The effects of the duration on the subjective discomfort of a rigid seat and a cushioned automobile seat

The subjective discomfort caused by the seat would affect the judgements of discomfort for the seated subjects. However, there have been few studies concerned with the discomfort on the rigid seat in static states, especially for a relatively long duration. This paper investigated the subjective discomfort caused by a rigid seat and a cushioned automobile seat for an hour. Twelve students (eight males and four females) rated the overall discomfort on a category-ratio scale and the local body discomfort on a 6-point rating scale every 10 min caused by two seats in two separate days. The static discomfort increased with increasing time, and the rigid seat caused greater discomfort than the cushioned seat. The local discomfort on the back dominated on the automobile seat, whereas the local discomfort on the buttock area dominated on the rigid seat. We established the empirical equations to predict the relations between the discomfort and duration of the two types of seats, for benchmark in the future studies on vibration and noise discomfort.     

A parametric investigation on seat/occupant contact forces and their relationship with initially perceived discomfort using a configurable seat

The present work investigates the contact forces between sitters and seat as well as their correlations with perceived discomfort. Twelve different economy class aeroplane seat configurations were simulated using a multi-adjustable experimental seat by varying seat pan and backrest angles, as well as seat pan compressed surface. Eighteen males and 18 females, selected by their body mass index and stature, tested these configurations for two sitting postures. Perceived discomfort was significantly affected by seat parameters and posture and correlated both with normal force distribution on the seat-pan surface and with normal forces at the lumbar and head supports. Lower discomfort ratings were obtained for more evenly distributed normal forces on the seat pan. Shear force at the seat pan surface was at its lowest when sitters were allowed to self-select their seat-pan angle, supporting that a shear force should be reduced but not zeroed to improve seating comfort.

Practitioner Summary: The effects of seat-pan and backrest angle, anthropometric dimensions and sitting posture on contact forces and perceived discomfort were investigated using a multi-adjustable experimental seat. In addition to preferred seat profile parameters, the present work provides quantitative guidelines on contact force requirement for improving seating comfort.     

Age-related difference in perceptual responses and interface pressure requirements for driver seat design

Due to typical physiological changes with age, older individuals are likely to have different perceptual responses to and different needs for driver–seat interface design. To assess this, a study was conducted in which a total of 22 younger and older participants completed six short-term driving sessions. Three subjective ratings (comfort, discomfort and overall) were obtained, along with 36 driver–seat interface pressure measures, and were used to assess differences and similarities between the two age groups. For both age groups, localised comfort ratings were more effective at distinguishing between driver seats and workspaces. Older individuals appeared to be less sensitive to discomfort than younger individuals. Across age groups, two distinct processes were used in determining whole-body comfort and discomfort perceptions based on localised comfort/discomfort perceptions. Whole-body discomfort levels were largely affected by lower back discomfort in the younger group versus upper back discomfort in the older group. Four specific pressure measures at several body regions differed between the age groups, suggesting distinct contract pressure requirements and loading patterns among these groups.     

Police officer in-vehicle discomfort: Appointments carriage method and vehicle seat features

Musculoskeletal pain is commonly reported by police officers. A potential cause of officer discomfort is a mismatch between vehicle seats and the method used for carrying appointments. Twenty-five police officers rated their discomfort while seated in: (1) a standard police vehicle seat, and (2) a vehicle seat custom-designed for police use. Discomfort was recorded in both seats while wearing police appointments on: (1) a traditional appointments belt, and (2) a load-bearing vest/belt combination (LBV). Sitting in the standard vehicle seat and carrying appointments on a traditional appointments belt were both associated with significantly elevated discomfort. Four vehicle seat features were most implicated as contributing to discomfort: back rest bolster prominence; lumbar region support; seat cushion width; and seat cushion bolster depth. Authorising the carriage of appointments using a LBV is a lower cost solution with potential to reduce officer discomfort. Furthermore, the introduction of custom-designed vehicle seats should be considered.     

Predicting passenger seat comfort and discomfort on the basis of human,context and seat characteristics: a literature review

Abstract

This literature review focused on passenger seat comfort and discomfort in a human–product–context interaction. The relationships between anthropometric variables (human level), activities (context level), seat characteristics (product level) and the perception of comfort and discomfort were studied through mediating variables, such as body posture, movement and interface pressure. It is concluded that there are correlations between anthropometric variables and interface pressure variables, and that this relationship is affected by body posture. The results of studies on the correlation between pressure variables and passenger comfort and discomfort are not in line with each other. Only associations were found between the other variables (e.g. activities and seat characteristics). A conceptual model illustrates the results of the review, but relationships could not be quantified due to a lack of statistical evidence and large differences in research set-ups between the reviewed papers.

