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Добірка наукової літератури з теми "Seat of the driver"

Автор: Grafiati
Опубліковано: 30 травня 2022
Оновлено: 31 травня 2022

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Статті в журналах з теми "Seat of the driver"

1

Johnson, Peter W., Jennifer Ibbotson-Brown, Serf Menocal, and Jim Parison. "Comparison of Whole-Body Vibration Exposures When Operating a City Bus with an Active, Passive and Static Suspension Bus Seat." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 63, no. 1 (November 2019): 1052–56. http://dx.doi.org/10.1177/1071181319631472.

Повний текст джерела
Анотація:
Municipal bus drivers have a high rate of work-related musculoskeletal disorders (WMDSs) and Whole Body Vibration (WBV) has been shown to be a risk factor associated with WMSDs. Recently, active suspension seats, which cut WBV exposures in half relative to the current, industry-standard air suspension seats, have become commercially available for use in buses. This study compared WBV exposures while bus drivers operated a municipal bus over a standardized test route using three different types of seats: 1) an active (electromechanical) suspension bus seat, 2) a passive (air) suspension bus seat, and 3) a static (suspension-less) bus seat. Similar to their performance in semi-trucks, the active suspension seat reduced bus driver WBV exposures between 35% to 61% relative to the passive suspension and static seats. Based on these preliminary results, the active suspension bus seat appears to have the potential to substantially reduce a bus driver’s exposure to WBV.
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2

Ismail, Ahmad Rasdan, Siti Nuratikah Abdullah, Ezrin Hani Sukadarin, and Baba Md Deros. "Ergonomics Assessment of Seat Design Based on Buttock Pressure and Anthropometrics Data." Advanced Engineering Forum 10 (December 2013): 331–35. http://dx.doi.org/10.4028/www.scientific.net/aef.10.331.

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Анотація:
Todays global competition has prompted many automotive manufacturers to design their products based on consumers preference and satisfaction. A car driver controls the vehicle and his/her comfort and safety is important to avoid any road injury or unfortunate accident. There are three main objectives for this paper. This paper is to investigate the relationships between car drivers anthropometric characteristics, comfortable postural angles and seat adjustment, to analyze the force distribution on the car seat and to design a driver car seat that gives comfort and safety ergonomically to the driver. In this case, the measurements need to be taken for both car and the driver and also to propose a design a driver car seat that provides comfort and safety to the driver. This design should be based on ergonomic factors including design, materials used and safety. These findings enhance our understandings of car drivers perceptions of posture comfort and safety. The data findings and relationship discussed will assist the manufacturers in designing a drivers car seat with ergonomics value.
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3

Jaganmohan, M. Rao, S. P. Sivapirakasham, K. R. Balasubramanian, and K. T. Sreenath. "Investigation of Whole Body Vibration on Urban Midi Bus." Applied Mechanics and Materials 592-594 (July 2014): 2066–70. http://dx.doi.org/10.4028/www.scientific.net/amm.592-594.2066.

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Анотація:
The objective of the study is to measure the whole body vibration (WBV) transmitted to the driver as well as the passengers during the operation of bus and to compare results with ISO 2631-1(1997) comfort chart and health guidance criteria. In this study, vibration exposure of the driver, passenger in the mid row seat and passenger in the rear row seat were measured at different operating conditions (static and dynamic). The BMI (Body Mass Index) was maintained for driver and passengers. The results of static test showed that the driver seat produced more vibrations compared to the passenger's mid row and rear row seat. This is due to the fact that driver seat was positioned close to the engine cabin. The results of dynamic test showed that, in all cases, the rear seat produced maximum vibrations. At 40 km/h speed the vibration magnitude exceeded the exposure limit at all tested seats. This high vibration magnitude might be due to the resonance effect caused between engine and chassis vibrations.
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4

Barbu, Anca Giorgiana, and Marian Gheorghe. "Development of the Car Seat through a Wider Range of Active Elements Implementation." Advanced Engineering Forum 42 (September 7, 2021): 113–21. http://dx.doi.org/10.4028/www.scientific.net/aef.42.113.

Повний текст джерела
Анотація:
Car seats represent a constructive - functional system including a variety of elements, assembled on a specific frame, among those the main components are the seat pan, the seat backrest, and the seat headrest. In order to improve the comfort of the driver and passengers, as well vehicle general safety, the car seats are under of intensive research and implementation of advanced developments.Thus, through of variety of sensors integrated into the seat, some important parameters are analysed for keeping the drivers alert and comfortable while driving semi-autonomous or autonomous cars. For adjustment of the seat linear and angular positions, a special system has been implemented, comprising electric, electronic, and pneumatic elements. Also, seat micro-adjustments are possible through the action of specific actuators. The car seat design and manufacture take into consideration a diverse array of data, based on a large range of parameters to face the diversity of drivers requirements. The present paper is advancing a conceptual development of car complex seat, integrating a number of active elements, with multiple possible adjustments. The new seat model is designed to satisfy a larger diversity of people both in terms of comfort and safety.
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5

Geyer, Judy A., and David R. Ragland. "Vehicle Occupancy and Crash Risk." Transportation Research Record: Journal of the Transportation Research Board 1908, no. 1 (January 2005): 187–94. http://dx.doi.org/10.1177/0361198105190800123.

