Seat Configuration Research Articles

Effects of loading processes on contact forces when simulating static seating with a finite element human body model

Seat interface forces, particularly shear forces, play an essential role in predicting the risk of pressure ulcers and seating discomfort. When a finite element human body model (HBM) is used for static seating simulation, the most common loading method is to put the model in a position close to the desired final posture and then ‘drop’ it from just above the seat by applying the gravity (DROP). This does not represent how people sit in a seat. In addition, high coefficients of friction (COF) are often used to prevent sliding, which may lead to unrealistically high tangential forces. This study aims to investigate the effects of the loading process and the COF on seating simulations with a HBM. We propose a new loading approach called ‘drop and rotate’ (D&R) to better mimic people sitting on a seat. With the trunk more flexed than the desired posture, the model is dropped to establish the contact between the buttocks and thighs, and the seat pan first, and then between the back and the backrest by rotating the hip. Simulations were performed using a recently developed and validated adult male model in two different seat configurations. Results show that the proposed D&R method was less sensitive to COF and gave a better prediction of contact forces, especially on the seat pan. However, its computational time is higher than the DROP method. The study highlights the importance of the loading process when simulating static seating.

Interior automobile seats: A syntactical and perceptual study

This study investigated the seat layout of automobile interiors and its impact on the fluidity and privacy of interior space using spatial perception and space syntax research methods. The interior of an automobile is a typical “miniature” passenger space. First, to explore the perception characteristics of interior space fluidity and privacy across different seat configurations, we conducted a perception experiment on the interior space of seven automobile models with various seat layouts. The depth, connection, global integration degree, and standardized integration degree values were obtained using spatial syntax to perform topological calculations on the experimental automobile models. We conducted a correlation analysis in conjunction with the results of the perception experiment and the spatial syntax analysis. The calculation results of spatial syntax analysis are consistent with the experimental results of perception of automobile interior space layout on the fluidity and privacy. The different layout of automobile seats can affect people's perception on the fluidity and privacy of automobile interior space. At the same time, spatial syntax can provide an effective design analysis tool for the fluidity and privacy of automobile interior space.

A Review on Design and Analysis of Multifunctional Seats used in Military Vehicle

This paper is based on the study of Design and Analysis of Multifunctional Seats Used in Military Vehicle. Border Security Technologies are being adopted by every country to ensure the safety and sovereignty of their nation. It is crucial to study and understand the latest advancements in security technologies to effectively protect against evolving threats. Just as countries are advancing in defence the threats, they face are also evolving necessitating the upgrading of defence system. Multifunctional Special Vehicles play a crucial role in ensuring the safety of their crew during operational tasks. These vehicles are equipped with specially designed seats that offer a high level of protection in the event of collisions or explosive detonations. The proposed modular structure of these seats brings numerous advantages, including cost reduction using repeatable elements and the ability to easily customize seats with different functions. Moreover, this modular structure enables a faster restoration process in case of any damage. It is essential for the modules to be versatile and adaptable to various seat configurations, considering factors such as their location within the vehicle (e.g., driver's seat, troops' seats, system operators' seats), installation method (e.g., wall, floor, ceiling), and assembly direction (e.g., side mount, rear mount, bottom mount). Key Words: Analysis of Multifunctional Seat, explosion proof seat, absorb explosion energy, Study of Vibration, Human body Impact and Safety in Transport.

Design, Production and Impact Test of Multi-Axle Heavy Commercial Vehicle Cab

The main and most complex superstructure module of heavy-duty and heavy commercial vehicles is the driver-passenger cabin. While cabin design and production; It must be safe, light, rigid, ergonomic, modular, suitable for lean production, user-friendly and serviceable. But the most important of these criteria is the life safety of the crew in the cab. In this context, the cabin strength must be at a very high level. To determine the cabin strength, it is subjected to the R29 - Cabin strength test within the ECE regulations. Thanks to this test, it is possible to see the skeletal strength and behavior of the cabin in the event of an accident or collision. According to this test, the life safety of the crew inside the cabin must be prioritized, and the necessary designs and production must be carried out to ensure that the cabin suffers as little damage as possible in the event of an accident. In this way, it is aimed to maximize the security (safe area) inside the cabin by providing cabin rigidity. This scope of work; The objectives of lighter weight, shorter and easier production, assembly and disassembly, lower production costs, less labor and equipment or consumable expenses have been achieved. Additionally, in this study, the seat configuration in the cabin was increased from 1+4 to 1+5 and a crash test was performed by including another door option.