Practitioner Summary: This literature review set out to quantify the relationships between human, context and seat characteristics, and comfort and discomfort experience of passenger seats, in order to build a predictive model that can support seat designers and purchasers to make informed decisions. However, statistical evidence is lacking from existing literature.     

Evaluation of driver''s discomfort and postural change using dynamic body pressure distribution

The main objective of this study is the application of body pressure distribution measurements for the prediction of the driver's posture and its change. This requires quantitative analyses of dynamic body pressure distribution, which is the change of body pressure distribution with time. To investigate the relationship between dynamic body pressure data with driver's posture, 16 male subjects performed a simulated driving task for 45 min in a seating buck. During driving, the body posture and body-seat interface pressure were measured continuously, and the discomfort ratings were surveyed at the prescribed interval. For the statistical analyses, driving period, stature group, and lumbar support prominence were selected as independent variables, whereas subjective ratings of driver discomfort, driving posture, and body pressure values were selected as dependent variables. In this study, newly defined dynamic body pressure distribution variables were proposed, and the relationship between these pressure variables with subjective discomfort ratings were analyzed. The close correlations between the body pressure change variables and subjective discomfort ratings supported the possibility of using dynamic pressure data as a tool for the assessment of driver discomfort.

Relevance to industry

Since dynamic body pressure distribution data provide quantitative and objective indices in measuring driver's postural changes and discomfort while driving, the proposed method can be used for more effective automobile seat design and its evaluation.     

Study of human–seat interface pressure distribution under vertical vibration

The influence of whole-body vertical vibration on the dynamic human–seat interface pressure is investigated using a flexible grid of pressure sensors. The ischium pressure and the overall pressure distribution at the human–seat interface are evaluated as functions of the magnitude and frequency of vibration excitation, and seated posture and height. The dynamic pressure at the seat surface is measured under sinusoidal vertical vibration of different magnitudes in the 1–10 Hz frequency range. Two methods based on ischium pressure and ischium force are proposed to study the influence of seat height, posture and characteristics of vibration. The results of the study reveal that the amplitude of dynamic pressure component increases with an increase in the excitation amplitude in almost entire frequency range considered in this study. The dynamic components of both the ischium pressure and the ischium force reveal peaks in the 4 to 5 Hz frequency band, the range of primary resonant frequency of the seated human body in the vertical mode. The mean values of the dynamic ischium pressure and the ischium force remain constant, irrespective of the excitation frequency and amplitude. The magnitudes of mean pressure and force at the human–seat interface, however, are dependent upon the seat height and the subject's posture. The inter-subject variability of the static ischium pressure and effective contact area are presented as functions of the subject weight and subject weight-to-height ratio. It was found that heavy subjects tend to induce low ischium pressure as a result of increased effective contact area.

Relevance to industry

Pressure distribution at the human–seat interface has been found to be an important factor affecting the seating comfort and work efficiency of various workers. The study of human–seat interface pressure distribution under vibration is specifically critical to the comfort, work efficiency and health of vehicle drivers, who are regularly exposed to vibration. The results reported in this paper will be useful to study dynamic response of the interface pressure and design vehicle seats.     

Computational modeling of passenger amphibian aircraft Be-200 cabin interior

This paper examines issues regarding computational modeling of multipurpose passenger amphibian aircraft Be-200 cabin interior. Here different concepts of cabin layout are introduced: economy variant; comfortable layout; with coupe-type seating; corporate variant with berths. Objects interior is designed on the basis of ergonomic principles. For cabin computational modeling the 3ds Max graphic system is used. Objects modeling is carried out by means of Spline Extrude, Polygon Extrude methods. In course of scenes shading, the materials assignment is performed at the level of subobjects. Scenes of realistic rendering of various aircraft cabin layouts are introduced.     

