Torque Production Using Handwheels of Different Size During a Simulated Valve Operation Task

Opening and closing valves in industrial facilities often requires operators to use bars and wrenches as levers (cheaters) in order to overcome initial actuation forces. In order to determine more appropriate operational specifications, the maximum torque production capability was measured when 12 male participants used 4 different valve handwheels at 3 different heights and 2 different angles (in relationship to the coronal plane). The results indicate that the participants produced significantly greater torque when the largest of the 4 wheels (40.6 cm diameter) was used than when the medium (22.9 cm), small (20.3 cm), and handled (17.8 cm) handwheels were used. Although the main effect of heights was found to be statistically significant, post-hoc analyses between the heights found them to be, essentially, equal. In addition, the vertical and horizontal wheel orientations were not found to be different. The results are applicable to all industries where handwheels are used and applicable to valve manufacturers for designing operational torque specifications below the values found in this study.     

Physical Strain and Work Ergonomics in Farmers with Disabilities

In agriculture, occupational injuries are common, and several of them lead to permanent physical disability. The objective of this case study was to assess the strain and the ergonomic needs of four farmers (aged 34–49 years) with physical disabilities. A maximal bicycle ergometer test or an arm-crank test was done to assess their maximal heart rate (HR _max) and maximal oxygen consumption (V0_2max). The strain at work was analyzed by measuring heart rate (HR), muscle activity (EMG), and the rating of perceived exertion (RPE). The farmers were interviewed as to possible and impossible work tasks and the ergonomic redesign measures taken to improve the work environment. The work tasks performed were mainly light or moderate work for the cardiorespiratory system according to mean HR (88-102 beats/min), the percentage of HR range (17–31% HRR), and the relative V0₂ (22–46% V0_2max). The mean activity of the trapezius muscles was 0.4-9% of the maximal voluntary contraction (%MVC). All the participants had work tasks they were unable to perform. They had made ergonomie redesign changes mainly to the tractor. This case study showed that some agricultural work tasks were possible for farmers with physical disabilities and that the physical strain associated with these tasks was mainly light or moderate.     

Emission of Oxygenated Species from the Combustion of Pine Wood and its Relation to Soot Formation

Combustion tests of pine wood cribs have been performed in different airflows in a fire test chamber. VOC in the flue gas has been monitored on-line using FTIR. Soot was collected at different heights above the bed on to quartz fibre filters and was characterized using pyrolysis-GC-MS. Correlation between combustion conditions and emission profiles were elucidated. The soot contained significant amounts of adsorbed oxygenated material derived from pyrolysis of the wood. Three types of material were identified: pyrolysis products, pyrolysis recombination products and PAH, and significant proportions of O-PAH are also present. Oxygenated PAH increased with temperature and higher air flow rate whereas oxygenated phenolic type material increased with lower temperature and lower air flow rate. Cooler flames from oxygen-starved fires akin to conditions in household fires produce significant higher proportions of phenolic material.Oxygen appears to play a significant role in the production of soot and there appear to be two routes by which PAH material can be synthesized. Firstly through conventional hydrocarbon mechanisms such as the HACA method and secondly through a route involving the polymerization of biomass pyrolysis fragments. A number of important species are identified which could be intermediates between these pyrolysis products and PAH.     

基于正交试验响应面法的烟气层概率分布计算

为计算随机参数下火灾烟气层温度和厚度的概率分布,该文提出了基于正交试验响应面的可靠度计算方法。通过正交试验表确定分析计算参数组,并借助火灾动力学分析软件计算不同参数组下烟气层的温度和厚度响应,进一步拟合出输入参数和输出参数的响应面函数,在此基础上结合验算点法计算烟气层温度和厚度的概率分布,算例分析表明该方法具有计算精度高、计算量小的特点。     

Predictive Models of Lumbar Loadings When Handling Boxes

Back problems resulting from the compression forces on the intervertebral disks during manual material-handling tasks are an important problem affecting workers in various industries. The quantification of these forces using intradiscal pressure or biomechanical modeling is complex, time consuming, and costly, and these methods cannot be readily used in the workplace to estimate loadings on the lower back. The objective of this study was to develop a predictive model that would allow the estimation of lumbar loadings for lifting and lowering boxes using easily measured anthropometric variables and variables related to the task. A dynamic and planar segmental model and a model of internal forces at L5/S1 were used to determine the compression forces on the lower back. Two predictive models, a field model and a laboratory model, were developed to estimate the compression forces when lifting or lowering 3.3 kg to 22.0 kg boxes between heights of 15 cm and 185 cm. Both models were validated by an examination of the residuals. Their predictive performance was also compared, with the laboratory model offering a slightly better prediction than the field model. Thus, these equations represent a practical tool for a better planning of handling tasks in the working environment with the purpose of reducing the back injuries of workers.     