AN ANALYSIS OF CLASSROOM MANAGEMENT USED BY TEACHER IN TEACHING ENGLISH

This research used a qualitative research design. The English teacher at SMAN 1 Enrekang's 11 IPA 1 grade served as the study's subject. In-depth interviews and observation were the research tools used to get the data. For both the interview and the field notes, the researcher utilized semi-structured questions. The five aspects of classroom management that were the focus of the study were discipline, rules and routines, relationships, engaged and motivated instruction, and physical design. The actual layout of the teacher's classroom had two separate seating configurations. The first arrangement was in tidy rows for when the teacher delivered lessons and made presentations. The second arrangement had separate tables set up for small group discussions. This demonstrated the teacher's flexibility in changing the seating position to accommodate various class activities. The teacher devised routines to encourage discipline and enthusiasm in the learning process, as well as a learning agreement with each student at the start of each lesson. The teacher used team-building exercises that required collaboration to reach a common objective as well as small group talks to encourage relationships among the students. In order to establish relationships with the pupils, the teacher also adopted a personal style, frequently encouraging them at the beginning of lessons and complimenting their efforts. The teacher used a variety of teaching tools, including a whiteboard for presentations and questioning and laptops and speakers for games, to keep the class interested and motivated.

Analytical study of the spherical hydrostatic bearing dynamics through a unique technique

Because of their self-alignment property and design simplicity, the spherical hydrostatic bearings have the advantage over the other bearing configurations. Their static and dynamic performances have been intensively studied. Focusing on the bearing dynamic performance, it could be realized that the researchers used to mechanically excite the bearing in the experimental studies and perturb the rotor (spatial finite displacement) in the theoretical studies, observing its behavior and expressing it by dynamic stiffness and damping coefficient. Owing to a lack of information on bearing oscillation, this study adopts a new method to analyze this bearing behavior theoretically and grasp its nature. Unusually, the bearing vibration is studied hydro-dynamically rather than mechanically, showing the effect of eccentricity, inertia, restrictor type, seat configuration, and the supply pressure on the performance. New and unique formulas have been derived to predict the frequency, stiffness, and dampness, explaining how these parameters create the bearing self-alignment property. Some thrust bearings, designed with different techniques, have been examined where the results show vibration even in the bearing’s stationary state. Also, the newly derived formulas could precisely predict the rotation and rotational speed of the Kugel ball (recently proved and designed as a spherical hydrostatic bearing).

Sleep quality and comfort in fully automated vehicles: A comparison of two seat configurations

As autonomous driving technology advances, the possibility of using vehicles as sleeping environments becomes increasingly relevant. To investigate the feasibility of this concept, a sleep study was conducted with twelve participants who were given a 4-h opportunity window to sleep in both reclined and flat seat configurations. The evaluation involved both objective measures, including polysomnographic (PSG) data analysis, and subjective measures through questionnaires, assessing sleep quality and comfort. While the sleep quantity results were comparable between the two sleeping positions, the reclined position showed a slight advantage in sleep quantity (TST and WASO). Interestingly, a trend highlighting a possible difference was found between the seat positions regarding non-rapid eye movement stage 3 (NREM 3). NREM 3 tended to be in a higher proportion of total sleep time in the flat seat position. Sleep onset latency (SOL) also showed a trend of a shorter latency by participants in the flat position. Additionally, most participants reported a preference for the flat position over the reclined position. These findings suggest that a flat seat configuration could offer a more comfortable and restful sleep environment for passengers in autonomous vehicles.

Investigation of the seat-dip effect using finite-difference time-domain simulations.

The seat-dip effect (SDE) occurs when low-frequency sounds propagate through the seating area of a performance space. The physical aspects governing the effect still puzzle acousticians mostly due to the large variety of seating configurations. In this study, the SDE is investigated in three parameterized hall models using the finite-difference time-domain method to simulate a large number of seat configurations in order to quantify the contribution of different geometric properties related to the seating area. The results show that the step size defining the inclination angle of the seating area and the opening underneath the seats (or underpass) are significant factors contributing to the SDE, whereas the stage height and the source position are found to be less important. The results also demonstrate that with an underpass greater than the step size, the first frequency dip occurring between 80 and 100 Hz is mitigated regardless of the hall type considered. The phenomenon is also found to be predominant in the early part of the room response. Visualizations of spatial and time-frequency evolution in the halls are also provided for the cases where the seat properties are found to visibly affect the magnitude spectrum.

