IIIIIIIIIIIIIIIIIIIIIIHIII-F

THESts

26 Cl

This is to certify that the

thesis entitled

Influence of Automotive Seat Factors on Posture and

Applicability to Design Models

presented by

Phaedra Elizabeth Gutowski

has been accepted towards fulfillment
of the requirements for

Master's degree in Engineering Mechanics

 

 

    

 

\ \)\ ‘
Major professor 3

Date “EL? ‘ #650

0-7639 MS U is an Affirmative Action/Equal Opportunity Institution

 

 

 

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~ University

 

 

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DATE DUE

DATE DUE

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SEP 1 8 2007

 

”16,9. 2/ (EPEIP‘:

 

 

 

 

 

 

 

 

 

 

 

 

 

 

lNFLUE‘eC

 

INFLUENCE OF AUTOMOTIVE SEAT FACTORS ON POSTURE AND
APPLICABILITY TO DESIGN MODELS

BY

Phaedra Elizabeth Gutowski

A THESIS

Submitted to
Michigan State University
in partial fulfillment of the requirements
for the degree of

MASTER OF SCIENCE

Materials Science and Mechanics

2000

 

INFLUENCE

 

ABSTRACT

INFLUENCE OF AUTOMOTIVE SEAT FACTORS ON POSTURE AND
APPLICABILITY TO DESIGN MODELS

By

Phaedra Elizabeth Gutowski

Through the use of a video-based motion data collection system the
effects of seat and package factors on subject selected posture were examined
for four automotive seats. Subjects were placed in both sedan and van interior
packages with respect to seat height and toebar to steering wheel depth. The
seats were adjusted to both the lumbar on and off positions with the test subjects
allowed to choose their own fore/aft seat position and backrest recline. Subjects
were not instructed on placement of the pelvis in the seat. Several internal joint
locations of the spine were estimated to examine the overall spinal position and
its relation to the position and contour of the seat. Results indicated that
occupants did not use the lumbar supports as they were intended, and instead
slid fonNard in the seats, away from the lumbar supports. Subjects chose more
erect postures when the seats were in the higher van setting. Postural changes
from the driver to passenger position affected the angle of the knees, with some
differences reaching up to the hips. These findings can be combined with seat

factors to determine correlations between SAE manikin and human responses.

Copyright by
PHAEDRA ELIZABETH GUTOWSKI
2000

DEDICATION

In loving memory of
my grandparents

George E. White
1921 —1999

Melvin A. Paul
1914 — 1998

Katherene E. Allman
1912 — 1994

 

lwoglc Tie '
his endeavor:
Casey Prseff.

anc‘ trance? 5.39:".

 

Hen; Sect—3:. .

their help wit test 5.

mm ”AA
My 00 .. ...:t-

Dr. Thonas Pence it;

Dr. Robert Hubbard I

stow how my stsc' es

'iE' ‘TEI‘CSDI

paid is:

tee-855a,.

"y to infer»:-

My fa'fiiiy. pe'

ACKNOWLEDGEMENTS

I would like to thank the following individuals for their contributions towards
this endeavor:

Casey Pruett, Jochen Balzulat and the staff of TecMath for their technical
and financial support.

Heidi Bogard, Joanne Ewen, Thomas Fowler, and Walter Macklem for
their help with test buck construction, subject testing and data processing.

My committee members for their efforts towards my degree completion -
Dr. Thomas Pence for his advice and assistance in starting my graduate career.
Dr. Robert Hubbard for his enthusiasm, advice, encouragement, and ability to
show how my studies relate to practical applications. Dr. Tamara Reid Bush for
her friendship and technical expertise in test protocol definition and the statistics
necessary to interpret these data.

My family, particularly my parents, Malcolm and Nancy Paul, for their
advice and encouragement in all aspects of my life. Their love and belief in me
has played a major role in my success.

My best friend and husband, Mark, for lending an ear during difficult times
throughout this endeavor. Thank you for understanding the importance of
achieving personal goals and having the “courage” to marry me in the middle of

this study.

 

say-{3m
IISI OF TABLES

IISTOF FIGURES

  

KEY TO ASSREVEA

I. INTRODUCTION

2. BACKGROUND
2.7 Meter. Ca
2.2 ACETGW

2.2.1 A
2.2.2T
2.2.3T
2.2.4T
2.2.5T
2.2.6T
2.2.7T
2.3 The B on
2.3.1 5
2.3.2 I.

TABLE OF CONTENTS

 

332132“ Page
LIST OF TABLES ......................................................................................................... ix
LIST OF FIGURES .................................................................................................... xxiii
KEY TO ABBREVIATIONS ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, xxviii
1. INTRODUCTION ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 1
11 Automotive Seating .................................................................................. 2
2. BACKGROUND ....................................................................................................... 6
2.1 Motion Data Acquisition ___________________________________________________________________________ 6
2.2 Anatomy ...................................................................................................... 7
2.2.1 Anatomical Positioning ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 7
2.2.2 The Head .................................................................................... 8
2.2.3 The Upper Extremities ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 9
2.2.4 The Lower Extremities ............................................................. 9
2.2.5 The Thorax ................................................................................. 11
2.2.6 The Spine.......... ......................................................................... 12
2.2.7 The Pelvis ................................................................................... 13
2.3 The Biomechanics of Sitting and Seat Design ___________________________________ 14
2.3.1 Seated Posture .......................................................................... 14
2.3.2 Muscle Loading _________________________________________________________________________ 16
2.3.3 Pressure ...................................................................................... 17
2.3.4 Seat Pan ..................................................................................... 18
2.3.5 Lumbar Support and Backrest Inclination ,,,,,,,,,,,,,,,,,,,,,,,,,,, 19
2-4 Seating Tool Develooment ..................................................................... 21
2.4.1 Early Seating Tools __________________________________________________________________ 21
2.4.2 Time Effects ............................................................................... 23
2.4.3 Textile Influences ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 24
2.4.4 Seat Factors ............................................................................... 24
2.4.5 Package Factors ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 28
2.4.6 Human Models .......................................................................... 28
24-7 Current Seating Tools .............................................................. 33
3. EXPERIMENTAL METHODS — SEAT FACTORS ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 37
3-1 Testing Protocol ........................................................................................ 37
31-1 Seat Factors ............................................................................... 37
3.1.2 Seats ............................................................................................ 37
3.1.3 Test Buck .................................................................................... 40
3.1.4 Test Buck Calibration ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 42
4- SEAT RESULTS ...................................................................................................... 44

vi

—__I

4.1 Sea! A
4.2 Seat. 8
4.3 Seat C
4.4 Seat D

 

    

5. EXPERIMENT A.
5.1 Test tg 5
511

5.1.2 ~’

5.1.3 1.

5.1 4T

5.2 Ca.'c..‘at 3
5.2.1 P.
5.2211"

5.23 E
5.2.4 H
5.25 P.

5.2 6 T9

 

4.1 Seat A (Ten LH) ........................................................................................
4.2 Seat B (Town and Country) ....................................................................
4.3 Seat C (BMW 7 Series) ...........................................................................
4.4 Seat D (Gray LH) ......................................................................................

5. EXPERIMENTAL METHODS — SUBJECT TESTING ....................................
5.1 Testing Protocol ........................................................................................
5.1.1 Test Subjects .............................................................................

5.1.2 Anthropometric Data Collection .............................................

5.1.3 Motion Data Collection ............................................................

5.1.4 Targeting Setup .........................................................................

5.2 Calculations ................................................................................................
5.2.1 Rotation to Sagittal Plane ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

522 Head Tilt ......................................................................................

5.2.3 Elbow Angles .............................................................................

5.2.4 Hip Joint Center ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

5.2.5 Pelvis Angle ...............................................................................

52-6 Thorax Angle ..............................................................................

52-7 Openness Angle ........................................................................

5.2.8 Knee Angles ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

5.2.9 Ankle Angles ..............................................................................
5.2.10 Lower Lumbar Joint Location ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

5.2.11 Upper Lumbar and Lower Neck Joint Locations ,,,,,,,,,,,,,
5.2.12 Spinal Link Angles ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,
5.2.13 Body Recline Angle ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,
5.2.14 Total Lumbar Curvature ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

6. SUBJECT TESTING RESULTS ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

6.1.1 Seat Back Angle ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,
6.1.2 Toebar to Hip Joint Center Horizontal Distance ________________
6.1.3 Toebar to Hip Joint Center Vertical Distance ,,,,,,,,,,,,,,,,,,,,,
6.1.4 Horizontal Pelvis Placement Relative to Seat ,,,,,,,,,,,,,,,,,,,,
6.1.5 Vertical Pelvis Placement Relative to Seat ,,,,,,,,,,,,,,,,,,,,,,,,,

6.2 Extremities .................................................................................................
6.2.1 Knee Angle .................................................................................
6.2.2 Knee Splay Angle ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,
6.2.3 Shoe Angle .................................................................................
6.2.4 Elbow Angle ...............................................................................
6.2.5 Arm Splay Angle ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

6-3 Body Angles ..............................................................................................
6.3.1 Body Recline Angle ..................................................................
63-2 Openness Angle ........................................................................
6.3.3 Pelvis Angle, ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,
63-4 Thorax Angle ..............................................................................
6.3.5 Total Lumbar Curvature

vii

44
46
47
48

50
50
51
54
55
57
59
60
61
61
63
69
69
70
70
72
72
74
78
80
80

82
84
84
87
90
92
98
100
100
102
105
107
110
111
112
114
118
122
125

 

6.4 Spica! -
6.4.1
6.4.2
543
6.5 Read P1
55 Procé’dv'
5.7 Apo'ie’ ‘

 

7. CONCLUSION
7.1 85317283
7.1.1 8
7.1.2 E
7.1.3 E
7.1.4 8:
7.15 P'
7.2 Com"1€“18
7.3 Future W0

 

APPENDIX A: ANTH

APPENDIX B: SEAT
APPENDIX c.- GROU
REFERENCES,

6.4 Spinal Link Angles 129

ooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooo

6.4.1 Thoracic Spine Link Angle (TSLA) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 129

6.4.2 Lumbar Spine Link Angle (LSLA) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 131

6.4.3 Pelvis Link Angle (PLA) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 134

6.5 Head Position ............................................................................................ 134

6.6 Procedural Effects on Subject Positioning ,,,,,,,,,,,,,,,,,, _ ,,,,,,,,,,,,,,,,,,,,,, 135

6.7 Application to Computer Modeling ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 137

7. CONCLUSIONS ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 139
7.1 Summary .................................................................................................... 139

7.1.1 Seat Positions ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 139

7.1.2 Extremities ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 140

713 Body Angles ............................................................................... 141

7.1.4 Spinal Link Angles ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 142

7.1.5 Protocol ....................................................................................... 143

7.2 Comments .................................................................................................. 143

7.3 Future Work ............................................................................................... 145
APPENDIX A: ANTHROPOMETRIC MEASUREMENTS ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 147
APPENDIX B: SEAT TARGETING .......................................................................... 156
APPENDIX C: GROUP AVERAGE AND STANDARD DEVIATIONS ,,,,,,,,,,,,, 159
REFERENCES 226

viii

LIST OF TABLES

 

Table No. Title Page
Table 1: Desired positions for locked package dimensions ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 41
Table 2: Subject preferred parameters ................................................................... 42
Table 3: Actual seat A (Tan LH) SAE manikin measurements ,,,,,,,,,,,,,,,,,,,,,,,,,, 45
Table 4: Actual seat B SAE manikin measurements ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 46
Table 5: Actual seat C SAE manikin measurements ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 47
Table 6: Actual seat D SAE manikin measurements ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 49
Table 7: Anthropometric groups (30 subjects total). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 51
Table 8: Ideal ranges of anthropometric groups ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 51
Table 9: Test subject anthropometric groups ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 53
Table 10: Target locations for reference trials ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 57
Table 11: Target locations for seat testing ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 58
Table 12: Abbreviations for anthropometric groups ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 82

Table 13: Occurrences of statistically significant differences in SBA
for the Tan LH seat by size groups (four possible in each group) ,,,,,,,,,,,, 84
Table 14: Occurrences of statistically significant differences in SBA
for the Town & Country seat by size groups (eight possible in each
group) ...................................................................................................................... 84

Table 15: Occurrences of statistically significant differences in SBA
for the BMW seat (thorax forward) by size groups (eight possible in
each group) ............................................................................................................ 85

Table 16: Occurrences of statistically significant differences in SBA
for the BMW seat (thorax rearward) by size groups (eight possible in
each grouo) ............................................................................................................ 85

Table 17: Occurrences of statistically significant differences in SBA
for the Gray LH seat by size groups (eight possible in each group) 85

Table 18: SBA statistical results (one-way RM-ANOVA) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 86

Table 19: Occurrences of statistically significant differences in toebar
to HJC horizontal distances for the Tan LH seat by size groups (four
possible in each group) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 87

Table 20: Occurrences of statistically significant differences in toebar
to HJC horizontal distances for the Town & Country seat by size groups
(eight possible in each group) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 87

Table 21: Occurrences of statistically significant differences in toebar
to HJC horizontal distances for the BMW seat (thorax forward) by size
groups (eight possible in each group) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 88
Table 22: Occurrences of statistically significant differences in toebar
to HJC horizontal distances for the BMW seat (thorax rearward) by size
groups (eight possible in each group) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 88

Table 23: Occurrences of statistically significant differences in toebar
to HJC horizontal distances for the Gray LH seat by size groups (eight

possible in each group) ....................................................................................... 88
Table 24: Toebar to HJC horizontal distance (mm) group averages

for the sedan, lumbar off, driver scenario ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 89
Table 25: Toebar to HJC horizontal distance statistical results 89

Table 26: Occurrences of statistically significant differences in toebar
to HJC vertical distances for the Town & Country seat by size groups
(eight possible in each group) ........................................................................... 90
Table 27: Occurrences of statistically significant differences in toebar
to HJC vertical distances for the BMW seat (thorax forward) by size
groups (eight possible in each group) ............................................................. 91

Table 28: Toebar to HJC vertical distance statistical results (one-way
RM-ANOVA) .......................................................................................................... 91

Table 29: Toebar to HJC vertical distances (mm) of mid-sized males in
the sedan, driver scenario of the BMW seat (thorax rearward) ,,,,,,,,,,,,,,,,, 92

Table 30: Occurrences of statistically significant differences in horizontal
offset between J826 H—point and subject’s HJC for the Tan LH seat
by size groups (four possible in each grOUp) ................................................. 93

 

  
  
  
  
   

Table 31: 00W
offset betwee"
Country seat C

Table 32: Occute’
offset betweer
(thorax Iowa-'3

Table 33: Occurrer;
offset. between .
(thorax rearwa'i

 

Table 34: Occurre'tcl
offset between J
by $129 groups {I

Table 35: Honzonta.
results (one-we.

Table 36: HJC‘RBCE‘
dryer, lumbar 0‘

Table 37: HJC-P
dri' ‘

'u
‘I-
.-
-.

Table 31: Occurrences of statistically significant differences in horizontal
offset between J826 H-point and subject’s HJC for the Town &
Country seat by size groups (eight possible in each group) ,,,,,,,,,,,,,,,,,,,,,, 94

Table 32: Occurrences of statistically significant differences in horizontal
offset between J826 H-point and subject’s HJC for the BMW seat
(thorax forward) by size groups (eight possible in each group) ,,,,,,,,,,,,,,,,, 94

Table 33: Occurrences of statistically significant differences in horizontal
offset between J826 H-point and subject’s HJC for the BMW seat
(thorax rearward) by size groups (eight possible in each group) ______________ 94
Table 34: Occurrences of statistically significant differences in horizontal
offset between J826 H-point and subject’s HJC for the Gray LH seat
by size groups (eight possible in each group) _______________________________________________ 94
Table 35: Horizontal offset from J826 H-point to subject’s HJC statistical
results (one-way RM-ANOVA) .......................................................................... 95

Table 36: HJC-RecBot X coordinate group averages for the sedan,
driver, lumbar off (Off) and lumbar on (On) scenarios ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 96

Table 37: HJC-RecBot X coordinate group averages for the van,
driver, lumbar off (Off) and lumbar on (On) scenarios ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 97

Table 38: Vertical offset from J826 H-point to subject’s HJC statistical

results (one-way RM-ANOVA) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 98
Table 39: HJC-RecBot Z coordinate group averages for the sedan,

driver, lumbar off (Off) and lumbar on (On) scenarios ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 99

Table 40: Occurrences of statistically significant differences in knee angle

for the Tan LH seat by size groups (two possible in each group) ,,,,,,,,,,,,, 100
Table 41: Occurrences of statistically significant differences in knee angle

for the Gray LH seat by size groups (four possible in each group) 100

Table 42: Knee angle statistical results (one-way RM-ANOVA) 101

Table 43: Occurrences of statistically significant differences in knee splay
angle for the Tan LH seat by size groups (two possible in each group)_102

Table 44: Occurrences of statistically significant differences in knee splay

angle for the Town & Country seat by size groups (four possible in
each grOUp) ............................................................................................................ 102

xi

Table 45: Occurrences of statistically significant differences in knee splay
angle for the BMW (thorax forward) seat by size groups (four possible
in each group) ....................................................................................................... 103

Table 46: Occurrences of statistically significant differences in knee splay
angle for the BMW (thorax rearward) seat by size groups (four possible
in each group) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 103

Table 47: Occurrences of statistically significant differences in knee splay
angle for the Gray LH seat by size groups (four possible in each

grouo) ...................................................................................................................... 103
Table 48: Knee splay angle statistical results (one-way RM-ANOVA) ,,,,,,,,,,,, 104
Table 49: Shoe angle statistical results (one-way RM-ANOVA) ,,,,,,,,,,,,,,,,,,,,,,, 105

Table 50: Occurrences of statistically significant differences in elbow
angle for the Tan LH seat by size groups (two possible in each
grOUp) ...................................................................................................................... 107

Table 51: Occurrences of statistically significant differences in elbow
angle for the Town & Country seat by size groups (four possible in
each group) ............................................................................................................ 107

Table 52: Occurrences of statistically significant differences in elbow
angle for the BMW seat (thorax forward) by size groups (four possible
in each group) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 107

Table 53: Occurrences of statistically significant differences in elbow
angle for the BMW seat (thorax rearward) by size groups (four possible
in each grouo) ....................................................................................................... 107

Table 54: Occurrences of statistically significant differences in elbow
angle for the Gray LH seat by size groups (four possible in each
group) ...................................................................................................................... 108

Table 55: Elbow angle group averages for the sedan, lumbar off, driver
scenario .................................................................................................................. 109

Table 56: Occurrences of statistically significant differences in arm splay
angle for the Tan LH seat by size groups (two possible in each
grOUb) ...................................................................................................................... 110

Table 57: Occurrences of statistically significant differences in arm splay

angle for the Town & Country seat by size groups (four possible in
each group) ............................................................................................................ 110

xii

Table 58: Occurrences of statistically significant differences in arm splay
angle for the BMW seat (thorax forward) by size groups (four possible
in each group) ....................................................................................................... 110

Table 59: Occurrences of statistically significant differences in arm splay
angle for the BMW seat (thorax rearward) by size groups (four possible
in each group) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 111

Table 60: Occurrences of statistically significant differences in arm
splay angle for the Gray LH seat by size groups (four possible in
each group) ............................................................................................................ 111

Table 61: Occurrences of statistically significant differences in body
recline angle for the Tan LH seat by size groups (four possible in
each grOUp) ............................................................................................................ 112

Table 62: Occurrences of statistically significant differences in body
recline angle for the Town & Country seat by size groups (eight
possible in each group) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 112

Table 63: Occurrences of statistically significant differences in body
recline angle for the Gray LH seat by size groups (eight possible in
each group) ............................................................................................................ 113

Table 64: BRA statistical results (one-way RM-ANOVA) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 114
Table 65: Occurrences of statistically significant differences in openness

angle for the Tan LH seat by size groups (four possible in each

group) ...................................................................................................................... 115

Table 66: Occurrences of statistically significant differences in openness
angle for the Town & Country seat by size groups (eight possible in
each group) ............................................................................................................ 115

Table 67: Occurrences of statistically significant differences in openness
angle for the BMW seat (thorax forward) by size groups (eight possible
in each group) ....................................................................................................... 115

Table 68: Occurrences of statistically significant differences in openness
angle for the BMW seat (thorax rearward) by size groups (eight
possible in each grOUp) ....................................................................................... 115

Table 69: Occurrences of statistically significant differences in openness

angle for the Gray LH seat by size groups (eight possible in each
group) ...................................................................................................................... 115

xiii

Table 70: Openness angle statistical results (one-way RM-ANOVA) ,,,,,,,,,,,,,, 116

Table 71: Occurrences of statistically significant differences in pelvis
angle for the Tan LH seat by size groups (four possible in each
group) ...................................................................................................................... 118

Table 72: Occurrences of statistically significant differences in pelvis
angle for the Town & Country seat by size groups (eight possible in
each group) ............................................................................................................ 119

Table 73: Occurrences of statistically significant differences in pelvis
angle for the BMW seat (thorax forward) by size groups (eight
possible in each grouo) ....................................................................................... 119

Table 74: Occurrences of statistically significant differences in pelvis

angle for the BMW seat (thorax rearward) by size groups (eight

possible in each grOUp) ....................................................................................... 119
Table 75: Occurrences of statistically significant differences in pelvis

angle for the Gray LH seat by size groups (eight possible in each

grOUb) ...................................................................................................................... 119
Table 76: Pelvis angle group averages in degrees for the sedan, lumbar

off, driver (D) and passenger (P) scenarios ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 120
Table 77: Pelvis angle statistical results (one-way RM-ANOVA) ,,,,,,,,,,,,,,,,,,,,,, 120

Table 78: Occurrences of statistically significant differences in thorax angle

for the Tan LH seat by size groups (four possible in each group) ____________ 122
Table 79: Occurrences of statistically significant differences in thorax

angle for the Town & Country seat by size groups (eight possible in

each group) ............................................................................................................ 122

Table 80: Occurrences of statistically significant differences in thorax
angle for the BMW (thorax forward) by size groups (eight possible in
each group) ............................................................................................................ 123

Table 81: Occurrences of statistically significant differences in thorax
angle forthe BMW (thorax rearward) by size groups (eight possible in
each group) ............................................................................................................ 123

Table 82: Occurrences of statistically significant differences in thorax

angle for the Gray LH seat by size groups (eight possible in each
grouo) ...................................................................................................................... 123

xiv

Table 83.” T1109

Table 84: Orig
(F, 5. 5; IT

Table 85: Get
the Tan L

Table 86: OCC
the Town.
91099) .....

Table 87; 0c;
the Gray

Table 88‘. TL(

T3559 89: Ch,
minus Se

T938 90: DC
the 81.11.
QTOUpj

Table 91: 0C
the Gray

Table 92: T8
by SizQQ

T831994. 8‘;
COUrItry

Table 83: Thorax angle statistical results (one-way RM-ANOVA) ,,,,,,,,,,,,,,,,,,,, 124
Table 84: Original and modified TLC values for petite, light females
(F, 5, 5) in the Gray LH, sedan, lumbar on, passenger scenario ,,,,,,,,,,,,,, 126

Table 85: Occurrences of statistically significant differences in TLC for

the Tan LH seat by size groups (four possible in each group) ,,,,,,,,,,,,,,,,,, 126
Table 86: Occurrences of statistically significant differences in TLC for

the Town & Country seat by size groups (eight possible in each

group) ...................................................................................................................... 127
Table 87: Occurrences of statistically significant differences in TLC for

the Gray LH seat by size groups (eight possible in each group) ,,,,,,,,,,,,,, 127
Table 88: TLC statistical results (one-way RM-ANOVA) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 127

Table 89: Changes in mid-sized male TLC between packages (van

minus sedan) of the Gray LH seat ............................................................... 129
Table 90: Occurrences of statistically significant differences in TSLA for

the BMW seat (thorax forward) by size groups (eight possible in each

group) ...................................................................................................................... 129
Table 91: Occurrences of statistically significant differences in TSLA for

the Gray LH seat by size groups (eight possible in each group) ,,,,,,,,,,,,,, 129
Table 92: TSLA statistical results 131

Table 93: Statistically significant differences in LSLA for the Tan LH seat
by size groups (four possible in each group) 132

Table 94: Statistically significant differences in LSLA for the Town &
Country seat by size groups (eight possible in each group) ,,,,,,,,,,,,,,,,,,,,,, 132

Table 95: Statistically significant differences in LSLA for the BMW seat
(thorax fonNard) by size groups (eight possible in each group) ,,,,,,,,,,,,,,,,, 132

Table 96: Statistically significant differences in LSLA for the BMW seat
(thorax rearward) by size groups (eight possible in each group) 132

Table 97: Statistically significant differences in LSLA for the Gray LH
seat by size groups (eight possible in each group) ...................................... 133

Table 98: Comparison of standard testing protocol to having the
subject's hips fully against the seat .................................................................. 136

 

rahaaseaba
Table 100 Seal be.

Table 101: Seat be

 

Table 102: Sea’. ba:
wumntfiybhl

1311;103:8ea‘. be:-
560008 luliy rea'

 

Table 104: Seat 5a:r

T8016 l05 Mart. .Ku "
(Tan LH),“

Tabfe 106: Masks". c

Table 101MB“ “c. 7‘ C
(Town & COUNI)
label 1:08 Man?
IBI’W thorax

T139161 1'09 MI.
MW i

'K'nsC

Ta5e110 Mar

IGWayLH lnn‘

.,_
u.

-._
I.

Table 99: Seat back angle in degrees for seat A (Tan LH) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 160

Table 100: Seat back angle in degrees for extra BMW ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 160
Table 101: Seat back angle in degrees for seat B (Town & Country) ,,,,,,,,,,,,,, 161
Table 102: Seat back angle in degrees for seat C-F (BMW, thorax

support fully forward) ........................................................................................... 161
Table 103: Seat back angle in degrees for seat C-R (BMW, thorax

support fully rearward). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 162
Table 104: Seat back angle in degrees for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,, 162

Table 105: Manikin correlated seat back angle in degrees for seat A
(Tan LH). ................................................................................................................ 163

Table 106: Manikin correlated seat back angle in degrees for extra BMWW163

Table 107: Manikin correlated seat back angle in degrees for seat B
(Town & Country). ................................................................................................ 164

Table 108: Manikin correlated seat back angle in degrees for seat C-F
(BMW, thorax support fully forward) 164

Table 109: Manikin correlated seat back angle in degrees for seat C-R
(BMW, thorax support fully rearward) 165

oooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooo

Table 110: Manikin correlated seat back angle in degrees for seat D
(Gray LH) ................................................................................................................ 165

Table 111: Toebar to HJC horizontal distance in mm for seat A (Tan LH) ,,,,, 166

Table 112: Toebar to HJC horizontal distance in mm for extra BMW 166

Table 113: Toebar to HJC horizontal distance in mm for seat B (Town
& CountrY) ............................................................................................................. 167

Table 114: Toebar to HJC horizontal distance in mm for seat C-F (BMW,
thorax support fully forward). ............................................................................. 167

Table 115: Toebar to HJC horizontal distance in mm for seat C-R (BMW,
thorax support fully rearward). .......................................................................... 168

Table 116: Toebar to HJC horizontal distance in mm for seat D (Gray LH).,,168

Tame 117: Toe
Tabie 118; Toe

Me 119: Toe
COUHtFyL

Table 120: Toe
thorax sup;

Table 121: Toe
thorax 5V3:

Tabie 122; Toe

T559123: HO';
(Tan LH). _.

Ta§e124; HOT;
BMW.

......

.
.._
.
‘.

Table 117: Toebar to HJC vertical distance in mm for seat A (Tan LH). ,,,,,,,,, 169
Table 118: Toebar to HJC vertical distance in mm for extra BMW. ,,,,,,,,,,,,,,,,, 169

Table 119: Toebar to HJC vertical distance in mm for seat B (Town &
Country). ................................................................................................................. 170

Table 120: Toebar to HJC vertical distance in mm for seat C-F (BMW,
thorax support fully forward). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 170

Table 121: Toebar to HJC vertical distance in mm for seat C-R (BMW,
thorax SUpport fully rearward). .......................................................................... 171

Table 122: Toebar to HJC vertical distance in mm for seat D (Gray LH). ,,,,,,, 171

Table 123: Horizontal Offset from HJC to J826 H-point in mm for seat A
(Tan LH). ............................................................................................................... 172

Table 124: Horizontal Offset from HJC to J826 H-point in mm for extra
BMW. 172

Table 125: Horizontal Offset from HJC to J826 H-point in mm for seat B
(Town & Country). ................................................................................................ 173

Table 126: Horizontal Offset from HJC to J826 H-point in mm for seat C-F
(BMW, thorax support fully forward). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 173

Table 127: Horizontal Offset from HJC to J826 H-point in mm for seat C-R
(BMW. thorax support fully rearward). ............................................................. 174

Table 128: Horizontal Offset from HJC to J826 H-point in mm for seat D
(Gray LH). .............................................................................................................. 174

Table 129: Vertical Offset from HJC to J826 H-point in mm for seat A
(Tan LH). ................................................................................................................ 175

Table 130: Vertical Offset from HJC to J826 H-point in mm for extra
BMW. 175

.......................................................................................................................

Table 131: Vertical Offset from HJC to J826 H-point in mm for seat B
(Town & Country). ................................................................................................ 176

Table 132: Vertical Offset from HJC to J826 H-point in mm for seat C-F
(BMW. thorax support fully forward). ............................................................... 176

xvii

  
 
 
  

Table 133: Verttca
(BMW , lhO'a‘

latte 134; Vertca
thay LH).

latte 135‘. HJC-Re
Table 136; HJC-Re
Table 1371HJC-Re

latte )381HJC-Rg
fully forward, _

iaoe1391HJC-R.
(eatwatdl.

