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Статті в журналах з теми "SEAQT"

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Автор: Grafiati

Опубліковано: 20 червня 2021

Оновлено: 8 лютого 2022

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1

Kusaba, Akira, Guanchen Li, Pawel Kempisty, Michael von Spakovsky, and Yoshihiro Kangawa. "CH4 Adsorption Probability on GaN(0001) and (000−1) during Metalorganic Vapor Phase Epitaxy and Its Relationship to Carbon Contamination in the Films." Materials 12, no. 6 (March 23, 2019): 972. http://dx.doi.org/10.3390/ma12060972.

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Suppression of carbon contamination in GaN films grown using metalorganic vapor phase epitaxy (MOVPE) is a crucial issue in its application to high power and high frequency electronic devices. To know how to reduce the C concentration in the films, a sequential analysis based on first principles calculations is performed. Thus, surface reconstruction and the adsorption of the CH4 produced by the decomposition of the Ga source, Ga(CH3)3, and its incorporation into the GaN sub-surface layers are investigated. In this sequential analysis, the dataset of the adsorption probability of CH4 on reconstructed surfaces is indispensable, as is the energy of the C impurity in the GaN sub-surface layers. The C adsorption probability is obtained based on steepest-entropy-ascent quantum thermodynamics (SEAQT). SEAQT is a thermodynamic ensemble-based, non-phenomenological framework that can predict the behavior of non-equilibrium processes, even those far from equilibrium. This framework is suitable especially when one studies the adsorption behavior of an impurity molecule because the conventional approach, the chemical potential control method, cannot be applied to a quantitative analysis for such a system. The proposed sequential model successfully explains the influence of the growth orientation, GaN(0001) and (000−1), on the incorporation of C into the film. This model can contribute to the suppression of the C contamination in GaN MOVPE.

2

Aguilera Mijares, Santiago, Alejandra Del Carmen Domínguez Espinosa, and Pedro Wolfgang Velasco Matus. "Structural Equivalence of an Attitude Toward Religion Scale in Mexico, Nicaragua and China." Universitas Psychologica 15, no. 2 (September 20, 2016): 315. http://dx.doi.org/10.11144/javeriana.upsy15-2.seat.

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The Attitude toward Catholicism, Judaism, Hinduism, and Islam scales were adapted for this study into a single scale that measures overall attitudes towards religion. The resulting Attitude toward Religion (ATR) Scale was adapted into both Spanish and Chinese and administered in Mexico (n = 265), Nicaragua (n = 296), and China (n = 460) to a total of 1,021 individuals (59% women, 41% men; Mage = 22.4 years, SD = 7.01 years). The scale’s structural equivalence (i.e. Does the instrument measure the same construct in each country?) was assessed using Exploratory Factor Analyses and pairwise comparisons. Strong evidence for structural equivalence was provided by the analyses’ results, as we obtained a one-dimensional solution (labeled Attitude Toward Religion, ATR) in all three countries and Tucker’s Phi test was very close to 1. These findings support the unidimensional solution for attitudes toward religions obtained in previous scales and broaden the scope for these studies in several cultural contexts. Further implications are discussed.

3

Stephenson, J. "Back-seat Seat Belts." JAMA: The Journal of the American Medical Association 287, no. 6 (February 13, 2002): 706—a—706. http://dx.doi.org/10.1001/jama.287.6.706-a.

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4

Stephenson, Joan. "Back-seat Seat Belts." JAMA 287, no. 6 (February 13, 2002): 706. http://dx.doi.org/10.1001/jama.287.6.706-jwm20002-2-1.

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5

Boyar, Joan, Susan Krarup, and Morten N. Nielsen. "Seat Reservation Allowing Seat Changes." Electronic Notes in Theoretical Computer Science 50, no. 1 (August 2001): 24–38. http://dx.doi.org/10.1016/s1571-0661(04)00163-x.

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6

Bull, M. "Car Seat, Seat Belt Education." Nurse Practitioner 13, no. 5 (May 1988): 52. http://dx.doi.org/10.1097/00006205-198805000-00010.

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7

Boyar, Joan, Susan Krarup, and Morten N. Nielsen. "Seat reservation allowing seat changes." Journal of Algorithms 52, no. 2 (August 2004): 169–92. http://dx.doi.org/10.1016/j.jalgor.2004.02.002.

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8

Ichimori, Tetsuo. "RELAXED DIVISOR METHODS AND THEIR SEAT BIASES." Journal of the Operations Research Society of Japan 55, no. 1 (2012): 63–72. http://dx.doi.org/10.15807/jorsj.55.63.

