[雙語(yǔ)翻譯]車輛工程外文翻譯--汽車座椅的舒適模型（英文）

1、Comfort model for automobile seat Lizandra da Silva a,*, Silvana Ligia Vincenzi Bortolotti b ,Izabel Carolina Martins Campos a,c and Eugenio Andrés Díaz Merinoa aFederal University of Santa Catarina - UFSC,

2、SC, Brazil. bTechnological Federal University of Paraná - UTFPR, PR, Brazil. cState Secretary of Administration's Office Abstract. Comfort on automobile seats is lived daily by thousands of drivers. Epistem

3、ologically, comfort can be understood under the theory of complexity, since it emerges from a chain of interrelationships between man and several elements of the system. This interaction process can engender extreme co

4、mfort associated to the feeling of pleasure and wellbeing or, on the other hand, lead to discomfort, normally followed by pain. This article has for purpose the development of a theoretical model that favours the comfo

5、rt feature on automobile seats through the identification of its facets and indicators. For such, a theoreti- cal study is resorted to, allowing the mapping of elements that constitute the model. The results present a co

6、mfort model on automobile seats that contemplates the (physical, psychological, object, context and environment) facets. This model is ex- pected to contribute with the automobile industry for the development of improve

7、ments of the ergonomic project of seats to increase the comfort noticed by the users. Keywords: comfort, ergonomics, automobile, seat, model Corresponding Author. Campus Universitário –Trindade –Fpolis –SC –Brasil.

8、 Cx Postal 476. CEP 88040900. Tel. +55 48 37217104; Fax: +55 48 37217032; Email: lizandrafisio@deps.ufsc.br. 1. Introduction The automobile seat represents a workspace that should provide the occupier adequate posi

9、tioning so he can perform his driving task while attending sev- eral safety criteria while also being acceptable re- garding the driver’s need for comfort [23]. Comfort is considered such an important feature on the au

10、to- mobile seat [9] that automotive industries use them to distinguish their products from those of their com- petitors [17]. Comfort is defined as a convenience or wellbeing experienced by the final user while using

11、 a product or just after using it [36]. In contrast, discomfort is re- lated to experiencing pain and the feeling of weight. [38] which comes man and his physiological, psy- chological wellbeing or all together, are as

12、sessed in the wrong [31]. A product cannot be regarded as comfortable in it- self, but it becomes comfortable (or uncomfortable) when it is used, when it goes through the person’s perception about the experience und

13、ergone. In this matter, the user will decide whether a product is comfortable or not or if it leads to discomfort. This complicates the creation of comfort because it is not known how each individual will react to a p

14、roduct [37]. It is not impossible to project a comfortable auto- mobile seat, but for that it is necessary to consider aspects that influence the driver’s experience of com- fort. To promote the maximum comfort the p

15、roposi- tion of explanatory models is necessary, making known what is unobservable, giving ergonomics sci- entific status [5]. In this regard, the article means to develop a theo- retical model of comfort on automobil

16、e seats, allow- ing a performance of the phenomenon with the iden- tification of facets and indicators, main elements in- fluencing the driver’s perception of comfort. 1.1. Comfort on automobile seat Thousands of people

17、daily realise the comfort or discomfort on their automobile seat, especially driv- ers who work for long hours. Comfort on automobile seat is a multifaceted phenomenon and its mapping contributes to making it understo

18、od [21, 12]. Work 41 (2012) 295-302 DOI: 10.3233/WOR-2012-0172-295 IOS Press 2951051-9815/12/$27.50 © 2012 – IOS Press and the authors. All rights reservedport to the driver’s back leading to the presence or abs

19、ence of lumbar support; as well as the kind of upholstery (i.e., canvas versus vinyl). These indica- tors can affect the muscle activation: the shear force between soft tissues and this does not affect only the driver

20、’s perception of comfort but also his feeling of fatigue [16]. The muscle activity at its maximum contributes for the perception of comfort, for if force on the volun- teer muscles (those controlled by central nervous