Table 133: Vertical Offset from HJC to J826 H-point in mm for seat C-R

(BMW, thorax support fully rearward). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 177
Table 134: Vertical Offset from HJC to J826 H-point in mm for seat D

(Gray LH). .............................................................................................................. 177
Table 135: HJC-RecBot X in mm for seat A (Tan LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 178
Table 136: HJC-RecBot X in mm for extra BMW. ___________________________________ 178
Table 137: HJC-RecBot X in mm for seat B (Town & Country). ,,,,,,,,,,,,,,,,,,,,,,, 179
Table 138: HJC-RecBot X in mm for seat C-F (BMW, thorax support

fully forward). ......................................................................................................... 179
Table 139: HJC-RecBot X in mm for seat C-R (BMW, thorax support fully

rearward). ............................................................................................................... 180
Table 140: HJC-RecBot X in mm for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 180
Table 141: HJC-RecBot Z in mm for seat A (Tan LH). ________________________________________ 181
Table 142: HJC-RecBot Z in mm for extra BMW. _________________________________________________ 181
Table 143: HJC-RecBot Z in mm for seat B (Town & Country). ,,,,,,,,,,,,,,,,,,,,,,,, 182
Table 144: HJC-RecBot Z in mm for seat C-F (BMW, thorax support fully

forward). ................................................................................................................. 182
Table 145: HJC-RecBot Z in mm for seat C-R (BMW, thorax support fully

rearward). ............................................................................................................... 183
Table 146: HJC-RecBot Z in mm for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 183
Table 147: Knee angle in degrees for seat A (Tan LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 184
Table 148: Knee angle in degrees for extra BMW. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 184
Table 149: Knee angle in degrees for seat B (Town & Country). ,,,,,,,,,,,,,,,,,,,,, 185

Table 150: Knee angle in degrees for seat C-F (BMW, thorax support fully
forward). ................................................................................................................. 185

Table 151: Knee angle in degrees for seat C-R (BMW, thorax support fully
rearward). ............................................................................................................... 186

xviii

Table 152: Knee angle in degrees for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 186
Table 153: Knee splay angle in degrees for seat A (Tan LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,, 187
Table 154: Knee splay angle in degrees for extra BMW. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 187
Table 155: Knee splay angle in degrees for seat B (Town 8 Country). ,,,,,,,,,, 188

Table 156: Knee splay angle in degrees for seat C-F (BMW, thorax support

fully forward). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 188
Table 157: Knee splay angle in degrees for seat C-R (BMW, thorax support
fUllY rearward). ...................................................................................................... 139
Table 158: Knee splay angle in degrees for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,,,,, 189
Table 159: Shoe angle in degrees for seat A (Tan LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 190
Table 160: Shoe angle in degrees for extra BMW. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 190
Table 161: Shoe angle in degrees for seat B (Town & Country). ,,,,,,,,,,,,,,,,,,,,, 191
Table 162: Shoe angle in degrees for seat C-F (BMW, thorax support
fully forward). ......................................................................................................... 191
Table 163: Shoe angle in degrees for seat C-R (BMW, thorax support
fully rearward). ...................................................................................................... 192
Table 164: Shoe angle in degrees for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 192
Table 165: Elbow angle in degrees for seat A (Tan LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 193
Table 166: Elbow angle in degrees for extra BMW. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 193
Table 167: Elbow angle in degrees for seat 8 (Town 8 Country). ,,,,,,,,,,,,,,,,,,,, 194
Table 168: Elbow angle in degrees for seat C-F (BMW, thorax support
fully forward). ......................................................................................................... 194
Table 169: Elbow angle in degrees for seat C-R (BMW, thorax support
fully rearward). ...................................................................................................... 195
Table 170: Elbow angle in degrees for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 195
Table 171: Arm splay angle in degrees for seat A (Tan LH). _____________________________ 196

xix

 

Table 172.
Table 173;
Table 174:
fully for
Table 175:
My reg
Table 176; ,
Table 177; |
Tabie 178; E

We 180: E
511.090.".

Tab19181: E
31990::

Ta’oe 182; E
7111-9183; c
Tame184: C
11189185. C

Tab191861C

Table 172: Arm splay angle in degrees for extra BMW. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 196

Table 173: Arm splay angle in degrees for seat B (Town 8 Country). _____________ 197
Table 174: Arm splay angle in degrees for seat C-F (BMW, thorax support
fully forward). ......................................................................................................... 197
Table 175: Arm splay angle in degrees for seat C-R (BMW, thorax support
fully rearward). ...................................................................................................... 198
Table 176: Arm splay angle in degrees for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,, 198
Table 177: Body recline angle in degrees for seat A (Tan LH). ________________________ 199
Table 178: Body recline angle in degrees for extra BMW. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 199

Table 179: Body recline angle in degrees for seat B (Town 8 Country). ,,,,,,,, 200

Table 180: Body recline angle in degrees for seat C-F (BMW, thorax

SUpport fully forward). .......................................................................................... 200
Table 181: Body recline angle in degrees for seat C-R (BMW, thorax

support fully rearward). ....................................................................................... 201
Table 182: Body recline angle in degrees for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,, 201
Table 183: Openness angle in degrees for seat A (Tan LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,, 202
Table 184: Openness angle in degrees for extra BMW. _____________________________________ 202
Table 185: Openness angle in degrees for seat B (Town 8 Country). ,,,,,,,,,,,, 203
Table 186: Openness angle in degrees for seat C-F (BMW, thorax support

fully forward). ......................................................................................................... 203
Table 187: Openness angle in degrees for seat C-R (BMW, thorax support

fully rearward). ...................................................................................................... 204
Table 188: Openness angle in degrees for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,,,,,, 204
Table 189: Pelvis angle in degrees for seat A (Tan LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 205
Table 190: Pelvis angle in degrees for extra BMW. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 205
Table 191: Pelvis angle in degrees for seat 8 (Town 8 Country). ,,,,,,,,,,,,,,,,,,,, 206

XX

iao'e 192; Pew
fully forwa':

1819193: Pe“.
fully rearwa

Table 194. P91,
Table 195: Tho
Terrie 196; Tl‘o
Table 197: Too

16019 1981110
111”) foma'

Table 199; m;
My 'eaf‘wg

Tab19200: Thc
Table 201. To:
Me 202. To:
Table 203, T0.

Taite 204. To
SUPDOR (‘1)

16519205 TO‘
81191300 fl.

13519 206 TC)

13319207sz

n. i
“1.5162097.C

Table 192: Pelvis angle in degrees for seat C-F (BMW, thorax support

fully forward). ......................................................................................................... 206
Table 193: Pelvis angle in degrees for seat C-R (BMW, thorax support

fully rearward). ...................................................................................................... 207
Table 194: Pelvis angle in degrees for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 207
Table 195: Thorax angle in degrees for seat A (Tan LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 208
Table 196: Thorax angle in degrees for extra BMW. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 208
Table 197: Thorax angle in degrees for seat B (Town 8 Country). ,,,,,,,,,,,,,,,,,, 209
Table 198: Thorax angle in degrees for seat C-F (BMW, thorax support

fully forward). ......................................................................................................... 209
Table 199: Thorax angle in degrees for seat C-R (BMW, thorax support

fully rearward). ...................................................................................................... 210
Table 200: Thorax angle in degrees for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 210
Table 201: Total lumbar curvature in degrees for seat A (Tan LH). ,,,,,,,,,,,,,,,,, 211
Table 202: Total lumbar curvature in degrees for extra BMW. ,,,,,,,,,,,,,,,,,,,,,,,,,, 211

Table 203: Total lumbar curvature in degrees for seat B (Town 8 Country)._212

Table 204: Total lumbar curvature in degrees for seat C-F (BMW, thorax

support fully fonrvard). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 212
Table 205: Total lumbar curvature in degrees for seat C-R (BMW, thorax

support fully reanlvard). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 213
Table 206: Total lumbar curvature in degrees for seat D (Gray LH). ,,,,,,,,,,,,,,, 213
Table 207: TSLA in degrees for seat A (Tan LH). ________________________________________________ 214
Table 208: TSLA in degrees for extra BMW. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 214
Table 209: TSLA in degrees for seat B (Town 8 Country). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 215

Table 210: TSLA in degrees for seat C-F (BMW, thorax support fully
forward). ................................................................................................................. 215

xxi

Table 211: TSL
rearward),

Tao'e 212: TSL
121519213: LSL
Table 214; LS;
Table 215: LSL

Table 216: LS;
forward;___

Table 217: LS;
rearward...

Table 218: L81
13019219. PL)
me 220: PL,
Table 221: PL,

Table 222; PL
Ward)...

Table 223; PL
TeaMard/

T3519 224: pL
19.1119 225. He
Table 226: He
Tame 227; He

forward).

Table 211: TSLA in degrees for seat C-R (BMW, thorax support fully

rearward). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 216
Table 212: TSLA in degrees for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 216
Table 213: LSLA in degrees for seat A (Tan LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 217
Table 214: LSLA in degrees for extra BMW. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 217
Table 215: LSLA in degrees for seat B (Town 8 Country). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 218
Table 216: LSLA in degrees for seat C-F (BMW, thorax support fully

forward). ................................................................................................................. 218
Table 217: LSLA in degrees for seat C-R (BMW, thorax support fully

rearward). ............................................................................................................... 219
Table 218: LSLA in degrees for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 219
Table 219: PLA in degrees for seat A (Tan LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 220
Table 220: PLA in degrees for extra BMW. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 220
Table 221: PLA in degrees for seat B (Town 8 Country). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 221
Table 222: PLA in degrees for seat C-F (BMW, thorax support fully

forward). ................................................................................................................. 221
Table 223: PLA in degrees for seat C-R (BMW, thorax support fully

rearward). ............................................................................................................... 222
Table 224: PLA in degrees for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 222
Table 225: Head tilt in degrees for seat A (Tan LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 223
Table 226: Head tilt in degrees for extra BMW. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 223
Table 227: Head tilt in degrees for seat B (Town 8 Country). ,,,,,,,,,,,,,,,,,,,,,,,,,,, 224
Table 228: Head tilt in degrees for seat C-F (BMW, thorax support fully

forward). ................................................................................................................. 224

Table 229: Head tilt in degrees for seat C-R (BMW, thorax support fully

rearward). ............................................................................................................... 225

Table 230: Head tilt in degrees for seat D (Gray LH). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 225

xxii

Figure No.

Figure 1: V1
subject

Figure 2: C
Figure 3: A
Flgure 4: A
Figure 5: T
11ng e; 1
Flgure 7: A
Figure 8; L
Figure 9: 1

figure 10;
DOSte'

Figure 1 1 .-

figure 12.

URSU:
111) st:

LIST OF FIGURES

 

Figure No. Title Page
Figure 1: Video-based motion analysis target (a) and targeted test

subject (b). ............................................................................................................. 6
Figure 2: Calculating a probed location. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 7
Figure 3: Anatomical planes of the body [55]. ....................................................... 8
Figure 4: Anatomical planes of the body [55]. ....................................................... 8
Figure 5: The Frankfort plane of the head. ............................................................. 8
Figure 6: The elbow joint [80] (a) and the wrist joint [81] (b). ,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 9
Figure 7: Anatomy of the (a) knee joint [34] and the (b) femur [82]. ,,,,,,,,,,,,,,,, 10
Figure 8: Landmarks of the ankle and foot [36]. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 11
Figure 9: Thorax anatomy; side view (a) [68] and frontal view (b) [23]. ,,,,,,,,,, 11
Figure 10: The vertebrae of the spine, (a) anterior, (b) left lateral, (c)

posterior view [24]. ............................................................................................... 12
Figure 11 : Frontal view of the pelvis (a)[10] and side view (b) [37]. ,,,,,,,,,,,,,,,,, 13
Figure 12: The pelvis and lumbar spine when (a) standing; (b) sitting

relaxed, unsupported in the middle position; (c) sitting erect,

unsupported in the middle position; (d) sitting in the anterior posture;

(d) sitting in the 905191101 posture [21]. ............................................................ 14
Figure 13: Effect of hamstring tension on pelvis positioning and lumbar

curvature [21]. ....................................................................................................... 15

Figure 14: SAE tools. a) 2-D drafting template and b) 3-D manikin [1]. ,,,,,,,,, 22

Figure 15: Incompatibility between seats with lumbar supports and the

J826 manikin. ........................................................................................................ 23
Figure 16: UMTRI mid-male body contour [55]. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 29
Figure 17: JOHN 2—D computer model [52]. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 30

Figure 18: a) 3-D John skeletal model [52] and b) sketch of muscles

xxiii

 

modeled as ‘

Figure 19: Bust '.
skin contou'.

 

Figure 20: JANE.
Figure 21: SAE cr
Figure 22: La'oO'E

Figure 23: ASPEl
manikin.

--------

Figure 24: JOHrN
Figure 25'. Seat 1
Figure 26: Seat

Figure 27: Seat

Figure 28: Seat

'0

Figure 29: Lum
r1.“

Figure 30: Tee
l:lgure 31 : Sta

Figure 32'. Ba
angle frgr

F191” e 33'. Se
01? and lo

modeled as elliPSOidS [52]. ...........................................................

OOOOOOOOOOOOOOOOOOOOOO

Figure 19: Bush [52] 2-D template, (a), and 3-D JOHN back muscles and

skin contour, (b) and (c). ...............................................................

Figure 20: JANE, JOHN, and JERRY skin contours [58]. ,,,,,,,,,,,,

Figure 21: SAE computer model positioned in BAC computer model [49].....

Figure 22: Laboratory BAC with force plates [76]. ,,,,,,,,,,,,,,,,,,,,,,,,,

Figure 23: ASPECT manikin (a) computer model [50] and (b) physical

manikin. ............................................................................................

Figure 24: JOHN model [78] and RAMSIS [18]. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,
Figure 25: Seat A. the Tan LH. ..........................................................

Figure 26: Seat 8, the Chrysler Town 8 Country. .........................

ooooooooooooooooooooooo

Figure 27: Seat C, the BMW 7 Series, (c) thorax support fully rearward,

(d) thorax support fully forward. .................................................
Figure 28: Seat D, the modified LH by JCl. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

ooooooooooooooooooooooo

Figure 29: Lumbar mechanism in gray LH seat, a) lumbar “off”, b) lumbar

“on.

ooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooo

Figure 30: Test buck dimensions. ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

Figure 31 : Standing heights of all test subjects (without shoes)

Figure 32: Ratio between J826 manikin back angle reading and recline

angle from seat targets. ...............................................................

Figure 33: Seat B (Chrysler Town 8 Country) midline contours
off and lumbar on.

ooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooo

for lumbar

Figure 34: Seat C (BMW) midline contour for lumbar off and lumbar on. ,,,,,,,

Figure 35: Seat D (Gray LH) midline contour for lumbar off and lumbar on___

Figure 36: Measurements of internal lumbar mechanism of seat D ,,,,,,,,,,,,,,,,,

Figure 37: Standing heights of all test subjects (without shoes)

xxiv

30

31
32

34

34
36
38
38

39

4O

4O
41

44

45

46

48

49
52

Figure 38: Te

Figure 39: Cr
since-e.

Figure401 Fir
Figure 41; 8
Figure 42: T;

Fierrre 43:3
. steerrng

Figure 44: R
Figure 45: E
Figure 45; g
Flgure 47; E

F 39'“ e 48; P
V9C10r5

F3939 49: E
Figure 50, F
Hglile 51; 1
ram 52 c
Fig“ e 53: [
Figure 54; j
Figure 55: )1

COOrC'I ,.

FEM 57: |
De{iris (

Figdfe 58' |

Figure 38: Test subject weights without shoes ......................................................

Figure 39: Contour program developed by TecMath and example
silhouettes ..............................................................................................................

Figure 40: Reference hard seat dimensions ..........................................................
Figure 41 : Reference hard seat and targeted subject. ........................................
Figure 42: Targeted subject in test buck. ...............................................................

Figure 43: a) Test buck set up. b) Vision task. c) Dashboard and
steering wheel. ......................................................................................................

Figure 44: Rotation of test buck to align with lab coordinates ,,,,,,,,,,,,,,,,,,,,,,,,,,,
Figure 45: Elbow angle definition ............................................................................
Figure 46: Definition of arm splay angle ................................................................
Figure 47: Estimated locations of pelvis landmarks (top view)

Figure 48: Pelvis coordinate system (solid arrows) with intermediate
VGCiOTS (dashed arrows) and targets [10] .......................................................

Figure 49: Estimation of the right HJC from seat trial data ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,
Figure 50: Pelvis angle definition ..............................................................................
Figure 51 : Thorax angle definition ............................................................................
Figure 52: Openness angle definition .....................................................................
Figure 53: Definition of knee angle ..........................................................................
Figure 54: Knee Splay angle ......................................................................................
Figure 55: Ankle and shoe angles ............................................................................

Figure 56: Sagittal view of the lower lumbar joint location in the pelvis
coordinate system ................................................................................................

Figure 57: Location of the lower lumbar joint with respect to the HJC and
pelvis coordinate system ....................................................................................

Figure 58: Locations of lower neck and upper lumbar joints ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

XXV

52

54
55
57

58

59
60
62
63
64

66
67
69
69
7O
71
71

72

73

74
76

 

Figure 59: Estimated locations of the lower neck and upper lumbar
joints [17] ................................................................................................................

Figure 60: Estimation of the lower neck and upper lumbar joints .....................
Figure 61 : Spinal link angles .....................................................................................
Figure 62: Definition of body recline angle .............................................................
Figure 63: Total lumbar curvature ............................................................................
Figure 64: Possible test conditions ..........................................................................
Figure 65: Offset between J826 H-point and subject HJC ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

Figure 66: Example of variation in elbow angles between subject groups;
(a) subject TM01, (b) subject TM14, (c) subject TM17 ________________________________

Figure 67: Variation in thorax angles due to subject anthropometry;
(a) subject TM03, (b) subject TM14, (c) subject TM17 ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

Figure 68: Subject TM26 in the BMW seat (thorax forward); (a) initial
position, (b) increased recline to accommodate upper thorax position"

Figure 692Test subject positioning in the BMW; (a) subject TM08,
(b) subject TM22 ...................................................................................................

Figure 70: Comparison between human and manikin response to a seat ,,,,,,
Figure 71: Standing anthropometric measurements. (a) trochanteric
height, (b) bispinous breadth, (c) chest depth, (d) waist
circumference, (e) hip breadth, (f) forearm-hand length. ............................

Figure 72: Standing anthropometric measurements, (a) foot breadth,
(b) chest breadth

 

Figure 73: Seated anthropometric measurements, (a) biacromial breadth,
(b) hip breadth, (0) C7, T12, and S1 heights ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

Figure 74: Seated anthropometric measurements, (a) heights of the
shoulder, head, and knee, (b) leg lengths, (c) ankle height,
(d) forearm circumference, (e) and (f) head dimensions ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

Figure 75: Targeting of Seat A (Tan LH). ...............................................................

xxvi

 

76
78
79
80
81
82

97

109

124

130

135

138

153

154

154

155

157

 

Figure 76: Targeting of Seat B (Chrysler Town 8 Country) 157

. ooooooooooooooooooooooooooooooo

Figure 77: Targeting of Seat C (BMW 7 Series) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 158
Figure 78: Targeting of Seat D (Gray LH) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, 158
xxvii

 

KEY TO ABBREVIATIONS

 

Annexation Term
ACos ........................................................................................................................ Arc cosine
ASIS ........................................................................................ Anterior Superior lliac Spine
ASPECT _____________ Automotive Seat and Package Evaluation and Comparison Tools
BRA ........................................................................................................ Body Recline Angle
C7 ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, Seventh Cervical Vertebrae
HJC ................................................................................................................ Hip Joint Center
JCI ...................................................................................................... Johnson Controls, Inc.
L1 ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, First Lumbar Vertebrae
L3 .................................................................................................... Third Lumbar Vertebrae
L5 ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, Fifth Lumbar Vertebrae
LLA ....................................................................................................... Lower Lumbar Angle
LLJ .......................................................................................................... Lower Lumbar Joint
LNJ .............................................................................................................. Lower Neck Joint
LSLA ............................................................................................. Lumbar Spine Link Angle
LSP ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, Lumbar Support Prominence
PD ......................................................................................................................... Pelvic Depth
PH ........................................................................................................................ Pelvic Height
PLA ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, Pelvic Link Angle
PSIS ...................................................................................... Posterior Superior lliac Spine
F’W ........................................................................................................................ Pelvic Width
SAE ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, Society of Automotive Engineers
T8 ................................................................................................. Eighth Thoracic Vertebrae
T12 ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, Twelfth Thoracic Vertebrae
TLC ................................................................................................. Total Lumbar Curvature
TSLA .......................................................................................... Thoracic Spine Link Angle
ULA ....................................................................................................... Upper Lumbar Angle
ULJ ......................................................................................................... Upper Lumbar Joint
UMTRl _________________________________ University of Michigan Transportation Research Institute

xxviii

 

1. INTRODUCTION

Seats support diverse user groups, ranging from infants in travel seats to
peOple who are elderly or disabled. These diverse user groups therefore require
diverse designs to appropriately accommodate and support each occupant.
Several authors have cited the need for improved seating to reduce stress in the
spine and its resulting low back pain [20, 22, 44, 45, 70], reduce pressure sores
in the buttocks [19, 70], and improve comfort [19, 79]. The definition of comfort
has even been debated and ranges from the lack of discomfort to actually
improving the health of the occupant.

Due to the various implications, seating is a concern in many markets,
including medical [19, 70], airline [19], office [43, 47], and automotive [27, 36, 39,
44, 50, 53, 60]. There has been a renewed interest in seating since the time
spent in seated positions has increased drastically due to the proliferation of
automobiles and computers, and society has shifted towards white-collar work
and longer commuting distances. However, the methods of seat design have
lagged behind the demands for improved function and comfort. Until recently,
designing seats for comfort was often based solely on subjective measures.
Occupants, such as fighter pilots, would point out where the seat was
uncomfortable and designers would alter the cushion stiffness in that area, in
hopes of improvement [19]. Although this method may have helped that
individual, no records were kept for how to reproduce a seat or what factors a

given size or user group found important.

 

 

Tire aura

renaming a e:
in part by the C0

or the controls.
passenger seats
‘rest chair [79).
The cont
and the Vibrato
development of
1011110 that drivi
01308. Aiihorig
vibration ~11 w
day were more
A consistent p
lumbar discs ;
WES aiiributao
0111 of Shock-a
“(Table of su;
librational loa:
he Spinaj Sires
Owing tc

tree

1.1 A motiv tin

The automotive driver has been described as being physically at rest while
maintaining a constant state of alertness [32]. The driver’s posture is controlled
in part by the constraints of this task—the feet must be on the pedals, the hands
on the controls, and the eyes sustaining the visual demands. The driver and
passenger seats have accordingly been referred to as the “work chair” and the
“rest chair" [79].

The combination of maintaining a constant position for extended periods
and the vibrational environment of an automobile has been implicated in the
development of spinal disc degeneration. Epidemiological studies [44, 45] have
found that driving increases the likelihood of developing acute herniated lumbar
discs. Although there is still some debate over the culprit — poor posture versus
vibration - it was apparent that persons that drove cars at some point during the
day were more likely to develop this problem than those who did not drive at all.
A consistent pattern was also noted between the occurrence of acute prolapsed
lumbar discs and the age of the car driven. It was not possible to tell if this trend
was attributable to improved biomechanical properties of newer cars or wearing
out of shock-absorbing properties in the older cars. In either case, a seat that is
capable of supporting a healthy posture may be better suited to handling
vibrational loads since improper sitting posture has been implicated in increasing
the spinal stress from vibration and road shock [79].

Owing to the fact that posture is highly individualized and difficult to

measure, improvements in seating industries, such as automotive, have been

 

 

  
 

relatvely slow TI
factors in seat o .
has illustrates 3‘
Factors such as '1
improved vehe’e
contours have a
conforms to per
efferent desg'
and vibration c
another when
discomfort, tr.
inducing the 1
severe, the rr
that were 1hr
“919911111 atic

Aftho
44. 45, 70].
they play w:
d‘is'lgn deci
tei‘vi'll'TOiCxI;,3.
WESSUTe me

and their reig

relatively slow to take form. It is the job of the engineer to account for human
factors in seat designs; however, research, such as that by Shen and Vertiz [10],
has illustrated several reasons why seat studies may not directly help engineers.
Factors such as interface pressure and vibration have been reduced due to
improved vehicle dynamics and road conditions over the last several years. Seat
contours have also been designed to accommodate a generic body shape that
conforms to people more closely than previous models. Therefore, when seats of
different designs satisfy the basic requirements of minimizing interface pressure
and vibration discomfort, it is difficult for these seats to be distinguished from one
another when tested for comfort. In the presence of multiple sources of
discomfort, the overall feeling of discomfort is determined by the component
inducing the highest discomfort. However, when none of these sources are
severe, the role of each source on comfort becomes obscure and seat features
that were thought to be unimportant may start playing significant roles in the
determination of occupant comfort and subsequent seated position.

Although it is agreed that seated postures need improvement [19, 20, 22,
44, 45, 70], the lack of acceptance of comfort measures and the unknown role
they play with return on investments has lowered the priority of comfort criteria in
design decision making. Fortunately, significant improvements in measurement
technologies, such as video-based biomechanical analyses, force plates, and
pressure mapping, have increased the acceptance of these objective measures

and their relation to subjective ratings in comfort assessments [19, 21].

 

To create

   
   
 

ease the 111319”
interact with sea:
geometry, and n
location, controls
the vehicle. Uni...
human reaction it
he created that y.

Aiii‘rOugit 3
lonlosis ano ha,
to accomplish. it
have been 065.
Settings and DC
is relatively uni

It has “or
and lumbar 80]
cause even QFE
d93190911 withc
10 not allow CO
angjeI may ca“
aChlell'll-e that r.
Stine unsgppor

meted by sea:

To create computer models that save time and money for prototyping and
ease the implementation of design changes, more information about how people
interact with seats is needed. Predicting the location of occupants, their
geometry, and motion in a car leads to better determination of safety restraint
location, controls reach, and visibility — factors that affect the overall operation of
the vehicle. Until further studies of the effects of seat and interior features on the
human reaction to seats have been conducted and interpreted, software cannot
be created that will appropriately imitate the human response.

Although it is agreed [10, 70] that the ideal seat would promote lumbar
Iordosis and have sufficient adjustments to be comfortable for many people, how
to accomplish this goal is still debatable. Several production and prototype seats
have been designed to incorporate the current information on individual seat
settings and posture; however, the actual response of individuals to these seats
is relatively unknown.

It has been suggested [58] that people may not use the available backrest
and lumbar supports in accordance with the designs. This incorrect use may
cause even greater discomfort to the occupant than if the seat had been
designed without the lumbar support or other key features. Lumbar supports that
do not allow comfortable pelvis rotation, given the subject selected backrest
angle, may cause the occupant to shift forward in the seat, consequently
achieving that individual’s desired pelvis orientation but leaving the lower lumbar
spine unsupported. The purpose of this study was to measure posture as it is

affected by seat and interior package factors for a range of subject sizes. The

 

current stuc"
in posture 0.

posters. a"

current study uses a video-based data collection system to examine the changes
in posture due to lumbar prominence variations, package settings, hand and leg

positions, and size of occupants.

 

 

 

Video-be
determine the 27"
to the human be
covered tutti nu"
around the circu'
smmsmhne
the body saga-e
orientation with.
theretore great:

system by Mao

Fluure 1' ya
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in some

in «‘
31938 inS’a
t .".

2. BACKGROUND

2.1 Motion Data Acguisition

Video-based motion analysis systems are often used in biomechanics to
determine the three-dimensional coordinates of retro-reflective targets attached
to the human body. The retro-reflective tape used to make these targets is
covered with numerous glass beads that reflect the infrared light emitting from
around the circumference of each camera lens, refer to Figure 1. Since these
systems only measure the target locations, the assumption must be made that
the body segments are rigid and the targets maintain a constant relative
orientation with respect to the underlying bones. The choice of bony landmarks
therefore greatly impacts the reliability of the resulting data. The Qualisys

system by MacReflex [55] was used in this study.

   

(a) (b)
Figure 1: Video-based motion analysis target (a) and targeted test subject (b).

In some cases, targets are not visible to the cameras. A probe was used

in these instances to reach the desired location. Point P, shown in Figure 2, was

   

calculated by ’~'

the probe-

Figure 2: Ca‘. 117‘

2.2 Anatom

2.2.1 Anatomica

The post
planes shown rr

is the plane tha‘

plane is any yer

the body into a1

let

19d at the ii
of the may. 11

portions by the

tentenine, of ti

ltiilve poster
lo the trunk of]

10 the 1TUlik. (~31

calculated by tracking the locations of targets A and B and knowing the length of

the probe.

P

 

A B
e e
v j
W
L

Figure 2: Calculating a probed location.

2.2 Anatomy

2.2.1 Anatomical Positioning

The position and movement of the body are described by the anatomical
planes shown in Figure 3. The mid-sagittal plane, or median plane, of the body
is the plane that separates the body into the left and right sides [16]. A frontal
plane is any vertical plane perpendicular to a sagittal plane. This plane divides
the body into anterior and posterior sections, with anterior facing toward or
located at the front of the body and posterior facing toward or located at the back
of the body. The body is also divided into upper (superior) and lower (inferior)
portions by the transverse plane. Medial refers to closer to the median plane, or
centerline, of the body and lateral is away from the center of the body. The
relative position of the body segments is described by telling which part is closer
to the trunk of the body or to a major joint. Proximal refers to a part that is closer

to the trunk, with distal being further away.

 

 

lFi'aors‘

iShOGZC

 

 

Sagittal
Midline Superior Frontal Plane
A

1
Lateral "(E1— Medial Anterior { tI

Right Left 6\ ;.
$ I

Inferior

  
 
 
 
  
   

Posterior

 

Distal

 

 

 

 

 

/4 Proximal

Transverse

L . Plane
F 7

Figure 3: Anatomical planes of the body [67].

 

 

 

 

 

 

 

2.2.2 The Head

The Frankfort plane of the head is defined as a plane through the
infraorbitale landmark of the eye and the tragion landmarks of the ears as shown
in Figure 4 below. The head is often considered level when the Frankfort plane

is horizontal.

   

Frankfort Plane

Figure 4: The Frankfort plane of the head.

 

2.2.3 Th

9
enSurer
the sub;
11591.1 80
the sub
1281810:

E
W0urd t

The test

2.2.3 The Upper Extremities

When targeting the body, care must be used in target location selection to
ensure visibility to multiple cameras and not affect the motion or positioning of
the subject. For example, when targeting the elbow only the lateral surface was
used so as to be visible to the cameras and not have the target knocked off when
the subject moved his/her arms. The lateral epicondyle of the humerus was
therefore used in this study (refer to Figure 5).