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9

Sato, Kimitoshi, and Katsushige Sawaki. "A MULTIPLE CLASS SEAT ALLOCATION MODEL WITH REPLENISHMENT." Journal of the Operations Research Society of Japan 52, no. 4 (2009): 355–65. http://dx.doi.org/10.15807/jorsj.52.355.

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10

Rekhate, Nikita A., and Dr V. S. Gulhane. "Image Processing Application for Vehicle Seat Vacancy Identification." International Journal of Trend in Scientific Research and Development Volume-2, Issue-3 (April 30, 2018): 2702–6. http://dx.doi.org/10.31142/ijtsrd12797.

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11

T. Á., Igaz. "Alumínium hengerfej szelepülékek kísérleti vizsgálata." International Journal of Engineering Management Sciences 2, no. 1 (April 18, 2017): 93–99. http://dx.doi.org/10.21791/ijems.2017.1.18.

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12

T. Á., Igaz. "Alumínium hengerfej szelepülékek kísérleti vizsgálata." International Journal of Engineering Management Sciences 2, no. 1 (April 18, 2017): 93–99. http://dx.doi.org/10.21791/ijems.2017.1.18.

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13

Smith, Bruce. "Mercy Seat." Grand Street, no. 41 (1992): 116. http://dx.doi.org/10.2307/25007533.

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14

White, Artress Bethany. "Nature's Seat." Callaloo 14, no. 2 (1991): 544. http://dx.doi.org/10.2307/2931659.

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15

Ferraro, Mary. "Bicycle Seat." Iowa Journal of Literary Studies 6, no. 1 (1985): 94. http://dx.doi.org/10.17077/0743-2747.1157.

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16

Walden, R. J., and GeorgeT Watts. "SEAT BELTS." Lancet 327, no. 8476 (February 1986): 326. http://dx.doi.org/10.1016/s0140-6736(86)90862-7.

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17

McCarthy, Nicola. "Ejector seat." Nature Reviews Cancer 10, no. 11 (October 14, 2010): 739. http://dx.doi.org/10.1038/nrc2951.

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18

Arthur, James. "Country Seat." Iowa Review 32, no. 3 (December 2002): 151. http://dx.doi.org/10.17077/0021-065x.5623.

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19

Kolpan, Kenneth I. "Seat belts." Journal of Head Trauma Rehabilitation 7, no. 3 (September 1992): 112–13. http://dx.doi.org/10.1097/00001199-199209000-00013.

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20

Richmond, Jules Dorey, and David Richmond. "Mercy Seat." Performance Research 16, no. 1 (March 2011): 123–30. http://dx.doi.org/10.1080/13528165.2011.562035.

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21

Cao, Li Bo, Huan Chen, Xi Juan Ren, and Zhi Gao Ou Yang. "Study on an Integrated Child Safety Seat." Applied Mechanics and Materials 34-35 (October 2010): 517–22. http://dx.doi.org/10.4028/www.scientific.net/amm.34-35.517.

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A new integrated child safety seat is presented in this paper. The seat is a two-mode seat for a motor vehicle cooperable with an adult seat belt assembly to provide two modes operation including an adult seat mode and a child seat mode. The seat locates in the center of the rear seat. The structure of the seat was designed in detail. The height of the booster of the seat can be adjusted continuously according to the seated shoulder height of the child passenger. The depth of booster cushion also can be changed according to the size of the passenger. The sled test with the seat was conducted. The seat simulation models with different booster heights were developed using MADYMO software and validated. Then, these models were used to study the performance of the seat in frontal impact. Some key parameters of the seat were studied in simulation test. The results of the test and simulation show that the seat can provide effective protection for the children aged from 3 to 10 years in frontal impact.

22

MURAKAMI, Akiyosi. "Comfortable Seat for Vehicle : Evaluation of Seat Performance." Journal of the Society of Mechanical Engineers 111, no. 1075 (2008): 504–5. http://dx.doi.org/10.1299/jsmemag.111.1075_504.

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23

Lieberman, Warren H. "From the back seat to the driver's seat." Journal of Revenue and Pricing Management 6, no. 4 (November 13, 2007): 300–303. http://dx.doi.org/10.1057/palgrave.rpm.5160102.

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24

Hong, Seungkweon, Dongyool Kim, Kathryn Kritkausky, and Raheel Rashid. "Effects of Imitative Behavior on Seat Belt Usage: Three Field Observational Studies." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 42, no. 15 (October 1998): 1093–97. http://dx.doi.org/10.1177/154193129804201508.

