It is mainly for safety and avoid confusion.

Brake pedals need more pressure to press before

the full brake and giving the driver more choices level of press for different braking
application. Accelerator pedal on the other hand needs more accuracy on pressing, has high
sensitivity and needs less pressure to response.

Its so that you can press the brake pedal without hitting the accelerator as well without
knowing it.

Basic ergonomics in automotive design

1. 1. • Outline of Introduction • Importance of course • What is ergonomics? • Human Characteristics,
Capabilities and Limitations • Ergonomics Applications in Vehicle Design • Vehicle design Process
• SAE Standard J1100
2. 2. Vehicle Assumptions: - Body Style/ Size/ Weight/Powertrain - Market Segment/ Driver/User
Characteristics - Features Exterior Design: - Wheelbase, Tread width - Shape, Proportions - Cowl
Point, Deck Point - Overhangs, Clearances, etc. - Windshield, Backlite and Tumblehome Angles
Seating Package Layout: - Firewall, Floor, Wheel wells, Tunnel, Roof - Pedals, AHP, PRP, SgRP,
H30, L53, A40, L50 - Eyellipse, Head Clearance Contours - Steering Wheel: H17, L11, A18, W9 -
Rim, Spokes and Hub design Entry/ Exit and Cargo Loading/Unloading Evaluations: - Door
Openings, Seat locations - Storage Spaces, Load Heights, Widths, etc. Seat Design - SgRPs -
Occupant Accommodation - Seating Comfort Controls & Displays Space: - Min and Max Reach
Zones - Visibility through SW - 30-35 deg. Down angles Zone Instrument Panel Design: - Controls
and Displays Layout - Findability, Visibility, Interpretation, Operability - Movements, Feedback,
Effort, Feel - Graphics, Legibility Field of View Analyses: - Window Openings, Wiper Zones -
Indirect (Mirror) Fields of Views - Obscurations, Glare, Reflections Night Visibility and Lighting -
Forward Visibility - Headlamps - Signal Lamps - Position/Tail, Stop, Turn - Safety, Security and
Convenience Lighting Package and Ergonomics Evaluations Body Design: - Closures- Doors,
Trunk, Hood Chassis and Powertain Systems Design Craftsmanship Evaluations - Perception of
Quality-- Visual, Auditory, Tactile and Olfactory Sensation - Harmony - Vehicle Image, Brand
Perception
3. 3. • Increasing Customer/User Satisfaction • Ergonomics integrated with “Quality” Definition •
Safety Improvements and Product Liability Reduction • Increasing Competitiveness • Reduce
product development time • Do (Design) it right the first time • Increase Productivity and Mobility of
People • Ergonomics is a key “vehicle” attribute • Systems Engineering Approach in Vehicle
Design
4. 4. While the author and publisher believe that the information and guidance given in this work are
correct, all parties must rely upon their own skill and judgement when making use of them. Neither
the author nor publisher assumes any liability to anyone for any loss or damage caused by any
error or omission in the work, whether such an error or omission is the result of negligence or any
other cause. Any and all such liability is disclaimed.
5. 5. Flow diagram showing tasks involved in occupant packaging and ergonomic evaluations.
6. 6. While each automotive company most probably has specific requirements to cover for their
targeted users, this is a generic occupant packaging process
7. 7. The word “Ergonomics” originated from two Greek words “Ergon” means “work” and “Nomos”
means “natural laws” International Ergonomics Association (IEA) defined Ergonomics (or human
factors) as the scientific discipline concerned with the understanding of interactions among
humans and other elements of a system, and the profession that applies theory, principles, data
and methods to design in order to optimize human well-being and overall system performance. An
ergonomist is an individual whose knowledge and skills concern the analysis of human-system
interaction and the design of the system in order to optimize human well-being and overall system
performance (IEA, 2000). Illustration of a vehicle package layout
8. 8. Introduction to Ergonomics: Introduction to Ergonomics module is divided into following: •
Ergonomics • Domains of Specialization • Applications and Benefits • Aspects of Ergonomics
9. 9. Ergonomics is concerned with the health of the people and the productivity of the system. It is to
get proper fit between people and their technological tools and environments. It takes account of
the user's capabilities and limitations in seeking to ensure that tasks, equipment, information and
the environment suit each user. Simply expressed we can say that Ergonomics is fitting the task to
the person rather than fitting the person to the task.
10. 10. Domains of Specialization : According to international Ergonomics Association (IEA)
ergonomics can be broadly classified into: • Physical Ergonomics • Cognitive Ergonomics •
Organizational Ergonomics Physical Ergonomics: It is concerned with human anatomical,
 anthropometric, physiological and biomechanical characteristics as they related to physical activity.
Relevant topics may include working postures, material handling, repetitive movements, work
related musculoskeletal disorders, workplace layout, health and safety. Cognitive Ergonomics: A
proper fit of a product to a user does not end with physical interfaces. Cognitive / perceptual
ergonomics is concerned with mental processes, such as perception, memory, reasoning, and
motor response, as they affect interactions among humans and other elements of a system.
Relevant topics include mental workload, decision-making, skilled performance, human-computer
interaction, human reliability, work stress and training as these may relate to human-system and
Human computer interaction design. Organizational Ergonomics: It is concerned with the
optimization of socio technical systems, including their organizational structures, policies, and
processes. Relevant topics include communication, crew resource management, work design,
design of working times, teamwork, community ergonomics, cooperative work, new work
programs, virtual organizations, telework, and quality management.
11. 11. Applications and Benefits: Applications: Ergonomics continues to be successfully applied in the
fields of workplace design, occupational health, safety, product design, aerospace engineering,
mechanical engineering, health care, IT sectors, transportation, training, nuclear power plant,
virtual environments, industrial design and so on. Benefits: Application of ergonomic principles in
various fields provides to better man-machine interaction, healthy and comfortable working
environments, enhancement of human performance and efficiency and thus ultimately leads to
overall improvement of system’s (man-machine-environment) productivity with reduction of error
and accidents. Key benefits of application of ergonomics are listed below: • Human fatigue and
error can be reduced. • increase productivity and safety • Increase work quality • Decrease risk of
accidents • Improve people attitude • More user satisfaction • Less absenteeism • Reduced lost
time , etc.
12. 12. Aspects of Ergonomics: Study of compatibility issues for proper man-machine interface is very
important in ergonomics. Here, focus is generally made on user’s requirement, user’s
characteristics and user’s capabilities/limitations for user friendly design. Human compatibility with
machine/instrument/work elements are discussed in terms of anthropometric, biomechanical,
physiological and cognitive/ psychological aspects. Anthropometry: Anthropometry is the subject
which deals with the measurements of the human external body dimensions in static and dynamic
conditions. Anthropometric data is used for product and workplace design. Anthropometry is of two
types: • Static Anthropometry • Dynamic Anthropometry
13. 13. Static Anthropometry: External human body dimensional measurement taken when a man is
placed in a rigid static position i.e. standing, sitting, or other adopted postures. Dynamic
Anthropometry: The dimensional measurement of human body with various movements taken into
consideration in different adopted postures which the work context demands are termed dynamic
anthropometry.