Biofidelity assessment of the GHBMC M50-O in a rear-facing seat configuration during high-speed frontal impact

The objective of this study was to assess the biofidelity of the Global Human Body Models Consortium (GHBMC) 50th male (M50-O) v6.0 seated in an upright (25-degree recline) all-belts-to-seat (ABTS) in a 56 km/h rear-facing frontal impact. The experimental boundary conditions from the post-mortem human subjects (PMHS) tests were replicated in the computational finite element (FE) environment. The performance of the rigidized FE ABTS model obtained from the original equipment manufacturer was validated via simulations using a Hybrid III FE model and comparison with experiments. Biofidelity of the GHBMC M50-O was evaluated using the most updated NHTSA Biofidelity Ranking System (BRS) method, where a biofidelity score under 2 indicates that the GHBMC response varies from the mean PMHS response by less than two standard deviations, suggesting good biofidelity. The GHBMC M50-O received an occupant response score and a seat loading score of 1.71 and 1.44, respectively. Head (BRS = 0.93) and pelvis (BRS = 1.29) resultant accelerations, and T-spine (avg. BRS = 1.55) and pelvis (BRS = 1.66) y-angular velocities were similar to the PMHS. The T-spine resultant accelerations (avg. BRS = 1.93) and head (BRS = 2.82), T1 (BRS = 2.10) and pelvis (BRS = 2.10) Z-displacements were underestimated in the GHBMC. Peak chest deflection in the anterior-posterior deflection in the GHBMC matched with the PMHS mean, however, the relative upward motion of abdominal contents and subsequent chest expansion were not observed in the GHBMC. Updates to the GHBMC M50-O towards improved thorax kinematics and mobility of abdominal organs should be considered to replicate PMHS characteristics more closely.

Random Vibration and Noise Analysis of Vehicle Seat Using Numerical Method

The development of vehicle seat used is a challenging task for the automotive industry. In this research the safeness of automotive seats by structural analysis and a random vibration analysis were studied. Hence, the main objective of this study is to determine the suitable vehicle seat configuration based on Noise, Vibration, and Harshness (NVH) performance. In order to achieve this objective, CFD software which is ANSYS was used to analyse frequency and deformation using different force distributed and different material on seat vehicle structure which the force applied from 250 N until 1000 N. The material used is aluminium alloy, magnesium alloy and structural steel to analyse the strength of seat structure. At the end of the study, the effect of different types of material vehicle seat structure was studied. The results confirm that by changing the seat structure material, the rattle noise and in general BSR noise can be improved or controlled accordingly. Consequently, for the seat system which has an identifiable structural dynamic, the BSR noise can be managed and controlled in early design phase by using the seat CAE model.

PIPER adult comfort: an open-source full body human body model for seating comfort assessment and its validation under static loading conditions.

Introduction: In this paper we introduce an adult-sized FE full-body HBM for seating comfort assessments and present its validation in different static seating conditions in terms of pressure distribution and contact forces. Methods: We morphed the PIPER Child model into a male adult-sized model with the help of different target sources including his body surface scans, and spinal and pelvic bone surfaces and an open sourced full body skeleton. We also introduced soft tissue sliding under the ischial tuberosities (ITs). The initial model was adapted for seating applications with low modulus soft tissue material property and mesh refinements for buttock regions, etc. We compared the contact forces and pressure-related parameters simulated using the adult HBM with those obtained experimentally from the person whose data was used for the model development. Four seat configurations, with the seat pan angle varying from 0° to 15° and seat-to-back angle fixed at 100°, were tested. Results: The adult HBM could correctly simulate the contact forces on the backrest, seat pan, and foot support with an average error of less than 22.3N and 15.5N in the horizontal and vertical directions, which is small considering the body weight (785N). In terms of contact area, peak, and mean pressure, the simulation matched well with the experiment for the seat pan. With soft tissue sliding, higher soft tissue compression was obtained in agreement with the observations from recent MRI studies. Discussion: The present adult model could be used as a reference using a morphing tool as proposed in PIPER. The model will be published openly online as part of the PIPER open-source project (www.PIPER-project.org) to facilitate its reuse and improvement as well as its specific adaptation for different applications.