Implications of head and neck restraint test repeatability for specification improvement

Objective: Since 2005, National Association for Stock Car Auto Racing, Incorporated (NASCAR) drivers have been required to use a head and neck restraint system (HNR) that complies with SFI Foundation, Inc. (SFI) 38.1. The primary purpose of the HNR is to control and limit injurious neck loads and head kinematics during frontal and frontal oblique impacts. The SFI 38.1 performance specification was implemented to establish a uniform test procedure and minimum standard for the evaluation of HNRs using dynamic sled testing. The purpose of this study was to evaluate the repeatability of the current SFI 38.1 test setup and explore the effects of a polyester seat belt restraint system.

Method: Eight sled tests were conducted using the SFI 38.1 sled test protocol with additional test setup constraints. Four 0° frontal tests and 4 30° right frontal (RF) oblique tests were conducted. The first 3 tests of each principal direction of force (PDOF) used nylon SFI 16.1 seat belt restraint assemblies. The fourth test of each PDOF used polyester SFI 16.6 seat belt restraint assemblies. A secondary data set (Lab B Data) was also supplied by the HNR manufacturer for further comparisons. The International Organization for Standardization (ISO) 18571 objective comparison method was used to quantify the repeatability of the anthropomorphic test device (ATD) resultant head, chest, and pelvis acceleration and upper neck axial force and flexion extension bending moment time histories across multiple tests.

Results: Two data sets generated using the SFI 38.1 test protocol exhibited large variations in mean ISO scores of ATD channels. The 8 tests conducted with additional setup constraints had significantly lower mean ISO score coefficients of variation (CVs). The Lab B tests conducted within the current specification but without the additional test setup constraints had larger mean ISO score standard deviation and CV for all comparisons. Specifically, tests with the additional setup constraints had average CVs of 3.3 and 2.9% for the 0° and 30° RF orientations, respectively. Lab B tests had average CVs of 22.9 and 24.5%, respectively. Polyester seat belt comparisons had CVs of 5.3 and 6.2% for the 0° and 30° RF orientations, respectively.

Conclusion: With the addition of common test setup constraints, which do not violate the specification, the SFI 38.1 test protocol produced a repeatable test process for determining performance capabilities of HNRs within a single sled lab. A limited study using polyester webbing seat belt assemblies versus the nylon material called for in SFI 38.1 indicates that the material likely has less effects on ATD upper neck axial force and flexion extension bending moment time histories than the test setup freedom currently available within the specification. The additional test setup constraints are discussed and were shown to improve ATD response repeatability for a given HNR.     

Preferred Handrail Height for Spiral Stairs—A Fitting Trial Study

Stairways are, in general, a thoroughly studied subject, but there is almost no scientific data available about spiral stairs. They are, however, widely used in homes, industrial sites and public buildings. The purpose of this study was to determine preferred handrail heights for a spiral stairway. The most preferred handrail height for descent was 105 cm. On the other hand, 95% of the participants regarded handrail heights between 95 and 100 cm satisfactory for descending. Participants’ anthropometric data was combined with the handrail height preference to develop a draft of a model to predict preferred handrail height for other user populations.     

大空间中庭内热分层环境下环境温度对烟气上升高度的影响

根据稳定线性热分层环境下羽流积分控制方程,分析了温度因素对羽流中性浮力点高度和羽流最大上升高度的影响,在大空间实验室开展了一系列实验,采集环境温度,计算竖向温度梯度,利用摄像机拍摄并记录烟气层上升高度,通过实验数据对理论分析结果进行了验证。     

Application of CFD on the sensitivity analyses of some parameters of the modified Hartmann tube

