Development of a human-friendly visual inspection method for painted vehicle bodies.

Visual inspections performed in the final stage of the vehicle manufacturing process are crucial for assuring the quality of painted vehicle bodies. However, lengthy visual inspections can cause fatigue and discomfort of the eyes, which may adversely affect inspection accuracy and efficiency. This study developed a new human-friendly visual inspection method for the detection of defects (e.g., scar and dent) on vehicle bodies, and compared its performance to a conventional inspection method in terms of critical fusion frequency (Hz, indirect measure of eye fatigue), defect detectability (%), and subjective satisfaction score (7-point Likert scale). The new method was devised to project bright-dark linear stripes onto the surface of the vehicle body and created emergent features (distorted stripes) where a defect existed. The critical fusion frequency of the new method decreased slightly (3.7%) after a 30-minute visual inspection task, whereas that of the conventional method dropped substantially (11.0%), which implied more severe eye fatigue. Additionally, the new method had significantly higher defect detectability (92.1%) and satisfaction score (5.8 points) than those (73.4% and 3.5 points) of the conventional method.

Development of an ergonomic design process for smartphone hard key locations.

Smartphone hard key locations need to be ergonomically determined to improve grip stability and operational efficiency for users' convenience. The present study proposed an ergonomic design process that determines smartphone hard key locations by statistically analyzing the preferred hard key control areas of users with various hand sizes based on users' preferred grip postures and hard key control areas. The proposed design process analyzes the characteristics of product design, user, task, and use context, the types of preferred grip posture, the preference distribution of grip posture, and the preference distribution of hard-key area, and then recommends the locations of hard keys by considering the preference distribution of hard-key area and design constraints. The proposed design process was applied to a smartphone with a 5-inch screen, resulting in 77-96 mm from the bottom of the device for a volume key to 20 mm on the left side and 88-97 mm for a power key to 10 mm on the right side. The proposed design process for the determination of smartphone hard-key locations would be of use to determine the locations of various portable product interfaces.

Identification of Speech Characteristics to Distinguish Human Personality of Introversive and Extroversive Male Groups.

According to the similarity-attraction theory, humans respond more positively to people who are similar in personality. This observation also holds true between humans and robots, as shown by recent studies that examined human-robot interactions. Thus, it would be conducive for robots to be able to capture the user personality and adjust the interactional patterns accordingly. The present study is intended to identify significant speech characteristics such as sound and lexical features between the two different personality groups (introverts vs. extroverts), so that a robot can distinguish a user's personality by observing specific speech characteristics. Twenty-four male participants took the Myers-Briggs Type Indicator (MBTI) test for personality screening. The speech data of those participants (identified as 12 introvertive males and 12 extroversive males through the MBTI test) were recorded while they were verbally responding to the eight Walk-in-the-Wood questions. After that, speech, sound, and lexical features were extracted. Averaged reaction time (1.200 s for introversive and 0.762 s for extroversive; p = 0.01) and total reaction time (9.39 s for introversive and 6.10 s for extroversive; p = 0.008) showed significant differences between the two groups. However, averaged pitch frequency, sound power, and lexical features did not show significant differences between the two groups. A binary logistic regression developed to classify two different personalities showed 70.8% of classification accuracy. Significant speech features between introversive and extroversive individuals have been identified, and a personality classification model has been developed. The identified features would be applicable for designing or programming a social robot to promote human-robot interaction by matching the robot's behaviors toward a user's personality estimated.

Comparison of three-point belt fit between humans and Hybrid-III anthropometric test devices in a driver mockup.

Objective: The Hybrid-III anthropometric test devices (ATDs) are widely used by the automotive industry to evaluate restraint system performance in standardized vehicle crash tests. The relationship between the belt fit measured for people in driving posture and the belt fit obtained with ATDs has not been reported in the literature. The present study compares lap and shoulder belt fit data from ATDs and to a statistical estimate for drivers using age, stature, and BMI.Methods: The lap and shoulder belt fits were measured for small-female and midsize-male Hybrid-III ATDs in a laboratory mockup of a midsize sedan. A range of lower and upper belt anchorage locations were used. The ATD belt fit data were compared with predictions from a regression model developed by data from 97 men and women measured in the same driving package conditions. Humans were free to position the belt comfortably, even if the position was not optimal.Results: The measurements of the ATD belt fit were obtained and compared to the regression estimate for a driver using age, stature, and BMI as predictors. For the small female, the ATD's lap belt was placed 46 mm further forward and 12 mm lower relative to the pelvis than the regression model estimates for a driver's lap belt placement. For the midsize male, the lap portion of the belt was placed 13 mm more rearward and 33 mm lower on the physical ATD than the regression model estimates for a similarly sized driver. The shoulder belt was placed an average of 66 mm more inboard and 11 mm more outboard on the small-female and midsize-male physical ATDs, respectively, compared with regression model estimates for drivers.Conclusions: Differences in the lap and shoulder belt fits were quantified between the physical ATDs and regression predictions for similarly sized humans in driving postures. The consequences of these differences should be investigated to help increase understanding of the relationship between belt fit and belt performance.