Similarly, the wrist was located with the ulnar condyle since this landmark
would be visible to the cameras, is easily identified, and of limited interference to

the test subject.

Humerus

/ Lateral Epicondyle
of the Humerus

     
  

Olecranon
Process of
Ulna (tip of
Elbow)

 

/
Ulnar Condyle of the wrist
(b)

(a)
Figure 5: The elbow joint [25] (a) and the wrist joint [76] (b).
2.2.4 The Lower Extremities
In the knee joint, the distal end of the femur has lateral and medial
condyles as shown in Figure 6 (a) and (b) below. These condyles are palpable

landmarks and can therefore be used as target locations to locate the femur. In

 

either remoral ’5

knocked oft V ‘3‘

Lateral
Femoiai
Condvie\

Tibia/

Figure 6: Anatr

The upo
the acetabulurr
detail with the r

The loca
analysis of this

With the ball of it

of 1001 target wa:

visible to the can

cases where the internal joint motions are to be examined, three targets would
be needed on each bony segment; however, for a simplified sagittal analysis
either femoral condyle is sufficient to locate the knee joint. The lateral condyle
was chosen for this study to maintain visibility and prevent the target from being

knocked off when the subject moved around the test space.

     
     

Lateral
Femoral Head of
Condyle\b .- Medial the femur
2‘ ‘~“ Femoral (connects
. Condyle to pelvis)
, 1;: :/‘I /Fibula
Tibia/V " "

(a) (b)
Figure 6: Anatomy of the (a) knee joint [46] and the (b) femur [26].

The upper head of the femur has a smooth spherical surface that fits into
the acetabulum of the pelvis to form the hip joint. This will be discussed in further
detail with the pelvis, refer to Figure 6 (b) above for a view of this bone structure.

The location of the ankle and foot are also of interest in a biomechanical
analysis of this nature. The lateral malleolus is often used to locate the ankle
with the ball of foot being used to locate the rest of the foot. For this test the ball
of foot target was placed on the lateral side on top of the shoe in order to be

visible to the cameras as shown in Figure 7.

 

Figure 7: Lanc

2.2.5 The Thc

The an;
Comprised oft
sternum ,lOitts
referred to as .
become iusec
the Sternum w.
often not ViSibr'

Cameta View (1

Flrst

91".

ebrae 1T1).

   
    

Lateral Malleolus

Ball of Foot "
Figure 7: Landmarks of the ankle and foot [3].

2.2.5 The Thorax

The anatomy of the thorax, or ribcage shown below in Figure 8, is
comprised of three bony structures: the spine, the ribs, and the sternum. The
sternum joins the left and right ribs on the front of the body, with the top portion
referred to as the manubrium. The manubrium and the body of the sternum
become fused by adulthood [16]. The sternal notch and a point mid-way down
the sternum were chosen for this study. The xyphoid was not used since it is
often not visible on female subjects. The xyphoid is also typically blocked from
camera view during testing, due to the arms in the driver position. The ribcage

was also assumed rigid [75].

First Thoracic

  
 
  
 

 

 

 

Vertebrae (T1)\ Sternum figgraal
Manubrium
“' a of Sternum
1:3:ng 1““ Acromion . Body of
Vertebrae of Scapula I Sternum

 

' Xyphoid
Process of
I' Sternum

(T12) \ .

First Lumbar x7233. . .. _
Vertebrae (L1) egg, .,

a) (b)
Figure 8: Thorax anatomy; side view (a) [62] and frontal view (b) [8].
11

   
  

2.2.6 the Sol-"re
The Spit-6
101-071.1)”etv
vertebrae tSl -5
between the yen.
add to the mob
thoracic region it
limits motion oil
by the connectc
sacrum cornp'te:
tone. The coo:
heed to the sa:
Each reg
demonstrated '11
Concave towarc
thrphotic) thel

shown in Figure

--\ 'd—KEAL L .

Flcure 9; The i

2.2.6 The Spine

The spine is typically comprised of seven cervical vertebrae, denoted as
(C1 — C7), twelve thoracic (T1 — T12), five lumbar (L1 — L5), and five sacral
vertebrae (S1 — 85), as shown in Figure 9 below. In the lumbar region, the discs
between the vertebrae are about one-third of the thickness of the vertebrae and
add to the mobility of the lumbar spine [16]. The thickness of the discs in the
thoracic region is only about one-sixth of the vertebral thickness and significantly
limits motion of the thoracic spine. Mobility of the thoracic spine is further limited
by the connection of these vertebrae to the ribcage. The fused vertebrae of the
sacrum complete the pelvic ring with the two ilia, while the coccyx completes the
spine. The coccyx is usually formed from four small bones, fused together and
joined to the sacrum.

Each region of the vertebral column has a characteristic curvature,
demonstrated in Figure 9. When standing, the cervical region is typically
concave toward the back, referred to as Iordosis. The thoracic region is convex
(kyphotic), the lumbar region is again concave, and the sacrum is convex as

shown in Figure 9 (b).

 

 

 

‘ ’ Cervical Vertebrae

Thoracic Vertebrae

1' V Lumbar Vertebrae

' gar Sacrum
' i “ Coccyx
(a) (b) (C)
Figure 9: The vertebrae of the spine, (a) anterior, (b) left lateral, (c) posterior view [73].

12

 
 
 

 

 

 

 

 
     

2.2.7 The Pen.

The pet.
of the iliac crest
are often used t

located and tag

in Figure 10 be :

 

Fltitre to: Fro:

A third I
dimehsionai 31
The first Sacra‘
C9519f iHJC).
beeren the

le
meat.

2.2.7 The Pelvis

The pelvis has two bony protrusions (one on each side) at the frontal edge
of the iliac crests. These protrusions are the anterior superior iliac spines and
are often used to locate the pelvis in biomechanical studies since they are easily
located and targeted with minimal privacy invasion to the test subject, as shown
in Figure 10 below.

Anterior Superior . -
lliac Spine (ASIS) 5...,

       
  
 

Mi . Posterior

2,; . Superior

gt? Iliac Spine
' Pubts (PSIS)

Acetabulum

v; W Pubic

Symphysis lschial
Hip Joint Center Tuberosrtres
(a) (b)

Figure 10: Frontal view of the pelvis (a)[6] and side view (b) [54].

A third point on the pelvis is necessary to determine its position in three-
dimensional space. The most commonly used options are the pubic symphysis,
the first sacral vertebrae on the back, either ischial tuberosity, or either hip joint
center (HJC). As can be seen from Figure 10, the pubic symphysis is the joint
between the legs where the front portion of the left and right sides of the pelvis

meet.

13

 

   
    

Since us
test subject to o
between his or
the back oi the 1 -
excluded from u
tenure that press
estimated from r
study as it car. c
idler be d.'scuss
hemlslittere w“.
2.3.1 Seared;

The she
rotation of the
trunk in stand;

Figure 11(a). l

Since use of the pubic symphysis in a biomechanical study requires the
test subject to be comfortable with the privacy invasion of placing a probe
between his or her legs, it was excluded. Use of the S1 landmark requires that
the back of the test subject be visible during testing so this option was also
excluded from use. Methods involving locations of either ischial tuberosity [10]
require that pressure mat data also is collected and the ischial tuberosity location
estimated from peak pressure values. The right HJC was therefore used in this
study as it can be estimated from the ASIS and femoral target motion data as will
later be discussed. In these cases the acetabulum is assumed to be a

hemisphere with the HJC defined as the center of the acetabulum [49].

2. Th Bi m ch ni s of ittin an Seat Desi n
2.3.1 Seated Posture

The shape of the lumbar spine during sitting depends, in part, on the
rotation of the pelvis. Lordosis of the spine is usually required to balance the
trunk in standing since the sacral endplate is typically inclined forward, refer to
Figure 11(a). Radiographic studies [17] have verified that the pelvis rotates

rearward and the lumbar spine flattens, relative to normal standing Iordosis,

 

when sitting.
u . .
11 ”ex “
N \T ‘: 21:} ’S—-§D\
1, W: 1‘ (C 101%

 

(a) (b) (C) (d) (6)
Figure 11: The pelvis and lumbar spine when (a) standing; (b) sitting relaxed,
unsupported in the middle position; (c) sitting erect, unsupported in the middle
position; (d) sitting in the anterior posture; (d) sitting in the posterior posture [17].
14

The turn:
thigh and trunk .
and the backres.
together it the Si
higher than the .l
As the kr
of the pelujsI {0‘

curvature 1361 a

. /

assert

‘\

A

3
l

_... .s‘isi‘ffi? ' '—

Figure 12:
[17].

r
r

m
_t
(I)

With the
tuberosity is Co
hips flexed in if

superolateralty 1
covered by skin
the ischial tuber

Which lies over tr

 

The lumbar spine is easily forced into flexion if the angle between the
thigh and trunk is less than 90 degrees [78]. Even if the angle between the seat
and the backrest appears large enough, the thigh and trunk may be too close
together if the seat is too soft or too low to the floor so that the knees are much
higher than the hips.

As the knee straightens, the hamstring muscle pulls forward on the bottom
of the pelvis, rotating the top of the pelvis rearward and reducing lumbar

curvature [36] as shown in Figure 12 below.

 

Figure 12: Effect f hamstring tension on pelvis positioning and lumbar curvature
[17].

With the hip in the extended position, such as standing, the ischial
tuberosity is covered by the gluteus maximus muscle [79]. However, with the
hips flexed in the sitting position, the gluteus maximus muscle slides
superolaterally off the ischial tuberosity. The ischial tuberosity is therefore only
covered by skin and fat tissues when sitting. Prolonged, localized pressure over
the ischial tuberosity may cause inflammation of the ischiogluteal bursa [79],

which lies over the sciatic and posterior femoral cutaneous nerves. This

15

 

  
   
   

condition one
conlused W '
gluteal muscle
with thick ”TUSC.
A prince
prolonged SPF-a-
intravertebrai dis
forward and the
The head is the:
tension. Upper
pelvic tilt, thus 1
upper spine an.
In gener
individual seat.
not only has to
must also prov
heck. shoulde:
and work area

considered wt

tasks.

23.2 Muscle L
Althoug'r

idiustabriiry, be

condition produces pain over the buttocks and posterior thighs and is easily
confused with a herniated disc. Individuals with small ischial tuberosities or thin
gluteal musculature or fat will usually develop pain sooner that those individuals
with thick musculature, fat, or broad ischial tuberosity surfaces.

A principle cause of low back pain is thought to be slouching as it involves
prolonged spinal flexion. This posture leads to increased loading on the
intravertebral discs and ligaments of the back [48]. The upper torso also rotates
forward and the abdominal contents move up into the chest, impairing breathing.
The head is then forward of the base of the neck, leading to neck and back
tension. Upper trunk posture results from a combination of spinal flexion and
pelvic tilt, thus incorrect posture in the lower back can lead to discomfort in the
upper spine and neck if a specific vision task is required.

In general, posture depends not only on chair design, but also on
individual seating habits and the tasks to be performed [17]. The driver’s seat
not only has to provide a position for access to vehicle controls and visibility, but
must also provide enough support to operate these controls. The position of the
neck, shoulders, and upper and lower extremities depend on the specific task
and work area location. Therefore, a seat and its associated posture must be
considered within the context of the remainder of the vehicle and the required

tasks.

2.3.2 Muscle Loading
Although anthropometry must be accounted for in terms of seat

adjustability, basing a seat design solely on these measures ignores the fact that

16

 

 

 

siting is a dyt.‘
conpounded b,
are recorded w .
elbows at 90 de
loading will occ.
1&8. T9]. Anders
abdominal press
while loading the
measurements t
Having tr
shoulder musctl
muscles in the t
tension in the s
lschial tuberos’:
the upper front

8“91th can at:

2. 3.3 Pressure

Pressur
Circulation is r
interferes with

lead 10 cell Che

mbeTOSltles are

pr essure,

sitting is a dynamic activity that influences the comfort of a seat [79]. This error is
compounded by the fact that anthropometric measurements (refer to Appendix A)
are recorded with the trunk vertical and the angles of the hips, knees, ankles, and
elbows at 90 degrees. When the body is not properly supported, static muscle
loading will occur as various muscle groups act to maintain or restore stability
[48, 79]. Andersson, et al., [2], measured the intradlscal pressure, intra-
abdominal pressure, and myoelectric activity of posterior muscles of the back
while loading the spine in different fixed postures and found that these
measurements all increased when the spinal flexion angle was increased.

Having the arms extended fonlvard in front of the body puts tension on the
shoulder muscles and may cause the torso to slump forward while straining the
muscles in the shoulder and neck area. Proper arm support not only relieves
tension in the shoulders and neck but also decreases body weight passed to the
ischial tuberosities and helps prevent slumped postures in the upper trunk so that
the upper trunk then shifts weight to the backrest [79]. Adding proper foot

support can also improve use of the backrest.

2.3.3 Pressure

Pressure in the body may restrict blood flow and compress nerves.
Circulation is necessary for normal cellular metabolism so any condition which
interferes with the circulation that provides nutrients and eliminates wastes may
lead to cell changes that cause pain or discomfort [48]. Since the ischial
tuberosities are closest to the seat surface they often experience the most

pressure.

17

Dmmno
subjects contpa
balanced seat.r
distributed ove:
uneven press:
tried to main-ta
defined as "co
examined by l
dlstributed an]
contortabte s
dlSt'ibution. 1
Oleratll seat 0

Pressure of tr

23.4 Sear P5

Leg 3L"

backs of the 1

lower '99 is or

this onld llite

Cllair h.
decreaSe in kn
the ischial lobe

to the Extent the

Drummond and co-workers [21] measured pressure distributions of normal
subjects compared to clinical patients to determine some characteristics of
balanced seating. Normal trunk balance was reflected by equal pressure
distributed over the right and left sides, with poor balance recognized as either
uneven pressure or a posterior shift in the center of pressure while the individual
tried to maintain stability. The pressure distribution of two seats that had been
defined as “comfortable” and “uncomfortable” by subjective measures were
examined by Park and Kim [53]. It was found that the body pressure was well
distributed and symmetrically centered on the ischial tuberosities in the
comfortable seat. The uncomfortable seat had an asymmetric pressure
distribution. These researchers found a statistically significant relation between
overall seat comfort and the pressure of hip and lumbar regions relative to the

pressure of the entire cushion.

2.3.4 Seat Pan

Leg support is a critical factor in reducing the load on the buttocks and the
backs of the thigh [17]. The feet should be supported so that the weight of the
lower leg is not sustained by the front part of the thighs resting on the seat, as
this would interfere with blood flow in the legs and lead to numbness.

Chair height is also important since having the seat too low causes a
decrease in knee and hip flexion angles and transfers the weight of the trunk to
the ischial tuberosities and flexes the spine towards kyphosis [79]. Having the
seat too high (or the seat pan too long) puts pressure on the backs of the thighs

to the extent that the occupant tends to slide forward in the seat. This results in

18

irrprc
press
the s;

dzscc
nerve
DTEVE

wth 1

A88

lt‘. [tip

ll‘ferr

2.3.5

back

lens.-

improper use of the backrest, low back pain due to kyphosis, and excessive
pressure localized to the gluteal region posterior of the ischial tuberosities and on
the sacrum if the posture is maintained long enough [17, 78]. lschemia and
discomfort from tissue distortion quickly follows [79]. Should the pressure
impinge on the back of the knees, the legs may swell and pressure on the sciatic
nerve may cause pain. The seat pan should also be inclined slightly rearward to
prevent forward sliding in the seat and keep the occupant’s back in full contact
with the backrest.

The horizontal seat belt strap is designed to be positioned on or below the
ASIS of the pelvis [79]. Slouching or a cushion that is too soft can produce slack
in the belt and a high probability that the seat belt will end up across the
occupant’s abdomen. In a crash, this positioning could result in serious or fatal

internal injuries.

2. 3.5 Lumbar Support and Backrest Inclination

It has been found that an appropriate backrest angle lowers stress on the
back, which can be further reduced by the addition of a lumbar support [17].
Conversely, changes in backrest inclination can shift a lumbar support along the
lumbar spine so much that it may no longer be in the lumbar region at all. As
long as the lumbar support is somewhere within the lumbar region, the precise
location was found to be of little importance in this study.

However, in driving, upper sacral support is critical to help stabilize the
pele and lumbosacral joint [79]. Appropriate backrest recline and lumbar

support can reduce spinal stress from road shock and vibration by distributing

19

loads and 179‘
posture (refer
sacrum and ill
support and P
for the saCrUlT
requirement.
buttocks may
occupant wou
support in a c
A myor
paraspinal or.
interaction be
experimental
and vertically
angle through
on 12 back on
has found to l
backwards fro
in seat pan jnc

alites, the El.‘

ionrtrtoted

Signals my C
1 e'

c ,
m and llapezyi

loads and preventing the coccyx from bearing weight, as it would in a kyphotic
posture (refer to Figure 11 (e)). It has been suggested [79] that the upper
sacrum and the posterior iliac crests must contact the backrest for appropriate
support and positioning. An open or recessed space below the lumbar support
for the sacrum and buttocks is therefore necessary to meet this contact
requirement. Lumbar support designs that do not allow extra space for the
buttocks may position the occupant further forward on the seat. As a result, the
occupant would be too far forward from the headrest to receive suitable head
support in a collision.

A myoelectric analysis performed by Hosea and co-workers [32] on
paraspinal musculature associated with automotive driving revealed a complex
interaction between the thoracic and lumbar regions of the back. An
experimental driver’s seat with a lumbar support that adjusted both horizontally
and vertically was used while forcing the subject to maintain a constant knee
angle throughout all test positions. Electromyography (EMG) data was collected
on 12 back muscle groups during the 3.5 hours of driving. Minimum EMG activity
was found to occur with the backrest angled between 120 and 130 degrees
backwards from a forward horizontal for all regions examined. Although changes
in seat pan inclination were not found to have any significant affect on joint
angles, the EMG signals showed lower activity when the angle was increased
from 14 to 19 degrees. Various levels of lumbar support gave minimum EMG
signals with cervical and thoracic regions having minimums at 3 cm, lumbar at 5

cm and trapezius at 7 cm of lumbar support.

20

ll
oackres
lt‘iaintair

E
Althoug
part of t
lOWEF be
contact

Will“. poc

It has also been recommended [79] that passengers use a slightly greater
backrest recline than drivers. Since it is not necessary for passengers to
maintain alertness, they should take advantage of a more relaxed posture.

Some seats have been designed with a moveable upper thorax support.
Although this may bring the headrest closer, a forward inclination of the upper
part of the backrest tends to push on the upper trunk and shoulders, causing the
lower back to move away from the backrest and have difficulty maintaining
contact with the lumbar support. Kyphosis of the lumbar spine would then result

with poor pressure distribution over the seat and backrest.

2.4 Seating Tools Development
2.4.1 Early Seating Tools

The Society of Automotive Engineers (SAE) originally intended the 2-D
drafting template and 3-D manikin (SAE J826 H-point machine) shown in Figures
13(a) and 13(b), respectively, to be used for occupant accommodation in vehicle
interiors [64] and not as measures or indications of seating comfort. However,
due to the lack of more appropriate tools, these SAE devices are often employed
to represent human geometry during seat design. Usage of these devices in this
manner can result in a failing seat design for two main reasons. First, these
devices were built to represent the body dimensions of only one size group of
people — medium stature and medium weight males with various leg lengths —
thus ignoring the influence on posture of different physiques. Secondly, these

manikins do not have a sufficient number of torso articulations to interact with a

21

seat surface a
occupant in tt

forward step:

Flgive-13;

manikin 1
measure
have be
the Dim:
accom.

 

seat surface and therefore they do not represent the positioning of a human
occupant in that seat. When used for seat designing, the flat lumbar regions and

forward sloping torsos result in seats that promote slumped postures.

 

(a) (b)
Figure 13: SAE tools. a) 2-D drafting template and b) 3-D manikin [64].

Seats designed with a contoured back or lumbar support rotate the SAE
manikin forward, as shown in Figure 14 (a) below, precluding the necessary
measurements required to meet industry standards. Therefore a seat that may
have been comfortable fails to meet industry specifications and may never reach
the production stage. The incompatibility region of Figure 14 (b) must be
accounted for if a manikin such as J826 is to be used for seat design and

inspection.

22

l'. \\ CO"
‘. ‘~ sear
l

shat

Figure 14: Incor‘.

2.4.2 Time Effe:
Seatpos
the Universrty o
66). Although 2
conditions, date
the presence 0"
Wachsle
Subjects were i
siting and aga'
seat. Ratings r
after four hours

on the basis of

Common
seat

hape //7

  
    
 

Common
human

model Incompatibility

(a) (b)
Figure 14: Incompatibility between seats with lumbar supports and the J826 manikin.

2.4.2 Time Effects

Seat positions that were selected pre- and post-driving were examined by
the University of Michigan Transportation Research Institute (UMTRI) [59, 60,
66]. Although a small difference was found between pre and post-driving
conditions, data suggested that this difference was due to other factors such as
the presence of a seat belt and the initial position of the seat.

Wachsler and Learner [74] investigated the ratings of seating comfort.
Subjects were asked to rate the comfort of several seats after five minutes of
sitting and again after every hour for as long as the subject could tolerate the
seat. Ratings made after five minutes were essentially the same as those made
after four hours of sitting, allowing prediction of fairly long-term effects of sitting

on the basis of a short time sample.

23

2.4.3 Textile Influences

Affects of seat covering materials on the position of the occupant have
been examined by Hur and Park [39], who experimentally surveyed 408 people
on their preferences of seat coverings and evaluated these textiles. Of those
surveyed, 145 preferred leather, and 135 preferred woven fabrics, with the rest
preferring pile knits and other unlisted fabrics. Of those ranking leather the
highest, many did so due to the fact that they associated it with luxury, with the
second reason being softness. Woven fabrics were chosen mostly for softness.
When temperature tests were performed, in which each textile was placed in
contact with a copper plate set at body temperature, only slight differences of
less than 2 degrees were found. A sweat test was also performed to examine
water vapor transmission and air permeability. Woven fabrics had the fastest
water vapor diffusion and were a close second to pile knits for airflow. However,
it was determined that these factors would only come into play in a hot and
humid environment, therefore not a test issue in a laboratory environment of

relatively constant temperature.

2.4.4 Seat Factors

Seat factors are those parameters of seats that influence occupant
posture by affecting spinal curvature, torso posture, and position of the hip joint
center. Experimental conditions for measuring these factors were examined by
Michigan State University [35] and used to select a broad range of seats for the

current study. The back angle, cushion angle, and H-point location can be found

24

 

from the existing
[mortant in desr
seat and the ver
identified two or!
or lumbar promi
point along the

anntre
lumbar promrne
prominence the
to be related to
mechanism ma
prominence bu
support was th
relatively stable
then the back i
maintain conta
areas and lack
greater lumbar
Mflhgmba

Reed, e
GESbboard, ste.

influence or lurr

simulation test,

from the existing J826 manikin. Additional seat factors determined to be
important in describing the seat pan were the H-point deflection relative to the
seat and the vertical stiffness under the H-point and knee axes. This study also
identified two other factors necessary for describing the seat back— the amount
of lumbar prominence and the location of the lumbar prominence above the H-
point along the back angle.

From their automotive seating study, Shen and Vertiz [71] found that a
lumbar prominence of 20 mm was favored. The preference of less lumbar
prominence than expected from Andersson’s suggested 50 mm [1] was thought
to be related to how the prominence is accomplished since using a rigid
mechanism may cause discomfort. They found that the subjects liked the lumbar
prominence but found the method used to obtain it objectionable. The lumbar
support was thought to carry a large amount of torso load and maintain a
relatively stable back posture and pelvis. If the lumbar prominence is too great
then the back may be pushed forward so far that the rest of the back cannot
maintain contact with the seat, leading to uncomfortable pressure in the lumbar
areas and lack of support on the other body regions. The authors noted that
greater lumbar prominence might be preferred if it is achieved through soft
padding and a flexible lumbar mechanism.

Reed, et al., [59, 60] used a test buck with minivan dimensions, a
dashboard, steering wheel, and accelerator and brake pedals to examine the
influence of lumbar support on driving posture. Results from a one-hour driver

simulation test, using lumbar prominence settings from 0 to 45 mm, revealed that

25

 

 

’l

the initial postures

measured throughc

 

 

 

trials where the tum
support was vertrca
were pooled roger?"
difference betweer
tangent to the pos
found that a 45 mr
corresponding am
tend to conform tc
difficulties in esta!
suggested that EU
lumbar support e‘.
was determined t
data suggested tl
aWOaCh the ave
Support, Pressur
inhibit rearward 1
resulting hamsgm
heights would Ca
Shift forward an a

When the lUllear

the initial postures chosen by the test subjects were very similar to postures
measured throughout the hour. No significant differences were found between
trials where the lumbar support was fixed versus those cases where the lumbar
support was vertically adjustable, or between subject size groupings, so all data
were pooled together. Lumbar prominence was defined as the maximum
difference between the curved lumbar region of the seat and a reference line
tangent to the posterior curves of the buttocks and thorax. These researchers
found that a 45 mm lumbar prominence did not result in a posture with a
corresponding amount of Iordosis, suggesting that the test subject’s back did not
tend to conform to the seat. The small change in subject back contours, and
difficulties in establishing consistent reference lines for a seated subject,
suggested that lumbar Iordosis and back contour may not be good measures of
lumbar support effectiveness. The relative orientation of the pelvis and thorax
was determined to be the more appropriate method. The authors thought their
data suggested that the average seated lumbar Iordosis for drivers would not
approach the average standing Iordosis, even with a well designed lumbar
support. Pressure mat data suggested that the test seat did not substantially
inhibit rearward thorax rotation. Accounting for the effect of knee angle and
resulting hamstring tension on pelvis orientation, it was assumed that lower seat
heights would cause even less lumbar Iordosis. The hip joint center was found to
shift fonrvard an average of 11.4 mm and upward an average of 3 mm in the seat

when the lumbar prominence was at its peak compared to a flat backed seat.

26

 

McNally [5'
prominence in at;
instructed to sit w
positively correla‘
relative orientate
body segments n
correlation. This .'
of the thorax and
Feeds study pro
Produce more d g
body shape mjsrr
flexion. Thereforl
ShOUid be examin

The idea 1)
and

Thorax, insto

a
,4
u

Bio”let‘vll'irlicall

y I
Hubbard [33]. Th:

 

McNally [50] performed a study on mid-sized males to determine if lumbar
prominence in automotive seats affects posture. In this study the subjects were
instructed to sit with their pelvis fully into the seat. It was found that posture was
positively correlated to lumbar prominence if the parameter considered was the
relative orientation of body segments to each other. However, orientations of
body segments relative to arbitrary directions, such as vertical, did not exhibit this
correlation. This agrees with the findings of Reed [59] that the relative orientation
of the thorax and pelvis should be the parameter for measuring spinal posture.
Reed’s study prompted his statement that a highly prominent, firm support may
produce more discomfort as a result of pressure concentration due to seat and
body shape mismatch than would be eliminated by reductions in seated spine
flexion. Therefore, alternative methods of producing seated lumbar Iordosis

should be examined.

The idea that spinal curvature can be achieved by positioning the pelvis
and thorax, instead of the lumbar region, was demonstrated with the creation of a
Biomechanically Articulating Chair (BAC), prototyped for seating research by
Hubbard [33]. This seat was equipped with thigh, pelvic, lumbar, and thoracic
segments that articulate with the occupant, with the thorax and pelvis supports
having a one-to-one counter-rotation. Experimental studies using this seat in the
automotive environment will be discussed in the following sections. For further
information on this concept applied to the office environment the reader is

referred to Bush, at al., [84].

27

2.4.5 Package

Packer
previously mr
type. will cha
Pelvis oriente
and vision ta
interior but n
been used if
armrests me
2530 fierce

upper back .

2'4-6 Hllma

The
surface Cas
Shin Contog
Cleateo [0 ,

However, if

b0dy Shape

2.4.5 Package Factors

Package factors refer to interior components of seat placement [35]. As
previously mentioned in Reed’s work [59], seat height, which varies by vehicle
type, will change the occupants posture due to the change in knee angle and
pelvis orientation from hamstring tension. Package factors also include reach
and vision tasks, although these are usually considered when designing the
interior but not the seat. Seat height and steering wheel-to-pedal distances have
been used to predict driver selected fore-aft positions [27] if Proper usage of
armrests may also play a prominent role since they have been found to reduce
25-30 percent of the pressure under the ischial tuberosities [77] and reduce
upper back and neck pain [78].
2.4.6 Human Models

The University of Michigan Transportation Research Institute used seat
surface casting and photos of anthropometric landmarks to determine exterior
skin contour points for crash dummy development [6769]. Body shapes were
created to represent the mid-sized male, large male, and small female.

However, the seats used did not have significant lumbar prominences so these

body shapes tend to represent slumped postures as shown in Figure 15.

28

 

Figure 155 L

While
computer gTE
spine was ill
anatomical l
69) were use
The model i
center mobi
one counter

compared it

Contour sur

UMTRI'S 5C

model: one

to specify th

horizontal ar.

noted that a s

Contour.

V

Figure 15: UMTRI mid-male body contour [67].

N

While at Michigan State University, Haas [31, 36] developed a 2-D
computer graphics model (JOHN) and a mid-sagittal spinal motion program. The
spine was modeled as a chain of links with fixed lengths, therefore fixing the
anatomical joint centers of rotation with respect to the vertebra. UMTRI data [67-
69] were used to locate the cervical, thoracic, and lumbar spinal joint centers.
The model incorporated a uniform distribution of lumbar rotation, ignoring joint
center mobility and sacral motion, with the thorax and pelvis moving in a one-to-
one counter-rotation. The length of the lumbar spine was increased by 30 mm
compared to the UMTRI data, moving the bottom of the pelvis closer to the body
contour surface, giving a more realistic tissue thickness of 20 mm compared to
UMTRl’s 50 mm. The following parameters were then needed to position the
model: one to specify the total lumbar curvature (TLC, shown in Figure 16), one
to specify the torso recline angle (TRA), one for the head tilt (HA), and the
horizontal and vertical positions of the hip joint center (HJC) in space. It was
noted that a slouched posture is required for the JOHN model to fit into the SAE

COHtOUf.