Повний текст джерела
Анотація:
This study explores the association between vehicle occupancy and a driver's risk of causing a fatal crash, not wearing a seat belt, and using alcohol. The survey population is the set of drivers represented in the Fatal Analysis Reporting System for 1992 to 2002. The independent variables are driver age, driver gender, passenger age, passenger gender, and vehicle occupancy. The outcome variables are whether the driver was at fault in causing the fatal crash, whether the driver wore a seat belt, and whether the driver had used alcohol. For male teenage drivers, driving with teenage passengers correlated with an increased risk of causing a crash. For all female drivers and for male drivers over age 40, passenger presence correlated with a reduced risk of causing a fatal crash. Drivers ages 15 to 30 were less likely to wear a seat belt when passengers were present than when driving solo. Drivers age 50 and older had higher rates of seat belt use when passengers were present. This protective effect of passengers was stronger for male drivers than female drivers, and for male drivers the effect increased by age. Drivers ages 15 to 34 accompanied by passengers were more likely to have consumed alcohol than solo drivers of the same age group. These results offer an interesting perspective for research in the area of driver distraction, and they update current knowledge on older drivers and the role of seat belt and alcohol awareness.
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6

Arnold, A. J., R. A. Ferrara, and T. J. Kuechenmeister. "Driver, Eyellipses Produced by Minimum Deflection Seats and by U.S. Adult Population Changes." Proceedings of the Human Factors Society Annual Meeting 29, no. 5 (October 1985): 447–51. http://dx.doi.org/10.1177/154193128502900510.

Повний текст джерела
Анотація:
Driver eyellipses for three “reduced deflection” bucket seats and one conventional bucket seat were developed photogrammetrically. Three driver groups drove four similar cars, each with a different driver's seat. The three groups represented standing height distributions for 1962, 1972 and estimated 1990 U.S. adult populations. In general, the four seats produced similar eyellipses in the front and side view. The eyellipses for the taller population groups were, in general, shifted upward and rearward for each seat. Side view eyellipses for the 1962 and 1990 population samples were statistically different in the fore-aft plane, but not different in the vertical.
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7

Hanai, Toshimichi, and Hideyuki Nagashima. "Car Seat System of the Future as Seen in “ARC-X”." Proceedings of the Human Factors Society Annual Meeting 32, no. 10 (October 1988): 588–92. http://dx.doi.org/10.1518/107118188786762702.

Повний текст джерела
Анотація:
Car seats of the future will have to give even greater consideration to the human aspects of comfort and style. Moreover, driver and passenger seats need to be designed separately, to optimize each seat according to its function and location the car interior. The seat system of the “ARC-X” experimental car is based on the results of body pressure distribution measurement, subjective evaluation, and other human engineering techniques. These were used to analyze driver and passenger postures from the standpoints of performance and comfort. This paper introduces features of the driver's seat and front and rear passenger seats adopted in the “ARC-X”, and reports some of the analytical results on which their design was based.
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8

Cvetanovic, Boban, Dragan Cvetković, Momir Praščević, Miljan Cvetković, and Milan Pavlović. "An analysis of the impact of agricultural tractor seat cushion materials to the level of exposure to vibration." Journal of Low Frequency Noise, Vibration and Active Control 36, no. 2 (June 2017): 116–23. http://dx.doi.org/10.1177/0263092317711983.

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Анотація:
During everyday operations with tractors, drivers are exposed to harmful effects of various factors. In addition to unfavourable temperature and humidity, dust and noise, one of the factors harmful to driver’s health is vibrations. They come from the tractor engine and from the roughness of the ground and are transferred to the cab and through the seat to the body of the driver. In case of high level magnitude vibrations and a long period of exposure to them, many health problems occur. The harmful effect of the vibrations is especially obvious in older models of tractors. High intensities of vibrations (above permitted limits) were found during the measurements of vibrations at the driver seat in such tractors. This study is an attempt to reduce the vibration levels using various vibration-absorbing components, such as cushions, at driver’s seat. The results of the measurements showed that the vibration levels were significantly lower in comparison to original seats.
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9

Hong, Seungkweon, Dongyool Kim, Kathryn Kritkausky, and Raheel Rashid. "Effects of Imitative Behavior on Seat Belt Usage: Three Field Observational Studies." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 42, no. 15 (October 1998): 1093–97. http://dx.doi.org/10.1177/154193129804201508.

Повний текст джерела
Анотація:
Three field observational studies were conducted to examine the influence of a front seat car passenger (model) seat belt usage/non-usage on driver seat belt usage. In addition, the effects of driving location (study 1 and 2), time of day (study 1), day of week (study 2) and gender (study 3) were also examined. The results showed an overall seat belt use rate of about 70%, typical for New York State. All three studies showed that driver seat belt usage was significantly related to the front seat passenger seat belt rate. When the front-seat passenger wore the seat belt, 77% (79.4%-study 2, 87.1%-study 3) of the drivers wore the seat belt; when the front seat passenger did not wear the seat belt, only 44% (49.0%-study 2, 38.4%-study 3) of the drivers wore the seat belt. Results failed to show any significant effects of time of the day or day of week, but showed the expected significant effect of driving location (study 2). No overall main effect of gender on modeling was obtained, though interesting specific results were obtained. These studies extend earlier experimental work on the effects of modeling on seat belt usage, and confirm that car occupant seat belt behavior significantly impacts the other occupant's seat belt usage.
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10

Cao, Shi, Pinyan Tang, and Xu Sun. "Driver Take-Over Reaction in Autonomous Vehicles with Rotatable Seats." Safety 6, no. 3 (July 1, 2020): 34. http://dx.doi.org/10.3390/safety6030034.

Повний текст джерела
Анотація:
A new concept in the interior design of autonomous vehicles is rotatable or swivelling seats that allow people sitting in the front row to rotate their seats and face backwards. In the current study, we used a take-over request task conducted in a fixed-based driving simulator to compare two conditions, driver front-facing and rear-facing. Thirty-six adult drivers participated in the experiment using a within-subject design with take-over time budget varied. Take-over reaction time, remaining action time, crash, situation awareness and trust in automation were measured. Repeated measures ANOVA and Generalized Linear Mixed Model were conducted to analyze the results. The results showed that the rear-facing configuration led to longer take-over reaction time (on average 1.56 s longer than front-facing, p < 0.001), but it caused drivers to intervene faster after they turned back their seat in comparison to the traditional front-facing configuration. Situation awareness in both front-facing and rear-facing autonomous driving conditions were significantly lower (p < 0.001) than the manual driving condition, but there was no significant difference between the two autonomous driving conditions (p = 1.000). There was no significant difference of automation trust between front-facing and rear-facing conditions (p = 0.166). The current study showed that in a fixed-based simulator representing a conditionally autonomous car, when using the rear-facing driver seat configuration (where participants rotated the seat by themselves), participants had longer take-over reaction time overall due to physical turning, but they intervened faster after they turned back their seat for take-over response in comparison to the traditional front-facing seat configuration. This behavioral change might be at the cost of reduced take-over response quality. Crash rate was not significantly different in the current laboratory study (overall the average rate of crash was 11%). A limitation of the current study is that the driving simulator does not support other measures of take-over request (TOR) quality such as minimal time to collision and maximum magnitude of acceleration. Based on the current study, future studies are needed to further examine the effect of rotatable seat configurations with more detailed analysis of both TOR speed and quality measures as well as in real world driving conditions for better understanding of their safety implications.
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Більше джерел

