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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>DYNAMIC RIDE QUALITY INVESTIGATION FOR PASSENGER CAR</title>
      <link>https://trid.trb.org/View/498041</link>
      <description><![CDATA[In this study the ride values of passenger cars are investigated for Korean subjects based on the vibration of the human bodies. When three subjects are excited by driving a vehicle on the road, their responses of acceleration are measured at 12 points on their bodies according to Griffin's 12 axis system: 3 translational axes on a seat surface, 3 rotational axes on a seat surface, 3 translational axes at the seat back, and the 3 translational axes at the feet. Since one of the most important parameters for ride comfort is the level and duration of the root mean square acceleration experienced, the following ride values are evaluated for four different vehicles: the seat effective amplitude transmissibility (SEAT), the component ride value, and the overall ride value based on acceleration root mean square. For this purpose, frequency weighing functions and axis multiplying factors are used. The ride indices are also studied considering the seat dynamic characteristics with subjects. (A) For the covering abstract of the conference see IRRD 492369.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498041</guid>
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    <item>
      <title>DESIGN OF A HYBRID DRIVER MODEL</title>
      <link>https://trid.trb.org/View/498032</link>
      <description><![CDATA[In this paper a hybrid driver model is described which has been developed at the University of Karlsruhe Institute for Industrial Information Systems (IIIT) in Germany. After a short introduction into the subject, an overview is given about the human information perception and processing. A concept is presented which adapts the human behaviour to a realistic driver model. The developed driver model is composed of a queueing network and two Generalized Predictive Control (GPC) controllers. For the purpose of simulation three different driver types are defined, and simulation results are discussed. (A) For the covering abstract of the conference see IRRD 492369.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498032</guid>
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    <item>
      <title>SEATING PHYSICAL CHARACTERISTICS AND SUBJECTIVE COMFORT: DESIGN CONSIDERATIONS</title>
      <link>https://trid.trb.org/View/498034</link>
      <description><![CDATA[The seating comfort is one of the most important indices that determine the performance of automotive seat. A subjective evaluation has been the general method for seating comfort evaluation of automotive seat. In this study, it is attempted to determine a method for objectively evaluating seating comfort. The paper discusses design parameters for automotive seats intended to meet the objectives: comfort. The body pressure distribution for automotive seat, objective technique, is investigated and compared with the subjective evaluation. In addition, the paper reports the results of a study comparing the subjective assessment with physical characteristics.The results show that the body pressure distribution and physical characteristics can be used as the objective technique for seating comfort evaluation. (A) For the covering abstract of the conference see IRRD 492369.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498034</guid>
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    <item>
      <title>A FIELD STUDY OF DISTANCE PERCEPTION WITH LARGE-RADIUS CONVEX REARVIEW MIRRORS</title>
      <link>https://trid.trb.org/View/498043</link>
      <description><![CDATA[This empirical study was designed to investigate the effects of mirrors with large radiuses (up to 8900 mm). Subjects' distance perceptions for objects seen in large-radius rearview mirrors were measured by magnitude estimation in a static field setting. The results indicate that: (1) overestimation of distance continues to decrease as mirror radius increases beyond 2000 mm; and (2) that the overestimation continues to be substantially lower than would be predicted from a model based on image minification and reduction of visual angle. However, even at the longest radius examined in this experiment (8900 mm) the overestimation of distance (8%) is not small enough to be dismissed definitively as trivial. Because various learning effects and changes in driver strategy may compensate for the distortion of distance perception, this does not necessarily mean that convex mirrors of any radius are unsafe. But it suggests that: (i) even for convex mirrors with very long radiuses, the gain in quantity of field of view provided by the convexity comes with a nontrivial cost in quality of field of view; and (ii) that the tradeoff between these two characteristics must still be considered in designing optimal mirrors. (A) For the covering abstract of the conference see IRRD 492369.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498043</guid>
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      <title>THE EFFECTS OF REGIONAL COMPLIANCE AND INSTANTANEOUS STIFFNESS ON SEAT BACK COMFORT</title>
      <link>https://trid.trb.org/View/498039</link>
      <description><![CDATA[It is necessary to thoroughly understand how the occupant-seat interface affects the perception of comfort to facilitate the design and validation of comfortable automotive seats. Previous studies indicated that the local supporting properties of the seat back, namely the regional compliance and regional stiffness, play a significant role in the perception of seat comfort. The purpose of this study was to investigate the effects of these properties on perceived comfort. The study used five production seats as test samples. The regional force-deflection properties of the seats were tested, and eighteen participates subjectively evaluated the seats for the perception of seat back compliance and stiffness. The quantitative and subjective test data was used to examine the relationships between the local supporting properties of the seat back and the perception of seat comfort. Based on the testing procedures, recommendations for regional stiffness and lumbar prominence were made. (A) For the covering abstract of the conference see IRRD 492369.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498039</guid>
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    <item>
