IJSRD - International Journal for Scientific Research & Development| Vol.

2, Issue 08, 2014 | ISSN (online): 2321-0613

Study and analysis of automotive seating system riser design &

development for M1 category vehicle
Mr Mayur Muthe1 Mr N. K. Kamble2
1
M.E student
1,2
Department of Production Engineering
1,2
D.Y. Patil College of Engineering Akurdi, Pune
Abstract— Seat is a sub system of automobile or vehicle. It Sheet metal/stamped riser is produced by thin steel
is the main aggregate in a vehicle, which impacts the sheet; the thickness varies from 0.8 mm to 2.0mm. It is
visibility, comfort, safety for the occupant. H-point plays produced by stamping, piercing, forming, clinching or
vital role in seat system design & occupant safety. As a part processes like bending. Depending on strength requirement
of vehicle development, requirement raised is to have local embosses or deformations incorporated/designed.
elevated H-point to have better visibility & control for In tubular type riser, it is produced by steel tubes.
occupant. Use of carryover seat with minimum part Numbers of steel tubes are welded to each other to form
alterations is a challenge. After studying all relative factors, riser frame. Processes like tube cutting, bending, flattening
it has been decided to integrate carry over seat with BIW by etc. Tubular riser is bolted to vehicle. Sheet metal formed
addition of seat riser member. This paper speaks about bracket can be welded to tubular frame or tube may be
design and development of seat riser member for automotive flattened locally for bolting.
seat. In many cases Seat adjusting sliding mechanism, or
Keywords: Automotive parts, Seating system, Riser Design, slider, height adjuster mechanisms is fitted on the riser. Belt
Validation buckle can be mounted on the riser which is one of the
safety features.
I. INTRODUCTION Riser is also accountable for H-point and occupant
The occupant position in a vehicle is constraint by complete comfort. [2]
seat. To locate all components in the vehicle, the three
dimensional reference systems are used. It relates the seat III. RISER DESIGN
system and other component designs to the total vehicle. Statement of requirement (SOR) provides requirement for
The reference system allows the identification of points of the design and development of new seat, information about
interest, such as the driver‟s eye location, seating reference vehicle class, regulatory requirement needs to comply with,
point, and the centre line of the vehicle. H-Point is defined vehicle environment in terms of input parameters.
with respect to three dimensional systems, to locate seat in a SAE J1100 endorsed exercise defines a uniform set
vehicle. It is also known as seating reference point (SGRP). of interior and exterior dimensions for all automotive
All the seating components are designed with respect to H- vehicle class like LUV, MUV, HCV etc. it also tells about
point. The new version has elevated H-point by 40mm, the references to be considered to define manikin position
results in changed relations with surrounding & BIW. To like eyellips, accelerated heel point, head roof clearance,
maintain relation with BIW and with minimum alterations, torso angle, passenger heel point. By using this information,
seat riser has been identified as a member with measure Vehicle reference point, H point can be derived which in
modifications. turn assists to vehicle aggregate packaging. For seat system
This paper speaks about procedure followed for positioning SGRP (Seating reference point) is defined.
new riser design, theoretical calculations for load Benchmarking study delivered the current trend in
requirement, finite elements analysis for the concepts seat system design & risers. The features that can be
designed, its correlation with each other. The seat riser include into the riser, riser mountings, seat belt anchorages,
member is finalized on the basis of correlation done. It manufacturing process used for riser. No of Mechanisms
explains the development procedure for riser member with like recliner & slider (track) available in the market & can
sheet metal processing. be used as per specifications required.
After getting proto sample for riser member & get For trimmed out seat (The completely finished seat
assembled with complete seat, it enlighten the validation consists of seat frame, foam & trim), the riser member
procedure in compliance with regulatory requirement. After should facilitates the location & provision to assemble or
observing validation results, it concludes by fulfilling the attach the seat trim to the seat frame. J-Type, C Type & L-
requirement. type retainers are some of the attachment with which we can
assemble seat trim to the seat frame. The appropriate feature
II. RISER – SEAT STRUCTURAL MEMBER needs to be design at riser plate by considering the assembly
Riser plays significant role in deciding the mounting and sequence & sheet metal design and process constraints.
total height of seat. Riser plays significant role in load path, From the SOR, information received is as follows.
load is transferred from complete seat to vehicle floor (1) Vehicle class, Region where Vehicle to be
through riser. It is most important metal part in frame or launched.
structure. It is of two types by means of material, stamped or (2) Elevated H- Point.
sheet metal riser and second is tubular riser. (3) Seat mounting points.
(4) Track angle.

