehicle manufacturers use up to ten or more RAMSIS manikins — including children. The result is that the interior is much more accurately matched to the occupants. We have long passed the point of comfortable vehicle operation. Vehicle ergonomics is increasingly becoming an enthusiasm factor! KomfortZone: What does this mean for digital ergonomics? Brückner: The Advisory Panel — and consequently RAMSIS — follows the popular trends. Cities are growing and the flow of traffic is becoming denser. So in future we’ll be spending even more time in the car. In many regions such as Asia, this situation already applies. So components for communication, infotainment and entertainment grow accordingly. This results in more and more ergonomic studies for an increasing number of vehicle types within ever-decreasing timeframes. This wouldn’t be possible without digital tools to objectify the ergonomics evaluation and make it reproducible. KomfortZone: And the road ahead for RAMSIS? Brückner: The central theme for RAMSIS will certainly include: movement, system modernization and the expansion of comfort assessment (that’s when my projects will come into play!). And of course we’re also pressing for the continuous development and expansion of the existing functionality.

Bernd Brückner … the person Bernd Brückner is responsible for ergonomic design in the Research and Advanced Development Division of Daimler AG. Together with ten colleagues, he develops new methods, concepts and guidelines for ergonomics and comfort and implements these in the vehicle interior.

KomfortZone: Lots of car manufacturers at one table. How is “Komfort” coming along?

Focus

Innovation by young talent The RAMSIS Excellence Award combines theory and practice. The 16th of October 2012 will see the Award for Ergonomic Simulation presented for the 5th time. This is a distinction for aspiring young ergonomists who want to breach the gap between science and industry. The competition is organized by the Human Solutions Group.

Requirements The decisive factors for the RAMSIS Excellence Award are quality and benefits — and the degree of innovation of the solution method. Decision criteria for the evaluation of the work projects entered for the award are: • scientific niveau • technical applicability and relevance for actual practice • degree of innovation

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Participants Applications are invited from students, scientific staff and graduate students studying for doctorates in ergonomics with their main focus on vehicle interiors or cockpit design (interior) — applicants must come from German-speaking countries.

Study courses All studies that deal (in the broadest sense) with vehicle design will be permitted to compete. This includes the study of comfort and driver models, issues of cognitive information acquisition and processing, plus topics related to anthropometry. Cars can be tested (in the narrower sense) as well as industrial vehicles, buses, trucks, heavy machinery, race cars and airplanes. The work must be of high quality from a scientific point of view. The use of RAMSIS is not a requirement, but it is desirable.

Objectives of the competition Students and scientific staff get an early insight into the processes of the automotive industry and make initial contacts in the industry. At the same time they get to know the current standard ergonomic tools and gain an overview of their applications in practice.

Prizes The winner(s) of the RAMSIS Excellence Award will receive € 1,500, awarded for the best scientific work, i.e. in the form of a diploma, doctoral thesis or scientific study after the completion of studies. Scientific study projects by students are evaluated separately in the “Newcomer of the Year” category.

Jury An interdisciplinary jury with representatives from science and industry will decide on the rankings of the submitted entries.

2012 Main prize Topic: Systematic and user-oriented generation of the carâ&#x20AC;&#x2122;s dimensional concept as the basis for interior and exterior designs Name: Alexander MĂźller Institute: Stuttgart University/Institute for Engineering Design and Technical Design â&#x20AC;&#x201D; Research and Teaching, Technical Design Special feature: The significant application of ergonomic principles to vehicle design

2011 Main prize Topic: Concept development and design of measuring devices for the standardized acquisition of range-of-motion data of human body joints Name: Christoph Hemprich Institute: Hamburg University of Applied Sciences/Department of Automotive Technology and Aircraft Construction Special feature: Innovative selection of topics and the development of individual solution approaches Newcomer of the Year Topic: Analysis and modeling of the loading and unloading procedure for cars using RAMSIS for user-oriented car trunk design Name: Johannes Spitzbart Institute: Stuttgart University/Institute for Engineering Design and Technical Design Special feature: The novelty of the theme chosen and the empirical studies that illustrate the result

2010 Main prize Topic: Validation of measurement procedures for the sink-in behavior of various test bodies in vehicle seats Name: Christian Tomp Institute: Stuttgart University/Institute for Combustion Engines and Automotive Engineering/Chair for Automotive Engineering Special feature: The integration of own ideas and the implications for future developments in this area Newcomer of the Year Topic: The influence of different sitting postures on the binaural hearing impression in the vehicle interior Name: Alexander Bothe Institute: Stuttgart University/Institute for Combustion Engines and Automotive Engineering/Chair for Automotive Engineering Special feature: The high practical relevance and scientific development

