human factor and Automobile Ergonomics Evaluation?
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Yes, an interesting field of study.  Is this a question?  You might want to ask for information.  For example "What human factors are considered when evaluating automobile ergonomics?"  Otherwise, not a bad Goggle search keyword.
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while the car moves the distance between the eye lens and the book or page increases and the eve has to adjust itself many times this causes strain on the eves which are connected to the brain.that is why som people get a headache.\nhehe...im in 10th std. so I studied about it.
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The National Institutes of Health has some information, in the section on Computer Workstation Ergonomics.
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The applied science of equipment design, as for the workplace, intended to maximize productivity by reducing operator fatigue and discomfort. Also called biotechnology, human engineering, human factors engineering.
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A common engineering ethical issue is cost-effectiveness and efficiency.\n\nFor example, we could build an automobile that would almost completely mitigate any injuries. However, you'd probably quadruple the cost of the car, and everyone would be all but epoxied to the seat.\n\nEvery engineer, and every company, has to also decide when a product is ready. It's rare that a complex product ships with no defects or side effects or problems - there's always going to be some flaw. The ethical question becomes: is it cost-effective, efficient, ethical, etc to release the product now, or hold it in for more testing (during which time the company is still taking a loss). This becomes even more important if you're designing a safety feature: do you want to release a new safety feature early, if there's a possibility that said safety feature may actually have a measure of inherent danger?\n\nA famous example is the fuel tank and door jamming problems of the Ford Pinto: http://en.wikipedia.org/wiki/Ford_Pinto
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yes i think i have it. the volkswagen one. i'll go check quickly.\n\ncant find it. but this one is good as well : \n\nhttp://i.euniverse.com/funpages/cms_content/6489/a-maze-ing_new_cursor3.swf\n\njust cut and paste. enjoy...
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Car..auto...how more self explanatory can you get?
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Occular strength X Objective strength.
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I agree. Idealized friction does not depend on the area (or force/sq area), just total force. In real situations, it is a complex function of temperature, moisture, macroscopic roughness (bumps), microscopic roughness (tactile bonding), tire inflation (optimal or not), side wall stiffness, and side wall static deflection, and force/sq area, as well as total force. Not to mention other factors like anti roll, center of mass geometry, and driver skill.\n\nConsider a corvette with huge contact area and low mass. Large area, but low force/sq area. Has better traction in dry conditions (especially hot dry conditions), but worse traction in wet conditions than other more conventional arrangements. \n\nSo its a trade off between many parameters
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Its not the number of hands that makes cell phone drivers dangerous.  It is the lack of attention.  People talking on the phone pay too much attention to their conversation, and not enough on the nearby cars.
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Good Question.... are you aware that some cars already have them installed and it may be added to future cars also for safety reasons so parents can monitor and correct the kids driving errors. Great idea, but who is going to monitor the parents bad habits?
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You could do either expert-lead evaluations, or user-focussed evaluations. Given that this is an assignment (and i therefore assume you have no budget constraints) then user-focussed testing would be the most effective method. \n\nEssentially you would get a bunch of people you have identified as being current, or possible users of the site (10-12 is normally enough) and then watch them whilst they perform various tasks that you have set them with the site. By asking them to think aloud whilst they go you can see and understand where they are having confusion in the process. \n\nAlternatively you could simply take one or 2 experts to look at the site and do either a heuristic evaluation or a cognitive walkthrough or some such evaluation method. These are all slightly different methodologies but effectively the same thing - some guy who supposedly knows a lot about usability uses the site and gives his expert opinion on where he thinks users might have issues.
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http://www.vicon.com/applications/posture.html
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mechanomorphism\n  \n\nThis keyword was found on the following pages: \n\n\nCaporael, L.R. 1986. Anthropomorphism and mechanomorphism: Two faces of the human machine. Computers in Human Behavior 2: 215—234.
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There are too many variables to estimate that: like airbags and seatbelt use; speed at impact; body style of both vehicles; whether they impact other objects as a result of the initial impact, etc.
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auto vision systems and autonomous vehicles
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One of the classic inefficiencies of cars of yore is the driveline design.  Take for instance a 1962 V-8 Impala with a hydramatic transmission and rear wheel drive.  The two-speed transmission always allowed slippage between the engine and the wheels, which caused energy loss in the transmission fluid being heated up in the torque converter during all driving situations.  They have cured that in today's automobiles by locking out the torque converter with an automatic clutch.  Putting a 90 degree angle between the input and output is also an energy sucker.  In more efficient front wheel drive cars, the axis of engine revolution is the same as the wheels.  This saves some energy as well. The final drive ratios of cars in the 60's was insane!  A cruising RPM of 3600 at highway speeds was not unheard of--and on a V8!!! Think of the gas going down the tubes.....  Modern cars reduce the final drive ratio and add overdrive to the transmission to reduce cruising speed RPM.  Less RPM means less air consumption and less fuel use.  In the 70's, they caught on and offered rear wheel drive cars with 2.73:1 rear end ratios to save gas.  This hurt acceleration, but was cheaper than offering a 4 speed automatic.  (It eventually happened.)  \n\nA huge determinant of efficiency is COMPRESSION RATIO.  Without computer control and injection, most cars of the 70's (BAD efficiency) had LOW compression ratios, say 8.0.  (And food for thought--the first spark ignition engines had a sorry compression ratio of 4.0:1.  How sad!!  They did not know enough about fuel chemistry at the turn of the century, so that's why the horsepower value of vehicles was so low back in the teens. A four cylinder automotive engine having 10hp in the "old days" with a displacement of 2 liters.  WOW!) New cars have all kinds of tricks to increase compression ratios while running on regular 87 octane fuel.  Current compression ratios include 9.0 to 10.1.  Computers adjust injection and spark ignition timing (to repeat a collegue's information already submitted) along with monitoring piezoelectrick "knock" sensors which make adjustments for preignition "pinging."  In the old carbureted cars, even ones with HEI ignition, there was no way to deal with the pinging. The sure fire way to prevent pinging (and serious damage) is to lower the compression ratio.\n\nAnother huge problem with cars of the 70's and 80's were the addition of the catalytic converter and other emission control systems like the huge drain from a "smog pump."  EGR valves put exhaust in the intake charge to reduce nitrous oxides, but that reduces peak combustion temperatures and the available power from the fuel charge.  Running exhaust through the manifold also made the intake charge hotter, reducing efficiency.  Old cars had fixed valve timing, which determines the relationship between power at high rpm and torque at low rpm.  Some manufactures today have adjustment on the exhaust valve timing, and some even adjust both the exhaust and the intake timing to increase efficiency and torque at low RPM while changing valve overlap for high rpm horsepower with a net smaller displacement.\n\nSome modern cars still include EGR, but the catalytic converter technology is much better and more attention to exhaust system design has helped increase MPG.\n\nThe actual energy used by the valvetrain has also been reduced by reducing the mass of the components in the valve train.  Using a cog belt to a cam riding right above the valves reduces the energy used to activate the valves.  That can really add up over the life of the engine.  \n\nAnother development was the inclusion of the electric cooling fan.  Belt driven fans consumed huge amounts of power from the engine, even if they had a thermal clutch.  Flex fans were supposed to reduce energy, but we are still talkin' in the multi-horsepower range just to move air across the radiator.  The modern c