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 Study and analysis of automotive seating system riser design & development for M1 category vehicle
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(5) Accelerated Heal point. for vehicle from customer. Design phase has given various
(6) Cushion angle. riser alternatives. Design process is done by software like
(7) Weight targets. Catia V5 R19. During analysis, FEA is done and compared
(8) Regulatory requirements. the results to come to finalize the riser design. Analysis will
After evaluating the above information, it has been use software like hyper mesh; LS dyna. In development
judged that, carry over seat with integration of riser will phase, riser prototype has been produced. Then Validation
fulfil the requirement. Figure 1 shows desired output for of riser according to regulation has been done.
seat.

Fig. 3: Flow Diagram: Methodology

The above image shows the methodology followed
to accomplish the objective of the project.
The work content for riser design can be broadly
divided in to, the literature review, data collection, design,
analysis, development and validation. The methodology
followed is as follows. To achieve desired results, work has
been distributed further in following steps. Each step is
explained in detail in forthcoming sections.
Regulations need to be consider to design &
develop seat riser are ECE R14, ECE R16, ECE R17.
Fig. 1: Concept requirement. ECE R14 speak about
Concept layout has been designed to fulfil the (1) Least No of seat belt anchorages required for front
requirement as shown in figure 2. & rear seat for M & N category vehicles.
(2) Permitted zones for the seat belt anchorages.
(3) Describes threaded anchorage holes for Seat belt
anchorage mounting.
(4) Inspection & measurement methods & devices for
seat belt anchorages.
(5) General test requirement & procedure.
Detail summary, ECE R 14 is as below.
This Regulation is relevant to safety-belts
anchorages & anticipated for adult occupants for forward-
facing or rearward-facing seats in vehicles. This regulation
considers vehicles of Categories M and N.
A. The position of anchorages is discussed in following
section.
Assume Points L1 and L2 are the lower efficient belt
anchorages. Point C is a point situated 450 mm uprightly
Fig. 2: Concept Layout. above the R Point. However, if the Distance S as defined is
As a product engineer, need to understand not less than 280 mm and if the alternative formula BR =
production process, assembly sequence for seat, 260 mm + 0.8 S specified is chosen by the manufacturer, the
predominantly for riser & its environment parts. Design upright distance between C and R shall be 500 mm. The
considerations by taking production & manufacturing angles α1 and α2 are correspondingly the angles between a
process into account, must be followed while designing the horizontal plane and planes perpendicular to the median
riser. longitudinal plane of the vehicle and passing through the
Point H and the Points L1 and L2.
IV. METHODOLOGY S is the space in millimetres of the efficient upper
The work content for riser design can be divided in to, belt anchorages from a reference Plane P parallel to the
reviews the literature, data collection, design, analysis, longitudinal median plane of the vehicle defined as follows:
development and validation. The tentative methodology is If the seating arrangement is well- described by the
as follows shape of the seat, the Plane P shall be the middle plane of
In the literature review, related information has this seat.
been collected from reference books, training material and B. In the absence of a well-described position
journal papers. In data collection, information is collected The Plane P for the chauffer‟s seat is an upright plane
from literature review and from statement of requirements corresponding to the median longitudinal plane of the

