05 and 06 - Driver-Seat Ergonomics (Ver.1) PDF

PEPM
APD2505
Driver Seat Ergonomics
Lecture delivered by:

Kiran V. R.
Asst. Prof.
Dept. of AAE
MSRSAS-Bangalore
Kiran V. R. MSRSAS
M.S Ramaiah School of Advanced Studies - Bangalore 1

PEPM
APD2505
Session Objectives
At the end of the module, the delegate would have understood
Dimensional factors in seating comfort
Seating design pitfalls
Seat dimensional data
Foot controls
Hand controls
Forward vision
Computerized approaches to ergonomic
Measuring seat comfort
Seat cushion deflection and ride comfort
Seating systems
Kiran V. R. MSRSAS

PEPM
APD2505
Dimensional Factors in Seat Comfort

Stress must be given on ergonomic
consideration for seat design in car
All the requirements of seat design must be
incorporated to ensure the comfort of driver
and passengers
The principal body dimensions for vehicle
seat design being shown in Figure
It ranges from 5th percentile woman to 95th
percentile man
Kiran V. R. MSRSAS

PEPM
APD2505
Special consideration should be taken for

those, who have, for example, long legs and
a short trunk, or vice versa, and do not
conform to the averaged percentile norms
Kiran V. R. MSRSAS

PEPM
APD2505
The contrast has also to be resolved

between the extra relaxation enjoyed by the
seated person and the constriction of certain
organs and the restriction of blood flow
through the veins, from the lower
extremities of the body.
There is also greater susceptibility to
vibration loads due to the absence of
damping characteristics of the legs in an
otherwise upright posture.
Kiran V. R. MSRSAS

PEPM
APD2505
The best compromise is obtained when the

seated posture minimizes the strain on the
human organism imposed by external loads
as well as equilibrium between the
ligaments and the sections of muscle which
act in the opposite sense to them. So a
degree of freedom of movement must be
provided, holding the body in position
Kiran V. R. MSRSAS

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APD2505
Sufficient rearward recline of the seat is

given to displace the bodys CG behind the
ischial contact point, so that arm and leg
movement is free from unwanted feedback
effects at the other extremities
This can be provided by obtaining comfort
angles through subjective survey
Kiran V. R. MSRSAS

PEPM
APD2505
In the seated position the load imposed by

the body on the legs rests on the bones of
the pelvis which roles to the rear and
initially gives a pleasant relaxation
sensation.
Kiran V. R. MSRSAS

PEPM
APD2505
The natural uniform load on the elements of

the spine is departed from, with attendant
health risks. Back muscles are elongated
and the abdominal area is compressed.
The forces imposed by the seated occupant
must be reacted where the pelvic bone
structure projects the farthest, in an area
where blood flow through the muscle is
least affected.
Kiran V. R. MSRSAS

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APD2505
Lateral location of the pelvis must also

be provided. A wide support area should
be provided to avoid high pressure areas.
Cushion compression effects must be taken
into account when transferring the
anthropometric data into seat dimensions
Kiran V. R. MSRSAS

PEPM
APD2505
All-foam cushioning systems may provide

the necessary compromise in the spring
characteristic distribution over the surface
of the seat
Resonances are stimulated in relaxed
seated persons in the shoulder area, which
can affect breathing comfort, also over the
entire trunk, leading to pains in the lower
body, and in the eyes, leading to vision
impairment.
Kiran V. R. MSRSAS

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APD2505
The seat springing may cause a dynamic-

magnifier effect if appropriate damping is
not provided.
Appropriate foam systems should be used
in which static seat compression should be
40% of total spring travel
Kiran V. R. MSRSAS

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APD2505
Seating design Pitfall

The figure shows how the wrong backrest
inclination has the potential to cause severe
discomfort over a long journey.
The muscular interaction with vehicle
motions, sensed through the seat, is
governed by anticipation of (experience)
reaction and by a sense of balance.
Kiran V. R. MSRSAS

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APD2505
Kiran V. R. MSRSAS

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The interaction becomes a reflex condition,

considerably more energy is required with
conventional seat systems, to maintain a
relationship with the controls, than is
necessary to actual control the vehicle
The choice of cushion springing and
damping characteristics as well as the
contouring of the seat and squab profiles
and the choice of upholstery trimcloth are
equally important for ergonomic comfort.
Kiran V. R. MSRSAS

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APD2505
Seated occupant with tables of seat dimensional data

