In 1998, nearly three million late night television viewers, tuned to
Germany's Stern TV, watched technicians scan the national beauty queen with a
laser-based, whole-body measuring system. Seconds later, after one pass, they
witnessed her three-dimensional digital twin as it appeared on computer.
The demonstration highlighted an ongoing survey known as CAESAR (Civilian
American and European Surface Anthropometry Resource). Administered by the
Society of Automotive Engineers (SAE), CAESAR is the first international
anthropometric survey to use a whole body scanner for data collection. As a
result, the project revises current human measurement databases with detailed,
high-resolution measurement of the body's surface.
Automotive design engineers, at least of the male persuasion, should find
these figures as fetching as Miss Germany's. Adapted into human modeling
software tools like RAMSIS and JACK, anthropometric surface data promise
improvements in driver positioning and safety, as well as interior layouts.
Indeed, human modeling is already impacting the manner in which cars are
Meet RAMSIS, Jack, and Jill
Fat, skinny, short, or tall--90 statistically based anthropometric types,
derived from any database, can be applied to RAMSIS software, TechMath's CAD
tool for ergonomic design. Developed in conjunction with the German automobile
industry, RAMSIS permits the integration of human modeling data into CAD systems
like Dassault's CATIA and SDRC's I-DEAS for simulating occupant motion
associated with tasks such as foot pedal operation, gear shifting, and control
Built-in algorithms can also analyze occupant comfort, field of vision, and
safety restraint routing, as well as verify adherence to pertinent global
standards. Using RAMSIS, engineers can perform extensive analysis of ergonomics
and design during the early stage of product development without physical
mockups. Structural features associated with the software include wire frame and
surface model depiction of the virtual human, kinematically correct joint
motion, and even different shoe models (for pedal design and position).
Similarly, Engineering Animation Inc. helps manufacturers design vehicle
interiors for optimal occupant comfort and performance with Jack OPT (Occupant
Packaging Toolkit). Like RAMSIS, EAI's Jack (and Jill, for female
anthropometrics) software inserts virtual humans into digital environments to
evaluate the ergonomics of design before building costly prototypes. Such tools
enable automotive design engineers to:
Scale humans using validated population databases
Perhaps engineers wish to see how the hand holds the steering wheel, or how
it grips the shifter from a certain seating posture? What if the driver is
wearing a bulky down parka? Programs within RAMSIS or Jack let the designer take
such considerations into account. Both tools, moreover, run on UNIX or Windows
Starting point for design
Design of a vehicle's interior layout begins with what the SAE calls the
Seating Reference Point, or SgRP. Placing the occupant's assumed hip center at
this point in space helps the seating design meet mandated safety regulations.
Included as part of the vehicle's CAD data, the SgRP must fall within an
envelope that accounts for design variables like cushion deflection and the
seat's range of motion (forward/back, up/down).
The corresponding point on the human model is the H-point, or point midway
between the model's hip joints. Based on the 50th percentile person,
and defined by the SAE, the hip center enables the designer to correctly
position the human model within the digital vehicle.
The designer's goal, explains Ernst Assmann, a group leader in the ergonomic
department at BMW, is to locate the H-point within the SgRP envelope. "A smaller
model might be situated at the envelope's forward end, while a big person could
be at the back end, but the H-point must correspond to the seat reference
To match the H-point and SgRP, the designer imports the appropriate CAD data
into the Human Modeling software. In one portion of the screen, the CAD data
describes the vehicle layout in 2D, 3D, wireframe, or solids. The same-scale
human model, incorporating the desired anthropometrics, resides elsewhere on the
With a click of the mouse, the Human Modeling software superimposes the two
drawings, matching H-point and SgRP. Once the model is positioned correctly
within the digital vehicle, simulation software will accurately determine
ergonomic realities such as headroom, leg room, access to controls, and
interference with hand brake application or other operational movements.
"For those automakers that are looking to cut weeks, or even months, off
their development cycles," observes John Carlton, human factors engineer at
TecMath, "products like RAMSIS are going to be essential in reaching this goal."
What's next? Carlton claims human modeling systems that encompass virtual
reality tools are enabling engineers to actually immerse themselves into the
digital design environment.
Cadavers, surrogates, and simulation
If you have considered donating your body to science upon death, perhaps you
should first picture this: An abrupt transfer of your abandoned husk from its
tranquil resting place in cold storage to the bright lights of an automotive
test facility. Technicians slice the body open, insert the appropriate
accelerometers and load cells, and seat the corpse in a prototype
vehicle--buckled up for safety, of course. Then they crash the car into a brick
wall. None of this hurts--you are already dead--but it could be a bit
disconcerting, even when viewed from the afterlife.