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 Study and analysis of automotive seating system riser design & development for M1 category vehicle
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vehicle which passes through the middle of the steering- the value of angle α1 may be below the minimum (30°)
wheel in the plane of the steering-wheel rim when the predetermined above, provided it shall be equal to or greater
steering-wheel, if adjustable, is in its middle position. than 20° in any ordinary position of use. Refer annexure-2.
The Plane P for the front outboard occupant shall G. Position of the efficient Upper Belt Anchorages
be symmetrical with that of the driver. In addition to above, If a device analogous to strap guide or strap guide is used
general provisions to position anchorages needs to be which influences the position of the efficient upper belt
consider anchorage, this location shall be calculated in a conventional
C. Anchorages for safety-belts shall be so planned, made manor by bearing in mind the position of the anchorage
and positioned as to when the longitudinal centre line of the strap goes through a
Enable the installation of a appropriate safety-belt. The belt Point J1defined sequentially from the R Point by the
anchorages of the front outboard positions shall be suitable subsequent three segments:
for safety-belts incorporating a retractor and pulley, taking RZ: a part of the torso line considered in an upward
into deliberation in particular the strength characteristics of direction from R and 530 mm protracted;
the belt anchorages, unless the manufacturer provides the ZX: a part normal to the median longitudinal plane
vehicle equipped with other types of safety-belts which of the vehicle, considered from Point Z in the track of the
incorporate retractors. If the anchorages are appropriate only anchorage and 120 mm long;
for particular categories of safety-belts, reduce to a lowest XJ1: a part normal to the plane defined by lines RZ
amount the risk of the belt's skidding when worn perfectly. and ZX, considered in a forward direction from Point X and
Shrink to a minimum the risk of strap damage due 60 mm long.
to touch with sharp rigid parts of the vehicle or seat Point J2 is calculated by symmetry with Point J1
structures. about the longitudinal vertical or Y0 plane passing through
Facilitate the vehicle, in normal use, to comply the torso line of the manikin situated in the considered seat.
with the provisions of this Regulation. The efficient upper anchorage shall lounge under
For anchorages which take up dissimilar positions the Plane FN, which runs normal to the longitudinal middle
to allow persons to enter the vehicle and to restrain the plane of the seat and makes an angle of 65° with the torso
occupants, the specifications of this Regulation shall apply line. The angle may be minimizing to 60° in the case of rear
to the anchorages in the effective restraint position. seats. The Plane FN shall be so located as to meet the torso
D. Minimum number of anchorages to be provided line at a Point D such that,
Every vehicle in Categories M and N must be equipped with DR = 315 mm + 1.8 S. ----------------------------Eq-1.1
safety-belt anchorages which assure the needs of this
Regulation.(Exception: M2 & M3 Category Vehicles). However, when S ≤ 200 mm, then DR = 675 mm.
The anchorages of a harness belt system accepted as a S- The efficient upper belt anchorage shall lounge at
type belt (with or without retractor(s)) according to the rear of Plane FK running normal to the longitudinal
Regulation No. 16 shall obey with the needs of Regulation middle plane of the seat & crossing the torso line at
No. 14, but the supplementary anchorage or anchorages 120°angle of at a Point B such that,
provided for the fitting of a crotch strap (assembly) are BR = 260 mm + S. ---------------------------------------Eq-1.2
exempted from the strength and position needs of this
Regulation. When S ≥ 280 mm, the maker may use at his
The least number of safety-belt anchorages for each judgment,
forward and rearward sided seating location shall be BR = 260 mm + 0.8 S. ----------------------------------Eq-1.3
specified as in annexure-2.
The value of S shall be equal to or greater than 140 mm.
No part of the vehicle is in the reference zone, or
The efficient upper belt anchorage shall be
proficient of being in the reference zone when the vehicle is positioned to the back of a vertical plane normal to the
moving or parts of the vehicle surrounded by the said
middle longitudinal plane of the vehicle and passing through
reference zone fulfils the energy absorption test mentioned
the R Point.
in Regulation No. 80.
The efficient upper belt anchorage shall be
E. Position of the Belt Anchorages
positioned over a horizontal plane passing through Point C
The belt anchorages may be positioned entirely on vehicle as explained earlier. Refer annexure-1.
structure or entirely on the seat structure or distributed Any additional anchorage shall comply with above
between these regions.
mentioned requirements. Size of threaded anchorage holes:
F. Locality of the effective lower belt anchorage
threaded hole of 7/16 inch, an anchorage shall comprise of.
Vehicle class M1: first row or Front seats.
It shall be possible to disengage the safety-belt with no
In automotive vehicles of class M1 the angle L1- α1
damage to the anchorage.
(excluding buckle side) shall be constrained in the range of H. Seat Belt Anchorage (SBA) test for belt anchorages
30 to 80°and the respective angle for L2- α2 (buckle side) Subject to appliance of the requirements for securing the
shall be constrained in the range of 45 to 80°. Both angle
vehicle for SBA test., and at the demand of the
requirements shall be applicable for all usual travelling
manufacturer; the tests may be performed either on a vehicle
positions of the front seats. Where in any case one of the
structure or on a completely finished vehicle.
angles α1 and α2 is constant (e.g. anchorage mounted on the
I. ECE R16 speaks about
seat) in all usual positions of use, its angle shall be 60 ± 10°. The belt, which is the occupant‟s safety mechanism in an
In the case of adjustable seats with a mechanism provided
accident, there is a bigger test constraint.
for adjusting seat with a back frame angle of less than 20,