14. 14. To understand anthropometry, knowledge of body planes and somato-types are essential.
These imaginary planes are used for the identification of relationship between the position of
things and postural configuration, and for description of any location. Somatotypes: The human
body types are classified according to the contents of fat in the body. These are • Ectomorphs, •
Mesomorphs and • Endomorphs.
15. 15. Ectomorphs: Due to low fat storage the full body appears to be skinny, lean and thin. Abnormal
postures are adopted by the people of this category while working, standing, and sitting.
16. 16. Mesomorphs: This type of body contains less fat but well balanced and firmed; usually referred
to as muscular. Movements are well co-ordinated in all the limbs and in the body as a whole..
17. 17. Endomorphs: This body type has increased fat storage, a wide waist and a large bone
structure, usually referred to as fat.
18. 18. Measuring Procedures: Direct and indirect measuring techniques are followed to collect
anthropometry data. In direct measurement method, body dimensions are measured with standard
anthropometric tools/kits. In indirect measurements method relies on steal photographs and
pictures. Presently, 3D Laser Body Scanner is used for getting detailed data. For the larger survey
and sample size, statistical treatment of anthropometric data is done to get the standard
measurements for whole population. An extremely useful statistic for designers is the percentile.
Percentile are the statistical values of a distribution of variables transferred into a hundred scale.
The population is divided into 100 percentage categories, ranked from least to highest, with
respect to some specific types of body measurement. The first percentile of any height indicates
that 99 percent of the population would have heights of greater dimensions than that. Similarly,
95th percentile height would indicate that only 5 percent of the study population would have
greater height and the 95 percent of the study population would have the same or less height. The
50th percentile, or median, is one kind of average which divides the whole population into two
similar halves.
19. 19. Biomechanics: Biomechanics is the study of the structure and function of biological systems by
means of the methods of mechanics. It is the application of mechanical principles to biological
systems of human-beings.
20. 20. Factors to be considered in Biomechanics: Newton three laws of motion can be used to solve
most biomechanical problems. Force: Forces are key to understand mechanics. A force is any
influence that causes a free body to undergo a change in speed, a change in direction, or a
change in shape. The unit of force is kgms-2. Force can be internal or external when we consider
biomechanical problems. We generally consider the body is acting within the environment. Internal
forces are the forces that act within the body, such as muscle forces, joint reaction forces, load that
act on the various body tissues. To move relative to the outside world the body need to be
subjected to external forces. These are often the result of internal forces causing a change in the
body conformation but can also be due to some other external forces such as gravity or other
applied forces from contact with the object.
21. 21. Joint: A joint is the location at which two or more bones make contact. They are constructed to
allow movement and provide mechanical support, and are classified structurally and functionally.
Structural classification is determined by how the bones connect to each other, while functional
classification is determined by the degree of movement between the articulating bones. Joints can
also be classified according to their anatomy or their mechanical properties. • Simple Joint: 2
articulation surfaces, e.g. shoulder joint, hip joint etc. • Compound Joint: 3 or more articulation
surfaces, e.g. radio carpal joint • Complex Joint: 2 or more articulation surfaces and an articular
disc or meniscus, e.g. Knee joint Shoulder joint Radio carpal joint Knee joint
22. 22. Range of Motion: Generally speaking, range of motion refers to the distance and direction a
joint can move to its full potential. Each specific joint has a normal range of motion that is
expressed in degrees after being measured with a goniometer (i.e., an instrument that measures
angles from axis of the joint). Rage of movement for different body joints are shown Movements of
the human body
23. 23. Physiology: Human physiology is the science of the mechanical, physical and biochemical
functions of humans in good health, and how to apply that information in the evaluation and design
of work. Various physiological aspects which are studied to evaluate work performance of human
being are as follows: • Cardiovascular response (HR, BP, Cardiac output). • Respiratory response
(O2 uptake, CO2 out put). • Metabolic response (Energy expenditure). • Static & dynamic muscle
loading. • Tissue compression etc. Increase of physiological demand for performing activity leads
to physiological stress which in turn create various health complications or disorders.
24. 24. Psychology: Psychology in ergonomics is concerned with adapting the equipment and
environment to people, based upon their psychological capacities and limitations with the objective
of improving overall system performance. The objectives of psychology in ergonomics are to
optimize the effectiveness and efficiency with which human activities are conducted as well as to
improve the general quality of life through "increased safety, reduced fatigue and stress, increased
comfort and satisfaction. For performing any activity, human receives various information through
different sensory organs (e.g. eye, ear, nose, tongue, skin etc.), processes those information in
brain and then execute neuromuscular actions. Processing more information in shorter duration
leads to increase in cognitive work load. Hence, in man-machine compatibility evaluation, analysis
of cognitive work load is very essential.
25. 25. Automotive Ergonomics: Automotive Ergonomics Module is divided into following: •
Introduction to Automotive Ergonomics • Spatial Arrangement • Reachability • Strength Capability •
Visual Field & Visual Obstruction • Seat Design & Seating Comfort
26. 26. Introduction to Automotive Ergonomics: Automotive ergonomics focuses on the role of human
factors in the design and use of automobiles. This includes analysis of accommodation of driver
and/or passengers; their comfort; vision inside and outside vehicle; control and display design;
pedal behaviour , information processing and cognitive load during driving etc. In the present
module attempt will be made to discuss various physical aspect of occupant packaging for
providing comfortable driving posture, clearance dimensions, proper view field, easy reach of the
controls etc. to the driver. This module highlights the following: • Spatial accommodation • Seating
Position • Leg Room • Head Clearance • Lateral Clearance • Sitting comfort /discomfort • Reach
and limitations of human • Visual field and Visual Obstruction.
27. 27. To establish the required interior space, and arranging the interior and structural components,
the design methods relies on the human factors data base through years of research and practical
applications. The anthropometry for automotive design is consistent with the driver and passenger
safety, comfort, convenience and accommodation. The study of human capabilities and limitations
gives the measurements for designing automobiles. The anthropometry for automotive design is
consistent with the driver and passenger safety, comfort, convenience and accommodation. The
study of human capabilities and limitations gives the measurements for designing automobiles.
