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Derivation of vehicle dimensions at the early concept stage based on occupant posture
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Objective: The potential challenge for providing occupant protection accompanying seating preferences is an essential safety prerequisite for highly automated vehicle (HAV) popularization. This research is aimed toward identifying Asia-specific individualized seating preferences in HAVs and occupant safety awareness via a national survey in China.
Methods: An online questionnaire survey was performed to investigate seating preferences (i.e., sitting posture, seating orientation, and position) and occupant safety awareness (i.e., seat belt usage and receptiveness to extended or additional restraints beyond the conventional three-point seat belt). We assessed whether perceptions were modulated by individual characteristics via bivariate and correlation analyses. The possibility of wearing seat belts was estimated by binary logistic regression.
Results: The final survey data set includes 1,018 respondents after a rigorous validity check (response rate: 59.2%). The results show that preferred sitting postures and seating orientation were significantly associated with sociodemographic characteristics (e.g., gender, age, city tier) (p < 0.05). The rear seat was preferred in both the conventional (65.6%) and “face-to-face mode” seating configurations (77.6%), largely due to the fact that customers subjectively viewed it as being safer than sitting in a front seat in case of collisions. Despite the current trend of an increasing usage rate of seat belts, 48.5% of respondents preferred to be unrestrained in rear seats, especially for the subgroups who were from less developed cities and with a higher usage rate of public transport (p < 0.01). Low receptiveness to extended restraint and high comfort requirements were confirmed for the young, high-frequency road users, and for those who were from developed areas (p < 0.05).
Conclusions: Diversified and specific seating preferences of Chinese occupants were identified facing emerging use of HAVs. Next generation occupant protection systems shall be adapted to account for the individualized expectations and needs on seating designs from certain population groups. Balanced restraint design between safety and comfort was required to exceed the existing strong dependence on exogenous causes of restraint use (e.g., legal restrictions) in Asia.
Recently, we proposed a unified data based approach which aimed at predicting both reach envelopes and reach discomfort for a digital human model [1]. In this approach, four reach surfaces, from half-flexed arm distance to maximum reach with torso participation, need to be defined. The discomfort associated with a point on each surface is defined at first. Then, the discomfort of an intermediate distance between two reach distances is interpolated. The proposed approach was demonstrated on a reaching task corresponding to push a toggle switch from a seated posture without seat back. As data were collected in an environment which is different from the driving situation, these data can not be directly applied to driver's reach capacity and discomfort. In this study, we will apply this approach for in-car driver's reach for predicting different reach envelopes and discomfort.
Background:
Previously published statistical models of driving posture have been effective for vehicle design but have not taken into account the effects of age.
Objective:
The present study developed new statistical models for predicting driving posture.
Methods:
Driving postures of 90 U.S. drivers with a wide range of age and body size were measured in laboratory mockup in nine package conditions. Posture-prediction models for female and male drivers were separately developed by employing a stepwise regression technique using age, body dimensions, vehicle package conditions, and two-way interactions, among other variables.
Results:
Driving posture was significantly associated with age, and the effects of other variables depended on age. A set of posture-prediction models is presented for women and men. The results are compared with a previously developed model.
Conclusion:
The present study is the first study of driver posture to include a large cohort of older drivers and the first to report a significant effect of age.
Application:
The posture-prediction models can be used to position computational human models or crash-test dummies for vehicle design and assessment.
Few statistical models of rear seat passenger posture have been published, and none has taken into account the effects of occupant age. This study developed new statistical models for predicting passenger postures in the rear seats of automobiles. Postures of 89 adults with a wide range of age and body size were measured in a laboratory mock-up in seven seat configurations. Posture-prediction models for female and male passengers were separately developed by stepwise regression using age, body dimensions, seat configurations and two-way interactions as potential predictors. Passenger posture was significantly associated with age and the effects of other two-way interaction variables depended on age. A set of posture-prediction models are presented for women and men, and the prediction results are compared with previously published models. This study is the first study of passenger posture to include a large cohort of older passengers and the first to report a significant effect of age for adults. The presented models can be used to position computational and physical human models for vehicle design and assessment.
