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Surface Transportation
Published in Shatha N. Samman, Human Factors and Ergonomics for the Gulf Cooperation Council, 2018
Vehicle design impacts driving performance and traffic safety. Human factor issues that need to be considered in vehicle design include anthropometry (physical dimensions of the human body), visibility of the traffic environment from inside the vehicle, the design and placement of controls and displays, noise, vibration, occupant protection, and the use of electronic devices. For details, see Dewar and Olson (2007). Among these factors, anthropometry design aims to ensure that drivers: (1) can see the road, traffic signals, and other vehicles outside of the car; (2) can see controls and displays inside the car; (3) are able to reach controls; and (4) find controls comfortable and convenient for operating while driving. The hip-point (H-point, the origin on the human body for vehicle car design) and the eyellipes (range of the driver’s eye position) are two primary concepts in anthropometry design, which guide the design of driver seat, position of the steering wheel, layout of the vehicle cabin, etc. If a vehicle is not designed based on sound human factors principles, both physical and mental workload will increase, which often leads to driver fatigue, distraction, and the likelihood of driver error (Cheng and Trivedi, 2010). Examples of poor design include small and too-similar symbols in entertainment and climate control systems, poor visibility of the road in front, and insufficient space for drivers to operate.
Workstation Design
Published in Stephan Konz, Steven Johnson, Work Design, 2018
In vehicles, the intersection of a line through the thigh centerline and another through the torso centerline defines the location of the driver’s hip (the “H-point”). A higher H-point provides more leg room and a better view of road (assuming proper window design), but this may not allow adequate head room for taller people and short people may not be able to reach the pedals.
Vehicle Package Engineering Tools
Published in Vivek D. Bhise, Automotive Product Development, 2017
The reference points used for the location of the driver and their relevant dimensions are 1.AHP: This is the heel point of the driver’s right shoe that is on the depressed floor covering (carpet) on the vehicle floor when the driver’s foot is in contact with the undepressed accelerator (gas) pedal (see Figure 20.7). SAE standard J1100 defines it as “A point on the shoe located at the intersection of the heel of shoe and the depressed floor covering, when the shoe tool (specified in SAE J826 or J4002) is properly positioned (i.e., the ball of foot contacting the lateral centerline of the undepressed accelerator pedal, while the bottom of shoe is maintained on the pedal plane).”2.Pedal Plane Angle (A47): This is defined as the angle of the accelerator pedal plane in the side view measured in degrees from the horizontal (see Figure 20.7). The pedal plane is not the plane of the accelerator pedal but the plane representing the bottom of the manikin’s shoe, defined in SAE J826 or J4002. (A47 can be computed using the equations provided in SAE J1516 or J4004, or it can be measured using the manikin tools described in SAE J 826 or J4002 (see Step 2 in “Driver Package Development Steps and Calculations” later in this chapter).)3.BOF: This is the point on the top portion of the driver’s foot that is normally in contact with the accelerator pedal. The BOF is located 200 mm from the AHP measured along the pedal plane (SAE J4004, SAE 2009).4.PRP: This is on the accelerator pedal lateral centerline where the ball of foot (BOF) contacts the pedal when the shoe is properly positioned (i.e., heel of shoe at AHP and bottom of shoe on pedal plane). SAE standard J4004 provides a procedure for locating the PRP for curved and flat accelerator pedals using the SAE J4002 shoe tool. If the pedal plane is based on SAE standards J826 and J1516, the BOF point should be taken as the PRP.5.SgRP: This is the location of a special hip point (H-point) designated by the vehicle manufacturer as a key reference point to define the seating location for each designated seating position. Thus, there is a unique SgRP for each designated seating position (e.g., the driver’s seating position, the front passenger’s seating position, and the left rear passenger’s seating position). An H-point simulates the hip joint (in the side view as a hinge point) between the torso and the thighs, and thus, it provides a reference for locating a seating position. In the plan view, the H-point is located on the centerline of the occupant.
Analysis of the spinal 3D motion of postmortem human surrogates in nearside oblique impacts
Published in Traffic Injury Prevention, 2023
Ana Piqueras, Bengt Pipkorn, Johan Iraeus, Ana I. Lorente, Óscar Juste-Lorente, Mario Maza, Francisco J. López-Valdés
Kinematic data were collected at 1 kHz using an optoelectric stereo-photogrammetric system consisting of 10 cameras (Vicon, TS series, Oxford, UK). The system captured the position of clusters of four retro-reflective spherical markers within a calibrated 3 D volume. Clusters of markers were rigidly attached to the head and to the upper, middle and lower sections of the spine (T1, T8 and L2 vertebrae). Due to the cadaver preparation process, the clusters for the subject C (RSv2), were attached to T4, T7 and L1. The position of the mid hip joint (H-point) was calculated as the average position of markers attached externally to the position of the greater trochanter. The H-point was used as reference for the spinal position. Belt tension was acquired at 10 kHz with four force transducers installed at inner and outer locations on the shoulder and lap belt bands (Figure A2).
Maximal isometric force exertion predicted by the force feasible set formalism: application to handbraking
Published in Ergonomics, 2019
Nasser Rezzoug, Xuguang Wang, Vincent Hernandez, Philippe Gorce
An adjustable car mock-up representing the driving environment was used (Figure 1). Seat height (H30 by SAE J826) was fixed at 0.3 m between the seat reference H-point and floor. The seat H-point was measured with the SAE H-point machine (SAE J826). The reference seat H-point was defined as for a seating position, at 60% of the seat horizontal and vertical adjustments, which matches the mean position of the 50th men percentile H-point overall end-users’ configurations based on the recommendations by the three car manufacturers involved in the DHErgo project. A real handbrake handle was used with a travel length of 0.157 m defined as the distance between the initial and end positions of the handle extremity. A VICON optoelectronic system with 10 MX40 cameras (Vicon Motion Systems, Oxford, UK) was used to capture the motions with a sampling rate of 100 Hz. Six-axis force sensor (Denton Q3FN) with a capacity of Fx: 5000 N, Fy: 5000 N, Fz: 6000 N, Mx: 150Nm, My: 150Nm, and Mz 80Nm was used to measure the force applied on the handbrake at 1 kHz. The force sensor was attached rigidly to the handbrake handle base with a custom-made apparatus. The force sensor reference frame was represented by a set of markers rigidly fixed to the handbrake handle (Figure 1). From these markers and those representing the global frame, a rotation matrix was constructed from the global frame to the frame of the sensor. From this rotation matrix, forces expressed in the sensor frame were projected in the global frame.
Effectiveness of center-mounted airbag in far-side impacts based on THOR sled tests
Published in Traffic Injury Prevention, 2019
Sagar Umale, Hans Hauschild, John Humm, Klaus Driesslein, Narayan Yoganandan
A center-mounted airbag with an 11-L fill volume, single-stage 220-kPa, 1.14-mole hybrid inflator from a Chevrolet Traverse 2013 vehicle was mounted to the right side of the ATD on the rigid seat (Thomas et al. 2013). The ATD was placed on the vehicle seat and the H-point was measured with a coordinate measuring machine (Romer, Stinger, Hexagon AB, UK). The location of the airbag was measured with respect to the ATD H-point and seat centerline and matched the location on the production seat. The average difference in location of the airbag with respect to production vehicle was 4.5 ± 1 mm.