Дисертації з теми "Seat of the driver"

1

Davis, James Raymond. "Back seat driver : voice assisted automobile navigation." Thesis, Massachusetts Institute of Technology, 1989. http://hdl.handle.net/1721.1/14225.

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2

Fitch, Gregory M. "Driver Comprehension of Integrated Collision Avoidance System Alerts Presented through a Haptic Driver Seat." Diss., Virginia Tech, 2008. http://hdl.handle.net/10919/26281.

Повний текст джерела
Анотація:
Active safety systems that warn automobile drivers of various types of impending collisions have been developed. How these systems alert drivers when integrated, however, is a crucial component to their effectiveness that hinges on the consideration of human factors. Driversâ ability to comprehend multiple alerts presented through a haptic driver seat was investigated in this dissertation. Twenty-four participants, balanced for age and gender, drove an instrumented vehicle on a test-track while haptic alerts (vibrations in the driver seat) were generated. Driversâ ability to transmit the information conveyed by the alerts was investigated through two experiments. The first experiment investigated the effects of increasing the number of potential alerts on driversâ response performance. The second experiment investigated whether presenting haptic alerts through unique versus common locations in the driver seat affects driversâ response performance. Younger drivers (between the ages of 18 and 25 years old) were found to efficiently process the increased information contained in the alerts, while older drivers were not as efficient. However, it is foreseeable that older driver performance decrements may be assuaged when a crash context is provided. A third experiment evaluated the haptic driver seatâ s ability to alert distracted drivers to an actual crash threat. Drivers that received a haptic seat alert returned their gaze to the forward roadway sooner, removed their foot from the throttle sooner, pressed the brake pedal sooner, and stopped farther away from an inflatable barricade than drivers that did not receive a haptic seat alert. No age or gender effects were found in this experiment. Furthermore, half of the drivers that received the haptic seat alert lifted up on the throttle before returning their eyes to the forward roadway. This suggests these drivers developed an automatic response to the haptic seat alerts through their experience with the previous two experiments. A three-alert haptic seat approach, the intermediate alternative tested, is recommended providing specific design requirements are met.
Ph. D.
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3

Berg, Kathrine, and Elinor Petersson. "Seat belt and headrest adjustment: Increasing truck driver comfortability." Thesis, KTH, Skolan för industriell teknik och management (ITM), 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-216380.

Повний текст джерела
Анотація:
Truck drivers spend long, consecutive periods of time seated down, and the truck cab becomes their immediate work environment. Therefore, it is important to make sure that this space is properly adapted to fit the driver’s needs well. The driver seat is something the driver are very much in contact with. The seat can be adjusted in many ways to accommodate for drivers of different heights and body types. However, two of the components which are fixed today are the upper seat belt anchorage position and the headrest. In this thesis project, the aim has been to investigate the adjustment possibilities of these components in terms of desired adjustment range and mechanical solutions. The first part of the project was spent on ergonomic evaluations of the seat, and finding what properties are the most important when designing a truck seat. Both literature reviews as well as interviews and observations helped build the knowledge foundation to base adjustment concepts on. For example, it was found that to minimise the negative effects of sedentary work, the single most important action is to frequently change the sitting position. Therefore, it is of high importance that adjustment procedures are as simple as possible. It was also found that many truck drivers do not use their seat belt at all, and that having a headrest which is adjustable in height is important for the driver’s visual area. Several ideas and concepts were generated and evaluated. The initial ideas included both solutions applicable on the current seat belt design, while some would use other means of securing the driver in a collision. The ideas were compared and evaluated, and three were chosen to develop further; one being easy to implement, and two being mechanical solutions both making use of the current seat belt design. These three concepts were investigated more deeply, and were subsequently also compared using different methods for evaluation. Eventually, a final concept was chosen; a mechanical solution in which the seat belt and headrest can be adjusted separately in one and two directions respectively. This concept was further developed in terms of both mechanical as well as visual design. In the final concept, Hoop, the seat belt is adjusted sideways, as this was proven to give the largest comfortability improvement for the driver. The headrest is adjustable in both height and depth. The mechanisms are locked using ratchets, however, both can be adjusted in what is believed to be the most critical direction without the need to unlock first. The buttons for unlocking the mechanisms are placed directly on the adjustment mechanisms in order to keep the procedure as intuitive and easy to use as possible. The adjustment ranges were determined based on Scania’s anthropometric dataset in order to make sure that the adjustment features will be useful for an as large part of the driver population as possible.
Lastbilschaufförer tillbringar under sina arbetspass många timmar i lastbilshytten, som blir deras direkta arbetsmiljö. Det är därför viktigt att hytten är utformad utifrån föraren och dennes behov. Förarstolen är en av de komponenter som föraren har allra mest kontakt med. Denna kan justeras på många sätt för att möjliggöra för förare av olika längder och kroppstyper att hitta en körposition som passar just dem. Två komponenter som dock inte kan justeras i dagsläget är positionen av den övre bältesomlänkaren och nackstödet. I detta examensarbete har fokus varit att ta fram hur justering för dessa skulle kunna se ut både i form av önskat justerområde och mekaniska lösningar. Projektets inleddes med en ergonomisk undersökning för att hitta de viktigaste fokusområdena för just lastbilars förarstolar. Informationen hämtades dels från litteratur, och utöver detta gjordes även användarundersökningar genom en enkät, kontextuella intervjuer och observationer. En av de viktigaste insikterna från undersökningen var att det absolut viktigaste för att undvika negativa effekter av stillasittande arbete är att kontinuerligt ändra sin sittposition. Ett effektivt sätt att få fler förare att använda justeringsfunktionerna på detta sätt kan vara att placera kontroller väl åtkomliga och göra justeringsproceduren så lättförståelig och lättanvänd som möjligt. Dessutom är det mycket viktigt att ett nackstöd kan justeras inte bara ur komfortsynpunkt, utan här finns det även en stark säkerhetsfaktor kopplad till förarens synfält. Baserat på informationssökningen genererades därefter flera olika lösningsidéer, där vissa låg närmre dagens lösning än andra. Dessa evaluerades sedan med hjälp av bland annat beslutsmatriser, och tre idéer valdes att utveckla vidare till tydligare koncept. Av de tre idéer som valts ut var en lösning enkel att implementera och två var olika mekaniska lösningar, alla applicerbara för den nuvarande bältesformen. Dessa detaljerades och kombinerades samman med hjälp av en morfologisk matris, och jämfördes sedan gentemot varandra. Slutligen valdes ett koncept ut som det slutgiltiga, där bältesomlänkaren kan justeras i en riktning och nackstödet i två. Detta slutkoncept utvecklades ytterligare vad gäller den mekaniska lösningen och dess visuella form. I slutkonceptet, Hoop, kan bältesomlänkaren justeras i sidled, eftersom denna justeringsriktning i den ergonomiska undersökningen visade sig ge störst resultat för förarens komfort. Nackstödet kan justeras både i höjd- och i djupled. Båda mekanismerna låses med hjälp av geometriska spärrlåsningar, men kan justeras i en riktning, den som ses som mest kritisk att snabbt kunna justera i, utan att föraren först behöver låsa upp mekanismen. Knapparna för att låsa upp mekanismerna är placerade i direkt anslutning till området där själva rörelsen sker för att göra användandet så intuitivt som möjligt. Justerområdena har baserats på antropometriska mått hämtade från Scaniafamiljen för att försäkra om att de täcker in så stor del av förarpopulationen som möjligt.
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4

