动车组客室座椅舒适性参数优化初探

在对国内外高速铁路、航空和汽车座椅技术参数调研的基础上,根据人体测量尺寸与座椅尺寸的关系分析国内动车组客室座椅的尺寸参数,重点研究动车组客室座椅尺寸参数与国内第95分位人体参数的匹配性,进而提出座椅舒适性尺寸建议,以期为动车组客室座椅设计优化提供参考。     

汽车后排座椅侧气囊仿真系统参数优化研究

为提升侧面碰撞中后排乘员胸腹部保护效果,在国内某款汽车原有侧面碰撞系统模型基础上,构建后排座椅侧气囊(RSAB)仿真试验模型,通过各项零部件试验与气囊模型对标后导入侧面碰撞系统试验模型;分析RSAB及气帘对后排被试的保护性能,针对胸腹部损伤防护优化侧面气囊相关参数,设计正交试验,运用极差分析法,得出最优参数组合,并对比优化前后结果与实车试验数据,验证优化方案的有效性与可行性。研究结果表明:通过选取关键参数,结合正交试验设计和极差分析法,对胸部气囊的泄气孔直径、位置以及点火时刻进行参数匹配优化,得到座椅侧气囊防护最优参数组合为泄气孔位置在上方、点火时刻为5 ms、泄气孔直径为25 mm,胸腹部压缩量可分别降低21.29%和18.93%。     

秋千座椅防撞击试验装置的研制

秋千座椅的防撞击性能是小型游乐设施秋千的重要安全性能指标,通过自动提升起吊机构、角度传感器、三维加速度传感器等一体化整体结构综合设计,基于虚拟仪器技术Lab VIEW进行编程,研制秋千座椅防撞击试验装置。     

儿童在道路行驶中的安全与防护——加拿大新的儿童汽车座椅法规与测试方法

本文主要介绍加拿大新的《机动车辆约束系统和加高座椅安全法规》（SOR/2011-16）的相关内容,同时对儿童汽车座椅的研究与测试方法也进行了详细描述,以对我国相关行业提供借鉴。     

大客车正面碰撞乘客约束系统仿真分析

为探究约束系统在全承载客车正面碰撞事故中对乘客损伤的影响,利用有限元分析软件LSDYNA建立某大客车正面碰撞仿真模型,并开展整车50 km/h正面100%重叠碰撞固定刚性壁障试验;从车身变形、加速度曲线和乘员损伤等3方面验证仿真模型;基于已验证的仿真模型,开展不同座椅间距、车厢位置及安全带类型的乘员运动响应和损伤等综合分析与评价。研究结果表明:不同位置车身加速度波形整体趋势相似,但具体峰值和出现时刻存在差异;增大座椅间距和主动预紧安全带能够有效降低降低头部损伤值,而颈部损伤则随之增大;乘客胸部损伤值和大腿力受主动预紧安全带、座椅间距和车厢位置影响不大。     

深圳世界大学生夏季运动会体育场馆观众座椅火灾试验研究

根据深圳世界大学生夏季运动会体育场馆内座椅实际情况,对5种典型座椅材料进行了小型锥形量热计试验,并按座椅的布置形式开展了全尺寸火灾试验.通过实体试验,得到座椅燃烧时的火灾热释放速率、烟气生成率、点燃时间、CO/CO2生成率和平均比消光面积等燃烧特性参数,为科学分析大运会体育场馆座椅的火灾危险性提供科学的基础数据支持和理论依据,进而提出消除、预防或降低座椅火灾风险、提高场馆消防安全等级的对策措施.     

如何正确使用儿童安全座椅

<正>使用儿童安全座椅真有那么难么?还没有为孩子们准备安全座椅的父母们,以下这些会是阻碍你购买安全座椅的问题么?为什么需要安全座椅?这个问题最简单,一起事故足以证明。在美国,车祸是1岁到14岁儿童的头号杀手。据美国公路交通安全管理局统计,仅以2002年为例,美国14岁以下的儿童中有1543名死于车祸,大约227000名儿童在车祸中受伤。平均每天有4名儿童死亡、622名儿童受伤。在车祸中死亡的儿童,有50%没有使用约束系统,即儿童安全座椅。在车祸中受重伤的儿童,有40%没有使用约束系     