      <title>HUMAN FACTORS IN DRIVING, VEHICLE SEATING, AND REAR VISION: PAPERS PRESENTED AT THE 1998 SAE INTERNATIONAL CONGRESS &amp; EXPOSITION, DETROIT, MICHIGAN, USA, FEBRUARY 23-26, 1998</title>
      <link>https://trid.trb.org/View/495918</link>
      <description><![CDATA[This Special Publication 'Human factors in driving, vehicle seating, and rear vision (SP-1358)' includes papers from three sessions of the 1998 SAE International Congress & Exposition, held in Detroit, Michigan, USA, February 23-26, 1998. One aim of this publication is to inform seat and automotive interior designers and engineers of the recent activities in seating comfort issues. The papers in this context focus on industrial practice in seating comfort enhancement. The majority of current research in rear vision involves non-planar rearview mirrors and their effects on drivers. The publication also contains papers involving human factors in driving. For example, three models of driver behaviour or positioning are included. For abstracts of the relevant papers presented at the conference see IRRD 492370-492392.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/495918</guid>
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    <item>
      <title>AN IMPROVED SEATING ACCOMMODATION MODEL WITH APPLICATION TO DIFFERENT POPULATIONS</title>
      <link>https://trid.trb.org/View/498033</link>
      <description><![CDATA[In this paper a new approach to driver seat position modeling is presented. The equations of the Seating Accommodation Model (SAM) separately predict parameters of the distributions of male and female fore/aft seat position in a given vehicle. These distributions are used together to predict specific percentiles of the combined male and female seat position distribution. The effects of the following vehicle parameters are reflected in the prediction of mean seat position: seat height, steering-wheel-to-accelerator pedal distance, seat cushion angle, and transmission type. The mean and standard deviation of driver population stature are included in the prediction for the mean and standard deviation of the seat position distribution, respectively. SAM represents a new, more flexible approach to predicting fore/aft seat position distributions for any driver population in passenger vehicles. Model performance is good, even at percentiles in the tails of the distribution. (A) For the covering abstract of the conference see IRRD 492369.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498033</guid>
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    <item>
      <title>BINOCULAR DISPARITY IN ASPHERICAL MIRRORS</title>
      <link>https://trid.trb.org/View/498044</link>
      <description><![CDATA[This paper describes a method for quantifying the binocular image disparity in aspherical mirrors. The method involves measuring images in the mirror in angular degrees with respect to the driver's eye. Binocular image disparity is defined as the percent change in angular image size seen by the driver's right eye versus left eye. Four types of targets were used to measure disparity: vertical linear and horizontal linear (one dimensional) targets, area (two dimensional) targets, and volume (three dimensional) targets. Three eye to target distances were analyzed: 2000 mm, 4000 mm, and 6000 mm. Four aspherical mirrors were analyzed. The method characterizes aspherical mirrors in terms of the maximum binocular image disparity and the maximum rate of change in binocular image disparity. Binocular image disparity was largely unaffected by target distance. The square area target was recommended over the other target types. (A) For the covering abstract of the conference see IRRD 492369.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498044</guid>
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    <item>
      <title>ELECTRONIC SOUND IN AUTOMOBILE AND SOUND FEELING</title>
      <link>https://trid.trb.org/View/498029</link>
      <description><![CDATA[This research is aimed at investigating how human being feels to a variety of electronic sound, and describes the relation between human feeling and physical characteristics of sound. The study investigated how physical parameters of sound effect to the human feeling via evaluation experiments.Relations were found between the human auditory feeling and the physical characteristics of the sound. A guideline was shown of how to design a variety of electronic sound that satisfy the given human feeling specifications. (A) For the covering abstract of the conference see IRRD 492369.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498029</guid>
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    <item>
      <title>A COMPARISON TEST OF TRANSMISSIBILITY RESPONSE FROM HUMAN OCCUPANT AND ANTHROPOMETRIC DUMMY</title>
      <link>https://trid.trb.org/View/498036</link>
      <description><![CDATA[A lot of work has been conducted in laboratory research in order to specify the human dynamic comfort of seat vibration. From the seating manufacturer's perspective, the author proposed a test method to measure the seat ride comfort by using a spring-mass dummy which was designed to match the human response in low frequency in vertical direction. A hydraulic table was employed as the excitation source to the occupied seat. Two seat samples, both measured with human occupants before, were used for this study. For simplicity and comparison, a sweep sine signal in vertical direction was used as the excitation signal. The transmissibility results measured of the dummy loaded seat were compared to those of human occupants. In the paper, a continuing effort focused on correlating the vibration response from dummy occupied seat to that from human occupied seat. A consistent relation was shown between the two measurements. The results provide a promising analysis tool that can be very helpful in seat prototype design to improve ride comfort. (A) For the covering abstract of the conference see IRRD 492369.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498036</guid>
    </item>
    <item>
      <title>EVALUATION OF COMFORT PROPERTIES WITH COVERING TEXTILES OF CAR SEATS</title>
      <link>https://trid.trb.org/View/498035</link>