29

 

Hb
bone 16; JC

The wet
with legs. She.
his moc‘el. 91
added to rear
”(bib Theg.
Uwymmpm
Similar to lhe
amounted f,

incl"dried, lhr

Skull

 

Cervical Spine

TRA
[87 t Thorax

> Lumbar S ine
>\ P

TLC
HJC \fi } Pelvis

Figure 16: JOHN 20 computer model [36].

 

The work of Haas was continued by Boughner [9] to make a 30 model
with legs, shoulders, and arms. A motion program was also created to articulate
this model, given parameters that define TLC, TRA, and HA. Ellipsoids were
added to represent the muscle groups of the legs and buttocks (refer to Figure
17(b)). These ellipsoids were chosen to represent the underlying contours of the
body and provide an easily scalable method of maintaining muscle volume
similar to the body. The effect of hamstring tightness on knee and hip angle was
accounted for by limiting the lengths of the muscles. Although tendons were

included, they were modeled as straight lines, so extreme postures were not

Gluteal

Muscle
‘ Hamstring
Muscle

Calf
Muscle

realistically portrayed.

   
  
  
 

Quadriceps
Muscle

 

(b)
Figure 17: a) 3-D John skeletal model [36] and b) sketch of muscles modeled as

elli soids [36].
p 30

 

A 2-0 1
JOHN comp.
were also ad
torso at disc:
sized male Lr

contact.

Figure 18
COlllour, (l

Fri
replesen'
"lUScle a
DlOgram ‘
Sagftial p;
WES alSo E

all if
d‘aee;

A 2-D template was developed by Bush [11, 36] to represent the 20
JOHN computer model, refer to Figure 18. A vertebral column and back muscles
were also added to JOHN 3-D with skin generated to cover the backside of the
torso at discrete TLC increments. The skin contours represented an average-

sized male in a seated posture with deformed soft tissue due to seat-body

contact.

 

 

 

 

 

(a) (b) (C)
Figure 18: Bush [36] 2-D template, (a), and 3-D JOHN back muscles and skin
contour, (b) and (0).

Frost [28] reconfigured the JOHN model to be more anatomically
representative of an average-sized adult male skin contour while retaining the
muscle and bone definition noted in Bush’s model. A contour articulation
program was created so that the external skin contour could be articulated in the
sagittal plane to match the underlying musculo-skeletal systems. This program
was also expanded to include the contours of both the small adult female (JANE)

and large adult male (JERRY), shown in Figure 19.

31

 

l

1!}

it

Figure 19: ll
Gedra

len mid-sizer
legions of th
T12‘) supper
thorax guppy
were compa
necessarily
FUrtl
CO"lllllier n
”Omit/ping
he manikir
pl0ducyy0n ;
Comp'dler if
such as lhe
SUppon may

 

Figure 19: JANE, JOHN, and JERRY skin contours [34].

Gedraitis [29, 34] studied the postures of the thorax relative to the pelvis in
ten mid-sized males who were placed in a test seat that could support various
regions of the torso. Positions included a straight back, upper thorax (T6 and
T12) support, lower seat back support (S1 and L3), or both the upper and lower
thorax support. Findings showed that the subjects could attain postures that
were compatible with the JOHN models, but the patterns of motion were not
necessarily coupled as in JOHN.

Further development followed when Ekern [23] created 20 kinetic
computer models of the SAE J826 manikin and JOHN, refer to Figure 20. Before
prototyping is done, this JOHN model can be used by a seat designer to predict
the manikin’s position in a seat. JOHN was used to compare a current
production seat designed with SAE tools to an articulating prototype seat (BAC
computer model). The results of this effort demonstrated that an adjustable seat,
such as the BAC [33], can support a greater variety of postures and that a lumbar

support may not be as effective as supporting both the torso and pelvis

separately [24].

32

Figure 20: J0.

2.4.7 Curran;
The A.
(ASPECT) Dr
to develop a!
Was prototy;
mid-sized m
Mb“) lref
loci and the
Loar
Figgre 21)
behmd anc
Cohen dart

WElgfityng l

 

Figure 20: JOHN computer model positioned in BAC computer model [24].

2.4.7 Current Seating Tools

The Automotive Seat and Package Evaluation and Comparison Tools
(ASPECT) program was an SAE funded joint venture between MSU and UMTRI
to develop an improved three-dimensional testing manikin [4, 5]. This manikin
was prototyped with four segments (thorax, lumbar, pelvis, and thigh) to mimic a
midnsized male’s shape, size, weight, and movement [4]. Although the ASPECT
manikin (refer to Figure 22 (b)) has this capability, it is still a post-construction
tool and therefore not as useful in seat design as a computer model.

Load cells were placed in the laboratory version of the BAC seat (refer to
Figure 21) to measure the threecimensional forces that support the thighs,
behind and below the pelvis, and the thorax [14]. This seat could then be used to
collect data for computer models and to match the prototype ASPECT manikin’s

weighting to that of a mid-sized male.

33

 

 

Figure 21: La

Bush]
of mid-sized
loads on the
subtracted tr
does no] ba-
data of a pp
°l he heel
SuSilleSteo‘
in Figure 2

”Egg haVE

Fights 22: AS

 

Figure 21 : Laboratory BAC with force plates [37].

Bush [12] used the laboratory BAC to measure posture and support forces
of mid-sized males at several recline angles and lumbar positions. The average
loads on the steering wheel and footplate were converted to mass and
subtracted to give the suggested manikin weighting since the ASPECT manikin
does not have arms and lower legs. Gregg [30] then compared the experimental
data of a prototype ASPECT manikin positioned in the BAC to a computer model
of the ASPECT manikin positioned in a model of the BAC in order to validate the
suggested manikin weighting. The ASPECT manikin computer model is shown
in Figure 22 (a). The forces under the pelvis were the focus of this study since

these have the greatest influence on the H-point.

 

(a) (b)
Figure 22: ASPECT manikin (a) computer model [30] and (b) physical manikin.

34

 

7

One oil
are all useful c
the seat is pro
models wear
The easiest w
to lnCOmOratr
would increa
While rr‘ainra
currently unr
library Oi da
Shape With [
BAC urgeU s
the tee[‘ th'l
examined .

The

C0”libero;

One of the largest drawbacks of the physical seating manikins is that they
are all useful only after a seat is constructed. Designers need tools to use before
the seat is prototyped in order to save time and money. The JOHN computer
models were designed for this purpose, but are not considered “user friendly”.
The easiest way to handle this drawback while simultaneously adding features is
to incorporate the JOHN models into existing industry accepted software. This
would increase the model’s range of physiques and add some analysis packages
while maintaining the posture/positioning features of JOHN. Studies are
currently underway to verify the JOHN contours and increase the back contour
library of data so that the contours of the back, buttocks, and thighs will change
shape with posture changesLSupport forces between people and the laboratory
BAC discussed previously are being measured. The forces and moments under
the feet, thighs, buttocks, behind the pelvis and thorax, and at the hands will be
examined for software implementation [38].

The author knows of four main human modeling programs currently
commercially available; however, each of these models has limited accuracy in
predicting human position and posture. RAMSIS by TecMath AG [56] is a 3-D-
CAD-Ergonomics tool for the design and analysis of vehicle interiors and work
places. The program offers libraries of multi-national anthropometric data, with
the option of creating your own manikin dimensions, and tools for vision, comfort,
and ergonomics analysis. Jack [40] by Transom also has the above listed
features, but detailed information on this manikin’s spinal movement is not

available. Use of 3-D animated human manikins is available in the McDonnell

35

 

Douglas H
enables el
maintenar
environmé
database.
placemen

Ac
examine
lepi'esertr
alternate
A combir
Figure 2:

knomedr

 

FigUle 23

Douglas Human Modeling System (MDHMS) [51] as well; however this program
enables electronic simulation/demonstration of assembly, operations, and
maintenance in the airline industry and does not pertain to the automotive
environment. Although SAFEWORK [65] boasts an advanced anthropometry
database, posture prediction, and ergonomic analysis, it is intended for the
placement of equipment in a manufacturing environment.

Access to a computer manikin such as RAMSIS enables the user to
examine numerous body types, unlike the J826 and ASPECT manikins that only
represent the mid-sized male. Computer analysis also allows the designer to
alternate between seat designs relatively quickly in order to make comparisons.
A combination of the two programs capabilities discussed, and shown below in
Figure 23, would produce the best tool for seat designers, given the current

knowledge of seating biomechanics.

 

Figure 23: JOHN model [42] and RAMSIS [56].

36

3. EXPERIMENTAL METHODS — SEAT FACTORS

3.1 Testing Protocol

The following describes the seats selected for this study and the

measurements recorded. For further information on characteristics of these

seats refer to Bogard [7].

3. 1. 1 Seat Factors

{:l'je automotive seats used in this study were chosen to represent a broad
range of seat factors as identified by MSU in the ASPECT program [35], since
characteristics of some of these seats, such as seat pan stiffness and lumbar
prominence, had already been measuredlehe H-point and correlations between
the targets on the seats (refer to Appendix B for target locations) and the manikin
backrest recline angle were measured using a standard J826 manikin [41] and
two prototype ASPECT manikins [4] per the corresponding manuals. The
centerline contour was traced with a probe (refer to Figure 2) to produce a cross-

sectional view of each seat back, with the lumbar supports set to the full on and

off positions for these measurements.

3.1.2 Seats

[Both the armrests and headrests were removed from the seats to prevent
blocking the camera views of the targets in subject testing and to limit the
variables affecting the subject’s chosen posturesfitqll of the seats were mounted [I
and built up on separate baseboards to attain thespecified H-point heights (H30)

fl

and cushion angles (L27). x“;

37

 

Seat A, a tan leather covered Chrysler LH manufactured by Johnson
Controls, Inc. (JCI) had an adjustable paddle-type lumbar support. This seat
back had a recline range, as measured with the J826 manikin, of 0 to 65 degrees

reanrvards from vertical. Refer to Figure 24.

   

Figure 24: Seat A, the tan LH.

The Chrysler Town and Country, seat B shown in Figure 25, was finished
with a gray cloth. This seat also had a paddle-type adjustable lumbar support.
The Town and Country was the only true van seat used for this study. This seat
back had a recline range, as measured with the J826 manikin, of 22 to 68

degrees reanrvards from vertical.

    

Figure 25: Seat B, the Chrysler Town & Country.
38

The BMW 7 Series seat, seat C shown in Figure 26, was covered in beige
leather with an adjustable bladder lumbar support. The seat back recline ranged
from 0 to 70 degrees rearward from vertical as measured with the J826 manikin.
The lumbar support height was set to the middle position and then disabled from
further adjustment. Since the BMW seat also had an adjustable upper thorax
segment, testing on this seat was completed in two positions: with the upper
thorax full rearward and full fonrvard, Figure 26 (c) and (d). All manikin
measurements for this seat were taken only with the thorax support in the full
rearward position since the manikins could not be appropriately placed with their

backs against the seat when the thorax support was full forward.

 

(a) (b) (C) (d)
Figure 26: Seat C, the BMW 7 Series, (c) thorax support fully reanrvard, (d) thorax
support fully forward.

The prototype seat, a modified LH by JCI, seat D is shown in Figure 27,
was covered in gray leather and had an adjustable lumbar mechanism shown in
Figure 8 below. The seat back recline ranged from 12 to 76 degrees rearward

from vertical as measured by the J826 manikin.

39

try 395

 

Figure 27: Seat D, the modified LH by JCl.

 

a) b)
Figure 28: Lumbar mechanism in gray LH seat, a) lumbar “off”, b) lumbar “on.”

3.1.3 Test Buck

To match the coordinate system commonly used in the automotive
industry, the coordinate system used in this experiment was set with the z-axis
pointing upwards, the x-axis posterior, and the y-axis lateral to the right of the
test buck, refer to Figure 29. A flat motor track on the baseboard was used,

instead of the angled motor of the seat, to keep the seat height (H30) constant

40

when the subject adjusted the seat; An extra spacer board was placed under

/

each seat for the van package. Refer to Tables 1 and 2 for buck dimensions.

’ ' Zlab

 

%— xlab
\.,\ Yiab
WA
H1 7
--~v

     

 

 

i1
;‘

V

L53

Figure 29: Test buck dimensions.

# Package A Package B
mm

mm
mm

mm
on measurements.

41

\_..\~_\_\—s\

Table 2: Subject preferred parameters.

 

 

 

 

 

 

Dimension Description SAE #
H-point to Toebar L53
Backrest Angle L40

 

The Michigan State University Biomechanical Design Research
Laboratory (MSU-BDRL) was used to obtain the data for this study. Test buck
dimensions were calculated from targets on the test buck to verify these package
dimensions. @e the subject was allowed to choose the horizontal positioning
of the seat, the front half of the buck was moved closer to the seat for the petite
females to account for the short range of motion of the base board motorf‘,

3.1.4 Test Buck Calibration

Data files were collected at various seat back recline angles on each seat
to correlate the angles of the SAE manikin to those of the seat targets. The H-
point axis of the SAE manikin was targeted for inclusion in Qualisys data
collection, along with the torso, as shown in Figure 30. The manikin torso data
were used to compare seat back inclinations, while the H-point axis was
recorded to determine the actual H30 dimensions. @ualisys data were also is
collected on the H-point height of the MSU prototypeHASPECT manikin in each
seat, with lumbar prominence measures collected using both the MSU (version
3) and the JCI (version 5) ASPECT prototypes. Measurements of the H-point
height and lumbar prominence were taken from those data sets where the seat

backrest recline was set at 24 degrees, as measured by the J826 manikin.

42

 

Figure 30: J826 SAE manikin measurements of the test buck and seats.

43

4. SEAT RESULTS

4.1 Seat A (Tan LH)

Probe data of the undeflected midline contours for seat A (Tan production
LH) showed a very limited difference from lumbar off to lumbar on. Since this
slight difference occurred along the entire back of the seat, it could have been
from aligning the probe slightly off-center of the midline where the fabric is sewn.
The lumbar support of this seat was kept in the "off" position during subject
testing due to the negligible difference in lumbar prominence settings, as can be
observed from the side view image shown below in Figure 31. The averages of

each manikin reading are given in Table 3.

 

Tan LH Mdline Contours

------- Contour - Lumbar Off, 1 “’56
Pan Front ’

 

 
   
  
 

I

I Pan Rear "‘

I Recline To l

I Recline Bo om l-l '

 

 

 

 

 

 

 

g Contour - Lumbar On

72

'2

8

0 .-

N #4:} f 356}
~\

 

 

 

 

 

 

 

 

 

 

 

-700 -600 -500 -400 -300 -200 -100 0 100
X Coordinates

 

 

 

Figure 31 : Seat A (Tan LH) midline contours for lumbar off and lumbar on.

44

Table 3: Actual seat A 0' an LH) manikin measurements:
Dimension Description SAE # Actual Positions (Sedan*)

J826 MSU JCI
ASPECT ASPECT
Seat (manikin H-point) Height H30 262 mm 239 mm

Cushion Angle L27 13° 18° 18°
Lumbar Prominence (off/on) -- 13 / mm 12 / 16 mm
*van package added 95 mm to H30

 

 

 

 

 

 

 

 

 

 

 

 

A correlation was formed for each seat between the seat back recline
angle given by the Qualisys targets on that seat and the J826 manikin in order to
determine the expected manikin reading from the subject target data during
testing. The seat back recline correlation between the J826 manikin and the

Qualisys targets for seat A (Tan LH) is shown in equation 4.1.

’a
r

y/ 6J826Mam'kin = 130 ' 6Qualisys — 4°80 ' (4.1 )

l

The manikin seat back recline reading and the angle formed by the seat targets
did not have a one-to-one ratio due to the difference in pivot points as shown in

Figure 32 below.

g“

frin- u. may. no» s
33‘?! J‘E" JW‘tfizv‘sgt

 

Figure 32: Ratio between J826 manikin back angle reading and recline angle
from seat targets.

45

Figurr
lumba

int tililtnM $1 1.1,.
bro. mmmn a n.
Poo SCLWQ U ,rs...
. I Q 6
‘

 

4.2 t B Town n unt

The contour difference caused by turning on the lumbar support of seat B

(Town & Country) is shown in Figure 33. The average manikin readings are

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

given in Table 4.
Chrysler Town & Country Midline Contours
------- Contour - Lumbar Off l
u Pan Front
I Pan Rear ‘4
I Recline Top
I Reline Bottom l_. _-_,
8 __ Contour - Lumbar On l
E 753
a i —
I
N a r
\
. W 459——
I
I
-700 -600 -500 -400 -300 -200 -100 0 100
XCoordinates

 

 

 

Figure 33: Seat B (Chrysler Town & Country) midline contours for lumbar off and

lumbar on.

Table 4: Actual seat B manikin measurements:

 

 

 

 

 

 

 

 

 

 

Dimension Description SAE # Actual Position (Sedan*)
J826 MSU JCI
ASPECT ASPECT
Seat (manikin H-point) Height H30 274 mm 263 mm
Cushion Angle L27 13° 18° 20°
Lumbar Prominence (off/on) 9.5 / 18.5 mm 15 / 23 mm

 

 

*van package added 95 mm to H30

The seat back recline correlation between the J826 manikin and the

Qualisys targets for seat B (Town & Country) is shown in equation 4.2.

6.] 826Manikin 2 139 ° gQuaIisys _ 14°80

46

(4-2)

.4.._

W8

 

the

be?

lit

2.0.
F

bach

nevi

 

4.3 Seat 9 (BMW 7 Series)

 

Seat C (BMW 7 Series) had a very large difference in lumbar prominence

between the lumbar fully on and fully off positions. When the lumbar prominence

was at its fullest, the lower portion of the backrest fabric also pulled away from

the seat pan to form more of a recess in the buttocks region, shown in Figure 34

below.

 

 

 

7 _ ------- Contour- Lumbar Off

I Pan Front

I Pan “Rear

I Recline To

I Reline Bot cm

0 geatLo Upper Thorax
o eatLO

_Contourwe Lumbar raxOn ‘

BMW 7 Series Mdline Cont

9L5

 

 

 

 

 

 

 

Z Coordinates

 

 

 

“Tin:

 

 

 

 

 

 

 

 

 

 

 

 

 

-700 -600 -500 -400 -300 -200 -100 0 100

X Coordinates

 

 

Figure 34: Seat C (BMW) midline contour for lumbar off and lumbar on.

These measurements were recorded with the upper thorax support of the

backrest in the rearward position so as not to interfere with the manikin as

previously mentioned, refer to page 39. Manikin readings are given in Table 5.

Table 5: Actual seat C manikin measurements:

 

 

 

 

 

 

 

 

 

 

 

Dimension Description SAE # Actual Position (Sedan*)
J826 MSU ASPECT JCI
ASPECT
Seat (manikin H-point) Height H30 273 mm 260 mm ---
Cushion Angle L27 13° 15° 150
Lumbar Prominence @ff/on) 13 / maximum 7 / 25.5 mm
*van package added 95 mm to H30

47

 

QL

 

The seat back recline correlation between the J826 manikin and the

Qualisys targets for seat C (BMW) is shown in equation 4.3.

6J826Manikin : 135 ' gQualisys — 2'20 (4-3)

4.4 Seat D (Gray LH)

Seat D (Gray LH) always had a large prominence in the lumbar region
with only a small difference at the top of the lumbar bulge between the fully on
and off lumbar support positions (refer to Figure 35). The manikin readings are

given below in Table 6.

 

Gray LH Mdline Contours

------- Contour - Lumbar Offl
1 Pan Front l

‘—

 

 
   
 

Pan Rear
Recline Top l
Recline Bottom l—
Contour - Lumbar On!

i:
. fin—

U

-700 -600 -500 -400 -300 -200 -100 0 100
X Coordinates

 

 

 

 

 

Z Coordinates

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Figure 35: Seat D (Gray LH) midline contour for lumbar off and lumbar on.

Below are the dimensions of the lumbar support mechanism of seat D
shown previously in Figure 28. It was expected that this mechanism would

produce a larger change in lumbar prominence than shown in the previous

48

 

 

cont
the f
fabri

not v

Lum'c

J83oly

contour. However, the lack of differences in contours may be due to the fact that

the fabric was taught enough to conceal changes in lumbar support under the

fabric, therefore not revealing significant contour differences when the seat was

not weighted.
Lumbar on
'75mm.
3" 150 mm
top to
\. bottom

Lumbar off

35mm

’\
\

A

165 mm
top to
bottom

 

V

Figure 36: Measurements of internal lumbar mechanism of seat D.

Table 6: Actual seat D manikin measurements:

 

 

 

 

Dimension Description SAE # Actual Position (Sedan*)

J826 MSU ASPECT JCI ASPECT
Seat (manikin H-point) Height H30 268 mm 258 mm
Cushion Angle L27 13° 15° 14°

 

 

Lumbar Prominence (off/on)

 

 

 

 

 

22.5 / maximum 17.5 / 23.5 mm

 

*van package added 95 mm to H30

The seat back recline correlation between the J826 manikin and the

Qualisys targets for seat D (Gray LH) is shown in equation 4.4.

6J826Mam'kin = 127 ° 6Qualisys _ 3 - 10

49

0“" x .‘thkr '

j
1

 

5. EXPERIMENTAL METHODS — SUBJECT TESTING

5.1 Testing Protocol

This protocol was developed with the assistance of Ron Roe of
Anthrodynamics [63] and Hartmut Speyer of TecMath to address the affects of
lumbar prominence on posture in automotive seats.

Each test subject was allowed to choose the horizontal fore/aft position of
the seat and the seat back recline angle for each lumbar prominence setting so
that he/she was in the most comfortable position possible. Package factors
addressed in this study included seat height, hand position, foot position, and
vision task. As stated earlier, variations in seat height were accomplished
through two vehicle package settings, sedan and van. Two hand positions were
tested to represent both the driver and passenger postures, one trial with the
subject holding the steering wheel in the ten and two o’clock positions and the
other with the subject’s hands resting on his/her lap. Both feet were placed on a
toebar for the driver trials, similar to using pedals, and flat on the horizontal
footplate for the passenger trials. A dashboard from an Oldsmobile sedan was
used for this setup (refer to Figure 43). However, it was necessary to cut the
dashboard in half with only the driver’s side used for testing since the complete
dash was difficult to make stable or allow room for camera placement. Since
using a TV would cause a glare and interfere with the Qualisys cameras, the
vision task was simplified to focusing on an eye level poster of a road. Both the
driver and passenger positions were tested since it has been suggested [47] that

the postural constraints of driving may require that the driver’s seat has greater

50

 

E... \lT \i \L

E SE \ \W\ \\

 

 

physical support and contouring than the passenger’s seat. However, it should

be noted that all of the seats used in this study were intended for the driver.

I,“

I

5.1. 1 Test Subjects

Test subject selection was based on NATICK [52] groupings as shown in
Tables 7 and 8 below. These criteria were chosen to represent the full spectrum
of the adult population. Groupings included petite, light females, petite, ample
females, medium height and weight females and males, tall, light males, and tall,

heavy males.

Table 7: Anthropometric groups (30 subjects total).

 

 

 

 

 

 

 

 

 

 

Stature
Weight 5’” W 95'”
5‘ 5 Females 5 Males
50m 5 Females & 5 Males
95‘“ 5 Females 5 Males

 

Table 8: Ideal rangs of anthropometric groups.

% Stature Weight

Females 5 59-61 in./ 150-155 cm 95-115 lbs. /43-52 kg.
50 63-65 in. / 160-165 cm 125-145 lbs. / 57-66 kg.
95 67-69 in. / 170-175 cm 160-180 lbs. / 73-82 kg.__
Males 5 63-65 in. / 160-165 cm 125—145 lbs. / 56-66 kg._
50 68-70 in. / 172-177 cm 160-180 lbs. / 73-82 kg.__
95 72—74 in. / 182-189 cm 205-225 lbs. / 93-102 kg_._

 

 

 

 

 

 

 

 

 

 

 

 

 

Testing was performed in accordance with the University Committee on
Research Involving Human Subjects under lRB# 99399, approved consent forms
were fully explained to and signed by each subject prior to testing. The figures
and table below show the spread in anthropometric measurements for all

individuals tested.

51

 

 

Subject Heights - Standing

 

 

 

 

 

 

 

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49 of”

%
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Subject ID

’9 ’3’

6‘

IS“ 6“ 6“

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«es

 

 

Figure 37: Standing heights of all test subjects (without shoes).

 

 

Subject Weights

 

 

 

 

 

  

 

 

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sweats

 

 

Figure 38: Test subject weights without shoes.

52

 

TA Ase—M.

. 4. . ... . .. ..........h .2..-
._ ..... L... ....Z.... . 1 U. ._ :1. L. .s 9...... 1.. rt . .v.;r.n. r, a

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I. I

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. .1. rl‘;\

Table 9: Test subject anthropometric groups.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Population Samples :Subject ID Stature - No Shoes ‘Weight Age
In. (mm) Lbs. Yrs.
Petite, lightfemales TM01 57.5 (1461) 101 (46) 19
TM02 60.25 (1530) 108 (49) 21
TM03 61 (1549) 114 (52) 19
TM04 61.75 (1568) 104 (47) 19
TM05 61.75 (1568) 112 (51) 22
Average 60.5 (1535) 107.8 (49.0) 20.0
Standard Dir/lam 1.8 (44.8) 5.4 (2.5) 1.3
Medium females TM06 64.5 (1638) 145.5 (66) 21
TM07 64 (1626) 118 (54) 49
TM08 65 (1651) 129 (59) 20
TM09 65 (1651) 131.5 (60) 22
TM10 64.5 (1638) 124.5 (57) 19
Average 64.6 (1641) 129.7 (59.0) 26.3
Standard Deviation 0.4 (10.6) 10.2 (4.6) 12.6
Petite, ample females TM11 62 (1575) 184 (84) 18
TM12 58.75 (1492) 168 (76) 74
TM13 60.5 (1537) 201 (91) 43
TM14 62.5 (1588) 220 (100) 20
TM15 60.25 (1530) 170 (77) 76
Average 60.8 (1544) 188.6 (85.7) 46.4
Standard Deviation 1.5 37.9 22.0 (10.0) 27.9
Tall, light males TM16 73.75 (1873) 139 (63) 19
TM17 72 (1829) 152 (69) 21
TM18 72.75 (1845) 127 (58) 22
TM19 71.5 (1816) 129 59 22

TM20 Not Tested
Average 72.5 (1841.5) 136.8 (62.2) 21.3
Standard W 1.0 124.9 11.4 (5.2) 1.4
Medium males TM21 68.25 (1734) 174.5 (79) 44
TM22 68.75 (1746) 184 (84) 24
TM23 68.5 (1740) 168 (76) 28
TM24 67.75 (1721) 172.5 (78) 20
TM25 69.25 (159) 163.5 (74) 21
Average 68.5 (1739.9) 172.5 (78.4) 27.3
Standard Deviation 0.6 (14.2) 7.7 (3.5) 9.9
Tall, heavy males TM26 73.25 (1861) 217 (99) 24
TM27 72.25 (1835) 193 (88) 22
TM28 71.5 (1816) 218 (99) 20
TM29 72.25 (1835) 195 (89) 21
TM30 72 (1829) 207 (94) 24
Average 72.3 (1835.2) 206.0 (93.6) 22.5
Standard Deviation 0.6 (16.2) 11.8 (5.4) 1.9

 

53

 

17

5.1.2Anth
Ant
described

anthropon

 

Research
by Techla
Wearingtl
1r
sloooég,
This sysl

. ‘ DOSlures
as beloi

ploglap

 

 

 

 

5.1.2 Anthropometric Data Collection

@thropometric measurements that were recorded during testing are
described in Appendix A. These measurements were based on a 1988
anthropometric survey of US. Army personnel by the US. Army Natick
Research, Development, and Engineering Center [52] combined with those used
by TecMath for virtual manikin buildi@ Measurements were taken with subjects
wearing thin, tight-fitting clothing.

FT he contour system developed by TecMath [57] was adopted to gather
silhouett/es so an appropriate anthropometric analysis could later be conducted.
This system records a black and white computer image of each subject in three
postures against a known and calibrated background space, as shown in Figure
39 below. The subject’s outlines were then imported into TecMath’s RContour

program to build an appropriately sized virtual manikin of that test subject;

 

 

 

 

Figure 39: Contour program developed by TecMath and example silhouettes.

54

 

 

(h

5.1.3 Motion Data Collection

A wooden laboratory seat, shown in Figure 40, with an opening in the
back, was used to collect reference data of Qualisys marker locations along the
spine since these locations were not accessible once the subject was in the
automotive seats. This hard seat had approximately the same seat pan and seat
back orientation as the automotive seat setup. The subject was seated with the
back of the pelvis and lower spine against the seat so that his or her flat lumbar
spine could be used as a reference position for JOHN measurements of lumbar
curvature as previously discussed. The subject’s head was oriented with the
Frankfort plane nearly horizontal, by means of aligning the appropriate landmarks
with a level, when the reference seat data were collected. The subject’s feet
were placed on a flat block at a comfortable distance and close to the sagittal
plane of the body. The reference seat gives a J826 manikin cushion angle of 10

degrees and a manikin back angle of 24 degrees.

23°

   

580 mm

 

 

\/
Q91 mm (\
500 mm

225 mm
Figure 40: Reference hard seat dimensions.

55

Once anthropometric measurements were taken, the subject was targeted
and tested in Seat A (tan LH), Seat B (Town & Country), Seat C (BMW with
thorax fully forward and then fully rearward), and Seat D (Gray LH)? Targets
were applied while the subject was seated in order to reduce errors-from skin
movementi‘yrlieach seat the subject was tested in both the sedan and van seat
heightsWith the lumbar support in the fully on and the fully off positiofisL—Each of
these cases was then alternated between driver and passenger, for a total of
eight conditions per seat/Ls Each test subject was allowed to sit in a preferred
position with respect tolseat horizontal position and backrest recline angle. The
subject was only allowed to adjust the steering wheel tilt if the wheel was too
close to his or her thighs to be comfortable.(Both of the subject’s feet were ./7
placed on the toe bar during the driver condition since a sagittally symmetric ° ‘
analysis was used for this study. Occasionally, one of the petite females could
not reach the toebar comfortaéy so a wooden block was placed in front of the
toebar so the subject could achieve comfortable leg positions.

