JMAC

AIRRIDE SEAT KIT

A Capstone Project
Submitted to the Faculty of the
National University, School of Engineering and Computing
in partial fulfillment of the requirements for the degree of
Bachelor of Science in Manufacturing Design Engineering

Prepared By:
Miguel Gonzalez
Josh Solt
Christopher Bisping
Ashley Moreno

National University
March 2015
CAPSTONE PROJECT APPROVAL FORM

We certify that we have read the project of Miguel Gonzalez, Josh Solt, Christopher
Bisping, and Ashley Moreno entitled JMAC AirRide HPV Seat, and that, in our opinion,
it is satisfactory in scope and quality as to the capstone project for the degree of Bachelor
of Science in Manufacturing Design Engineering at National University.

Approved:

________________________________________________________________________
Prof. Randall Hartman, M.S. P.E.
Date
Faculty, Department of Applied Engineering
National University

________________________________________________________________________
Prof. Michael Buckley, M.S., M.B.A
Date
Faculty, Department of Applied Engineering
National University

________________________________________________________________________
Dr. Shekar Viswanathan, Ph.D. P.E., M.B.A. Supervisor and Lead Faculty
Date
Faculty, Department of Applied Engineering
National University

ABSTRACT
Bluevelo, the Canadian based company that designs human powered vehicles, has
requested that a new seat assembly and cushion be designed to improve the adjustability
and comfort of the Velomobile. The Velomobile is a recumbent bike assembly encased in
an aerodynamic and lightweight composite shell.
JMACs innovative design incorporates functionality and manufacturability with
the intent to satisfy a wider range of desired adjustability for customers. This design
integrates Industry standards and best practices as related to Design for Manufacturability
and Assembly (DFMA) guidelines, Lean Six Sigma principles, and Total Quality
Management (TQM) Requirements.
JMAC utilized a design approach that took into consideration existing concepts
and products available, and through the employment of manufacturing best practices and
the application of risk management techniques, developed an operational and cost
effective assembly that meets all of the requirements set forth by Bluevelo.
The JMAC AirRide design is manufactured for ease of assembly and installation
as a replacement for the pre-existing seat assembly provided by Bluevelo. The design
incorporates the composite seat and provides adjustability for riders with heights ranging
from 66 to 72. and weights ranging from 150 lbs. to 220 lbs. Furthermore, the JMAC
AirRide seat assembly has been designed to provide comfort and ease of adjustability.
All of the seat and cushion adjustments, for instance, require only the use of simple
pneumatic valves. The design includes front and rear brackets with a pendulum action
lever levied with a pneumatic cylinder accompanied by an inflatable seat cushion for

additional safety and ergonomic benefits. Because of the lightweight design of the
reinforced composite, the seat and all components do not exceed a weight of 10 lbs., with
the cost remaining under $1000 USD to keep the product marketable and competitive.

Table of Contents
LIST OF FIGURES
LIST OF TABLES
1. SCOPE.....................................................................................
2. INTRODUCTION AND PROBLEM DEFINITION................................
2.1. HPV Quest Seat Problem Statement..............................................
2.2. JMACs AirRide Design Delimitations.............................................
2.3. General Considerations................................................................
2.3.1.
Pneumatic Considerations.......................................................................
2.3.2.
Frame Considerations..............................................................................
2.3.3.
Safety Considerations..............................................................................
2.3.4.
Reliability Considerations........................................................................
2.3.5.
Manufacturing Retail Considerations.......................................................
2.4. HPV Seat Industry Design Research..............................................

3. BACKGROUND AND LITERATURE REVIEW....................................

3.1. Variable Analysis of Seat Design...................................................
3.1.1.
HPV Aerodynamic Feature Analysis.........................................................
3.1.2.
Structural Frame Design Variables.........................................................
3.1.3.
Seat Adjustability Analysis.....................................................................
3.1.4.
Seat Cushion Variables Analysis............................................................
3.2. Variable Analysis of Materials for Seat Frame and Cushion
Manufacturing...................................................................................
3.2.1.
Sustainable Materials Variables.............................................................
3.2.2.
Seat Cushion Material Variables............................................................
3.3. Variable Analysis of Manufacturing Strategy...............................
3.3.1.
Manufacturing Variables........................................................................
3.3.2.
Production Variables..............................................................................
3.3.3.
Ease of Assembly Variables...................................................................
3.4. Variable Analysis of Quality Assurance and Control Strategies
15
3.5. Background Research Variables Summary...................................

4. JMAC DESIGN METHODOLOGY..................................................

4.1. JMAC AirRide Seat Kit Design......................................................
4.2. JMAC AirRide Seat Position Considerations..................................
4.3. JMAC Seat Inflation Design Requirements....................................

4.4. JMAC 3-Way Valve Considerations...............................................

4.5. JMAC Lumbar Support Cushion Considerations.............................
4.6. JMACs Air Chamber Cushion Requirements.................................
4.7. JMAC Air Cushion Material Considerations...................................
4.8. JMAC Vehicle Stability Considerations.........................................
4.8.1.
Directional Stability Considerations.......................................................
4.8.2.
Rollover Stability Considerations...........................................................
4.8.3.
Table and Graph of Lateral Forces to initiate rollover............................
4.9. JMAC Air Ride Weight Considerations..........................................

5. JMAC AIRRIDE DETAILED DESIGN AND RISK ASSESSMENT..........

5.1. JMAC AirRide Components and Subassemblies.............................
5.1.1.
JMAC Front Subassembly Design............................................................
5.1.2.
JMAC Rear Bracket Subassembly Design...............................................
5.1.3.
JMAC Seat Subassembly Design............................................................
5.1.4.
JMAC Air Cushion Design........................................................................
5.1.5.
JMAC Air Manifold Subassembly Design.................................................
5.2. JMAC Bill of Materials.................................................................
5.3. JMAC Cost Analysis.....................................................................
5.4. JMAC Weight Analysis.................................................................
5.5. JMAC Risk Mitigation and Considerations.....................................
5.5.1.
FMECA Development.............................................................................
5.5.2.
Risk Priority Number Development........................................................
5.5.3.
Corrective Action Identification..............................................................

6. CONCLUSION AND RECOMMENDATIONS...................................

REFERENCES AND WORKS CITED..................................................
APPENDIX A: ACRONYMS............................................................
APPENDIX B: GLOSSARY OF TERMS...............................................
APPENDIX C: SUBASSEMBLY MANUFACTURING DATA......................