28. 28. Anthropometric Measurements for Automotive Ergonomics: Automobile is designed as per the
anthropometry of the targeted user population. Measurement process can be broadly classified
into two categories. Conventional Static Measurements: The measurements taken on human body
with the subjects in rigid, standardized position (fig.10). They are typically length, width, height and
circumferences. These measurement includes standing height, seated height, seated eye height,
upper leg length, knee height, seat length, upper and lower arm length, reach (total arm length),
shoulder width, hip or seat width, weight, etc. These measurements are referenced to non-
deflecting horizontal or vertical surfaces supporting the subject. Conventional static measurements
29. 29. Functional Task Oriented Measurements: The measurements are taken with the human body
dimensional co-ordinates x, y, z with respect to body land marks as reference points. at work or
motion in the workspace (fig. 11). Typically they are represented in three dimensional co-ordinates
x, y, z with respect to body land marks as reference points. Functional task oriented
measurements
30. 30. Functional Task Oriented Measurements: Few reference points e.g. H-point, BOF, AHP etc.
are used as standard practice to define driver’s position while SRP, NSRP and SgRP are generally
used to define seat position in relation to driver. • H-point ( Hip pivot): Mid point of the line
connecting two hip joints. • BOF (Ball of Foot): Ball joint of Foot. AHP (Accelerator Heel Point):
position of the heel while placed on the accelerator. • SRP (Seat Reference Point): Intersection
point between midline of compressed seat back and compressed seat pan. • NSRP (Neutral Seat
Reference Point): 50th percentile person selected SRP. • SgRP: 95th percentile person selected
SRP. These landmarks relate the occupant to components in the vehicle interior such as foot
controls, seat and floor. For example, the foot is related to the ball of foot and accelerator heel
point, where as hip, elbow and shoulder width are related to the h-point location. To accommodate
wide range of target population, 5th and 95th percentile anthropometric data are used in general.
Landmarks for measurements
31. 31. Seat Track Travel Limit: Seat track travel limit is decided in such a way so that individuals with
smaller body dimensions as well as larger body dimensions can seat comfortably on the seat and
can access all the controls including accelerator, break and clutch. Seat track travel limits in
forward-backward and upward-down ward direction are decided as per operational requirement.
Figure depicts forward-backward movement of the seat as per the different percentile driver
selected seat position (SAE- J1517). SAE recommended occupant packaging
32. 32. Spatial Arrangement: After defining the position of the driver on the seat, all other interior and
structural components inside the vehicle are arranged accordingly with the intension to provide
sufficient clearance dimensions around him/her. This process relies on human factor database.
Larger anthropometric data (95th percentile value) are generally considered for this purpose.
Spatial arrangement includes the positioning of driver’s seat and passenger’s seat in the allocated
space in side, arrangement of various controls/components according to seating arrangements. In
this module leg room, head room and lateral space are to be described in brief. Legroom: The
sufficient space for keeping legs of the driver/passenger in a comfortable position in an
automobile. Proper legroom enables drivers to access structural component with ease. There
should not be any obstacle to keep feet comfortably and at the same time for accessing controls
like pedals (break/accelerator/clutch).
33. 33. Measurement of horizontal distance between H-Point and AHP is useful for this purpose. Care
should be taken to ensure that any parts of lower body like thighs/knees should not touch with
steering wheel or dash board or any other component. Headroom: The height. It is the vertical
clearance space above the head of driver/passenger in an automobile. A minimum 5.0 cm head
clearance for jolt in a vehicle is recommended (Galer 1987, Woodson et al. 1992). In vehicular
workstation, available head clearance must be sufficient for wearing and removing the helmet in
seated posture in seat. Lateral Space: Lateral space is the space pertaining to the side of
driver/passenger. Lateral space is important for physical or psychological comfort. Conventionally,
95th percentile bi-deltoid breadth of the population with an additional allowance of 10% on each
side can be considered adequate for lateral clearance during normal sitting side by side.
34. 34. Lateral clearance for sitting side by side
35. 35. Top view of a car to show lateral spaces for the front seats Dimensional Consideration of
Lateral Space: The overall distance between the inner part of doors “W” is the out put of
manipulated anthropometric data of lateral between two seats, and the distance from seat’s edge
to the door. spaces required for comfort. This ‘W’ is composed of the width of seats, distance.
36. 36. Reach and Limitation of Human: In many work situations, individuals perform their activity
within a specified 3D space of fixed location which is sometimes referred to as ‘work-space
envelope’ (Sanders and McCormick 1993). This envelope preferably should be circumscribed by
the functional arm reach of the operator and most of the things they need to handle should be
arranged within this envelope. In figure describe human capabilities and limits in terms of reach on
horizontal work-surface with their measurements. Normal and maximum horizontal reach areas
37. 37. Normal and maximum horizontal arm reach does not correlate with reach capabilities in actual
vehicle workstation. Factors such as seat position, seat deflection, shoulder articulation, and lean
allowed by slack in a shoulder harness (if one is worn) affects a driver’s reach capabilities.
Forward arm reach of the driver according to anthropometry and seat track travel as described in
SAE J287 shown in figure. SAE recommended occupant packaging
38. 38. Maximum actuating force for Clutch o 50% of 5th p Lt leg strength (male)= 123.5 N. 
Frequently operated compared to break pedal.  5th p Lt leg strength (male)=247 N.  Maximum
actuating force for break operation should be less than 260 N. Clutch Pedal:  5th p Rt leg strength
(male)=261 N. Strength Capability Strength for Control Operation: Strength is one type of human
performance limiting factor and concerns the application of force in the operation of controls and in
other physical tasks. Often, limitation of strength imposes a one-way constraint and it is sufficient
to determine the level of force that is acceptable for a weak limiting user. The capabilities of human
body is considered to make the operational components in the vehicle while driving. For example,
the force is required for the ease of operation of clutch, steering, opening and closing of doors etc.
Actuating force limits for some important tractor controls for Indian male agricultural workers
(CIAE, Bhopal, 2009) are given below: Brake Pedal: peration should be less than 124 N.
39. 39. Accelerator Pedal: 5th p Rt foot strength (male)=163 N. Continuously operated, 30% of 5th p
Rt foot strength (male)=49 N (upper limit). Maximum actuating force for accelerator operation
should be less than 49 N. Weight of leg = 9%= .09 of body wt., part of this wt. is supported by heel.
Lower limit of force exertion for accelerator= 54.7kg x9.81x.09x0.5=24N. Steering Wheel: 5th p
torque strength with both hands, sitting (male)=36 Nm (force 171 N with lever arm of 0.21 m).
Frequently operated, 30% of 5th p = 51 N. Maximum actuating force for steering wheel operation
should be less than 51 N. Gear Selection/ Speed Selection Lever: 5th p Rt hand push strength =