Gyi, Diane E. "Driver discomfort : prevalence, prediction and prevention." Thesis, Loughborough University, 1996. https://dspace.lboro.ac.uk/2134/25294.

Повний текст джерела
Анотація:
This research is concerned with exploring the relationship between car driving and musculoskeletal troubles and following on from this investigating methods which could aid the automotive industry in the design and evaluation of car seats. The thesis is divided into two parts. Part I describes the development and results of an epidemiological survey undertaken with data obtained from two sample groups. Study 1 was an interview survey (based on the Nordic Questionnaire) of 600 members of the British public, randomly selected within the strata of age and gender. Study 2 used the same interview, but with two carefully chosen groups of police officers (n=200). The results indicated that car drivers (especially those who drove as part of their job) appeared to be at risk in terms of reported discomfort and sickness absence due to low back trouble. Evidence from this and other studies has also indicated that drivers with the most adjustable driving packages may benefit in terms of both reduced discomfort and reduced sickness absence. This provided the background for the subsequent research in Part II and some impetus for car manufacturers to consider health issues in the design of car workstations. Part II involved a series of three experiments designed to investigate methodologies which could be used by manufacturers to predict car seat discomfort The literature was reviewed to identify suitable predictive techniques which would be robust enough to provide information to the automotive industry in 'real world' situations. The technique of interface pressure measurement had already generated interest in some seat manufacturers and was therefore selected for investigation. As a result of the findings in experiment 1, established guidelines for a comfortable driving posture may need to be modified. The other two experiments were designed to create discomfort in subjects firstly by varying foam hardness and secondly by varying posture. A clear, simple and consistent relationship between interface pressure and discomfort in realistic driving situations was not identified. Future studies using this technique should provide information regarding such factors as gender, the body mass index, anthropometric data, posture and foam hardness due to the confounding nature of these variables.
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5

Wu, Xuting. "Study of driver-seat interactions and enhancement of vehicular ride vibration environment." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1999. http://www.collectionscanada.ca/obj/s4/f2/dsk1/tape8/PQDD_0003/NQ39029.pdf.

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6

Boggs, Christopher Matthew. "Field Study to Evaluate Driver Fatigue Performance in Air-Inflated Truck Seats." Thesis, Virginia Tech, 2004. http://hdl.handle.net/10919/34161.

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Анотація:
This study conducted a series of road tests in the regular fleet operations of a revenue service to better understand the relationship between vehicle seat design and driver fatigue, improve two newly proposed objective methods for evaluating driver fatigue, and provide design guidelines for evaluating and improving vehicle seat characteristics in terms of driver fatigue. Each driver completed a test session on two seat cushions - one a polyurethane foam cushion and one an air-inflated cushion. Objective measurements of pressure distribution were taken throughout each test session, while subjective measurements were collected using surveys taken at one-hour intervals. Based on these results, we find that the air-inflated seat cushion has advantages in terms of subjective measures of comfort, support, and fatigue. We show that the objective measure aPcrms highlights characteristic differences between seat cushions, as the air-inflated seat cushion provides less area in high pressure regions, thus occluding less blood flow to tissue in the seated area. While we were unable to effectively assess the validity of the proposed measures or improve them further, the characteristic difference between seat cushions is not highlighted by using previously existing objective measures. This implies that aPcrms is a more useful measure and should be considered when evaluating the subjective quality of seat cushion designs under dynamic conditions, such as those existing in commercial truck driving.
Master of Science
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7

Kyung, Gyouhyung. "An integrated human factors approach to design and evaluation of the driver workspace and interface: Driver perceptions, behaviors, and objective measures." Diss., Virginia Tech, 2008. http://hdl.handle.net/10919/27939.