Advice was not given to the subject regarding placement of the buttocks in
the seat or choice of backrest recline angle, since the objective was to have the
subject in his or her preferred position. However, to discourage severely
slouched postures the initial position of the seat was with the backrest fully
upright and the seat adjusted too close to the steering wheel and toebar. The
test subject was asked to scoot forward in the seat, away from the backrest,

while lumbar adjustments were made to help ensure that adjustments in posture

were made between trialfiince the test conditions were static, only one second

56

 

 

‘ r: '— ’
'ullh .tt.‘

- .-.; r , .r-.- .,.|-
o - I , ". II \‘F'l‘ip“,.- h-i .' " '2 . .u- ‘ "3 , Vb}. '- " '
w .«rmmmnr‘ new: .- ,

 

and

Lo.-

/////////////ll.ela>l

of data, collected at 12 Hz, was necessa?y.\,The test conditions were randomized
so that half of the subjects started with the lumbar support in the off position, and
the other half in the on position. Testing also alternated between the sedan and

van packages. The order in which the seats were selected was randomized.

5.1.4 Targeting Setup
Target locations used in the reference hard seat files are listed in Table 10
and shown in Figure 41 below.

T

   

 

 

  
 
 
    
  

Right
C Shoulder
112 Left and
L1 Right ASIS
L3 Right Ankle
Mid-PSI “

Hard '

Right Ball
seat front ,, of Foot
and rear

(left side) -
Figure 41 : Reference hard seat and targeted subject.
57

 

       
    

  
 

J .r
,.I_.~ y,,., .

y“! I Vs " a “i... ,.:I ' y.
$9111.15”: r- ‘ ‘..u-" . at: '5' _ ..'

. g, ‘l.
giants-n “9.4

mil?- -.

n3r.\P;J-'u‘\‘~";”

. —- e‘
. . I come. I."

 

allgh
as Ll
as sl

landl

Lab!

Figure 4:

The automotive seats were also targeted to calculate the seat back recline
angle and horizontal position of the seat relative to other package factors, such
as L53, of each trial. Various bony landmarks of the test subject were targeted
as shown in Figure 42 and Table 11 below. The importance of these particular

landmarks has been discussed.

Table 11: Target locations for seat testigrL
Reference Seat Test Subject
Seat Pan Front and Rear Sternal Notch
Recline Top and Bottom Mid—Sternum

 

 

 

 

 

 

Right Toe Bar C7
Buck Front and Rear Left ASIS and Right ASIS
Buck Top Mid-Thigh

 

Right Knee (Lateral Femoral Epicondyle)
Right Ankle (Lateral Maleolous)

Right Ball of Foot

Right Shoulder (Acromion Process)

Right Elbow (Humeral Lateral Condyle)
Right Wrist (Ulnar Condyle)

Left Head (Temple) and Right Head (Temple)
Forehead (1 cm above Glabella)

 

 

 

 

 

 

 

 

 

 

 

    
     
    
 
  

  

R'ght Head Forehead
Wrist
C7 Sternal Notch
Right / Mid
Shoulder K Sternum

Elbow

 
    

Right and Left
ASIS Right Thigh

   
   
 
   

 

Recline Top Right Knee
and Bottom E . Right
Seat Pan Front ,/ ".;';r...;:fi;.e;esa.iise3 BOF
and Rear
Buck Top
Buck Rear Buck Front Right Ankle T°° Bar

Figure 42: Targeted subject in test buck.
58

 

 

 

 

 

Fl
Si

[.0"

The photographs below show the entire set up of the test buck .

 

(a) (b) (C)
Figure 43: a) Test buck set up in van condition. b) Vision task. c) Dashboard and
steering wheel.

5.2 Calculations

The main goal of this analysis was to measure how postures are affected
by seat a/nd package factors. To accomplish this goal, the relative orientation of
the pelvis and thorax were examined. A point on the pelvis (the hip joint center
as discussed on page 13) was included to locate the person in the seat.
Information on the lumbar curvature, and orientations of the head, legs, and arms

were also included to provide a complete analysis.

59

5279mm

8a:
align the )
mamane
immear
lesl buck
ammo

system,

Figure

Positio
was Cr

Positio

5. 2. 1 Rotation to Sagittal Plane

Before calculations were performed, targets on the test buck were used to
align the X-axis of the buck with that of the calibrated lab space so that all data
maintained a common reference point and orientation. The targets on the buck

frame, and those on the hard seat of the referencefiles, formed the X-axis of the

D a".

a

test buc with the positive direction pointing reanward-gllt was assumed that the
targets on the calibration structure were level, within the error of the collection

system, so that only a rotation about the vertical Z-axis was necessary.
A Zlab

Xbuck

\

‘\
‘\
-9 r \\
s

X - -
Iab‘ +iy

X
Ylab buck

 

 

Figure 44: Rotation of test buck to align with lab coordinates.

Position vectors will be noted with the use of an “.’R’ The x-axis of the test buck
was created to point positive posterior using equation 5.1. RauckJea, is the
position vector of the rear target on the buck in the buck coordinate system.

RBuck _ rear - RBuck _ front (51 )

 

X Buck = RBuck__rear/ Buck_ front = R R
Buck_rear _ Buck_ front

Reference files were rotated with the above method, except the front and rear

targets of the buck/were reversed since the subject was facing the opposite

i

60

 

 

 

 

line
Mn
0de

Refs

direction to view the spine in those trials. In the following equations, ACos will be

used in place of arc cosine. The angles used to align the data are defined in

equations 5.2 and 5.3. YLab is a unit vector for the y axis of the lab coordinate

system. Xguct< and XHardSeat are unit vectors for the x axes of the buck and hard

seat.
6M8" = 90° — ACos(YLab -X3uck) (5.2)
6A,... =180"—(90"-ACos(Y‘L..-XH...S...)) (5.3)

The position vectors of each target were then rotated to align them with the lab
coordinate system from the calibration structure. The origin was also moved so
that all points were relative to a common reference point, the rear buck target,

refer to equation 5.4. R' is a modified position vector. With R being the original

position vector to each target.

CosBAlign Sing/mg" 0
R’= —Sin6A,ig,, CosBAh-gn 0.12 (5-4)
0 o 1

Cos 6A,,” Sin 6A,,” 0
_ — Sin HAlign COS BAIign 0 ' RBuck _rear
0 O 1

5.2.2 Head Tilt

Head tilt was defined as the sagittal plane angle between horizontal and a
line from the temple target to the forehead target. The angle that was calculated
from these targets in the reference file was subtracted from the seat trials in
order to reference the head tilt target angle to the Frankfort plane orientation,

Refer to Figure 4.

61

5.2.3 Elbow Angles
For the driver positions, the elbow angle was calculated as the angle

between the segments of the arm as in Figure 45 below, using the definition of
the dot product of the relative vectors for each segment. RShoulder/Elbow is a

vector from the elbow target to the shoulder target.

6Elb = ACOS[ RShoulder/ Elbow ° RWrist/ Elbow ]
ow

 

lRShoulder/ Elbowl ° IRWrist / Elbowl

RShoulder/Elbow

   

" ' RWrist/Elbow
Figure 45: Elbow angle definition.

The splay angle for the arms was determined by rotating the plane formed
by the wrist, the elbow, and the shoulder around a vector from the shoulder to the
wrist until the arm plane was vertical. Then the normal vector to the arm plane

was given by equation 5.6.
. _ RWMIbow X RShouIder/ Elbow (5.6)

"Arm " R R
l Wrist/ Elbow X Shoulder/Elbow

The normal to the vertical plane with the shoulder and wrist was defined by

equation 5.7.
RZ__Buck X RShoulder/Wrist (5.7)

 

fiVerticaI = 7
RZ _Buck X RShoulder / Wrist

62

The angle between these normal vectors of each plane gives the angle between
the planes, referred to as the splay angle shown in Figure 46.

6AnnSplay = ACOS(fiArm ° fiVerticaI ) (5.8)

 

Figure 46: Definition of arm splay angle.

5.2.4 Hip Joint Center

The right and left anterior superior iliac spines (ASIS), the midpoint of the
posterior superior iliac spines (PSIS), and the knee targets were used to
calculate the right hip joint center (HJC) from these target locations and the
anthropometric measurements of the pelvis. Since the subject was allowed to sit
in a preferred position, the location of the buttocks needed to be related to the
seat pan to determine the subject’s location in the seat. A comparison was
therefore made between a target on the seat and the HJC of the test subjects.
Because this offset varies by seat and lumbar positioning, a relation between
human HJC location and seat factors will later be examined to determine if this
relation is predictable.

The right hip joint center was calculated from the knee and ASIS targets

as follows. The pelvis coordinate system and resulting right HJC location were

63

defined from the reference files when the subject was in the wooden seat. The
distances between the right knee and the right HJC and the right ASIS and right
HJC were then calculated to later locate the HJC in the seat trials.

For the sake of clarity, vectors in the pelvis coordinate system are denoted

by lowercase letters (r) while vectors in the laboratory coordinate system are in
uppercase (R). The target and estimated tissue thickness (LExtemal) were first

accounted for to get a closer match to Marchinda’s study [49] on defleshed
cadavers. Tissue thickness was estimated as 8mm [5], with approximately an
inch added to account for heavier subjects. The thickness of the target backing,
shown in Figure 1(a), also had to be accounted for; giving a distance from the

target center to the underlying bony landmark defined in equation 5.9.

Sphere Thickness
2

Since the reference files contained target data for both the front and back of the

 

pelvis, these data could be used to estimate the defleshed location of the pelvis
targets. The above length was subtracted towards the center of the body
beginning with a vector from the right ASIS to midway between the left and right

PSlS landmarks (refer to Figure 47).

RR' hr = RmidPSIS - RRASIS (5.10)
18
lRmidPSIS - RRASISI

Lexternal Rright
Right ASIS \
Mid-PSIS

Lexternal Rmid
Left ASIS

Lextemal Rlett
Figure 47: Estimated locations of pelvis landmarks (top view).

64

Then the estimated location of the right ASIS bony landmark was:
RASIS Actual = RRASIS + LExternaI ' RRight (51 1)

Using the same method, the estimated location of the left ASIS was therefore:

RmidPS/S — RLASIS (5.12)
lRmidPSIS " RLASISI

 

LASISActuaI = RLASIS + LExternaI .

The estimated location of the actual PSlS landmark was taken from both of the

ASIS target locations.

~ “ (RRight " RLefl) (5-13)

mid : . *
‘RRight _ RLeftl

The actual location of the midPSlS landmark was estimated by equation 5.14.

 

A

”1de 515 Actual = RmidPSIS + LExternal 'Rmtd (514)
Using the new pelvis landmark locations, the y-axis (positive medial from

the right to the center of the pelvis) of the pelvis coordinate system with the origin

at the right ASIS was then defined, with respect to buck coordinates, by the ASIS

targets as follows (refer to Figure 48).

_ RLASIS — RRASIS (5.15)

y Pelvis '" IRLASIS _ RRASISI

The vector from the right ASIS (origin of pelvis coordinate system) to midway

between the right and left ASIS was given by equation 5.16.

R , - R 5.16
RmidASIS/PSIS = (1312,4515 + MS S 2 RASIS )‘RPSIS ( )

Crossing the vector from the PSlS midpoint to the ASIS midpoint into the y-axis
then formed the z-axis of the pelvis. The resulting z-axis was then positive

inferior.

2P1 . ___ yPeris meiglASIS/PSIS (5.17)
e VIS A
I)’ Pelvis X RmidASIS /PSIS

65

Finally, crossing the y and z-axes to form a right-handed coordinate system, with

the x-axis positive posterior formed the x-axis of the pelvis.

x Pelvis = y Pelvis x Z Pelvis (5.18)

The resulting pelvis coordinate system, along with intermediate vectors and

target locations, is shown below in Figure 48.

mid-PSIS

 

 

Figure 48: Pelvis coordinate system (solid arrows) with intermediate vectors
(dashed arrows) and targets [6].

The method of estimating the right HJC, developed by Marchinda, et al.,
[49], was adopted for this study. This method uses the measured pelvic width
(PW), pelvic height (PH), and pelvic depth (PD), refer to Appendix A, to locate
the HJC in the pelvis coordinate system. The right HJC is located posterior,
medial, and inferior to the right ASIS, as shown above in Figure 48. In the pelvis
coordinate system the HJC was located according to equation 5.19.

O.34*PD (5-19)
rHJC = 0.14*PW
O.79*PH

66

The HJC in the pelvis coordinate system was then transformed to the buck

coordinate system.

F

xPelvis __i y Pelvis _i Z Pelvis _i T (5-20)

RHJC = xPeris_j yPeris_j ZPeris_j °rHJC +RRASIS

 

 

_xPelvis _k y Pelvis_k ZPezvis_kj

It was assumed that the legs remained in relatively the same position with
the pelvis between the reference hard seat and the automotive seats. Therefore
the reference sagittal (x-z) dimensions between the right ASIS, right knee and
right HJC could be used to estimate the location of the right HJC in the

automotive seats [15]. Refer to Figure 49 below for the following calculations.

 

' ' h
Right ASIS LFemur ---------- :g-XKIElg-tfge:
& ---------- - ’’’’ A ’ 'XBuck
," GHK ,,,,,
l ”’
LPMWS/ ”””””
I 1’
r x’
I x,
I" ”””” LSeatTrial
I ”’a
,' GRK ’’’’’
V x ”'
HJC"

Figure 49: Estimation of the right HJC from seat trial data.

The length of the leg and the pelvis height using the target locations from

the reference file are given in equation 5.21 and 5.22.

LFemur = IRWC " RKneelXZ (5.21)
LPelvis = |ch " RRASISIXZ (5.22)
The length from the right ASIS target to the knee target during the seat trials was

defined as follows.

LSeatT rial = IRRASIS —RKnee|XZ (5.23)

67

The above three known lengths were then used to calculate the location of
the HJC during the seat trials in the following manner. Equation 5.24 defines the

resulting HJC angle between the right ASIS and the right knee.

 

2 2 2
6101515 K =ACOs LSea’Tn'al— Femur— Pelvis (524)
_ nee
— 2LFemurLPelvis

The angle between the right HJC and knee was also required, refer to Figure 48.

 

2 2 2
HHJC K : ACOS LFemur - LSeatTrial — LPBIViS (5.25)
_ nee
— 2 LSeatT rial LPelvis

To get the estimated HJC location in the buck coordinate system, the X-Z
coordinates of a unit vector from the right ASIS to the right knee were rotated by
GHK about the y axis. This was done using a distance equal to the pelvis length,

with the right ASIS as a reference point.

HJC): ___ _.[COS(_6HK) Sin(—6HK)]. RKnee/RASIS_X (5-26)
HJC, “9"" —Sin(— BHK) Cos(-— eHK)

RKnee/RASIS_Z
Although this estimation was performed sagittally, a y-coordinate was desired to
create a full 3-D picture for visualization purposes. The y location of the HJC
was therefore estimated from the two ASIS landmarks.
HJCy = 0.14 - PW - jzpelvis (5.27)
Only the right side was estimated since later analysis was conducted under the
assumption that the body was sagittally symmetric. Equation 5.28 was used to
determine the location of the right HJC in the buck coordinate system.

HJCx (5.28)

RHJC = RRASIS' H] C y
HJC,

68

5.2.5 Pelvis Angle
The pelvis angle was calculated as the angle between horizontal and a
line connecting the right ASIS and right HJC.
gPerisAngIe = QHK + QXK (5.29)

The exx angle in equation 5.29 was defined by equation 5.30.

 

~ R — R 5.30
6XK ___ A COS ZBuck _ ( Knee RASIS ) _900 ( )
I Knee — RRASIS I
Figure 50: Pelvis angle definition.
5.2.6 Thorax Angle
The thorax angle represents the recline of the ribcage with respect to
vertical, with a positive angle being a rearward recline.
(RSrernalNotch _ RMidSternum )XZ (5'31 )

— 0 A
BThoraxAngIe _ 90 _ ACOS X Buck ' R R
I SternalNotch _ MidSternuleZ

  

Figure 51 : Thorax angle definition.

69

5. 2. 7 Openness Angle

The thorax and pelvis angles were added together (plus 90 degrees) to
determine the position of the thorax relative to the pelvis, refer to Figure 52. This
value is based on that used by Bush [13, 14] although the definition of pelvis
angle differs due to available targets. A similar calculation will later be explained

that focuses on the angles between the estimated internal spinal joints.

 

Figure 52: Openness angle definition.

5.2.8 Knee Angles

The knee angle, ankle location relative to HJC, and knee splay angle
specified the three-dimensional leg orientation. Although the thigh target could
be used in place of the HJC as a backup, this target was not as reliable since it
tended to fall off during testing and was subject to excessive tissue movement
when the test subject slid into the seat. The knee angle was determined from the
dot product between a vector from the knee to the right HJC and from the knee to

the ankle. The knee angle is shown below in Figure 53.

eKnee = ACOS RIZJC/Knee 'RAnkIe/Knee (5.32)
lRIUC / Kneel ° IRAnkIe/Kneel

7O

 

Fig

rig
Th

RHJC/Knee

    
   

RAnkle/Knee

Figure 53: Definition of knee angle.

The splay angle of the knee was calculated as the angle that the plane
formed by the HJC, knee and ankle targets is rotated (around a line between the
right HJC and ankle) until the plane of the leg is vertical.

The unit normal to the vertical plane was defined with equation 5.33.

RZBuck X RHJC/Ankle (5.33)

fiVerticaI =
IRZBuck x RHIC/Anldel

The resulting splay angle for the leg was defined with equation 5.34.
BLegSpIay = ACOS(fiLeg ° fiVertical) (5-34)
The knee splay angle is shown below in Figure 54.

Vertical
plane

___-.r

    

Figure 54: Knee splay angle.

71

5.2.9 l

as M

The t

mlnu

95m

Fig

5.2.9 Ankle Angles
Two ankle angles were calculated, the first was similar to the knee angle
as the angle between the lower leg and the foot.

RKnee/ Ankle ' RAnkIe / BaIIOfFoot (5-35)

 

6Ank1e = ACOS

 

 

IRKnee/ Anklel ' RAnkle/ BaIIOfFoot
The other angle, referred to as the shoe angle, was calculated as the ankle angle

minus the reference angle from the flat foot case of the reference files.

6Shoe = {900 ‘ ACOS (2 Buck '(RBaIIOJFoot/Ankle Lemma“ )} (5-36)
+ {ACOS (2 Buck ° (RBaIIOfFoot / Ankle )HardSeat )— 900 }

  

Ankle Angle

     

- Shoe Angle

 
 
   

- 'LI' 52;...zsamxtuamammmm31n;

Figure 55: Ankle and shoe angles.

5.2. 10 Lower Lumbar Joint Location

The lower lumbar joint (LLJ) location, connecting L5 and S1, was
estimated from anthropometric data and target locations similar to that of the hip
joint center [49]. In the pelvis coordinate system, the sagittal plane location of

the LLJ was given by equation 5.37.

0.399 *PD (5.37)

’11.] = ’ —
— 0.432 * PH

72

Lower
Lumbar
Joint

 
  
  
    

Mid-ASIS

‘/

 

XPelvis

zPeris

  

Hip
Joint
Center

  

Figure 56: Sagittal view of the lower lumbar jotnt location in the pelvis coordinate
system.

The above location of the lower lumbar joint in the pelvis coordinate system was

then transformed back into the buck coordinate system.

)— -!

 

 

xPeris_i yPelvis_i ZPelvis_i (5'38)
RLLJ = xPeris_ j y Pelvis_ j ZPelvis_ j 'rLLJ +RRASIS
_xPeris_k yPelvis_k zPelvis_k A
The sagittal plane angle between the LLJ and right HJC was defined with
equation 5.39 and is shown in Figure 57.
(5.39)

 

 

BLU HJC = ACos RLU ’RRASL‘L.&1C ‘RRASIS
— IRLIJ ‘ RRASISI IRHJC ' RRASISI

Refer to equation 5.40 for the remaining dimension needed to calculate the LLJ

location in the seat trials.

 

LWe,Sp,.,,e = \/(o.3991r>1))2 + (- 0.432PH)2 (5.40)

73

A Y position for the LLJ was estimated only for visualization purposes. Rotating
the right HJC to ASIS vector up to the lower lumbar joint by the above theta gives

equation 5.41.

RlASIS/RASIS (5_41 )
2 y

C05(— BLLl/HJC) Sin(- 6LLI / HJC )](R s )
. HJC/RA IS x2
- Sm (- 91.1.1 /HJC) C05(- BLU/HJC)

RLIJ = RRASIS +[

+ LLowerSpine[

 

 

 

LLJ
‘ l-LowerSpine
9LLJ HJ
XPelvjs ‘ Right ASIS
HJC V
ZPelvis

Figure 57: Location of the lower lumbar joint with respect to the HJC and
pelvis coordinate system.

5.2. 1 1 Upper Lumbar and Lower Neck Joint Locations

The upper lumbar joint (T12/L1, referred to as ULJ) and lower neck joint
(C7fl' 1, referred to as LNJ) locations were also estimated from anthropometric
measurements and target locations using methods of the ASPECT [5] program.
The ribcage was assumed to be rigid and aligned with the buck coordinate

system.

74

in order to account for the thickness of the targets and skin tissues, refer
to page 64, this estimated thickness was subtracted by bringing the C7 and
sternal notch targets towards each other in both the reference and automotive

seat trials.

R _ RSternalNotch — RC 7 (5.42)
CheSt — R R
I SternalNotch — C 7I

The new location of the C7 landmark was therefore defined by equation 5.43.

C7Actual : RC7 + LExternalRChest (5 43)

Equation 5.44 gives the new location of the sternal notch landmark.

StemalNOtCh/tctual = RSternalNotch — LExternalRChest (5-44)

The T8 and T12 locations of the reference file were assumed to be in the sagittal
plane of the body so a rotation of 90 degrees about the y-axis towards the

negative x-axis could be used to move these targets perpendicularly towards the
center of the body. The rotated thorax vector was then defined by equation 5.45.

. [ Cos(90°) sm(9o°fl[ R78 — Rm J (5.45)
RThorax :

—Sin(900) Cos 90° IRTg-anl

 

The T8 new location was given by equation 5.46.

T8Actual = RT 8 + LExternaIRThorax (5-46)

The new T12 location was given by equation 5.47.

T12Actua1 = RT12 + LExternalRflrorax (5-47)

75

Lower
Neck
Joint

 
 
 

Sternal

C7 Notch

  
   
    

Upper
Lumbar
Joint

    
 

Figure 58: Locations of lower neck and upper lumbar joints.

 

T8

Lower

Neck

Joint U

PPer
0-55 LCh 80 I Sternal T12 @ Lumbar
Notch Joint

C7 0-52 LChest

Figure 59: Estimated locations of the lower neck and upper lumbar joints [17].

For both seat and reference trials, using the estimated actual landmark locations,

the lower neck joint (LNJ) was then calculated for the automotive seat trials.

LChest = IRSternaINotch — ROI,z (5.48)

The new unit vector through the chest was defined by equation 5.49.

RC}: = RSternngotch - RC 7 (5'49)
851
IRSternaINotch ‘ RC7I x,

76

The location of the lower neck joint was given by equation 5.50.

RLNJ : RC7 + [RSternalNotch —RC7 ) (5-50)
2 V

. Cos(- 8") Sin - 8" ~
+ 0.55 ° LCheer- Sin (_ 8 0 ) COS%_ 803] ' (RChest )xz

Like the HJC, the upper lumbar joint location had to be estimated from a

 

combination of the reference file data and the seat trial chest targets. From

reference files, the unit vector through the ribcage was given by equation 5.51.

1 ca e
g IRrs—anl x2

Rotating 94 degrees towards the front of the body [5].

F Cos(— 940) 0 Sin (— 940 )- \ (5.52)
RULJ / T 12 = 052 ° LChest O 1 O ' Rffibcage
\_— Sin(—- 940) o Cos(— 940) )

 

 

 

 

Equation 5.53 gives the location of the ULJ in the reference files using the

estimated defleshed targets.

RULI = R112 + Row/r12 (5.53)
The thorax length and angle with respect to the upper chest targets were

assumed to remain constant since, for the purposes of this study, the ribcage

was assumed to be rigid. As shown in Figure 60 below, the length of the thorax

and the angle between the thorax and chest landmarks from the reference files

were defined with equations 5.54 and 5.55.

 

LThorax = IRULJ — RLNJ I xz (5.54)
_ R .. (5.55)
BChest = ACOS RUU LNJ ' RChest
I U ‘RLNJI x2

77

The unit vector through the chest and thorax were again calculated in the seat

 

trials.
R3271 t : RSternalNotch _ RC 7 (5'56)
es IRSternalNotch — RC7I xz
1?, = C05(‘ germ) Si" (‘ 6Chest) . ~ (557)
Thorax — Sin (- 0Chest) COS (— 6Chest ) C1165!

The y coordinate of the ULJ was estimated as the average of the LNJ and LLJ
y-coordinates for visualization purposes. The location of the ULJ in the seat trials

was given by equation 5.58.

RULJ = RLNJ + LThorax ° RThorax (5°58)

LNJ

     

Sternal
Notch

Figure 60: Estimation of the lower neck and upper lumbar joints.

5.2. 12 Spinal Link Angles
The link between the lower neck joint and the upper lumbar joint was
referenced to vertical and referred to as the thoracic spine link angle (TSLA).

The link between the upper lumbar joint and the lower lumbar joint was

78

 

relere
Final
refere

Figur.

Lori
nec

UDp.
'Umt

Fig

referenced to vertical and referred to as the lumbar spine link angle (LSLA).
Finally, the link between the lower lumbar joint and the right hip joint center was

referenced to vertical and referred to as the pelvic link angle (PLA) as shown in

Figure 61 below.

 

 

  

 

9731A = 900 T ACOS(RLNJ/ULJ ' X Buck ) (5-59)
6LSLA = 900 T ACOS(RULJ/LLJ 'X Buck ) (5-60)
6PM = 900 T AC0S(RLLJ/HIC 'XBuck) (5-61)
TSLA
Lower
neck joint
Upper
lumbar joint
Lower
lumbar joint
Right HJC

Figure 61: Spinal link angles.

79

 

5.2. 13 Body Recline Angle

Body recline angle (BRA) is the angle between vertical and a line

connecting the sternal notch and the ASIS midpoint.

 

9312.4 = 900 _ A Cos RSternaINotch —Rmic_1ASIS , X3 k (5.62)
no
IRSternalNotch - RmidASISI

Sternal

Notch ”“93 ‘

\ zBuck

V Mid-ASIS

 

XBuck‘

 

Figure 62: Definition of body recline angle.

5.2.14 Total Lumbar Curvature

The total lumbar curvature (TLC) was calculated as the difference
between the sum of the upper lumbar (ULA) and lower lumbar angles (LLA) in
the flat back reference seat posture to that chosen by the subject in the
automotive seats. This angle is similar to the aforementioned openness angle
that was used to examine the relative orientations of the thorax and pelvis. As

the posture of the individual in the automotive seat opens more and becomes

80

erect, compared to that individual’s posture in the reference seat, this value

would increase.

Lower
neck joint

 

Upper a]. .; :5
lumbar joint {3:35.11

  

Lower
lumbar joint

Right HJC

Figure 63: Total lumbar curvature.

For the upper and lower lumbar angles, the angle was taken as positive if
the lower link was more in the positive X-direction than the upper link, as shown

in Figure 63 above.

QULA = ACOS(RLNJ/UIJ 'RULJ/LLJ) (5-53)
6LLA = ACOS(RUlJ/LLJ 'RLLJ/HJC) (5-54)

The total lumbar curvature for the seat trial was therefore:

6TLC = (QULA 1' HLLA )HardSeat T (QULA + 9LLA )Seatrn'az (5.65)

81

6. SUBJECT TESTING RESULTS

Figure 64 shows the possible test conditions as discussed on page 49.
Since 72 files for each of the 29 subjects were collected, producing a total of
2088 data files, the results were summarized and only statistical tests are
presented here. Examples of numerical values, averaged by anthropometric

groups, are listed for discussion purposes, with all averages and standard

I Town & Country (B) I
Lumbar Off """

deviations tabulated in Appendix C.

      
    
  

 
 

  

Driver

 

  

   
 

Lumbar On

       
 

   

 

    

 

 

 

Each

. BMW (thorax forward) (C-F) I ......
subject

 

 
  
 

 

 

 

BMW (thorax rearward) (C-R)—I ______

 

 

Gray LH (D)

Figure 64: Possible test conditions.

The abbreviations listed in Table 12 will be used when presenting and
discussing the results.

T

    

p.

5 The SigmaStat program [72] was used for statistical testing. ANOVA tests
i ."\.\
were chosen to first examine the data groupings for normal distributions and

‘51“

equal variances. :' A one-way repeated measures analysis of variance (RM-
ANOVA) test was used to examine differences within anthropometric groupings
since this test compares differences within a subject. The same test was used to
verify that there were no differences between repeated trials. Although no
differences were found in comparisons between repeated trials, all data were
treated as distinct measurements for the remaining comparisons. Cases that did
not have a normal distribution were analyzed with the repeated measures
ANOVA on Ranks; however, this situation was rare. The confidence level was
95% (alpha equal to 0.05).\ For the majority of cases, data groups were \
compared with a Tukey Test once the RM-ANOVA test was completed} \

Differences between anthropometric groupings were examinedjsing'a
one-way analysis of variance (ANOVA) test. Again, all data sets were treated as
distinct measurements. Cases that were found to not have a normal distribution
were examined with the ANOVA on Ranks test. The confidence level was 95%
(alpha equal to 0.05). All six anthropometric groups listed above in Table 12
were compared against each other.

The results of this study have been grouped into the following sections:
seat settings, extremities, body angles, spinal link angles, head position,

procedural effects on subject positioning, and application to computer modeling.

83

6.1 el S t P sitions

Recall that the test subjects were allowed to choose the recline angle of
the backrest and the fore/aft position of the seat. Parameters related to these
settings were therefore examined to determine if the settings chosen across

subjects and seat scenarios were similar.

