Fuzzy Logic Controlled Simulation in Regulating Thermal Comfort and Indoor Air Quality Using a Vehicle Heating, Ventilation, and Air-Conditioning System.

Conventional heating ventilation and air-conditioning (HVAC) controllers have been designed to mainly control the temperature of a confined compartment, such as a room or a cabin of a vehicle. Other important parameters related to the thermal comfort and indoor air quality (IAQ) of the confined compartment have often been ignored. In this project, IAQ in the vehicle cabin was represented by its carbon dioxide (CO2) concentration, and the occupants' thermal comfort levels were estimated with the predicted mean vote (PMV) index. A new fuzzy logic controller (FLC) was designed and developed using the MATLAB fuzzy logic toolbox and Simulink to provide a nonlinear mapping between the measured values, i.e., PMV, temperature, CO2, and control parameters (recirculation flaps, blower's speed, and refrigerant mass flow rate) of a vehicle HVAC system. The new FLC aimed to regulate both in-cabin PMV and CO2 values without significantly increasing overall energy consumption. To evaluate the effectiveness of the proposed FLC, a cabin simulator was used to mimic the effects of different HVAC variables and indoor/outdoor environmental settings, which represented the in-cabin PMV and IAQ readings. Results demonstrated that the new FLC was effective in regulating the in-cabin PMV level and CO2 concentration, at desirable levels, by adaptively controlling the opening and closing of the recirculation flap based on in-cabin temperature and CO2 readings, while maintaining an average-to-good energy consumption level. The proposed FLC could be applied to a large variety of HVAC systems by utilizing low-cost sensors, without the need to significantly modify the internal design of the HVAC system.

Effect of continuous auditory feedback (CAF) on human movements and motion awareness.

Continuous Auditory Feedback (CAF) can have profound effects when used to guide bodily movements. CAF is defined as auditory feedback that responds dynamically to continuous streams of data. A large number of studies have used CAF to communicate dynamic human efforts in the body. In contrast, this study uses motion sensor data at the knee and hip joints, which were converted to auditory sounds, to communicate the dynamic phases of walking gait through shifts in tonal brightness and loudness of two tones with harmonic relationships. As a proof-of-concept study, our aim was to determine if CAF mapped to hip and knee movements affects a person's gait. A total of 10 participants, five males and five females, participated in a gait analysis in a Biomechanics lab in relation to the various sound conditions. Quantitative results revealed that CAF has a significant effect on cadence. Notably, females had a higher cadence compared with males. Qualitative responses suggested that participants were aware of a relationship between the rotation of the knee and hip as the rise and fall of audio tonal brightness to concentrate or synchronize their gait. We defined this as a brightness-rotation relationship. Based on these findings, we propose future investigations to further understand and extend this brightness-rotation relationship and develop reliable models of CAF to support movement awareness for gait training and rehabilitation program. These investigations will inform future development of wearable systems of on-body sensing and auditory feedback for this awareness and rehabilitation.

Preventive strategy of flatfoot deformity using fully automated procedure.

A non-invasive, no radiation, out-of-hospital automated system is proposed to identify low arch integrated in the design and manufacturing of personalized orthoses using parametric modelling. The aim of the design process is to integrate assistive technology with assessment and prevent low arch progressing to a more serious case - flatfoot. In the automated procedure, we developed an assessment method including reliable thresholds of foot type classification and test protocol to reduce interferences due to preceding activities, an automation to translate scanned data into parametric design for orthotic customization, finite element model evaluating effectiveness of the personalized design, and a personalized comparative test to evaluate the long-term improvement of foot arch shape. Our low arch threshold established by subject-specific 3D models reduced the misclassification rate from 55%, as previously reported to 6.9%. Individuals who engaged in sedentary activity (i.e. sitting) had the greater change in arch height compared to active activity (i.e. standing and walking), which is more likely to affect the obtained measure. Therefore, a test protocol now states that participants are not allowed to sit over 100 min prior the measurement to reduce such interference. We have proposed and tested an automated algorithm to translate scanned data including seven foot's parameters into customised parametric design of the insert. The method decreases the required time of orthotic computer-aided design from over 3 h to less than 2 min. A finite element analysis procedure was additionally developed to assess the performance of geometries and material of designed orthotic based on the distribution of plantar pressure and internal stress. The personalized comparative assessment based on midfoot contact area was carried out periodically for follow-up and the orthotic could be re-designed if necessary. The proposed automated procedure develops a pre-screening system to distinguish low arch and provide preventatives before it becomes symptomatic. Furthermore, non-symptom flatfoot can be detected at early stages and referred to medics for further diagnosis or treatment.