List of Figures
Figure 1: Bluevelo Quest...........................................................................................................
Figure 2: Windcheetah Sport Compact....................................................................................
Figure 3: Angletech Challenge Seiran SL10............................................................................
Figure 4: Tri-Sled Rotovelo Carbon..........................................................................................
Figure 5: Beyss Go-One............................................................................................................
Figure 6: Butterfly Gel Cushion................................................................................................
Figure 7: Orthopedic Gel Cushion............................................................................................
Figure 8: Ventisit Seat Pad........................................................................................................
Figure 9: Hobie Mirage Seat Pad..............................................................................................
Figure 10: Genuine Corflex Medic-Air Seat Cushion..............................................................
Figure 11: JMAC DESIGN........................................................................................................
Figure 12: Center of Gravity Elevation Formula...................................................................
Figure 13: Tire Side Forces at Rollover.................................................................................
Figure 14: Rollover Lateral Force Chart.................................................................................
Figure 15: Center of Gravity (cg) Elevation Shift...................................................................
Figure 16: McCraws Weight Study Formula.........................................................................
Figure 17: McCraws Formula for Time Saved or Added......................................................
Figure 18: Seconds Per Pound Analysis...............................................................................
Figure 19: Subassembly Detail...............................................................................................
Figure 20: Front Bracket Subassembly.................................................................................
Figure 21: Rear Bracket Subassembly...................................................................................
Figure 22: AirRide Cushion Design........................................................................................
Figure 23: Cylinder Assembly with Locking Bar...................................................................
Figure 24: Bill of Materials......................................................................................................
Figure 25: Purchased Parts Cost............................................................................................
Figure 26: Make Parts List......................................................................................................
Figure 27: Manufacturing Cost...............................................................................................
Figure 28: Buy Parts Weight Summary..................................................................................
Figure 29: Functional Flow Diagram (TOP LEVEL), FUNCTION...........................................
Figure 30: Functional Flow Diagram (Second Level)............................................................

List of Tables
Table 1: Industry Design HPV Analysis Examples..................................................................
Table 2: Industry Design Seat Cushion Analysis Examples...................................................
Table 3: Comparison of Main Types of Cushions (Karp, 1998)...........................................
Table 4: Rollover Lateral Force..............................................................................................
Table 5: Risk Priority Analysis................................................................................................

1.

SCOPE

JMAC Engineering Company (JMAC) has been selected to design an ergonomic

seat for an existing Human Powered Vehicle design as a result of their innovative yet
practical ready to manufacture design reputation. The information presented in this
project provides the purpose of the design, an overview of seat concept considerations,
analysis of industry techniques and best practices, evaluations of HPV seat standards, an
explanation of design methodology, and detailed design characteristics of the ready to
manufacture product. The final portion of this project summarizes the design and reaches
the conclusion that this design meets Bluevelos expectations along with any additional
requirements set forth.

2.

INTRODUCTION AND PROBLEM DEFINITION

Bluevelo, the Canadian based company that designed the Velomobile, has
approached JMAC Engineering Company with the request to create a seat design that
will improve the mobility and comfort of the user.
2.1.

HPV Quest Seat

Problem Statement
Along with the exponential growth rate in technology, the standards of human
powered vehicles are having no trouble keeping pace. The development of more
lightweight, durable materials has opened up endless possibilities for even the most
prehistoric designs. Even without the use of electronics within the vehicle, bicycles are
becoming more aerodynamic, comfortable and economically pleasing. As the transition
period from fossil fuels to sustainable sources steals the spotlight, the HPVs are stealing
the hearts of the daily commuter across the globe with their economical and
environmentally friendly benefits. This design includes not only the frame, but the
components therein which must be as equally as lightweight and ergonomic to support its
mounting host. A required application of the HPV Seat outlines the need to provide ease
of adjustment for the mainstream consumer.
2.2.

JMACs AirRide

Design Delimitations
The main limit imposed on this study is working within the design and space
restrictions set forth by the Bluevelos model Quest HPV, a composite reinforced
structure that houses a recumbent bicycle. The Quest has limited fixed frame mounting

points within the structure along with a weak floor that puts the weight bearing
responsibility of the operator solely on the seat assembly. Because of the cone like front
end design, height restrictions can limit the potential drivers while the distance from the
seat to the pedals severely limits the available leg span of the operator. The customer
requires the use of air as the main medium to provide the adjustments required in order
for the seat to accommodate specified rider characteristics, consisting of a height between
66 and 72, and a weight range of 150 lb. - 220 lb.s. This design must also provide the
optimum performance, safety and comfort without the use of any electronic systems. A
safety limitation requires that the seat adjustments be accessible at all times while
maintaining a line of sight that is both comfortable and non-hazardous to the driver or
other vehicles during operation. Because of the lightweight design of the reinforced
composite, the seat and all components are not to exceed a weight of 10 lbs. The cost
limitations designate a maximum cost of $1000 USD to keep the product marketable and
competitive.
2.3.

General

Considerations
The purpose of this study is to propose a human powered vehicle seat design
ready for manufacturing that meets the specific performance and reliability requirements
set forth in this research paper. This paper will detail a cost effective, lightweight and
safe design that accommodates a wide range of users while maintaining comfort and
accessibility to the driver and conformance to industry best standards for manufacturing.

2.3.1.
P
neumatic Considerations
An important aspect of this design includes using air as the fluid to provide
different levels of adjustment to accommodate ergonomic needs and physical
characteristics of the user as well provide some utility as a safety device. Due to the
weight requirements, using air to generate the pressure needed for the seat cushion and
for the seat adjustment will ensure the riders ability to utilize the vehicle to its full
potential. The major finding of the research experiment involving the wheelchair cushion
study were that the increase in leg volume caused by wheelchair sitting was attenuated by
using the dynamic air cushion, but not the static cushion. (Murata, J., Murata, S.,
Ohyama, M., Kogo, H., & Matsubara, S., 2014) These results suggest that the dynamic
air cushion relieved the leg edema induced by wheelchair sitting.
2.3.2.
F
rame Considerations
The seat will have a single fixed frame design that is installable in a pre-existing
human powered vehicle and will allow for accordion type adjustments. The solid frame
is necessary to assist in achieving the power output and to support the weight of the rider
during physical activity.

2.3.3.
S
afety Considerations
The seating angle should recline enough to provide a comfortable ride for the
recumbent human powered vehicle while still allowing the driver a full, safe view of the
road and surroundings. While bicycles are generally not considered to have blind spots,
the Quests recumbent style frame setup combined with the composite casing has the
potential to create them should the seat not provide sufficient height. For this seat design,
the HPV is analyzed as a road vehicle where blind spots can mean the difference between
life and death decisions in maneuvers. There is a trade-off between occupant protection
and all-round visibility. Drivers need to make sure that improvements in their safety do
not compromise the safety of others. (Millward, 2011)
2.3.4.
R
eliability Considerations
The life cycle of the seat frame will be equivalent to that of the vehicle, with a
focus on the shelf life of the inflatable portion of seat based on the material outlined in
this document. The seat portion of an HPV will need to be built such that it can
withstand daily use, as the target market is the daily commuter. This seat cushion should
be water and tear resistant, and the brackets and cylinders have a life span that supports
the HPV User throughout the vehicles lifespan.

