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| report:intro [2026/03/26 17:12] – [1.2 Motivation] team5 | report:intro [2026/04/26 18:49] (current) – [1.6 Tests] team5 |
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| === 1.2 Motivation === | ==== 1.2 Motivation ==== |
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| The selection of digital art as the project’s primary theme resulted from an evaluation of various sectors, including healthcare and general well-being. While these initial areas were considered, digital art was ultimately identified as the optimal intersection for the group's diverse expertise. This theme provided a unique synergy between the creative methodologies of the design-oriented members and the technical competencies of the computer science enthusiasts. By leveraging the convergence of artistic expression and digital innovation, the project transitioned from a theoretical concept to the development of an interactive installation designed to foster meaningful public engagement. | The selection of digital art as the project’s primary theme resulted from an evaluation of various sectors, including healthcare and general well-being. While these initial areas were considered, digital art was ultimately identified as the optimal intersection for the group's diverse expertise. This theme provided a unique synergy between the creative methodologies of the design-oriented members and the technical competencies of the computer science enthusiasts. By leveraging the convergence of artistic expression and digital innovation, the project transitioned from a theoretical concept to the development of an interactive installation designed to foster meaningful public engagement. |
| ==== 1.3 Problem ==== | ==== 1.3 Problem ==== |
| Despite being physically crowded, modern public transit, specifically the metro systemhas become a space of profound social isolation. This "digital bubble" effect is driven by two primary factors: | Although modern public transit systems (particularly metropolitan rail networks) are characterized by high physical density, they frequently function as spaces of significant social isolation. This phenomenon of collective detachment is driven by two primary factors: |
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| **Passive Consumption:** Passengers use smartphones as a defense mechanism against the discomfort of a crowded environment, leading to a "heads-down" culture. This transforms a potentially shared journey into a repetitive, solitary experience. | **Passive Digital Consumption:** Passengers often utilize mobile devices as a primary strategy to mitigate the environmental stressors of crowded transit. This reliance on personal screens facilitates a transition from a shared public journey into a repetitive, solitary experience, a process often described as "digital escapism". |
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| **The Anonymity of the Commute:** The metro is often viewed as a "non-place", a functional void to be endured rather than experienced. Current transit environments lack stimuli that encourage presence or spontaneous human interaction, resulting in a missed opportunity for community building and mental well-being. | **The Anonymity of the "Non-Place":** Following Marc Augé’s theory of "Non-Places" , the metro is frequently perceived as a purely functional void, a transitional space to be endured rather than experienced. Current transit architectures lack the sensory stimuli required to encourage environmental presence or spontaneous interpersonal interaction. Consequently, these environments represent missed opportunities for community engagement and the promotion of collective mental well-being [(auge1995nonplaces)]. |
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| | This project addresses the deficit of meaningful physical engagement by proposing an immersive, shared environment that challenges the habitual over-reliance on personal technology. |
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| Our project addresses this lack of meaningful physical engagement by challenging the habitual reliance on personal screens through an immersive, shared environment. | |
| ==== 1.4 Objectives ==== | ==== 1.4 Objectives ==== |
| Our core mission is to transform the metro from a transition point into a participatory destination. We aim to: | The primary objective of this project is to redefine the metropolitan transit environment by transitioning it from a purely functional corridor into a participatory space. To achieve this, the project focuses on the following four goals: |
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| **Disrupt Digital Isolation:** Incentivize passengers to put down their devices in favor of tactile, real-world stimuli. | **Mitigate Digital Isolation:** To provide tangible, real-world stimuli that incentivize passengers to decrease reliance on mobile devices during transit. |
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| **Humanize the Journey:** Turn a passive, anonymous ride into a sensory, human-centered experience from the moment of boarding. | **Humanize the Transit Environment:** To transform passive, anonymous commutes into human-centered experiences through the integration of interactive sensory design. |