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Three field observational studies were conducted to examine the influence of a front seat car passenger (model) seat belt usage/non-usage on driver seat belt usage. In addition, the effects of driving location (study 1 and 2), time of day (study 1), day of week (study 2) and gender (study 3) were also examined. The results showed an overall seat belt use rate of about 70%, typical for New York State. All three studies showed that driver seat belt usage was significantly related to the front seat passenger seat belt rate. When the front-seat passenger wore the seat belt, 77% (79.4%-study 2, 87.1%-study 3) of the drivers wore the seat belt; when the front seat passenger did not wear the seat belt, only 44% (49.0%-study 2, 38.4%-study 3) of the drivers wore the seat belt. Results failed to show any significant effects of time of the day or day of week, but showed the expected significant effect of driving location (study 2). No overall main effect of gender on modeling was obtained, though interesting specific results were obtained. These studies extend earlier experimental work on the effects of modeling on seat belt usage, and confirm that car occupant seat belt behavior significantly impacts the other occupant's seat belt usage.

25

van Niekerk, J. L., W. J. Pielemeier, and J. A. Greenberg. "The use of seat effective amplitude transmissibility (SEAT) values to predict dynamic seat comfort." Journal of Sound and Vibration 260, no. 5 (March 2003): 867–88. http://dx.doi.org/10.1016/s0022-460x(02)00934-3.

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26

Nemire, Kenneth. "Seat belt use by adult rear seat passengers in private passenger, taxi, and rideshare vehicles." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 61, no. 1 (September 2017): 1644–48. http://dx.doi.org/10.1177/1541931213601896.

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Using seat belts reduces traffic injuries and fatalities. There are no observational studies comparing use of seat belts by front and rear seat adult passengers in the United States (U.S.), and no comparisons of rear seat belt use by adult passengers in private, taxi, and rideshare vehicles. This observational study of drivers and adult passengers in two cities, one with a primary and the other with a secondary seat belt enforcement law, found the laws affected seat belt use by drivers but not by rear seat passengers, and that rear seat passengers wore seat belts more in private vehicles than in taxis. The latter result was not because of lack of seat belt availability in taxis. Results also showed that modeling of seat belt use by drivers had little effect on seat belt use by rear seat passengers. Results from rideshare vehicles was mixed. Implications for future research and countermeasures are discussed.

27

Smith, Jordan, Stephen Phillips, Nic Bowler, Harry Conway, and Levent Caglar. "A multifactorial approach to specify comfortable rail seats." Work 68, s1 (January 8, 2021): S197—S208. http://dx.doi.org/10.3233/wor-208017.

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BACKGROUND: A robust rail seat comfort assessment can inform the GB rail industry when procuring new seats and identify areas for comfort improvement in the refurbishment of existing seats, improving the customer experience. OBJECTIVE: To take a multifactorial approach to measuring comfort and to create a robust seat comfort assessment method for the GB rail industry. METHODS: Seat comfort assessment scores were developed by identifying seat dimensions (e.g. Seat height, seat width, seat depth), seat pad thickness and hardness requirements, seat accessories and seat attractiveness components. Scores for each seat feature were verified by conducting a fitting trial and asking 7 participants to rank dimensions through a range of adjustment. The combined scoring of features was verified by asking 14 participants to rank seats in three configurations (<minimum comfort; minimum comfort;>minimum comfort). The seat comfort dimensions scores were then validated by ranking seven existing rail seats using the assessment method and comparing the ranks with subjective comfort ranks of 12 participants. RESULTS: The validation testing resulted in a moderate positive correlation, indicating an alignment between the seat comfort assessment method and subjective comfort scores. CONCLUSIONS: A multifactorial seat comfort assessment has been shown to be a good indicator of passenger seat comfort.

28

Hu, Cai Qi. "Performance Analysis and Improvement Design of School Bus Seat Based on Workbench." Applied Mechanics and Materials 477-478 (December 2013): 99–104. http://dx.doi.org/10.4028/www.scientific.net/amm.477-478.99.

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In order to make the school bus seat structure meet the seat safety standards, in this paper the finite element simulation analysis method was adopted to establish the finite element model of the school bus seat frame. Based on this model, respectively, at two different height of seat, and two different numerical test forces were applied to the school bus seat, and in two cases the performances of the seat frame were analyzed and its safety was evaluated. For the analysis result improvement design and modal analysis were conducted, and all those ensure the seat performance to meet standards of school bus seat safety and requirements of seat comfort.