Ergonomics modelling and evaluation of automobile seat comfort

Automobile seats are developed in an iterative manner because subjective feedback, which is usually of questionable quality, drives the design. The time and cost associated with iteration could be justified if the process was guaranteed to produce a comfortable seat. Unfortunately, this is not the case. Current practices are based on the premise that seat system design teams need objective, measurable laboratory standards, which can be linked to subjective perceptions of comfort. Only in this way can predictions be made regarding whether or not a particular design will be viewed by the consumer as comfortable. This type of forecasting ability would effectively improve the efficiency with which automobile seats are designed. In this context, the research reported, developed, and validated a stepwise, multiple linear regression model relating seat interface pressure characteristics, occupant anthropometry, occupant demographics, and perceptions of seat appearance to an overall, subjective comfort index derived from a survey with proven levels of reliability and validity. The model performance statistics were: adjusted r ²?=?0.668, standard error of estimate?=?2.308, F (6, 38)?=?15.728, p?=?0.000, and cross-validated r (15)?=?0.952, p?=?0.000. From the model, human criteria for seat interface pressure measures were established. These findings could not have been attained without first demonstrating that (1) the data collection protocol for seat interface pressure measurement was repeatable and (2) seat interface pressure measurements can be used to distinguish between seats.     

A field-based approach for examining bicycle seat design effects on seat pressure and perceived stability

The purpose of this study was to investigate the effect of various bicycle seat designs on seat pressure and perceived stability in male and female cyclists using a unique field-based methodology. Thirty participants, comprising male and female cyclists, pedaled a bicycle at 118 W over a 350 m flat course under three different seat conditions: standard seat, a seat with a partial anterior cutout, and a seat with a complete anterior cutout. The pressure between the bicycle seat and perineum of the cyclist was collected with a remote pressure-sensing mat, and perceived stability was assessed using a continuous visual analogue scale. Anterior seat pressure and stability values for the complete cutout seat were significantly lower (p < 0.05; 62-101%) than values for the standard and partial cutout designs. These findings were consistent between males and females. Our results would support the contention that the choice of saddle design should not be dictated by interface pressure alone since optimal anterior seat pressure and perceived seat stability appear to be inversely related.     

Method for the analysis of posture and interface pressure of car drivers

Biomechanical study of car driver posture is one of the most referenced aspects for the ergonomic design process of the whole vehicle. The aim of this work is to present a multi-factor method for the analysis of sitting posture and the resulting interactions of the car driver body with the cushion and the backrest. The proposed method, based on the combined use of an optoelectronic system for motion capture and suitable matrices of pressure sensors, has allowed the measurement of a large set of car driver posture parameters and the identification of specific sitting strategies characterising the driving posture, despite the different behaviours of the analysed subjects.     

Effect of reclining a seat on the discomfort from vibration and shock on fast boats

Passengers and crew on fast boats can experience high magnitudes of whole-body vibration and mechanical shocks that may present risks to health and cause discomfort. This study investigated the influence of reclining a seat on the discomfort caused by fast-boat motion and whether discomfort can be predicted by overall ride values according to current standards. Subjects judged the discomfort of simulations of a recorded fast boat motion in a seat reclined by 0°, 15°, 30°, 45°, or 60°. Reclining the seat caused no significant change in overall discomfort, suggesting that if a reclined seat can be shown to reduce risks of injury it may be acceptable in respect of comfort. The findings are inconsistent with the predictions of standards and show that revised frequency weightings are required to account for seat pan or seat back inclination.     

Transmission of roll and pitch seat vibration to the head

A series of experiments has investigated the transmission of roll and pitch seat vibration to the heads of seated subjects. Head motion was measured in all six axes using a light-weight bite-bar while seated subjects were exposed to random motion at frequencies of up to 5 Hz at 1.0 rad.s ^?2 r.m.s. Subjects sat on a rigid flat seat in two body postures: ‘back-on’ (back in contact with backrest) and ‘back-off’ (no backrest contact). The influence of the position of the centre of rotation was also investigated.

Motion at the head occurred mostly in the lateral, roll and yaw axes during exposure to roll seat vibration and in the fore-and-aft, vertical and pitch axes during exposure to pitch seat vibration. A reduction in the magnitude of head motion occurred when the subjects sat in a 'back-off' posture compared with a 'back-on' posture. Varying the position of the centre of rotation along the lateral axis during roll seat vibration affected vertical and pitch head motion: least head motion occurred when the centre of rotation was in line with the subject's mid-sagittal plane. Varying the position of the centre of rotation along the vertical axis during roll seat vibration affected head motion in the mid-coronal plane: roll head motion decreased as the position of the centre of rotation was raised from below the seat surface to above the seat surface. Varying the centre of rotation (along the fore-and-aft and vertical axes) during pitch seat vibration altered head motion in the mid-sagittal plane. Head motion increased with increasing distance of the centre of rotation in front or behind the subject's ischial tuberosities and increased as the seat was raised from below the centre of rotation to above the centre of rotation.     