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(1) The durability of a belt, the tension for the speed,

angle, and the acceleration, is tested by cycle tests.
(2) In addition to a dynamic and static tensile test, the
habituation of all elements is tested for life, against
temperature variations, water and resistance to
dust.
J. ECE R17 speak about
(1) The strength of Seats & seat belt anchorages.
(2) Rear Parts of seat back & projection at the seat
looking from rear side.
(3) Inspection & measurement methods & devices for
seat belt anchorages.
(4) General test requirement & procedure. Fig. 4: Concept -1
K. Concept Design
The product design & development planning process mainly
involves three sub practices: conceptual, logical & physical.
Conceptual design is the method of gathering, investigating,
and prioritizing requirement and perspectives of the problem
and the solution, and then creating a representation of the
solution. It is the construction and exploration of new ideas.
Concept design is a systematic process in which certain
approach for the part design is defined by available
information, requirement through detailed layout. It helps to
analyze the interim part/ riser architecture.
Design a part which will fill the gap between
cushion and track is main requirement captured from the
requirement & packaging study. Also by benchmarking
Fig. 5: Concept -2
study the present trend is analyzed. The regulatory
requirement study gives apparent suggestion about the
important zones on the part & its strength required. With the
above inputs, concept needs to be design.
The constraints considered for riser concept are
design position of seat. It consist of track position, track
angle, cushion angle, cushion position, type of recliner,
recliner positions, recliner mountings (recliner packaging),
and antisubmarine member position, cross tube position.
Towel Bar assembly, its working envelope also needs to be
involved in consideration.
Two Concepts designed one is tubular & other one
is stamped member. By considering regulatory & packaging
requirement stamped member has been finalized. By
improving section modulus in the area where loading Fig. 6: Concept -3
impacts, three concepts designed for stamp member with
reference to above constraints. The concepts use same L. Engineering Calculation
mounting points, almost same anchorage point & packaging Hand calculations are a vital part of an engineer‟s work
points. The concept varies from one another by thickness, when scoping out projects and checking FEA calculations.
form, weight. Refer below images for concepts designed. Before begin with a complex simulation model, a first pass
The concepts then tabularized to have comparative calculation using fundamental equations can invariably
idea on the basis of different parameters. Figure 4 to 6 shorten the overall product development and assessment
shows different concepts designed. cycle. Additionally, as basic user mistakes can easily occur,
it is always vital to undertake a „reality check‟ on the results
Proposal No Material Weight (Kg) from an FEA analysis.
1 E34, 1.6mm Thk 0.632 In previous section, three concepts designed.
Before going to FEA, a hand calculation gives fare idea &
2 E34, 1.6mm Thk 0.663 confidence for our design. FEA is nothing but simulation
3 E34, 1.6mm Thk 0.745 model by constraining the design & applying known load
Table 1: Concept comparison case.
After gathering the information for requirement, we
have strength requirement, material requirement, and seat
weight requirement. We can build a model or can define
load cases at different conditions.