29

Iribhogbe, Pius Ehiawaguan, and Clement Odigie Osime. "Compliance with Seat Belt Use in Benin City, Nigeria." Prehospital and Disaster Medicine 23, no. 1 (February 2008): 16–19. http://dx.doi.org/10.1017/s1049023x00005495.

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AbstractIntroduction:Trauma is a major cause of death and disability worldwide. A quarter of all fatalities due to injury occur due to road traffic crashes with 90% of the fatalities occurring in low- and medium-income countries. Poor compliance with the use of seat belts is a problem in many developing countries. The aim of this study was to evaluate the level of seatbelt compliance in motor vehicles in Benin City, Nigeria.Methods:A five-day, observational study was conducted in strategic locations in Benin City. The compliance rates of drivers, front seat passengers, and rear seat passengers in the various categories of vehicles were evaluated, and the data were subjected to statistical processing using the Program for Epidemiology.Results:A total of 369 vehicles were observed. This consisted of 172 private cars, 64 taxis, 114 buses, 15 trucks, and four other vehicles. The seat belt compliance rate for drivers was 52.3%, front seat passengers 18.4%, and rear seat passengers 6.1%. Drivers of all categories of vehicles were more likely to use the seat belt compared to front seat passengers (p = 0.000) and rear seat passengers (p = 0.000). Drivers of private cars were more likely to use seat belts compared to taxi drivers (p = 0.000) and bus drivers (p = 0.000). Front seat passengers in private cars were more likely to use the seat belt compared to front seat passengers in taxis (p = 0.000) and buses (p = 0.000). Rear seat pas-sengers in private cars also were more likely to use seat belts compared to rear seat passengers in taxis (p = 0.000) and buses (p = 0.000).Conclusions:Compliance with seat belt use in Benin City is low. Legislation, educational campaigns, and enforcement of seat belt use are needed.

30

Teng, Tso Liang, Cho Chung Liang, Hung Yu Huang, and You Lin Chen. "Effect of Vehicle Seat on Neck Injury in Rear Impact." Advanced Materials Research 538-541 (June 2012): 2995–98. http://dx.doi.org/10.4028/www.scientific.net/amr.538-541.2995.

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Seat is a main part of vehicle to contact with occupant in rear impact and chiefly concern with the severity of neck injuries. Therefore, improvement in seat design can effectively reduce the neck injuries of occupant. For designing an effective vehicle seat to protect occupant, this study develops the numerical model of sled test by using MADYMO software and discusses the relevance between the seat parameters and occupant’s neck based on the validated numerical model. The seat parameters include the stiffness of seat angle device, seat friction and angle of head restraint. The discussion of influencing factors of seat can be referred for designing a safety seat. The occupant neck then can be protected in rear impact accidents.

31

Zhang, Bing Chen, Wei Min Guo, and Yan Qun Wang. "Research on Seat Design of Railway Passenger Car." Key Engineering Materials 474-476 (April 2011): 260–64. http://dx.doi.org/10.4028/www.scientific.net/kem.474-476.260.

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Railway transportation hold a leading post in the long-distance passenger transport market. Passengers spend most of their time sitting, so seat affect passenger comfort most among interior facilities of coach. One of the major tasks of interior design is functionality and comfort of seat. Seat width, seat depth and seat height are basic functions factors of seat. The seat depth is major issue of functionality design of 25g car. The shape of cushion and backrest are main comfort factors of seat. The backrest angle is major issue of comfort design of 25g car now. The interior system design of railway passenger car can be developed if we stress and make rational use of these factors of seat design.

32

Pan, Gong Yu, Hai Yang, and Yong Tian Liu. "Study of Commercial Vehicle Active Seat Suspension." Applied Mechanics and Materials 441 (December 2013): 641–44. http://dx.doi.org/10.4028/www.scientific.net/amm.441.641.

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A 7-DOF half-car dynamic model which includes the cab mounting system and seat suspension system was established to study the performance of active seat suspension. The optimal control method was applied to design the active control system. Two dynamic simulation models of the passive seat suspension and the active seat suspension were set up by Matlab/Simulink, and the performance of the passive and active seat system was simulated in the time and frequency domain. The simulation results show that the active seat suspension can greatly improve the vehicle seat performance and the study has supplied the academic reference in the applications of the active seat suspension.

33

Akl, Ziad, Mona Akl, Charli Eriksson, Mervyn Gifford, and Dalal Koustuv. "Evaluating Seat Belt Use in Lebanon (1997-2017)." Open Public Health Journal 12, no. 1 (April 16, 2019): 127–35. http://dx.doi.org/10.2174/1874944501912010127.