Practitioner Summary:
The significant effects of age, body dimensions and seat configuration on rear seat passenger posture were identified. The models can be used to accurately position computational human models or crash test dummies for older passengers in known rear seat configurations.
The conceptual phase in automotive development is characterized by variant changes, alternating
definitions, requirements and iterative actions, which are influenced by legislation boundaries and
ergonomic tasks as well as interior, exterior and design requirements, crash and safety standards,
customer demands and specific functionalities. An important factor for a successful development
states an optimized interaction between the different engineering tasks based on efficient computer
aided tools, methods and strategies. The present publication treats the development of an integrated
3D-CAD based model for the automotive concept phase. This model includes geometry elements for
the visualization of vehicle exterior and interior boundary surfaces, package relevant components,
legislation based restrictions and ergonomic viewpoints. A fully parametric associative control of the
geometry modules is accomplished by a CAD - external data base, which enables additional
functionalities in the field of template control, data tracking and release management. Beside
geometry based processes, the automotive concept phase is challenged by different additional tasks
based on functionalities, as there are the mass management, structural optimization, driving
performance, fuel consumption and others. The implementation of product structure driven modules
into the CAD based model and the definition of data interfaces for functional dimensioning enables the
support of further investigations in conceptual full vehicle development. The applied methods and
strategies, combining CAD design and CAE simulation tasks, are able to significantly support the
concept phase in the automotive development process. The combination of an integrated CAD model
with an external database connected with different simulation processes forms a powerful and easy to
handle concept for a wide field of applications.
The publication includes an assessment and evaluation of integrated 3D-CAD design methods for automotive development processes. A basis for the application of enhanced design methods is the parametric generation of automotive body components and assembled configurations. As an improvement of parametric model structures, the integration of external databases in 3D-CAD development processes can support the work of design engineers. In this way, the design process itself is performed in a current 3D-CAD system, which is linked to external data storage. These databases include geometrical information as well as ergonomic data, safety relevant information, requirements concerning legislation boundaries or others. The key for an efficient interaction between CAD design processes and the management of CAD - external data is a smart linking of both systems. Modern 3D-CAD software packages as well as modern data maintenance systems offer various possibilities to optimize the interaction between both worlds, supporting the automatical generation and optimization of automotive components in virtual development processes. A classic application of external controlled 3D-CAD methods are variant studies or geometry optimization processes. Re-iterated operations, which have had to be performed by the design engineers so far, can now be separated from the design process. Loop - operations, which are based on geometry defining parameters, the assessment of the design and, if required, an
optimization of existing parameters, can be performed in suitable outsourced program tools.
In this way, the present paper points to new strategies and methods in combination with network based data and information transfer, which are able to support a significant cost and time reduction in engineering based development processes.
The reach capability of drivers is currently represented in vehicle design practice in two ways. The SAE Recommended Practice J287 presents maximum reach capability surfaces for selected percentiles of a generic driving population. Driver reach is also simulated using digital human figure models. In typical applications, a family of figure models that span a large range of the target driver population with respect to body dimensions is positioned within a digital mockup of the driver's workstation. The articulated segments of the figure model are exercised to simulate reaching motions and driver capabilities are calculated from the constraints of the kinematic model. Both of these current methods for representing driver reach are substantially limited. The J287 surfaces are not configurable for population characteristics, do not provide the user with the ability to adjust accommodation percentiles, and do not provide any guidance on the difficulty of reaches that are attainable. The figure model method is strongly dependent on the quality of the models used for posturing and range of motion, and, in any case, cannot reliably generate population distributions of either reach capability or difficulty. A new method of modeling driver reach capability is presented. The method is based on a unified model of reach difficulty and capability in which a maximum reach is a maximally difficult reach. The new approach is made possible by new measurement methods that allow detailed and efficient sampling of an individual's reach-difficulty function. This paper summarizes the experimental approach and presents the structure of the new integrated model of population reach difficulty and capability.