Human–seat interface analysis of upper and lower body weight distribution

The human–seat interfaces were analyzed to determine the differential distribution of the body weight to the components of seat. Fifteen volunteers were tested on a simulated seat system with two piezoelectric force platforms, one placed as chair seat pan and the other placed on the floor surface as footrest. The seated configurations included back inclines (75° and 80°), upright (90°) and reclines (95°, 105° and 115°), absence or presence of armrest (adjusted at 62–68 cm of height), forward and backward sloping of the seat pan, and supported and unsupported back. The armrest and backrest assemblies were isolated from the force platforms. The difference in the body weight (kgf) to the sum of forces recorded at seat pan and feet yielded the extent of weight transferred to other features (e.g., backrest and armrest). The weight distributed at seat was 10–12% less at back inclines (p<0.01) as compared to upright unsupported sitting. With the backrest reclined beyond 95°, the weight at seat gradually decreased by 9% at 115° recline. The load distributed at feet varied narrowly; however, it was significantly greater (p<0.01) at upright supported back, compared to unsupported back. The height of the armrest was optimized at 68 cm, since the weight distribution at seat pan consistently reduced by 12% at that height, as compared to the absence of armrest (F_(4,524)=8.80, p<0.05). The suggested height of the armrest corresponded to 40% of the body stature of the selected volunteers. The load distributed at feet was 18% greater with the presence of armrest, indicating that a part of the weight of the upper leg fell on the seat pan, when the armrest was absent. The weight fell on the seat in slouch posture was 5% less than in upright sitting, while the weight at feet was marginally higher in slouch than in upright posture. The study maintained that the horizontal as well as 5° forward slope of the seat might be the preferred choice, since the load distributed at seat was highest at backward sloping seat for all conditions of supported and unsupported back. The study reaffirms that the backrest and armrest have conjoint influence in reducing the load distributed at seat, which in turn might help in mitigating stress on the spinal and other paraspinal structures.

Relevance to Industry

The human–seat interface analysis and understanding of body weight distribution to the components of seat may be beneficial for ergo-design application in optimizing parameters for chair configurations that provide comfort and safety to the user.     

Effect of sports bra type and gait speed on breast discomfort,bra discomfort and perceived breast movement in Chinese women

This study investigated the effect of sports bra type (encapsulation versus compression) and gait speed on perceptions of breast discomfort, bra discomfort and breast movement reported by Chinese women. Visual analogue scales were used to evaluate breast discomfort, bra component discomfort and perceived breast movement of 21 Chinese participants when they wore an encapsulation or a compression sports bra, while static and while exercising at three different gait speeds. Participants perceived less breast discomfort and breast movement when wearing a compression bra compared to an encapsulation bra at a high gait speed, suggesting that compression bras are likely to provide the most effective support for Chinese women. However, significantly higher bra discomfort was perceived in the compression bra compared to the encapsulation bra when static and at the lower gait speed, implying that ways to modify the design of sports bras, particularly the straps, should be investigated to provide adequate and comfortable breast support.     

Effects of visual fidelity on curve negotiation,gaze behaviour and simulator discomfort

Technological developments have led to increased visual fidelity of driving simulators. However, simplified visuals have potential advantages, such as improved experimental control, reduced simulator discomfort and increased generalisability of results. In this driving simulator study, we evaluated the effects of visual fidelity on driving performance, gaze behaviour and subjective discomfort ratings. Twenty-four participants drove a track with 90° corners in (1) a high fidelity, textured environment, (2) a medium fidelity, non-textured environment without scenery objects and (3) a low-fidelity monochrome environment that only showed lane markers. The high fidelity level resulted in higher steering activity on straight road segments, higher driving speeds and higher gaze variance than the lower fidelity levels. No differences were found between the two lower fidelity levels. In conclusion, textures and objects were found to affect steering activity and driving performance; however, gaze behaviour during curve negotiation and self-reported simulator discomfort were unaffected.

Practitioner Summary: In a driving simulator study, three levels of visual fidelity were evaluated. The results indicate that the highest fidelity level, characterised by a textured environment, resulted in higher steering activity, higher driving speeds and higher variance of horizontal gaze than the two lower fidelity levels without textures.     