Yet vehicle safety depends on data from such activity. Captured by
instrumentation and high-speed video, and supplemented by input from human
volunteers and surrogates (i.e., physical dummies), crash test data helps
automotive engineers predict how occupants within a vehicle will move, what
parts of the vehicle they will impact, and how hard they will hit those parts
Real crash testing, however, is expensive. That's why safety design also
depends on importing mathematical models of crash dummies into software such as
MADYMO (MAthematical DYnamic MOdels), developed by TNO Automotive, headquartered
in Delft, The Netherlands.
Virtual dummies. MADYMO links the computerized dummies with
vehicle CAD data to perform crash simulation and safety analysis directly on the
computer, saving car manufacturers the time and expense of real crashes.
Simulation results, in turn, help engineers refine and improve real dummy
Because MADYMO allows Multibody and/or Finite Element Modeling (FEM), users
can create a wide variety of customized models to evaluate the effectiveness of
specific restraint systems--seat belts or air bags, for example.
Easy-to-generate Multibody systems can be simply described as rigid and flexible
bodies interconnected by various types of kinematic joints (revolute, spherical,
While current dummy models comprise dozens of parts, a simple mathematical
dummy model might have six parts: head, torso, left/right arm, and left/right
leg. The connecting joints accept an assigned stiffness in the form of
spring/damper systems. This quick, computationally efficient method of modeling
dynamic systems lends itself to large parametric design studies.
Finite Element capabilities have proven effective in modeling deformable
contact. MADYMO's explicit transient finite element solver includes a choice of
brick, shell, membrane, beam, and truss elements. Many material models are
available including metals, rubbers, fabrics, and foams.
A big advantage of MADYMO, says TNO Technical Support Engineer Rob Marshall,
is that both techniques can be blended to create the most efficient model for a
specific application. For example, the whole dummy might be defined by rigid
body modeling, while Finite Element Modeling details the seat belt.
"FEM is slow and requires a lot of computer time compared to Multibody
modeling. If a design requires 100 tests, 20 minutes Vs 20 hours per test is a
big difference. An efficient combination of multibody and FEM speeds the
Human modeling enhances the results of traditional crash testing by 1)
giving design engineers more data to create better biofidelic dummies, and
2) providing input for simulation via MAthematical DYnamic MOdeling
Virtual humans. Unfortunately, cadavers and dummies--real or
virtual--don't necessarily react in a crash situation like live victims. Even
human volunteers subjected to low-speed impact tests will tense up
involuntarily, skewing the collected data.
In addition, because crash testing is so very expensive, the procedure has
been limited to dummies and dummy models whose body sizes define the biggest
range of vehicle occupants, as well as the average size occupant. Specifically,
the 50th percentile male, the 5th percentile female, and
the 95th percentile male. This results in an incomplete set of data,
as TNO's Marshall explains:
"Right now, we might determine that in a frontal impact crash a certain car
performs great for the 50th percentile male, provides adequate
protection for the 5th percentile female, but is horrible for the
95th percentile man. Now, does that mean it is safe up until the
90th percentile and from 90 to 95 protection drops off? Or, does it
mean that the car's safety design is good to the 51st percentile and
everything between 51 and 95 is bad?"
Fortunately, mathematical models of real humans are beginning to complete the
picture. Substituting RAMSIS, JACK (main article), or the TNO Human Model for
mathematical models of crash-dummies, coupled with new methods of scaling, will
allow simulation of crash tests using a wide variety of body types and sizes.
Where will this research lead? Marshall predicts radical changes in vehicle
design as human mathematical models become ever more detailed.
'Does this suit make me look old?'
By Anna Kochan, Contributing Editor
In an attempt to develop vehicles adapted to the needs of older drivers, Ford
has developed a 'third-age' suit for its design teams. Looking like a cross
between a beekeeper's protective gear and an astronaut's space suit, the
third-age suit is made from materials that add bulk and restrict movement in
certain areas of the body, such as the knees, elbows, torso, and neck. It also
incorporates gloves which reduce the sense of touch and spectacles that simulate
Designers on the Focus, the first Ford car to benefit from the development,
wore the suit to assess the difficulty of getting in and out of a number of test
vehicles, as well as the ease of accessing controls. Phil Hale, a spokesman at
Ford, says this exercise resulted in significant design changes on the Focus.
"To get in and out of the Focus, you don't have to twist as much as you do on
other cars because the hip swivel point has been raised," he notes. Other
benefits: doors that open wider, rubber moldings over controls, and improved
Designed in collaboration with ICE Ergonomics, a wholly-owned subsidiary of
UK's Loughborough University, the third-age suit is based on videos that were
taken of volunteers getting in and out of cars. "These showed how older persons
entered and exited a car differently than younger people," confirms Sharon Cook,
principal consultant at ICE. "Using this information, together with existing
scientific knowledge about the aging process, we constructed the suit."