RAMSIS in the new world In June 2012, the heart of ergonomics beat strongly for two days in Michigan. American vehicle ergonomists from 23 companies met in Sterling Heights for the third time, continuing the European tradition of the RAMSIS User Conferences. The objective: new information and the exchanging of experiences primarily about RAMSIS Cognitive, RAMSIS Next Generation and vehicle entry analysis. A lot has happened in the RAMSIS world. Red-hot information about the cognitive side of RAMSIS was made available right at the start … and from a real insider too: Grad. Engr. Wolfram Remlinger of the Technical University of Munich was the man chosen to open the conference. He has headed the Cognitive project for the last three years, so RAMSIS Cognitive is largely his “baby”. His enthusiastic presentation treated the audience to a mine of behind-the-scenes information and a comprehensive look at the software. And the feedback was overwhelmingly positive. Focus

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Time for practice. Ford, MAN and Human Solutions demonstrated RAMSIS in use during the simulation of vision and vehicle entry/exit. The vehicle entry study on trucks for the Brazilian market was particularly stimulating, since road conditions can be poor in parts of the country — and the cab suspension was strengthened and vehicle entry analysed with RAMSIS. And still more ‘In practice.’ As in previous years, the lecture program was supplemented by workshops on RAMSIS, RAMSIS Next Generation and RAMSIS Seat Belt Design.

Some 50 participants from 23 companies discussed the new possibilities of ergonomic simulation at the 3rd RAMSIS Update Conference USA.

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A promising outlook for all customers Customer and market-driven products is the goal of successful companies â&#x20AC;&#x201D; but ever-decreasing timeframes and budgets make achieving this goal increasingly difficult. On the one hand, a company which wants to produce economically and nevertheless remain on track for its target group needs technology that integrates closely with the development process. On the other hand, customer affinity is a must â&#x20AC;&#x201D; the ideal scenario even involves the customer becoming part of the development process. This is achieved with technology by Human Solutions in CAD.

The Human Solutions Group â&#x20AC;Ś live. The new Internet portal has been online since the spring of 2012.

We have developed innovations that today are taken for granted all over the world in the Mobility and Fashion sectors; like the simulation and analysis of vehicle interiors with the manikin RAMSIS or the use of 3D bodyscanning in serial measurement. It has always been our goal to increase both the efficiency of the development process and the levels of quality, comfort and safety. This philosophy has made Human Solutions the world market leader for ergonomic simulation. And partners in Asia, Europe and America all contribute — because we are everywhere the automotive industry calls home. Chinese and Indian car makers in particular have discovered ergonomics as an important competitive factor, because western car brands are meanwhile so firmly entrenched in Asia that similar standards are expected of the local products. If a company wants longterm success in the market, its development processes must increasingly involve the human being — and become more efficient at the same time. The virtualization of product development has also begun in these markets. And that is one of our core competencies. Our local partners complement this knowledge with comprehensive know-how about local requirements and the technological and process sides of local vehicle development. Product competence is especially important in the case of highly complex software like RAMSIS.

The positive development shows us that the transfer of knowledge from Human Solutions to its partners is much appreciated by international customers. Companies open up and start integrating ergonomics and RAMSIS into their development processes on site with the help of our experts. As a result, Human Solutions international sales have increased significantly since 2006. This has brought changes which can be clearly seen in the company’s public image, for example: The Human Solutions Group was founded in 2011. The Group now consists of five companies: Human Solutions GmbH, Human Solutions d/b/a Assyst, AVM Solutions GmbH, Assyst GmbH and Sistemi Assyst SRL. This enables us to make greater use of synergy effects in skills, driving the synchronous development of our products in areas such as 3D bodyscanning and anthropometric data. In Fashion, we integrate the human being in 3D directly into product development, sales and marketing. In Mobility, we work intensively on staying revision-proof by adhering to norm standards at the early computer model stage. And with RAMSIS Next Generation we’ve made RAMSIS future-proof for the long term. This means we can confidently enjoy the next innovations in human modeling and ergonomics simulation together.