49 N, limiting force for operation. Maximum actuating force for gear operation should be less than
49 N.
40. 40. Visual Field and Visual Obstruction: Limits of Visual Field: Driver can turn both eyes and head
to gain a wider field of view, and moreover can make use of peripheral vision to see objects or
movements even without turning eyes. In the horizontal plane, the binocular field of view extends
some 120 degrees, as in figure given below. Vision is sharp only over a fairly small area directly
ahead. So, eyes need to be turned to focus on objects outside the foveal area. According to SAE
J985 eyes generally only turn by about 30 degrees before the head is turned, which can
comfortably give a further 45 degrees view to either side. Binocular field view in horizontal plane
41. 41. In the vertical plane eye movement is comfortable within 15 degrees above or below the
horizontal, although the eye can see upto 45 degrees upward or 65 degrees downward if
necessary. On the other hand, head can easily incline 30 degrees upward or downward. Thus, by
movement of head and eye, the driver can have extended direct field view. The driver has to
concentrate on direct view, that is on road. So glancing away from the road for a short period is
possible. Mirror and other instruments should be close to the driver, so that driver does not require
a much head and eye turn to have a look. vertical views of human eye
42. 42. Driver’s Eye Location: Variation of eye positions inside the vehicle for any driving population is
considerable due to variation of seat locations and variable anthropometry of the drivers. In order
to address this problem, the SAE J941 ‘Eyellipse’ concept was developed as a drafting tool to
define the range of eye positions within the driving population. It is based on the position of eyes of
drivers in space. The distribution of eye position in space closely approximated an ellipsoid. During
automobile design, care should be taken to provide maximum view all around either through direct
vision or with the help of devices like mirror or camera. It is also important to ensure minimum
visual obstruction either by vehicle components or by driver’s own body parts. This is particularly
important for allowing unobstructed view of the displays on the dash board. Internal and External
View from Driver Seat: The vision is a crucial factor in the driving task as most of the information
received by the driver come through the visual sense. The clear view of road (front and rear)
enables the driver a safe driving. Poor visibility conditions are stressful for the drivers and results in
a significantly increased risk of accident.
43. 43. • Visual Needs: The view ahead through the wind shield has to be sufficient and clear for the
driver. It enables driver to stop in emergency and necessary conditions. Similarly, rear and side
views are important for maintaining speed, taking turn, exerting break or during parking. On the
road driver need much longer view to anticipate and prepare for avoiding actions. Views close to
the vehicle is equally important when turning left or right and maintain proper distance to avoid
accidents. Fig. 16 shows the view inside the vehicle, forward and side views through glasses and
rear view through mirror. View during driving
44. 44. Specifying the Field of View: Direct View: The views observed by the driver directly through
eyes are considered as direct views. The visual field of human eye is complex, limited by
anatomical and optical factors. However, it can be represented by sightlines drawn from the eye to
all the points which can be seen, collectively defining the visible field of view. The view of driver
 can be represented in two dimensional geometry by considering a imaginary sight line (Horizon)
passing through the driver’s eye. The viewing angle above the horizon can be considered for traffic
signals and signs. The downwards view can be considered for road. Height of the dashboard and
curvature of the bonnet are the two determining factor for downward view through front windshield.
Upper edge of the dashboard should be at least 15 degree below that horizontal eye line of driver
with smallest (5th percentile) sitting eye height. The far distance view is based on the horizon, the
sightline passing through the driver’s eye.
45. 45. Driver’s forward field view
46. 46. Indirect View: The views to the rear of the vehicle mainly obtained through the mirrors. This
view provides information on passing vehicle, vehicle close to the rear when the driver proposing
to change the lane. The reflected view of mirror can be represented in the same way as in direct
view with the viewing angles. The view of image is bounded by the frame of mirror. The image
boundaries can be determined by the mirror dimensions, locations of the mirror with respect to
driver’s eye and optical characteristic of mirror. By adjusting the mirror the field of view of rear can
be adjusted. Rear-ward field view in the interior and side mirror
47. 47. Seat Design and Seating Comfort: Seating Comfort: For occupant’s comfort and health, good
seat design should be applied by considering sitting postures . Static and dynamic anthropometry
data are considered for proper design of a comfortable and safe seat. Some factors to be
considered for driver’s seat: • The seat should position the driver with unobstructed vision and
within reach of all vehicle controls. For this purpose appropriate seat adjustment features should
be there. • Proper back support, head rest, thigh support should be provided but there should not
be and obstruction/ hindrance during arm or leg movement. • Seat must accommodate the driver’s
size and shape. • Seat should be comfortable for extended period. • Seat should provide a shape
zone to the driver in a crash. Passenger in the front and rear seats need comfortable supporting
surfaces for a variety of postures unconstrained by the vehicle operation. Postural stress, vibration,
muscular effort, impact and shock are the causes for backache and lower back pain in drivers.
Safety should be taken into account while considering the design of seats without compromising
the comfort.
48. 48. Different Factors considered for Seat Design: Human geometry both in static and dynamic are
considered for designing seats. The static geometry describes the physical size to be
accommodated in the seat and dynamic geometry describes the functional position to be
accommodated in the seat. Body Size: Seats are mostly designed as per the body weight and
anthropometry of the targeted user population to fit at least 90 percent of population. The 95th
percentile of male and 5th percentile female anthropometric data is generally considered for
accommodation on seats. Human linkage system: Rigid human body can be specified according to
the joint centre position and the angle between adjacent links. The movements and dimensions of
human linkage system helps to define the curvature of seats and comfortable position for sitting.
Position of the Body: Driver’s seat position is dependent on the vision and reach of the driver.
Clear view and comfortable sitting posture are the factors considered for designing seat. The
dimensioning is mostly depends on eye, hand and foot positioning. For different body vertical, back
angle adjustments are provided.
49. 49. Posture of the Body: Seat should reduce postural stress and optimize muscular effort. Postural
stress occurs due to adopting one posture for long period of time, so comfortable support for many
postures is essential and this can be accommodated by manipulation of anthropometric data and
the linkage system. Vibration and Ride Comfort: Vibration, shock and impacts are major factors for
judgments of comfort ability according to most users. Thus, the seat design also must consider the
vehicle suspension system and the vibration transmitted to the seated user. Geometric Features of
Seat Design: Seat design can be divided into accommodation and comfort. Accommodation refers
to seat size and adjustments for horizontal distance from controls, height and back angle. Comfort,
however refers to stiffness, contour, climate and vehicle features that promote users comfort.
50. 50. The seat height, width and back angles are based on the human anthropometry data collected
from the research. its important to provide sufficient space for physical and psychological comfort.
• Cushion’s length from seat back to the waterfall line is 440-550mm is recommended (Grandjean,
1980). • The breadth of the cushion is recommended 480mm (Grandjean, 1980) for clothing and
leg splay. The measurement is based on 95th percentile of female hip breadth and additional
space for comfort since female hips are greater than male hip breadth. • Seat back height is
recommended 509mm (Grandjean, 1980) by considering the small female, sitting shoulder height.
• Seat back breadth may be divided into lower and upper regions. The lower must accommodate a
tapered shape from 432mm at the hip to 367mm at the chest (Grandjeans, 1980). 480mm is
recommended for seat back breadth (Grandjean, 1980). • Horizontal adjustments accommodate
differences in leg length that are associated with seat height and preferred knee angle. Grandjean
(1980) recommended a minimum of 150mm horizontal adjustment. The joint angles in automobile
 are typically between 95 and 120 degrees for the hip, and 95 and 135 degrees for the knee
(Rebiffe, 1969).