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| **Foster Collective Agency:** Use interactive light and sound to show passengers that their presence and physical touch contribute to a larger, beautiful "shared journey." | **Facilitate Collective Agency:** To utilize synchronized light and auditory feedback to demonstrate how individual physical presence contributes to a larger, collaborative environmental state. |
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| **Promote Presence:** Encourage mindfulness and "being in the moment" so passengers leave with a story rather than just a completed commute. | **Promote Environmental Presence:** To encourage mindfulness and spatial awareness, ensuring that the commute results in a unique user narrative rather than a standard, repetitive transit cycle. |
| ==== 1.5 Requirements ==== | ==== 1.5 Requirements ==== |
| To ensure the project adheres to essential Regulatory and Standard Requirements, the following EU Directives and guidelines must be observed: | To ensure compliance with European industrial standards and safety protocols, the project must adhere to the following regulatory framework: |
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| - Electromagnetic Compatibility Directive (EMCD) | == 1.5.1 Regulatory and Standard Requirements == |
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| - Low Voltage Directive (LVD) | The system shall be designed and documented in accordance with the following European Union (EU) Directives: |
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| - Machinery Directive (MD) | * **Electromagnetic Compatibility Directive (2014/30/EU):** Ensuring the system does not interfere with metro signaling or communication. |
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| - Radio Equipment Directive (RED) | * **Low Voltage Directive (2014/35/EU):** Governing electrical safety for components operating within specific voltage ranges. |
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| - Restriction of Hazardous Substances in Electrical and Electronic Equipment Directive (ROHS) | * **Machinery Directive (2006/42/EC):** Applied to the mechanical integration of interactive handrails. |
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| - Mandatory adoption and use of the International System of Units | * **Radio Equipment Directive (2014/53/EU):** For any wireless data transmission components. |
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| - Use open-source software and technologies. | * **RoHS Directive (2011/65/EU):** Restricting the use of hazardous substances in electronic hardware. |
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| - Functional & Experiential Requirements | * **Technical Standards:** Mandatory use of the International System of Units (SI) and a preference for open-source software architectures to ensure transparency and scalability. |
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| Location & Accessibility: The solution must be designed for public locations, specifically focusing on the metro. The design must be universally inclusive and accessible, requiring no specific language skills or instructions to use. | |
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| - Human-Centered Design: The project must deliver a human-centered, participatory experience that encourages presence in the moment. | == 1.5.2 Functional and Experiential Requirements == |
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| - Social Impact: The system must actively discourage smartphone distraction and isolation by fostering physical and social connection between strangers. | * **Universal Accessibility:** The interface shall require no prior instruction or specific language proficiency, ensuring inclusivity for all demographic groups. |
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| - Interactive Journey: The solution must transform the passive commute into an interactive physical space, creating an immediate impact starting at boarding. | * **Interpersonal Connectivity:** The system must utilize shared sensory feedback to actively mitigate digital isolation and promote social interaction among passengers. |
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| - Digital Storytelling: The system must allow users to leave with stories. This includes implementing a Quick Response (QR) code system near exit doors that directs passengers to a platform where they can either record a short voice message or listen to a memo from a previous passenger. | * **Asynchronous Narrative (Digital Storytelling):** The installation shall include a Quick Response (QR)-based platform near exit points to facilitate the recording and playback of voice memos, creating a temporal link between passengers. |
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| - Sustainability: The design must incorporate sustainability as a core focus point. | * **Environmental Sustainability:** Material selection and power consumption must prioritize ecological impact and long-term durability in high-traffic environments. |
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| Technical & Hardware Requirements | == 1.5.3 Technical and Hardware Requirements == |
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| - System Architecture: The technological artwork must be built using a power supply, a microcontroller, input sensors, and output components. | * **System Architecture:** The hardware stack shall consist of a centralized power supply, a microcontroller unit (MCU), distributed input sensors, and synchronized output modules. |