The Human Solutions Group for Mobility Ergonomics simulation • Trade solutions: RAMSIS Automotive, RAMSIS Industrial Vehicles, RAMSIS Aircraft • Modules: RAMSIS Bus & Truck, RAMSIS Safety for belt simulation, RAMSIS Bodybuilder, RAMSIS Global Concepts, RAMSIS ISO 5006, RAMSIS 2008/2/EC • Consulting/Experts: RAMSIS experts work on-site in customer teams

Human modeling • Measurement/Analysis: Anthroscan for serial measurement surveys • Data: 10 anthropometric databases with over 200,000 test subjects from America, Asia and Europe • Development of test persons pool: iSize Automotive including SizeGERMANY results

Our expertise in mobility • Anthropometry • Ergonomics • Bodyscanning • Human simulation • Body dimension database

Technology

News from the digital league

KomfortZone

From the diary of a RAMSIS user. Here we go. In front of you on the desk is a new vehicle model. Behind you … oh, you can clean that up later. Now it’s up to you. The first test drive of a new vehicle concept is about to happen. Just you and RAMSIS.

1. You know the rules ... “As approaches go, the approach’s right.” Andreas Brehme — 1990 Soccer World Cup winner with Germany The good thing about RAMSIS Automotive: If it’s not your first ergonomics match, you can kick off right away — because in that case your company will have already established the basic framework for how ergonomics is to be played on your home turf. And RAMSIS knows everything it needs to know.

2. You set up your team “That round thing has to go in that rectangular thing.” Sepp Herberger — Team Manager, 1954 Soccer World Cup Winners, Germany Who’s going to do the test drive and how many do we need? In ergonomics, you don’t have to have 11 players … and you don’t really want to replace team members either (although it would be possible!). OK, the last time it was a new concept, on that occasion you preferred to have more players on your side. Nowadays, two is enough: only manikins for the extremes, meaning little woman, tall man. Or even better: you could put a strong back four in there: small slim woman, small stout woman, tall slim man, tall stout man? This would fit the SizeGERMANY results better — the overweights are increasing (in every sense). So a decision must be found: Only salad for lunch. And we put a normal team out there with the five classic percentiles.

Attention!

Easier positioning with RAMSIS NextGen.

3. You take up your position “I think if history repeats itself, we can expect the same again.” Terry Venables, Soccer Player and Manager, England You either load your digital vehicle model into RAMSIS Automotive (or you’re already working in CATIA). Now you position your first manikin in a multi-step process — exactly according to the established rules of your company. These rules might be, for example: sit down, right foot on the gas pedal, hands on the steering wheel. This positioning is fixed and is repeated in the same way for all the manikins. Now it’s time for the ergonomic study analyses: Most of these analyses must be carried out again if anything fundamental changes in the concept. It’s a good thing that RAMSIS Automotive lets you readjust study analyses as often as you wish. And always with the same framework factors.

4. You try to sit as optimally as possible “Every side has two coins.” Mario Basler, German national team footballer

Technology

KomfortZone

Is RAMSIS also sitting comfortably and in an optimal position for operating the vehicle? OK then, it’s time to analyze seating comfort. RAMSIS Automotive has ingested the results of countless test benches and declares its perception of comfort (or the lack of it) only via algorithm — quickly and quietly. This includes pushing the pedals and the optimal setting for the steering wheel.

5. You’re trying to reach everything “The upper arm belongs to the hand.” Bela Rethy, German soccer commentator The concept shows a new GPS system on the dashboard. First you test the reachability. Here an important feature of RAMSIS Automotive is used: It’s not you who moves the manikin; it moves itself based on objective posture and motion models. The simulation describes the hand movement and the postures most likely to be assumed by a human being who performs the task in the car. If this doesn’t work for all test persons, you can try out a position where the unit could be better placed.

6. You’re trying to see everything “Now the odds are 50:50 or even 60:60.” Rainer Calmund, ex-business manager of Bayer Leverkusen, Germany Now for the vision analysis. This will be extensive today, but you’ll be basing it on the study analyses of the predecessor models. Interestingly, the analysis is supplemented by the perception assessment in RAMSIS Cognitive. Now ergonomists can perform their usual tests: analyzing whether or not dashboard displays, important fields of vision for pedestrians/oncoming traffic and traffic signs on the road are obstructed, and whether or not the glare of headlights could become a problem in side and rearview mirrors. But they can also assess the quality of the information perception. How long do I need to decipher a specific font with a special contrast? Do I have to move my eyes or turn my head? Many test benches can also be replaced by the digital model here.

7. You play it safe “The longer the game lasts, the less time remains.” Marcel Reif, well-known soccer commentator on German TV and radio Time for safety. When it comes to belt analysis, RAMSIS is in its element, already meeting all BTD criteria at the computer. And you haven’t needed physical test benches for this for a long time now. Good thing too … time’s getting short for product development. So the faster the better. Thanks to RAMSIS Safety you’ve reduced your development time by several weeks — simply because the analysis on the computer can be carried out at any time and — more importantly — at a very early stage on the digital model.