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Considering the worst case for Riser, it plays vital For seat with integrated seat belts, the longitudinal
role in frontal crash. This is by considering that one of the load on the riser member will be calculated as follows.
seat belt anchorage points is on the [Link] riser exposed to ( ) * ( ) ( )+
different loads in frontal crash. Loads are the result of seat
weight, manikin weight, and inertia. Riser should sustain the -------Eq-1.6
above load & should transfer the weight to vehicle body ( )
through mounting points. In frontal crash, seat should
perform by withstanding the manikin & sear weight with Taking 20% safety factor over the requirement, the
inertia. It should exhibit antisubmarine effect to manikin so longitudinal load will be
that, manikin should not jumped out from the seat. Seat belt ( ) ( )----------- Eq-1.7
anchorages experience the load because of the manikin
weight & seat back. This load condition can be simulated by In this case, one side seat belt anchorage is on the
Seat Belt Anchorage (SBA) test as specified in ECE R14. vehicle body (BIW). So peel load becomes,
By having load values &application condition, we can ( ) * ( ) ( )+ -------Eq-1.8
formulate the load case & can have a formula to evaluate the
riser behaviour under the load condition.
Following section provides the approach to get Taking 20% safety factor over the requirement, the
different load acting on the riser & the resultant stresses peel off load will be
developed at different locations. From which we can ( ) ( )---------Eq-1.9
determine the failure modes/ areas in the riser.
As per regulation, three loads acts on front or self- In this case, one side seat belt anchorage is on the
standing seat for seat belt anchorage test. The loads act as vehicle body (BIW). So longitudinal load becomes,
shown in figure 7 ( ) * ( ) ( )+ --
-------Eq-1.10
( )
Taking 20% safety factor over the requirement, the
longitudinal load will be
( ) ( )----------Eq-1.11

The above loads indicate force values will be

acting on complete seat.
Seat is symmetrical about longitudinal seat centre
plane & all seat components & mountings also symmetrical
about longitudinal seat centre plane. We can take advantage
with going forward, to save time & material cost, we can
factories the load.
As seat is symmetrical about longitudinal seat
centre plane, seat back has dual sided recliner which in turn
transfers seat back load symmetrically to cushion frame.
So we can consider that the load due to seat mass
will get distributed into two.
In this case, seat mass load can be resolved into
two. So longitudinal load becomes,
Fig. 7: Loads acting on seat on account of ECE R 14
In this case we need to calculate load on riser ( ) * ( ) ( )+
member which is a result of load dues to seat anchorages --------------Eq-1.12
and the load because of seat mass. ( )
Assume the track angle is 0º from horizontal, the Taking 20% safety factor over the requirement, the
belt loads are 10º from horizontal, the 20 times weight load longitudinal load will be
is also 0º from horizontal, and the seat weight is 11.2 kg ( ) ( )-------Eq-1.13
(112 N).
For seat with integrated seat belts, the peel off load For calculating strength of the seat riser member,
on the riser member will be calculated as follows. the stresses induced in the body can be calculated as
follows.
( ) * ( ) ( )+ . -----Eq-1.4 Because of axial force, normal stress will be,
( ) -----------------Eq-1.14
Taking 20% safety factor over the requirement, the
peel off load will be The three concepts analysed as per above load calculations.
( ) ( )------------------Eq-1.5 M. Finite Element Analysis (FEA)
Finite element analysis (FEA) is a process of obtaining
solution by using computers for engineering problems.
Engineering structures that have intricate geometry and