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Introduction:The use of seat belts has made a significant contribution to the reduction of road traffic casualties, and the risk inherent with not wearing seat belts in all seats of a vehicle is now well-known worldwide. The use of seat belts has a major role in reducing fatal and nonfatal injuries in all types of motor-vehicles crashes.Aim:The aim of this study is to understand the reasons behind the variation in seat belt use over the past two decades in Lebanon. It analyzes the situation and suggests recommendations to improve seat belt use in Lebanon.Design:Nine observational studies had been conducted in Lebanon during the last two decades between 1997 and 2017, and one qualitative study was performed in 2017.Results:The results show a significant variation in the use of the seat belt. When enforcement efforts are in progress, seat belt use increases. While when there are no checkpoints and the enforcement of seat belt use is almost absent, a significant fall was noticed.Discussion:The results of this study proved the failure of the Lebanese government in saving hundreds of lives just by a simple measure of enforcing seat belt law. Although experiences from various countries prove that such laws usually have a long-lasting effect on seat belt use, Lebanon failed to pursue the successful implementation of this law due to security and political problems.Conclusion:During the past two decades, Lebanon witnessed continuous fluctuations in seat belt use. Outside few short enforcement campaigns, our observations showed lack in seat belt use. Our observations of seat belt use among drivers and front seat passengers showed a significant correlation between seat belt use and the enforcement of seat belt law.The greatest national benefits from seat belt use are obtained when wearing rates are very high. This can be achieved only through a sustained enforcement campaign alongside other seat belt wearing interventions such as publicity and education.

34

Xu, Zhi Wei, Zhong Qi Sheng, Hong Hong Zhang, and Yong Xian Liu. "Car Seat Backrest Static Strength Experiment and Simulation." Applied Mechanics and Materials 16-19 (October 2009): 178–82. http://dx.doi.org/10.4028/www.scientific.net/amm.16-19.178.

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According to the characteristics of car seat structure and the distribution of car seat load, the finite element static strength model of the car seat is constructed in this paper. The model contains shell elements and beam elements. Some seat structure elements such as welding connection, screw connection, pin connection are simplified in the model. Simulation analysis of the static characteristics of car seat backrest frame model is carried out. At the same time, the experimental research on the static strength characteristics of the back seat is made by the measurements of non-electric physical quantities. By comparing and analyzing the results of experiment and computer simulation of seat static strength, the practicability and credibility of the seat static finite element analysis model and simplified model constructed in this paper are verified. It also proves that the simulation of various connecting forms of the seat structure is effective and is a reliable method in the structural design of the car seat. The model and simulation of the car seat can reduce the cost and shorten the design period.

35

Frej, Damian, Andrzej Zuska, and Emilia Szumska. "Laboratory Tests of the Control of the Child Seats using Method for the Vibration Comfort of Children Transported in Them." Communications - Scientific letters of the University of Zilina 23, no. 3 (April 9, 2021): B187—B199. http://dx.doi.org/10.26552/com.c.2021.3.b187-b199.

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The article presents results of the laboratory studies of the impact of the child seats mounting method on the vibration comfort of children transported in them. The tested child seats were mounted forward facing the rear seat of a passenger car. The A seat was fastened with the ISOFIX base, while the B seat was fastened with standard car seat belts. During the tests, values of the vertical vibrations were measured on the seat of the child seat, the rear seat of the vehicle and the ISOFIX base. It was noted that the analyzed system, may be characterized by two different vibration transmission chains, which depend on the child seat mounting system (classic seat mounting system and ISOFIX system). These studies show the negative impact of using the ISOFIX base, which is confirmed by the Root Mean Square (RMS) values and the Vibration Dose Value (VDV), determined for the "A" seat secured with the ISOFIX base that were higher than the RMS and VDV for the "B" classic mounted seat.

36

Gong, Weidong, and Michael J. Griffin. "Measuring, evaluating and assessing the transmission of vibration through the seats of railway vehicles." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 2 (October 19, 2016): 384–95. http://dx.doi.org/10.1177/0954409716671547.