By separating the drive unit (driveboard) and the transport capsule, the driverless and electrically driven vehicle concept U-Shift enables a new kind of flexibility and efficiency for the mobility of tomorrow. In combination with various types of capsules, the driveboard is used to transport both people or goods. The capsules can be changed quickly, drives quietly, without the need for operators and without being tied to changing stations. Special capsules enable a wide variety of business models and applications - from barrier-free on-demand buses to parcel delivery services. Cost and resource efficiency are key development goals, which is why expensive systems such as the complex technology for driverless driving are primarily housed in the driveboard. In a first step, a rollable prototype was built. Development of a further prototype with extended functions for driverless driving has already begun. We present our vehicle concept U-Shift with the special features to the different vehicle technologies. The partners of the DLR Institute of Vehicle Concepts in the U-Shift project include the Research Institute of Automotive Engineering and Vehicle Engines Stuttgart (FKFS), which is developing the powertrain, the Institute of Vehicle Systems Technology (FAST) and the Institute of Information Processing Technology (ITIV) at the Karlsruhe Institute of Technology (KIT), which are contributing the chassis and the electrical/electronic architecture, respectively. The Institute for Measurement, Control and Microtechnology (MRM) at the University of Ulm is responsible for the automation.
Aktuelle gesellschaftliche Megatrends wie die Urbanisierung, führen zu erdrückende Ver-kehrsdichten in den Städten, während der rapid wachsende KEP-Markt (KEP: Kurier-, Ex-press- und Paketdienste) die Situation zusätzlich verschärft. Hieraus ergeben sich neue Anfor-derungen und Rahmenbedingungen an zukünftige Mobilitätsträger. [1]
Um die Mobilitätsbedürfnisse unter den veränderten Rahmenbedingungen auch außerhalb der großen Ballungsgebiete zu erfüllen, bedarf es disruptiver Fahrzeugkonzepte, welche die Attri-bute Connectivity, autonomes Fahren, Sharing und Elektromobilität (CASE) vereinen [2]. Im Rahmen des vom Europäischen Fonds für regionale Entwicklung geförderten Innovationsver-bunds autoMoVe (Dynamisch konfigurierbare Fahrzeugkonzepte für den nutzungsspezifi-schen autonomen Fahrbetrieb), bestehend aus TU Braunschweig, TU Clausthal und Ostfalia Hochschule, werden modular aufgebaute elektrische und autonome Fahrzeugkonzepte, mit wechselbaren Aufbauten (z.B. für den Personen- oder Gütertransport) entwickelt, deren Re-konfiguration während des Betriebs durch den Nutzer möglich ist. Wesentlich ist hierbei die modulare Fahrzeugarchitektur mit definierten internen und externen Schnittstellen, die es er-möglicht, Komponenten und Funktionen zu modifizieren oder zu ergänzen, um das Fahrzeug an sich ändernde Anwendungen und Betriebsbedingungen anzupassen.
Im Rahmen des Beitrags werden das wissenschaftliche Vorgehen des Innovationsverbundes und die folgenden Forschungsschwerpunkte der einzelnen Hochschulpartner sowie deren Sy-nergien beschrieben:
Neben der Recherche und Charakterisierung erforderlicher Technologien für die Realisierung des autonomen Fahrbetriebs, bildet ein Szenario-Modell den Rahmen für die Ableitung kon-kreter Anwendungsfälle mittels Requirements Engineering. Hierin erfolgt die Auslegung und Absicherung innovativer und intelligenter Algorithmen für den vernetzten und autonomen Fahrbetrieb. Eine virtuelle Entwicklungs- und Demonstrationsplattform bietet die Basis für die do-mänenübergreifende, modellbasierte Gesamtsystemkonzipierung sowie -absicherung und dient gleichzeitig zur Validierung der zuvor abgeleiteten interdisziplinären Entwicklungsansät-ze mechatronischer Teilsysteme und Softwarefunktionen.
Objective:
To understand which users' characteristics influence their preferences in the selection of vehicle seating configurations and positions across different traveling scenarios involving a fully automated vehicle (FAV).