2.3.5.
M
anufacturing Retail Considerations
Because the HPV design already exists, the best approach is to provide the seat as
part of a kit, which will serve as an upgrade to the stock configuration. The Stock
Bluevelo Quest comes equipped with a pre-existing seat and adjustability options, but
because this design is an upgrade, it will be manufactured as a ready to install kit that the
user can easily install in the vehicle. To ensure ease of installation, the design should
utilize a quick disconnect mounting option wherever possible. The kit should include all
tools and hardware required for installation to existing mounting points to serve as an
upgrade to the stock seat. The kit should also include instructions with simple
illustrations.
2.4.

HPV Seat Industry

Design Research
Along with internal research, JMAC has conducted extensive research on
commercially available HPV seat design. To allow for a more comprehensive
understanding of seat cushions, this research includes seat cushions for wheelchairs. The
commercially available Seat designs are identified in Table 1. The commercially available
seat cushions are identified in Table 2. This information provides a collaborative view of
various characteristics, both aesthetic and ergonomic, used by JMAC in the generation of
the most efficient seat design for the Quest HPV Model. In these tables, JMAC has
identified several commercially available seat designs, and detailed the notable

characteristics and approaches that were utilized in the designs of these seats. Through a
complete analysis of the designs identified in Tables 1 and 2, JMAC has identified model
features to better evaluate the characteristics that will be utilized in the generation of an
optimum HPV Quest Seat Kit Design.

Figure 1: Bluevelo Quest

The Quest Model from Bluevelo comes equipped with a
carbon fiber seat bucket and Ventisit Comfort Seat
Cushion. Tee mesh Ventisit cushion is the highlight of this
seat assembly, however the adjustability of the seat frame
leaves something to be desired. Adjusting the seat to fit the
desired users height and weight requires a manual
adjustment that includes disassembly, adjustment and then
reassembly.

Figure 2: Windcheetah Sport Compact

Angletech Cycles Windcheetah Sport Compact comes
standard with the Ventisit comfort seat, along with its seat
that has carbon leaf spring mounts. The main disadvantage
of the carbon-reinforced composite leaf springs is that
they have been limited to low-volume production models.

Figure 3: Angletech Challenge Seiran SL10

The Challenge Seiran SL10, an Angletech Cycle, boasts a
Tiefliegersitze, which is considered one of the most
comfortable shell seat designs on the market. This model
also contains the Ventisit Comfort seat pad.

Figure 4: Tri-Sled Rotovelo Carbon

The Tri-Sled - Rotovelo Carbon design contains a carbon
seat bucket with a foam seat pad. This seat model extends
the carbon fiber seat upward and behind the riders head.
Its just enough to hold your head up but allows some
movement if hit any bumps or pedal squares. Tri-Sled
covers their super seat (headrest included) with a very
thick and comfortable layer of open cell foam.
Figure 5: Beyss Go-One
The Beyss Go-one standard seat is designed for a certain
height, and many use reviews claim the seat had to be
replaced with a user designed option in order to utilize the
vehicle properly.

Table 1: Industry Design HPV Analysis Examples

Figure 6: Butterfly Gel Cushion

The Butterfly Gel Cushion boasts a high-tech gel. This gel
is both nontoxic and recyclable. It has shock absorption
and insulation from vibration and rebound, while
providing maximum dissipation of pressure points with a
relaxed feel. Its channeled/ribbed design maximizes
protection of soft tissues, allows ventilated comfort and
conforms to the user.
Figure 7: Orthopedic Gel Cushion
This high density foam pad conforms to the users
contours. Inside the foam pad is a generous layer of soft,
supporting liquid gel. This design is intended to banish
fatigue and discomfort once and for all. Soft polyester
fleece cover removes for washing. Measures
18"W x 13.5"L x 3 1/2"H.
Figure 8: Ventisit Seat Pad
The Ventisit is a Netherlands design. The open weave
design is loaded with venturi to bring ultimate airflow to
the ride. The Ventisit is available in 2 formats/thicknesses,
the Classic at 2 cm thick and the Comfort at 3cm thick.
Unlike the reticular foam, Ventisit design does not
compress permanently over extended use.
Figure 9: Hobie Mirage Seat Pad
The Hobie Mirage Seat pad can replace the standard foam
seat pad. It can easily adjust the seat to the desired comfort
by adding or replacing air pressure. There is an internal
valve that allows it to inflate and deflate as needed.

Figure 10: Genuine Corflex Medic-Air Seat Cushion

This seat cushion provides stress free sitting with a gentle
layer of air. The air assists in eliminating pressure points.
This design provides adjustable density by adding or
subtracting air. Maximum weight 300 lbs.
15 1/2" x 17 1/2.

Table 2: Industry Design Seat Cushion Analysis Examples

3.

BACKGROUND AND LITERATURE REVIEW

Since the nineteenth century human powered vehicles have played an important
role in sports, transportation, and industrial practices. As stated by Rosen in the
Encyclopedia of 20th Century Technology, many inventors and industrialists such as
Henry Ford and the Wright brothers began their careers as bicycle mechanics. Because
of the simplicity in design, bicycles to this day continue to be used in innovative ways to
test new materials and industrial processes (Rosen, 2005). This simple design is once
again a contender as a daily commuter and with the right design features and
characteristics could catapult the HPV into the daily li.ves of citizens across America.
3.1.

Variable Analysis of

Seat Design
The following research material has led the JMAC team to the generation of the
latest advancements for the Bluevelos Model Quest HOV Seat. The variables, which are
the cornerstones of JMACs AirRide design to support a person between 150 and 220lbs,
with a maximum height of 6, and who utilize the vehicle 5 days a week as a daily
commuter are noted in the following section.
3.1.1.
H
PV Aerodynamic Feature Analysis
According to Lei, Trabia, and Too, the design of human-powered vehicles prior to
1993 was solely focused on aerodynamic characteristics (1993, p. 115). In past
endeavors, many innovative designs were tested and proved through competition. In the

10

1930s, recumbent bicycles were used to break speed and distance records, causing them
to be banned in competition to keep other models from being invalidated. It wasnt until
the 1970s when recumbent designers and enthusiasts made their own sporting designs
for competition that reached speeds up to eighty miles per hour (Rosen, 2005). While
Bluevelos Velomobile struggles to reach the speeds of the competition recumbent bikes,
it still meets the requirements and expectation of a viable alternative to a gas-powered
vehicle. With the right design and features, this recumbent bike could work its way into
mainstream commuting.
3.1.2