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| - Sensor Integration: The system must use physical actions (like gripping handles) as direct inputs, utilizing sensors such as pressure, light, and heart-rate sensors. | * **Sensor Integration:** The system shall utilize tactile inputs (pressure, heart rate) integrated directly into the metro’s physical infrastructure. |
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| - Sensory Output: The system must provide immediate visual (light/color) and auditory (sound) feedback based on human interaction. | * **Real-time Feedback:** Visual (Light-Emitting Diode (LED)) and auditory (sound) outputs must respond with sub-perceptual latency to user interaction. |
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| - Interactive Handrails: The metro handrails must be modified into tubes containing sensors and lights. | * **Structural Integration:** Existing metro handrails shall be replaced or modified with translucent housings containing embedded sensor-LED arrays. |
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| - Visual Light Propagation: When a passenger touches the pole, that specific spot must light up in a unique color, which then visibly travels through the pole to the metro ceiling, blending with the colors of other interacting passengers. | * **Visual Logic:** The system must support multi-user light propagation, where individual touchpoints generate unique color pulses that travel vertically and blend on the ceiling to represent collective interaction. |
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| | Hier is de volledig gecorrigeerde tekst voor hoofdstuk 1.6. De opmaak en de inhoud zijn exact hetzelfde gebleven, alleen de afkortingen zijn nu bij hun eerste vermelding netjes voluit geschreven (en vetgedrukt zodat je het makkelijk terugziet). |
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| | Je kunt dit direct kopiëren en in je verslag plakken: |
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| ==== 1.6 Tests ==== | ==== 1.6 Tests ==== |
| The goal of this project is to create a working prototype of a Distributed Smart Lighting System for public transportation. This system enhances the passenger experience by providing interactive visual feedback through addressable LEDs, triggered by touch-sensitive poles equipped with Velostat sensors. By utilizing a CAN Bus network, the system ensures high-reliability communication across the metro car, even in environments with high electromagnetic interference. | The goal of this project is to create a working prototype of a Distributed Smart Lighting System for public transportation. This system enhances the passenger experience by providing interactive visual feedback through addressable LEDs, triggered by touch-sensitive poles equipped with Velostat sensors. By utilizing a Controller Area Network (CAN) Bus network, the system ensures high-reliability communication across the metro car, even in environments with high electromagnetic interference (EMI). |
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| The primary objective of this project is to deliver a functional and robust prototype. To guarantee its performance and safety in a railway-simulated environment, several tests must be conducted. Each test is outlined below, including the specific Evaluation Methodology used to verify the results. | The primary objective of this project is to deliver a functional and robust prototype. To guarantee its performance and safety in a railway-simulated environment, several tests must be conducted. Each test is outlined below, including the specific Evaluation Methodology used to verify the results. |
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| **Functionality Tests:** | Functionality Tests: |
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| * (FT-01)Velostat Touch Detection: Connect the sensor node to a PC and monitor the ADC output via the Serial Plotter. Apply varying hand pressures to ensure the signal changes linearly and triggers the intended software threshold. | (FT-01) Velostat Touch Detection: Connect the sensor node to a PC and monitor the Analog-to-Digital Converter (ADC) output via the Serial Plotter. Apply varying hand pressures to ensure the signal changes linearly and triggers the intended software threshold. |
| * (FT-02)CAN Bus Communication: Implement a packet-counter script where the Pole Node sends 1,000 sequential messages. The Ceiling Node will log received IDs to calculate the Packet Delivery Ratio (PDR), with a target of $>99.9\%$. | |
| * (FT-03)LED Visual Response: Trigger the sensor and visually inspect the LED strip for color accuracy ($RGB$ values), ensuring no "dead pixels" or flickering occur during the animation cycle. | |
| * (FT-04)Sensitivity Calibration: Manually rotate the onboard potentiometer while applying a constant light touch. The test is successful if the trigger threshold can be adjusted to ignore vibrations while still detecting a deliberate touch. | |
| * (FT-05)Power Management: Use a high-voltage laboratory power supply set to $72\text{V}$ and $110\text{V}$ DC. Use a multimeter to verify that the Buck Converter output remains at a stable $5.0\text{V } (\pm 0.1\text{V})$ under full LED load. | |
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| **Performance Tests:** | (FT-02) CAN Bus Communication: Implement a packet-counter script where the Pole Node sends 1000 sequential messages. The Ceiling Node will log received IDs to calculate the Packet Delivery Ratio (PDR), with a target of > 99.9 %. |