8. The game’s over “I’ve played 16 months in one year.” Franz Beckenbauer, German national soccer team hero for many years Development finished. Schedule adhered to. Budget too. Thanks to RAMSIS Automotive the development time has been reduced by a factor of three in your company. And during the analysis, you’ve had a lot of ideas that you really want to present to the RAMSIS User Group.

6 66 Analysis of discomfort in posture and movement, such as seat width and head or leg posture

Technology

Free space

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Display of the space requirements for posture and movement in the vehicle

Comfort

6 Optimal belt design â&#x20AC;&#x201D; also in accordance with BTD criteria

Vision/ Mirror view

Belt

Vision, both internal and external â&#x20AC;&#x201D; planar and spherical

Cars for the world market RAMSIS Automotive is highly accurate simulation software. It enables the creation of sophisticated vehicle concepts in ergonomics, comfort and safety, even when prototypes have not yet been considered.

RAMSIS: International standards such as SAE, SAE H-point and Belt Fit Device, plus process and data integration, (e. g. own field studies) with RAMSIS Direct module CATIA V5 Translator, RAMSIS import and export of geometry in JT formats, RAMSIS in VR.

6 66

6 Force Display of posture-contingent force when opening doors or trunk, for instance

Testing of the positioning of instruments and controls

Reachability

Cognitive perception ÂŠ Daimler

Perception of information on instruments

Also for Bus & Truck

Technology 46

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How do you make a difficult job easier?

Wherever compaction is needed, BOMAG is there — for earthworks and asphalt for road, rail and airports, as well as in waste compaction. Those machines are heavy — the operator has to know what he’s doing and he must have his machine well under control. The standards specify what and how, but BOMAG often takes this a step further, because safe operation and clear visibility are clear competitive advantages. That’s why the world market leader has been optimizing the design of its vehicles with RAMSIS since 2000 — and can claim numerous successes in vehicle ergonomics. The responsible engineers are Thomas Klein and Stefan Kuhn.

High demands on the driver Compaction machines drive slowly and often operate in hot weather. Heat and walking pace speed make you sleepy, but perseverance is all-important in the construction industry: A truck driver can take a break every 3-4 hours, but the “compactors” are on the go from dawn to dusk. Hot asphalt can’t wait. The driver must nevertheless always remain focused — on the one hand to avoid accidents and on the other to monitor and control his measurement instruments. And he can do this a lot better if the ergonomics are right.

such a way that even a small driver of 5’ 3’’* can still put his feet securely on the floor. These and all other subsequent adjustments have paid off. And BOMAG engineers know when they’ve won — because not one driver has complained since the workspace optimization was completed!

Compaction for the global market Using RAMSIS, BOMAG begins with a complete evaluation of its cabin design. The pool of test persons for this ergonomic optimization comes from the international RAMSIS database by Human Solutions. A lot has changed thanks to this survey. The driver still drives safely, now he can easily assume different positions, bend his legs or stretch out comfortably. This is achieved by beveling the cabin floor slightly. For the Japanese market, the seat setup is optimized in * 1.60 m

“A cabin can be made completely out of glass — and the driver still has poor visibility.” Continued on the next page

Technology

KomfortZone

Vision in accordance with regulations and beyond Construction machine cabins have long life cycles. Every 6–9 years, new models come onto the market — but the driver’s workplace hardly changes at all. The dashboard on the other hand is very much alive. The abundance of instrument displays illustrates how complex compaction work can be. The temperature and the density of the asphalt are measured, for example. They show the driver how often he still has to drive over a section of the road. And the water level must always be in the green zone, because water prevents the asphalt from sticking to rollers and tires, damaging the asphalt surface. The driver must constantly keep a watchful eye on these and other measuring devices, but at the same time he must also know exactly what is going on outside. He has to see clearly for a close-range radius of five feet around the vehicle — and that means a person or object with a minimum height of 4’ 11’’*. That’s what the norm

(standard) says … but BOMAG targets 3’ 3’’** distance and 3’ 3’’** height, because the company believes that the machine should always be better than the norms. And this isn’t only for safety reasons — the sooner the driver sees the ground, the closer he can get to buildings and other limiting objects. And that means less manual work and therefore time and cost savings during construction. Knowledge in the field of view quality at BOMAG is extensive. Interestingly, this has only partly to do with window size. While some competitors like to have the cabins equipped with allround glass, BOMAG specifically eliminates obstacles that interfere with vision. Obstacles like equipment, for example. “What good is a clear view through the window, if you can only see a water tank and not the ground. A few millimeters can often make a lot of difference here,” says Thomas Haubrich, Chief Designer, Driver Cabs and Cabins at BOMAG.