Methods:
Participants (n = 730) completed an online survey in which they were asked to imagine traveling in a FAV across three hypothetical scenarios. Participants were asked to select between five different seating configurations and four positions for each scenario and about their anthropometry and their driving/riding experience. Multinomial regression analyses were conducted to identify the factors that influenced users' preferences.
Results:
FAV Configuration #3 (traditional light vehicle seating configuration) was the preferred seating configuration for 74% of the participants, followed by FAV #2 (in which the two seating rows face each other, 13%) in Scenario 1 (riding by oneself). Similar numbers were observed in Scenario 3 (riding with an unknown person). In Scenario 2 (riding with their partner), participants preferred FAV #2 (12.5%) and FAV #5 (in which the front seat passengers point toward a common point in the front, conventional rear seat configuration, 17.5%). Having close family was significant to choose the traditional vehicle configuration over other vehicle configurations, but only when the participants were driving by themselves. Having previously experienced motion sickness was significant to prefer a forward seating configuration when the trip was shared with partners. Belonging to a particular height or weight group was significantly associated with the preferred seat within the preferred FAV configuration (the driver's position in FAV #3; a rear-facing seat in FAV #2), although there was not a clear trend between increasing weight and/or height and preferring one seating position over the others.
Conclusions:
Previous work had shown differences in participants' preferences for seating configurations and positions depending on age, sex and country. While increasing the sample size, the current study analyses other factors that were associated with choosing one vehicle configuration and seating position over others. As these factors are directly related to the likelihood of sustaining injuries in the event of a crash, the current study provides important insights regarding the potential risk factors for FAV occupants.
Der Mobilitätssektor unterliegt starken Veränderungen. In den kommenden Jahren werden sich die drei Technologietrends Hochautomatisiertes Fahren, Elektromobilität und Digitalisierung/Konnektivität gegenseitig verstärken und beschleunigen. Um den Transformationsprozess in der Automobilindustrie zu unterstützen, wird u. a. auch nach neuen Produktlösungen, Geschäftsmodellen und (Service-) Angeboten gesucht. Aktuell gibt es viele Lösungsvorschläge für neue Mobilitätslösungen und neue Produkte wobei ein großer Teil davon autonome "Mover" sind, die häufig schon als disruptiv bezeichnet werden. Diese Mover sind zwar durch einen großen technologischen Fortschritt gekennzeichnet, bei genauerer Betrachtung können diese Mover konzeptionell aber wenig zur Lösung der gesamten Mobilitätsproblematik in urbanen Räumen beitragen. Das hier vorgestellte, autonome, fahrerlose, elektrische Fahrzeugkonzept geht weit über die bekannten Ansätze hinaus und ermöglicht durch eine flexible Trennung von Fahrmodul und Transportkapsel eine neue "On-the-Road" Modularität und damit auch eine neue Intermodalität, neue Produkte und Geschäftsmodelle. Der "Modular-Mover" kann sowohl zum Transport von Personen als auch von Gütern eingesetzt werden und besteht aus einem U-förmigen Driveboard das sowohl Personenkapseln als auch Güterkapseln aufnehmen kann. Der Beitrag behandelt: A) Das Fahrzeugkonzept und dessen Anwendung im urbanen Raum; B) Auslegung der Fahrzeugstruktur für das U-förmige Driveboard und die Kapseln; C) Anforderungen und Konzepte für das Antriebssystem; D) Bewegungsdynamik in ausgewählten Einsatzfällen.
Objective: This study aimed to understand seating configuration and position preferences in a fully automated vehicle (FAV) across 7 hypothetical traveling scenarios.
Methods: Participants completed an online survey in which they were asked to imagine traveling in an FAV across 7 hypothetical traveling scenarios and asked to select 1 of 5 seating configurations and 1 of 4 seating positions for themselves and for any additional occupants. Furthermore, participants were asked to indicate any activities that they and any additional occupants would engage in and whether they would be willing to wear a different seat belt in an FAV while seated in a non-forward-facing mode or while reclined.
