Master’s in HMI Engineering for Autonomous Vehicles
Online master's programme of 1,900 hours in HMI engineering for autonomous vehicles: 12 modules covering automation levels and driver roles, control transitions, driver monitoring, automation visualisation, external eHMI, passenger experience, teleoperation, evaluation methods, HMI safety and validation, regulation and ethics under SAE J3016, UNECE Regulation No. 157 (ALKS) and ISO 21448:2022, with an assigned technical tutor.
Take the controls.
Run a real engineering trade-off from this field. Move the sliders, watch the model react in real time and beat the challenge.
What you will be able to do
Explain the levels of automation and the associated driver roles.
Design safe and understandable control transitions.
Specify driver monitoring systems and their warning escalation.
Communicate the state and intention of the vehicle inside and outside.
Design the passenger experience and fleet teleoperation.
Evaluate interfaces with simulators, Wizard of Oz and on-road studies.
Apply the regulation and ethics of automated driving to the HMI.
Who it's for
- HMI designers for automated driving.
- Human factors researchers.
- Driver monitoring engineers.
- HMI validation specialists.
- Passenger experience designers.
- Teleoperation engineers.
- Engineering or science graduates aiming to enter the automotive industry.
What you'll work with
- SAE J3016 (taxonomy of driving automation levels)
- UNECE Regulation No. 157 (ALKS) (automated lane keeping systems)
- ISO 21448:2022 (safety of the intended functionality – SOTIF)
- Regulation (EU) 2022/1426 (type approval of automated driving systems)
- ISO 26262:2018 (road vehicle functional safety)
- Delegated Regulation (EU) 2021/1341 (driver drowsiness and attention warning)
- SAE J3134 (ADS marker lamps)
- ISO/TR 21959-1 (human performance in takeover)
- SCANeR studio
- CARLA
- Unity
- iMotions
12 modules · 1900 h
1.1SAE J3016 levels of automation1.2Operational design domain (ODD)1.3Driver, supervisor and passenger as roles1.4Bainbridge's ironies of automation1.5Mode awareness and mode confusion1.6Trust, overtrust and distrust1.7Mental models of automated systems1.8Lessons from Level 2 crashes1.9Responsibility of the fallback-ready driver1.10Case study: analysis of a Level 2 incident
2.1Takeover requests2.2Takeover time budget2.3Quality of control recovery2.4System activation and deactivation2.5Minimal risk manoeuvres2.6Escalation of multimodal alerts2.7Planned and unplanned transitions2.8HMI requirements of UNECE Regulation 1572.9Driver state before the transition2.10Lab: takeover in a simulator
3.1DMS systems with infrared cameras3.2Detection of drowsiness and distraction3.3Head and gaze tracking3.4Hands-on detection with capacitive sensors3.5Inference of cognitive state3.6DDAW requirements of Delegated Regulation 2021/13413.7Euro NCAP driver monitoring protocols3.8Privacy of biometric data3.9Escalation of attention warnings3.10Practical: drowsiness classifier with PERCLOS
4.1Representation of the perceived environment4.2Trajectory and manoeuvre intention4.3Mode and availability indication4.4Communicating uncertainty and limits4.5Automation content in the cluster and HUD4.6Steering-wheel lighting and peripheral cues4.7Status and transition sounds4.8Transparency versus information overload4.9Mode consistency across brands4.10Workshop: design of a mode indicator
5.1Interaction with pedestrians and cyclists5.2External light signals for pedestrians5.3Turquoise colour and SAE J3134 lamps5.4Light projections onto the road5.5Implicit communication through motion5.6Vulnerable users and accessibility5.7Evaluation with pedestrians in virtual reality5.8Regulatory aspects of external signals5.9Cultural differences in interpretation5.10Case study: eHMI for an urban shuttle
6.1Non-driving-related activities6.2Motion sickness and its mitigation6.3Configurable interior and rotated seats6.4Trip information and arrival time6.5Communication with the operations centre6.6Emergency management without a driver6.7Accessibility for people with disabilities6.8Perceived comfort and driving style6.9Personal security in robotaxis6.10Practical: a complete robotaxi journey
7.1Remote assistance versus remote driving7.2Teleoperation workstation interfaces7.3Latency and remote situation awareness7.4Vehicle-to-operator ratio7.5Fleet supervision centres7.6Intervention and escalation protocols7.7Human factors of the teleoperator7.8Legal framework for remote supervision7.9Cybersecurity of the remote link7.10Lab: remote assistance console
