ANALISIS DEL TRÁFICO DE RED

Ths test amed to verfy prevous ergonomc research whch clamed the nteror cabn could accommodate a 95th percentle male (Fgure 064). It also amed to develop new nsght nto drver posture and spatal ssues wth regard to a range of users. Another focus of ths test was to gather anthropometrc data for use n ergonomc dagrams. These dagrams can be seen n secton 6.2.7.

Before testng wth partcpants commenced, the bucket seat was postoned wthn the nteror buck. Seat placement was referenced from earler ergonomc research on the Hulme F1 supercar package (Fgure 064). Ths nvolved a back rest nclne of 67° and postonng of the headrest 100mm from the rear wall. As stated earler, use of ‘drve-by-wre’ technology allows for longtudnally adjustable prmary con- trols, elmnatng the need for longtudnally adjustable seatng (3.4.4). As a result, testng focused on a fixed seat poston, not a longtudnally adjustable seat.

Partcpants were nvted to st wthn the nteror buck. The steerng wheel was postoned at a comfortable reachng dstance from each partcpant. To ensure reachng dstances were acceptable, partcpant elbow angles were referenced aganst recommended comfort angles by Dreyfuss (2002, p.66). Anthropometrc data was recorded usng basc measurng nstruments. Vsual observatons were also made wth regard to the partcpant’s drvng posture and spatal ssues. Fol- lowng ths, partcpants were nvted to make verbal comments n regard to ssues assocated wth testng. Results from testng are llustrated n Fgures 084 and 085.

Fgure 084. Ergonomc test for posture and spatal requrements: partcpant one.

705 50 350 845 815 20 (floor thickness) 117° 112° 120° 29° 67° 190

810

50

360

720

Fgure 085. Ergonomc test for posture and spatal requrements: partcpant two.

The followng observatons, nsghts and desgn recommendatons for the nteror desgn proposal were made durng testng:

Testng verfied prevous ergonomc research llustratng that the nteror accommodates a 95th percentle male occupant n the proposed posture. As expected, the nteror buck accommodated partcpant 1 and 2. Ths demonstrates that the nteror desgn proposal s capable of

accommodatng a range of users.

Testng confirmed that offset foot wells forced occupants to st at an off- set angle. Ths offset drvng angle was measured at 3.5° As mentoned . earler (3.4.4), alternatng the foot well s outsde the scope of ths study. There was mnmal clearance between the steerng wheel and the thghs of partcpant two. Ths ndcated that the nteror desgn proposal should deally have a steerng wheel wth a dameter less than 320mm.

After takng nto account the cabn celng thckness, there s mnmal ` head clearance for partcpant two (20mm). Whlst ncreasng cabn heght

s outsde the scope of ths nvestgaton, t was noted that the low cabn heght (950mm) was lkely to compromse comfort for occupants larger than a 95th percentle stature male.

Partcpants found the hgh door sll useful as an arm rest (Fgure 086). The mplcatons of ths findngs were further explored durng the ‘research through desgn’process (7.0).

The steerng wheel requres 125mm of longtudnal adjustablty to cater for a range of users.

930 20 (floor thickness) 125° 101° 121° 20° 67° 170

Partcpant 1 - 5th percentle stature female

Partcpant 2 - 95th percentle stature male

Fgure 087. Statc and dynamc reach for a range of users.

Test 1 - Statc reach Test 3 - Maxmum dynamc reach

Test 2 - Statc reach Test 4 - Maxmum dynamc reach

975 840

6.2.2

Drver reach envelopes

Ths test amed to establsh reach envelopes wthn the nteror cabn for the placement of secondary controls. To acheve ths, testng focused on the statc and dynamc reach dstances of a range of users. For the purposes of ths test, reach dstances were referenced from the head rest n the vertcal plan.

Testng began wth partcpants seated wthn the nteror buck usng seatng pos- tons referenced from the prevous test (6.2.1). Partcpants were nvted to reach forward wth ther shoulders rested aganst the back rest (Fgure 087, tests 1 and 2). Ths demonstrated the statc reach of each partcpant. They were then asked to lean forward and reach as far as possble (Fgure 087, tests 3 and 4),

demonstratng the maxmum dynamc reach of each partcpant.

The results of tests 1 and 2 llustrated statc reach dstances of 715mm and 775mm between the partcpants. Tests 3 and 4 llustrated dynamc reach ds- tances of 840mm and 975mm between the partcpants. From these tests, the followng conclusons were drawn;

Non-crtcal secondary controls should not be placed beyond 840mm for ward of the headrest n the vertcal plan. If controls are postoned beyond ths dstance, ther accessblty to a range of users decreases. Crtcal secondary controls should be postoned between 715 - 775mm forward of the headrest n the vertcal plan. Placng controls wthn ths

715

area wll make them accessble to a range of users wthout the need for longtudnal adjustablty.