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loads, are either very complicated to analyse or have no modelling this contact than with seatbelt elements is the use
theoretical resolution. But, in FEA, a structure of intricate of membrane elements for the belt in this region only.
type can be easily analyzed. Commercial FEA programs,
Propos Plasti Von Max %
written so that a user can solve an intricate engineering
problems without knowing the principal equations or the al c misse Displaceme Improveme
mathematics; the user is required only to identify the No strai s nt nt
boundary conditions and geometry of the structure. FEA n stres along – X,
software offers a complete solution together with % s mm
deflections, stresses, reactions, etc. Numerical solutions to (Mpa
even very complex stress problems can now be obtained )
normally using FEA. 1 56.3 891.3 120 _____
FEA plays very significant role in automotive 5
industry. Because of computerization of the analysis, it
2 25.89 532.3 99.25 40.27
saves the lot of efforts in terms of time & material. It
provides or helps to identify behaviour in actual scenario
4
without constructing it. As one of the significant automotive 3 21.5 489.0 32 8.13
aggregate, seats are analysed individually by FEA to know 1
its response in crash & in unusual circumstances. It also Table 3: FEA results comparison for Longitudinal load.
helps to know whether it comply with regulatory Images on next page shows riser component
requirement or not. behaviour under LS-Dyna simulation for proposal no 3
In general, FEA consists of three measure steps. Proposa Plastic Von Max %
(1) Pre-processing or Structure Modeling.
l strain misses Displace Improveme
(2) Solving or Analysis.
(3) Post-processing.
No % stress, ment nt
The European ECE R14 categorizes the vehicles on (Mpa) along –
basis of their maximum allowed weights and obligates them X, mm
to sustain different loads reliant on their weight. Refer table 1 94 76.4 1.84 ______
below. 2 58 71.5 1.78 6.41
3 21 44.15 1 38.25
ECE R 14 load value
Table 4: FEA results comparison for Peel load.
Load
Load Load
Load at hold
in kN application
time
Shoulder As fast as 0.2
13.5±0.2
Block possible Second
As fast as 0.2
Lap Block 13.5±0.2
possible Second
Complete 20 x Seat As fast as 0.2
seat CG weight±0.02 possible Second
Table 2: ECE R14 test loads
Evaluated against Abaqus the main complexity in
LS-Dyna simulations is not the modelling of the loading
system, though these have to done with care too, but to
suppress un-wanted dynamic effects. Setting a global
damping constant is an well-organized method for this
purpose, but the damping value has to be preferred with
respect to the relevant Eigen modes of the structure. If the
load application time, the holding time and the damping
constant are properly chosen a balanced state can be
reached.
With LS-Dyna one can use the built-in capacities to
model the entire load application system. Seatbelt and
slipping elements are used to replicate the belts not in
contact with other parts of the structure. The region where
belts and loading devices are in contact, have to be handled
with special care. As mentioned earlier, slip between the
loading device and the seatbelt is allowed, so that the load
has to be transferred over a contact condition between belt
and body block. A numerically more robust method of

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 Study and analysis of automotive seating system riser design & development for M1 category vehicle
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tabularized & correlated with each other. The results found