51. 51. • Horizontal seat travel is a function of seat height and body size. Average seat travel was
investigated 148mm approx. (Schneider et al., 1979). • Vertical adjustments accommodate
differences in sitting eye height between the fifth percentile female and 95th percentile male. A
simple trigonometric relation can be established with link length and joint angles to compute the
amount of seat adjustment needed in the vertical direction. • Adjusting a flat, non-deformable
surface over a range of 163mm maintains a constant eye height. Seat cushion compression and
suspension deflection are no-linear function of applied force; as a result the vertical displacement
needed in a soft seat is poorly calculated from anthropometric data. Grandjean (1980)
recommended a seat height between 250 and 300 mm. • Seat back angle adjustments
accommodate differences in arm length and occupant preferred hip angle. Grandjean (1980)
recommended a seat cushion angle of 19 degrees with a range from10 to 22 degrees. d on
multiple joints or overall body posture (Krist 1994).
52. 52. All the seat design criteria and dimensions mentioned above are for general understanding of
the subject. Presently, various SAE standards are followed in automobile industries all over the
world. Both subjective and objective methods of discomfort measurements are used to analyse
and rate the level of discomfort. Among the various rating scales ‘Visual analogue Discomfort
Scale’ or ‘Verbal Numerical Rating Scale’ for assessment of intensity; ‘Body Map’ or specific
instruction for assessment of discomfort location and repeated measurement for the assessment
of temporal pattern of discomfort are generally used (Van der Grinten 1991). Empirical studies of
various scientists provide comfort data for quantitative estimation of sitting comfort of vehicle
occupants or drivers based on single joint postural analysis (Porter and Gyi 1998, Grandjean 1980,
Henry Dreyfuss Associates 1993, Rebiffe 1969) and some based on multiple joints or overall body
posture (Krist 1994).
53. 53. SAE recommended occupant packaging
54. 54. The reference points used for location of the driver and their relevant dimensions are described
below. 1. The accelerator heel point (AHP) is the heel point of the driver’s shoe that is on the
depressed floor covering (carpet) on the vehicle floor when the driver’s foot is in contact with the
undepressed accelerator (gas) pedal . SAE standard J1100 defines it as “a point on the shoe
located at the intersection of the heel of shoe and the depressed floor covering, when the shoe tool
(specified in SAE J826 or J4002) is properly positioned (essentially, with the ball of foot (BOF)
contacting the lateral centreline of the undepressed accelerator pedal, while the bottom of shoe is
maintained on the pedal plane) 2. The pedal plane angle (A47) is defined as the angle of the
accelerator pedal plane in the side view measured in degrees from the horizontal. The pedal plane
is not the plane of the accelerator pedal, but it is the plane representing the bottom of the manikin’s
shoe defined in SAE J826 or J4002. (As described later in this chapter, A47 can be computed by
using equations provided in SAE J1516 or J4004. Or, it can be measured by using the manikin
tools described in SAE J 826 or J4002.) 3. Ball of Foot (BOF) on the accelerator pedal is the point
on the top portion of the driver’s foot that is normally in contact with the accelerator pedal. The
BOF is located 200 mm from the AHP measured along the pedal plane (SAE J4004, SAE 2009).
55. 55. 4. The pedal reference point (PRP) is on the accelerator pedal lateral centreline where the
BOF contacts the pedal when the shoe is properly positioned (i.e., heel of shoe at AHP and bottom
of shoe on the pedal plane). SAE standard J4004 provides a procedure for locating PRP for
curved and flat accelerator pedals using SAE J4002 shoe tool. If the pedal plane is based on SAE
standards J826 and J1516, the BOF point should be taken as the PRP. 5. The seating reference
point (SgRP) is the location of a special hip point (H-point) designated by the vehicle manufacturer
as a key reference point to define the seating location for each designated seating position. Thus,
there is a unique SgRP for each designated seating position (e.g., the driver’s seating position,
front passenger’s seating position, left rear passenger’s seating position). An H-point simulates the
hip joint (in the side view as a hinge point) between the torso and the thighs, and thus, it provides a
reference for locating a seating position. In the plan view, the H-point is located on the centreline of
the occupant. The SgRP for the driver’s position is specified as follows: a. It is designated by the
vehicle manufacturer. b. It is located near or at the rearmost point of the seat track travel. c. The
SAE (in standards J1517 or J4004) recommends that the SgRP should be placed at the 95th
percentile location of the H-point distribution obtained by a seat position model (called the SgRP
curve) at an H-point height (H30 from the AHP specified by the vehicle manufacturer). 6. The seat
track length is defined as the horizontal distance between the foremost and rearmost location of
the H- point of the seated drivers.
56. 56. SAE recommended occupant packaging
57. 57. A number of interior package dimensions shown in the previous slide are described in this
section. The dimensions are defined using the nomenclature specified in SAE standard J1100. 1.
AHP to SgRP location: The horizontal and the vertical distances between the AHP and the SgRP
 are defined as L53 and H30, respectively. 2. Posture angles: The driver’s posture is defined by the
angles of the HPM or the HPD. The angles shown in the previous slide are defined as follows: a.
Torso angle (A40). It is the angle between the torso line (also called the backline) and the vertical.
It is also called the seat back angle or back angle. b. Hip angle (A42). It is the angle between the
thigh line and the torso line. c. Knee angle (A44). It is the angle between the thigh line and the
lower leg line. It is measured on the right leg (on the accelerator pedal). d. Ankle angle (A46). It is
the angle between the (lower) leg line and the bare-foot flesh line, measured on the right leg. e.
Pedal plane angle (A47). It is the angle between the accelerator pedal plane and the horizontal. 3.
Steering wheel: The centre of the steering is specified by locating its centre by dimensions L11
and H17 in the side view. The steering wheel centre is located on the top plane of the steering
wheel rim (see previous slide). The lateral distance between the centre of the steering wheel and
the vehicle centreline is defined as W7. The diameter of the steering wheel is defined as W9. The
angle of the steering wheel plane with respect to the vertical is defined as A18 (see previous slide).
58. 58. 4. Entrance height (H11): It is the vertical distance from the driver’s SgRP to the upper trimmed
body opening (see Figure below). The trimmed body opening is defined as the vehicle body
opening with all plastic trim (covering) components installed. This dimension is used to evaluate
head clearance as the driver enters the vehicle and slides over the seat during entry and egress.
Entrance height (H11)
59. 59. 5. Belt height (H25): It is the vertical distance between the driver’s SgRP and the bottom of the
side window daylight opening at the SgRP X-plane (plane perpendicular to the longitudinal X-axis
and passing through the SgRP; (see Figure below). The belt height is important to determine the
driver’s visibility to the sides. It is especially important in tall vehicles such as heavy trucks and
buses to evaluate if the driver can see vehicles in the adjacent lanes, especially on the right-hand
side. The belt height is also an important exterior styling characteristic (e.g., some luxury sedans
have high belt height from the ground as compared with their overall vehicle height). Belt height
(H25)
60. 60. 6. Effective headroom (H61): It is the distance along a line 8° rear of the vertical from the SgRP
to the headlining, plus 102 mm (to account for SgRP to bottom of buttocks distance; (see Figure
below). It is one of the commonly reported interior dimensions and is usually included in vehicle
brochures and websites. Effective head room (H61).