Results: Five hundred and fifty-two participants (male = 50.5%; mean = 36.6 years, SD = 14.0 years) completed the online survey. Most participants resided in Australia (40.9%), Spain (16.5%), Sweden (15.6%), or Lebanon (19.4%). Most participants drove on a daily basis (60.0%), had driven between 5,000 and 15,000 km in the previous year (33.2%), and reported that they always or almost always wear a seat belt while traveling in a motor vehicle (98.2%). Across all scenarios, participants were most likely to prefer a conventional seating configuration (i.e., all seats facing forward; between 40.0 and 76.3%). In terms of seating position preferences, participants preferred seating position A (i.e., the conventional driver’s seat; between 54.6 and 68.3%), regardless of with whom they were traveling. The most common activity while traveling alone was reading (25.0%). However, when traveling with other occupants, talking was the most common activity (41.0–63.0%), even with someone they did not know (31.0%). Most participants predicted that they would always or almost always wear a seat belt when traveling in an FAV (95.9%). Most participants also reported that they would be very willing or willing to wear a different seat belt configuration in an FAV while seated in a non-forward-facing mode or while reclined (73.8 and 80.7%, respectively).
Conclusions: This study has provided valuable insight regarding seating configuration and position preferences in an FAV, as well as predicted activities and restraint use. Future research will use this information to simulate likely injury outcomes of these preferences in the event of a motor vehicle crash and provide a basis for the design of occupant protection systems for FAVs.
Janna Hahn entwickelt eine Methodik, Eigenschaftswerte von Fahrzeugkonzeptionsparametern über statistische Beziehungen, technische Relationen und Erfahrungswerte zu ermitteln. Sie zeigt, dass die Festlegung weniger konzeptbestimmender Fahrzeugeigenschaften genügt, um so zielgerichtet ganzheitliche und konsistente Fahrzeuggrobkonzepte zu erstellen. Insbesondere unterstützt das kumulierte Auslegungswissen aus den statistischen Beziehungen die Erschließung neuer Wirkzusammenhänge zwischen Fahrzeugparametern. Die Methodik der Autorin ermöglicht dem Anwender dadurch schnell erste Fahrzeugkonzeptideen anhand von Fahrzeugeigenschaften erstellen und miteinander vergleichen zu können.
Der Inhalt
• Produktentstehungsprozesse und Entwurfsmethoden der Fahrzeugentwicklung und -konzeption
• Grundlagen, Aufbau und Anwendung der Methodik zur eigenschaftsbasierten Fahrzeugkonzeption
• Methodik des Fahrzeug-Anforderungskatalogs, Module wie Eigenschaften, Anforderungskonkretisierung und Ergebnisdarstellung
Die Zielgruppen
• Dozierende und Studierende der Fachgebiete Fahrzeugtechnik, Konstruktionsmethodik und Maschinenbau
• Ingenieurinnen und Ingenieure in der Konzeptentwicklung, Fahrzeugtechnik und Forschung
Die Autorin
Janna Hahn promovierte berufsbegleitend an der Otto-von-Guericke-Universität Magdeburg während ihrer Tätigkeit in der Konzernforschung eines Automobilherstellers im Themengebiet Fahrzeugkonzepte. Das derzeitige Aufgabenfeld der Autorin umfasst die Konzeption und Auslegung der Instrumententafel bei Nutzfahrzeugen.
In ihrem Vorwort charakterisieren die Herausgeber die Produktentstehung sehr treffend als einen hochkomplexen Prozess, dessen Gestaltung und Optimierung immer größere Bedeutung gewinnt. Letztendlich muss dieser Prozess termingerecht zu einem Fahrzeug führen, das für die Zielkunden so attraktiv ist, dass sie es zu einem Preis erwerben wollen, der mit den Renditevorstellungen des Automobilunternehmens im Einklang steht und damit dessen Wettbewerbsfähigkeit sichert Abb. 11.1 umreißt einen Produktentstehungsprozess schematisch.