Structural Frame Design Variables

In order to better evaluate how the seat frames angles will affect the human

operator, the following sections describe the considerations of the Seat adjustability
analysis and the seat cushion variable analysis. Careful considerations are given during
the development of the JMACs AirRide seat design to ensure the most ergonomic and
reliable options are incorporated.
3.1.3

Seat Adjustability Analysis

The research regarding the use of pneumatics as the pressure system to engage the seat
adjustments proved useful in overall design consideration. A pressure system must
employ an energy source, a transmission path, control, a load device, and possibly one or
more indicators in order to function. (Fardo, 2008) The energy source in question would
be a variation of the energy transformation from mechanical energy through the handheld
pump, the load device, to the energy created in the cylinder. The Transmission path is the

11

hose that connects the load device to the adjustable valves. All of the system aspects are
carefully taken into consideration in the adjustability design.
3.1.4

Seat Cushion Variables Analysis

There are a wide variety of cushions available on the market, and research into active
cushions versus passive cushions provided valuable insight to the effect of pattern of
inflation and deflation. In a study done by Mahender Arjun Mandala at the University of
Kansas, two custom active cushions were developed based on the Roho Quadtro passive
cushion design. The inflation and deflation pattern of the first cushion was checkerboard
(CHK) and the second was column (COL). The study concluded that the active seating
system with column based pattern of inflation and deflation (COL) exhibited the best
mechanical performance with regards to the parameters calculated. (Mandala, 2011)
3.2 Variable Analysis of Materials for Seat Frame and Cushion Manufacturing
The analysis of the materials used in the manufacturing of the HPV Seat design
demands careful consideration due to the wide range of materials that are available today.
When utilizing Design for Manufacture and Assembly (DFMA) Principles, the careful
selection of materials is detrimental to the optimization of the seat design. The following
sections outline the process of material choice and other available options such as
material sustainability as it applies to the HPV Air Ride Seat design. According to the
research outlined in this project, designs have included space-age materials such as
molded thermoplastics, fiber composites, and titanium.
The material selection criteria are organized in order of importance:
Availability
Sustainability
12

 Price
Sustainable Materials Variables
3.2.1 Sustainable Materials Variables
Aluminumisoneofthemostabundantmetalsavailable;howeveritrequires
significantamountsofenergyinordertoprocesstheoreintopurifiedandalloyedforms.
Aluminumisaversatilemetalwhichmaybeusedforavarietyofapplications.Recycling
allowstherecaptureofover1.7billionpoundsofaluminumperyear,resultinginmajor
savingsintheuseofelectricityusedintheprocessingofaluminumoxideoreinto
purifiedaluminum(Das2011)
Carbonfiberdoesnotbenefitfromtheeaseofrecyclingthataluminumdoes,and
canbeasenergyintensivetoproduceasaluminumfromitsore,howevertheinherent
durabilityandversatilityofcarbonfibermakesitasolidchoicewhenlightweight,high
strengthandunusualmoldingisrequired(Mehta2010).Abenefitofrecyclingcarbon
fiberisthatnosolventsorchemicalsarerequiredinordertoprocessscrapsbackintoa
productsuitableforreuse,butratherthescrapsaresubjectedtohighpressuresand
temperatureswithoutanyotherenvironmentalimpact.(Kunz2013)
3.2.2

Seat Cushion Material Variables

When selecting the material for the seat cushion, consideration needs to be taken
to account for the additional localized pressure applied to the seat when the driver is
entering and exiting the vehicle and must stand on the seat bottom. Research on a
honeycomb type cushion is an essential material design requirement. A good design
should utilize abrasion protection for honeycomb cushion while reducing friction against
the drivers clothing and allowing ease of ventilation during driving. Table 4 outlines the

13

four basic materials that are used to manufacture seat cushions in the industry. Research
on a urethane honeycomb mesh proved efficient air travel and more protection against
skin breakdown due to a cooler temperature and minimal moisture level during use.
Because there are many individual cells--like a beehive--these cushions are able to
distribute weight evenly, but there is no risk of leaking gel or of an air bladder being
punctured. (Karp, 1998).
Cushion type

Advantages

Disadvantages

Foam

Inexpensive.
Very lightweight.
Comes in range of densities.
Holds shape (memory).
Provides even support.
Can be cut to relieve sores.
Nothing to leak

Wears out faster.

Loses its shape.
Old, compressed foam could
lead to a sore.

Gel

Excellent pressure distribution.

Very comfortable.
May have supplemental inserts to stabilize
legs.

Heavy.
Chance of leakage.
Less able to absorb impact.
Some designs allow gel to
push out to sides.

Air floatation

Lightweight.
Even pressure distribution.
Will not bottom out if properly inflated.
Can be modified to relieve pressure sores.
Some models inflate to user's specific needs.
Waterproof.

Less stable.
Chance of puncture/leakage.
High maintenance: need to
check pressure frequently.

Urethane
honeycomb

Very lightweight.
Low profile in appearance.
Distributes weight evenly.
Good support.
Absorbs shock.
Keeps skin cooler.
No risk of leakage.
Machine washable/dryable.

Relatively new, so not much

of a track record yet.

Table 3: Comparison of Main Types of Cushions (Karp, 1998)

14

3.3 Variable Analysis of Manufacturing Strategy

The details in the following paragraphs provide a high level overview of the
manufacturing strategies utilized based on literature available. These will be
incorporated into the design of the JMAC AirRides Seat design Kit.
3.3.1

Manufacturing Variables
The planning and execution of the manufacturing process will be largely controlled

by the following variables: selection of material types, material forms, tolerances, design
and shape. Material types and forms will be chosen based on ease of machining and
forming as well as minimizing the amount of waste. Processes which yield a reduction in
the amount of time required to achieve the final geometry required are also a major
consideration. The design should allow for a generous degree of tolerance without
compromising performance and function in order to reduce machining setup time and
maintain first pass yield. Implementation of DFMA from initial design to end product
will result in reduced number of parts and manufacturing cycles in order to minimize
material cost and production cost.
3.3.2

Production Variables
When developing the production plans for the assembly kit, the focus will pertain

to part handling, designing for inserting and fastening, and defining which components
will be provided pre-assembled and which components will require the consumer to
install into the vehicle itself. Packaging is another main component of getting the
product kit ready for retail, along with shipment options for the consumer.
15