Effects of combined wrist flexion/extension and forearm rotation and two levels of relative force on discomfort

This study investigated perceived discomfort in an isometric wrist flexion task. Independent variables were wrist flexion/extension (55%, 35% flexion, neutral, 35% and 55% extension ranges of motion (ROM)), forearm rotation (60%, 30% prone, neutral, 30% and 60% supine ROM) and two levels of flexion force (10% and 20% maximum voluntary contraction (MVC)). Discomfort was significantly affected by flexion force, forearm rotation and a two-way interaction of force with forearm rotation (each p < 0.05). High force for 60%ROM forearm pronation and supination resulted in increasingly higher discomfort for these combinations. Flexion forces were set relative to the MVC in each wrist posture and this appears to be important in explaining a lack of significant effect (p = 0.34) for flexion/extension on discomfort. Regression equations predicting discomfort were developed and used to generate iso-discomfort contours, which indicate regions where the risk of injury should be low and others where it is likely to be high. Regression equations predicting discomfort and iso-discomfort contours are presented, which indicate combinations of upper limb postures for which discomfort is predicted to be low, and others where it is likely to be high. These are helpful in the study of limits for risk factors associated with upper limb musculoskeletal injury in industry.     

Effects of contrast and ambient illumination on visual discomfort of autostereoscopic display

The conflict between vergence and accommodation is the main perceptual factors contributing to visual discomfort when viewing autostereoscopic display. The key factors relevant to the accommodation and vergence are the ambient illumination and the contrast. The current study was a 2 × 3 × 3 mixed design comparing VFSI and VIMS symptoms between 2D and 3D video clips with three contrast levels under three ambient illumination levels on the autostereoscopic display. Twenty participants were required to evaluate the degree of discomfort by filing out questionnaires after watching those video clips. According to the result analysis, the 3D viewing participants reported more severe symptoms compared to 2D. The moderate contrast conditions were found to be the optimum for viewing comfort. The difference between VFSI and VIMS symptoms become larger with increasing contrast. The results also suggested the optimum 3D illumination condition should not be too high to effectively relieve visual discomfort. VIMS symptoms were more sensitive to the changes in ambient illumination than VFSI. Moreover, significant interaction between contrast and ambient illumination was found. Participants felt the most comfortable in the combination effect of moderate level of contrast and the high level of ambient illumination.     

Effects of seat structural dynamics on current ride comfort criteria

The ISO 2631-1 (1997 ISO 2631-1 (International Organisation for Standardisation). 1997. Mechanical Vibration and Shock – Evaluation of Human Exposure to Whole-Body Vibration – Part 1: General Requirements. Geneva: ISO 2631-1, International Organisation for Standardisation. [Google Scholar]) provides methodologies for assessment of the seated human body comfort in response to vibrations. The standard covers various conditions such as frequency content, direction and location of the transmission of the vibration to the human body. However, the effects of seat structural dynamics mode shapes and corresponding resonances have not been discussed. This study provides important knowledge about the effects of vehicle seat structural vibration modes on discomfort assessment. The occupied seat resonant frequencies and corresponding vibration modes were measured and comfort test was carried out based on the paired comparison test method. The results show that the ISO 2631-1 (1997 ISO 2631-1 (International Organisation for Standardisation). 1997. Mechanical Vibration and Shock – Evaluation of Human Exposure to Whole-Body Vibration – Part 1: General Requirements. Geneva: ISO 2631-1, International Organisation for Standardisation. [Google Scholar]) method significantly underestimates the vibration discomfort level around the occupied seat twisting resonant frequencies. This underestimation is mainly due to the ISO suggested location of the accelerometer pad on the seatback. The centre of the seatback is a nodal point at the seat twisting mode. Therefore, it underestimates the total vibration transferred to the occupant body from the seatback.     

Validity and reliability of rating scales for seated pressure discomfort

To investigate seated pressure discomfort requires a valid and reliable technique to measure discomfort. The aims of this study were to test the validity and reliability of several rating scales and select the best for investigation of pressure discomfort. Six scales were tested: a category partitioning scale, the Borg CR-10 scale, the Corlett discomfort scale, an 8-point ordinal scale, a modified intensity and discomfort scale, and a 21-point ratio scale. Twelve subjects took part in the repeated measures test in two sessions, one week apart. A test seating device generated interface pressure from underneath a foam cushion. Four levels of stimulus, 60, 85, 120, and 165 mmHg, were presented to the seated mid-thigh region. Perceived pressure intensity, discomfort level due to the pressure, and overall discomfort were reported using each of the six scales. Reliability was examined by test-retest correlation, relative rating change and coefficient of variations, and validity examined by absoluteness of rating and the functional consistency. Generally, subjects were capable of reporting their sensation of pressure intensity and discomfort by using the rating scale technique. However, the accuracy of rating strongly depended upon the properties of the scale. The category partitioning scale was found to be highly reliable and most valid for rating pressure intensity and perceived discomfort. This scale was also preferred by subjects when compared with the other five scales. Properties of all the six scales were defined and summarised.