The data collected from ths test was also used n combnaton wth 2D manakns to establsh horzontal and vertcal plane reach envelopes. These reach envelopes outlne the approprate placement of controls and are llustrated n secton 6.2.7.

6.2.3 Drver field of vson (FOV)

Ths test amed to establsh general trends n drver FOV across a range of users. Testng also focused on the effects of vsual obstructons wthn a drvers FOV.

Testng used the ‘two lght’ method (Peacock and Karwowsk, 1993, p.92) for drect measurement of a drver’s FOV. Ths method nvolved the use of two lghts to rep- resent the drver’s eyes. Any objects wthn the FOV (.e. wndscreen surround or pllars) obscured the projecton of lght and cast shadows (Fgure 088). These shad- ows defined drver vson boundares. Movng the two lghts wthn the nteror buck smulated dfferent drver eye postons, allowng for the analyss of FOV trends.

To conduct the test, a ‘two lght’ nstrument was developed (Fgure 089). The nstrument employed two filament lght bulbs, whch were adjustable n heght from 700mm to 810mm off the cabn floor (adjustments could be made n ncrements of 10mm). Maxmum and mnmum heght ranges were referenced from the sttng eye heghts of partcpants one and two (6.2.1), representng a range of user sttng eye

Fgure 089. ‘Two lght’ nstrument developed to nvestgate trends n drver FOV. Fgure 088. Drver vson boundares cast by ‘two lght’ method.

heghts. The two lght bulbs were spaced 61mm apart to represent the eye breadth of a 50th percentle male (Dreyfuss, 2002, p.27) as an average value for the partc- pant range.

To begn wth, the nstrument was placed wthn the nteror buck and the lghts were adjusted to the sttng eye heght of a 5th percentle female (700mm hgh, 350mm forward of the rear cabn wall and centrally algned wth the seat poston wth an offset angle of 3.5° . The lght bulbs were then turned on wth no other ac-) tve lght source n the testng lab. Ths generated a cast shadow vson boundary, ts outlne was traced usng 2mm maskng tape. Ths process was repeated wth the nstrument moved 100mm forward and backward. The results of ths ntal test are llustrated n Fgure 090.

The process descrbed above was repeated usng dfferent lght bulb heghts. These heghts were 760mm and 810mm, representng the sttng eye heghts of a 50th and 95th percentle stature males. Ths establshed the vson boundares for a range of users n a varety of eye postons (Fgure 091).

As background research ndcated, the Ferrar Enzo steerng wheel was desgned wth a bevelled top edge to not obstruct a drvers FOV (Fgure 063). Ths suggests that the steerng wheel of the nteror desgn proposal may also obstruct a drvers FOV. To test ths, the steerng wheel was placed n ts proposed postoned ac- cordng to prevous ergonomc research (Fgure 064). The two lght method was used to assess the effect of the steerng wheel on vson boundares (Fgure 092).

Fgure 091. Fnal vson boundary tape lne results from testng. Fgure 090. Intal vson boundary tape lne results from testng.

The followng findngs were dentfied and dscussed:

As a drvers eye poston moves forward, ther external FOV ncreases. Although ths s benefical, there s a lmt to how far forward a drver should move. Ths s because movng a drver forward wll most lkely ncrease ther offset posture angle due to the offset foot wells.

As a drvers eye heght s ncreased ther upward angle of forward

vsblty decreases and downward angle of forward vsblty ncreases and vce versa. Ths trend, llustrated n Fgure 092, ndcates that a change n eye heght s a relatve compromse between upward and downward vsblty, as both upward and downward vsblty have ther advantages. Ths s n contrast to earler research clamng that adjustable seat heght allows for mproved drver FOV (3.4.4). The spatal constrants of the cabn only allow drvers of a lower percentle range to have a dscernable amount of seat heght adjustablty. Consequently, adjustable seat heght for mproved FOV appears to have dmnshng returns n context to the nteror desgn proposal.

User sde vsblty (left and rght) reman relatvely constant through a range of dfferent postons (Fgure 093). In lght of ths, the drvers eye poston should not fall behnd the sde wndow openng.

As llustrated n Fgure 094, the steerng wheel s a major obstructon to drver FOV. Ths mples that the steerng wheel requres a bevelled top edge n smlar fashon to the Ferrar Enzo to keep forward drver FOV free from vsual obstructon.

Fgure 092. Trend n drver FOV wth dfferent eye heghts.

Fgure 093. Testng of vsual obstructons wthn the drvers FOV.

Fgure 094. Testng of vsual obstructons wthn the drvers FOV.