      <description><![CDATA[In this study material and properties of seat cover were investigated in order to help develop desired seat covers. The results showed that woven seat cover was used most widely, but the luxurious and soft textured leather seat cover was preferred. Low electrostatic propensity, high moisture transport, high resistance to soil, good cushion, and comfortable warm-cool sensation, mainly comfort properties were demanded for seat covers. These properties were evaluated for three types of currently used seat covers: leather, woven, and pile knit. New apparatus were manufactured to measure moisture transport and warm-cool sensation. There were differences between seat covers. For leather seat cover, water vapour transmission was the lowest and warm-cool sensation was the coolest. Electrostatic propensity was the highest for woven seat cover. Woven and pile knit seat covers would be easily soiled by water-soluble soil. (A) For the covering abstract of the conference see IRRD 492369.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498035</guid>
    </item>
    <item>
      <title>NOISE ABSORPTION OF AUTOMOTIVE SEATS</title>
      <link>https://trid.trb.org/View/498040</link>
      <description><![CDATA[In this study seat covers made from textiles, leather and vinyl were evaluated for noise absorption. The textiles included woven velours, pile knits and flat wovens. The noise absorption of the covers and the corresponding seat assemblies was tested by the reverberation room method per ASTM C423. The effect of different foams was also tested. For the leather and vinyl covers, the effect of perforation was evaluated. Test results showed distinctive differences between textiles and leather/vinyl with cloth seats having superior noise absorption. Even among the textiles, there are significant differences. Core foam densities affect the characteristics as well.For pile fabrics (woven velours and pile knits), the size of the pile fibre does not affect the acoustic characteristics of the seat. Also, no significant difference was observed between a bonded seat and a conventional (cut and sew) seat. (A) For the covering abstract of the conference see IRRD 492369.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498040</guid>
    </item>
    <item>
      <title>SCHOOL BUS VISIBILITY: DRIVER'S FIELD OF VIEW AND PERFORMANCE OF MIRROR SYSTEMS ON A CONVENTIONAL LONG-NOSED SCHOOL BUS</title>
      <link>https://trid.trb.org/View/498049</link>
      <description><![CDATA[This report presents the results of the driver's field of view and the performance of six crossview and two sideview mirror systems on a conventional long-nosed school bus. It also contains an evaluation of the image quality of the crossview mirrors in terms of the angular length and width of their reflected images. The field of view measurements and the image quality evaluation were done at two driver eye locations: one representative of the cyclopian view of a 95th percentile adult male, and the other one representative of the cyclopian view of a 5th percentile adult female. The term "blind spot" was defined as meaning any area that could not be seen directly by the driver. None of the crossview mirrors on the bus performed adequately in that they did not eliminate the blind spots and provide good quality images to the front and sides of the bus. No crossview mirror reflected all the cylinders along the rear axle, and where they were viewed, the image quality was not always acceptable. The Double Nickel sideview mirror system had a narrower field of view than the mirrors installed by the bus manufacturer. Although the image quality of the sideview mirror systems was not formally evaluated, the Double Nickel had better image quality. (A) For the covering abstract of the conference see IRRD 492369.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498049</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF AN IMPROVED DRIVER EYE POSITION MODEL</title>
      <link>https://trid.trb.org/View/498028</link>
      <description><![CDATA[Society of Automotive Engineers (SAE) Recommended Practice J941 describes the eyellipse, a statistical representation of driver eye locations. Eye position data collected recently at University of Michigan Transportation Research Institute (UMTRI) suggest that the SAE J941 practice could be improved. SAE J941 currently uses the SgRP (vehicle seating reference point) location, seat track travel (L23), and design seatback angle (L40) as inputs to the eyellipse model. However, UMTRI data show that the characteristics of empirical eyellipses can be predicted more accurately using seat height, steering wheel position, and seat track rise. A series of UMTRI studies collected eye location data from groups of 50 to 120 drivers with statures spanning over 97 percent of the United States population. Data were collected in thirty-three vehicles. Significant and consistent differences were observed between eye position data collected before and after driving, indicating that actual driving is an important protocol feature for accurate measurement of driver eye position. In six vehicles, eyellipses obtained with two-way and six-way seat track travel were only slightly different. On average, drivers select seatback angles that are about 1.6 degrees more upright than design seatback angles. Stepwise regression techniques were used to identify the vehicle variables that have important effects on the distribution of driver eye locations. (A) For the covering abstract of the conference see IRRD 492369.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498028</guid>
    </item>
    <item>
      <title>SITUATION FOR OCCURRENCE OF TRAFFIC ACCIDENTS AT DUSK AS SEEN FROM THE STANDPOINT OF THE VIEWING ENVIRONMENT</title>
      <link>https://trid.trb.org/View/498030</link>
      <description><![CDATA[This paper describes an investigation on whether the change in the viewing environment at dusk has a connection with the occurrence of traffic accidents, by statistical analysis of traffic accident data in Japan. In the paper, dusk is considered to be a time period of civil twilight which is about 30 minutes in Tokyo. The target area is limited so that the time period for dusk would be basically the same time. As a result, the author could not recognize a tendency for traffic accidents to occur with special frequency in the dusk period. In addition, an analysis was performed in terms of the drivers' ages (drivers in their 20s, 40s, and 65 years or over). Judging from traffic accident data, the author could not confirm a tendency toward more frequent traffic accidents at dusk in any of the age groups, including drivers of advanced age. (A) For the covering abstract of the conference see IRRD 492369.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498030</guid>
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