RAMSIS Module ISO 5006: norm-compliant design of the field of vision. The limit values of the norm and all analysis methods have been stored in RAMSIS. This creates an important time advantage, because necessary changes are detected during the conception phase and the results can be perfectly reproduced. Other norm checks: 2008/2/EC module and ISO 13564 module.

* 1.50 m; ** 1 m

Software versus test bench The introduction of RAMSIS is tackled with a similar degree of precision. The designers want to be sure that virtual world and reality match. So they first check the RAMSIS values against the results of the physical test benches. The distant view, for example, produces an optimal accuracy result at a 40-foot radius around the vehicle. The BOMAG team is relieved. Digital ergonomics is an important time factor for the company, because the ergonomics test takes place much too late on the prototype. Anything that has to be changed after the conception phase comes with a heavy price tag. Digital analysis allows early optimization, enabling completely different solution scenarios. Since no risks are incurred in terms of time and cost, a lot more can be tried out and entirely

new concepts can even be approached. However, there is another important benefit attached for Klein and Kuhn: team coordination has become easier. The ergonomics designers can now use objective facts to convince the overall machine design team during the concept phase, rather than personal judgment. The discussions are much more focused and that also saves time.

“Since RAMSIS came along, we’ve hardly needed to change anything on the physical prototypes.”

BOMAG GmbH BOMAG is the world market leader in the compaction technology sector and provides machines for soil, asphalt and refuse compaction, stabilizers/recyclers and cutters and finishers. The company, which is now part of the French Fayat Group has its headquarters in Boppard/Germany.

BOMAG in numbers • Founded in 1957 • around 2,000 employees worldwide • approx. 20 product groups • 6 regional offices in Germany • 11 subsidiaries worldwide • 500 dealers in over 120 countries

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Vehicle design in accordance with the regulations of DIN Norm 2008/2/EC, ISO 5006 and ISO 13564

Access made as easy as possible and with little effort

Technology

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Comfort/Space requirements Discomfort analysis of posture and movement, e. g. leg and sitting postures

Vehicle entry/exit

Vision/ Mirror view

Norm check

Vision, both internal and external â&#x20AC;&#x201D; planar and spherical

Gentle Giants in continuous use

RAMSIS Industrial Vehicles is tailored for the ergonomic design of construction and heavy machinery. The vehicles can be designed (even at the early virtual model stage) in such a way that their drivers have them completely under control â&#x20AC;&#x201D; even when it comes to the crunch.

ÂŠ BOMAG

Testing of the positioning of instruments and controls

Force

Display of posturecontingent force, when installing vehicle components, for instance

Reachability

Process and data integration, e.g. own field studies.

Cognitive perception Perception of information on instruments

Target group-specific international pool of test persons

KomfortZone ÂŠ all images in the article: Airbus S.A.S. 2012

Technology

How do you get virtual reality to fly?

In Airbus aircraft, space concepts for airlines with a wide range of different business models — from economy to luxury class — can be realized. In Hamburg, an in-house Virtual Reality Department provides support in cabin design for the various departments. For ergonomics, the company uses RAMSIS in VR. Melf-Heiko Mast, Airbus engineer, is a true force among RAMSIS users in the VR segment.

As real as possible Although virtual reality (VR) is relatively new for other industries, Airbus has been working consistently with it for some time now, incorporating the technology into its own processes. And RAMSIS itself has been part of the VR landscape since 2004. In a pilot project carried out with Human Solutions, RAMSIS was integrated into VR (here: DeltaGen by RTT). A comprehensive technology landscape has meanwhile been created, one which links the VR platform with motion tracking and ergonomics. The acceptance level is high, not least because you can evaluate everything just as in real life … and sometimes even better. The lifelike imaging and technical enhancements, such as ergonomic functionality bring additional value and contribute to the success of Airbus with VR. Ergonomic checks are usually carried out on comfort, vision and operability. A total of 12 standard RAMSIS manikins and other special manikins are in the Airbus VR department, representing passengers, cabin crew and workers in assembly and maintenance.