61. 61. 7. Leg room (L33): It is the maximum distance along a line from the ankle pivot centre to the
farthest H-point in the travel path, plus 254 mm (to account for the ankle point to accelerator pedal
distance), measured with the right foot on the undepressed accelerator pedal (see Figure below). It
is also one of the commonly reported interior dimensions and is usually included in vehicle
brochures and websites. Leg room (L33)
62. 62. 8. Shoulder room (W3; minimum cross-car width at beltline zone): It is the minimum cross-car
distance between the trimmed doors within the measurement zone. The measurement zone lies
between the beltline and 254 mm above SgRP, in the X-plane through SgRP (see Figure below. It
shows a cross-sectional front view of the vehicle.) It is also one of the commonly reported interior
dimensions and is usually included in vehicle brochures and websites. Shoulder room (W3)
63. 63. 9. Elbow room (W31; cross-car width at armrest): It is the cross-car distance between the
trimmed doors, measured in the X-plane through the SgRP, at a height of 30 mm above the
highest point on the flat surface of the armrest. If no armrest is provided, it is measured at 180 mm
above the SgRP (see Figure below). Elbow room (W31)
64. 64. 10. Hip room (W5; minimum cross-car width at SgRP zone): It is the minimum cross-car
distance between the trimmed doors within the measurement zone. The measurement zone
extends 25 mm below and 76 mm above SgRP, and 76 mm fore and aft of the SgRP (see Figure
below). Hip room (W5)
65. 65. 11. Knee clearance (L62; minimum knee clearance—front): It is the minimum distance
between the right leg K-point (knee pivot point) and the nearest interference, minus 51 mm (to
account for the knee point to front of the knee distance) measured in the side view, on the same Y-
plane as the K-point, with the heel of shoe at FRP (floor reference point; see Figure below). Knee
clearance (L62)
66. 66. 12. Thigh Room (H13; steering wheel to thigh line): It is the minimum distance from the bottom
of the steering wheel rim to the thigh line (see Figure below). Thigh room (H13).
67. 67. SAE Recommended practices Although each company has many in-house procedures and
guidelines to design and evaluate vehicles and seats, SAE recommended practices form the basis
for many common design procedures. Table below lists the SAE Practices that are used for
vehicle interior packaging. Practice Title J182 Motor Vehicle Fiducial Marks J287 Driver Hand
Control Reach J826 Devices for Use in Defining and Measuring Vehicle Seating Accommodation
J941 Motor Vehicle Driver’s Eye Range J1052 Motor Vehicle Driver and Passenger Head Position
J1100 Motor Vehicle Dimensions J1516 Accommodation Tool Reference Point J1517 Driver
Selected Seat Position
68. 68. SAE Recommended practices The design process will be illustrated using the packaging of a
hypothetical vehicle. For this illustration, a seat height of 220 mm and some predefined pedal
geometry are assumed. Figure in next slide shows the tools on a side view of the package. First,
the pedal plane angle is calculated using the equation in J1516, in the process defining the BOF
and AHP locations. Next, using the 95th-percentile driver-selected seat position curve, an SgRP
location is established. The 2.5th percentile and 97.5th-percentile curves from J1517 are laid in,
along with a seat-track (H-point) travel line, to define the seat track travel length necessary to
accommodate preferred seat positions of 95 percent of a U.S. driver population with an equal
gender mix. With the SgRP and pedal reference points established, the other accommodation
models may be positioned. The eyellipse (defined in J941 for a U.S. driving population with an
even gender mix) is positioned relative to the SgRP using the design seatback angle (defined in
J1100 as L40). Head contours from J1052 are positioned in a similar manner. Positioning the
hand-control reach envelopes requires calculation of the “G” factor from a range of vehicle interior
dimensions, including H30, L11, and others.
69. 69. Accommodation tools defined in SAE recommended practices
70. 70. SchematicofrelationshipsamongSAE recommendedpractices.
71. 71. The resulting accommodation tool locations can then be used to assess the vehicle interior
design. Display locations and steering wheel obscuration can be evaluated using sight lines or
planes constructed tangent to the eyellipse. Head clearance can be quantified using procedures
defined in J1100 based on translation of the head contours toward the roof. In addition, many other
design guidelines developed by individual companies that reference the SAE accommodation
models can then be applied..
72. 72. Developing the Occupant Package: Design Considerations In developing a vehicle package, a
number of design considerations related to the functioning of various vehicle systems and
interfaces between the systems and occupant comfort, convenience, and safety issues are
considered. The occupant packaging considerations can be grouped into the following areas: 1.
Entry and egress space: Location of the seats, seat shape, clearances required during entry and
exit with various vehicle components (i.e., space available for movements of head, torso, knees,
thighs, feet, hands, and torso), walk-through in the centre (in vans or multi-passenger vehicles),
locations of grasp handles, and so forth. Illustrationofavehicle packagelayout.
73. 73. 2. Comfortable seated posture: Seat height and leg space, head and shoulder room, torso
angle (between torso and upper leg), neck angle (between head and torso), knee angle (between
upper leg and lower leg), ankle angle (between foot and lower leg), lengths and widths of seat
cushion, seat back, head rests, stresses (forces and pressures) in the spinal column, shape of
seat support surfaces in the lumbar region and thigh/buttocks region, and so forth with respect to
the steering wheel and pedal locations. 3. Operating controls (hand and foot controls): Locations of
controls and displays; head, eye, and ear positions (for acquiring information); body movements
and postures (hand, foot, head, and torso) during reaching, grasping, and operating controls;
natural versus awkward postures; and use of other in-vehicle items (e.g., cup holder, map pockets,
entertainment and information systems). 4. Visibility of interior and exterior areas: Eye locations;
movements of eyes, head, neck, and torso during gathering of visual information from the road and
inside the vehicle (e.g., visibility of displays); and available fields of view (obstructions caused by
vehicle structures and components and in-direct fields from mirrors). 5. Storage spaces: Providing
convenient and safe storage spaces to accommodate items brought into the vehicle during trips. 6.
Vehicle service: Providing convenient access and space for performing vehicle service and
maintenance tasks (e.g., refueling, checking engine oil, replacing bulbs, flat tires). The challenge of
the occupant package engineer is to assure that the largest percentage of the user population is
accommodated in performing all tasks involved in the above areas during vehicle usages—while
driving and not driving.