In diesem Kapitel werden wichtige Aspekte des Designs beleuchtet. Angefangen beim Design Prozess, der die interdisziplinäre Arbeitsmethode beschreibt, über „Advanced Design“, bei dem die Experten die Design-Richtung und Ideen für die Zukunft entwickeln, bis hin zum Beitrag des Designs zum Markenimage.
Ziel der Ausführungen ist das Aufzeigen einer systematischen Vorgehensweise zur Festlegung der Konzept bestimmenden Hauptabmessungen eines Fahrzeugs „von innen nach außen”. Mit diesem Beitrag aus dem Hause BMW sollen grundsätzliche Abhängigkeiten zwischen einzelnen Maßen aufgezeigt werden, um so Hinweise für die Auslegung eines Fahrzeugs zu geben. Die Fahrzeughauptabmessungen werden aus den anthropometrischen sowie den kunden- und den technikspezifischen Parametern abgeleitet.
Among the issues affecting the design process of a vehicle, there is the lack of multidisciplinary knowledge among the different teams involved. This often leads to the risk of loosing important key points from the initial concept idea of designers to the final vehicle package definition made by engineers.
Therefore, this study builds up a method based on parameters defining exterior aesthetic priorities according to car segment to support engineers involved in the automotive design process. In particular, during the early design-engineering phase, this method should help them to understand better vehicle proportions defined by designers.
This work is currently used in the course of design and simulation of road vehicles (Chair of Automotive Technology, TUM) to explain fundamentals of automotive design.
In der vorliegenden Arbeit wurde eine Pkw-Maßkonzeption entwickelt, die als Grundlage für das Interior- und Exteriordesign dienen soll. Diese Methodik rückt die Fahrzeugnutzer in den Mittelpunkt der Fahrzeugentwicklung, da mit deren Anwendung Fahrzeuge zentrifugal um die Fahrzeugnutzer konzipiert werden.
Um die primäre Transportaufgabe, d.h. den Transport von Fahrzeugnutzern mit ihren Transportgütern, bestmöglich zu lösen, sollte die moderne Pkw-Maßkonzeption unter Berücksichtigung der zuvor definierten Hauptanforderungen systematisch und nutzerzentriert erfolgen.
Dazu werden zuerst die Fahrzeugführer ideal positioniert. Grundlage der Pkw-Maßkonzeption ist die Identifikation eines geeigneten Hauptreferenzpunktes. In Abhängigkeit vom gewählten Hauptreferenzpunkt kann ein geeigneter Positionierungsansatz bestimmt und in Bezug auf vorher definierte Anforderungen modifiziert werden. Durch eine Verknüpfung von normierten Fahrzeugabmessungen mit einem digitalen Menschmodell ist zunächst eine systematisch generierte, statische Sitzhaltung zu erarbeiten. Auf dieser statischen Sitzhaltung basierend, werden anschließend kritische Sichtszenarien unter Berücksichtigung kritischer Sichtkegel dargestellt. Der auf der statischen Sitzhaltung der Fahrzeugführer basierende dynamische Raumbedarf wird bestimmt, indem typische und kritische Bewegungsszenarien modelliert werden. Nach der Positionierung der Fahrzeugführer wird auf gleiche Weise der statische und der dynamische Raumbedarf für die Fondpassagiere abgebildet. Es entstehen Hüllvolumina, auf deren Basis zuerst der Volumenbedarf und unter Berücksichtigung weiterer maßkonzeptrelevanter Anforderungen anschließend die Fahrzeuginnenraumabmessungen des Fahrerarbeitsplatzes abgeleitet werden können. Unter Berücksichtigung der primären technischen Funktionsbaugruppen (u. a. alternative Antriebskonzepte) können die Abmessungen des Pkw-Exterior bestimmt werden. Diese Abmessungen betreffen die Karosseriegesamtform des Pkw, die Dimensionierung der Fensterflächen, aber auch die Bemessung von Karosserieöffnungen. Grundlage für die Dimensionierung der Fensterflächen sind Sichtkegel, die mit dem Pkw-Exterior verschnitten werden. Die Basis für die Bestimmung der Abmessungen der Karosserieöffnungen bildet der dynamische Raumbedarf der Fahrzeuginsassen beim Ein- und Ausstieg sowie beim Be- und Entladen. Abschließend wird das Konstruktionsgitter und damit das Fahrzeughauptkoordinatensystems abgebildet.