基于监测数据的土壤源热泵系统设计优化分析

针对建筑中地源热泵系统实际地下换热过程复杂、设计困难等问题,以苏州地区某浅埋式地源热泵系统为研究对象,运用TRNSYS软件搭建地源热泵仿真模型,对一定条件下埋管内冷却水流速与地源热泵系统性能的耦合关系进行了模拟分析。仿真结果表明相同蓄热体积下埋管深度对系统性能影响较小。增大冷却水流速有利于土壤温度恢复,但系统耗电量增加。该浅埋式地源热泵系统冷却水流速1~2 m/s均在合理范围内,且埋管深度越大,最佳设计流速越小。     

基于遗传算法和场域模型的多障碍物房间人员疏散研究*

为提高多障碍物房间的人员疏散效率,利用场域元胞自动机模型并融合经典遗传算法,对2出口和4出口的多障碍物房间进行布局优化和疏散仿真研究。研究结果表明:利用遗传算法可快速寻找最优座椅布局,连排座椅设置在远离出口侧可有效减轻行人疏散时的拥堵程度;经过遗传算法优化后的座椅布局可协调疏散人群到达出口的时间,从而缓解出口通行压力,提高整体疏散效率,保障行人在大型多障碍物房间内的疏散安全。     

驾驶工效综合评定座舱实验台的研制

为了在实验室内 ,能定性 /定量的研究飞机驾驶员工作时的复杂、实时操作感觉 ,开发了一台驾驶工效综合评定座舱实验台。该实验台主要由硬件 (包括座舱外壳、驾驶杆、座椅以及两台液晶显示器 )、软件两部分 (座舱视景系统、座舱仪表显示系统、飞机动力学系统、飞机控制系统、座舱网络通讯系统 )组成 ,通过使用眼动仪、触摸屏等设备来记录驾驶员的眼动及手动数据。该实验台可通过数据处理计算机实现人机界面的作业运动和进行工效综合评定。工效评定实验台的研制 ,可以提高座舱人机交互工效设计的可信度 ,是飞机驾驶舱面板优化设计的基础和依据 ,是研究保障安全飞行和提高作战能力以及效率等重大技术性能的重要手段。     

汽车-护栏系统耐撞性研究的有限元模型

为了建立汽车及公路护栏组成的复杂系统的耐撞性分析模型,基于VPG与LS-DYNA软件平台,应用标准化建模方法,即通过设定建模原则,在充分利用VPG内置的标准模型数据库如悬挂、轮胎、假人、安全带等各种模型的基础上,采用分块建模法,分别建立汽车、护栏、座椅模型,定义好各自内部的接触;并利用VPG的“export”功能,生成各自的DYN文件;再利用生成的DYN文件,就可组合出汽车-护栏系统耐撞性研究的各种中间环节的有限元模型,最终实现“汽车-护栏-乘员-座椅-安全带”系统模型的一体化。仿真分析与试验结果的对比表明,笔者建立的模型具有足够的可信度,适合工程应用,并给出了一个应用示例。     

Seat properties affecting neck responses in rear crashes: a reason why whiplash has increased

Whiplash has increased over the past two decades. This study compares occupant dynamics with three different seat types (two yielding and one stiff) in rear crashes. Responses up to head restraint contact are used to describe possible reasons for the increase in whiplash as seat stiffness increased in the 1980s and 1990s. Three exemplar seats were defined by seat stiffness (k) and frame rotation stiffness (j) under occupant load. The stiff seat had k=40 kN/m and j=1.8 degrees /kN representing a foreign benchmark. One yielding seat had k=20 kN/m and j=1.4 degrees /kN simulating a high-retention seat. The other had k=20 kN/m and j=3.4 degrees /kN simulating a typical yielding seat of the 1980s and 1990s. Constant vehicle acceleration for 100 ms gave delta-V of 6, 10, 16, 24, and 35 km/h. The one-dimensional model included a torso mass loading the seatback, head motion through a flexible neck, and head restraint drop and rearward displacement with seatback rotation. Neck displacement was greatest with the stiff seat due to higher loads on the torso. It peaked at 10 km/h rear delta-V and was lower in higher-severity crashes. It averaged 32% more than neck displacements with the 1980s yielding seat. The high-retention seat had 67% lower neck displacements than the stiff seat because of yielding into the seatback, earlier head restraint contact and less seatback rotation, which involved 16 mm drop in head restraint height due to seatback rotation in the 16 km/h rear delta-V. This was significantly lower than 47 mm with the foreign benchmark and 73 mm with the 1980s yielding seat. Early in the crash, neck responses are proportional to ky/mT, seat stiffness times vehicle displacement divided by torso mass, so neck responses increase with seat stiffness. The trend toward stiffer seats increased neck responses over the yielding seats of the 1980s and 1990s, which offers one explanation for the increase in whiplash over the past two decades. This is a result of not enough seat suspension compliance as stronger seat frames were introduced. As seat stiffness has increased, so have neck displacements and the Neck Injury Criterion (NIC). High-retention seats reduce neck biomechanical responses by allowing the occupant to displace into the seatback at relatively low torso loads until head restraint contact and then transferring crash energy. High-retention seats resolve the historic debate between stiff (rigid) and yielding seats by providing both a strong frame (low j) for occupant retention and yielding suspension (low k) to reduce whiplash.     