74. 74. Driver Package Development Procedures In this section, we cover basic steps involved in
positioning the driver, determining the seat track length, positioning eyellipse and head clearance
envelopes, determining maximum and minimum reach envelopes, and positioning the steering
wheel. 1. Determine H30 = height of the SgRP from the AHP. The H30 value is usually selected by
the package engineer based on the type of vehicle to be designed. The H30 dimension is one of
the dimensions used in the SAE standards to define class A vehicles (passenger cars and light
trucks) and class B vehicles (medium and heavy trucks). The values of H30 for class A vehicles
range between 127 and 405 mm. It should be noted that smaller values of H30 will allow lower roof
height (measured from the vehicle floor) and will require longer horizontal space (dimension L53
and X95) to accommodate the driver—like in a sports car. Conversely, if a large value of H30 is
selected, the taller cab height and shorter horizontal space (dimension L53 and X95) will be
required to accommodate the driver. The class B vehicles (medium and heavy trucks) will have
large values of H30 (typically 350 mm and above) so that less horizontal cab space is used to
accommodate the driver, and thus, longer longitudinal space is available for the cargo area. The
 BOF-to-SgRP dimension is usually determined by computing the X95 value (i.e., 95% of the
drivers will have their H- point forward of the SgRP; measured in mm) from the following equation
given in SAE J1517. (This equation is called the SgRP curve in SAE J4004.) X95 = 913.7 +
(0.672316z − 0.00195530z2) where z = H30 in millimetres.
75. 75. 2. Determine pedal plane angle (A47). The value of the pedal plane angle in degrees is
obtained by using the following equation from SAE standard J1516. A47 = 78.96 − 0.15z −
0.0173z2 where z = H30 in centimetres (note: this z value is in centimetres—for the above
equation only). In SAE standard J4004, the pedal plane angle is defined as alpha (α), where α =
77 − 0.08 (H30) (degrees from horizontal) (note: H30 is specified in millimetres). 3. The vertical
height (H) between the BOF and AHP can be computed as follows: H = 203 × sin(A47) It should
be noted that distance between AHP to BOF is specified as 203 mm in SAE standard J1517 and
200 mm in SAE standard J4004. 4. The horizontal length (L) between the BOF and AHP can be
computed as follows: L = 203 × cos(A47) 5. The horizontal distance between the AHP and SgRP
(L53) can be computed as follows: L53 = X95 − L
76. 76. 6. The seat track length is defined by the total horizontal distance of the fore and aft movement
of the H-point (for a seat that does not have vertical movement of the H-point). The foremost H-
point and rearmost H-point on the seat track are defined by the vehicle manufacturer. To
accommodate 95% of the drivers (with 50% males and 50% females), the foremost point is defined
as at X2.5 horizontal distance from the rearward of the BOF and the rearmost point is defined as at
X97.5 horizontal distance from the rearward of the BOF. SAE standard J1517 defines X2.5 and
X97.5 distances as follows: X 2.5 = 687.1 + 0.895336z − 0.00210494 z2 X 97.5 = 936.6 +
0.613879z − 0.00186247 z2 where z = H30 in millimetres. TL23 = X 95 − X 2.5 = horizontal
distance between the SgRP and the foremost H-point TL2 = X 97.5 − X 95 = horizontal distance
between the SgRP and the rearmost H-point Total seat track length to accommodate 95% of the
drivers = TL1where TL1 = TL23 + TL2 = X 97.5 − X 2.5.
77. 77. If SAE standard J4004 is used to locate the seat track, then the X distance of the H-point
reference point aft the PRP is computed as follows: Xref = 718 − 0.24(H30) + 0.41 (L6) − 18.2t
where L6 is the horizontal distance from the PRP to the steering wheel centre (see Figure) and t is
the transmission type (t = 1 if clutch pedal is present and t = 0 if no clutch pedal is present). The
foremost and rearmost points on the seat track are obtained from data presented in Figure. It
should be noted that the X-axis of Figure below presents distances of the foremost and rearmost
points with respect to Xref. From Figure, for 95% accommodation, the TL1 would be 240 mm.
78. 78. 7. The seat back angle (or what is also called the torso angle) is defined by dimension A40
(measured in degrees with respect to the vertical). With the reclinable seat back feature, a driver
can adjust the angle to his or her preferred seat back angle. The seat back angle in the 1960s and
1970s was defined as 24° or 25°by many manufacturers (due to bench seats that were not
reclinable). However, with the reclinable seat back features, most drivers prefer to sit more upright
with angles of about 18°–22° in most passenger cars and about 15–18 degrees for pickups and
SUVs. The seat back angles selected by class B (medium and large commercial trucks) drivers
are generally more upright—about 10°–15°. 8. The driver’s eyes are located in the vehicle space
by positioning eyellipses in the CAD model (or a drawing) of the vehicle package. The “eyellipse” is
a concocted word created by the SAE by joining the two words “eye” and “ellipse” (using only one
“e” in the middle for the joint word). The eyellipse is a statistical representation of the locations of
drivers’ eyes used in visibility analyses. SAE standard J941 defines these eyellipses, which are
actually two ellipsoidal surfaces (one for each eye) in three dimensions (they look like two footballs
fused together at average interocular distance of 65 mm; see Figure in next slide, in plan view and
rear view). The eyellipses are defined based on the tangent cutoff principle, that is, any tangent
drawn to the ellipse in two dimensions (or a tangent plane to an ellipsoid in three dimensions)
divides the population of eyes above and below the tangent in proportions defined by the
percentile value of the eyellipse. Sight lines are constructed as tangents to the ellipsoids.
79. 79. Locationofeyellipsesandhead clearanceenvelope.
80. 80. SAE standard 941 has defined four eyellipsoids by combinations of two percentile values (95th
and 99th) and two seat track lengths (shorter than 133 mm and greater than 133 mm). The
eyellipsoids are defined by the lengths of their three axes (X, Y, and Z directions; shown in Figure
3.18 as EX, EY, and EZ). The values of EX, EY, and EZ for the 95th percentile eyellipse with TL23
> 133 mm are 206.4, 60.3, and 93.4 mm, respectively. (The values of EX, EY, and EZ for other
combinations for percentile and seat track travel are available in SAE standard J941.) The
eyellipses are located by specifying X, Y, and Z coordinates of their centroids. The ellipsoids are
also tilted downward in the forward direction by β = 12 degrees (i.e., the horizontal axes of the
ellipsoids are rotated counter clockwise by 12 degrees; see Figure in previous slide). The
coordinates of the left and right eyellipse centroids [(Xc, Ycl, Zc) and (Xc, Ycr, Zc), respectively]
with respect to the body zero are defined in SAE standard J941 as follows (see Figure in previous
slide): Xc = L1 + 664 + 0.587 (L6) − 0.178(H30) − 12.5t. Ycl = W20 − 32.5 Ycr = W20 + 32.5 Zc =
 638 + H30 + H8 where (L1, W1, H1) = coordinates of the PRP, L6 = horizontal distance between
the BOF (or PRP) and the steering wheel centre, and t = 0 for vehicle equipped with automatic
transmission and t = 1 for vehicle with clutch pedal (manual transmission). [Note: The SgRP
coordinates with respect to the body zero are (L31, W20, H8 + H30). See Figure 3.18. L1 = L31 −
X95.]