shows good correlation between each other.
The complete seat features have been defined. The
new riser component designed to integrate carry over seat
with BIW, as per the requirement
The validation or the physically tested seat with
deformation observed & results are discussed through table
6.
Fig. 8: LS Dyna Simulation results-proposal-3 For the comparison between computations and test
results an existing driver seat chosen. As per ECE 14 full
loads of 13.5 kN have to be applied. ECE R14 also demands
Max Stresses
Max Stresses developed to consider seat weight, only this test was performed. Due to
developed
Proposal No. By Calculations the high loads one can expect large deformations at
By FEA
(Mpa) anchorages of the body in white. Indeed, large deformations
(Mpa)
at the slipring occur, but no breakdown of the structure. The
comparison between LS-Dyna simulations and the test
1 757.61 891.35 results show a superior correlation of the overall
2 471.12 532.34 deformations of the riser and also of the local deformation at
the anchorage points of seatbelts and seats.
3 442.55 489.01
FEA
Table 5: Engineering calculations & FEA results correlation
Table 5 shows that option no three is best suitable Engg.
Physical
among the three proposals Calcu. Pl. V-M Max
Pro. Validation
N. Physical Validation (Mpa) strain stress Displac
For the analysis done by FEA & by engineering hand No
% (Mpa) mm
calculations, we predicted the actual behaviour of
component & its probable failures may occur. From past
1 757.61 56.3 891.3 131 -
experience & with the help of physics we resolved the
forces to solve the load case. But it is necessary to know the
2 471.12 25.89 532.34 102 -
product behaviour at actual scenario & loading conditions.
To solve this purpose, Physical validation is next step to be Comply with
performed. 3 442.55 21.5 489.01 36
regulation.
Physical Validation is a process which analyses the
physical product in definite environment under the actual Table 6: Results comparison for conclusion.
loading & surrounding conditions for the pretended From the above section, reached to the conclusion
designed product. It gives actual product behaviour or that New designed riser will accomplish the requirement for
results under which under which we have imagined it should elevated H-point.
perform. It has been concluded that the integrated seat with
To make the test samples for physical validation, new riser component complies with regulatory requirement
after manufacturing the riser part, it has been assembled to and can be productionized as per requirement.
complete seat. The H-point inspection in accordance with
ECE R 17 with all other basic quality checks has been done VI. FUTURE SCOPE
after assembling the complete seat. This seat is then ready to As per regulatory standard, current riser design has been
get mounted on Test rig specially designed to perform seat developed & validated. But as per OEM‟s specification,
belt anchorage test. additional requirements are, seat should comply with are as
The seat has been tested and validated at certified follows.
regulatory validation agency. The test result has to be (1) Slant Durability- for 1Lakh Cycles
prepared in form of graph. (2) 45°side Durability
(3) Torsional rigidity.
Load as mentioned in the regulation is applied to
the seat belts through traction devices. Seat is mounted on To check whether riser is complying with above
the test bed. The traction devices as shown in annexure-7 are requirements, respective forces need to be resolve for hand
fastened to the seat with the help of seat belts. The SBA test calculations. Dynamic FEA needs to be done accordingly.
carried away as per procedure mentioned in ECE R 14.
VII. ACKNOWLEDGMENT
V. RESULTS & DISCUSSION: We would like express our sincere gratitude to Mr V. A.
The seat with newly developed riser has been validated for Kulkarni (HOD, Production Engineering Dept. DYPCOE,
seat belt anchorage test to comply with ECE R14. Akurdi) & Mr Hemant Joshi, Programme Manager Tata
The results received from Engineering Technologies for their valuable support and giving us
Calculations, FEA & physical validation has been opportunity to present this paper in international forum.
Their guidance helped us in all time for writing this paper.
We have further more thanks to the colleagues of TATA

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 Study and analysis of automotive seating system riser design & development for M1 category vehicle
(IJSRD/Vol. 2/Issue 08/2014/066)

Technologies Ltd. Pune for their valuable support and

guidance for completing this paper.

REFERENCES
[1] IES, “Seat design”, book on training material,
Engineering services & consultancy practice,
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ltd, Dec 2000.
[2] T.C Fai, F. Delbressine and M. Rauterberg “Vehicle
seat design: state of the art and recent development”
the Federation of Engineering Institutions of Islamic
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[3] Giandomenico Caruso, “Mixed Reality System for
Ergonomic Assessment of Driver‟s Seat”, The
International Journal of Virtual Reality, Vol10 (2):69-
79/2011
[4] Irene Kamp a, b,* “The influence of car-seat design
on its character experience”, The International
Journal of Applied Ergonomics, Vol43:329-335/2012
[5] ECE, E.C.E. Regulation no. 14, uniform provisions
concerning the approval of vehicles with regard to
safety-belt anchorages, iso fix anchorages systems
and iso fix top tether anchorages
Rev.1/Add.13/Rev.3/Amend.2, April 2004.
[6] ECE, E.C.E. Regulation no.17, uniform provisions
concerning the approval of vehicles with regard to the
seats, their anchorages and any head
restraintsRev.1/Add.16/Rev.4/July 2002.
[7] ECE, E.C.E. Regulation no.22, uniform provisions
concerning the approval of vehicles with regard to
their interior
fittings,Rev.1/Add.20/Rev.2/Amend.2/March 2003.
[8] Klaus Hessenberger” Strength Analysis of Seat Belt
Anchorage According to ECE R14 and FMVSS” 4th
European LS-DYNA Users Conference, Crash /
Automotive Applications II.
[9] Tamara ReidBush*, Phaedra E. Gutowski, “An
approach for hip joint center calculation for use in
seated postures,” Journal of Biomechanics,
Vol36:1739–1743/2003.

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