First make your changes virtually, then discuss constructively VR is now an integral part of development and design at Airbus in Hamburg. Virtual simulation brings the departments of engineering, design, final assembly and maintenance together to one table during the concept phase. A coordination process then begins — one which lasts for months or even years and only ends when the aircraft is complete. Problems are discussed and resolved quickly and effectively on the virtual mock-up. The simulation shows the later airplane in interaction with passengers and cabin crew — changes and their effects can be reconstructed and evaluated immediately. This is important, because often a small item like an adjustment in design can affect installation, maintenance and ergonomics. Thanks to the integration of RAMSIS, Airbus can check the reachability of oxygen masks, for example, the visibility of messages and the free movement of passengers and cabin crew in the virtual reality environment. A change to CAD is not necessary.

VR in real time — cabin operations

Airlines and the design process

The handling of the cabin trolleys is checked in the VR Lab, for example. The only real entities here are the trolley with original items and the test person who operates the trolley instead of a crew member. The test person is transferred to VR as a RAMSIS manikin. The passengers are ready for virtual action in the form of RAMSIS manikins, as is the virtual cabin. Real and virtual data are merged with the VR environment. Live and in color, the Airbus experts can look at the so-called power wall as the trolley is pushed into the kitchen block or down the aisle by the test person or manikin. Since the action is actually carried out and transferred to the VR program, the virtually simulated flight attendant adopts a completely realistic posture when he pushes the heavy 220-pound trolley. Possible collisions with the manikin passengers or seats would be seen immediately.

Each airplane cabin is built to customer specifications. That’s why Marketing & Sales also use VR. A model which doesn’t even exist yet is presented virtually. Airline requirements for cabin design (other than the standard configurations) are checked ergonomically in VR where necessary. This ensures that the available space complies with the authorities’ regulations. And this is especially true of security concepts. In the event of an evacuation, for example, a crew member stands at an emergency exit to supervise passengers leaving the aircraft. For economic reasons, this area should be as small as possible, but for safety reasons it must be large enough to enable staff to stand there and help the passengers exit the airplane.

And what will the future bring? Technology

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Movement in the mock-up This form of virtual reality in combination with real-time motion not only saves a lot of coordination time — but what we had to show earlier in CAD as the result of many individual images is now a real flow of movement thanks to motion tracking. And with the help of RAMSIS, the movement is based on a body with real dimensions, proportions, relevant posture and agility.

What RAMSIS can do in VR • I mage of the real test person, his body geometry, movement and field of view in the model and synchronization with the environment • Maximum interaction with the digital mock-up • A nalyses for visibility, reachability and space requirements, such as a comparison of the fields of view of persons of different heights • A pplication: Ergonomic interior design, feasibility of installation and maintenance activities • Standard integration in DeltaGen by RTT

Melf-Heiko Mast has plans. He wants to expand the integration of movement, for example, and he also has a few suggestions for further RAMSIS analyses that he would like to implement directly into VR — together with Human Solutions and RTT. Virtual Reality at Airbus remains fascinating.

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Flight ERGO 78737 — relaxed among the clouds A quiet, uneventful flight without any annoyances: The food arrives on time, the air conditioning is easily adjusted, no (unwanted) contact with the person sitting next to you when you turn the pages of your book or magazine, the pilot starts the flight in relaxed mood, the flight attendant immediately notices if anything is lacking … OK, it’s not the stuff of Hollywood, but it’s the dream of every ergonomist.

When the work begins for the crew in the air and the maintenance team on the ground — and vacations start for (most of) the passengers — ergonomics has already arrived at its destination. The designers already know from the digital model what we can expect in the aircraft. And thanks to RAMSIS Aircraft, the pilot, co-pilot, cabin crew and passengers can already fly virtually on the

plane. So every decision maker during the design and sales phases knows how the passengers look and how they like to sit and move in the plane. The ability to simulate realistic passengers and integrate them into the development process helps to design the cabin in a more passenger-friendly way, to shorten the design phase and to reduce development costs.

The story: RAMSIS takes off The American John Edward Long Jr. holds the world record for flights with 65,000 flight hours. RAMSIS could emulate him in the digital plane. Long was born in 1915 and lived until 1999 in Alabama, USA. The history of RAMSIS Aircraft begins in 2000 and for once it doesn’t start in Kaiserslautern, but in Darmstadt, Germany. In that year, Human Solutions, together with the Technical University of Darmstadt developed a new posture model especially for pilots and their co-pilots. Elaborate

ergonomics studies preceded the model — and a great deal was learned from them. The result holds true today. The positioning in an aircraft deviates clearly from the classic car driver’s position. Pilots sit more upright, they require more force to operate the pedals, the legs are less spread than in the car and the distance from hip and heel is different. The steering wheel is different and a lot is controlled with joysticks. The latter was known, however, before the studies took place.