A pre/post evaluation of fatigue,stress and vigilance amongst commercially licensed truck drivers performing a prolonged driving task

Purpose. The main purpose of this research study was to evaluate changes in fatigue, stress and vigilance amongst commercially licensed truck drivers involved in a prolonged driving task. The secondary purpose was to determine whether a new ergonomic seat could help reduce both physical and cognitive fatigue during a prolonged driving task. Two different truck seats were evaluated: an industrial standard seat and a new truck seat prototype. Methods. Twenty male truck drivers were recruited to attend two testing sessions, on two separate days, with each session randomized for seat design. During each session, participants performed two 10-min simulated driving tasks. Between simulated sessions, participants drove a long-haul truck for 90 min. Fatigue and stress were quantified using a series of questionnaires whereas vigilance was measured using a standardized computer test. Results. Seat interactions had a significant effect on fatigue patterns. Conclusion. The new ergonomic seat design holds potential in improving road safety and vehicle accidents due to fatigue-related accidents.     

Nighttime seat belt use among front seat passengers: Does the driver's belt use matter?

Introduction and Method: We explored the relationship between nighttime seat belt use of right-front passengers and their drivers using observational data from 33,310 vehicles in east Tennessee during March 2015 – May 2017. Results: Overall, nighttime passenger seat belt use varied by 50 percentage points from 92% when drivers were belted to 42% when drivers were not belted, suggesting that part-time seat belt users can be heavily influenced by the seat belt status of their traveling companions. When stratified by vehicle type and sex, passenger seat belt use by driver seat belt status varied as much as 74 percentage points from 96% to 22%. Passenger seat belt use was typically lower when riding with unbelted same-sex drivers than when riding with unbelted drivers of the opposite sex. Conclusions and Practical Applications: This finding suggests that the role of peer influence in decision-making about seat belt use may differ depending on the sex of a vehicle driver and his or her passengers. Further research is warranted to explore this finding as well as other social and cultural influences that have not been fully examined in seat belt research.     

危化品罐车自封堵式安全截断阀设计与分析

为解决危化品罐车的储罐阀门管线等关键部件易损坏造成危化品泄漏的问题，基于系统本质安全原理设计1种内置自封堵式安全截断阀并对其关键部件强度进行校核计算，建立实现阀芯阀座有效密封的三维实体模型并完成有限元分析。结果表明:在阀座密封面与球形阀芯接触处出现最大应力，阀座承受的最大应力小于材料的最大屈服应力，内置自封堵式安全截断阀具有较高的可靠性，可为危化品储运相关安全装置设计提供理论参考。     

Self-reported factors that influence rear seat belt use among adults

Introduction: While seat belt use among front seat occupants has significantly increased overtime a substantial usage gap still exists between front and back seat occupants. This study aims to identify factors that predict rear seat belt use among adult back seat passengers. Methods: We examined data from the 2016 Motor Vehicle Occupant Safety Survey, conducted by the National Highway Traffic Safety Administration, to determine the influence of front seat belt use, support of and belief of rear seat belt use laws, peer perception of seat belt use, nighttime belt use, and demographic factors on self-reported rear seat belt use. Rao-Scott chi-squared tests were used to determine significant associations between self-reported rear belt use and each predictor. Multivariate logistic regression was used to calculate adjusted odds ratios and determine the influence of significant predictors on rear seat belt use. Sampling weights were applied to produce nationally representative estimates; all statistical significance tests accounted for the complex survey design. Results: Among adults who reported riding in the back seat, 63% reported always using a rear seat belt. Front seat belt use, support and belief of state seat belt laws, nighttime seat belt use, age, and education were significantly associated with rear seat belt use. Multivariate regression results showed that adults who supported rear seat belt laws, reported front seat belt use and believed their state has a rear seat belt law were significantly more likely to report full-time use in the back seat. Conclusions: Seat belt laws and front seat belt use had the strongest association with reporting full-time use in the back seat. Practical Applications: Increasing familiarity with existing laws directed towards rear seat belt use as well as increasing awareness about the benefits of seat belts in all seating positions may help improve rear seat belt use.     