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The transmission of vibration through a passenger train seat to the seat pan and to the backrest has been measured in the fore-and-aft, lateral and vertical directions with 12 subjects using 0.5–40 Hz random vibration (with both single-axis and tri-axial excitation) and using simulated tri-axial train vibration. There were small differences in transmissibilities obtained using single-axis and tri-axial random vibration but greater differences in transmissibilities between tri-axial random vibration and simulated train vibration. Seat effective amplitude transmissibilities (SEAT values) were similar for single-axis and tri-axial random vibration but differed between tri-axial random vibration and simulated train vibration. The SEAT values measured using both tri-axial random vibration and simulated train vibration were well predicted from the seat transmissibilities measured using single-axis random vibration. It is concluded that either single-axis or tri-axial vibration excitation can be used when quantifying the transmissibility of a seat and identifying seat resonances. A SEAT value depends on the vibration spectrum in the vehicle and so the SEAT value for a train seat cannot be obtained using vibration unlike that in a train. A useful SEAT value for a train seat can either be measured (by simulating tri-axial train vibration in a laboratory) or calculated (from measurements of vibration in a train and measurements of seat transmissibility obtained using random vibration in a laboratory). The findings of this study may assist the optimisation of seat testing standards including the laboratory method for evaluating the transmission of vibration through the seats of railway vehicles defined in a current international standard.

37

Ziolek, Scott Allen, Joshua Pryor, Tony Schwenn, and Adam Steinman. "Heated Seat Simulation Study for Thermal Seat Comfort Improvement." SAE International Journal of Passenger Cars - Mechanical Systems 8, no. 2 (April 14, 2015): 594–99. http://dx.doi.org/10.4271/2015-01-1391.

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38

Liu, Zhihui, T. Rotte, S. Anjani, and P. Vink. "Seat pitch and comfort of a staggered seat configuration." Work 68, s1 (January 8, 2021): S151—S159. http://dx.doi.org/10.3233/wor-208014.

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BACKGROUND: Staggered seats are a solution for the Flying-V aircraft, where the cabin’s longitudinal axis has a 26 degrees angle with respect to the direction of flight, to compensate for an otherwise oblique sitting position. However, little is known on acceptable pitches in this staggered configuration. OBJECTIVE: The goal of this research is to evaluate the comfort of different pitches for seats that are staggered relative to the cabin’s longitudinal axis. METHODS: Two rows of staggered seats are positioned at three different pitches (27, 29 and 31 inches). 53 participants were seated in each setup. For each, a questionnaire was completed including questions on comfort and discomfort, top view photos were taken to analyse postures and physical dimensions were recorded to define passengers’ space. RESULTS: Comfort as well as discomfort were significantly different for the three setups. The comfort at 27 inches was seen as unacceptably low. The 29 and 31-inch configurations showed to result in acceptable levels of comfort, comparable to higher-end seating layouts. There were very little complaints about space in lateral direction (elbow and seat width), showing the advantage of having your won armrest and shoulder space in the staggered configuration. Interesting was that at larger pitches more complaints were found for the seat characteristics, probably in the shorter pitch the other discomfort was overruling this. CONCLUSION: The 26-degree staggered configuration offers improvements in shoulder- and elbow-space. The results for the 29- and 31-inch are expected to allow enough design freedom for further exploration of such a configuration for the Flying-V cabin interior.

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Trudel, Thomas, and Karl Stanley. "Window Seat Weight Reduction Exploration With Nontraditional Seat Geometry." Marine Technology Society Journal 53, no. 1 (January 1, 2019): 107–16. http://dx.doi.org/10.4031/mtsj.53.1.2.

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AbstractThis article provides an overview of the design and exploratory testing of a nontraditional submersible window seat design. Typically, window seat geometry is guided by the American Society of Mechanical Engineers-Pressure Vessels for Human Occupancy-1 (ASME-PVHO-1) engineering standard as well as other references by ASME, Stachiw, etc. As viewing area increases, window seat geometry is partly driven by the size of the acrylic window and not solely by the requirements for a hull penetration of equivalent size. The discrepancy in strength and stiffness between the submersible hull materials and acrylic window can result in a window seat that is overbuilt relative to the required hull integrity. This research focuses on nontraditional window seat geometries that decrease weight while performing comparably to designs that conform to the ASME-PVHO-1 standard. A novel window seat is proposed with reductions in window seat weight between 22% and 33%. Design methodology, assumptions, Fine Element Analysis (FEA) results, deviations from the standard, and empirical design studies are summarized in detail. Two scale model windows were tested to their design depth for 102 cycles and showed acceptable signs of wear. FEA constraints were validated using strain gauge and displacement measurements on the conical and low pressure faces of the windows. Short Term Critical Pressure (STCP) testing was conducted in a hydrostatic pressure chamber where the two model windows reached 79% and 86% of their design pressure.

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Bergen, Adrienne Falk. "A Seat Belt Is a Seat Belt Is a…" Assistive Technology 1, no. 1 (March 31, 1989): 7–9. http://dx.doi.org/10.1080/10400435.1989.10132112.