Fit, stability and comfort assessment of custom-fitted bicycle helmet inner liner designs, based on 3D anthropometric data.

Research has demonstrated that a better-fitted bicycle helmet offers improved protection to the rider during an impact. Nowadays, bicycle helmets in the market that range in size from small/medium to medium/large might not fit the diverse range of human head shapes and dimensions. 3D scanning was used to create 3D head shape databases of 20 participants who volunteered for the study. We developed new custom-fitted helmet inner liners, based on the 3D head shape of two sub-groups of participants, to map their head sizes and contours closely to the conventional Medium (M) and Large (L) sizes as described in from AS/NZS 2512.1: 2009. The new custom-fitted helmet was compared with the helmet available in the market place in a dynamics stability test and from participants' subjective feedback. A significant reduction in the angle of helmet rotation on the headform in the lateral direction was recorded for the custom-fitted helmet. A Wilcoxon signed-rank test was conducted to evaluate participants' feedback on the helmets according to different area definitions. The overall fit and comfort and the top region of the new helmet were significantly improved. However, no difference was found at the significant level of 0.05 for the front and rear region of the new helmet.

3D digital headform models of Australian cyclists.

Traditional 1D anthropometric data have been the primary source of information used by ergonomists for the dimensioning of head and facial gear. Although these data are simple to use and understand, they only provide univariate measures of key dimensions. 3D anthropometric data, however, describe the complete shape characteristics of the head surface, but are complicated to interpret due to the abundance of information they contain. Consequently, current headform standards based on 1D measurements may not adequately represent the actual head shape variations of the intended user groups. The purpose of this study was to introduce a set of new digital headform models representative of the adult cyclists' community in Australia. Four models were generated based on an Australian 3D anthropometric database of head shapes and a modified hierarchical clustering algorithm. Considerable shape differences were identified between our models and the current headforms from the Australian standard. We conclude that the design of head and facial gear based on current standards might not be favorable for optimal fitting results.

The Helmet Fit Index--An intelligent tool for fit assessment and design customisation.

Helmet safety benefits are reduced if the headgear is poorly fitted on the wearer's head. At present, there are no industry standards available to assess objectively how a specific protective helmet fits a particular person. A proper fit is typically defined as a small and uniform distance between the helmet liner and the wearer's head shape, with a broad coverage of the head area. This paper presents a novel method to investigate and compare fitting accuracy of helmets based on 3D anthropometry, reverse engineering techniques and computational analysis. The Helmet Fit Index (HFI) that provides a fit score on a scale from 0 (excessively poor fit) to 100 (perfect fit) was compared with subjective fit assessments of surveyed cyclists. Results in this study showed that quantitative (HFI) and qualitative (participants' feelings) data were related when comparing three commercially available bicycle helmets. Findings also demonstrated that females and Asian people have lower fit scores than males and Caucasians, respectively. The HFI could provide detailed understanding of helmet efficiency regarding fit and could be used during helmet design and development phases.

Factors affecting motorcycle helmet use: size selection, stability, and position.