Thoracic responses and injuries to male postmortem human subjects (PMHS) in rear-facing seat configurations in high-speed frontal impacts

Objective: One potential nonstandard seating configuration for vehicles with automated driving systems (ADS) is a reclined seat that is rear-facing when in a frontal collision. There are limited biomechanical response and injury data for this seating configuration during high-speed collisions. The main objective of this study was to investigate thoracic biomechanical responses and injuries to male postmortem human subjects (PMHS) in a rear-facing scenario with varying boundary conditions. Method: Fourteen rear-facing male PMHS tests (10 previously published and 4 newly tested) were conducted at two different recline angles (25-degree and 45-degree) in 56 km/h frontal impacts. PMHS were seated in two different seats; one used a Fixed D-Ring (FDR) seat belt assembly and one used an All Belts To Seat (ABTS) restraint. For thoracic instrumentation, strain gages were attached to ribs to quantify strain and fracture timing. A chestband was installed at the mid-sternum level to quantify anterior-posterior (AP) chest deflections. Data from the thorax instrumentation were analyzed to investigate injury mechanisms. Results: The PMHS sustained a greater number of rib fractures (NRF) in the 45-degree recline condition (12 ± 7 NRF for ABTS45 and 25 ± 18 NRF for FDR45) than the 25-degree condition (6 ± 4 NRF for ABTS25 and 12 ± 8 NRF for FDR25), despite AP chest compressions in the 45-degree condition (−23.7 ± 9.4 mm for ABTS45 and −39.6 ± 11.9 mm for FDR45) being smaller than the 25-degree condition (−38.9 ± 16.9 mm for ABTS25 and −55.0 ± 4.4 mm for FDR25). The rib fractures from the ABTS condition were not as symmetric as the FDR condition in the 25-degree recline angle due to a belt retractor structure located at one side of the seatback frame. Average peak AP chest compression occurred at 45.7 ± 3.4 ms for ABTS45, 45.6 ± 3.1 ms for FDR45, 46.7 ± 1.9 ms for ABTS25, and 46.9 ± 2.3 ms for FDR25. Average peak seatback resultant force occurred at 43.9 ± 0.9 ms for ABTS45, 44.6 ± 0.8 ms for FDR45, 42.5 ± 0.2 ms for ABTS25, and 41.5 ± 0.5 ms for FDR25. The majority of rib fractures occurred after peak AP chest compression and peak seatback resultant force likely due to the ramping motion of the PMHS, which might create a combined loading (e.g., AP deflection and upward deflection) to the thorax. Although NRF in the 45-degree reclined condition was greater than the 25-degree recline condition, similar magnitudes of rib strains were observed regardless of seat and restraint types, while strain modes varied. Conclusions: The majority of rib fractures occurred after peak AP chest compression and peak seatback force, especially in FDR25, ABTS45, and FDR45, while the PMHS ramped up along the seatback. AP chest compression, seatback load, and strain measured along the rib could not explain the greater NRF in the 45-degree recline conditions. A complex combination of AP chest deflection with upward deflection was discovered as a possible mechanism for rib fractures in PMHS subjected to rear-facing frontal impacts in this study.

Evaluation of infection probability of Covid-19 in different types of airliner cabins.

According to the World Health Organization (https://covid19.who.int/), more than 651 million people have been infected by COVID-19, and more than 6.6 million of them have died. COVID-19 has spread to almost every country in the world because of air travel. Cases of COVID-19 transmission from an index patient to fellow passengers in commercial airplanes have been widely reported. This investigation used computational fluid dynamics (CFD) to simulate airflow and COVID-19 virus (SARS-CoV-2) transport in a variety of airliner cabins. The cabins studied were economy-class with 2-2, 3-3, 2-3-2, and 3-3-3 seat configurations, respectively. The CFD results were validated by using experimental data from a seven-row cabin mockup with a 3-3 seat configuration. This study used the Wells-Riley model to estimate the probability of infection with SARS-CoV-2. The results show that CFD can predict airflow and virus transmission with acceptable accuracy. With an assumed flight time of 4h, the infection probability was almost the same among the different cabins, except that the 3-3-3 configuration had a lower risk because of its airflow pattern. Flying time was the most important parameter for causing the infection, while cabin type also played a role. Without mask wearing by the passengers and the index patient, the infection probability could be 8% for a 10-h, long-haul flight, such as a twin-aisle air cabin with 3-3-3 seat configuration.

Cabin aircraft comfort evaluation over high fidelity simulated flight.