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Анотація:
An ergonomic driver workspace and interface design is essential to ensure a healthier and comfortable driving experience in terms of driver perceptions, postures, and interface pressures. Developing more effective methods for driver-side interior design and evaluation, hence, requires thorough investigation of: 1) which perceptual responses are more relevant to ensuring ergonomic quality of a design, 2) the interrelationships among perceptual responses and objective measures, and 3) whether current assumptions regarding driver behaviors, and tools for specifying these behaviors, are valid for the design and evaluation. Existing studies, however, have rarely addressed these topics comprehensively, and often have been conducted with unsubstantiated assumptions. In contrast, this work sought to address these topics in a way that jointly considers characteristics of driver perceptions, behaviors, and objective measures to develop an improved design and evaluation methodology for driver workspace and interface, and that can also investigate the validity of implicit assumptions regarding perceptual relevance and driversâ behaviors. The first part of this work investigated driversâ perceptions in relation to driver workspace design and evaluation. Specifically, it examined the efficacy of several perceptual ratings, when used for evaluating automobile interface design. Results showed that comfort ratings were more effective at distinguishing among interface designs, in contrast to the current common practice of using discomfort ratings for designing and evaluating interface designs. Two distinct decision processes to relate local to global perceptions were also identified (i.e., global comfort as an average of local comforts, and global discomfort predominantly influenced by maximal local discomforts). These findings were observed consistently across age and cultural groups. In addition, this work provided empirical support for an earlier hypothetical comfort/discomfort model, which posited comfort and discomfort are complementary, yet independent entities. In order to facilitate the integration of driver perceptions and dynamic behaviors into driver workspace design and evaluation, the second part of this work clarified the relationships between perceptual ratings and various types of driver-seat interface pressure. Interface pressure was found to be more strongly related to overall and comfort ratings than to discomfort ratings, which is also in marked contrast with existing work that has focused on identifying association between discomfort and interface pressure. Specific pressure interface requirements for comfortable driver workspace design and evaluation were also provided. Lastly, this work specified more rigorous driving postures for digital human models (DHMs), based on actual driversâ perceptions, postural sensitivity, and static behavioral characteristics, to facilitate proactive design and evaluation that enables cost/time efficient vehicle development. Driversâ behavioral characteristics observed in this work were applied to the driver workspace design. First, postural sensitivity obtained by using a psychophysics concept has been applied to determination of core seat track ranges. Second, postural data have been used: 1) to review relevant industry standards on driver accommodation, 2) to investigate whether driving postures are bilaterally asymmetric, 3) to provide comfortable joint ranges, and lastly 4) to identify driversâ postural strategies for interacting with a vehicle. Overall, this work identified three important behavioral characteristics, specifically a bilateral imbalance in terms of interface pressure, bilaterally asymmetric joint posture, and postural strategies identified by cluster analysis. Such characteristics can be embedded in DHMs to describe more accurately actual driver behaviors inside a driver workspace, which is deemed to be a fundamental step to improved virtual ergonomic vehicle design and evaluation. In addition, the strategy-based classification method used in this work can be extended to simulate and predict more complex human motions. Practical and fundamental findings of this work will facilitate efficient and proactive design and evaluation of driver workspace and interface, and will help provide a healthier driving experience for a broader range of individuals.
Ph. D.
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8

Alharbi, Fawaz Ali. "Evaluation of Relationship of Seat Belt Use Between Front Seat Passengers and Their Drivers in Dayton, Ohio." University of Dayton / OhioLINK, 2014. http://rave.ohiolink.edu/etdc/view?acc_num=dayton1404829225.

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9

Cabuk, Vuslat. "Modeling And Analysis Of Customer Requirements From A Driver." Master's thesis, METU, 2008. http://etd.lib.metu.edu.tr/upload/12609231/index.pdf.

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In vehicles one of the most important components which affect comfort of the driver and the purchasing decision is the driver&rsquo
s seat. In order to improve design of a driver seat in a leader company of automotive sector, a comprehensive analysis of customer expectations from the driver seat is performed with a cross functional team formed by representatives of design, marketing, production, quality and services departments. In this study, collection of customer voice data and development of an exceptional &ldquo
customer satisfaction estimation model&rdquo
using these data are presented. Data are modeled by the help of Logistic Regression. This model is able to estimate how much a given customer is likely to be satisfied with the driver seat at a certain confidence level. It is also explained how this model can be used to identify design improvement opportunities that help increase the probability that a customer likes the driver seat. The modeling and analysis approach used for the particular case is applicable in general to many other cases of product improvement or development.
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10

Sammonds, George M. "An objective measure to quantify discomfort in long duration driving." Thesis, Loughborough University, 2015. https://dspace.lboro.ac.uk/2134/21186.