6. 1. 1 Seat Back Angle

Results of statistical testing between anthropometric groupings for the
subject selected seat back angle (SBA) are shown below in Tables 13 through
17. A total of eight (four for the Tan LH) comparisons were possible for each
seat when all cases (sedan, lumbar on, driver, etc.) were summed. Instances in
which at least half of the comparisons had statistically significant differences
have been shaded. For example, in Table 13 the comparison between tail, light
males (M, 95, 5) and tall, heavy males (M, 95, 95) revealed that three of the four
conditions had statistically significant differences in SBA between these groups.
Table 13: Occurrences of statistically significant differences in SBA for the Tan

LH seat size four ble in each
T

    
    

        
   

   

T

  

Table 14: Occurrences of statistically significant differences in SBA for the Town
& Country seat by size roups ei ht possible in each roup).
Totals for Town & F, 50, 50 F, 5, 95 T M, 95, 5 M, 50, 50 M, 95, 95
Country Seat
F, 5, 5 1 0 0
F 50 50 0 0
F, 5, 95 0
M, 95, 5
M, 50, 50

 

 

 

 

 

 

 

 

 

 

 

 

0
1
O
0

 

 

 

 

 

NOOON

 

 

84

Table 15: Occurrences of statistically significant differences in SBA for the BMW

seat (thorax fonivard) by

size groups (eightpossible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the BMW F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
seat (thorax forward)
F, 5, 5 0 0 0 0 3
F, 50, 50 0 0 0 1
F, 5, 95 0 0 1
M, 95, 5 O 3
M, 50, 50 o

 

 

 

Table 16: Occurrences of statistically significant differences in SBA for the BMW

seat (thorax rearward) bi

size goups (eight ossible in each group).

 

Totals for the BMW
seat (thorax rearward)

 

F, 50, 50

F, 5, 95

M, 95, 5

M, 50, 50

M, 95, 95

 

F, 5,5

0

O

 

F, 50, 50
F, 5, 95
M, 95, 5
M, 50, 50

 

 

 

 

 

 

 

O

 

 

0
O
O

 

 

OOOO

 

 

Nth-NAN

 

Table 17: Occurrences of statistically significant differences in SBA for the Gray
LH seat by size groups (eight possible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

 

[Totals for the Gray LH seat F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
F, 5, 5 3 0 0 0 0
F, 50, 50 0 2 0 0
F! 5! 95 O O O
M. 95, 5 0 0
M, 50, 50 O

 

 

 

 

 

 

Only two of the comparisons between subject groupings for the seat back
angle had at least half of the test results showing statistically significant
differences. Both of these cases were comparisons between the tall, light males
(M, 95, 5) and the tall, heavy males (M, 95, 95). For the Tan LH seat, three of
the four cases showed differences between these groups with four out of eight
cases in the BMW seat (thorax rearward). SBA averages for the Tan LH differed
by a maximum of 2 degrees for these groups. The BMW seat had a maximum

difference of 6 degrees. The trend for the Tan LH was not consistent. However,

85

in the BMW seat the tall, heavy male group SBA average consistently showed a
more reclined position than that of the average SBA of the tall, light males.

Table 18 below lists the two scenarios in which statistically significant
differences were found in comparisons of the seat back angle (SBA) within each
anthropometric group. The seat back angle examined here was based on the
angle formed between the seat back targets and vertical. This angle was
correlated to the J826 manikin to provide a more standard measure acceptable
to the automotive industry. However, the J826 manikin could only be used to
measure SBA when the lumbar supports were in the off position and the thorax
support of the BMW seat was in the rearward position. The J826 manikin
correlated back angle is therefore only listed in Appendix C and was not used for
statistical testing. Cases that did not have any positive results have been omitted
from Table 18. The “lumbar position” column refers to comparisons between the
“lumbar off” and “lumbar on” test scenarios. The “Sedan / Van” column lists the
results of statistical tests comparing the subject’s response to these package
settings. Data for all tests shown below were normal and had equal variances.
Each test result shown had a maximum of 16 combinations.

Table 18: SBA statistical results (one-way RM-ANOVA).

 

 

 

[Seats Subject Group Lumbar Position Sedan/ Van I
| Tan LH, Gray LH (off) M. 95, 5 4 |
I BMW Qhorax forward) F, 50, 50 1 I

 

 

 

 

The average differences between the Tan LH seat and the Gray LH
(lumbar off) seat for the tall, thin males ranged from —3 to +6 degrees of recline.
Due to the fact that a quarter of the comparisons showed differences, and the

presence of only one other statistically significant result, it was assumed that the

86

differences found in the seat back angle were negligible. Refer to Appendix C for

the average and standard deviation values of SBA for each anthropometric

grouping.

6.1.2 Toebar to Hip Joint Center Horizontal Distance

The distance from the toebar to the HJC is a measure of the fore/aft
position of the pelvis in the context of the given package settings. Recall that the
subject was allowed to move the seat while the toebar was fixed. Results of
statistical testing between anthropometric groupings for horizontal distances from
the toebar to the HJC are shown below in Tables 19 through 23. Instances in
which at least half of the comparisons had statistically significant differences
have been shaded. For example, in Table 19 all four of the possible conditions
comparing the tall, light males (M, 95, 5) to the petite, ample females (F, 5, 95)

had statistically significant differences.

Table 19: Occurrences of statistically significant differences in toebar to HJC
horizontal distances for the Tan LH seat by size groups (four possible in each

 

Table 20: Occurrences of statistically significant differences in toebar to HJC

horizontal distances for the Town 8 Country seat by size groups (eight possible
in each
Totals for Town 8r

   
 

                   

     

Seat F 50 F 95 5 50 95

87

Table 21: Occurrences of statistically significant differences in toebar to HJC
horizontal distances for the BMW seat (thorax forward) by size groups (eight

possible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the BMW F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
seat (thorax forward)
I: 5, 5 1 0 7 5 8
F, 50, 50 1 2 0 7
F4 5, 95 8 6 8
ML95, 5 0 0
M, 50,50 0

 

Table 22: Occurrences of statistically significant differences in toebar to HJC
horizontal distances for the BMW seat (thorax rearward) by size groups (eight

possible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the BMW F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
seat (thorax rearward)
F. 5, 5 1 0 6 5 7 8’
F, 50,50 1 2 1 7
F, 5, 95 7 7 8
M. 9555 0 0
IL 50, 50 0

 

Table 23: Occurrences of statistically significant differences in toebar to HJC
horizontal distances for the Gray LH seat by size groups (eight possible in each

 

 

 

 

 

 

 

 

 

 

 

 

roup).
frotals for the Gray LH F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
seat
55, 5 3 w 0 8 4 8'
I350, 50 , 5 ~ f 3 0 4
F. 5, 95 8 ' 6 8
M, 95, 5 1 0
M, 50, 50 3

 

 

 

 

 

 

 

 

As expected, differences in the horizontal distances from the toebar to the
HJC between subject size groupings were most often paired with differences in
the average height of the subject groups with no differences found between
subject groups of equal height. It was therefore not surprising that the tall, light
males (M, 95, 5) differed from the petite females (F, 5, 5 and F, 5, 95), but were
not different from the tall, heavy males (M, 95, 95). Refer to Table 24 for an

example of these values.

88

Table 24: Toebar to HJC horizontal distance (mm) group averages for the sedan,

lumbar off, driver scenario.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Subject Seat

Group Tan Town 8. BMW BMW Gray
LH Country (thorax (thorax LH

forward) rea rwarcy

F, 5, 5 802 774 775 776 779

F, 50, 50 829 813 847 821 824

F, 5, 95 780 750 762 750 747

M, 95, 5 895 896 923 883 890

M, 50,50 850 844 890 870 841

M, 95, 95 924 888 942 927 900

 

Table 25 below lists the results of statistical testing within subject groups
on the horizontal distance between the subject’s hip joint center (HJC) and the
toebar. No results are listed for the driver vs. passenger comparisons because
none of these cases produced statistically significant differences. Comparisons
in which at least half of the possible 16 cases showed differences have been
shaded. Recall that the vertical seat height was set at either the van or sedan

package.

Table 25: Toebar to HJC horizontal distance statistical results.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Seats Subject Group Lumbar Position Sedan / Van
Tan LH, F, 5. 5 1
Gray LH (off) F4 5, 95 4
M, 95,5 1
Town 8 M, 95. 5 _ 6
Country M, 50,50 13
M, 95, 95 3
BMW (thorax L50. 50 1 1
forward) F, 5, 95 7
M, 95,5 .10
M, 50, 50 3
M, 95,95 6
BMW (thorax F. 50. 50 1 1
rearward) M, 95, 95 7
Gray LH F. 5. 5 5
F. 5, 95 12
M, 95,5 2
M, 95, 95 4

 

 

89

Differences in package dimensions had the most affect on the horizontal
distance between the occupant’s HJC and the toebar. Subjects tended to
shorten this distance in the van package relative to the sedan package, possibly
to achieve a desired knee angle or thigh pressure. For example, the tall, thin
males in the BMW seat (thorax forward) moved closer to the toebar an average
of 43 to 48 mm from sedan to van. The fact that the average knee angle for this
group changed by 1 to 7 degrees and had no statistically significant differences
between the sedan and van package settings suggested that the subjects were

trying to maintain a particular leg position.

6.1.3 Toebar to Hip Joint Center Vertical Distance

The vertical distance from a fixed reference point, such as the toebar,
could be used to examine affects on the HJC location due to differences in tissue
thickness under the buttocks. However, no statistically significant differences
were found between anthropometric groupings for vertical distances from the
toebar to the HJC in the Tan LH, BMW (thorax rearward), or Gray LH seats.
Tables 26 and 27 list the remaining comparisons.
Table 26: Occurrences of statistically significant differences in toebar to HJC
vertical distances for the Town 8 Country seat by size groups (eight possible in

each
Totals for Town &

   
  

   
     

   

    

    

    

      

Seat F 50 F 95 5 50 95

9O

 

 

Table 27: Occurrences of statistically significant differences in toebar to HJC
vertical distances for the BMW seat (thorax forward) by size groups (eight
possible in each mup).

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the BMW F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
seat (thorax forward)
F. 5. 5 0 0 0 0 0
.F 50 50 0 0 1 0
F. 5. 95 0 0 0
£95, 5 0 0
M, 50. 50 0

 

 

 

 

 

 

The comparisons between the petite, ample females and the mid-sized
males are the only comparisons that had statistically significant differences in at
least half of the cases. The lack of more significant differences between groups
and the lack of consistency in the above results was probably due to the large
variation in estimated HJC locations.

Table 28 lists the results of statistical testing within subject groups. All
comparisons between sedan and van packages produced statistically significant
differences. This was expected since the van package added 95 mm in height to

that of the sedan, sedan/van comparisons are therefore not listed in Table 28.

Table 28: Toebar to HJC vertical distance statistical results (one-way RM-
ANOVA .

Seats Lumbar Position Driver/

Tan LH, Gray ’ ‘ ’

LH (off) 1

BMW (thorax
forward)

BMW (thorax
rearward)

Gray LH

 

91

Since differences found between the Tan and Gray LH seats (lumbar
position) are most likely due to differences in the placement of the manikin
between these seats, comparisons between the two will therefore not be
discussed further in this section. Table 29 lists example values of changes in the
toebar to HJC vertical distance related to changes in lumbar prominence for the
mid-sized males.

Table 29: Toebar to HJC vertical distances (mm) of mid-sized males in the
sedan, driver scenario of the BMW seat (thorax rearward).

 

 

 

 

 

 

 

 

Subject ID BMW (thorax rearward)
Lumbar Off Lumbar On Change (on — off)
TM_21 101 122 21
TM22 1 10 124 14
TM23 96 115 19
TM_24 130 146 16
TM25 1 16 128 13

 

 

 

 

 

Subjects’ hip joint centers tended to be higher relative to the toebar with
the lumbar on than with the lumbar in the off position. Changes in HJC height
could be due to the subject moving forward on the upwardly sloped seat or by a
rotation of the pelvis, depending on the initial position. As with the horizontal
distance from the HJC to the toebar, the differences found in vertical distances
between driver and passenger cases were so rare that it is doubtful these

positions have any effect on position of the subject’s HJC relative to the toebar.

6.1.4 Horizontal Pelvis Placement Relative to Seat
Two methods of examining the relationship between the location of the
subjects’ pelves and the seat were used - the horizontal distance from the

subject’s HJC to the bottom recline target on the seat (further referred to as HJC-

92

RecBot X), and the differences between the subject’s HJC location in each seat
and the J826 manikin’s H-point location (refer to section 3.1) in the
corresponding seats. This relationship was examined since this knowledge
would be necessary for human manikin placement in computer modeling of
occupant packaging.

The horizontal and vertical distances between the J826 H-point and the
HJC of each test subject in each trial were first calculated. These offsets were
then statistically analyzed by the same methods as the other parameters. These
comparisons would determine similarities between position of humans, relative to
the J826 manikin. Results of statistical testing between anthropometric
groupings for the horizontal offset between the subject’s HJC and the J826
manikin’s H-point are given in Tables 30 through 34. The values in parentheses
are instances where the HJC-RecBot X coordinate had slightly different results.

For comparisons between the subjects and the manikin, refer to the offset
values given in Appendix C. Although the J826 manikin was designed to
represent he mid-sized male, discrepancies were found between the manikin H-
point and the mid-sized males’ HJC. These differences may be due to errors in

the estimation of the HJC location.

Table 30: Occurrences of statistically significant differences in horizontal offset

between J826 H-point and subject’s HJC for the Tan LH seat by size groups (four
ble in each .
Totals for the Tan LH seat F

 
 
  

  
 

   

   

   

   

   

50 F . 95 5 so 95

93

Table 31: Occurrences of statistically significant differences in horizontal offset
between J826 H-point and subject’s HJC for the Town & Country seat by size

 

 

 

 

 

 

 

 

 

 

 

 

roups (gight possible in eachggroup).
Totals for Town 8r F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
Country Seat
F. 5. 5 0 8 6 8 7 (8)
F 50 50 8 3 3 3
F 5 95 1 0 0
M 95 5 0 0
M 50 50 0

 

 

 

 

 

 

Table 32: Occurrences of statistically significant differences in horizontal offset
between J826 H-point and subject’s HJC for the BMW seat (thorax fonivard) by

 

 

 

 

 

 

 

 

 

 

 

 

size groups (eight possible in each group).
Totals for the BMW F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
seat (thorax forward)
F, 5, 5 0 8 0 4 0
F. 50. 50 8 0 1 0
F. 5. 95 3 3 7
M 95 0 0
M, 50, 50 (L

 

 

 

 

Table 33: Occurrences of statistically significant differences in horizontal offset
between J826 H-point and subject’s HJC for the BMW seat (thorax rearward) by

 

 

 

 

 

 

 

 

 

 

 

 

size groups (eight possible in each group).
Totals for the BMW F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
seat (thorax rearward) ‘ _ f
F, 5, 5 0 83:} 0 314) 0
F. 50. 50 2 l3) 0 O _ 0,
5 95 O O 4533 .. = r
M, 95, 5 0 0
M, 50, 59 2

 

 

 

 

Table 34: Occurrences of statistically significant differences in horizontal offset
between J826 H-point and subject’s HJC for the Gray LH seat by size groups
ei ht possible in each Loup).

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the Gray LH seat F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
F 5, 5 0 i 8 6 (7) , 4 6
F, 50, 50 z 5 (6) . 3 (4) l 2 3(4)
F, 5, 95 0 0 0
M, 95, 5 0 0
M, 50, 50 0

 

 

 

 

 

 

 

 

 

All comparisons between the petite, light females and the petite, ample

females had statistically significant differences, with the petite, light females back

further in the seat 50-60 mm. This difference was most likely due to the tissue

94

thickness of the subjects, placing the HJC of the ample women further forward.
Comparisons between the petite, light women and the mid-sized males showed
differences in at least half of the cases. Other comparisons between
anthropometric groups were not consistent between seats, but differences
between either petite female group and the male groups were prevalent. These
differences were most likely due to tissue thickness and pelvis size differences.
Statistical test results within subject groups are listed in Table 35. Cases
in which either method produced statistically significant differences in at least half
of the cases have been shaded. The values in parentheses represent HJC-
RecBot X coordinate result differences.
Table 35: Horizontal offset from J826 H-point to subject’s HJC statistical results
one-wa RM-ANOVA .
Seats Subject Lumbar Sedan / Driver/

Position Van
Tan LH, Gray LH (off)

Town & Country
BMW (thorax forward)

BMW (thorax
rearward)

Gray LH

 

95

Each seat affected its occupants with either a change in lumbar
prominence or through a change in package dimensions. The majority of
differences in these parameters occurred in response to changes in lumbar
prominence. Changes in HJC height could be due to the subject moving forward
on the upwardly sloped seat or by a rotation of the pelvis, depending on the initial
position, which would move the HJC along an arced trajectory.

Of the cases where at least half the results were positive, moving the
lumbar support to the on position caused the subject’s HJC to shift forward by
13-33, 21-37, and 12 mm for the BMW (thorax forward), BMW (thorax rearward),
and Gray LH seats, respectively. This forward shift of the HJC was most
prevalent for the petite, light females. It should be noted that the lumbar support
of the Town & Country seat did not have any significant affect on subject pelvis
locations. Refer to Tables 36 and 37 for an example of the changes observed in

group averages.

Table 36: HJC-RecBot X coordinate group averages for the sedan, driver, lumbar
off (Off) and lumbar on (On) scenarios.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Subject Group Seat
BMW (thorax BMW (thorax Gray LH
forward) rearward)

Off 4 On , Off On Off On
F. 5. 5 -169 -190 ' -190 -215 -179 -191
F, 50, 50 -169 -196 -191 1228 -183 -196
F, 5, 95 -228 -241, -234 -249 —223 -229
M. 95, 5 . ' -184) 4207 -209 -233 -209 -222
M, 50. 50 ' ‘ -194 -227 -215 -248 -213 -232
M. 95, 95 -188 l -203 _;201 -222 -215 £27

 

96

 

Table 37: HJC-RecBot X coordinate group averages for the van, driver, lumbar
off and lumbar on On scenarios.
Seat
BMW (thorax BMW (thorax Gray LH
rea

 

Differences between packages may be due to differences in the
placement of the J826 manikin in these scenarios. In the Gray LH seat the
petite, light females’ and mid-size females” hip joint centers shifted forward by 9
mm for both lumbar positions in the sedan to van comparison. The BMW seat did
not affect either of the heavy test subject groups. The Gray LH seat only
significantly affected the petite, light females and the tall, heavy males. When
referring to Appendix C offset values, recall that the positive horizontal (X) axis of
the test buck pointed rearward, a negative value for the horizontal coordinate
therefore means that the subject’s HJC is more forward in the seat than the J826
manikin H-point. Refer to Figure 65 for an example of the offset between the

subject’s HJC and the J826 H-point.

 

’
+ X direction

\

NC

0J826 H- oint
\/ Offsetv\ p

0

Figure 65: Offset between J826 H-point and subject HJC.

97

6.1.5 Vertical Pelvis Placement Relative to Seat

In statistical testing between anthropometric groupings only one
comparison had a statistically significant difference (using both parameters) -— the
mid-sized males vs. mid-sized females in the Town & Country seat for the van,
lumbar off, driver scenario. It was expected that there would be differences
between anthropometric groups simply because each subject group would have
a different tissue thickness under and behind their hip joint centers. The lack of
differences was most likely due to the large range in HJC estimated locations.

Results of statistical tests on the vertical offset between the subject’s HJC
and the J826 H-point are listed below in Table 38. The values in parentheses
represent HJC-RecBot Z coordinate result differences. Less differences in the
HJC-RecBot Z coordinate results occurred due to the fact that this parameter
examines a small change in a larger number than the comparison between
subject HJC and J826 H-point does.

Table 38: Vertical offset from J826 H-point to subject’s HJC statistical results
one-way RM-ANOVA).

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Seats Subject Lumbar Sedan / Driver/
Group Position Van Passengg;

Tan LH, Gray LH (off) F-5, 5 16 (---l 1 (---)

F, 50, 50 16 (---) 8 (mi

F, 5, 95 1

M, 95, 5 16 (---)

M, 50, 50 .16 (--.)

M, 95,95 6 (---)

Town 8r Country i: 5. 5 3 (---)

F, 50, 50 1 (---)

M. 95.5 14 t---)

BMW (thorax forward) F, 5. 5 14 (1) 1

F, 50, 50 16 (16)

M, 50, 50 12 QB)

I M, 95, 95 (1)

 

98

 

Table 38 (continued):

 

 

 

 

 

 

 

 

 

 

 

Seats Subject Lumbar Sedan/ Driver/
Group Position Van PassenggL
BMW (thorax F, 5, 5 15 (16) '
rearward) F, 50, 50 2 (2)
M, 50, 50 11 (14)
Gray LH F. 5. 5 ' 16 (---)
F, 50, 50 16 (2)
F, 5, 95 2 (---)
M, 95, 5 9 9(2) 3 (2)
M, 50, 50 7 (--_)
M, 95, 95 (2) 9 j-.-)

 

 

 

 

 

 

Differences found for the vertical offset are similar to those of the
horizontal offset, with respect to which comparisons were affected by each seat.
Refer to Table 39 for HJC-RecBot Z coordinate group averages for the sedan,
driver, lumbar off (Off) and lumbar on (On) scenarios. Subjects’ hip joint centers
tended to be higher with the lumbar on than with the lumbar in the off position,
also refer to Table 29. These upward shifts ranged from 9-13, 9-16, and 4 mm
for the BMW (thorax forward), BMW (thorax rearward), and Gray LH seats,
respectively. Changes in HJC height could be due to the subject moving forward
on the upwardly sloped seat or by a rotation of the pelvis, depending on the initial
position.

Table 39: HJC-RecBot Z coordinate group averages for the sedan, driver, lumbar
off (Off) and lumbar on (On) scenarios.

 

 

 

 

 

 

 

 

 

 

 

 

 

Subject Group Seat
BMW (thorax BMW (thorax Gray LH
forward) rearwm)

Off On Off On Off On
F, 5.5 124 132 131. 140 . 150 152
E50, 50 138. 147. 144 157 161 163
F. 5, 95 133 136 138 142 155 f 156
M, 95,5 123 135 131 143 - 152 156
M, 50, 50 124 137 128 144 157 159
M, 95, 95 126 136 135 145 155 154

 

 

 

 

 

99

W
6.2.1 Knee Angle

No statistically significant differences were found in the knee angle
between subject groups for the Town & Country seat or for the BMW seat. Refer
to Tables 40 and 41 for test results in the LH seats. Only the driver position was
examined so total combinations available were limited.

Table 40: Occurrences of statistically significant differences in knee angle for the
Tan LH seat by size groups (two possible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

ITotals for Tan LH seat F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
F. 5. 5 O 0 0 0 0
F. 50.50 1 1 0 0
F. 5. 95 0 0 0
M, 95, 5 0 1
M, 50, 50 0

 

 

 

 

 

 

Table 41: Occurrences of statistically significant differences in knee angle for the
Gray LH seat by size groups (four oossible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

I Totals for Town & F,50, 50 E,5, 95 M, 95, 5 M, 50, 50 M, 95, 95
F. 5, 5 1 0 1 0 0
F. 50. 50 0 1 0 0
F. 5. 95 0 0 0
M. 95. 5 O 0
M, 50. 50 O

 

 

 

 

 

 

Since positive test results on differences between size groups were
limited, and those present lacked consistency between seats, differences in the
knee angle due to subject anthropometry were assumed negligible.

Table 42 below lists the outcomes of statistical testing on knee angles
within subject groups. No statistically significant differences were found for
comparisons between lumbar positions. The “Driver/ Passenger” column lists
the results of statistical tests comparing the subject’s response to these arm and

leg positions.

100

Table 42: Knee e statistical results one-wa RM—ANOVA .
Seats G Sedan / Van Driver/
Tan LH, ~
Gray LH

(Off)

BMW
(thorax
forward)

BMW
(thorax
rearward)

Gray LH

 

M, 95, 95

The majority of differences between driver and passenger positions were
statistically significant as expected since the driver position would open the knee
angle due to the foot constrained to the toebar. However, in many cases the
subject stretched out his/her legs in the passenger position so there was not a
statistically significant difference between driver and passenger positions. This
was particularly noticeable for the large males. Changes in the average knee

angle ranged from 3 to 18 degrees, increasing from passenger to driver. The

101

interesting finding here is that package variation (sedan/van) only affected the
knee angle in two comparisons. This lack of statistically significant differences
suggests that either the range of seat height tested in this study was not large
enough to affect the knee angle of the occupants, or the subjects positioned the
seat so that the knee angle was consistent. Combined with the previous results
on HJC placement, the lack of differences in knee angle supports the notion that

the subjects slid forward in the seat.

6.2.2 Knee Splay Angle
Results of statistical comparisons of the knee splay angle between subject
groups are listed in Tables 43 through 42. This parameter was only examined in

the driver position.

\._.

Table 43: Occurrences of statistically significant differences in knee splay angle
for the Tan LH seat by size roups (two possible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

[Totals for the Tan LH seat F, F, 5,95 M, 95,5 M, 50,50 1111.95.95
F. 5. 5 o o 1 1 1
F. 50. 50 o , 1 1 1
F, 5. 95 — 1 1 o
M. 95. 5 0 0
M, 50,50 0

 

 

 

 

 

 

Table 44: Occurrences of statistically significant differences in knee splay angle
for the Town & Country seat by size goups (four possible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for Town 81 F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
Country Seat
F. 5, 5 0 0 2 1 1
5 50. 50 0   2 1 1
F. 5. 95 g 0 1
M, 95, 5 0 0
M 50. 50 0

 

 

 

 

 

 

102

 

 

 

Table 45: Occurrences of statistically significant differences in knee splay angle

 

for the BMW (thorax forward) seat by size rogls (four possible in each group).

 

 

 

 

 

Totals for BMW Seat F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
(thorax forward)
F 5. 5 0 0 2, 2 0
F, 50. 50 0 2 2 2
F, 5. 95 2 2 _g
M, 95, 5 0 0
M. 50. 50 0

 

 

 

 

 

 

 

 

 

 

 

 

Table 46: Occurrences of statistically significant differences in knee splay angle
for the BMW (thorax rearward) seat by size roups (four possible in each group).

 

 

 

 

 

 

Totals for BMW Seat F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
(thorax rearward)
F. 5. 5 0 0 0 1 1
5 50,50 0 2 1 __
F 5,,95 1 1 2
M, 95, 5 0 0
M, 50, 50 0

 

 

 

 

 

 

 

 

 

 

 

 

Table 47: Occurrences of statistically significant differences in knee splay angle

for the Gray LH seat by size grows (four possible in each loup).

 

Totals for the Gray
Seat

F, 50, 50

F, 5, 95

M, 95, 5

M, 50, 50

M, 95, 95

 

F455

0

O

 

F, 50, 50

 

F, 5, 95

 

M, 95, 5

 

 

M, 50, 50

 

 

 

0

 

 

naltorro

 

 

O--‘l\)-L

 

 

 

OCD-‘IIQUL

 

(gilt should be noted that all of the differences found between subject groups/
were when the seats were set at the sedan height. There was little variation
within subject groups, with all group average splay angles ranging from 24 to 29
degrees. Although the differences found between males and females particularly

for the tall, thin males were relatively consistent, the differences found were very

small (refer to Appendix C) and were probably due to body shape differences.

Results of statistical tests within subject groups for the knee splay angle

are listed in table 48.

103

Table 48: Knee splay an le statistical results (one—way RM-ANOVA).

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Seats Subject Lumbar Sedan / Driver/
Group Position Van Passenger
Tan LH, F, 5, 5 11 16 3
Gray LH F, 50, 50 8 16 6
(off) F, 5, 95 7 16 5
M, 50, 50 12
Town & F, 5, 5 4 16
Country F, 50, 50 8 16
F, 5, 95 7 16 5
M, 50, 50 12
BMW F, 5, 95 8 16
(thorax M, 50, 50 12
forward) M, 95, 95 6
BMW F, 5,5 4
(thorax F, 50, 50 13 16 1
rearward) F, 5, 95 12 16
M, 50, 50 8 1
M, 95, 95 6
Gray LH F, 5, 5 9 16
F, 50, 50 12 16
F, 5, 95 . 12 16
M, 50, 50 13
M, 95, 95 1

 

 

 

 

 

 

Changes in knee splay angle from lumbar off to lumbar on were within 3
degrees, and quite often were not sufficient to even produce differences in the
group averages. Knee splay angles increased from the sedan to the van
package by 2-11, 3-11, 2-12, 2-10, and 3-13 degrees for the Tan LH, Town &
Country, BMW (thorax forward), BMW (thorax rearward), and Gray LH seats,
respectively. The taller males tended to have the least amount of change. In the
sedan seat height the subjects would have had their legs reaching forward more

than in the van package, thereby reducing the splay angle of the leg.

104

6.2.3 Shoe Angle

Recall that the ankle angle was referenced to the hard seat data in order
to estimate the angle that the shoe made with the floor. The shoe angle was
used in statistical testing instead of the ankle angle as it has more relevance to
automotive applications. Differences between the driver and passenger cases
were not tested since in the passenger position the subject had his/her feet flat
on the footplate. Statistical tests performed to examine differences between
subject groups had three positive results: petite, light females compared to tall,
heavy males and tall, thin males compared to tall, heavy males — both in the
Town 81 Country seat, and mid-sized males (M, 50, 50) compared to tall, heavy
males in the Gray LH seat. Since these results correspond to one-eighth of the
possible positive results, changes in shoe angle due to subject anthropometry
were considered negligible.

Table 49 below lists the outcomes of statistical testing on shoe angles
within subject groups. No positive results were found for any of the comparisons
between lumbar positions. Cases in which at least half of the comparisons had
statistically significant differences have been shaded.

Table 49: Shoe angle statistical results (one-way RM-ANOVA).

