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Improved Methods Of Assessment Of Whole-Body Vibration Risk In Moving Vehicles

Jacek Kuczyński

Presented at the 50th United Kingdom Conference on Human Responses to Vibration

Improved Methods Of Assessment Of Whole-Body Vibration Risk In Moving Vehicles use GPS location and speed data to enhance the accuracy in line with ISO 2631-1 standards. New ISO 8041-2 vibration dosimeters make it possible to find high-risk areas by mapping simple vibration charts to specific locations. Speed information helps figure out how speed affects the risk of WBV exposure. This approach allows for the precise identification of “bad road conditions” and the analysis of speed-related exposure risks, facilitating targeted mitigation strategies.

How is whole-body vibration measured in vehicles?

How is whole-body vibration measured in vehicles

Whole-body vibration (WBV) in vehicles is primarily measured according to the guidelines outlined in ISO 2631-1, which emphasizes the inclusion of frequency content and changes in conditions over time in measurement reports. This standard suggests a comprehensive approach to capturing the dynamics of WBV exposure, taking into account both the intensity and variability of vibrations that individuals may experience in vehicles. Despite these detailed guidelines, traditional measurement practices often rely on data collected under reference conditions, without adequate consideration of variables such as vehicle speed and road quality. This approach can result in an inaccurate representation of actual vibration exposure levels, under- or overestimating them.

In response to these limitations, the appearance of advanced vibration dosimeters by ISO 8041-2 has revolutionized the assessment process by integrating GPS data to correlate specific locations with measured vibration levels. By plotting these data points on a map with color-coded routes indicating the magnitude of vibration, these tools offer a visually intuitive and precise method for assessing WBV risk. This innovative approach not only improves the accuracy of WBV exposure assessments by incorporating vehicle speed and route information but also provides a powerful means to predict A(8) vibration exposure – a metric for WBV assessment over eight hours. As a result, it significantly improves the reliability of WBV risk assessment in moving vehicles, enabling targeted interventions to mitigate exposure.

Table of Contents

Study: Assessment of Seat Vibration in Moving Cars Across Varied Road Conditions

The study used the SVANTEK SV 100A, a state-of-the-art ISO 8041:2 – compliant whole-body vibration exposure level meter, to measure seat vibrations in a Skoda Superb traveling on routes with varying road quality. The goal was to capture and analyze the vibrations felt on the seats as the vehicle passed between sections with poor and good road conditions. The SV 100A recorded time history of acceleration-weighted (aw) RMS and VDV values, along with unweighted 1/3 octave spectra, providing a detailed description of vibration levels throughout the trip.

In conjunction with the SV 100A, a smartphone installed in the vehicle cabin facilitated the acquisition of real-time GPS data, enabling the precise correlation of vibration measurements with vehicle location and speed. This integration of vibration data with geographic and speed variables allowed for a comprehensive analysis of the impact of road quality on seat vibration levels. The collected data was further processed in the Supevisor software, offering an accurate assessment of vibration exposure and its variability on different road sections, increasing the understanding of the impact of whole-body vibration on vehicle occupants.

SV100

Figure 1. SV 100A Wireless Whole-body Vibration Exposure Meter

Analysis of vibration exposure values in accordance to ISO 2631-1

The comprehensive analysis of vibration exposure in vehicles, conducted by ISO 2631-1 standards, unfolded in four steps, each building on the previous one to deepen our understanding and address the complexity of vibration exposure risks.

The first step involved assessing vibration exposure levels to identify increases in vibration magnitude. While this phase confirmed that vibration levels were indeed increasing, it left unresolved critical questions about the causes of this increase and the strategies needed to mitigate potential exposure risks.

Vibration exposure values calculated in Supervisor software

Figure 2. Vibration exposure values calculated in Supervisor software

Moving to the second step, the analysis delved into the time history of vibration magnitudes (awmax). This phase further quantified the increase in vibration levels but, like the first step, fell short of providing insights into the underlying reasons for these changes or suggesting effective interventions.

Time history of awx with different speeds

Figure 3. Time history of awx with different speeds

The third step was a turning point in the analysis, with awmax values plotted on a map to examine the relationship between vehicle speed, road quality and vibration amplitudes. It was observed that changes in vehicle speed on good-quality roads did not significantly affect vibration levels, indicating that infrastructure quality plays an important role in controlling vibration exposure. On the other hand, an increase in speed on poor-quality roads led to a significant increase in vibration magnitude, highlighting the impact of road conditions on vibration levels.

awmax values plotted on a map on a good quality road

Figure 4. awmax values plotted on a map on a good quality road

awmax values plotted on a map on a bad quality road

Figure 5. awmax values plotted on a map on a bad quality road

The fourth step of the study used 1/3 octave spectrograms to visually represent the increase in vibration on poor-quality roads. This approach provided a clear and detailed representation of how different road surfaces affect vibration frequencies and intensities, offering a more nuanced understanding of the factors contributing to elevated vibration levels.

Unweighted RMS values in 1-3 octave bands

Figure 6. Unweighted RMS(x) values in 1/3 octave bandsd

Conclusions

  1. The application of advanced vibration dosimeters equipped with GPS technology enabled a precise and comprehensive assessment of whole-body vibration exposure by correlating vibration data with specific locations and vehicle speeds.
  2. The resulting vibration plots on maps facilitated the identification of poor road conditions, while speed data contributed to a more accurate evaluation of exposure risks and potential mitigation strategies.
  3. Through these four steps, the study not only fulfilled the requirements of ISO 2631-1 but also advanced our ability to assess and address whole-body vibration exposure in moving vehicles effectively.

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