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Dorfman, Claire O., Mark A. Barros, and Andrea L. Zaenglein. "Contact dermatitis to training toilet seat (potty seat dermatitis)." Pediatric Dermatology 35, no. 4 (May 29, 2018): e251-e252. http://dx.doi.org/10.1111/pde.13534.

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Larue, Lionel, and Irwin Davidson. "Front seat and back seat drivers of melanoma metastasis." Pigment Cell & Melanoma Research 24, no. 5 (September 26, 2011): 898–901. http://dx.doi.org/10.1111/j.1755-148x.2011.00905.x.

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Nemire, Kenneth. "Warning signs to fasten seat belts result in higher rates of rear seat belt use in rideshare vehicles." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 63, no. 1 (November 2019): 2046–50. http://dx.doi.org/10.1177/1071181319631515.

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Using seat belts reduces traffic injuries and fatalities. Passengers in the rear seat typically use their seat belts less often than drivers or front-seat passengers. Seat belt use in the back is even less frequent in vehicles for hire such as taxi cabs and rideshare vehicles than in private passenger vehicles. This observational study of adult passengers video-recorded in rideshare vehicles in San Francisco found that a sign mounted at rear passenger seated eye level, and that warned of the risks of failing to wear a seat belt, resulted in significantly higher rates of seat belt use than for rear seat passengers not exposed to the warning sign. Results also showed that age, gender, and trip duration did not have a significant effect on rear seat belt use. Implications for future research and other countermeasures are discussed.

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Flanigan, Jessica. "Seat Belt Mandates and Paternalism." Journal of Moral Philosophy 14, no. 3 (June 22, 2017): 291–314. http://dx.doi.org/10.1163/17455243-46810050.

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Seat belt mandates seem like a paradigmatic case of justified paternalism. Even those who generally object to paternalism often concede that seat belt laws are justified. Against this near-consensus in favor of mandates, I argue that seat belt laws are unjust and public officials should not enforce them. The most plausible exceptions to a principle of anti-paternalism do not justify seat belt mandates. Some argue that seat belt mandates are not paternalistic because unbelted riders are not fully autonomous. Others claim that the decision to ride unbelted harms other people. Yet these attempts to defend seat belt mandates on non-paternalistic grounds cannot overcome the case against seat belt mandates. I therefore conclude that even seat belt mandates are unjust. With this comprehensive case against seat belt mandates, I demonstrate the more general difficulties in justifying any form of coercive paternalism.

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Rankin, Jeffery W., and Richard R. Neptune. "The Influence of Seat Configuration on Maximal Average Crank Power during Pedaling: A Simulation Study." Journal of Applied Biomechanics 26, no. 4 (November 2010): 493–500. http://dx.doi.org/10.1123/jab.26.4.493.

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Manipulating seat configuration (i.e., seat tube angle, seat height and pelvic orientation) alters the bicycle-rider geometry, which influences lower extremity muscle kinematics and ultimately muscle force and power generation during pedaling. Previous studies have sought to identify the optimal configuration, but isolating the effects of specific variables on rider performance from the confounding effect of rider adaptation makes such studies challenging. Of particular interest is the influence of seat tube angle on rider performance, as seat tube angle varies across riding disciplines (e.g., road racers vs. triathletes). The goals of the current study were to use muscle-actuated forward dynamics simulations of pedaling to 1) identify the overall optimal seat configuration that produces maximum crank power and 2) systematically vary seat tube angle to assess how it influences maximum crank power. The simulations showed that a seat height of 0.76 m (or 102% greater than trochanter height), seat tube angle of 85.1 deg, and pelvic orientation of 20.5 deg placed the major power-producing muscles on more favorable regions of the intrinsic force-length-velocity relationships to generate a maximum average crank power of 981 W. However, seat tube angle had little influence on crank power, with maximal values varying at most by 1% across a wide range of seat tube angles (65 to 110 deg). The similar power values across the wide range of seat tube angles were the result of nearly identical joint kinematics, which occurred using a similar optimal seat height and pelvic orientation while systematically shifting the pedal angle with increasing seat tube angles.

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Findley, Daniel J., Morgan Sanchez, and Timothy Nye. "Estimating the Effect of Standard Enforcement of a Rear Seat Belt Law for Rear Seat Fatality Prevention." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 33 (July 31, 2018): 67–77. http://dx.doi.org/10.1177/0361198118790131.