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In recent years increased emphasis has been placed on improving seat comfort in automobiles. This is partly due to research showing that prolonged driving is associated with increased risk of musculoskeletal disorders, but largely because driver comfort is now viewed as an increasingly important aspect of the competitive marketing of vehicles. Driving is firmly cemented as a major part of most people s daily life across the world and people are now spending more time in their vehicles than ever before. As urban congestion continues to rise, commuting distances and durations will progressively increase, subjecting drivers to the risks of long duration driving more often. Consequently the automotive industry has invested in designing seats that perform better under increased usage durations and ergonomics has played a vital role in the design of new seats. However, the ability to design a successful seat relies heavily on the capacity to accurately evaluate the comfort of a vehicle seat and one major issue that has been highlighted with the current state of automotive ergonomics research is the standardisation of comfort evaluation techniques. This research aimed to tackle these issues by investigating the effects of long duration driving on discomfort and the range factors associated with driver discomfort. Furthermore, the ultimate goal of this research was develop and evaluate a novel objective measure of driver discomfort that focused on driver seat fidgets and movements (SFMs) with the aim of standardising discomfort evaluation within the automotive industry. Three laboratory studies and one field observation were conducted to address these aims whereby subjective and objective evaluations of discomfort were conducted during long term driving (ranging from 60 - 140 minutes). The results determined that a measure of driver SFMs can be effectively implemented into long duration driving trials to evaluate the effects of long term driving and vibration exposure on driver discomfort and subsequently used to make accurate predictions of overall discomfort. Large positive correlations have been determined between measures of SFMs and subjective ratings of overall discomfort (r2 > 0.9, P < 0.05) and the SFM method has been successfully repeated under a range of driving conditions. Driver seat fidget and movement (SFM) frequency is shown to significantly increase congruently with subjective ratings over the duration of a long term drive as drivers seek to cope with increased discomfort. It is proposed that drivers will record movements in the vehicle seat when discomfort reaches a threshold that is consciously or unconsciously perceived and as the duration of driving accrues, drivers will reach this threshold with increased frequency. A measure of both SFM frequency and total accumulative SFMs have been shown to accurately predict discomfort ratings and provides the basis for discomfort evaluations to be made via remote monitoring, removing the need for subjective assessment. During a long term drive, there becomes a point upon which improvements in seat design become ineffective as extended duration driving will result in discomfort regardless of how well the seat has been designed. It was shown that drivers will move in the vehicle seat to cope with increased discomfort and in addition, another method of combatting the negative effects of long term driving was investigated. Subjective and objective evaluation determined that breaks from driving will reduce discomfort both immediately and upon completion of a long term drive. Furthermore, these benefits were increased when drivers left the vehicle seat as discomfort was reset when drivers took a 10 minute walk. Walking during a break from driving can be considered the ultimate SFM. Drivers are recommended to plan breaks from driving when conducting a long duration journey in order to minimise discomfort and when taking a break, drivers should take a walk rather than remain seated in the vehicle.
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Книги з теми "Seat of the driver"

1

Back-seat driver! Nottingham: Published jointly by Nottingham University's Department of Adult Education and Your Own Stuff Community Press, 1989.

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2

Rock, Hermann. Erfolgreiche Verhandlungsführung mit dem Driver-Seat-Konzept. Wiesbaden: Springer Fachmedien Wiesbaden, 2019. http://dx.doi.org/10.1007/978-3-658-25190-1.

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3

Spark, Muriel. The driver's seat. New York: New Directions Bibelot, 1994.

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4

Haynes, Max. In the driver's seat. New York: Bantam Doubleday Dell Pub. Group, 1997.

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5

Feddersen, Connie. Dead in the Driver's Seat. New York, USA: Kensington Books, 1998.

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6

Horton, Ruth. Volunteers in the driving seat. Berkhamsted: Volunteer Centre UK, 1992.

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7

Webster, Jack. In the driving seat. Glasgow: Glasgow Royal Concert Hall, 1996.

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8

Cooper, William E. Alcohol-related fatal collisions in Washington State: Driver and crash characteristics. Olympia, Wash. (1000 S. Cherry St., PO Box 0944, Olympia 98504): Washington Traffic Safety Commission, 1995.

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9

Cooper, William E. Alcohol-related fatal collisions in Washington State: Driver and crash characteristics. Olympia, Wash. (1000 S. Cherry St., PO Box 0944, Olympia 98504): Washington Traffic Safety Commission, 1995.

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10

Staniforth, Susan. Transportation: Who's in the driver's seat? Victoria, BC: BCTF Lesson Aids Service, 1997.

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Частини книг з теми "Seat of the driver"

1

Rock, Hermann. "Driver-Seat-Konzept im Vergleich." In Erfolgreiche Verhandlungsführung mit dem Driver-Seat-Konzept, 429–47. Wiesbaden: Springer Fachmedien Wiesbaden, 2019. http://dx.doi.org/10.1007/978-3-658-25190-1_6.

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2

Vergnano, Alberto, and Francesco Leali. "Monitoring Driver Posture Through Sensorized Seat." In Human Systems Engineering and Design, 744–49. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-030-02053-8_113.

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3

Shafiq, Syed Imran, and Faisal Hasan. "Analysis of Train Driver Seat Whole Body Vibration." In Design Science and Innovation, 293–304. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-16-7361-0_26.

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4

Szepessy, I., and I. Wahl. "Driver seat suspension design and identification for commercial vehicles." In Dynamics of Vibro-Impact Systems, 319–28. Berlin, Heidelberg: Springer Berlin Heidelberg, 1999. http://dx.doi.org/10.1007/978-3-642-60114-9_35.

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5

Rock, Hermann. "Checkliste für den DM." In Erfolgreiche Verhandlungsführung mit dem Driver-Seat-Konzept, 449–59. Wiesbaden: Springer Fachmedien Wiesbaden, 2019. http://dx.doi.org/10.1007/978-3-658-25190-1_7.

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6

Rock, Hermann. "Definition, Aufbau, Vorbereitung." In Erfolgreiche Verhandlungsführung mit dem Driver-Seat-Konzept, 1–12. Wiesbaden: Springer Fachmedien Wiesbaden, 2019. http://dx.doi.org/10.1007/978-3-658-25190-1_1.

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7

Rock, Hermann. "Sieben Aufgaben des Decision Makers." In Erfolgreiche Verhandlungsführung mit dem Driver-Seat-Konzept, 13–167. Wiesbaden: Springer Fachmedien Wiesbaden, 2019. http://dx.doi.org/10.1007/978-3-658-25190-1_2.

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8

Rock, Hermann. "Zehn Aufgaben des Negotiators." In Erfolgreiche Verhandlungsführung mit dem Driver-Seat-Konzept, 169–275. Wiesbaden: Springer Fachmedien Wiesbaden, 2019. http://dx.doi.org/10.1007/978-3-658-25190-1_3.

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9

Rock, Hermann. "Verhandlungsrunde." In Erfolgreiche Verhandlungsführung mit dem Driver-Seat-Konzept, 277–320. Wiesbaden: Springer Fachmedien Wiesbaden, 2019. http://dx.doi.org/10.1007/978-3-658-25190-1_4.

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10

Rock, Hermann. "Influence." In Erfolgreiche Verhandlungsführung mit dem Driver-Seat-Konzept, 321–427. Wiesbaden: Springer Fachmedien Wiesbaden, 2019. http://dx.doi.org/10.1007/978-3-658-25190-1_5.

