Reducing whole-body vibration and musculoskeletal injury with a new car seat design

Musculoskeletal Disorders Associated with Occupational Driving: A Systematic Review Spanning 2006–2021

Several occupations require workers to spend long periods of time driving road vehicles. This occupational task is associated with musculoskeletal disorders. The purpose of this review was to collate, synthesize, and analyze research reporting on musculoskeletal disorders associated with occupational driving, in order to develop a volume of evidence to inform occupational disorder mitigation strategies. A systematic search of academic databases (PubMed, EBSCO host, CINAHL, SPORTDiscus, and Web of Science) was performed using key search terms. Eligible studies were critically appraised using the Joanna Briggs Institute critical appraisal checklists. A Cohen’s kappa analysis was used to determine interrater agreement between appraisers. Of the 18,254 identified studies, 25 studies were selected and appraised. The mean critical appraisal score is 69% (range 38–100%), with a fair level of agreement (k = 0.332). The studies report that musculoskeletal disorders, most commonly lower back pain, is of concern in this population, particularly in truck, bus, and taxi drivers. Risk factors for these occupations include long hours in a sitting position, years in the profession, vehicle ergonomics, and vibration.

Preliminary comparison of vibration measurement accuracy between a low cost, portable acceleration measurement unit and a gold-standard accelerometer system

Characterization of Whole-Body Vibration (WBV) exposure is important for the development and evaluation of mitigation strategies for occupational WBV. However, barriers associated with cost and complexity limit widespread use of current gold-standard accelerometer (GSA) measurement systems. Small, simple, low cost Acceleration Measurement Unit (AMU) devices with built-in batteries and memory potentially allow for more efficient collection of WBV data, but the measurement accuracy of these devices need to be evaluated. Using known acceleration inputs generated by an accelerometer calibrator and field collected vibration profiles simulating real-world vibration exposures, the measurements of an AMU device and GSA system were compared. Analysis of accelerometer calibrator data showed no significant difference in weighted acceleration (A_w) measurements between the systems (mean difference -0.001 m/s², p = 0.95). In field collected vibration profile testing, differences in A_w measurements were small (0.06 m/s², 4.6%). These results suggest the AMU evaluated in this study may be acceptable for measuring occupational WBV.

A seated human model for predicting the coupled human-seat transmissibility exposed to fore-aft whole-body vibration

Occupant discomfort, induced by vibration transmitted through a vehicle seat, can be evaluated by measuring vibration on the contact interface between the occupant and seat. In the previous study (Ittianuwat et al., 2016), measuring five contact points of the back-backrest, including centre point (ISO 2631-1), was considered as an important factor for assessing occupant comfort in frequencies where seat structure resonances occur. To enhance occupant vibration comfort in the early seat design stage, predicting the dynamic response of the coupled human-seat system on various contact locations is necessary. In this study, a low order seated human body Finite Element (FE) model was developed for predicting vibration transmissibility of the human-seat system in frequencies up to 30 Hz. Throughout the optimization process, the parameters of the model were obtained by comparing measured transmissibilities of the occupied vehicle seat system. The human-seat system vibration modes were also compared and verified with measured data by calculating MAC (Modal Assurance Criterion). The results showed that two human body vibration modes coupled with foam were observed below 10 Hz, and two coupled human and seat structure fore-aft modes were observed at around 20.1 Hz and 21.9 Hz. Fore-aft transmissibility of the model at various locations of contact provided reasonable correlation with the measured data. The developed low order human model enables the prediction of the fore-aft transmissibility on various back-backrest contact locations up to 30 Hz. This showed the capability of improving occupant's vibration comfort by predicting transmissibilities of the human-seat system in the early stage of developing a new vehicle seat.

Factors affecting the perception of whole-body vibration of occupational drivers: an analysis of posture and manual materials handling and musculoskeletal disorders

Due to the high cost of conducting field measurements, questionnaires are usually preferred for the assessment of physical workloads and musculoskeletal disorders (MSDs). This study compares the physical workloads of whole-body vibration (WBV) and awkward postures by direct field measurements and self-reported data of 45 occupational drivers. Manual materials handling (MMH) and MSDs were also investigated to analyse their effect on drivers' perception. Although the measured values for WBV exposure were very similarly distributed among the drivers, the subjects' perception differed significantly. Concerning posture, subjects seemed to estimate much better when the difference in exposure was significantly large. The percentage of measured awkward trunk and head inclination were significantly higher for WBV-overestimating subjects than non-overestimators; 77 and 80% vs. 36 and 33%. Health complaints in terms of thoracic spine, cervical spine and shoulder-arm were also significantly more reported by WBV-overestimating subjects (42, 67, 50% vs. 0, 25, 13%, respectively). Although more MMH was reported by WBV-overestimating subjects, there was no statistical significance in this study.

