Development of a shear measurement sensor for measuring forces at human–machine interfaces

A method for calculating vector forces at human-mattress interface during sleeping positions utilizing image registration

The vector forces at the human-mattress interface are not only crucial for understanding the distribution of vertical and shear forces exerted on the human body during sleep but also serves as a significant input for biomechanical models of sleeping positions, whose accuracy determines the credibility of predicting musculoskeletal system loads. In this study, we introduce a novel method for calculating the interface vector forces. By recording indentations after supine and lateral positions using a vacuum mattress and 3D scanner, we utilize image registration techniques to align body pressure distribution with the mattress deformation scanning images, thereby calculating the vector force values for each unit area (36.25 mm × 36.25 mm). This method was validated through five participants attendance from two perspectives, revealing that (1) the mean summation of the vertical force components is 98.67% ± 7.21% body weight, exhibiting good consistency, and mean ratio of horizontal component force to body weight is 2.18% ± 1.77%. (2) the predicted muscle activity using the vector forces as input to the sleep position model aligns with the measured muscle activity (%MVC), with correlation coefficient over 0.7. The proposed method contributes to the vector force distribution understanding and the analysis of musculoskeletal loads during sleep, providing valuable insights for mattress design and evaluation.

Hygro-thermo-mechanical performance of wheelchair cushion technologies in the prevention of pressure ulcers and moisture-associated skin damages

This study aims at investigating the effects of three different wheelchair cushion technologies at the patient-wheelchair interface. To this end, eight participants were recruited to remain in an unrelieved seated position on a wheelchair successively equipped with three different cushions (foam, air-cell-based and gel), for a duration of 45 min. Interface pressure, temperature (measured with infrared thermography) and relative humidity were measured at the seat interface, at different timestamps. Experimental results show that foam cushion is significantly more efficient in reducing contact peak pressure (p < .01), while the gel cushion displays higher heat evacuation capabilities. In terms of relative humidity, no significant difference is observed among the three technologies (p > .29): all of them evacuate around only 10% of the total humidity compared to the reference situation (i.e., without cushion). Besides, a complementary numerical simulation corresponding to the steady state of the patient-wheelchair structure clearly highlights the temperature volume field at the underside of the seat, which acts like a thermal barrier and contributes to heat accumulation. Besides, an air flow at the underside of the chair in motion is shown to significantly reduce heat accumulation.

Development of a shear force measurement dummy for seat comfort

Seat comfort is one of the main factors that consumers consider when purchasing a car. In this study, we develop a dummy with a shear-force sensor to evaluate seat comfort. The sensor has dimensions of 25 mm × 25 mm × 26 mm and is made of S45C. Electroless nickel plating is employed to coat its surface in order to prevent corrosion and oxidation. The proposed sensor is validated using a qualified load cell and shows high accuracy and precision (measurement range: -30-30 N; sensitivity: 0.1 N; linear relationship: R = 0.999; transverse sensitivity: <1%). The dummy is manufactured in compliance with the SAE standards (SAE J826) and incorporates shear sensors into its design. We measure the shear force under four driving conditions and at five different speeds using a sedan; results showed that the shear force increases with speed under all driving conditions. In the case of acceleration and deceleration, shear force significantly changes in the lower body of the dummy. During right and left turns, it significantly changes in the upper body of the dummy.