The aim of this work is to determine the influence of operating parameters such as the dispersion pressure, the ignition delay and height on the dust flammability. A Computational Fluid Dynamics (CFD) simulation, based on an Euler–Lagrange approach, was developed with Ansys Fluent™ and validated experimentally. Such analysis will facilitate the choice of the most conservative conditions for a flammability test. This paper is focused on a case study performed on wheat starch with the modified Hartmann tube. The dispersion process of the powder was studied with granulometric analyses performed in situ and high speed videos. Tests were performed with injections at gas pressure ranging from 3 to 6 bars and the evolution of the particle size distribution (PSD) was recorded at different ignition heights (5, 10 and 15 cm over the dispersion nozzle). The observations highlighted the presence of agglomeration/deagglomeration processes and dust segregation. Besides, a CFD simulation analysis was aimed at evaluating the impact of a set of parameters on the PSD and the local turbulence, which are closely linked to some flammability parameters. For this computational analysis, the CFD simulation was coupled with a collision treatment based on a Discrete Element Method (DEM) in order to consider the cohesive behavior of the combustible dust. Thus the results suggest performing the injection of the gases at approximately 5 bars for the flammability tests of wheat starch in order to obtain the finest PSD at a given ignition height. It is also shown that the finest PSD are obtained at 5 cm over the dispersion nozzle. However, the local instabilities and turbulence levels are so high during the first stages of the dispersion that the flame growth can be disturbed for short ignition delays. Moreover, the stabilization of the bulk of the dust cloud requires longer periods of time when the ignition sources are located at 15 cm. As a result, the recommended height to perform a flammability test is 10 cm in this case. Finally, this study proposes some tools that might improve the procedure of dust flammability testing.     

Underwater LNG release test findings: Experimental data and model results

An underwater LNG release test was conducted to understand the phenomena that occur when LNG is released underwater and to determine the characteristic of the vapor emanating from the water surface. Another objective of the test was to determine if an LNG liquid pool formed on the water surface, spread and evaporated in a manner similar to that from an on-the-surface release of LNG.A pit of dimensions 10.06 m × 6.4 m and 1.22 m depth filled with water to 1.14 m depth was used. A vertically upward shooting LNG jet was released from a pipe of 2.54 cm diameter at a depth of 0.71 m below the water surface. LNG was released over 5.5-min duration, with a flow rate of 0.675 ± 0.223 L/s. The wind speed varied between 2 m/s and 4 m/s during the test.Data were collected as a function of time at a number of locations. These data included LNG flow rate, meteorological conditions, temperatures at a number of locations within the water column, and vapor temperatures and concentrations in air at different downwind locations and heights. Concentration measurements were made with instruments on poles located at 3.05 m, 6.1 m and 9.14 m from the downwind edge of the pit and at heights 0.46 m, 1.22 m, and 2.13 m. The phenomena occurring underwater were recorded with an underwater video camera. Water surface and in-air phenomena including the dispersion of the vapor emanating from the water surface were captured on three land-based video cameras.The lowest temperature recorded for the vapor emanating from the water surface was −1 °C indicating that the vapor emitted into air was buoyant. In general the maximum concentration observed at each instrument pole was progressively at higher and higher elevations as one traveled downwind, indicating that the vapor cloud was rising. These findings from the instrument recorded data were supported by the visual record showing the “white” cloud rising, more or less vertically, in air. No LNG pool was observed on the surface of water. Discussions are provided on the test findings and comparison with predictions from a previously published theoretical model.     

The effect of changing the fuel of the LASTFIRE test

The LASTFIRE test is intended for the evaluation of foams used in extinguishing fires of flammable and combustible liquids in storage tanks in refinery and oil related facilities. The purpose of this study is to find, experimentally, an alternative fuel to be used in the LASTFIRE test, as a replacement for the heptane fuel, which is normally used in this test. Beside heptane, three other fuels are tested in the current study: diesel, jet A1 and kerosene. The study involved performing the LASTFIRE test, using each of the fuels and then comparing the results. The same foam is used as an extinguishing agent for all the tests and for each fuel, tests are conducted three times with separate foam discharging nozzles: semi-aspirated, aspirated and system. Using a commonly used scoring system, the results of the four fuels are evaluated. Any replaceable fuel should obtain the similar score as that is obtained by heptane. The study shows that none of the three alternatives has been judged to be suitable to replace heptane, in the LASTFIRE test.     

Injuries in Full-Scale Vehicle Side Impact Moving Deformable Barrier and Pole Tests Using Postmortem Human Subjects

Objective: To conduct near-side moving deformable barrier (MDB) and pole tests with postmortem human subjects (PMHS) in full-scale modern vehicles, document and score injuries, and examine the potential for angled chest loading in these tests to serve as a data set for dummy biofidelity evaluations and computational modeling.