Kiran V. R. MSRSAS

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Seat Parameters
Kiran V. R. MSRSAS

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Foot Controls
Foot controls are divided between the
brakes, needing considerable force, for
which free leg movement is required, and
the precise control of throttle, say where
use of ankle articulation is better suited.
Kiran V. R. MSRSAS

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APD2505
Critical factors for pedal force and

movement are: knee angle in leg operation
optimum 160-165 degree and ankle angle in
leg and ankle operation, within 90-125
degree, obtained from spatial relationship of
seat and control
Optimum lateral offset of pedals from body
midline is 635 mm; at 165mm offset, leg
force potential is reduced by 75%
Kiran V. R. MSRSAS

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APD2505
It is best to site pedal 15.25 mm above floor

level with further 7.6 mm clearance for
toes; pedal travel should be restricted to 7.6
mm max before pressure is required.
Kiran V. R. MSRSAS

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APD2505
Ankle controls, such as throttle, are best

with pedals hinged at their base. When
pedal is hinged at heel-to-floor contact
point, angle E should be increased, to allow
for heels, by 5 degrees for men and 10
degrees for women compared with the no-
shoes condition. For example, E = 45
degrees (55 degrees with shoes) for women
and E = 55 degrees (58 degrees with shoes)
for men, so an acceptable pedal can be
Kiran V. R. MSRSAS
arranged.
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APD2505
Designing controls for ankle operation starts

with the determination, from Table 2, of
seat height for population extremes and
finding corresponding D in this figure.
A pedal angle is selected to lie within
allowable range.
Kiran V. R. MSRSAS

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APD2505
Throttle and brake pedal surfaces are then

aligned for quick foot interchange, so the
throttle pedal is mounted closer to the SRP
than the depressed brake pedal (using
smaller knee angles than for the brake pedal
when calculating the position).
Sufficient throttle spring loading is required
to support the foot (22kg)
Kiran V. R. MSRSAS

PEPM
APD2505
One example: When E = 55 degrees to suit

the smallest woman on an 280 mm seat, A
is 115 degrees for the largest man on a
177.5 mm seat. If depression is 15 degrees,
this gives an unacceptable maximum for A
of 130 degrees. The remedy is to increase E
to 60 degrees and reduce the depression.
Kiran V. R. MSRSAS

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APD2505
Hand Controls
The relation between the areas of hand
reach to the SRP is shown in this figure
applying to the seat-belt restrained driver.
The large stature person seems unusually
badly off in relative terms due to fact that
he/she must sit far back to ensure proper use
of foot controls.
Kiran V. R. MSRSAS

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APD2505
Several factors affect steering wheel

position; applied hand force depends on
column rake, perpendicular distance from
SRP to wheel centre and seat back
inclination.
Maximum force is available when pulling
longitudinally with fore-arm and shoulder
acting together while faster, but low
efficiency operation, motion is obtained
with movement across the body.
Kiran V. R. MSRSAS

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APD2505
A wheel tilted 30 degrees to the vertical

could have a rim force 1.7 dynes that with a
vertical wheel but the rate of turning is
halved and the energy expended reduced
considerably.
Kiran V. R. MSRSAS

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APD2505
A competition car has a near vertical wheel

and an extended arm position gives
maximum speed for a short-term high stress
activity. Heavy industrial vehicles, by
contrast, favour the flatter wheel. Fig 9
Kiran V. R. MSRSAS

PEPM
APD2505
The location of wheel centre and inclination

for population extremes determine reach
envelopes using dimensions in Table 2 and
fig 2 & fig 6, 7. Wheel centre must then fall
in the common area shown in fig 10
Kiran V. R. MSRSAS

PEPM
APD2505
If the column length is non-adjustable, no

position meets population extremes; for a
45 degrees wheel the small area X applies
and for a 30 degree wheel the larger area Y
is common.
If column length is adjustable by 88.9 mm,
for this example, then a satisfactory
condition exists for both driver extremes
anywhere with a 30 degree wheel and for a
small range within the 45 degree
Kiran V. R. MSRSAS
inclination.
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APD2505
The figure shows the resulting improved

womans vision when an adjustable column
is used
Kiran V. R. MSRSAS

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APD2505
Forward Vision
The SAE eyelipse is a common standard
used for optimizing forward vision; this is a
contour of eye position boundaries for a
range of driver statures.
Kiran V. R. MSRSAS