3.3.3

Ease of Assembly Variables

Not only should the design incorporate ease of manufacturing at the factory, but

for the consumer it should provide easy assembly at home as well. To better serve the
consumer, this design will be provided in a kit with simple instructions detailing the
installation required. Because of the kit approach JMAC is taking, Design for Assembly
(DFA) Principles were carefully considered when designing this product for ease of
Assembly. DFA is also a vehicle for questioning the relationship between the parts in a
design and for attempting to simplify the structure through combinations of parts or
features, through alternative choices of securing methods, or through spatial relationship
changes. (Design for Assembly, 2004)
3.4 Variable Analysis of Quality Assurance and Control Strategies
IndustryStandardPracticeManufacturingStrategiesalladheretostringentquality
engineeringprinciplessuchasSixSigmaandTotalQualityManagement(TQM)
methodologiestoensuremanufacturingsuccessandproductoptimization.Thesesystems
allowthedesignandmanufacturingcompaniestoremaincompetitiveintheconsumer
marketbyprovidingthemostefficientproductatthebestpossibleprice.Theculture
requiresqualityinallaspectsofthecompanysoperations,withprocessesbeingdone
rightthefirsttimeanddefectsandwasteeradicatedfromoperations.(Hashimi,2014)
3.5 Background Research Variables Summary
Utilizing a combination of existing technology and new designs, this study will
demonstrate an improved design for providing seating to the operator of a Human

16

Powered Vehicle which enhances the comfort, safety and individual customization to the
drivers physical characteristics and preferences, all while conforming to the
requirements, specifications and limitations provided. The study has analyzed the
amassed knowledge relevant to the subject matter and delineated the methods, design
features and manufacturing technologies that will be utilized to bring this product to
market.

17

4.

JMAC DESIGN METHODOLOGY

JMAC strives toward creating an efficient design that incorporates best practices
into functionality and material selection to guarantee customer requirements are met and
ensure all manufacturing needs are addressed.
4.1 JMAC AirRide Seat Kit Design
JMAC has utilized the Five Principles of Design to better evaluate and meet the
outlined requirements. Thefiveprinciplesofdesigntakenintoconsiderationareform,
function,quality,sustainability,andlowprice.TheAirRideSeatkitisprovided
completewithallmanufacturedandpurchasedparts,alongwithasimpleinstallation
manual.
4.2 JMAC AirRide Seat Position Considerations
Traditional designs of HPVs have typically focused on aerodynamics as the most
important characteristic to consider when determining proper seat position. The seat
position is adjusted to meet size and shape of the HPV as opposed to optimizing power
output. While aerodynamics is very important of the overall performance of the HPV,
sacrificing performance to meet the aerodynamic shape could become counterproductive
to achieving maximum efficiency. With efficiency in mind, the focus shifts to identifying
and setting the HPV seat to the proper position, allowing the rider to maximize power
output while exerting minimum energy. Many factors have to be considered when
determining the best seat position and different riding styles require a different seat
position. Seat position is generally defined and represented through a series of
measurement including seat angle (Figure 1, Reference A), the distance from the back of
18

the seat to the pedals (Leg length), (Figure 1, Reference B), and the minimum height
required to maintain proper line of sight to the road (torso height), (Figure 1, Reference
C).

Figure 11: JMAC Design

Reference A - Seat angle is obtained by measuring the angle created at the base of
the seat in relation to the top of the seat and the center of the pedal crankshaft. Proper seat
angle can range from 110-150 degrees and usually is adjusted based on the specific
application intended for each HPV (Reiser II, Peterson, Broker, 2011). Riders looking for
a better position for climbing a hill may choose a greater seat angle than a flat surface
rider. The seat position can affect the power output both directly and indirectly. It can
affect the power directly through the optimized use of leg power, whereas it can
indirectly affect the power by providing a comfortable, relaxed seating position that
allows for proper alignment of the body to maximize air intake while the rider breathes.
Reference B - The leg length is measure from the base of the HPV seat to the
center of the pedal crank and is most important in determining the rider height range,

19

which the HPV can accommodate. Proper adjustment of leg length is also an important
factor in maximizing power output.
Reference C - The torso height is measure from the base of the seat to the
minimum point in which the rider can maintain an unobstructed view of the road and
surrounding area. This measurement in combination with the leg length is used to
determine the rider height range.
The JMAC AirRide takes into account the option of changing riders and
allows for proper seat adjustment for riders ranging from 52 to 62. This adjustment is
made through the use of an air-operated cylinder and JMACs original pendulum seat
mounts. The pendulum mounts allows for two directions of travel simultaneously
allowing shorter rider to move both, closer to the pedals and higher in the cockpit to
maintain a proper view of the road.
4.3 JMAC Seat Inflation Design Requirements
The JMAC AirRide will feature an inflatable seat design which will provide the
vehicle operator with the ability to customize support points, seat height, and distance to
the vehicle controls which accommodate different body types within the height and
weight range specified by the customer. Inflation will be accomplished utilizing a handoperated pump, which will supply air to a set of strategically positioned chambers. Each
chamber will be adjustable through the use of a smart valve system. This smart valve
system will regulate adjustability, and also prevent over pressurization.
Seat inflation is accomplished utilizing an ambidextrous hand-operated pump
located on the JMAC Air Manifold subassembly and designed to allow two-handed

20

operation, allowing the driver to produce the most amount of mechanical energy with the
least amount of physical exertion. The pump is connected to an air supply system that
feeds into a 3-way valve that can be switched between two positions.
4.4 JMAC 3-Way Valve Considerations
The first position supplies air to a pneumatic cylinder mounted to the vertical
support post connected to the seat frame. This pneumatic cylinder provides back and
forth movement to the seat by pushing the seat forward, and also provides vertical
movement to the seat by pushing upward.
The second position supplies air to a manifold with 6 outlets, each of which
connects to a check valve. The check valve controls the pressure at each of the 6
chambers throughout the inflatable seat. Each check valve can be adjusted by the driver
to the desired pressure in order to control both the firmness of the seat and also to provide
additional control to the height of the seat for the purpose of providing a clear line of
sight for the driver. The chambers include the following in order to provide support to
key areas: backrest, lumbar, seat height 1, seat height 2, seat height 3, and seat surface.
4.5 JMAC Lumbar Support Cushion Considerations
Backrest and lumbar chamber inflation allow the driver to adjust optimized
support to the back and shoulder area independently from the chamber providing lumbar
support. This is to allow customization to the unique physical characteristics of the driver.
4.6 JMACs Air Chamber Cushion Requirements
The JMAC Air Chamber Cushion will consist of 17 connected tubes which have
been separated into chambers, Upper-Back, Lumbar and Waterfall. Each of the 3