Methods: Two PMHS (outboard left front and rear seat occupants) for MDB and one PMHS (outboard left front seat occupant) for pole tests were used. Both tests used sedan-type vehicles from same manufacturer with side airbags. Pretest x-ray and computed tomography (CT) images were obtained. Three-point belt-restrained surrogates were positioned in respective outboard seats. Accelerometers were secured to T1, T6, and T12 spines; sternum and pelvis; seat tracks; floor; center of gravity; and MDB. Load cells were used on the pole. Biomechanical data were gathered at 20 kHz. Outboard and inboard high-speed cameras were used for kinematics. X-rays and CT images were taken and autopsy was done following the test. The Abbreviated Injury Scale (AIS) 2005 scoring scheme was used to score injuries.

Results: MDB test: male (front seat) and female (rear seat) PMHS occupant demographics: 52 and 57 years, 177 and 166 cm stature, 78 and 65 kg total body mass. Demographics of the PMHS occupant in the pole test: male, 26 years, 179 cm stature, and 84 kg total body mass. Front seat PMHS in MDB test: 6 near-side rib fractures (AIS = 3): 160–265 mm vertically from suprasternal notch and 40–80 mm circumferentially from center of sternum. Left rear seat PMHS responded with multiple bilateral rib fractures: 9 on the near side and 5 on the contralateral side (AIS = 3). One rib fractured twice. On the near and contralateral sides, fractures were 30–210 and 20–105 mm vertically from the suprasternal notch and 90–200 and 55–135 mm circumferentially from the center of sternum. A fracture of the left intertrochanteric crest occurred (AIS = 3). Pole test PMHS had one near-side third rib fracture. Thoracic accelerations of the 2 occupants were different in the MDB test. Though both occupants sustained positive and negative x-accelerations to the sternum, peak magnitudes and relative changes were greater for the rear than the front seat occupant. Magnitudes of the thoracic and sternum accelerations were lower in the pole test.

Conclusions: This is the first study to use PMHS occupants in MDB and pole tests in the same recent model year vehicles with side airbag and head curtain restraints. Injuries to the unilateral thorax for the front seat PMHS in contrast to the bilateral thorax and hip for the rear seat occupant in the MDB test indicate the effects of impact on the seating location and restraint system. Posterolateral locations of fractures to the front seat PMHS are attributed to constrained kinematics of occupant interaction with torso side airbag restraint system. Angled loading to the rear seat occupant from coupled sagittal and coronal accelerations of the sternum representing anterior thorax loading contributed to bilateral fractures. Inward bending initiated by the distal femur complex resulting in adduction of ipsilateral lower extremity resulted in intertrochanteric fracture to the rear seat occupant. These results serve as a data set for evaluating the biofidelity of the WorldSID and federalized side impact dummies and assist in validating human body computational models, which are increasingly used in crashworthiness studies.     

Rail height effects on safety performance of Midwest Guardrail System

Objective: Guardrail heights play a crucial role in the way that errant vehicles interact with roadside barriers. Low rail heights increase the propensity of vehicle rollover and override, whereas excessively tall rails promote underride. Further, rail mounting heights and post embedment depths may be altered by variations in roadside terrain. An increased guardrail height may be desirable to accommodate construction tolerances, soil erosion, frost heave, and future roadway overlays. This study aimed to investigate and identify a maximum safe installation height for the Midwest Guardrail System that would be robust and remain crashworthy before and after pavement overlays.

Methods: A research investigation was performed to evaluate the safety performance of increased mounting heights for the standard 787-mm (31-in.)-tall Midwest Guardrail System (MGS) through crash testing and computer simulation. Two full-scale crash tests with small passenger cars were performed on the MGS with top-rail mounting heights of 864 and 914 mm (34 and 36 in.). Test results were then used to calibrate computer simulation models.

Results: In the first test, a small car impacted the MGS with 864-mm (34-in.) rail height at 102 km/h (63.6 mph) and 25.0° and was successfully redirected. In the second test, another small car impacted the MGS with a 914-mm (36-in.) rail height at 103 km/h (64.1 mph) and 25.6° and was successful. Both system heights satisfied the Manual for Assessing Safety Hardware (MASH) Test Level 3 (TL-3) evaluation criteria. Test results were then used to calibrate computer simulation models. A mounting height of 36 in. was determined to be the maximum guardrail height that would safely contain and redirect small car vehicles. Simulations confirmed that taller guardrail heights (i.e., 37 in.) would likely result in small car underride. In addition, simulation results indicated that passenger vehicle models were successfully contained by the 34- and 36-in.-tall MGS installed on approach slopes as steep as 6:1.