8.1Simulators with automation functions8.2Wizard of Oz technique8.3Track and on-road studies8.4Takeover performance metrics8.5Trust and acceptance scales8.6Physiological measures of stress8.7Longitudinal usage studies8.8Naturalistic driving studies8.9Ethics of studies involving automation8.10Case study: Wizard of Oz study on a test track
9.1Functional safety ISO 26262 of the HMI9.2SOTIF ISO 21448 and performance limitations9.3Reasonably foreseeable misuse9.4Alert requirements in Euro NCAP9.5Validation of transition scenarios9.6Scenario-based testing9.7Safety indicators in operation9.8Management of HMI updates9.9Documentation for homologation9.10Practical: misuse analysis of an L2 system
10.1UNECE Regulation 157 and its amendments10.2Regulation (EU) 2022/1426 on ADS10.3National autonomous driving laws10.4Civil liability and data protection10.5The Vienna Convention and the concept of the driver10.6Ethics of automated decisions10.7Communicating capabilities in marketing10.8Feature names and expectations10.9DSSAD driving data recording10.10Case study: review of the communication of an L2 system
11.1Cabins without steering wheel or pedals11.2Emergency controls for passengers11.3Interfaces for shuttle fleets11.4On-demand mobility services11.5Guided boarding and alighting11.6Lost items and cleaning11.7Interaction with traffic officers11.8Integration with booking apps11.9Design for all passengers11.10Workshop: driverless shuttle cabin
12.1Selection of the automation scenario12.2Review of previous research12.3Interior and external interface concept12.4Prototype in a driving simulator12.5Design of the participant study12.6Execution and analysis of the study12.7Derived design recommendations12.8Regulatory and ethical considerations12.9Master's Thesis report12.10Master's Thesis: defence before a panel
How you'll learn
100% online training on the SEIUM campus, with downloadable material, recorded classes and an assigned technical tutor. There are no fixed timetables: you progress at your own pace within each intake, so the programme is compatible with work.
Each module combines theory, guided reading of the original standard and applied exercises. The working software is SCANeR studio, CARLA, Unity and iMotions, in free, academic or evaluation versions. Tests are studied on real procedures: takeover studies in a driving simulator, Wizard of Oz experiments on a closed track and eHMI evaluation with pedestrians in virtual reality. Assessment is continuous by module, plus the final Master's Thesis.
Standards covered: SAE J3016, UNECE Regulation No. 157 (ALKS), ISO 21448:2022, Regulation (EU) 2022/1426, ISO 26262:2018, Delegated Regulation (EU) 2021/1341, SAE J3134, ISO/TR 21959-1.
Build it end to end
Your final project follows the real engineering workflow, step by step, reviewed by your tutor.
Where this takes you
Requirements
- A university degree in engineering, science or architecture, or equivalent demonstrable professional experience.
- An internet connection and a computer capable of running the programme software.
- English sufficient to read technical standards.
Ready to start?
Send your application today. Our admissions team replies within 72 hours with your study plan and funding options.
Frequently asked questions
The programme totals 1,900 hours over 12–14 months. You set your own pace within each intake, and your tutor helps you plan the workload around your job.
You work with SCANeR studio, CARLA, Unity and iMotions, using free, academic or evaluation versions. Your tutor indicates the free alternative wherever one exists.
A SEIUM Institute diploma, awarded on passing the continuous assessment and the Master's Thesis. It is SEIUM's own qualification, not an official state degree; its recognition depends on the programme completed and the regulations of each country.
Yes. Modules passed in a course or postgraduate diploma in the same area are recognised in the higher programme. Ask about the recognition policy when you enrol.
A university degree in engineering, science or architecture (or equivalent professional experience), a computer able to run the software and English sufficient to read technical standards.
Start dates are set by SEIUM's faculty for each intake. Our admissions team will confirm the next available date when you apply.
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