21

chambers will be individually controlled through a regulator allowing the rider to set each
of the chambers to their preferred setting. Control of the air cushion will be accomplished
through a manifold assembly containing air regulators. The mini air regulators attached at
the manifolds are calibrated to inflate within 1 psi of the desired pressure setting. Excess
air supplied to various chambers will be expelled by the relief valve, which prevents over
pressurization and resulting damage to the seat. The air pump has a high pressure low
volume stage and a low pressure high volume stage. Changing between stages is
accomplished with a simple twist of the handle.
4.7 JMAC Air Cushion Material Considerations
Seat materials were selected to account for the additional localized pressure applied
to the seat when the driver is entering and exiting. The honeycomb cushion will be
protected by a Ventisit comfort cushion screen mesh cover providing abrasion protection
to the honeycomb cushion while reducing friction against the drivers clothing and
allowing ease of ventilation during driving. The Ventisit is the cushion provided with the
Bluevelos Velomobile stock assembly.
4.8 JMAC Vehicle Stability Considerations
The stability of a vehicle is largely determined by center of gravity and the response
of tires to applied forces, specifically the relationship between lateral acceleration,
longitudinal acceleration, and control characteristics. Driver input in the form of braking
and cornering, and the resulting forces resulting from both actions as they occur
simultaneously affect center of gravity of the vehicle, and its stability. Generally
speaking, when lateral forces from the center of gravity are equal or greater than the

22

forces of the vehicle mass at the center of gravity, rollover can occur. As the center of
gravity elevates, the vehicle requires a greater amount of downward force at the center of
gravity in order to retain stability, or a greater lateral distance between the center of
gravity and the center of the tires. (HS, 807 956)
4.8.1

Directional Stability Considerations

Directional stability, also called Yaw or Heading, depends on horizontal planar

moments applied against opposing tire forces. When driver input in the form of braking
and cornering are applied, the load of the vehicle is transferred from the inside of the tires
to the outside of the tires. When those forces exceed the opposing forces of the tires,
lateral acceleration will occur and the risk of vehicle rollover increases. (HS, 807 956)
4.8.2

Rollover Stability Considerations

When the Center of Gravity (cg) is elevated over one of the wheels, rollover can

occur. Figure 11 illustrates the change in elevation Delta h as the center of gravity cg
shifts from the center of the wheel axel to be directly over the center of the tire in a
lateral motion. The height and lateral position of the center of gravity relative to the
ground and wheel center respectively determine how much of a change in cg elevation is
required for this to occur. The side forces exerted on the tires do not have a high enough
coefficient of friction to initiate a rollover unless there are outside forces such as changes
in the road surface or physical obstructions on the road such as speed bumps, contact with
a curb or foreign objects which can change the height of the side forces and cause a
tripping event which leads to rollover.

23

4.8.3

Lateral Forces Rollover Analysis

The forces required to initiate a rollover are dependent on the location of the center
of gravity, and the downward forces being applied by the weight of the vehicle. Figure 11
and 12 reference the center of gravity elevation formula and the side forces at rollover.

Figure 12: Center of Gravity Elevation Formula

Figure 13: Tire Side Forces at Rollover

24

Table 4 and Figures 13 and 14 represent the effect of the shift of center of gravity as
the seat position is moved upwards. Zero position represents the lowest seat position, and
this position shifts upward as the seat is elevated. Different weights of the rider are then
applied against this shifting center of gravity. As the rider weight increases, so does the
amount of lateral force required for the vehicle to roll over.
Zero + 5
cg
Elevation

4.401

Zero + 4

Zero + 3

4.041

3.727

Zero + 2
3.453

Zero + 1

Zero

3.212

Lateral Forces (ma) required for Roll-over

Zero + 5

Zero + 4

Zero + 3

Zero + 2

Zero + 1

Zero

150

118.402

122.264

125.839

129.141

132.188

135

155

122.349

126.340

130.034

133.446

136.595

139.5

160

126.296

130.415

134.229

137.751

141.001

144

165

130.243

134.491

138.423

142.055

145.407

148.5

170

134.189

138.566

142.618

146.360

149.813

153

175

138.136

142.642

146.813

150.665

154.220

157.5

180

142.083

146.717

151.007

154.970

158.626

162

185

146.030

150.793

155.202

159.274

163.032

166.5

190

149.976

154.868

159.397

163.579

167.439

171

195

153.923

158.944

163.591

167.884

171.845

175.5

200

157.870

163.019

167.786

172.189

176.251

180

205

161.817

167.095

171.981

176.493

180.657

184.5

210

165.763

171.170

176.175

180.798

185.0642

189

215

169.710

175.246

180.370

185.103

189.470

193.5

220

173.657

179.321

184.565

189.407

193.876

198

Table 4: Rollover Lateral Force

25

250
200

Lateral
Force
Required
to Roll
Vehicle
(lbs)

Zero + 5

150

Zero + 4
Zero + 3

100

Zero + 2
Zero + 1
Zero

50
0

Weight of Rider (lbs)

Figure 14: Rollover Lateral Force Chart

Center of Gravity (cg) Elevation Shift

Vertical
Shift
of
Center
of
Gravity
(in)

5
4.5
4
3.5
3
2.5
2
1.5
1
0.5
0
Zero + 5 Zero + 4 Zero + 3 Zero + 2 Zero + 1

cg Elevation

Zero

Seat Height Setting

Figure 15: Center of Gravity (cg) Elevation Shift

26

4.9 JMAC Air Ride Weight Considerations

Lightweight and HPV are almost interchangeable when it comes to developmental
and competitive designs. The following sections define the weight aspect as it pertains to
the rider and the overall vehicle weight in terms of both the operators performance and
the vehicles performance. Understanding the weight relationship between each of these
aspects will better determine the performance output of the JMAC Air Ride seat kit
design.
When it comes to HPV and their aerodynamic attributes, it is no surprise that
weight will affect overall performance. During the Tour de France, Lance Armstrong
switched his wheels, frame and components to a more efficient and lightweight
alternative during the mountain legs of the race. This provided Armstrong with a lighter
bike that provides less rolling resistance, improved acceleration, and requires less power
while in an incline (Burke, 2014). According to Burke, it takes more power to achieve
the same speed of a lighter bike. Adding weight increases the bikes inertia, thereby
slowing down acceleration rate, and increasing rotating friction on the wheels (2014).
McCraw discusses how the speed in an incline is influenced by the energy the
rider puts out versus the work that is required to overcome inertia. Therefore the speed
lost by adding the additional weight from the improved seat design may be calculated
using the following formula (McCraw 2012).