Conclusions: A mounting height of 914 mm (36 in.) was determined to be the maximum guardrail height that would safely contain and redirect 1100C vehicles and not allow underride or excessive vehicle snag on support posts. Recommendations were also provided regarding the safety performance of the MGS with increased height.     

Kinematic planning of slew manoeuvres after actuator failure for low-cost satellites

A kinematic scheme is presented which allows for planning attitude manoeuvres of satellites after actuator failure. The scheme relies on the identification of admissible rotation axes around which the control system can deliver torque components in spite of the failure. Two techniques discussed in the literature, based on a single rotation that either minimizes the angular displacement from a given target attitude or aims a sensor exactly along a prescribed direction, are compared with a new technique based on a two-step approach, which allows for achieving any prescribed attitude by means of a sequence of two feasible rotations. Dynamic simulation is used for analysing potential capabilities and limits of the considered kinematic approaches to manoeuvre planning of under-actuated satellites.     

Development of a three-year-old child FE model

OBJECTIVE: Child crash dummies are conventionally used for safety performance evaluations of the child restraint system (CRS) in vehicle crash tests. To investigate injuries to various body regions of a child in detail, mathematical models are useful, and provide information that cannot be analyzed by crash dummies. Therefore, in the present research, a finite element (FE) model of a 3-year-old child has been developed by model-based scaling from the AM50 human FE model, THUMS (Total HUman body for Safety). METHODS: The dimensions of each body region were based on the anthropometry data of United States children, and material properties of child bone were estimated from data reported in the literature. Neck flexion, thorax impact responses, and torso flexion were validated against the response corridor of the 3-year-old Hybrid III dummy in calibration tests. A test of lap belt loading to the abdomen was also conducted. FE models of two different types of CRS, a 5-point harness and a tray shield CRS, were also made, and ECE R44 sled impact test simulations were conducted using the child FE model. RESULTS: The characteristics of the child FE model proved to be close to the Hybrid III and child volunteer corridor. In the ECE R44 sled test simulations using the child FE model, the head movement down and head rotation were large in the 5-point harness CRS, and chest deflection was large in the tray shield CRS. In both CRS types, the whole spine flexed in the child FE model. This behavior is different from that of the Hybrid III, where the thorax spine is stiff and only the cervical spine and lumbar spine flex. CONCLUSIONS: Although this child FE model has several limitations in areas such as the anatomical shapes and material properties of a child, this model can be a useful tool to examine the behavior of a child in impacts, which may be difficult to predict by using the Hybrid III dummy with its stiff thorax spine box.     

某航空公司飞行员飞行认知能力状况调查与分析

飞行员作为一项特殊职业,从客观上要求飞行员具备良好认知能力。从飞行认知能力入手对某航空公司的37名飞行员进行了飞行综合素质测试,分析年龄、职位、飞行时间和疲劳等因素对某航空公司飞行员飞行认知能力的影响。测试结果表明某航空公司飞行员在飞行认知能力上整体表现较好,但年龄、工作时间和疲劳等对飞行认知能力有所影响。建议航空公司对飞行员群体进行大规模测试,制定相应的培训计划并加强管理保障措施,对飞行员人为差错进行主动的风险管理,为民航飞行员飞行综合素质评估提供数据支持,为科学、合理的机组搭配和排班提供依据,对改善飞行安全、提高安全管理水平具有重要意义。     

Reasonableness of a proposed System Theoretic Process Analysis (STPA) validation framework: An interview study

Since its inception, the STPA technique has gained increasing popularity among researchers and industry practitioners. Nevertheless, the validity of its application has not yet received much scientific attention. Although some informal validation approaches have been used by STPA users, no formalized validation framework has been elaborated for practical use. This paper investigates the reasonableness of the recently proposed STPA validation framework, which includes 15 validation tests, each focusing on a specific step of an STPA analysis. To do so, STPA experts in both academia and industry were interviewed. First, it is investigated what approaches they have been using for validating an STPA analysis, the findings of which were categorized and mapped with the proposed validation framework. This aims to investigate the similarities and dissimilarities between the theory-based validation framework and the informal methods applied by experts in current practice. Then, the proposed framework was presented to the interviewees to seek their judgments about its reasonableness. Feedback from practitioners indicated that the proposed STPA validation framework has certain strengths, while several opportunities exist for further improvement. In particular, the findings indicate that most of the proposed theory-based tests have been already used by STPA experts in an unstructured manner. The experts appreciated the framework in that it provides clear guidance on how to validate each step of an STPA analysis systematically, and found some additional theory-based tests interesting for consideration in practice. The results also suggest that further research is needed to develop systematic techniques for performing each test to facilitate its application by STPA experts.     