Ein weiterer Schwerpunkt der vorliegenden Arbeit ist in der Generierung eines Gestaltungsrahmens zu sehen, der den Anwender der systematischen und nutzerzentrierten Pkw-Maßkonzeption bei der Maßdefinition unterstützt. Die Definition des Gestaltungsrahmens und damit die Definition von Abmessungen und Abmessungsbereichen gelingt einerseits durch die individuelle Definition von Referenzfahrzeugen oder Referenzfahrzeugkollektiven, andererseits basiert die Definition von Abmessungen und Abmessungsbereichen auf der Anwendung ergonomischer und andersartiger Vorgaben. Dieser Gestaltungsrahmen und die Resultate der digitalen Menschmodellierung dienen als Grundlage für die Maßdefinition einer systematischen und nutzerzentrierten Pkw-Maßkonzeption.
Als Grundlage des Interior- und Exteriordesign wird die auf Hauptanforderungen basierende, systematische und nutzerzentrierte Pkw-Maßkonzeption angesehen, aus der unter Anwendung von Fahrzeugabmessungen sowie ergonomischer und andersartiger Vorgaben das Pkw-Maßkonzept entsteht.
Die in dieser Abhandlung erstmals beschriebene, systematische und nutzerzentrierte Pkw-Maßkonzeption wurde in einem zweistufigen Prozess evaluiert. Eine allgemeine Evaluation wurde auf Basis einer Expertenbefragung mit 18 relevanten Experten durchgeführt. Im Anschluss an die allgemeine Evaluation konnte eine spezifische Evaluation durchgeführt werden. Dafür wurden auf Basis von Hauptanforderungen systematisch nutzerzentrierte Pkw-Maßkonzepte von erfolgreichen Fahrzeugkonzepten dreier unterschiedlicher Fahrzeughersteller abgebildet. Die systematische und nutzerzentrierte Pkw-Maßkonzeption wurde auf dieser Grundlage den Fahrzeugherstellern präsentiert und anschließend mit ihren Vertretern diskutiert. Es konnte beobachtet werden, dass systematisch generierte und nutzerzentrierte Pkw-Maßkonzepte im Vergleich zu aktuellen Fahrzeugkonzepten nicht zwangsläufig über größere Exterior-Hauptabmessungen verfügen. Insbesondere auf die Exterior-Abmessungen von Mittel- und Oberklassewagen hat die systematische und nutzerzentrierte Pkw-Maßkonzeption praktisch keinen negativen Einfluss.
Durch die Anwendung der systematischen und nutzerzentrierten Pkw-Maßkonzeption können Maßkonzeptvarianten schnell und rational generiert werden. Dies trifft nachweislich insbesondere zu, wenn die Methodik in eine interaktive Software-Anwendung integriert wird. Schnell und rational erzeugte Pkw-Maßkonzeptvarianten können dem Ergonomen in der interdisziplinären Diskussion als Argumentationshilfe dienen.
The use of CAD is product. Its use is widespread in the car industry, through most of the process of designing a new most uneven and various at the concept stage when stylists make their contribution. The appearance design of a new vehicle is crucial if it is to be a success in the marketplace. CAD is contributing to reducing lead times and hence to a greater responsiveness to the market. If stylists are to make their contribution effectively they need to be able to maintain the ease and productivity of conventional concept sketching, whilst adding the 3D capability of CAD. Sketch mapping provides the tools and techniques for doing this, and recent refinements to the interface have enhanced its utility.
Sketching and its key role in concept design are identified, and the particular circumstances of automotive design described. A brief summary of work in the general field of concept sketching and visual thinking is presented. The particular characteristics of automotive design sketches; form lines, crown lines, area lines, shading and colouring are described, and a de-layering analysis undertaken. This demonstrates the primacy of form lines in the automotive design sketch. Observations, by video, of post-graduate students and six professional designers while sketching confirm the importance of the form lines in the design process, the interactive and iterative nature of concept development and the central role of the activity of sketching in this process. It is proposed that the design of CAD systems to support concept development must take account of the importance of sketching activity.