Combining Psychophysical Measures of Discomfort and Electromyography for the Evaluation of a New Automotive Seating Concept

The purpose of this study was to determine if the advantages and disadvantages of a new automotive seating concept, known as the micro-adjuster control system, could be reliably evaluated using both a physiological assessment technique (i.e., electromyography [EMG]) and a subjective questionnaire. The results indicate that psychophysical measures of discomfort and the root mean squared (RMS) activity of the EMG are statistically related, r (8) = ?.788, p = .020. More specifically, subjective perceptions of comfort were found to improve with decreasing levels of muscle activity. This implies that seat comfort can be evaluated on the basis of physiological as well as subjective responses to prolonged driving. This finding should drastically improve automobile seat design efforts.     

Workstation design in carpet hand-weaving operation: guidelines for prevention of musculoskeletal disorders.

Carpet weavers suffer from musculoskeletal problems mainly attributed to poor working postures. Their posture is mostly constrained by the design of workstations. This study was conducted to investigate the effects of 2 design parameters (weaving height and seat type) on postural variables and subjective experience, and to develop guidelines for workstation adjustments. At an experimental workstation, 30 professional weavers worked in 9 different conditions. Working posture and weavers' perceptions were measured. It was shown that head, neck and shoulder postures were influenced by weaving height. Both design parameters influenced trunk and elbows postures. The determinant factor for weavers' perception on the neck, shoulders and elbows was found to be weaving height, and on the back and knees it was seat type. Based on the results, the following guidelines were developed: (a) weaving height should be adjusted to 20 cm above elbow height; (b) a 10 degrees forward-sloping high seat is to be used at weaving workstations.     

Belief about seat belt use and seat belt wearing behavior among front and rear seat passengers in the United States

Introduction: Unrestrained drivers and passengers represent almost half of all passenger vehicle occupant deaths in the United States. The current study assessed the relationship between the belief about importance of seat belt use and the behavior of always wearing a seat belt. Method: Data from 2012 ConsumerStyles were analyzed separately for front and rear passenger seating positions. Multivariable regression models were constructed to identify the association between seat belt belief and behavior (i.e., always wears seat belt) among adults. Models controlled for type of state seat belt law (primary, secondary, or none). Results: Seat belt use was higher in front passenger seats (86.1%) than in rear passenger seats (61.6%). Similarly, belief that seat belt use was very important was higher in reference to the front passenger seat (84.2%) versus the rear passenger seat (70.5%). For the front passenger seat, belief was significantly associated with seat belt use in states with both primary enforcement laws (adjPR 1.64) and secondary enforcement laws (adjPR 2.77). For the rear passenger seat, belief was also significantly associated with seat belt use, and two 2-way interactions were observed (belief by sex, belief by region). Conclusions: Despite overall high rates of seat belt use in the United States, certain groups are less likely to buckle up than others. The study findings suggest that efforts to increase seat belt use among high-risk populations, such as those who live in states with secondary or no seat belt laws and those who ride in rear seats (which include people who utilize taxis or ride-hailing vehicles) could benefit from interventions designed to strengthen beliefs related to the benefits of seat belt use. Practical applications: Future research that uses a theoretical framework to better understand the relationship between beliefs and behavior may inform interventions to improve seat belt use.     

Ergonomic evaluation of a new truck seat design: a field study

A postural evaluation of commercial licensed truck drivers was conducted to determine the ergonomic benefits of a truck seat prototype in comparison with an industry standard seat. Twenty commercially licensed truck drivers were recruited to perform a 90-min driving task. Postures were assessed using accelerometers and a backrest and seat pan pressure mapping system. Subjective discomfort measurements were monitored using two questionnaires: ratings of perceived discomfort (RPD) and the automotive seating discomfort questionnaire (ASDQ). Participants reported significantly higher discomfort scores when sitting in the industry standard seat. Participants sat with more lumbar lordosis and assumed a more extended thoracic posture when seated in the prototype. Pairing the gluteal backrest panel with the adjustable seat pan also helped reduce the average sitting pressure on both the seat pan and the backrest. The prototype provided several postural benefits for commercially certified truck drivers, as it did for a young and healthy population.