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| * (PT-01)System Response Time: Record the interaction using a high-speed camera ($240\text{ FPS}$). Count the frames between the initial hand-to-sensor contact and the first LED illumination to calculate total latency (Target: $<100\text{ms}$). | (FT-03) LED Visual Response: Trigger the sensor and visually inspect the LED strip for color accuracy (Red, Green, Blue (RGB) values), ensuring no "dead pixels" or flickering occur during the animation cycle. |
| * (PT-02)EMI Noise Resistance: Operate a brushed DC motor (simulating metro traction noise) within $10\text{ cm}$ of the CAN wiring and Velostat sensor. Monitor the system for "ghost triggers" or communication resets. | |
| * (PT-03)Thermal PerformanceMethodology: Activate the LEDs at $80\%$ brightness for $4\text{ hours}$ in a non-ventilated environment. Use an infrared thermometer to measure the enclosure surface temperature every $30\text{ minutes}$ (Target: $<50\text{°C}$). | |
| * (PT-04)Voltage DropMethodology: With the strip at full white brightness, measure the voltage at the $VCC$ pin of the very last LED using a multimeter. Ensure it remains above $4.7\text{V}$ to prevent color distortion. | |
| * (PT-05)Long-term Durability: Use an automated mechanical actuator (or repeated manual cycles) to trigger the sensor 1,000 times. Inspect the Velostat "sandwich" for delamination or loss of electrical sensitivity. | |
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| **Software & Simulation Tests:** | (FT-04) Sensitivity Calibration: Manually rotate the onboard potentiometer while applying a constant light touch. The test is successful if the trigger threshold can be adjusted to ignore vibrations while still detecting a deliberate touch. |
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| * (ST-01)Components Integration Simulation: Import $3D$ models of the PCBs and converters into a CAD environment (e.g., Fusion 360). Check for mechanical interferences and ensure a minimum $5\text{ mm}$ clearance between high-voltage and low-voltage traces. | (FT-05) Power Management: Use a high-voltage laboratory power supply set to 72 V and 110 V Direct Current (DC). Use a multimeter to verify that the Buck Converter output remains at a stable 5.0 V (± 0.1 V) under full LED load. |
| * (ST-02)CAN Bus Logic Simulation: Use a network simulator or a dual-MCU breadboard setup to force "data collisions" by sending messages from two nodes simultaneously. Verify that hardware arbitration correctly prioritizes the higher-priority ID. | |
| * (ST-03)Animation Algorithm: Run the LED code in a simulator (e.g., Wokwi) for $24\text{ hours}$ to check for memory leaks or buffer overflows that could lead to software hanging. | |
| * (ST-04)Fault Detection: Physically disconnect the $CANH$ wire during operation. The software must detect a "Heartbeat Timeout" within $500\text{ ms}$ and switch the LEDs to a static "Safety White" mode. | |
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| **Safety Tests:** | Performance Tests: |
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| * (SF-01)Electrical Safety: Perform a continuity test between the aluminum enclosure and the system $GND$ using a multimeter. Resistance must be $<0.1\text{ }\Omega$ to ensure proper earthing. | (PT-01) System Response Time: Record the interaction using a high-speed camera (240 Frames Per Second (FPS)). Count the frames between the initial hand-to-sensor contact and the first LED illumination to calculate total latency (Target: < 100 ms). |
| * (SF-02)Mechanical Safety: Conduct a tactile sweep test. Run a gloved hand over all surfaces and seams of the enclosure to ensure no sharp edges or protruding screws are present. | |
| * (SF-03)Fire Safety: Review the manufacturer datasheets for all cables and $3D$ filaments used. Verify they carry a $V-0$ (UL94) flammability rating or $LSHF$ (Low Smoke Halogen Free) certification. | |
| * (SF-04)Vandalism Resistance: Attempt to peel the sensor off the pole using fingers. Apply a $5\text{ kg}$ impact to the sensor area and verify that the electrical housing remains intact and functional. | |
| * (SF-05)Ingress Protection (IP): Lightly spray the enclosure with a fine mist of water (simulating cleaning fluids). Open the box after $5\text{ minutes}$ to inspect for any moisture ingress near the electronic components. | |
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| **User Acceptance Testing (UAT):** | (PT-02) EMI Noise Resistance: Operate a brushed DC motor (simulating metro traction noise) within 10 cm of the CAN wiring and Velostat sensor. Monitor the system for "ghost triggers" or communication resets. |
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| * (UAT-01)Trigger Intuitiveness: Observe 5 non-technical users. Ask them to "activate the interaction" without explaining where the sensor is. More than $>80\%$ of users need to identify the pole sensor as the interaction point within 5 seconds. | (PT-03) Thermal Performance Methodology: Activate the LEDs at 80 % brightness for 4 h in a non-ventilated environment. Use an infrared thermometer to measure the enclosure surface temperature every 30 min (Target: < 50 °C). |
| * (UAT-02)Visual Comfort (Glare Test): Users sit in a "metro seat" 1 meter away from the LEDs. Cycle through all colors at max brightness. Users report no eye strain or "dazzle" effect (blinding light). | |