PEPM
APD2505
Tangents drawn from the contours are

constructed to obtain vision areas.
The figure shows the method for locating
the eyelipse & to locate the plan view
eyelipses on a longitudinal line passing
through the centre of the driving seat.
Since the max sideways viewing angle of
the eye is 30 degrees, some geometric
modification to the plan view contour is
required above this angle.
Kiran V. R. MSRSAS

PEPM
APD2505
Kiran V. R. MSRSAS

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APD2505
This figure indicates the position of the

vision points (V) within the vehicle and it
can be seen that a plane in which the V-
points are located is required to be
positioned 0.4 in forward of the hip
reference point (joint articulation centre)
for each 012.7 mm of longitudinal seat
travel in excess of 101.6 mm.
Kiran V. R. MSRSAS

PEPM
APD2505
AMA Measuring System

AMA measuring system, has been used
widely to determine the relative benefits of
vehicle space envelops.
Kiran V. R. MSRSAS
Fig 14

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APD2505
Fig 15
Kiran V. R. MSRSAS
Fig 16

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Kiran V. R. MSRSAS

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Standard manikins are used in the system

and critical dimensions defining space and
comfort for occupants.
In passenger service vehicles, the journey
time exerts considerable influence on
comfort and thus seating requirement varies
for vehicles.
AMA . American Medical Association
Kiran V. R. MSRSAS

PEPM
APD2505
Computerized Approach to Ergonomic System Design
Ergonomic data is used to optimize

occupant-packaging design of vehicles,
leading to analysis of the occupants space
envelop within the vehicle. Fig 18
Kiran V. R. MSRSAS

PEPM
APD2505
The static anthropometric measurements,

such as functional, task-oriented
measurements are taken with the human
body at work, in motion, in driver- and
passenger-space attitudes.
The previous human factors are expressed
in three-dimensional co-ordinates around
the major reference points.
Key points are H (hip), BOF (ball of foot)
and AHP (accelerator heel point).
Kiran V. R. MSRSAS

PEPM
APD2505
Fig 19
Kiran V. R. MSRSAS
Fig 20

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Selection of design limits is carried out to

determine what percentage of the
population is to be accommodated and to
arrive at the amount of seat adjustment
required.
Usually the packaging engineer develops
the vehicle from the ground up, the seat
height and inclination being variable to
vehicle category between, say, sports car
(low) and van (high)
Kiran V. R. MSRSAS

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APD2505
Ground clearance and under frame structure

define the floor level which locates
accelerator heel point and so on.
Kiran V. R. MSRSAS

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APD2505
Sight lines are drawn from the eyelipse and

roof clearances measured to the head-
position contours.
SAMMIE-CAD models is strong in its
ability to specify logical or functional
relationships between components,
important for the operation of doors, pedals
and adjusters.
The designer interacts with the system via a
menu-driven interface
Kiran V. R. MSRSAS

PEPM
APD2505
These models are constructed from

primitive shapes such as cuboids, spheres,
cylinders, meshes and poly-prisms which
can be specified interactively, by name and
key dimension
Kiran V. R. MSRSAS

PEPM
APD2505
Irregular solids can also be modeled and

curves are represented by multi-facets.
The man model is constructed from 17 pin-
joints and 21 rigid links encased in solid
modules of flesh; link lengths and joint
constraints are data-driven and can easily be
controlled by the user.
Kiran V. R. MSRSAS

PEPM
APD2505
Measuring Seat Comfort

Sensitive manikins are used for measuring
seat comfort which are based on a
distribution of small load cells over the
contacting surface.
The figure shows the pressure distribution
contour maps.
Kiran V. R. MSRSAS
Fig 14

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APD2505
Kiran V. R. MSRSAS

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APD2505
This kind of manikins are used in

conjunction with special seats whose
cushion-springing can be adjusted by means
of helical springs distributed across the
surface which can be adjusted to different
rate settings.
An optimum comfort distribution is then
reproduced as closely as practically
possible, on the manikin. The manikin then
can be used to rate different seating systems
Kiran V. R. MSRSAS
for comfort level.