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Тези доповідей конференцій з теми "Seat of the driver"

1

Anflor, Carla Tatiana Mota, Tiago Becker, and Alberto Tamagna. "Seat Driver Model Development." In 2004 SAE Brasil Congress and Exhibit. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2004. http://dx.doi.org/10.4271/2004-01-3340.

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2

Flannagan, Carol, Shih-Ken Chen, and Bakhtiar Litkouhi. "Driver Differentiation With Seat Settings: Part I—Component Selection." In ASME 2010 International Mechanical Engineering Congress and Exposition. ASMEDC, 2010. http://dx.doi.org/10.1115/imece2010-38893.

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The addition of user-customizable features to automobiles increases the need to differentiate among drivers so that each driver’s custom settings can be automatically applied. This study explored the feasibility of using component adjustment settings (e.g., seat position or steering wheel angle) to differentiate among drivers. The primary consideration in the feasibility assessment is the ratio of the within- and between-driver variance in component adjustments. Differentiation is a function of the stature difference between sharing drivers. Simulation and analysis showed that H-point fore-aft position provides the best single-component differentiation, followed by H-point up-down, steering wheel telescope and steering wheel angle. Seatback angle and seat-cushion angle are less useful in driver differentiation.
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3

Flannagan, Carol, Shih-Ken Chen, and Bakhtiar Litkouhi. "Driver Differentiation With Seat Settings: Part II—Feasibility Study for US Household." In ASME 2010 International Mechanical Engineering Congress and Exposition. ASMEDC, 2010. http://dx.doi.org/10.1115/imece2010-38897.

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The addition of user-customizable features to automobiles increases the need to differentiate among drivers so that each driver’s custom settings can be automatically applied. Part 1 of this study modeled driver component positioning as a function of the stature difference between sharing drivers. To fully understand the feasibility of this approach to driver identification, we need to model the distribution of stature differences in the population of sharing drivers. Monte Carlo simulation is used to simulate both population variability in stature and positioning and the effect of initial conditions on positioning are included. The simulation of 10,000 households showed that for 87% of target pairs, differentiation performance of fewer than 2% errors can be achieved, even when the drivers share a vehicle equally (the most difficult differentiation scenario).
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4

Philippart, Nancy L., Timothy J. Kuechenmeister, and James M. Stanick. "Truck Driver Selected Seat Position Model." In West Coast International Meeting and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1986. http://dx.doi.org/10.4271/861131.

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5

Kolich, Mike. "Driver Selected Seat Position: Practical Applications." In SAE 2000 World Congress. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2000. http://dx.doi.org/10.4271/2000-01-0644.

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6

Manohar, N. Janaki, N. Muthu Krishnan, and A. Rahul Kumar. "Enhanced ergonomic design of driver seat." In PROCEEDINGS OF INTERNATIONAL CONFERENCE ON RECENT TRENDS IN MECHANICAL AND MATERIALS ENGINEERING: ICRTMME 2019. AIP Publishing, 2020. http://dx.doi.org/10.1063/5.0026898.

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7

Hu, Shan, and Xun Yu. "Non-Intrusive ECG Measurement on Vehicle Steering Wheel and Driver Seat." In ASME 2008 Summer Bioengineering Conference. American Society of Mechanical Engineers, 2008. http://dx.doi.org/10.1115/sbc2008-192963.

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Driver drowsiness is one of the major causes of deadly traffic accidents. Continuous monitoring of drivers’ drowsiness thus is of great importance for preventing drowsiness-caused accidents. Previous psychophysiological studies have shown that heart rate variability (HRV) has established differences between waking and sleep stages [1, 2]. This offers a way to detect driver’s drowsiness by analyzing HRV, which is typically measured and analyzed from electrocardiogram (ECG) signal. Although ECG measurement techniques are well developed, most of them involve electrode contacts on chest or head. Wiring and discomfort problems inherent in those techniques prevent implementing them on cars. To address these problems, we make full use of the environment settings in a car to develop two non-intrusive real-time ECG measurement methods for drivers.
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8

Tan, Chee Fai, Wei Chen, and Matthias Rauterberg. "Seat Discomfort of Dutch Truck Driver Seat: A Survey Study and Analysis." In SAE 2010 World Congress & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2010. http://dx.doi.org/10.4271/2010-01-0774.

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9

Karajagikar, J. S., N. R. Rajhans, B. B. Ahuja, and R. G. Rajhans. "Vibration Analysis on Driver Seat for Small Cars." In SIAT 2011. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2011. http://dx.doi.org/10.4271/2011-26-0119.

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10

Reed, Matthew P., Sheila M. Ebert, and Jason J. Hallman. "Effects of Driver Characteristics on Seat Belt Fit." In 57th Stapp Car Crash Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2013. http://dx.doi.org/10.4271/2013-22-0002.

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Звіти організацій з теми "Seat of the driver"

1

Pytleski, James, David K. Rock, and Gregory J. Hintz. M1A1 Driver's Seat Assembly. Fort Belvoir, VA: Defense Technical Information Center, December 1990. http://dx.doi.org/10.21236/ada230328.

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2

Reardon, Christopher Reardon. In the Driver's Seat. Philadelphia, PA United States: Public/Private Ventures, April 2001. http://dx.doi.org/10.15868/socialsector.11953.

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3

Liberman, Babe, and Viki Young. Equity in the Driver’s Seat: A Practice-Driven, Equity-Centered Approach for Setting R&D Agendas in Education. Digital Promise, July 2020. http://dx.doi.org/10.51388/20.500.12265/100.