| * (UAT-03)Feedback Clarity: Ask users what the light animations signify (e.g., "What does the pulsing blue mean to you?"). Users correctly associate the animation with "System Active" or "Input Received". | (PT-04) Voltage Drop Methodology: With the strip at full white brightness, measure the voltage at the Voltage at the Common Collector (VCC) pin of the very last LED using a multimeter. Ensure it remains above 4.7 V to prevent color distortion. |
| * (UAT-04)Ergonomics (Touch Height/Force): Test with users of different heights and hand strengths. All users can comfortably trigger the system regardless of their physical stature. | |
| | (PT-05) Long-term Durability: Use an automated mechanical actuator (or repeated manual cycles) to trigger the sensor 1000 times. Inspect the Velostat "sandwich" for delamination or loss of electrical sensitivity. |
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| | Software & Simulation Tests: |
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| | (ST-01) Components Integration Simulation: Import 3D models of the Printed Circuit Boards (PCBs) and converters into a Computer-Aided Design (CAD) environment (e.g., Fusion 360). Check for mechanical interferences and ensure a minimum 5 mm clearance between high-voltage and low-voltage traces. |
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| | (ST-02) CAN Bus Logic Simulation: Use a network simulator or a dual-MCU breadboard setup to force "data collisions" by sending messages from two nodes simultaneously. Verify that hardware arbitration correctly prioritizes the higher-priority ID. |
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| | (ST-03) Animation Algorithm: Run the LED code in a simulator (e.g., Wokwi) for 24 h to check for memory leaks or buffer overflows that could lead to software hanging. |
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| | (ST-04) Fault Detection: Physically disconnect the CAN High (CANH) wire during operation. The software must detect a "Heartbeat Timeout" within 500 ms and switch the LEDs to a static "Safety White" mode. |
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| | Safety Tests: |
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| | (SF-01) Electrical Safety: Perform a continuity test between the aluminum enclosure and the system Ground (GND) using a multimeter. Resistance must be < 0.1 Ω to ensure proper earthing. |
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| | (SF-02) Mechanical Safety: Conduct a tactile sweep test. Run a gloved hand over all surfaces and seams of the enclosure to ensure no sharp edges or protruding screws are present. |
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| | (SF-03) Fire Safety: Review the manufacturer datasheets for all cables and 3D filaments used. Verify they carry a V-0 (UL94) flammability rating or Low Smoke Halogen Free (LSHF) certification. |
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| | (SF-04) Vandalism Resistance: Attempt to peel the sensor off the pole using fingers. Apply a 5 kg impact to the sensor area and verify that the electrical housing remains intact and functional. |
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| | (SF-05) Ingress Protection (IP): Lightly spray the enclosure with a fine mist of water (simulating cleaning fluids). Open the box after 5 min to inspect for any moisture ingress near the electronic components. |
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| | User Acceptance Testing (UAT): |
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| | (UAT-01) Trigger Intuitiveness: Observe 5 non-technical users. Ask them to "activate the interaction" without explaining where the sensor is. More than > 80 % of users need to identify the pole sensor as the interaction point within 5 s. |
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| | (UAT-02) Visual Comfort (Glare Test): Users sit in a "metro seat" 1 m away from the LEDs. Cycle through all colors at max brightness. Users report no eye strain or "dazzle" effect (blinding light). |
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| | (UAT-03) Feedback Clarity: Ask users what the light animations signify (e.g., "What does the pulsing blue mean to you?"). Users correctly associate the animation with "System Active" or "Input Received". |
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| | (UAT-04) Ergonomics (Touch Height/Force): Test with users of different heights and hand strengths. All users can comfortably trigger the system regardless of their physical stature. |
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| The testing framework defined in this chapter ensures the transition of the System from a concept to a robust prototype. By addressing EMI, thermal management, and passenger safety, these protocols guarantee that the CAN Bus architecture and Velostat sensing are reliable, scalable, and ready for real-world deployment in public transportation. | The testing framework defined in this chapter ensures the transition of the System from a concept to a robust prototype. By addressing EMI, thermal management, and passenger safety, these protocols guarantee that the CAN Bus architecture and Velostat sensing are reliable, scalable, and ready for real-world deployment in public transportation. |
| ==== Report Structure ==== | |
| | ==== 1.7 Report Structure ==== |
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| Below we can find in Table {{ref>tab_report_structure}} the main structure of the report and a short description of every chapter. | Below we can find in Table {{ref>tab_report_structure}} the main structure of the report and a short description of every chapter. |