PEPM
APD2505
Seat Cushion Deflection And Ride Comfort

Seat deflection data is utilized for designing
and evaluating automotive seats.
Indentation load deflection (ILD), D-point
penetration (DPP) and thigh point
penetration (TPP) are used for specifying
desired cushion deflection characteristics.
Such data are used as guidelines during the
design and evaluation process, and to meet
H-point requirements
Kiran V. R. MSRSAS

PEPM
APD2505
Human Factors engineers utilize deflection

data for studying posture, lumber position,
occupant feel, eye position and clearance
between human body and hardware.
The load-deflection data may also be utilize
for competitive benchmarking, assessing
stiffness, and to estimate seat natural
frequencies.
Local stiffness is considered to influence
occupant feel and driving comfort.
Kiran V. R. MSRSAS

PEPM
APD2505
Seat natural frequencies are crucial for ride

comfort and quality since these frequencies
should not interfere with vehicle or
occupant body natural frequencies.
Static deflection of a seat system is one of
the objective parameters which can be
effectively utilized for improving the
quality of seats for comfort, as well as
optimizing automotive ride and handling
characteristics
Kiran V. R. MSRSAS

PEPM
APD2505
If the seat natural frequency matches with

vehicle ride frequencies, the seat may affect
vehicle ride handling characteristics,
causing squeaks, rattles and high
magnitudes of vibration, leading to
occupant discomfort.
If the seat natural frequency matches with
human body frequencies, then the occupant
body components may undergo large
motions resulting in extreme discomfort
Kiran V. R. MSRSAS

PEPM
APD2505
Automotive seat consists primarily of soft

foam, trim and suspension and will deflect
when an occupant is seated. Therefore, it is
the task of deciding the type of spring
characteristics required to accomplish
design objectives for maximum comfort.
The local stiffness properties of the seat
cushion influence the pressure distribution
at the cushion-occupant interface and
therefore is a significant parameter that
Kiran V. R. MSRSAS
influencesM.Soccupant feel at all times.

Ramaiah School of Advanced Studies - Bangalore 55
PEPM
APD2505
Concept designs such as adjustable lumber

and adjustable back essentially provide the
occupant with ability to control the desired
local stiffness.
The spring rate or the stiffness coefficient is
an important parameter of subjective feeling
of the lower back and trunk muscles that
varies with changes in seat surface stiffness.
Kiran V. R. MSRSAS

PEPM
APD2505
Proprietary Seating System

The seat include ergonomically shaped
upholstery to support the spine; extendable
seat cushion to ease stress on the thighs and
adjustable height and tilt.
Kiran V. R. MSRSAS

PEPM
APD2505
There are shaped side bolsters on the seat

cushion, and backrest, also a variable
lumbar support system. The latter comprises
air-chambers.
Safety features include a cross-member in
the seat frame to counteract submarining
effect on impact.
The seat cushion is mounted in suspension
bushes to further isolate vibration and there
is a vent system to optimize the control of
Kiran V. R. MSRSAS
seat temperature.
PEPM
APD2505
The vent system draws moisture through

the seat cover and membrane into air-
channels in the upholstery.
Fans in the cushion and backrest draw the
moisture out of the air channels and out of
the seat via slots in the backrest. Optional
heating elements are also available.
The ventilated seat in a car is a worlds first
for Saab Automobile and this innovation
was implemented in the Saab 9-5 and
Kiran V. R. MSRSAS
continuesM.StoRamaiah
be School
available as an
of Advanced Studies option today.
- Bangalore 59
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APD2505
It offers heated seats as an option, both for

the front and rear occupants. But, when the
weather is hot and sticky, the Saab 9-5s
optional electrically-ventilated seats are
there to deliver maximum comfort.
Kiran V. R. MSRSAS
Fig 27
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APD2505
Two flat electric fans at the back of each

front seat and one in the lower cushion,
extract warm, humid air that is normally
trapped between the person and the seat
upholstery. The fans operate in three
operator-set speed modes, drawing warm air
through the perforated seat leather and
venting underneath the seat.
Kiran V. R. MSRSAS

PEPM
APD2505
The heated and ventilated seats contribute

to safe driving by keeping the driver more
comfortable and alert especially on long
trips.
This seat can automatically adjusts to the
occupants shape and size when sat upon.
Active surface control is achieved by
electronically actuated pneumatics to
control 10 air cells positioned between
upholstery and foam springing.
Kiran V. R. MSRSAS

PEPM
APD2505
Sensors on the cells measure pressure

between the seat and the occupants
back/lower-body, sending signals to
microprocessors which store a bio-
mechanical model in their memory, for
comparison.
Any discrepancy causes individual air cell
pressures to be adjusted
Kiran V. R. MSRSAS