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Data were collected from the NHTSA’s Fatality Analysis Reporting System to analyze the link between primary enforcement of rear seat belt use and injury severity in fatal vehicle collisions. Specifically, this study predicted the amount of fatalities that may have been prevented had there been standard enforcement of a rear seat belt law in effect. Previous literature concludes that increasing seat belt use will decrease injury severity in collisions and the primary enforcement of seat belts laws will increase seat belt use by approximately 14%. This study recorded and compared the number of rear seat fatalities in states that did and did not have primary enforcement laws for rear seat occupants. The results indicated that, on average, for every properly restrained rear seat fatality there are 0.45 more rear seat fatalities in states without primary enforcement than states with primary enforcement. It also predicts that the states that do not practice standard seat belt enforcement could have seen approximately 772 to 1,032 fatalities prevented from 2011 to 2015, had there been primary rear seat belt enforcement. This corresponds to an estimated national crash cost savings of $8.6 billion, or $1.7 billion annually.

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Park, Dong Hwan, Jae Jung Yun, Hyun Duk Moon, and Tae Gil Lee. "The Development of Seat Track Parts Using Shape Freeze in UHSS." Journal of The Korean Society of Manufacturing Technology Engineers 26, no. 1 (February 15, 2017): 59–65. http://dx.doi.org/10.7735/ksmte.2017.26.1.59.

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Wada, Chikamune, and Shuichi Ino. "Study of the Relationship Between Sit-to-Stand Activity and Seat Orientation." Journal of Advanced Computational Intelligence and Intelligent Informatics 21, no. 2 (March 15, 2017): 337–41. http://dx.doi.org/10.20965/jaciii.2017.p0337.

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Sit-to-stand (STS) activity from a chair is an important motion in daily life. Some commercial products assist with STS activity in toilet use. These products control seat orientation by changing three parameters, i.e., seat height, tilt, and shift in a forward-backward direction. The reason for selection of these three parameters for seat orientation control has not been reported. Moreover, there are no reports on the best combination of these parameters. Therefore, in this study, we investigated the relationship between ease of STS activity and seat orientation during STS activity. We found that seat tilting provided good support for STS activity when the seat was in a high position (0.55 m), and shifting the seat forward provided good support for STS activity when the seat was higher than 0.45–0.55 m.

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Sien, Dieltiens, D’hondt Jordi, Marc Juwet, Keivan Shariatmadar, and Mark Versteyhe. "Design and Calibration of an Instrumented Seat Post to Measure Sitting Loads While Cycling." Sensors 20, no. 5 (March 3, 2020): 1384. http://dx.doi.org/10.3390/s20051384.

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Traditional instrumented seat posts determine context-induced seat loads to analyze damping properties. This paper presents an enhanced instrumented seat post able to measure all six load components to resolve user-induced seat loads. User-induced cycling loads consist of all loads the user applies to the bicycle during cycling and is measured at the steer stem, the seat post, and the pedals. Seat loads are essentially uncharted territory, as most studies only address pedal loading to study cycling technique. In this paper, a conventional seat post is redesigned by equipping it with a u-shaped component and strain gauges. The instrumented seat post is straightforward thanks to (i) the simple design, (ii) the gravitational calibration method, and (iii) the permitted clearance on the strain gauge alignment. Analyzing mean seat loading in function of the pedal cycle can provide extra insights into cycling technique and the related injuries. It is an interesting addition to the universally adopted method of utilizing singular pedal loads.

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Lee, Seunghoon, Jangwoon Park, Kihyo Jung, Xiaopeng Yang, and Heecheon You. "Development of Statistical Models for Predicting a Driver’s Hip and Eye Locations." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 61, no. 1 (September 2017): 501–4. http://dx.doi.org/10.1177/1541931213601610.

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Regression equations for estimation of a driver’s hip location (HL) and eye location (EL) using the driver’s anthropometric and posture variables have been developed for US drivers. However, those equations are limited to US drivers and do not include seat adjustment variables (e.g., cushion angle) that may affect a driver’s HL and EL. The present study developed statistical models for prediction of a driver’s HL and EL using seat configurations including (1) fore-aft seat position, (2) seat height, (3) seat back recline angle, and (4) seat cushion angle. Driving postures of 23 Korean drivers (10 females and 13 males) were measured in a seating buck after adjusting seat configurations according to their preferences. The seat configurations, HLs, ELs, and joint angles of the participants were collected by a motion capture system. HL and EL prediction models based on the seat configurations and driving postures were developed by stepwise regression. The proposed models showed high accuracy (adj. R2 = .83 ± .13, RMSE = 19.1 ± 4.2 mm) in prediction of HL and EL. The performance difference between the seat configuration- and posture-based models was not statistically significant. The proposed seat configuration-based models can be used for accurate estimation of a driver’s HL and EL for occupant packaging layout design.