27

Figure 16: McCraws Weight Study Formula

For this study, in McCraws formula the kilogram unit of measurement was
converted to pounds and the unit of speed was kept as miles per hour. Thereby, using a
rider that is 190 lbs., the original bike weight at 77.16 lbs. for Bike 1, the new bike
weight of 87.16 lbs. for Bike 2, and using 12 mph as Bike 1s speed, Bike 2s speed can
be calculated as 11.57 mph. Therefore the new design is 0.43 mph slower than the
original design.
Taking into account of the speed lost with the improved design, the time added to
a 10 mile commute can be calculated using McCraws formula for time saved or added in
Figure 12.

Figure 17: McCraws Formula for Time Saved or Added

For this study, 10 miles was be used as the Distance for the commute, and Speed 1
and 2 was utilized from the previous formula. Therefore the time added to the commute
by using the heavier design is 111.49 seconds, almost 2 minutes more of a commute than
the original design (McCraw 2012). Figure 13 illustrates the time added to a ten-mile

28

commute for every pound added to the HPV. As each pound is added, 38.88 seconds is
added to the commute.

Figure 18: Seconds Per Pound Analysis

29

JMAC AIRRIDE DETAILED DESIGN AND RISK ASSESSMENT

JMAC has taken an innovative design approach to provide a more versatile option

for Velomobile riders. With the use of lean manufacturing principles, risk management
techniques and careful material selection JMAC has been able to produce a design that
meets the all of the customer requirements and cost goals in a competitive market.
5.1 JMAC AirRide Components and Subassemblies
TheJMACAirRideSystemismadeupoffivesubassemblies.Thefrontandrear
bracketsubassembliesprovideforthemountingandpivotpointsforJMACsoriginal
pendulumdrivenseatpositioningsystem.Theseatsubassemblycontainsallthe
necessarybracketstoconverttheoriginalHPVseatbucketforusewiththeAirRide
system.ThelastsubassemblyistheAirmanifoldsubassemblyprovidingallthecontrols
tosettheperfectseatposition.Figure18providesanoverallviewofthesubassemblies
withinthefinalassembly.

(2) Rear

(4) Seat Cushion

Bracket

(5) Air
Manifold
(Not shown in
this View)
( 1) Front Bracket

(3) Seat Brackets

Figure 19: Subassembly Detail

30

5.1.1

JMAC Front Subassembly Design

The front bracket assembly consists of a mounting bracket which mounts directly to
the existing mounting holes for the current forward seat brackets and JMACs unique
pendulum drop arm. The drop arm connects to pivot pins on both the mounting bracket
and the front corners of the seat subassembly. Figure 19 shows one of the two front
bracket subassemblies required.

Figure 20: Front Bracket Subassembly

31

5.1.2

JMAC Rear Bracket Subassembly Design

Figure 21 conveys the rear-mounting bracket that bolts directly to the existing rear
mounting holes and provides mounting points for the rear pendulum drop arms and the
air cylinder. The rear pendulum drop arms connect to a pivot pin at the top of the rear
mounting bracket and to the back of the existing HPV seat via the provided mounting
bracket. A second pin connects the air cylinder to the bottom of the rear-mounting
bracket.

Figure 21: Rear Bracket Subassembly

32

5.1.3

JMAC Seat Subassembly Design

The JMAC AirRide Seat uses the existing carbon fiber seat bucket. As part of the
installation kit, templates are provided to drill and mount the AirRide brackets. The Seat
subassembly has a total of four brackets providing pivot/mounting points for the
pendulum drop arms and the air cylinder.
5.1.4

JMAC Air Cushion Design

The JMAC air cushion is comprised of three separate chambers: Upper-Back, Lumbar
and Waterfall. Each chamber can be inflated to a specific pressure, allowing for fine
tuning of seating position. Figure 21 demonstrates the 17 different sections of the
cushion as it fits on the existing carbon fiber seat. The JMAC AirRide logo is also
included as part of the cushion design.

Figure 22: AirRide Cushion Design

33

5.1.5

JMAC Air Manifold Subassembly Design

The Air Manifold subassembly houses all the pressure controls for operation of both
the air cushion and cylinder. The subassembly is made up of two air manifolds, a threeway valve, mini air regulators and a hand pump. The components of the subassembly are
attached to the mounting bracket that is bolted directly to the carbon lip formed by the
two halves of the HPV body. The three-way valve directs air to one of the two air
manifolds, each containing mini pressure regulators for fine-tuning the seat position and a
small needle valve for easy deflation. The air pump has a high-pressure low volume
stage and a low pressure high volume stage, changing between stages is accomplished
with a simple twist of the handle.
The operation starts with a three-way valve that directs flow from the air pump to
either the air cushion or the air cylinder. Stage one of setting proper seat position is
accomplished by setting the three-way valve to the downward position, directing airflow
to the air cylinder. Using the air pump, air is utilized until proper seat height is obtained.
Stage two is accomplished by moving the three-way valve to the forward position,
directing airflow to the air cushion manifold. Figure 22 references an image of the
cylinder assembly and the locking bar.

34

Figure 23: Cylinder Assembly with Locking Bar

The air cushion manifold provides airflow to the three chambers of the JMAC air
cushion. The air cushion manifold contains a combination mini Air regulator and relief
valves for each chamber. Pressure can be set and adjusted for each chamber by setting
the relief valve to a set pressure to allow for maximum comfort. Individual riders can
also record their preferred pressure setting for each chamber for a faster set-up during
subsequent rides. Deflation is accomplished by slowly opening the two needle valves
until seat has returned to original position.

35

5.2 JMAC Bill of Materials

A comprehensive parts list has been generated in Figure 23 that outlines all of the
materials needed to manufacture and assemble the JMAC AirRide Seat.

Figure 24: Bill of Materials

36

5.3 JMAC Cost Analysis

Figure 25 is a detailed Bill of Material with Cost information for the purchased parts of
the JMAC Air Assembly.

Figure 25: Purchased Parts Cost

Figure 26 is a detailed Bill of Material for all of the Make Parts in the JMAC Air Assembly.

Figure 26: Manufactured Parts List

Manufacturing processes costs were a subject of consideration based on the
37

suitability of the process for the part geometry and the resulting cost of manufacturing.
Cost analysis is based on processes utilized by machine shops in estimating costs for
performing cutting services, bending, machining and welding. The estimated costs for the
various manufacturing services and processes are detailed in Figure 26. This cost was
arrived at by considering several factors such as cut inches for cutting services and the
number of bends for bending operations. Given a bulk order of 1000 assemblies, the
estimated price for all custom manufactured parts is $342.22.

38

Figure 27: Manufacturing Cost

5.4 JMAC Weight Analysis

JMAC AirRide weight considerations were calculated using the Solid Works Files
material properties and weight calculation features, coupled with a summary of Buy
Parts Weights as outlined in Figure 28. The total weight output from the Assembly is
4.96 lbs. The Total weight of the Buy parts is 4.79. This creates a total Assembly kit
weight of 9.75 lbs.