21、 system) needed for keeping a seated posture, are ele- vated, there will straightaway be an increased percep- tion of discomfort [17]. That physiological degrada- tion and fatigue can reduce the driver’s performance on

22、 automobiles. The evolution of fatigue, discomfort and performance rates of people seated in two differ- ent kinds of car seats, with and without vibration, have pointed out that the performance was reduced when indiv

23、iduals were on an uncomfortable seat with vibration, making clear the evolution of discomfort [11]. One of the most common approaches developed on automobile seats is based on the measurement of pressure on the inte

24、rface seat/man [29, 9, 24, 23, 25, 17]. This kind of technology, generally through tac- tile sensors, enables a variety of experiences to be accomplished in real time. A greater uniformity on the distribution of pres

25、- sure and a lower peak of pressure, and a wider and more symmetric contact surface imply an improve- ment of comfort on the seat. The shear stress from the contact contributes for the perception of seat dis- comfort b

26、y individuals who spend a lengthy time in the seating position, because it brings damage to the soft tissues and can lead to the formation of ulcers or tissue necrosis [17]. The comfort parameters mostly mentioned in

27、 the literature are: seat/man rate of contact pressure; high- est seat/man contact pressure; size of the seat/man contact area and extent of the of the seat/man contact area symmetry. All these parameters quantifying

28、 comfort are based on measurements for the distribu- tion of seat/man contact pressure on contact areas [16]. Kolich and Tabourn [24] have developed and vali- dated a step-by-step to find a global index of subjec- tive

29、 comfort, grounded on the characteristics of pres- sure on the seat interface, the passengers’ anthro- pometrics, the passengers’ demography and percept of the seat appearance. Such study has found the con- nection betw

30、een the objective measurements and the subjective perceptions of comfort, pointing out that the pressure on the seat interface can be used to dis- tinguish the seats. . Research by Kyung; Nussbaum; Babski-Reeves [25] h

31、as identified that the pressure on the seat/man interface has been more related to comfort than dis- comfort and they support the following recommenda- tions for the car seat projects: (1) lower rates of pres- sure on t

32、he buttocks and higher on the back, and (2) balanced pressure among buttocks, upper part and lower part of the body. Research by Ebe e Griffin [9] has identified that the seat samples that created less pressure were

33、 those related to a higher comfort rate than those with high- er total pressure. This study brought the conclusion that pressure under the ischiatic tuberosity can reflect on comfort factors or facets. As for the me

34、ntioned discomfort on body parts, Grabisch et al [14] have assessed drivers perception concluding that the most significant types of discom- fort were: super-heating, contraction and points of stiffness. Thus when a s

35、ingle discomfort such as su- perheating, contraction or point of stiffness appears, that is enough for a general discomfort to be felt. The body areas that prevailed in this study were: up- per part of the back and ar

36、ms. For Daruis, Deros and Noor [7] the spine was mentioned as the part of the body felt with more intensity in 60% of the cases, followed by the neck (56%) and lower back (44%). Another individual indicator of disco

37、mfort is the anthropometrics, science studying the measurements of the human body dimensions. It makes knowing the space volume possible and the possibility of reaching a goal through movement. Anthropometric measure

38、- ments are the starting point for concretely dimension- ing products, exposed to work environments that are suitable to the worker [1]. However, anthropometric criteria alone don’t guarantee comfortable automo- bile s

39、eats. Kolich [22] has studied comfort on auto- mobile seats through the preference of individuals in relation with anthropometric data. In this context, 12 people evaluated 5 different seats on compact car over short

40、periods of time. The characteristics of the seats were compared to the subjective answers and discrepancies have been found between the anthro- pometric criteria and the preferred lumbar height, seat width, cushion le

41、ngth and width. The comfort factor, or facet, that relate to the au- tomobile seat is explored in the literature by the fol- lowing indicators: height [25, 12], adjustment [12, 17, 29], position [23], properties of th