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Education research is too often based on gaps in published research or the niche interests of researchers, rather than the priority challenges faced by schools and districts. As a result, the education studies that researchers design and publish are often not applicable to schools’ most pressing needs. To spur future research to address the specific equity goals of schools and districts, Digital Promise set out to define and test a collaborative process for developing practice-driven, equity-centered R&D agendas. Our process centered on convening a range of education stakeholders to listen to and prioritize the equity-related challenges that on-the-ground staff are facing, while considering prominent gaps in existing research and solutions. We selected two challenge topics around which to pilot this approach and create sample agendas (adolescent literacy and computational thinking).
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4

Selvaraju, Ragul, Hari Shankar, and Hariharan Sankarasubramanian. Metamodel Generation for Frontal Crash Scenario of a Passenger Car. SAE International, September 2020. http://dx.doi.org/10.4271/2020-28-0504.

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A frontal impact scenario was simulated using a Finite Element Model of a Hybrid III 50th percentile male (LSTC, Livermore CA) along with seatbelt, steering system and driver airbags. The boundary conditions included acceleration pulse to the seat and the outputs including injury measures in terms of Head Injury Criterion (HIC), Normalized Neck Injury Criterion (NIJ) and Chest Severity Index (CSI) were extracted from the simulations. The kinematics of the Hybrid III were validated against the kinematics of post mortem human surrogates (PMHS) available in the literature. Using the validated setup, metamodels were generated by creating a design of varying different parameters and recording the responses for each design. First, the X and Z translation of dummy along the seat is provided as input for which there was no variation in the head injury criterion (HIC). Next, the input pulse to the seat is parameterized along with the seatbelt loading and the results are obtained respectively. The outputs, in terms of injury measures, are generated in the form of metamodels as a function of the parameters. The occupant model used for the frontal crash scenario in LS-Dyna is validated against the previously available crash experimental data. A total of 100 design points was generated with a varying combination of parameters. An increase in various injury measures was observed with an increase in the scale factor of the acceleration pulse. Also, it was found that chest severity index increased with an increase in the scale factor of the seat belt loading force.
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5

Selvaraju, Ragul, Hari Shankar, and Hariharan Sankarasubramanian. Metamodel Generation for Frontal Crash Scenario of a Passenger Car. SAE International, September 2020. http://dx.doi.org/10.4271/2020-28-0504.

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Анотація:
A frontal impact scenario was simulated using a Finite Element Model of a Hybrid III 50th percentile male (LSTC, Livermore CA) along with seatbelt, steering system and driver airbags. The boundary conditions included acceleration pulse to the seat and the outputs including injury measures in terms of Head Injury Criterion (HIC), Normalized Neck Injury Criterion (NIJ) and Chest Severity Index (CSI) were extracted from the simulations. The kinematics of the Hybrid III were validated against the kinematics of post mortem human surrogates (PMHS) available in the literature. Using the validated setup, metamodels were generated by creating a design of varying different parameters and recording the responses for each design. First, the X and Z translation of dummy along the seat is provided as input for which there was no variation in the head injury criterion (HIC). Next, the input pulse to the seat is parameterized along with the seatbelt loading and the results are obtained respectively. The outputs, in terms of injury measures, are generated in the form of metamodels as a function of the parameters. The occupant model used for the frontal crash scenario in LS-Dyna is validated against the previously available crash experimental data. A total of 100 design points was generated with a varying combination of parameters. An increase in various injury measures was observed with an increase in the scale factor of the acceleration pulse. Also, it was found that chest severity index increased with an increase in the scale factor of the seat belt loading force.
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6

Knapik, Joseph J., Anita Spiess, Steven G. Chervak, Myrna C. Callison, and Bruce H. Jones. Effectiveness of a Seat Pad in Reducing Back Pain in Long-Distance Drivers Deployed to Kuwait, October 2008-May 2009. Fort Belvoir, VA: Defense Technical Information Center, December 2009. http://dx.doi.org/10.21236/ada514481.

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7

Wright, Nathan L. Glatz Prototype Seat Impact Testing. Fort Belvoir, VA: Defense Technical Information Center, July 2013. http://dx.doi.org/10.21236/ada588092.

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8

Adsit, Sarah E., Theodora Konstantinou, Konstantina Gkritza, and Jon D. Fricker. Public Acceptance of INDOT’s Traffic Engineering Treatments and Services. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317280.

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As a public agency, interacting with and understanding the public’s perspective regarding agency activities is an important endeavor for the Indiana Department of Transportation (INDOT). Although INDOT conducts a biennial customer satisfaction survey, it is occasionally necessary to capture public perception regarding more specific aspects of INDOT’s activities. In particular, INDOT needs an effective way to measure and track public opinions and awareness or understanding of a select set of its traffic engineering practices. To evaluate public acceptance of specific INDOT traffic engineering activities, a survey consisting of 1.000 adults residing within the State of Indiana was conducted. The survey population was representative in terms of age and gender of the state as of the 2010 U.S. Census. The survey was administered during the months of July and August 2020. Public awareness regarding emerging treatments not currently implemented in Indiana is low and opposition to the same new technologies is prominent. Older or female drivers are less likely to be aware of emerging treatments, and older drivers are more likely to oppose potential implementation of these treatments. Although roundabouts are commonplace in Indiana, multi-lane roundabouts remain controversial among the public. Regarding maintenance and protection of traffic during work zones and considering full or partial roadway closure, public preference is for partial closure; this preference is stronger in rural areas. The public equally agrees and disagrees that INDOT minimizes construction related traffic delays. Approximately 76% of Indiana drivers believe themselves to above average drivers, while an additional 23% believe themselves to be average. Driver perceptions of average highway speeds speed are not aligned with posted speed limit as the perceived average speed on Indiana’s urban freeways and rural and urban state highways is considerably higher than the actual speed limit.
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Maxworthy, Tony. Convectively Driven Mean-flows in Partially Enclosed Seas. Fort Belvoir, VA: Defense Technical Information Center, September 1997. http://dx.doi.org/10.21236/ada628499.

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10

Sakinan, Serdar, Dick de Haan, Dirk Burggraaf, and Sacha Fassler. Investigation of echosounder finger prints of Dutch pelagic freezer trawlers (SEAT II) evaluation of the SEAT II joint-industry project : evaluation of the SEAT II joint-industry project. IJmuiden: Wageningen Marine Research, 2018. http://dx.doi.org/10.18174/444771.

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