OBJECTIVES: One of the main requirements of a protective helmet is to provide and maintain appropriate and adequate coverage to the head. A helmet that is poorly fitted or fastened may become displaced during normal use or even ejected during a crash. METHODS: Observations and measurements of head dimensions, helmet position, adjustment, and stability were made on 216 motorcyclists. Helmet details were recorded. Participants completed a questionnaire on helmet usability and their riding history. Helmet stability was assessed quasistatically. RESULTS: Differences between the dimensions of ISO headforms and equivalent sized motorcyclists' heads were observed, especially head width. Almost all (94%) of the helmets were labeled to be compliant with AS/NZS 1698 (2006). The majority of riders were satisfied with the comfort, fit, and usability aspects of their helmets. The majority of helmets were deemed to have been worn correctly. Using quasistatic pull tests, it was found that helmet type (open-face or full-face) and the wearing correctness were among factors that affected the loads at which helmets became displaced. The forces required to displace the helmet were low, around 25 N. CONCLUSIONS: The size of the in-use motorcycle helmets did not correspond well to the predicted size based on head dimensions, although motorcyclists were generally satisfied with comfort and fit. The in vivo stability tests appear to overpredict that helmets will come off in a crash, based on the measured forces, tangential forces measured in the oblique impact tests, and the actual rate of helmet ejection.

Bicycle helmet size, adjustment, and stability.

OBJECTIVES: One of the main requirements of a protective bicycle helmet is to provide and maintain adequate coverage to the head. A poorly fitting or fastened helmet may be displaced during normal use or even ejected during a crash. The aims of the current study were to identify factors that influence the size of helmet worn, identify factors that influence helmet position and adjustment, and examine the effects of helmet size worn and adjustment on helmet stability. METHODS: Recreational and commuter cyclists in Sydney were surveyed to determine how helmet size and/or adjustment affected helmet stability in the real world. Anthropometric characteristics of the head were measured and, to assess helmet stability, a test analogous to the requirements of the Australian bicycle helmet standard was undertaken. RESULTS: Two hundred sixty-seven cyclists were recruited across all age groups and 91% wore an AS/NZS 2063-compliant helmet. The main ethnic group was Europeans (71%) followed by Asians (18%). The circumferences of the cyclists' heads matched well the circumference of the relevant ISO headform for the chosen helmet size, but the head shapes differed with respect to ISO headforms. Age and gender were associated with wearing an incorrectly sized helmet and helmet adjustment. Older males (>55 years) were most likely to wear an incorrectly sized helmet. Adult males in the 35-54 year age group were most likely to wear a correctly adjusted helmet. Using quasistatic helmet stability tests, it was found that the correctness of adjustment, rather than size, head dimensions, or shape, significantly affected helmet stability in all test directions. CONCLUSIONS: Bicycle helmets worn by recreational and commuter cyclists are often the wrong size and are often worn and adjusted incorrectly, especially in children and young people. Cyclists need to be encouraged to adjust their helmets correctly. Current headforms used in standards testing may not be representative of cyclists' head shapes. This may create challenges to helmet suppliers if on one hand they optimize the helmet to meet tests on ISO-related headforms while on the other seeking to offer greater range of sizes.

Evaluation of thermal and evaporative resistances in cricket helmets using a sweating manikin.

The main objective of this study is to establish an approach for measuring the dry and evaporative heat dissipation cricket helmets. A range of cricket helmets has been tested using a sweating manikin within a controlled climatic chamber. The thermal manikin experiments were conducted in two stages, namely the (i) dry test and (ii) wet test. The ambient air temperature for the dry tests was controlled to ~ 23 °C, and the mean skin temperatures averaged ~ 35 °C. The thermal insulation value measured for the manikin with helmet ensemble ranged from 1.0 to 1.2 clo. The results showed that among the five cricket helmets, the Masuri helmet offered slightly more thermal insulation while the Elite helmet offered the least. However, under the dry laboratory conditions and with minimal air movement (air velocity = 0.08 ± 0.01 ms(-1)), small differences exist between the thermal resistance values for the tested helmets. The wet tests were conducted in an isothermal condition, with an ambient and skin mean temperatures averaged ~ 35 °C, the evaporative resistance, Ret, varied between 36 and 60 m(2) Pa W(-1). These large variations in evaporative heat dissipation values are due to the presence of a thick layer of comfort lining in certain helmet designs. This finding suggests that the type and design of padding may influence the rate of evaporative heat dissipation from the head and face; hence the type of material and thickness of the padding is critical for the effectiveness of evaporative heat loss and comfort of the wearer. Issues for further investigations in field trials are discussed.