The pilot and his co-pilot: Reachability — Check, View — Check, Amount of effort — Check The person who flies an airplane must have a good view of everything. Not only of the sky (and the airstrip), but of all the instruments on board. There are several vision ranges to which instruments are assigned by priority. Vision range 1 must always be in the ﬁeld of view, while both vision range 2 for alarms and vision range 3 for

routine checks must be easily seen. One exciting factor — from an ergonomic standpoint — is that instruments are also positioned overhead. The tail sections (the brakes for the uninitiated) are operated by pedals. To do this you need force which is optimally available with the relevant leg posture.

The passengers: Sorry, that’s my seat When hundreds of people want to lift (sometimes too heavy) baggage into small compartments above their heads — and this more or less at the same time — boarding has reached its peak. Now we can see who meets the weight requirements for hand luggage, who has muscular upper arms and whether or not the ergonomic analysis has been carefully carried out — because RAMSIS Aircraft is even used in the cabin, but this time as a passenger in a variety of heights (and breadths). Design-wise, it’s important that all the passengers can reach the overhead bins, open them, put their hand

baggage in and take it out again. The view of the monitors above the aisle must also be correct and the switches for the lights and air conditioning must be easily reached and operated. You can even determine if seat width is sufficient on the digital model — but the later owner of the aircraft, the airline company, will ultimately decide on the seating arrangements. An increasing number of statutory provisions can also be pre-checked on the digital simulation. For example, you can calculate whether or not the aircraft can be evacuated within the prescribed 90 seconds.

Technology

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The cabin crew: Could you please fasten your seat belts? When all the passengers are seated, the decision is taken whether or not the cabin planning should make life easier for the cabin crew. Flight attendants are also digitally simulated to make sure that service and safety instructions are correct. For example, questions

are answered regarding whether or not the service trolleys can pass freely along the cabin aisle and how well the rows of seats can be seen in order to detect whether or not passengers are buckled up.

The technician: Installation and maintenance by stopwatch Two final areas remain which are essential for flight operations — maintenance and assembly. Time is limited for both of these. This is why RAMSIS Aircraft uses posture studies to ensure that all work procedures can be carried out correctly and within the allotted timeframe. To achieve

this, RAMSIS uses knowledge which is also used in factory planning. And one more advantage of digital process planning: Tutorials for operation, installation and removal procedures can be created from the RAMSIS simulation.

The airline and the manufacturer: sales in virtual reality Airplanes are made to measure. Most of them are sold when they are still in the form of a digital concept — but that concept has to be top-notch. Ergonomic simulation is not only important for future design, but also for the actual sale. The airline wants to see exactly what it’s going to be using in operation. This is why RAMSIS works

closely with virtual reality programs. So a virtual plane with real passengers actually flies with the emblem of the future buyer. And to make RAMSIS even more authentic, envelopes from the Curious Labs Poser graphics program are imported and translated into RAMSIS geometries.

The vision: digital norm monitoring Every aircraft must of course comply with national and international norms and these standards can be ad-

dressed by RAMSIS. And who knows? Perhaps one day RAMSIS will also inspect and approve them …

Have a heart for tall pilots A pilot taller than 6’ 2’’*? That could be difficult. We are getting taller, from generation to generation — but cockpits have remained the same. This is why many airlines and armies issue a maximum height for pilot candidates. * 1.90 m

RAMSIS can help here: It won’t make the pilots shorter, but it can ensure that the available space in cockpits is used optimally.

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If RAMSISâ&#x20AC;&#x2122; eyes are poor â&#x20AC;Ś Ergonomists use extensive analyses to ensure that no vehicle element impedes the view of the driver. OK, but what if the driver is impeded by a congenital or age-related visual impairment? RAMSIS finds the answer to this problem using new analysis methods which illustrate the latest trend in demographic development. A good outlook, even with poor visibility.

Simulation of a driver with bifocals. The fields for close-range and distance vision are shown in dark gray and light gray. Here itâ&#x20AC;&#x2122;s not just the size and position of the visual fields which are interesting, but the course of the transition area as well.

The vision analysis in RAMSIS shows how far your eyes or head must be moved in order to read an instrument.

Imitation of every acuity RAMSIS can image angular visual acuity — reflecting how people with imperfect eyesight see traffic or the vehicle interior. This allows the minimum visual size of the instruments in the vehicle to be calculated. Of course, the human model itself doesn’t wear glasses. Visibility conditions are displayed just as they are in

the usual vision analysis, only the parameters and the results of the analysis are different. The poor eyesight of a driver is normally compensated by a visual aid, like glasses for example — but even the best glasses have marked limitations.