 

 

 

 

 

 

 

 

 

 

 

 

Seats Subject Group Sedan / Van
Tan LH, F, 5, 5 2
Gray LH F, 50, 50 4
(off) F, 5, 95 7
M, 50, 50 4
M, 95, 95 2
Town 8. F, 5, 5 8
Country 5, 50, 50 8
F, 5, 95 8
M, 50, 50 7
M, 95, 95 3

 

 

 

 

105

Table 49 (continued):

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Seats Subject Group Sedan / Van
BMW F, 5, 5 1
(thorax F, 50, 50 2
forward) F, 5, 95 2
M, 95, 95 6
BMW F, 5, 5 4
(thorax F, 50, 50 3
rearward) M, 50, 5o 2
M, 95, 95 1
Gray LH F, 50, 50 2
F, 5, 95 5
M, 95, 95 2

 

 

 

The shaded cases listed above may be partly due to the petite females
needing an extra foot block to support their feet, as mentioned in the protocol
description. However, this would not explain why the mid-sized females had
statistically significant differences in shoe angle with changes in package
settings. The differences found may be due to the subject being more concerned
about her leg and pelvis position, and therefore sacrificing a comfortable foot
position. Average shoe angles for the females in the Town & Country seat
decreased by approximately 9 degrees from the sedan to the van position. Since
in the van package the horizontal distance between the steering wheel and the
toebar was less, the subjects may have been able to relax their lower legs more
and lower their toes in the van package. In the sedan package the shorter
subjects would have had to either stretch out their legs to reach the toebar or

have the steering wheel too close to their bodies.

106

6.2.4 Elbow Angle

Refer to Tables 50 through 54 for statistical test results on the elbow angle
for comparisons between subject groups. Only the driver position was examined

so total combinations available were limited.

Table 50: Occurrences of statistically significant differences in elbow angle for
the Tan LH seat by size groups (two possible in each grou ).

 

 

 

 

 

 

 

 

 

 

 

 

ITotals for the Tan LH seat F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
F, 5, 5 0 0 2 2 2
F, 50, 50 0 2 0 1
F. 5. 95 2 1 2
M, 95, 5 0 0
M, 50, 50 0

 

 

 

 

 

 

Table 51: Occurrences of statistically significant differences in elbow angle for
the Town & Country seat by size groups (four mssible in each group .

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the Town 81 F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
Country seat
FL5. 5 0 0 4 3 4
F 50 50 0 3 0 2
F 5 95 4 0 2
M 95 5 2 0
M 50 50 0

 

Table 52: Occurrences of statistically significant differences in elbow angle for

the BMW seat (thorax forward) by size groups (four possible in each

group).

 

Totals for the BMW
(thorax forward) seat

 

F, 50, 50

F, 5, 95

M, 95, 5

M, 50, 50

M, 95, 95

 

F.5.5

1

0

 

F, 50, 50
F. 5. 95
M 95 5

M, 59, 59

 

 

 

 

 

 

0

 

 

4
2
4

 

 

0030-5

 

 

00-b0-h

 

Table 53: Occurrences of statistically significant differences in elbow angle for
1 size groups (four possible in each group).

the BMW seat (thorax rearward) b

 

Totals for the BMW
thorax rearward) seat

 

F, 50, 50

F, 5, 95

M, 95, 5

M, 50, 50

M, 95, 95

 

F. 5.5

2

3_

 

F 50 50
F, 5. 95

 

 

M. 95. 5

 

 

 

M, 50, 50

0

 

 

107

 

4
2
3

 

 

000$

 

 

0000A

 

 

 

 

Table 54: Occurrences of statistically significant differences in elbow angle for
the Gray LH seat by size groug (four possible in each row).

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the Gray F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
LH seat
F, 5, 5 3 0 4 4 3
F, 50, 50 0 2 0 0
F, 5, 95 4 0 0
M, 95, 5 1 0
M, 50, 50 0

 

 

 

 

 

 

Statistically significant differences in elbow angle were found when
comparing the petite, light females and tall, thin males with groups of the
opposite gender for all seats tested. Occasionally differences were also found
for both petite female groups compared to the remaining subject groups.

Although the dashboard was set relatively low, the petite, light females
may have had to sit close to the wheel to see over the dash, which would reduce
the distance that their arms needed to extend. There may also be differences
due to driving habits. It was noticed in testing that the males preferred to have
their arms stretched out more. The horizontal distance between the steering
wheel and the footplate could have played a role in these findings if this distance
was too large for the petite females and too short for the tall males. Table 55
lists an example of group averages for the elbow angle. These values seem to
be correlated to subject heights, although this would account for the statistically
significant differences between tall, thin males and petite, ample females, it does
not explain the differences found between petite, light females and petite, ample
femalestf'l‘he differences found suggest that the elbow angle was dependant on

both the height and weight of the subjects: however, this presumption was not

/
___..—

108

consistent between genders. Figure 66 shows an example of the subject’s arm

positions.

driver scenario.

own
Country (thorax (thorax

 

 

 

(a) (b) (C)
Figure 66: Example of variation in elbow angles between subject groups; (a)
subject TM01, (b) subject TM14, (c) subject TM17.

The van versus sedan comparison for the BMW seat (thorax forward) of
the tall, thin male grouping was the only condition with any statistically significant
differences in elbow angles within subject groups. Since only one of the sixteen
combinations had a significant difference, changes in this parameter were

assumed negligible.

109

6.2.5 Arm Splay Angle

During testing the arms were positioned to be out of the camera view of
the hip targets in the passenger position, therefore only the driver positions of the
arms were examined. Tables 56 through 60 list the results of statistical testing
between anthropometric groups.

Table 56: Occurrences of statistically significant differences in arm splay angle
for the Tan LH seat by size roups (two possible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

ITotals for the Tan LH seat F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
F, 5, 5 0 2 2 1 2
F, 50, 50 1 1 0 2
F, 5, 95 0 0 0
M, 95, 5 0 0
M, 50, 50 0

 

 

 

 

 

 

Table 57: Occurrences of statistically significant differences in arm splay angle
for the Town & Country seat by size groups four possible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the Town 8. F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
Country seat ‘
F, 5, 5 0 4 4 1 4
F, 50, 50 4 4 0 3
F. 5. 95 0 0 0
M, 95, 5 1 0
M, 50, 50 1

 

 

 

 

 

 

Table 58: Occurrences of statistically significant differences in arm splay angle
for the BMW seat (thorax forward) by size groups (four possible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the BMW F, 50, 50 F, 5,95 M, 95, 5 M, 50, 50 M, 95, 95
(thorax forward) seat
F, 5, 5 0 , 4 4 1 3
F 50, 50 1 3 0 1
F, 5, 95 0 0 0
M, 95, 5 0 0
M, 50, 50 0

 

 

 

 

 

 

110

Table 59: Occurrences of statistically significant differences in arm splay angle
for the BMW seat (thorax rearward by size roups (four

ossible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the BMW F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
(thorax reamard) seat
F, 5, 5 0 4 4 1 3
F. 50, 50 2 2 0 o
F. 5, 95 0 1 0
M, 95, 5 0 o
M, 50, 50 o

 

 

 

 

 

Table 60: Occurrences of statistically significant differences in arm splay angle
for the Gray LH seat by size groups (four possible in each group)

 

Totals for the Gray
LH seat

 

F, 50, 50

F, 5, 95

M, 95, 5

M, 50, 50

M, 95, 95

 

F, 5,5

0

4

 

F, 50, 50
F, 5, 95
M, 95, 5
M, 50, 50

 

 

 

 

 

 

 

2

 

 

4
2
0

 

 

 

 

0000-5

 

The majority of the statistically significant differences in arm splay angle

were found between the petite, light females and the mid-sized females when

compared to the petite, ample females and tall males. The petite, light females,

mid-sized females, and mid-sized males had arm splay values in the 15 to 20

degree ranges. Group averages for the petite, ample females and the tall males

were closer to 30-35 degrees.

No statistically significant differences were found within the subject

groups. Refer to Appendix C for arm splay values.

.8 Anl

Three measures were used for evaluating the overall spinal position. The

body recline angle (BRA) was defined as the angle between vertical and the line

connecting the sternal notch and the ASIS midpoint. The openness angle was

111

 

 

defined as the sum of the thorax and pelvis angles with ninety degrees between

the thorax and pelvis measurements included. The third body angle, total lumbar

curvature (TLC), differs from the other two parameters mainly because TLC is

referenced to the flat spine position of the hard seat, refer to page 80 for a

descfipfion.

6.3.1 Body Recline Angle

No statistically significant differences were found in the comparisons

between subject groups for either thorax position of the BMW seat. The

remainder of test results for comparisons between subject groups are listed

below in Tables 61 through 63.

Table 61 : Occurrences of statistically significant differences in body recline angle

 

 

 

 

 

 

 

 

 

 

 

 

 

for the Tan LH seat by size moups (fourpossible in each group).
Totals for the Tan LH F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
seat
F, 5, 5 0 0 0 0 0
F, 50, 50 0 0 0 0
F, 5, 95 0 0 1
M, 95, 5 0 O
M, 50, 50 0

 

 

 

 

 

Table 62: Occurrences of statistically significant differences in body recline angle
for the Town & Country seat by size groups (ekght possible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

112

 

 

 

 

 

Totals for the Town 81 F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
Country seat
F. 5, 5 0 0 0 0 1
F, 50, 50 0 0 0 1
F 5, 95 0 0 4
M, 95, 5 0 0
M, 50, 50 1

 

 

 

Table 63: Occurrences of statistically significant differences in body recline angle
for the Gray LH seat by sizggoups (eight possible in each loup).

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the Gray F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
LR seat
F, 5, 5 0 0 0 1 0
F, 50, 50 0 0 0 2
F. 5. 95 0 o 1
M, 95, 5 0 1
M, 50, 50 2

 

 

 

 

 

 

The comparison between petite, ample females and tall, heavy males for
the Town & Country seat was the only test set that produced positive results in at
least half of the cases. The average BRA for the tall, heavy males was less than
that of the petite, ample females by 2 to 7 degrees. The lack of statistically
significant differences supported the idea that the BRA measure is a broad
parameter to describe the relative orientation between the upper thorax and the
pelvis. This parameter does not provide any information about what happens
along the spine in between the neck and pelvis. This measure should only be
used as a general indication of overall body recline.

Table 64 below lists the results of statistical testing for the body recline
angle (BRA). Cases that did not have any positive results, such as all cases for
both of the LH seats, have been omitted from this table. Comparisons between
sedan/van packages and driver/passenger positions did not have any statistically
significant differences. These results indicated that, in general, subjects sat at
similar body reclines between test conditions, which is supported by the similar

findings for the seat back angle.

113

Table 64: BRA statistical results fine-way RM-ANOVA).

 

 

 

 

 

 

 

 

 

 

 

Seats Subject Group Lumbar Position
Town & Countrv F, 50, 50 1
BMW (thorax forward) F. 5. 5 11
F, 50, 50 2
M, 95, 5 10
BMW (thorax rearward) F. 5. 5 1
M, 95, 5 1
M, 50, 50 5

 

 

BRA differences were not found for either heavy subject group. The only
differences found in BRA were between lumbar positions, with the BMW seat
producing almost all of the statistically significant differences in BRA, particularly
for the thorax fully forward setting. Group averages increased 1 to 6 degrees
from lumbar off to lumbar on for the statistically significant cases. In order for the
BRA value to increase, the subject would have to have his/her torso back further
than his/her pelvis. Since the SBA values did not exhibit this same change from
lumbar off to lumbar on, the subjects must have either sat in more erect postures,
or slid his/her pelvis forward in the seat with the lumbar on and leaned against

the upper backrest.

6.3.2 Openness Angle

Recall that the second measure for evaluating the overall spinal position
was the openness angle. Because the openness angle is based on the pelvis
and thorax angles, discussion on these parameters will follow. Results of
statistical testing between anthropometric groupings for openness angle are
shown below in Tables 65 through 69. A total of 8 (4 for seat Tan LH)
comparisons were possible for each seat when all cases (sedan, lumbar on,

driver, etc.) were summed.

114

Table 65: Occurrences of statistically significant differences in openness angle

 

 

for the Tan LH seat by size groups (four possible in each roup).
ITotals for the Tan LH seat F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
F. 5. 5 0 4 4 0 0
F. 50. 50 4 4 0 0
F. 5. 95 4 4 4
M. 95.5 4 4
M. 50.50 0

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Table 66: Occurrences of statistically significant differences in openness angle
for the Town & Country seat bysizeggroups (eight possible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the Town & F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
Countryseat
F. 5. 5 0 8 8 ' 0 2
F. 50.50 8 8 0 0
F. 5. 9_5 j. 8 8
M. 95. 5 5 2
M 50 50 0

Table 67: Occurrences of statistically significant differences in openness angle
for the BMW seat (thorax forward) by size groups (eight possible in each groum.

 

 

Totals for the BMW seat
(thorax forward)

F, 50, 50

F, 5, 95

M, 95, 5

M, 50, 50

M, 95, 95

 

55.5

0

 

8

 

,F 50 50
F. 5. 95
M. 95. 5
M, 50, 59 .

 

 

 

 

 

 

 

8
8
8

 

 

0000

 

 

 

000000

 

Table 68: Occurrences of statistically significant differences in openness angle
for the BMW seat (thorax rearward) by size groups (eight possible in each

 

roup).
fiotals for the BMW seat
(thorax reaLrwarg)

F, 50,50

F, 5, 95

M, 95, 5

M, 50, 50

M, 95, 95

 

F.5.5

O

f 8

8

 

F 50 50
F. 5. 95

 

 

M, 95, 5

 

 

 

M, 50, 50 ,

 

8

5 .

 

 

8

 

 

0000

 

 

_‘Nm-tw

 

 

Table 69: Occurrences of statistically significant differences in openness angle
for the Graj LH seat by size roups (ei ht possible in each group).

 

 

Totals for the Gray LH

§§§t

F, 50, 50

F, 5, 95

M, 95, 5

M, 50, 50

M, 95, 95

 

 

F. 5,5

0

8

 

 

F 50 50
F.5, 95

 

 

M955

 

 

 

M, 50, 50 .

 

8

 

115

 

8
8
a ‘

 

03000

 

 

drum-5N

 

 

 

Differences in openness angle occurred when extreme weight variations
were present, such as with the majority of comparisons between the tall, thin
males and the petite, ample females. The petite, ample females were found to
have a statistically significant difference from all other groups in all possible
cases. The tall, thin males differed from the petite females in all cases, with
differences in comparisons against the mid-sized males also prevalent.

Table 70 lists the results of statistical tests performed on the openness
angle within each subject group. There were 16 possible combinations for the
comparisons listed, with the tabulated values giving the number of positive
results. The shaded regions are those instances when at least half of the

comparisons produced statistically significant differences.

Table 70: ness statistical results one-wa RM-ANOVA.
Seats Lumbar Position Sedan/ Van Driver/
Tan LH,

Gray LH F
(off) F 5

Town 81
Country

BMW
(thorax
forward)

BMW
(thorax
rearward) M

Gray LH

 

116

The petite, light females showed a statistically significant difference in
thirteen of the sixteen possible comparisons of lumbar on versus lumbar off for
the BMW seat with the thorax support in the forward position. For this scenario,
the group average openness angle increased by 7 to 10 degrees as lumbar
changed from off to on. This size group also had statistically significant
differences in openness angle due to lumbar support in a quarter of the cases for
the BMW seat (thorax rearward) and the Gray LH seat. These average group
increases ranged from 7 to 9 degrees for the BMW seat and 2 to 5 degrees for
the Gray LH seat. The remaining positive results for lumbar position
comparisons were considered negligible.

Statistically significant differences in Openness angles were quite often
found between the van and sedan packages as shown in Table 70. Because the
seat was 95 mm higher in the van package than in the sedan package, this
difference was most likely due to a change in the pelvis angle, required to keep
the lower leg in the same position. A change in seat height would produce a
change in knee angle, leading to a change in hamstring length and thereby
changing the pelvis angle. Overall, openness angles in the van package were
found to be larger than those of the sedan package. Differences in the group
averages ranged from 4-10 degrees, 3-8 degrees, 3-10 degrees, 3-12 degrees,
and 4-10 degrees for the Tan LH, Town 81 Country, BMW (thorax forward), BMW
(thorax rearward), and Gray LH seats, respectively. The changes in openness
angle are potentially clue to changes in the pelvis inclination that are relatable to

the tension in the hamstrings. An interesting point in this portion of the analysis

117

is that the BMW seat with the thorax support in the rearward position had
relatively low occurrences of statistically significant differences compared to the
other seats. For example, the petite, light females (F, 5, 5) had 15, 14, 12, 2, and
16 positive statistical test results for the Tan LH, Town & Country, BMW (thorax
forward), BMW (thorax rearward), and Gray LH seats, respectively. The fact that
slightly fewer significant differences were found with the BMW (thorax forward)
seat than the others may have resulted from limited occupant movement due to
the thorax support pushing on the occupant. It was surprising that the BMW
(thorax rearward) seat did not have more statistically significant differences in
openness due to the test conditions. This lack of differences suggested that the
BMW (thorax rearward) seat may have placed the occupants in a satisfactory
posture that allowed access to the steering wheel, toebar, and vision task.

The occasional differences found in the driver versus passenger

comparisons were assumed negligible.

6. 3.3 Pelvis Angle
Tables 71 through 75 below list the results of statistical tests between

anthropometric groups for the pelvis angle.

Table 71 : Occurrences of statistically significant differences in pelvis angle for the
Tan LH seat size rou four ble in each

    

118

Table 72: Occurrences of statistically significant differences in pelvis angle for the
Town & Country seat by size roups (ei ht possible in each group).

Totals for the Town 81 F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95

Country seat

F. 5. 5 0 6 8

F. 50. 59 6 6

8

 

 

 

 

 

 

 

 

 

 

 

ANOO)

 

 

 

 

 

0N000

 

 

 

Table 73: Occurrences of statistically significant differences in pelvis angle for the
BMW seat (thorax forward) by size groups (eight ssible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the BMW seat F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
(thorax forward)
F. 5. 5 0 6 7 6 4
F. 50. 50 6 5 1 1
F. 5. 95 8 8 8
M35. 5 0 0
£50.50 0

 

 

 

 

 

 

Table 74: Occurrences of statistically significant differences in pelvis angle for the
BMW seat (thorax rearward) b size groups (eight possible in each roup).
Totals for the BMW seat F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
(thorax rearward)
F. 5. 5 0 7 8
F 50 50 7 5
F. 5. 95 8
£95.45
Lil, 50. 50

Table 75: Occurrences of statistically significant differences in pelvis angle for the
Gra LH seat size ht ble in each

 

 

 

 

 

 

 

 

 

 

 

éQOh

 

 

 

 

 

000‘“)

 

    

No differences were found in pelvis angle between the petite, light females
and the mid-sized females. The majority of comparisons between the tall, thin
males and all female groups had statistically significant differences. The petite,
ample females differed from the males in all but one comparison and differed

from the other females often. It is most likely that the differences found are

119

related to the height and weight not being proportionate, as this would affect the
tissue thickness surrounding the pelvis. Overall, males had smaller pelvis angles
than females. This difference suggests that females tend to sit with their pelvises
more upright, with the heavier females in the most upright position. Refer to
Table 76 for an example of the pelvis angle differences found between groups.
Recall that the pelvis angle was the sagittal plane angle between horizontal and
a line connecting the right ASIS and the right HJC, refer to Figure 50. An
increase in pelvis angle indicated a forward rotation of the pelvis.

Table 76: Pelvis angle group averages in degrees for the sedan, lumbar off,
driver D and scenarios.

Seat
Tan LH Town 81 BMW (thorax BMW (thorax Gray LH
Country forward) rearward)

 

Table 77 lists the results of statistical testing within anthropometric groups
for the pelvis angle.

Table 77: Pelvis angle statistical results (one-way RM-ANOVA).

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Seats Subject Lumbar Sedan/ Driver/
Group Position Van Passengi
Tan LH, E. 5-5 16‘ “ A
Gray LH F. 50. 50 . 16 3
(off) F, 5. 95 16 , 2
M. 95. 5 10 w
M. 50, 50 ' ’ 14 -
Town 8 F. 5- 5 16
Country F, 50. 50 --- ‘ 1‘6 ' ---
F, 5,95 16
M. 95, 5 16 6
M. 50.50 16 4
M. 9 1g . ,. 1

 

 

 

 

 

 

 

120

Table 77 continued:

Seats Subject Lumbar Sedan/ Drlver/
Position Van

BMW

(thorax

forward)

BMW
(thorax
rearward)

Gray LH

 

Only one case (petite, light females, BMW seat - thorax forward) was
found to have a statistically significant difference between the lumbar positions
and was considered negligible.

The pelvis angle was affected by the change in package in most cases
without noticeable discrimination between subject groupings. Group averages
increased from the sedan to the van seat height by 4-10, 4-9, 3-9, 3-10, and 4-9
degrees for the Tan LH, Town 8 Country, BMW (thorax forward), BMW (thorax
rearward), and Gray LH, respectively. This is probably due to the difference in
seat heights as previously mentioned for the changes found in openness angle.
These findings support the idea that changes in seat height affect the pelvis
orientation, most likely through differences in tension on the hamstring muscles

that span from the knees to the hips. Recall that the pan angles of the seats

121

were fixed at 13 degrees at the beginning of this study using the J826 manikin

and the seat back angle did not have any significant differences between

package settings.

Statistically significant differences were found more often for the driver

versus passenger comparison than in the openness angle where the driver

position had larger pelvis angles than the passenger position. This may have

resulted with a lowering of the knee to reach the toebar, which could move the

ASIS slightly forward. In the driver position, the occupant would also be more

alert and focused on the vision task, therefore sitting more erect with the pelvis

rotating slightly forward. The shorter subjects may have had to sit more erect to

see over the dashboard completely. Refer back to Table 76 for example values.

6.3.4 Thorax Angle

Tables 78 through 82 list the results of statistical tests on the thorax angle

between anthropometric groups.

Table 78: Occurrences of statistically significant differences in thorax angle for
the Tan LH seat by size groups (four possible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

 

ITotals for the Tan LH seat F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
F, 5, 5 0 1 3 I 0 0
M 1 4 0 ,0
F 5 95 4 0 4
M 95 5 4 0
M 50 50 0

 

 

 

 

 

 

Table 79: Occurrences of statistically significant differences in thorax angle for

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

the Town & Country seat by sizeLgroups (eight possible in eachflqrou ).
Totals for the Town 81 F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
Country seat
55.5 0 0 ‘ 7‘ .' l 0 0
F 50 50 3 _ 1 0 0
F 5 95 .3. w 0 4
M. 95. 5 6 0
M 50 50 1

 

 

 

122

 

 

 

 

Table 80: Occurrences of statistically significant differences in thorax angle for

the BMW (thorax forward) by size loups (eight

oossible in each goup).

 

Totals for the BMW seat
(thorax forward)

 

F, 50,50

F, 5, 95

M, 95, 5

M, 50, 50

M, 95, 95

 

F, 5,5

0

0

 

F, 50, 50

 

F, 5, 95

 

M,95, 5

 

 

 

M. 50. 50

 

 

3

 

 

8
O
8

 

 

(1)000

 

 

0000-5

 

Table 81 : Occurrences of statistically significant differences in thorax angle for
size groups (eight possible in each group).

the BMW (thorax rearward) b1

 

Totals for the BMW seat
(thorax rearward)

 

F, 50,50

F, 5, 95

M, 95, 5

M, 50, 50

M, 95, 95

 

F,5,5

0

3

 

F 50.50

 

F, 5, 95

 

M, 95, 5

 

 

 

M, 50. 50

 

 

l

4

 

 

(coon

 

 

010000

 

 

00000

 

Table 82: Occurrences of statistically significant differences in thorax angle for
the Gray LH seat by size groups (eight ossible in each group).

 

ITotals for the Gray LH seat

F, 50, 50

F, 5, 95

M, 95, 5

M, 50, 50

M, 95, 95

 

135,5

0

3

1

 

550. 50

 

F, 5. 95

 

 

 

M95.5
5 5

M0,0

b

 

 

 

1

 

 

4
8

 

 

«>000

 

 

douoo

 

In all cases, the petite, ample females relative to the tall, thin males had

statistically significant differences. None of the comparisons between the mid-

sized females against the petite, light females, mid-sized males or tall, heavy

males had statistically significant differences. There were also no differences

found in comparisons between petite, light females against mid-sized males or

between tall, thin males and tall, heavy males. Differences in a parameter such

as thorax angle, which is highly dependant on the mid-sternum target location,

were most likely due to weight variations of the subject and basic anatomical

123

 

 

 

differences as shown in Figure 67 below. It is therefore recommended that a
parameter of this nature should only be used to compare differences within a

subject.

 

(C)
Figure 67: Variation in thorax angles due to subject anthropometry; (a) subject
TM03, (b) subject TM14, (c) subject TM17.

Table 83 lists the results of statistical testing on the thorax angle data for
each subject group. No statistically significant differences were found for
comparisons between sedan and van packages or between the driver and

passenger positions.

 

It should be noted that no difference was produced in the thorax angle
when the arms were raised or lowered, as in the driver/passenger comparisons.
The BMW seat produced the majority of the statistically significant differences in

the thorax angle. The change in thorax angle due to lumbar prominence was

124

most notable with the petite, light females (F, 5, 5). In the BMW seat (thorax
forward), this group had an average thorax angle of approximately 38 degrees for
lumbar off with this average increasing to 44 degrees for lumbar on, similar
values were found for this seat with the thorax in the rearward position.

Increases in the thorax angle could have been caused by the subject arching
his/her lumbar spine resulting in a reanrvard rotation of the thorax or pivoting at
the hips to rotate the thorax rearward. However, the HJC-RecBot X results,
discussed previously, suggested that this groups’ increase in thorax angle was
due to the fonivard shift in HJC. Refer to Appendix C for the average and

standard deviation values for each anthropometric grouping.

6. 3.5 Total Lumbar Curvature

Recall that the total lumbar curvature (TLC) was calculated as the
difference between the sum of the upper lumbar (ULA) and lower lumbar (LLA)
angles in the flat back reference seat posture to that chosen by the subjects in
the automotive seats. Unlike the previous body angles, this measure is based on
the estimated internal joint locations. Upon examination of the TLC values, it
was noticed that there was large variability within each subject group. The
method of estimating the HJC and spine joint centers was further examined and
it was noticed that an offset in TLC between the reference flat back data and the
automotive seat data had developed, with different values for each subject.
Therefore, the reference data was used in both the reference and the automotive

seat calculations. The difference between the resulting TLC values for each

125

subject was then considered the offset between these HJC estimation methods
and subtracted from the TLC of each automotive seat analysis. Table 84 below
lists an example of the subject TLC values before and after this modification.

Table 84: Original and modified TLC values for petite, light females (F, 5, 5) in
the Gray LH, sedan, lumbar on, passenger scenario.

 

 

 

 

 

 

 

 

 

 

 

 

 

Original Modified

TM01 -26 -7
-26 -7
TM02 4 21
3 21
TM03 -7 -3
-4 0
TM04 5 6
4 4
TM05 -8 -4
-4 0
Average -6 3

Standard Deviation 11.5 10.4

 

 

 

 

 

The method described above tightened the data slightly, with the standard
deviation reduced from 11.5 to 10.4. This alteration also produced more positive
TLC values. Although the comparative accuracy of these methods is relatively
unknown, the trends in TLC are preserved within each subject through the
various test conditions.

Tables 85 through 87 below list the results of statistical tests between
anthropometric groups. There were no statistically significant differences
between subject groups for the BMW seat.

Table 85: Occurrences of statistically significant differences in TLC for the Tan

LH seat size four ble in each
T F

  
  
     

  
 

         
   

    

    

   

Tan LH F 95

5

   
    
  
  

for

    
  

   
   

     

F 0
F

F

1

 

  

95

  

126

Table 86: Occurrences of statistically significant differences in TLC for the Town
& Country seat by size groups (eight possible in each group).
Totals for the Town 8 F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
Country seat
F, 5, 5 7 0 0
F, 50, 50 3 0
F, 5, 95 0
M, 95, 5
M, 50, 50

 

 

 

 

 

 

 

 

 

 

 

ONO-5

 

 

 

 

 

00000

 

 

 

Table 87: Occurrences of statistically significant differences in TLC for the Gray
LH seat by size groups (eight possible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the Gray LH F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
seat
F, 5, 5 0 0 0 0 0
F, 50, 50 1 0 0 0
F, 5, 95 0 2 0
M. 95. 5 0 0
M, 50, 50 0

 

 

 

 

 

 

Differences between TLC values for each anthropometric group were not
consistent across seats. Although it is possible that these groups were affected
by seats differently, the lack of consistency across seats suggests that there
were either no differences in TLC due to subject anthropometry or the wide
variability of TLC within each subject group precluded accurate testing between
groups. I

Table 88 lists the results of statistical testing on TLC within subject groups.

Table 88: TLC statistical results (one-way RM-ANOVA).

 

 

 

 

 

 

 

Seats Subject Lumbar Sedan/ Driver/
Group Position Van Passengg
Tan LH, F, 5,5 ' ' 3’ '
Gray LH F, 50, 50 12
(off) F, 5, 95 5
M, 95, 5 2 w ,11 3
M, 50,50 5
M, 95, 95 2

 

 

 

 

 

 

 

127

Table 88 (continued):

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Seats Subject Lumbar Sedan/ Driver/
Group Position Van Passenger
Town& F, 5,5 14
Country F, 50, 50 14
F, 5, 95 4
M, 95,5 13 2
M, 50, 50 16 1
M, 95,95 5
BMW F, 5, 9 14
(thorax F, 50, 50 6
forward) M, 50, 50 9 2
M, 95,95 4
BMW F, 50, 50 2
(thorax F, 5, 95 1
reanrvard) M, 95,5 9 2
M, 50, 50 4 6 2
M, 95,95 6
Gray LH F, 5, 3 13
F, 50, 50 15
F, 5, 95 10 1
M, 95,5 13 5
M, 50, 50 16
M, 95,95 2

 

 

 

The petite, light females in the BMW seat (thorax forward) had statistically
significant differences in TLC between lumbar off and lumbar on, with increases
of 1 to 14 degrees. Changes in package had the greatest affect on TLC. This is
most likely due to changes in pelvis orientation previously discussed in the
analysis of the openness and pelvis angles. Table 89 lists example values of the

changes in TLC with respect to package settings for the mid-sized males in the

Gray LH seat.

128

Table 89: Changes in mid-sized male TLC between packages (van minus sedan)
of the Gra LH seat.
m
Driver Driver

 

6.4 Spinal Link Angles
6.4.1 Thoracic Spine Link Angle (TSLA)

Recall that the link between the estimated lower neck joint and the upper
lumbar joint was referenced to vertical and referred to as the thoracic spine link
angle (TSLA). Tables 90 and 91 list the results of statistical tests between
anthropometric groups for the TSLA. No differences were found between these

groups for the Tan LH, Town 8 Country, or the BMW (thorax rearward) seats.