Identifying Traffic Context Using Driving Stress: A Longitudinal Preliminary Case Study.

Many previous studies have identified that physiological responses of a driver are significantly associated with driving stress. However, research is limited to identifying the effects of traffic conditions (low vs. high traffic) and road types (highway vs. city) on driving stress. The objective of this study is to quantify the relationship between driving stress and traffic conditions, and driving stress and road types, respectively. In this study, electrodermal activity (EDA) signals for a male driver were collected in real road driving conditions for 60 min a day for 21 days. To classify the levels of driving stress (low vs. high), two separate models were developed by incorporating the statistical features of the EDA signals, one for traffic conditions and the other for road types. Both models were based on the application of EDA features with the logistic regression analysis. City driving turned out to be more stressful than highway driving. Traffic conditions, defined as traffic jam also significantly affected the stress level of the driver, when using the criteria of the vehicle speed of 40 km/h and standard deviation of the speed of 20 km/h. Relevance to industry: The classification results of the two models indicate that the traffic conditions and the road types are important features for driving stress and its related applications.

Classification of Upper Body Shapes Among Korean Male Wheelchair Users to Improve Clothing Fit.

The upper body shape is an important factor to be considered in customized suit jacket design. The present study is intended to identify the lateral upper body shapes of wheelchair users in a sagittal plane. Anthropometric data of 144 Korean male wheelchair users were collected using a tape measure and photography. Three lateral upper body shapes were identified by cluster analysis: convex back with largely protruded abdomen (31%), convex back with flat abdomen (36%), and straight back with moderately protruded abdomen (33%). Discriminant functions were constructed for the three lateral upper body shape groups, and their overall and cross-validated classification accuracies were identified as 94.4% and 89.6%, respectively. The present study found that the wheelchair users have more convex back (67%) and protruded abdomen (64%) shapes than non-wheelchair individuals. The lateral upper body shapes and discriminant functions identified in the study can be applied to a custom production process of suit jacket design for wheelchair users.

Driver head locations: Considerations for head restraint design.

OBJECTIVE: U.S. FMVSS 202a requires that a vehicle head restraint lie within a specified distance (55 mm) from the physical headform on the head restraint measurement device (HRMD). Smaller values of this distance, known as backset, are frequently associated with improved protection against neck injury in rear impact. In some vehicles, small backsets are also associated with complaints of head restraint interference with drivers' preferred head positions. The objective of this study is to examine head/head restraint distances using data from a lab study of driving posture to provide guidance for safe and comfortable head restraint design. METHODS: Head positions were measured for 88 U.S. drivers in a laboratory mockup using a seat from a mid-size sedan. The head restraint was removed to allow measurement of drivers' preferred head locations without interference from the head restraint. Rates of disaccommodation, defined as interference between predicted possible head restraint locations and drivers' preferred head locations, were analyzed at HRMD-referenced backsets of 25, 50, 75, and 100 mm measured at 22° and 25° seat back angles. RESULTS: With HRMD-referenced backsets of 25 mm and 50 mm measured at 25°, the head restraint intersected the preferred head locations of 17.9 and 5.2% of the drivers, respectively. An HRMD-referenced backset measured at 22° produced larger accommodation rates than the same backset measured at 25°. CONCLUSIONS: The reported distribution of occupant head positions and the resulting restrictions on comfortable head restraint position at various HRMD-referenced backsets and seat back angles help provide guidance for head restraint design. Knowing the actual mean driver-selected seat back angle for a particular vehicle seat and the model presented in this work, a manufacturer can choose a head restraint location that will have a high likelihood of complying with FMVSS backset requirements while also achieving minimal disaccommodation. The findings in this study support the flexibility in the current FMVSS 202a that permits testing at more upright seat back angles than the 25° originally proposed.

