Definition and determination of the bus oscillatory comfort zones |
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| Affiliation: | 1. University of Belgrade, Faculty of Transport and Traffic Engineering, Vojvode Stepe 305, 11000 Belgrade, Serbia;2. University of Belgrade, Faculty of Mechanical Engineering, Kraljice Marije 16, 11120 Belgrade 35, Serbia;3. University of Kragujevac, Faculty of Mechanical and Civil Engineering in Kraljevo, Dositejeva 19, 36000 Kraljevo, Serbia;1. Division of Surgical Clinic III - General and Trauma Surgery, Hospital das Clínicas, University of Sao Paulo, Brazil;2. Departament of Surgery, University of Sao Paulo, School of Medicine, Brazil;1. Department of Emergency Medicine, Rio Grande Hospital, Del Norte, Colorado;2. Partners in Health, Ebola Response, Boston, Massachusetts;1. Music and Audio Research Group, Graduate School of Convergence Science and Technology, Seoul National University, Seoul, Republic of Korea;2. Advanced Institutes of Convergence Technology, Suwon, Republic of Korea;1. University of Sannio, Benevento, Italy;2. University of Padua, Padua, Italy |
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| Abstract: | The paper defines “equal oscillatory comfort zones” as a novel concept in the sphere of the bus vertical dynamics. Oscillatory zones are determined using the original and validated oscillatory model of the intercity bus and comfort criteria according to the international ISO 2631/1997 standard requirements. The bus spatial oscillatory model with 65 degrees of freedom (DOF) was built in the ADAMS/View module of the multibody software package MSC.ADAMS. The model was excited by two different real road surfaces: poor asphalt-concrete and good asphalt-concrete pavements, registered at the speed of 64 km/h and 90 km/h respectively. It was found by simulation that oscillatory zones with different comfort assessments exist in the bus. The most comfortable oscillatory zone is in the middle part of the bus (between the front and the rear axle), whereas the least comfortable oscillatory zone is on the rear bus overhang. For the purpose of the ride comfort harmonization, using Design of Experiments (DOE) analysis, new oscillatory parameters are proposed for passenger seats which do not ensure satisfactory oscillatory comfort level. It is concluded that harmonization of oscillatory comfort for all bus passengers could be achieved for good asphalt-concrete excitation. For the poor road excitation it is possible to achieve significant improvement of comfort, especially for the assistant driver and passengers in the bus rear overhang. On a poor asphalt-concrete pavement, by using the proposed seat oscillatory parameters, the allowed exposure time for vertical whole body vibration would be considerably extended.Relevance to industryOscillatory comfort has a particular importance for users of intercity buses traveling longer distances. Comfort assessment of each bus user and mapping of comfort zones can indicate the individual seat and group of the seats on which the oscillatory comfort is reduced. Proper selection of seat oscillatory parameters can improve users comfort. Results of such an analysis can significantly help bus designers and manufacturers in order to improve and harmonize oscillatory comfort on the whole vehicle platform. |
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| Keywords: | Bus oscillatory comfort ISO 2631 Oscillatory zone Simulation Road roughness ADAMS/View |
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