The primary purpose of this paper is to investigate the possibility of using a Full Flight Simulator (FFS) as an experimental setup for passengers' comfort analysis. Results based on subjective measurements are thus presented to assess comfort levels experienced during a simulated flight. A preliminary investigation has been conducted on a sample of 125 candidates to gain insight into the elements influencing the comfort level perceived based on the participants' actual flight experience; this suggested that the seat configuration is of great importance. Then, the experiment carried out by means of the FFS have been conducted on a reduced sample of 20 candidates for economic and organizational reasons. The behaviour of the 65% of the candidates has been analysed in a seating configuration comparable to the seat of a business-class aircraft. While the experience of the remaining 35% has been studied in an economy-type seat arrangement. Although the main variable under consideration was the seat, several environmental parameters were also considered during the experimental tests to evaluate their effects on perceived comfort level. During each simulated flight, passengers have been subjected to different levels of light intensity, noise, temperature and vibration associated with the different flight phases. Subjective data were collected using a questionnaire concerning every parameter and submitted to the passengers for each flight phase. The aim of varying the environmental parameters inside the cabin was to look for a relation between the subjective comfort level and each comfort parameter. In addition to perceived comfort based on the questionnaire, statistical analysis with parametric and non parametric tests revealed significant effects of environmental variables.

Structural Analysis of a Composite Passenger Seat for the Case of an Aircraft Emergency Landing

Aviation authorities require, from aircraft seat manufacturers, specific performance metrics that maximize the occupants’ chances of survival in the case of an emergency landing and allow for the safe evacuation of the aircraft cabin. Therefore, aircraft seats must comply with specific requirements with respect to their structural integrity and potential occupant injuries, which are certified through the conduction of costly, full-scale tests. To reduce certification costs, computer-aided methods such as finite element analysis can simulate and predict the responses of different seat configuration concepts and potentially save time and development costs. This work presents one of the major steps of an aircraft seat development, which is the design and study of preliminary design concepts, whose structural and biomechanical response will determine whether the concept seat model is approved for the next steps of development. More specifically, a three-occupant aircraft seat configuration is studied for crash landing load cases and is subjected to modification iterations from a baseline design to a composite one for its structural performance, its weight reduction and the reduction of forces transmitted to the passengers.

Virthuman Application: Is an Autonomous Vehicle with Non-standard Seating Safe in a Side Crash?

Highly Automated Vehicles (HAVs) will be more comfortable for their occupants than common cars from different aspects. For instance, their occupants can access extra spaces to adjust their seats as there will be no steering wheel and gearbox transmission handle in the interior. Among a wide range of seating configuration possibilities, the majority of passengers prefer to be in the Face-to-Face or the Living room configurations that are known as non-standard seating configurations. The present survey investigated how safe are these non-standard seating configurations in a side crash in comparison with the standard one in which all seats are facing the front windshield. Four identical 50th percentile Virthuman models were integrated into a schematic of automated vehicle's interior. Standard three-point seatbelts fastened bodies to up-right seats made from Polyurethane foam. A 30 km/h crash acceleration pulse was applied to the model for simulating side crash with a virtual sledge test in the Virtual Performance Solution (VPS) environment, PAMCRASH module. Results revealed that the Living room configuration was safer for the Rear Left occupant in comparison with the Standard one. Also, the Front Left occupant did not experience safer occasions in non-standard configurations from a Head & Neck injury point of view.

The designed and the ad hoc: dynamic remakings of street space in New York City

Most people in the United States began to alter their decisions and actions beginning in March 2020 due to the Covid-19 pandemic, when the closures and ‘pause’ on most work were established. Studying the transforming urban conditions in New York City specifically presents a lens through which to understand how we quickly adapted to new spatial conditions as measures were put in place for keeping people healthy and encouraging businesses to stay open and approachable. Immediately, the need for social distancing asked us to consider how to navigate exposure as we moved beyond the home. Necessities for businesses to survive became a priority for the city and coalesced with people’s desire for seeking ways to do things outdoors. A focus on using city streets as urban public spaces resulted. Policies such as Open Restaurants and Open Streets were developed by the Department of Transportation to mitigate pandemic circumstances and to stir dynamic and optimistic possibilities for street use. Open Restaurants called for food/drink establishments to quickly reimagine their adjacent pavement or available street space. Open Streets initiated new ways for creating pedestrian zones in previously trafficked areas. This article highlights fieldwork documentation comparing a Cluster and Line of food/drink establishments with a newly pedestrian Avenue, in connected Brooklyn neighbourhoods. Diagrams, photographs and maps document the ingenious street constructions and the observed and felt psychological or phenomenal transformations taking place. An urban interiorism grew out of the imposed formalisation of rules for movement patterns and compact constructions, while the ad hoc or serendipitous conditions allowed for other intimate conditions. Notions of ‘village cafés’ or ‘urban beaches’ evolved through myriad forms and materials inviting unusual seating configurations and interactions. Speculations on what these internal/external spatial experiences, changing identities and continued urban freedoms are teaching us are also explored through a multidisciplinary set of voices.