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APD2505
Fig 28
Kiran V. R. MSRSAS

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Suspension Seat
For commercial vehicles, there is a strong
case for suspension seats in which
controlled levels of springing and damping
can be introduced.
A simplified approach is to regard the
driver on his or her seat as a single-degree-
of-freedom spring/mass/damper system
with the familiar response characteristic
Kiran V. R. MSRSAS

PEPM
APD2505
Cushion design should observe the

anatomical necessity of providing firm
support only for the bones immediately
above the buttocks since the surrounding
areas have little pressure capacity.
Too deep a cushion deflection would
overload the surrounding areas and cause
discomfort an acceptable maximum is put
at 76 mm.
Kiran V. R. MSRSAS

PEPM
APD2505
Kiran V. R. MSRSAS
Fig 29

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APD2505
Summary
In this session following aspects of driver seat ergonomics were explained
Dimensional factors in seating comfort
Seating design pitfalls
Seat dimensional data
Foot controls
Hand controls
Forward vision
Computerized approaches to ergonomics
Measuring seat comfort
Seat cushion deflection and ride comfort
Seating systems & suspension seat
Kiran V. R. MSRSAS

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PEPM

Driver Seat Ergonomics

Lecture delivered by:

M.S Ramaiah School of Advanced Studies - Bangalore 1

M.S Ramaiah School of Advanced Studies - Bangalore 2

Dimensional Factors in Seat Comfort

M.S Ramaiah School of Advanced Studies - Bangalore 3

Special consideration should be taken for

M.S Ramaiah School of Advanced Studies - Bangalore 4

The contrast has also to be resolved

M.S Ramaiah School of Advanced Studies - Bangalore 5

The best compromise is obtained when the

M.S Ramaiah School of Advanced Studies - Bangalore 6

Sufficient rearward recline of the seat is

M.S Ramaiah School of Advanced Studies - Bangalore 7

In the seated position the load imposed by

M.S Ramaiah School of Advanced Studies - Bangalore 8

The natural uniform load on the elements of

M.S Ramaiah School of Advanced Studies - Bangalore 9

Lateral location of the pelvis must also

M.S Ramaiah School of Advanced Studies - Bangalore 10

All-foam cushioning systems may provide

M.S Ramaiah School of Advanced Studies - Bangalore 11

The seat springing may cause a dynamic-

M.S Ramaiah School of Advanced Studies - Bangalore 12

Seating design Pitfall

M.S Ramaiah School of Advanced Studies - Bangalore 13

M.S Ramaiah School of Advanced Studies - Bangalore 14

The interaction becomes a reflex condition,

M.S Ramaiah School of Advanced Studies - Bangalore 15

Seated occupant with tables of seat dimensional data

M.S Ramaiah School of Advanced Studies - Bangalore 16

M.S Ramaiah School of Advanced Studies - Bangalore 17

M.S Ramaiah School of Advanced Studies - Bangalore 18

Critical factors for pedal force and

M.S Ramaiah School of Advanced Studies - Bangalore 19

It is best to site pedal 15.25 mm above floor

M.S Ramaiah School of Advanced Studies - Bangalore 20

Ankle controls, such as throttle, are best

Designing controls for ankle operation starts

M.S Ramaiah School of Advanced Studies - Bangalore 22

Throttle and brake pedal surfaces are then

M.S Ramaiah School of Advanced Studies - Bangalore 23

One example: When E = 55 degrees to suit

M.S Ramaiah School of Advanced Studies - Bangalore 24

M.S Ramaiah School of Advanced Studies - Bangalore 25

Several factors affect steering wheel

M.S Ramaiah School of Advanced Studies - Bangalore 26

A wheel tilted 30 degrees to the vertical

M.S Ramaiah School of Advanced Studies - Bangalore 27

A competition car has a near vertical wheel

M.S Ramaiah School of Advanced Studies - Bangalore 28

The location of wheel centre and inclination

M.S Ramaiah School of Advanced Studies - Bangalore 29

If the column length is non-adjustable, no

The figure shows the resulting improved

M.S Ramaiah School of Advanced Studies - Bangalore 31

M.S Ramaiah School of Advanced Studies - Bangalore 32

Tangents drawn from the contours are

M.S Ramaiah School of Advanced Studies - Bangalore 33

M.S Ramaiah School of Advanced Studies - Bangalore 34

This figure indicates the position of the

M.S Ramaiah School of Advanced Studies - Bangalore 35