Table 90: Occurrences of statistically significant differences in TSLA for the BMW
seat (thorax forward) by size groups (eight possible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for BMW seat . F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
“th
F, 5, 5 0 U 5 . 0 0 0
F, 50, 50 L f 0 0 0
F 5 95 7 3 0
M 95 5 0 0
M._5_0._50___ 0
Table 91: Occurrences of statistically significant differences in TSLA for the Gray
LH seat size ble in each

   
 

        
   

  

  

   

   

     

Totals for the LH seat F 50 F 95 5 50 50 95 95

129

The fact that few differences for the Gray LH, and none for the Tan LH,
Town & Country, or the BMW (thorax rearward), occurred suggested that there
were either no significant differences in behavior due to the size and shape of the
occupant or the large range in initial values of TSLA relative to actual values
limited the effectiveness of statistical tests. The BMW seat (thorax forward) may
have produced a statistically significant difference in TSLA between the petite,
ample females and the tall, thin males because with the thorax support fully
fonivard these groups had trouble adjusting the seat. Many subjects found the
thorax fonrvard position particularly uncomfortable and were forced to adjust
either their position in the seat or the recline of the seat in order to tolerate this
seat setting. The subject group average seat back angle values increase by 5 to
8 degrees from the thorax rearward to the thorax forward condition. Figure 68
below illustrates the awkward position in which this seat placed many of the

subjects.

   

(a) (b)
Figure 68: Subject TM26 in the BMW seat (thorax forward); (a) initial position, (b)
increased recline to accommodate upper thorax position.

130

Table 92 lists the results of statistical tests TSLA within each subject
group. No statistically significant differences were found for the sedan/van

comparisons.

Table 92: TSLA statistical results.

 

 

 

 

 

 

 

 

 

 

Seats Subject Lumbar Driver /
Group Position PassenggL
Tan LH, Gray LH (off) M, 95, 5 2 2
BMW (thorax forward) F. 5. 5 1
F, 50, 50 3
BMW (thorax F. 5. 5 3
rearward) F. 50. 50 1
M, 95, 5 1
M, 50, 50 2
Gray LH F- 5. 5 1
M, 50, 50 1

 

 

 

 

 

 

The average group values for TSLA increased by 1 to 5 degrees from
lumbar off to lumbar on. A statistically significant difference was again most
often found for the BMW seat; however, the greatest occurrence was 3 out of 16
cases, which was considered negligible. Refer to Appendix C for TSLA group

averages and standard deviations.

6.4.2 Lumbar Spine Link Angle (LSLA)

Recall that the link between the estimated upper lumbar joint and the
lower lumbar joint was referenced to vertical and referred to as lumbar spine link
angle (LSLA). Tables 93 through 97 list the results of statistical tests on the

LSLA between anthropometric groups.

131

Table 93: Statistically significant differences in LSLA for the Tan LH seat by size

 

 

roups (four possible in each group .
{gTotals for the Tan LH F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
seat
F. 5, 5 0 4 O 3 O
F. 50, 50 1 0 0 0
E 5, 95 1 O 3
M, 95, 5 0 O
M, 50, 50 2

Table 94: Statistically significant differences in LSLA for the Town & Country seat

 

 

 

 

 

 

 

 

 

 

 

 

 

by size groups (eight possible in each group).

 

 

 

 

 

 

Table 95: Statistically significant differences in LSLA for the BMW seat (thorax
forward) by size groups (reign possible in each group).

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the Town 8: F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
Country seat
F, 5, 5 O 8 0 1 O
F, 50, 50 8 0 0 0
F, 5, 95 3 1 5
M, 95, 5 0 O
M, 50, 50 O

 

 

 

 

 

Totals for the BMW
seat (thorax forward)

F, 50, 50

F, 5, 95

M, 95, 5

M, 50, 50

M, 95, 95

 

Table 96: Statistically significant differences in LSLA for the BMW seat (thorax
(e_ight possible in each grou

F, 5,5

0

O

 

F, 50, 50

 

5,9

 

 

 

33:"

5
, 5,5
,50,50

 

 

 

rearward) by size groups

 

O

 

 

0
O
1

 

 

AOOO

 

 

 

4O-‘OO

 

).

 

 

 

 

 

 

 

 

 

 

 

 

 

132

 

 

 

Totals for the BMW F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
seat (thorax rearward)
F, 5, 5 0 4 O 1 0
F, 50, 50 2 O 1 0
F, 5, 95 1 0 1
M, 95, 5 1 0
M, 50, 50 0

 

 

 

Table 97: Statistically significant differences in LSLA for the Gray LH seat by size
groups (eight possible in each grou o).

 

 

 

 

 

 

 

 

 

 

 

 

 

Totals for the Gray LH F, 50, 50 F, 5, 95 M, 95, 5 M, 50, 50 M, 95, 95
seat
F, 5, 5 O 8 0 6 1
F, 50, 50 0 0 0 O
F, 5, 5 1 O O
M, 95, 5 0 O
M, 50, 50 O

 

 

 

 

 

 

The majority of statistically significant differences occurred between the
petite, light and petite, ample females. Although these results may suggest
differences in LSLA due to weight, no differences were found between the tall,
thin males and the tall, heavy males. The least differences were found in the
BMW seat, with practically no differences when the thorax support was in the
forward position. The petite, ample females’ PLA is smaller than the petite, light
females’ PLA but the petite, ample females had larger LSLA than the petite, light
females. This difference suggests that the petite, ample females sat with more
upright pelves.

Statistical results within subject groups for the lumbar spine link angle
(LSLA) produced only two positive cases. Both of these cases occurred in the
tall, thin male (M, 95, 5) grouping for the change in lumbar prominence of the
BMW seat with the thorax support fully forward. The small number of statistically
significant differences implies that either none of the variations addressed in this
study alter the LSLA parameter or the variability between subjects prevented

appropriate comparisons between subjects.

133

6.4.3 Pelvis Link Angle (PLA)

Recall that the link between the estimated lower lumbar joint and the hip
joint center was referenced to vertical and referred to as pelvic link angle (PLA).
The changes in the pelvic link angle (PLA) were not examined as these changes
behaved essentially equal and opposite to the pelvis angle. Similar statistical
results were obtained as for the pelvis angle. The pelvis angle was chosen for
examination over the pelvis link angle because the PLA was based on multiple
joint location estimations and was more likely to have compounded errors. PLA

values are listed in Appendix C.

6.5He dP ii n

The angle that the subjects’ heads deviated from having the Frankfort
plane horizontal, as in the reference files, was examined to determine if the test
scenarios altered the subjects’ sagittal head movement.

Only two cases had statistically significant head tilt results for comparisons
between subject groups. This difference occurred between the mid-sized
females and the tall, heavy males in the sedan, lumbar off, passenger and
sedan, lumbar off, driver positions for the BMW seat (thorax forward). Head Tilt
values are listed in Appendix C.

There were also only two statistically significant cases of head tilt results
for comparisons within subject groupings: one case for the lumbar comparisons
and one case for the driver/passenger comparisons of the mid-sized female (F,

50, 50) group in the BMW seat (thorax rearward). These differences were

134

assumed to be negligible due to the lack of positive results and the fact that the
test subject may not have remained focused on the visual task or one of the

temple targets fell off and was not reset properly.

6.6 Procedural Effects gn Subject Positioning
‘ Once testing was begun it was noticed that the test subjects often sat
fonrvard in the seat when the lumbar support was very prominent as shown in

Figure 69. An extra test condition was therefore added to the protocol to

examine the effects of test procedure on posture.

 

(a) (b)
Figure 692Test subject positioning in the BMW; (a) subject TM08, (b) subject
TM22.

In the extra condition the subject was instructed to sit with his/her hips as
far into the seat as possible and then to adjust the fore/aft position of the seat
and the backrest recline to the most comfortable position. This extra condition
was performed in the BMW seat (thorax support full rearward) in the sedan
package with the arms and legs in the driver position. The lumbar support was
set to the full on position. A paired t-test was then used to examine any

differences between this extra condition and the corresponding standard position.

135

Table 98 shows the results of this comparison, refer to Appendix C for actual

parameter values.

Table 98: Comparison of standard testing protocol to having the subject’s hips
fully against the seat.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Parameter ~ T-test Range of Average
Outcome Difference" Difference"r
SBA -5 to +3 degrees 0 degrees
Toebar to HJC X Yes -16 to 46 mm +18 mm
Toebar to HJC Z -10 to 9 mm -1 mm
J826 Offset X Yes -7 to 44 mm +19 mm
J826 Offset Z ~11 to 9 mm -1 mm
Knee Angle Yes -2 to 19 degrees +7 degrees
Knee Splay ArLgIe -10 to 2 degrees -1 degree
Shoe Armle -4 to 10 degrees +2 degrees
Elbow Aggle -6 to 23 degrees +3 degrees
Arm Splay Angle -4 to 6 degrees +2 degrees
BRA Yes -6 to +2 degrees -2 degrees
Openness Angle Yes -6 to +10 degrees +3 degrees
Pelvis Angle Yes -1 to +11 degrees +4 degrees
Thorax Angle -8 to +3 degrees -2 degrees
TLC -6 to 26 degrees +5 degrees
TSLA ‘ -5 to +3 degrees -1 degree
LSLA Yes -9 to +2 degrees -3 degrees
PLA Yes -11 to +1 degrees -5 degrees
Head Tilt -15 to +11 degrees 1 degree
HJC-RecBot X Yes -7 to 44 mm +19 mm
HJC-RecBot Z ~11 to 9 mm -1 mm

 

 

* Differences determined by subtracting the standard data from the extra
condition data.

No statistically significant differences were found in the subject’s upper
body positions. Results of comparisons between the subject’s preferred and the
extra condition show that the HJC was back further in the seat for the extra
instructed cases. This was expected since this is precisely what the subjects
were instructed to do. Some of the subjects had to move back into the seat by

as much as 44 mm (HJC-RecBot X) in order to contact the seat back. The slight

136

increase in knee angle is most likely the result of the subject moving back into
the seat but not adjusting the fore/aft position of the seat. The body recline angle
(BRA) decreased since the subjects moved their pelves back into the seat
without adjusting the seatback recline angle (SBA). This would bring the ASIS
targets on the pelvis more under the sternal notch target, reducing this angle.
The increase in pelvis angle indicates a fonlvard rotation of the hips. This is
confirmed by the decrease in pelvis link angle (PLA). The additional decrease in
the lumbar spine link angle (LSLA) supports the expected results of a more
lordotic posture when the subject was required to sit with his/her hips fully into

the seats.

6.7 Application tp Computer Mpdeling

To simplify computer modeling of human postural responses to a seat it is
desirable to relate human posture parameters to seat factor measures available
in industry. The user could then describe a seat with particular parameters and
quickly see how each alteration would affect occupant posture. The following
figures illustrate how correlations between manikin readings and occupant
positioning could potentially be determined. Figure 70 is a plot of the ASPECT
manikin lumbar support prominence (LSP) measure against the body recline
angle of human subject testing results. Figure 71 is a plot of manikin H-point
height (sedan and van) against the subjects’ openness angles. Seat factor
measurements are currently being studied [7] to determine the appropriateness

of such comparisons.

137

 

 

 

 

 

 

 

 

 

 

 

  
  
 
    

 

 

 

 

Petite, Light Females: BRA vs. LSP

24 .-_ ___ ._- .. __z.___.._.- “___H-_._ __L 2.- _ ___ ._ L 22 ~
§ 22 -~ - ~
E
g: 20 *-
g) .
< 18 4- + +
m
5:; 16 - e
0
03 .
a: 14 -— h - ~ I ~—————---— ———e——— __
g 12 a—o—Sedan,Passenger +Sedan,Driver
o -~.——n —.
m +Van,Passenger - et- Van,Driver

10 -. -L- -_~_—:.-.=l.-;.—_——.-.~:; _Txe-L: 1;; Tw—wr. ___.____L,,

O 5 10 15 20 25 30
JCI ASPECT LSP (mm)
(a)
Petite, Light Females: Openness vs. H-point Height
230 “’ —O—LumbarOff,7 -- -—— -— ~—
i Passenger ;
§2zs~f~----Lumbar0tr,L-. _ .l
3 ; Driver 5 Van
g 220 l —A— Lumbar On,; ~ g
g j Passenger I” ...... "
5 j ——x—LumbarOn,s ----
8 215 ~.------.__-Qr_iys:.._.___
Sedan Z
210 L*___..-.....---- _..-, _____..__-_W____fi____ ___g. , , _ __;
200 250 300 350 400
J826 H-point Height (mm)

 

 

 

(b)

Figure 70: Comparison between human and manikin response to a seat.

138

7. CONCLUSIONS

Several production and prototype seats have been designed to
incorporate the current information on healthy seating characteristics, particularly
with regard to lumbar support. However, it has been suggested [58] that people
may not use the available backrest and lumbar supports in accordance with the
designs. This study examined occupant posture and how it is affected by seat
and package factors for a range of subject sizes. Following is a summary and

conclusions on this study.

7.1 Summary
7.1.1 Seat Positions

Except for a few instances between subject groups, all differences were
considered negligible in comparisons of the seat back angle (SBA), meaning in
general all subjects chose similar SBA. The tall, heavy males consistently chose
slightly more reclined positions than the tall, light males. Differences within each
subject were considered negligible.

In examining relative distances from the toebar to the hip joint center
(HJC) the horizontal distance was related to the height of the subjects, which in
turn is related to the leg length and necessary leg room. Some differences were
also found between package settings, with the HJC closer to the toebar in the
higher van setting. This difference was most likely the result of the subjects’
tendency to seek particular knee angles or thigh pressures. The HJC also

moved upwards (away from toebar) from lumbar off to lumbar on. These

139

changes would occur because the subjects slid fonlvard on the upwardly sloped
seat and rotated their hips, which would increase the HJC height due to the
arced travel path of the HJC.

Differences between the HJC and a fixed reference point on the seat -
either the J826 H-point or the bottom recline target on the seat — were also
examined. It was assumed that differences between groups were due to the size
of each subject's pelvis and the tissue surrounding it. Moving the lumbar support
to the full on position caused the subjects’ hip joint centers to shift forward, away
from the seat. The HJC also shifted slightly upward as discussed in relation to
the toebar. These results agree with the findings of Reed’s study [59], using an
experimental seat, that found that an increase in lumbar prominence shifted the
occupant’s HJC forward and upward. However, Reed’s findings from two seat
positions that differed by 25 mm of lumbar prominence indicated that the HJC
had a ratio of approximately 11:3 for horizontal and vertical movement while
results of the present study indicate this ratio to be closer to 7:3. It should be
noted that these ratios are in terms of millimeters of movement and the

relationship between the prominences tested in these two studies is unknown.

7. 1.2 Extremities
The elbow and arm splay angles were found to be most affected by the
driving habits of individuals and possibly the occupant’s visibility. No differences

in arm position between test conditions were found.

140

The knee angle was larger for driver than passenger conditions, due to the
foot being constrained by the toebar in the driver position, thereby opening the
knee angle. The knee splay angles were larger in the van package than sedan
package. Less knee splay in the sedan package would result since the legs
reached forward more, leading to limited available positions. Differences
between subjects were considered to be due to body shape differences, although
it should be noted that all of the differences found between subject groups

occurred when the seats were set at the sedan height.

7. 1.3 Body Angles

The body recline angle (BRA) is a broad measure of the relative
orientation between the thorax and pelvis and does not provide information
regarding the spine. This parameter should therefore only be used as a measure
of overall body recline, similar to the seat back angle measure of the seats. A
few differences in BRA were found between lumbar settings for the petite, light
females and the tall, thin males in the BMW seat (thorax forward). The fact that
no changes occurred in SBA, and the HJC shifted forward, indicated that with the
lumbar on, these subjects slid their hips fonNard in the seat and leaned back with
their torsos. The lack of many statistically significant differences in BRA
suggested that most subjects sat at similar reclines throughout the test
conditions. This lack of differences is consistent with the SBA findings.

A few changes in the petite, light females’ openness angles occurred in
response to changes in lumbar prominence. However, the majority of statistically

significant changes in openness angle occurred in response to changes in

141

package dimensions, with the larger openness angles paired to the van package.
Differences in openness angle varied by subject weight. The BMW (thorax
rearward) had the least differences, which suggested that this seat may have
been satisfactory for visibility and controls reach in most test conditions.

Pelvis angles were found to depend on package settings, with the top of
the pelvis rotated more forward (larger angles) in the van package. This finding
was most likely due to changes in knee angle, hamstring length, and resulting
pelvis orientation. Recall that the pan angle of the seat was fixed and no
differences were found in the selected SBA. Differences between subjects were
expected to have resulted from different tissue thickness on the back of the
pelvis.

Differences in thorax angles between subjects were due to weight and
anatomical differences. The petite, light females had a more reclined thorax
(larger angle) for the lumbar on, relative to the lumbar off, condition of the BMW
(thorax fonlvard) seat. This finding resulted from these subjects sliding forward in
the seat and then leaning back.

Changes in package had the most affect on the total lumbar curvature,
possibly by altering the length of the hamstrings. The findings of more open
postures in the van package than in the sedan correlate well with Reed’s

assumption [59] that lower seat heights would cause less Iordosis.

7.1.4 Spinal Link Angles
There were practically no changes in either the thoracic spinal link angle

(TSLA) or the lumbar spinal link angle (LSLA) corresponding to any of the

142

comparisons tested. Angles relative to arbitrary reference axes did not appear to
have as significant correlations to seat and package factors as measures of the
relative orientations of body segments. However, the spinal link parameters
produced values that were extremely small, with the magnitude of these values
typically smaller than the range between subjects. The estimated joint locations
used in determining the spinal link angles also had too much variation between
subjects for appropriate statistical testing. Further examination of applications of
these spinal link methods is needed to determine what factors significantly

contribute to errors in the estimations involved.

7.1.5 Protocol

Comparisons between the extra test condition, when subjects were
instructed to sit with the pelvis fully against the seat, and the subject selected
posture conditions found that body angles and pelvis orientation changed while
the thorax orientation remained constant. This combination resulted in a more
lordotic posture when the subjects had their hips fully against the seat. It is
therefore possible to produce more seated Iordosis; however, the results of
subject selected positions indicated that people would not choose lordotic

postures on their own, given the seat designs tested.

7.2 m n

Lordotic seated postures have been shown to be healthier, less stressful,

and therefore desirable [2, 17, 48, 79]. In the current study it is unknown whether

143

the subjects slid away from the lumbar supports because they were awkward, the
subjects disliked the seatback contour, or because the lumbar prominences, and
corresponding seat contours, were truly uncomfortable. Occupants may need to
be educated or trained on the proper use, and location relative to the spine, of
lumbar supports. In a future study it may be wise to train the subjects on the
proper use of a lumbar support and then perform the seat tests on a different
day, or to only use test subjects who have previously had back problems and are
familiar with lumbar support devices. Although education and experience may be
an issue, it is also likely that the method used to promote lumbar Iordosis is not
the most natural match to the human body. Referring back to the principles of
the biomechanically articulated chair [45], it may be better to promote lumbar
Iordosis by positioning the ribcage and pelvis, without pressing on the lumbar
spine.

The petite, light females were found to be more sensitive to the seat and
package settings than the other groups. The BMW seat also tended to produce
significantly more differences in occupant posture than the other seats. The
Town & Country lumbar support did not have a significant affect on pelvis
location; however large differences in pelvis locations were found in the LH and
BMW seats. This was surprising given the similar ASPECT manikin lumbar
support prominence readings of the Gray LH and Town & Country seats.

ln Reed’s study [59] no differences were found in the tested parameters
between subject size groupings, except for the pelvis angle. Reed found that the

top of the subjects’ pelves were rotated forward an average of 10 degrees more

144

for the large males than the mid-sized males. This study found a similar
difference, depending on the seat and test condition examined. However, Reed
also found this trend of pelvis rotation between the small females and the mid-
sized females; however, no significant differences were found between the pelvis
angles of these groups in the present study. The appropriateness of
comparisons between these studies is questionable since Reed grouped

subjects only by stature and the test conditions are not the same.

7.3 FutureiVQm
Expanded seat and package factors should be examined because the
current methods using the ASPECT manikin may not be sufficient to describe the

fix

seat contours.\\:l'he loaded, in-use contours of the seat pan and backrest should .
also be examined since they are the critical factors in chair comfort [79], unlike \
the undeflected probe contours available in this study: Additional
characterizations of lumbar supports using the ASPECT manikin are currently
being studied by Bogard [7] and need to be examined for correlations with the
subject results of the present study. Correlations between manikin
measurements and human responses would speed the design process while
limiting prototype expenses.

(The improvement and addition of armrests would provide useful
information regarding the weight bearing capacity and postural influences of arm
support and may affect occupant responses to the rest of the seat. In the

automotive environment the driver's posture is not necessarily symmetric, as in

this study, and may produce negative impacts on occupant posture.

145

\It would be interesting to study the affects on posture of adjustable seat
heights, particularly for the passenger, who does not normally have this option. If
a seat is too high then the occupant either doesn’t have his or her feet on the
floor, which causes pressure under the thighs, or slides down in the chair so the
back is fully flexed [70]. The same problems can occur if the seat depth is too
large. Seat height is particularly important for short individuals, such as the
petite, light females in this study, because a seat that is too high may not provide

easy access to foot controls while a seat that is too low may prevent adequate

visibility over the dashboard:

146

APPENDIX A

ANTHROPOMETRIC MEASUREMENTS

147

Note: Identification numbers are based on NATICK [52] Identifier. Modifications
to these measurements are listed after the original description. All
measurements were taken while the subject was wearing shoes, with the height
and weight also measured without shoes. Measurements denoted by T” are at
the request of TecMath.

Standing measurements

Bispinous Breadth (ASIS/pelvic width) W

The straight-line distance between the right and left anterior superior iliac spine
landmarks. The subject stands looking straight ahead with the heels together
and the weight distributed equally on both feet. (14)

Chest Depth

The horizontal distance between the front and back of the chest, at the level of
the mid-sternum and sternal notch. The subject stands erect looking straight
ahead. The shoulders and upper extremities are relaxed. The measurement is
taken at the maximum point of quiet respiration. (36)

*Modifications: Used mid-sternum and sternal notch levels instead of the right
bustpoint.

Chest Breadth TM

The maximum horizontal breadth of the chest at the level of the right bustpoint
on women or the nipple on men. The subject stands erect looking straight ahead
with the heels together, the weight distributed evenly on both feet. The
measurement is taken at the maximum point of quiet respiration. (32)

StatureTM

The vertical distance from a standing surface to the top of the head. The subject
stands erect with the head in the Frankfort plane. The heels are together with
the weight distributed equally on both feet. The shoulders and upper extremities
are relaxed. The measurement is taken at the maximum point of quiet
respiration. (99)

Trochanteric Height

The vertical distance between a standing surface and the trochanterion
landmark on the upper side of the right thigh. The subject stands erect looking
straight ahead. The heels are together with the weight distributed equally on
both feet. (107)

Pelvis Height

The vertical distance between the inter-ASIS and the pubic center. The subject
stands erect looking straight ahead.

148

Hip Breadth

The horizontal distance between the lateral buttock landmarks on the sides of
the hips. The subject stands erect with the heels together and the weight
distributed equally on both feet. (65)

Waist circumference (natural indentation) T”

The horizontal circumference of the waist at the level of its natural indentation is
measured with a tape passing over right and left waist (natural indentation)
landmarks. The subject stands erect looking straight ahead. The heels are
together with the weight distributed equally on both feet. (113)

Foot Breadth TM

The maximum breadth of the right foot is measured from the right fifth-
metatarsophalangeal-protrusion landmark to the first metatarsophalangeal
protrusion. (50)

WeightTM
The weight of the subject is taken to the nearest half pound. (124)

Seated measurements

Acromial Height, Seated

The vertical distance between a sitting surface and the acromion landmark on
the tip of the right shoulder. The subject sits erect looking straight ahead. The
shoulders and upper arms are relaxed and the forearms and hands are extended
forward horizontally with the palms facing each other. The measurement is
made at the maximum point of quiet respiration. (3)

Acromial-Humeral Length

The distance between the acromion landmark on the tip of the right shoulder and
the humeral landmark on the right elbow. The subject sits erect. The shoulders
and upper extremities are relaxed with the forearms and hands extended forward
horizontally with the palms facing each other. (4)

Biacromial Breadth

The distance between the right and left acromion landmarks at the tips of the
shoulders. The subject sits erect. The shoulders and upper arms are relaxed
and the forearms and hands are extended forward horizontally with the palms
facing each other. The measurement is taken at the maximum point of quiet
respiration. (1 O)

Buttock-Knee (Front) Length TM

The horizontal distance between the most posterior point on either buttock and
the anterior point of the right knee. The subject sits erect. The thighs are
parallel and the knees flexed 90 degrees with the feet in line with the thighs.
(26)

149

Hip Breadth, Seated

The distance between the lateral points of the hips or thighs (whichever are
broader) is measured. The subject sits erect with the feet and knees together.
(66)

Cervicale Height, Seated

The vertical distance between a sitting surface and the cervicale (C7) landmark
on the spine at the base of the neck. The subject sits erect looking straight
ahead. The thighs are parallel and the knees are flexed 90 degrees. The
measurement is taken at the maximum point of quiet respiration. (31)

Forearm-Hand Length

The horizontal distance between the back of the right humeral landmark of the
elbow to the ulnar condyle of the wrist. The subject sits erect with the upper
arms hanging at the sides and the right elbow flexed 90 degrees. The hand is
held out straight with the palm facing forward. (54)

*Modification: Used humeral landmark and wrist instead of tip of elbow and tip of
middle finger.

Forearm Circumference

The circumference of the flexed forearm is measured in a plane perpendicular to
the long axis of the forearm. The subject stands with the upper arm extended
forward horizontally, the elbow flexed 90 degrees, and the fist tightly clenched
and held facing the head. (52)

Lateral Femoral Epicondyle Height

The vertical distance between a footrest surface and the lateral-femoral-
epicondyle landmark on the outside of the right knee. The subject si_ts erect with
the heels together and the weight distributed equally on both feet. (74)
*Modification: This measurement was taken while the subject was seated instead
of standing.

Lateral Malleolus Height

The vertical distance between a footrest surface and the lateral malleolus
landmark on the right ankle. The subject sits erect with the heels together and
the weight distributed equally on both feet. (75)

*Modification: This measurement was taken while the subject was seated instead
of standing.

Knee Height, Seated TM

The vertical distance from a footrest surface to the suprapatella landmark at the
top of the right knee. The subject sits with the thighs parallel, the feet in line with
the thighs, and the knees flexed 90 degrees. (73)

150

Height, Seated TM

The vertical distance between a sitting surface and the top of the head. The
subject sits erect with the head in the Frankfort plane. The thighs are parallel
and the knees are flexed 90 degrees with the feet in line with the thighs. The
measurement is made at the maximum point of quiet respiration. (93)

T12 Height

The vertical distance between a sitting surface and the T12 landmark of the
spine. The subject sits erect looking straight ahead. The shoulders and upper
arms are relaxed and the forearms and hands are extended forward horizontally
with the palms facing each other. The thighs are parallel and the knees are
flexed 90 degrees. The measurement is taken at the maximum point of quiet
respiration. (A1)

Sf Height

The vertical distance between a sitting surface and the St landmark of the
spine. The subject sits erect looking straight ahead. The shoulders and upper
arms are relaxed and the forearms and hands are extended forward horizontally
with the palms facing each other. The thighs are parallel and the knees are
flexed 90 degrees. The measurement is taken at the maximum point of quiet
respiration. (A2)

Pelvic Depth (ASIS to PSIS)
The horizontal distance between the anterior superior iliac spine and the

posterior superior iliac spine landmarks. The subject sits erect looking straight
ahead. (A3)

Frontal Arm Beach
The horizontal distance between the acromion landmark and the tip of the
middle finger. The subject sits erect with the arms fully extended forward. (A4)

Tragion Height

The vertical distance between a sitting surface and the tragion landmark of the
right ear. The subject sits erect with the head in the Frankfort plane. The
shoulders and upper arms are relaxed and the forearms and hands are extended
forward horizontally with the palms facing each other. The thighs are parallel
and the knees are flexed 90 degrees. The measurement is taken at the
maximum point of quiet respiration. (A5)

Head Breadth
The maximum horizontal breadth of the head above the attachment of the ears is
measured. (60)

151

Head Length
The distance from the glabella landmark between the browridges to the posterior
point on the back of the head is measured. (62)

Head Height
The distance from the highest point of the head to the bottom of the chin is
measured. (A6)

Additional Landmarks (not measured)

lnfraorbitale

The undepressed skin surface point obtained by palpating the most inferior
margin of the eye socket.

Tragion

Undepressed skin surface point obtained by palpating the most anterior margin
of the cartilaginous notch just superior to the tragius. Of the ear (located at the
upper edge of the external auditory meatus).

152

Standing Measurements

 

(e) (f)
Figure 71: Standing anthropometric measurements. (a) trochanteric height, (b)
bispinous breadth, (c) chest depth, (d) waist circumference, (e) hip breadth, (f)
forearm-hand length.

153

 

 

 

 

 

 

(a) (b)
Figure 72: Standing anthropometric measurements, (a) foot breadth, (b) chest
breadth.

Seated Measurements

 

 
   

 

 

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(a) (b) (C)
Figure 73: Seated anthropometric measurements, (a) biacromial breadth, (b) hip
breadth, (c) C7, T12, and S1 heights.

 

 

154

 

 

 

 

 

 

 

 

 

 

 

(d)
Figure 74: Seated anthropometric measurements, (a) heights of the shoulder,

head, and knee, (b) leg lengths, (c) ankle height, (d) forearm circumference, (e)
and (f) head dimensions.

155

APPENDIX B

SEAT TARGETING

156

45 mm

211$ M/lso

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Figure 75: Targeting of Seat A (Tan LH).

496 mm

68 mm

1 94 mm

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Figure 76: Targeting of Seat 8 (Chrysler Town & Country).

157

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Figure 78: Targeting of Seat D (Gray LH).

 

158

 

      
 

 

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232

 

 

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