Simulating glasses The various fields of vision of a driver are split into so-called visual fields. Everyone can see well looking straight ahead, but what do we perceive in the peripheral areas of the field of vision? This is already an important question for people with normal vision — but it can be a critical issue for people who wear glasses. Glasses can significantly restrict the view in some areas, because the eyeglass frame itself may obstruct the view. And the

lenses do not necessarily cover the entire field of view of a person with normal eyesight. So our vision is just as blurred at the edge of the fields of view as it would be without glasses. Analysis in RAMSIS shows how a visual aid affects visibility in the vehicle. Two pairs of digital glasses are used for the analysis as typical examples of large and small glasses. The bifocals mode can be switched on when required.

Caution ... bifocal view! What happens, however, if a visual aid alone cannot solve the eyesight problem? In presbyopia (eyesight in old age), close-up vision is limited (e.g. for reading). In order to be recognized properly, objects must always be further away. If the arms of an older person are too short for reading, the numbers on the displays cannot be large enough. If a pair of glasses is used to compensate for close-range vision, distance vision, however, is

limited. Multifocal glasses can remedy this. But they create a change in the initial situation, because during the transition from close-range to distance vision within the lenses, an area is created in which we cannot see anything very clearly. RAMSIS can accurately recognize the various fields of view and the transition area of bifocal glasses. And that in turn affects the positioning of the instruments in the vehicle.

Background: Safety and visual comfort Safe driving requires the full attention of the driver. When you drive, you usually look straight ahead and only move your eyes to keep the vehicle and traffic under the best possible visual control. The more you see without moving your head the better. Within the normal standard field of vision, the driver must be able to see not only the road ahead, but also all the important instruments. Analysis-wise, the instruments and situations which appear at the edge

of his field of vision are highly interesting. In the periphery of our visual fields we respond primarily to the change from light to dark and vice versa. If something changes, we take notice of it. All the important instruments should therefore be able to be checked with only a quick eye movement. And the rule of thumb applies here again — the shorter the “visual path” the better.

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Perspective versus vignette Stick those vignettes on properly and see more. Michael Gabelsberger shows us just how true this is in a study at the Technical University of Munich, managed by Grad. Eng. Wolfram Remlinger.

In accordance with the Daimler-Scholly procedure, Gabelsberger weights the various zones of vision as seen from the driver’s perspective on a common vehicle model. The result is amazing: With a clutter-free windshield — meaning no stickers, certificates or electrical equipment — there is approx. 85% unrestricted view in the studied model. Every sticker (depending on the legal placement regulation) impedes visibility by between almost 0.4% (German particle emissions sticker) and 3.5% (vignette for Austria). So those stickers really do obstruct our view. This problem becomes particu-

larly acute in the “multi-country areas”: A driver can easily lose 15% of his view, if he regularly drives in Italy (Telepass), Austria (vignette), Hungary (OBU) and Slovenia (vignette). And a mobile navigation system positioned in the center of the windshield obstructs another 14% of the driver’s vision. So for a better field of view, vignettes should be stuck to the windshield on the right beside the A-pillar or behind the rear view mirror. And expired vignettes should be removed fast!

Impressum Acknowledgements: Many customers and partners helped us with interviews, information and pictures. Our grateful thanks! Publisher: Human Solutions GmbH Europaallee 10 67657 Kaiserslautern, Germany Tel.: +49-631-343 593 00 Fax: +49-631-343 593 10 www.human-solutions.com Responsible for the editorial content: Alexandra Seidl, Human Solutions GmbH (alexandra.seidl@human-solutions.com) Compilation and layout: Marketing Essentials (Angelika Methner, Annegret Schall-Ceppa, Claudia Collin, Andrea Landgraf) www.marketing-essentials.de Translation from the German: Ron Shankland

© Human Solutions GmbH has the 2012 copyright for all articles and illustrations, unless stated otherwise. Photos P. 2, 6, 61 Luis Landgraf — P. 22–23 Harald Almonat — P. 10 Kiel doll, Wikipedia Ericus1 — S. 52 © Airbus S.A.S. 2012, Photo by S. Ramadier — S. 55 © Airbus S.A.S. 2012, Photo by e’m company, H. Goussé; Reproduction, Any form of reproduction, inclusion in online services and the Internet and/or copying to data carriers like CD ROMs, DVD ROMs etc. may only be carried out with express, prior permission in writing from Human Solutions GmbH.