PRACTITIONER SUMMARY

Self-reported exposures of occupational drivers are affected by many other cofactors, and this can result in misinterpretations. A comparison between field measurement and questionnaire was used to highlight the factors affecting the perception of drivers for whole-body vibration (WBV) exposure. Posture and musculoskeletal disorders influenced the perception of the similarly WBV-exposed drivers significantly.

Vehicle design influences whole body vibration exposures: effect of the location of the front axle relative to the cab

Using a repeated measure design, this study compared differences in whole body vibration (WBV) exposures among 13 drivers who drove a truck with the cab over the front axle (cab-over design) and a truck with the cab situated behind the front axle (non-cab-over design). The drivers drove both trucks over a standardized route that comprised three distinct segments: a freeway segment, a city street segment with stop-and-go driving (traffic lights), and a city street segment without traffic lights. A portable WBV data acquisition system collected tri-axial time-weighted and raw WBV data per ISO 2631-1 and 2631-5 standards. Simultaneous global positioning system (GPS) data were also collected to compare vehicle speeds. The GPS data indicated that there were no speed differences between the two vehicles. However, average and impulsive z-axis vibration levels were significantly higher for the cab-over design than for the non-cab-over design. In addition, significant WBV exposure differences between road types were found, with the freeway segments having the lowest exposures and the city street segments without traffic lights having the highest exposures. Vehicle type and the associated WBV exposures should be considered when purchasing vehicles to be used by full-time professional vehicle operators.

Whole body vibration exposures in forklift operators: comparison of a mechanical and air suspension seat

Using a repeated measures design, this study compared differences in whole body vibration (WBV) exposures when 12 forklift operators drove the same forklift with a mechanical suspension and an air suspension seat. A portable PDA-based WBV data acquisition system collected and analysed time-weighted and raw WBV data per ISO 2631-1 and 2631-5 WBV measurement standards. Tri-axial measurements of weighted vibration (A(w)), crest factor, vibration dose values, time-weighted average-peak, raw (+) peak, raw (-) peak and static compression dose (S(ed)) were compared between seats. There were significant differences in z-axis WBV exposures with the air suspension seat, yielding lower WBV exposures. In addition, there were differences between seats in how they attenuated WBV exposures based on the driver's weight. In the mechanical suspension seat, WBV exposures were weight-dependent, with lighter drivers having higher WBV exposures, whereas with the air suspension seat, the same trends were not as prevalent. STATEMENT OF RELEVANCE: This study contributes to the understanding of how different seat suspensions can influence WBV transmission and how some components of vibration transmission are dependent on the weight of the driver. Additional systematic studies are needed to quantify how various factors can influence WBV exposures.

Car driving with and without a movable back support: Effect on transmission of vibration through the trunk and on its consequences for muscle activation and spinal shrinkage

The aim of this study was to test the effect of a movable backrest on vibration transmission through the trunk during driving and on the physiological consequences thereof. Eleven healthy male subjects drove for about 1 h on normal roads with a movable and with a fixed backrest while surface electromyography (EMG) was measured at the level of the fifth lumbar vertebra (L5) and vertical accelerations were measured at the seat, backrest and at the spine at the levels of the second sacral vertebra (S2) and seventh cervical vertebra (C7). The movable backrest significantly reduced accelerations at C7 by up to 11.9% at the 5 Hz frequency band. The movable backrest also significantly reduced the coherence and transmission between S2 and C7 accelerations, but not the differential motion between these sensors. EMG at both sides of L5 was on average 28% lower when using the movable backrest. Spinal shrinkage was unaffected by backrest type. It is concluded that a movable backrest reduces the transmission of vibration through the trunk and that it reduces low back EMG. Car driving is associated with the risk of developing low back pain and this may be related to exposure to whole body vibration. This study found an effect of a simple ergonomics measure on the transmission of vibration through the trunk as well as on back muscle activation.

Modeling the mechanical consequences of vibratory loading in the vertebral body: microscale effects

Osteoporosis affects nearly 10 million individuals in the United States. Conventional treatments include anti-resorptive drug therapies, but recently, it has been demonstrated that delivering a low magnitude, dynamic stimulus via whole body vibration can have an osteogenic effect without the need for large magnitude strain stimulus. Vibration of the vertebral body induces a range of stimuli that may account for the anabolic response including low magnitude strains, interfacial shear stress due to marrow movement, and blood transport. In order to evaluate the relative importance of these stimuli, we integrated a microstructural model of vertebral cancellous bone with a mixture theory model of the vertebral body. The predicted shear stresses on the surfaces of the trabeculae during vibratory loading are in the range of values considered to be stimulatory and increase with increasing solid volume fraction. Peak volumetric blood flow rates also varied with strain amplitude and frequency, but exhibited little dependence on solid volume fraction. These results suggest that fluid shear stress governs the response of the vertebrae to whole body vibration and that the marrow viscosity is a critical parameter which modulates the shear stress.