Comparison of three-point belt fit between humans and ATDs in rear seats.

OBJECTIVE: The anthropomorphic test devices (ATDs) in the Hybrid III family are widely used as human surrogates to test the crash performance of vehicles. A previous study demonstrated that passenger belt fit in rear seats was affected by high body mass index (BMI) and to a lesser extent by increased age. Specifically, the lap belt was worn higher and more forward as BMI and age increased. The objective of this study was to compare passenger belt fit to the belt fit achieved when installing the small female and midsize male Hybrid III adult ATDs using standard procedures. METHODS: The ATDs were installed using standardized procedures in the same conditions previously used with volunteers. Belt fit was measured using methods analogous to those used for the volunteers. Comparative human belt fit values were obtained by using regression analysis with the volunteer data to calculate the mean expected belt fit for people the same size as the ATDs. RESULTS: For the small female ATD, the upper edge of the lap belt was on average 59 mm forward and 11 mm above the anterior-superior iliac spine (ASIS) landmark on the ATD pelvis bone. In contrast, the belt position for similar size passengers was 17 mm forward and 22 mm above the ASIS. For the midsize male ATD, the belt was 34 mm forward and 10 mm above the ASIS. For similar size passengers, the position was 38 mm forward and 44 mm above the ASIS. For context, the belt width in this study was 38 mm. DISCUSSION: The results suggest that the lap belt fit obtained by ATDs is more idealized but more repeatable compared to that achieved by similar size passengers. Future standardization efforts should consider investigating whether new belt-positioning procedures with ATDs may improve the biofidelity of ATD response.

Statistical Models for Predicting Automobile Driving Postures for Men and Women Including Effects of Age.

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.

A statistical model including age to predict passenger postures in the rear seats of automobiles.

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.

Analysis of the facial measurements of Korean Air Force pilots for oxygen mask design.

This study measured the facial dimensions of Korean Air Force (KAF) pilots, to design a pilot oxygen mask, and compared them with those of Korean civilians and US Air Force (USAF) personnel. Twenty-two facial dimensions were measured for 278 KAF male pilots (KMP) and 58 KAF female pilots and cadets (KFP) using an anthropometer and a three-dimensional scanner. The KMP face measurements were found to be significantly larger (mean difference, [Formula: see text] = 0.7-26.5 mm) and less varied (ratio of SDs = 0.29-0.82) than those of Korean male civilians. The average face length, lip width and nasal root breadth of the KMP were significantly longer ([Formula: see text] = 4.7 mm), narrower ([Formula: see text] = -2.4 mm), and wider ([Formula: see text] = 5.2 mm), respectively, than those of USAF male personnel. Lastly, the KMP face measurements were significantly larger ([Formula: see text] = 1.8-26.1 mm) than those of the KFP. PRACTITIONER SUMMARY: The face measurements of KAF pilots were collected and compared with those of Korean civilians and USAF personnel. The distinct facial features of the populations identified in this study are applicable to custom design of an oxygen mask for prevention of excessive pressure and oxygen leakage.

An anthropometric analysis of Korean male helicopter pilots for helicopter cockpit design.

This study measured 21 anthropometric dimensions (ADs) of 94 Korean male helicopter pilots in their 20s to 40s and compared them with corresponding measurements of Korean male civilians and the US Army male personnel. The ADs and the sample size of the anthropometric survey were determined by a four-step process: (1) selection of ADs related to helicopter cockpit design, (2) evaluation of the importance of each AD, (3) calculation of required sample sizes for selected precision levels and (4) determination of an appropriate sample size by considering both the AD importance evaluation results and the sample size requirements. The anthropometric comparison reveals that the Korean helicopter pilots are larger (ratio of means = 1.01-1.08) and less dispersed (ratio of standard deviations = 0.71-0.93) than the Korean male civilians and that they are shorter in stature (0.99), have shorter upper limbs (0.89-0.96) and lower limbs (0.93-0.97), but are taller on sitting height, sitting eye height and acromial height (1.01-1.03), and less dispersed (0.68-0.97) than the US Army personnel. PRACTITIONER SUMMARY: The anthropometric characteristics of Korean male helicopter pilots were compared with those of Korean male civilians and US Army male personnel. The sample size determination process and the anthropometric comparison results presented in this study are useful to design an anthropometric survey and a helicopter cockpit layout, respectively.