The dissertation considers the steering feel with ergonomic methods and results also from other areas than car steering systems. It will be important, that the steering feel has to be divided in two pieces. It will be the steering feel in narrow sense and the steering feel in extended meaning. With the steering feel in extended meaning the complete car reaction is considered like yaw reaction and time behaviour. It is also known as car handling. The steering feel in a narrow sense only considers the sensations at the steering wheel like forces and angles.
The chapter of the dissertation which discusses the state-of-the-art is divided in two parts. The first part includes examinations of chassis which don’t have any explicit ergonomic approaches. There can be also find certain driver-car lateral control models. The second part discusses the state-of-the-art by the ergonomic point of view. Basis is the control model of system ergonomics with information retain, information processing and realisation of information.
After that the dissertation discusses the experiments. There are five different experiments. The first experiment examines if the frequency response of lateral acceleration nearby the head is different from the frequency control in car centre of gravity. The result is that there is a different in height and time respond of the both frequency responses.
The second experiment wants to find out which kind of visual informations the driver uses from the displacement of visual field. Very important information is the origin of visual displacement. One of the results of the experiment is that the driver is able to detect an oversteering or understeeering car quite early only by visual information and at relativley low speeds.
The experiment No. 3 investigates if thicker steering wheel rims will stimulate differrent contact areas in the hand and if then the steering feel will be affected. The result is that there might be no effect by the thickniss of the steering wheel rim.
The fourth experiment is a field driving experiment. It shows that the driver assessment of steering behavior depends on the visual dimensions in the car. The experiment also shows that normal drivers can descripe in most cases the steering feel and the steering behavior of the car as good as expert drivers. Normal drivers recognise differences of steering behavior of different cars and can describe them quite exact.
The fifth experiment examines the absolute thresholds and Just Noticeable Differences (JND) of steering force. It can be shown that the absolute thresholds will not be different with different kind of steering wheel angles (0°, 5°, 10°). The only difference is that in the low position of the hands on the steering wheel the thresholds are lower than in the mid or upper position. The JND are lower for steering force reduction than for increase. For both kinds of thresholds it seems that the individual thresholds are lower with greater driving experience of the probands. Also the JND seems to follow the law of Weber.
A new model for predicting automobile driving posture is presented. The model, based on data from a study of 68 men and women in 18 vehicle package and seat conditions, is designed for use in posturing the human figure models that are increasingly used for vehicle interior design. The model uses a series of independent regression models, coupled with data-guided inverse kinematics, to fit a whole-body linkage. An important characteristic of the new model is that it places greatest importance on prediction accuracy for the body locations that are most important for vehicle interior design: eye location and hip location. The model predictions were compared with the driving postures of 120 men and women in five vehicles. Errors in mean eye location predictions in the vehicles were typically less than 10 mm. Prediction errors were largely independent of anthropometric variables and vehicle layout. Although the average posture of a group of people can be predicted accurately, individuals' postures cannot be predicted precisely because of interindividual posture variance that is unrelated to key anthropometric variables. The posture prediction models developed in this research can be applied to posturing computer-rendered human models to improve the accuracy of ergonomic assessments of vehicle interiors.
- Modelle Automarken Und
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Automated Development of Modular Systems for the Vehicle Front of Passenger Cars, Unpublished Doctoral Dissertation
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Ein Rechnergestütztes Werkzeug Zur Generierung Konsistenter Pkw-Maßkonzepte und Parametrischer Designvorgaben, Unpublished Doctoral Dissertation
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Recommended Practice J4004, Positioning the H-Point Design Tool-Seating Reference Point and Seat Track Length
- Sae International
SAE International (2008) Recommended Practice J4004, Positioning the H-Point Design Tool-Seating Reference Point and Seat Track Length, Warrendale, PA.
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