Occupant Injury and Response on Oblique-Facing Aircraft Seats: A Computational Study.

Increased interest in the airline industry to enhance occupant comfort and maximize seating density has prompted the design and installation of obliquely mounted seats in aircraft. Previous oblique whole-body sled tests demonstrated multiple failures, chiefly distraction-associated spinal injuries under oblique impacts. The present computational study was performed with the rationale to examine how oblique loading induces component level responses and associated injury occurrence. The age-specific human body model (HBM) was simulated for two oblique seating conditions (with and without an armrest). The boundary conditions consisted of a 16 g standard aviation crash pulse, 45 deg seat orientation, and with restrained pelvis and lower extremities. The overall biofidelity rating for both conditions ranged from 0.5 to 0.7. The validated models were then used to investigate the influence of pulse intensity and seat orientation by varying the pulse from 16 g to 8 g and seat orientation from 0 deg to 90 deg. A total of 12 parametric simulations were performed. The pulse intensity simulations suggest that the HBM could tolerate 11.2 g without lumbar spine failure, while the possibility of cervical spine failure reduced with the pulse magnitude <9.6 g pulse. The seat orientation study demonstrated that for all seat angles the HBM predicted failure in the cervical and lumbar regions at 16 g; however, the contribution of the tensile load and lateral and flexion moments varied with respect to the change in seat angle. These preliminary outcomes are anticipated to assist in formulating safety standards and in designing countermeasures for oblique seating configurations.

Tension-bending risk curves for the ATD lower lumbar spine subjected to oblique impact under FAA emergency landing conditions

With the increasing use of obliquely oriented airline seating configurations, the objective of the present study was to develop injury risk curves for the lower lumbar spine load cell of the FAA-H3 dummy. A new spinal criterion, termed FAA-LLtb, which is a linear combination of tensile load with forward flexion, and lateral bending moments, was developed to predict the injuries occurring to the lower lumbar spine and sacrum regions. The injury definition required for the metric was obtained from the matched PMHS tests. The loading conditions included variations in peak sled accelerations, the presence or absence of an armrest, the belt type (single and dual lap-belt systems), and seat orientation relative to impact vector (45° and 30°). The developed ATD risk curve based on the combined metric represents AIS = 3+ injury probability for the lower lumbar spinal levels. The survival analysis estimated normalized confidence interval size (NCIS) values were in fair and good categories at all levels of probability. At 5%, 25% and 50% risk levels, the combined loading metric values were 1.6, 1.8, and 2.0, respectively. The study estimated that the combination of bending moments and tensile load was a better injury criterion than any individual metric for assessing the injury to the lower lumbar spine and pelvis regions under oblique loading.

Protection challenges in seat positions with large rearward adjustment in frontal collisions: An approach using stochastic human body model simulations

Novel seat positions enabled by self-driving cars have been investigated in various studies in recent years. However, there is little research on the effect of increased rearward seat adjustments. To predict challenges associated with the possibility to move the seat further backwards in the car than currently possible as driver, appropriate methods have to be defined. A detailed human body model, a THUMS v4.1 in particular, tissue-based injury risk evaluation methods, a generic vehicle interior and a Latin hypercube design of experiments taking the variability of real-world crashes into account was established. In a first step, 200 simulations at current representative seat positions and a driving occupant posture were performed. The results were then compared to field data from an accident database to evaluate the accuracy of the method. The predictions exceeded the injury risks for the abdomen, head, and upper extremities, while underestimating the risk for thoracic and lower extremity injuries. A good match was observed for injuries of the neck and spine. In a second step, the 200 simulations were run again, but with the seat adjusted rearwards significantly. In this seat configuration, with the exception of the head and the upper extremities, increased injury risks were predicted for all body regions. The highest increases affected the lower extremities (+28%)—predominantly pelvic fractures—and the neck (+9%). In addition, (partial) submarining occurred in almost 50% of cases with the rearward adjusted seat—as opposed to none in the conventional seat position. The established method could be used in future studies to design safety measures addressing these identified potential safety risks.