81. 81. The following design considerations will improve the driver’s accommodation and comfort
Adjustable seat: To accommodate the largest percentage of the drivers at their preferred driving
posture, it is very important to allow them to adjust 1) seat height, 2) seat cushion angle, 3)
seatback angle (reclining seatback), 4) height and protruding fore–aft length of the lumbar support,
5) headrest height and fore–aft location, 6) seat cushion length, 7) armrest height and length and
its lateral location from the driver centreline, and 8) seat cushion and seatback bolster heights
and/or angles. Power seats (which allow easy adjustments of many of the above-mentioned
parameters with rocker or multifunction switches)
82. 82. Seat height: The seat height in vehicle package is measured using dimension H30, which is
defined as the vertical height of the seating reference point from the accelerator heel point. The
H30 dimension defines the driver’s seated posture (defined by ankle angle, knee angle, torso
angle, and seatback angle). Vehicles with overall low height (e.g., sports cars) typically have very
low H30 (about 150–250 mm), whereas heavy commercial trucks have large H30 (more than 405
mm). If the seat is too high, the short driver’s feet will dangle, and if the driver is unable to rest his
or her heels on the vehicle floor/carpet (or on a foot rest), the driver will find the seating posture to
be very uncomfortable. Therefore, based on the comfort of the fifth percentile female seated
popliteal height of 351 mm, the top of the seat from the vehicle floor should not be more than about
320 mm. Power seats generally allow adjustment of the seat height so that drivers with different
leg lengths can be accommodated. The horizontal distance between the accelerator heel point and
seating reference point (defined as L53) increases as the H30 value is decreased. Thus, to
minimize the horizontal space required to accommodate the driver in commercial vehicles (truck
products), the seat height is increased (as compared with the passenger cars) and the driver sits
more erect (seatback angle typically is more vertical, around 12°–18° from the vertical). In sports
cars, the seatback angle will be more reclined to about 22°–28° from the vertical.
83. 83. Seat cushion length: The seat cushion length should not be longer than the driver’s buttock-to-
popliteal (back of knee) distance. Thus, if this length is restricted to the fifth percentile female
buttock-to-popliteal distance (about 440 mm), then most drivers can use the seat and still use the
back rest. Drivers with longer upper legs would prefer longer seat cushion lengths, but shorter
females will not be able to use the seatback without a pillow on the seatback. Further, in case of
longer seat cushion lengths, shorter females will find operation of the pedals difficult as they will be
compressing the seat cushions with their thighs while depressing the pedals. Thus, an adjustable
cushion length will reduce such problems and accommodate a larger percentage of the drivers.
Seat cushion angle: The seat cushion should slope backward by about 5–15°. This will allow the
user to slide back and allow the transferring of torso weight on to the seatback. Provision of an
adjustable seat cushion angle will allow the user to find his or her preferred seat cushion angle.
Seat width: Since females have larger hip widths (breadths), the seat cushion width should be
greater than 95th percentile female sitting hip width (about 432 mm; see measurement no. 25 in
Table Static Body Dimensions of United States Adults (Values Are in Millimetres) at the end). In
addition, clearance should be provided for clothing (especially thick winter coats); thus, a width of
500–525 mm at the hips can be recommended.
84. 84. Seatback angle: The seatback angle (called A40 in SAE J1100) in automotive seating is
defined by the angle of the torso line (back line) of the SAE H-point machine or the two-
dimensional (manikin) template (refer to SAE standards J826 and J4002 [SAE 2009]) with respect
to the vertical. The seatback angle (seat recline angle) should allow drivers to assume their
preferred back angles. For passenger cars, drivers generally prefer to set the seatback angle
between about 20° and 26°. In trucks, due to the higher seat height (H30), drivers prefer to sit
more erect with seatback angles between about 12° and 18°. Seatback height: From an
anthropometric accommodation viewpoint, the maximum seatback height can be selected as the
fifth percentile female acromial height, which is about 509 mm above the seat surface. However,
considering the Federal Motor Vehicle Safety requirements on head restraints, the seatback height
is dictated by the headrest design. Lumbar area: The seat contour in the lumbar area affects the
shape of the seated person’s spinal column. The most important characteristic of the seat contour
in the lumbar region is that it should maintain the natural curvature (bulging forward, i.e., convex,
called lordosis) of the spinal column in the lower back region of the seated person. An adjustable
lumbar support that allows setting its height (i.e., up and down adjustment) and protrusion location
(i.e., fore–aft adjustment) would allow accommodation of different individuals while maintaining
their natural lordosis.
85. 85. Lateral location of the seat: The dimension W20-1 defines the lateral distance between the
vehicle centreline and the driver’s seating reference point. It should be designed so that the driver
will have sufficient elbow clearance from the driver’s door trim panel between the shoulder-and-
elbow heights. This lateral distance from the driver centerline to the door trim panel should be
larger than half of 95th percentile elbow-to-elbow width of males plus elbow clearance to avoid
elbows rubbing against the door trim panel while grasping the steering wheel. Armrest height: A
properly designed and adjusted armrest can reduce the load on the driver’s spinal column and
thus increase the perception of comfort and reduce driver fatigue. The preferred height of the
armrest will depend on the lateral location of the armrest from the driver centerline. Since it is
difficult to position an armrest that can be perceived to be optimal by most drivers, the armrest
height and lateral distance from the driver centerline should be adjustable. If the armrests are
provided on both sides (i.e., on the door trim panel and on the seat or on the center console), both
the armrests should be at the same height to reduce discomfort (due to leaning on one side).
Bolster height: The bolsters on the sides of the seat cushion and seat back can provide the driver
feeling of sitting “snug or cuddled” (like in a contoured seat) in the seat and provide a sense of
stability and security while negotiating curves and driving on winding roads. The bolsters restrict
the seated person’s movements in the seat, and, therefore, especially on long trips, such seats will
be perceived to be less comfortable. (Smaller postural movements can increase the comfort of
seated persons especially during longer trips.) The taller bolsters on the seatback may also move
the minimum reach distance to controls and door handles more forward (due to forward shifting of
driver’s elbows when touching the bolsters; Further, taller bolsters will increase the difficulty in
“sliding” on the seat during entry and egress.
86. 86. Padding: Cushioning/padding is desirable because it reduces pressure by increasing support
area (Konz and Johnson 2004). Seats should be covered with padded material to allow a
deflection of about 25 mm and distribute the pressure under the buttocks and thighs. In general,
the seat should be designed to allow higher pressure under the ischialtuberosities (i.e., the sitting
bones—the lower protruding parts of the pelvic bones) and gradually decrease in outward
directions. For long-term comfort, the pressure on the body tissues should not be constant.
Changes in the pressures (due to deliberate massaging actions or postural movements) will
reduce discomfort and fatigue. The padding also helps in reducing discomfort caused by vehicle
body vibrations under dynamic driving conditions. Seat track length: The locations of hip points of
different drivers as they adjust the seat fore and aft define the length of the seat track. The
foremost and rearmost hip points on the seat track define the seat track length. It should be long
enough and placed at a horizontal distance from the ball of foot on the accelerator pedal of 2.5
percentile to 97.5 percentile hip point locations (defined as X2.5 and X97.5 in SAE J1517 and
J4004). Based on the SAE J4004, a seat track length of about 240 mm would be needed to
accommodate 95% of the drivers in passenger cars.