A study on chest injury mechanism and the effectiveness of a headform impact test for pedestrian chest protection from vehicle collisions

This study was aimed at investigating the injury mechanism of pedestrian chests in collisions with passenger vehicles of various frontal shapes and examining the influence of the local structural stiffness on the chest injury risk by using the headform impact test at the chest contact area of the vehicle. Three simulations of vehicle to pedestrian collisions were conducted using three validated pedestrian finite element (FE) models of three pedestrian heights of 177 (AM50th), 165 and 150 cm and three FE vehicles models representing a one-box vehicle, a minicar and a medium car. The validity of the vehicle models was evaluated by comparing the headform acceleration against the measured responses from headform impact tests. The chest impact kinematics and the injury mechanisms were analyzed in terms of the distribution of the von Mises stress of the ribcage and in terms of the chest deflections. The chest contact locations on the front panel and the bonnet top were identified in connection to the causation of rib fractures. The risk of rib fractures was predicted by using the von Mises stress distribution. The headform impact tests were carried out at the chest contact area on the front panel and bonnet to examine the safety performance with respect to pedestrian chest protection. In simulations of the one-box vehicle to pedestrian collisions, the chest was struck directly by the frontal structure at a high velocity and deformed substantially, since a shear force was generated by the stiff windshield frame. The acceleration of the headform was related to the rib deflections. The injury threshold of the ribcage deflection (42 mm) corresponded to the headform average acceleration of 68 G. In the minicar collision, the chest was struck with the bonnet top and cowl area at a low velocity, and the deformation was small due to the distributed contact force between the chest and the bonnet top. Besides, the ribcage deformation was too small for bridging a relation between the headform accelerations and rib deflections. In the medium car collision, the deformation mode of the chest was similar to that in the minicar collision. The chest collided with the bonnet top at a low velocity and deformed uniformly. The deflection of the ribs had an observable correlation with the headform accelerations measured in the headform impact tests. The frontal shape of a vehicle has a large influence on a pedestrian’s chest loadings, and the chest deformation depends on the size of the pedestrian and the stiffness of the vehicle. The one-box passenger vehicle causes a high chest injury risk. The headform impactor test can be utilized for the evaluation of the local stiffness of a vehicle’s frontal structure. The reduction of the headform acceleration is an effective measure for pedestrian chest protection for specific shapes of vehicles by efficacy in modifying the local structural stiffness.     

Small Female Upper Extremity Interaction with a Deploying Side Air Bag

This paper presents a study characterizing the interaction between a deploying side air bag and a small female upper extremity. The results are based on twelve tests with small female cadavers, and fifteen tests with the instrumented SAE 5th percentile female upper extremity attached to the 5th percentile Hybrid III female dummy. The upper extremity was loaded by a deploying seat mounted thoracic side air bag in a static test environment. Three inflators were used that varied in peak pressure and pressure onset rate. Despite kinematic differences between the dummy and cadaver, the moments recorded in the cadaver and dummy were similar. Chondral and osteochondral fractures in the cadaver elbow joints were identified in seven of the twelve cadaver tests, while a simple fracture of the distal humerus head was observed in one test. A linear logistic regression analysis was performed to correlate occurrence of recorded injury and the test parameters. Injury risk functions were constructed using age, forearm acceleration, elbow moment, and air bag inflator level as variables.     

A test for electrical ignitions of flammable dust clouds

The Atex Directive specifically includes the explosion hazards arising from the presence of flammable dusts. The European standards body CENELEC proposed a research project to develop tests for assessing the ignition hazard due to electrical apparatus used in hazardous dusty environments. This paper describes the work done on developing a test for electrical spark ignitions of explosive dust atmospheres. A prototype apparatus incorporating the dust explosibility vertical tube and the STA break flash apparatus has been developed. Tests using three dusts showed sulphur dust had ignition characteristics close to those of gas Group B, while other dusts were much less easily ignitable than methane. Round robin tests using a duplicate apparatus and the proposed test method produced results very close to those obtained using the original apparatus.