Figure 28: Buy Parts Weight Summary

39

5.5 Risk Mitigation and Considerations

Risk Mitigation strategies and considerations must take into account a variety of
factors when analyzing potential sources of failure and difficulties in the product design
and manufacturing process. An evaluation of product and process technologies which are
going to be utilized in the system must be undertaken. Technologies which are new and
untested are especially in need of special consideration when performing a risk
assessment. The allocation of development team resources and the supply chain are also
important points which may affect the successful development and manufacture of the
product. (Montgomery 2011)
Mitigating these risks for each of the systems and subsystems is a critical step
during the product design phase. Development of a Failure Mode, Effects and Criticality
Analysis (FMECA) is instrumental in this regard. (Blanchard 2011)

40

5.5.1

FMECA Development
The Failure Mode, Effects and Criticality Analysis will evaluate the design
and function of AirRide. Figure 29 is a top level functional flow diagram.
Figure 30 is the second level functional flow.

Figure 29: Functional Flow Diagram (TOP LEVEL), FUNCTION

41

Figure 30: Functional Flow Diagrams (Second Level)

42

5.5.2

Risk Priority Number Development

Risk priority factors are derived as outputs based on these functional diagrams.
These risk priority factors are evaluated utilizing three criteria: severity, occurrence, and
detection. Each component is assigned a score from 1 to 10, from lowest to highest level
of priority. A Risk Priority Number (RPN) will be determined by multiplying the scores
for each component, yielding the order by which corrective actions may be taken to
mitigate those risks. (Blanchard 2011) Table 5 details a comprehensive Risk Priority
Number Analysis.

43

Table 5: Risk Priority Analysis

44

5.5.3

Corrective Action Identification

The most commonly observed potential sources for failure were related to the use of
air as the medium for seat adjustment and seat comfort. The inherent relative weakness of
air filled cushions combined with the need to manually provide air to the system via a
hand actuated pump create risks which can be mitigated but not completely eliminated
through the use of mechanical support to the air system. The stop bar assembly which
provides additional structural support to the air cylinder was implemented due to this
observed and measured risk, and is meant to provide an additional layer of safety and
reliability which cannot be as readily obtained through the use of the pneumatic system
and air cushions alone.

45

6
CONCLUSION AND RECOMMENDATIONS
JMACs innovative design successfully incorporates functionality and
manufacturability with the intent to satisfy a wider range of desired ease of adjustability
for customers. While the original design offered the customer to specify his/her desired
configuration when the vehicle was first purchased, it was not easy for him to make
adjustments later as the process was cumbersome and require the use of hand tools.
JMAC utilized a design approach that took into consideration existing concepts and
industry products available, and through the employment of manufacturing best practices
and the application of risk management techniques, developed an operational and cost
effective assembly that meets all of the requirements set forth by Bluevelo. The JMAC
AirRide seat assembly has been designed to provide comfort and ease of adjustability,
with all of the adjustments made using simple pneumatic valves on both the seat and
cushion adjustments. The design includes front and rear brackets with a pendulum action
lever levied with a pneumatic cylinder accompanied with an inflatable seat cushion for
additional safety and ergonomic benefits. JMAC intends to sell the new seat system as an
upgrade kit, utilizing the existing seat panel and mounting points.

46

Based on the research and analysis performed by JMAC in creating a design that
meets customer specifications, the following recommendations are provided to increase
assembly performance and reduce cost. JMAC recommends the use of an electric pump
instead of a manual hand pump. A small battery operated electric pump would decrease
seat adjustment and cushion inflation time considerably, reduce rider fatigue without
adding a significant increase in either weight or cost. Another suggestion is the use of a
small sealed hydraulic system. One of the main concerns when using a pneumatic system
is the compressibility of air which is less efficient when using a liquid medium to actuate
the cylinder. This would only have a marginal effect on the overall weight but could be
provided as an option if the consumer chooses the upgrade. Although comfortable and
efficient, the neoprene material can be costly. JMAC suggests retaining the existing mesh
seat cover in lieu of the inflatable air cushion. The JMAC AirRide Seat Kit allows for
sufficient adjustability, making the neoprene cushions focus mostly about comfort.
Additional cost and weight savings could be accomplished by retaining the use of the
original mesh cover that comes stock with the vehicle, since air would no longer be
necessary for providing the user full adjustability. The mesh would also enhance user
comfort as it naturally provides superior ventilation and breathability as opposed to the
inflatable neoprene bladders used in the seat cushion assembly. The weight that was
introduced into the final design by the inclusion of the air control system would be
eliminated, thereby offsetting the marginal increase in weight from the use of a hydraulic
cylinder.

47

The JMAC AirRide design allows the use of air as a medium for providing
adjustability both vertically and longitudinally, while at the same time reducing the
amount of effort required by the rider to make the necessary adjustments.

48

REFERENCES AND WORKS CITED

Blanchard, S. & Fabrycky, W. (2011). Systems Engineering and Analysis. Upper Saddle
River, NJ: Prentice Hall

Burke, E.R. (2014). The Effect of Weight on Speed. Retrieved from

http://www.active.com/cycling/articles/the-effect-of-weight-on-speed.

Design for assembly. (2004). Manufacturing engineering handbook. Retrieved from

http://ezproxy.nu.edu/login?
url=http://literati.credoreference.com.ezproxy.nu.edu/content/entry/mhmeh/design_for_as
sembly/0

Fardo, Stephen W., and Patrick, Dale R.. Industrial Process Control Systems (2nd
Edition). Lilburn, GA, USA: The Fairmont Press, Inc., 2009. ProQuest ebrary. Web. 10
February 2015.

Hashmi, K. (2014). Introduction and implementation of total quality management

(TQM). iSixSigma. Retrieved from
http://www.isixsigma.com/methodology/total-quality-management-tqm/introduction-andimplementation-total-quality-management-tqm/

49

Karp, G. (1998). Choosing a wheelchair: A guide for optimal independence. Retrieved

from
http://www.oreilly.com/medical/wheels/news/chair_cushions.html

Leil, Y., Trabial, M.B., & Too, D. (1993). Optimization of the seating position in a
human-powered vehicle. 11 International Symposium on Biomechanics in Sports (1993),
pp. 115-119. Retrieved from https://ojs.ub.uni-konstanz.de/cpa/article/view/1691/1593.
Mandala, M. A. (2011). Evaluating the effect of pattern of inflation and deflation and
cycle time on the pressure relieving characteristic of a dynamic seat cushion using seat
interface pressure measurements (Order No. 1496880). Available from ProQuest
Dissertations & Theses Full Text; ProQuest Dissertations & Theses Global. (884580382).
http://ezproxy.nu.edu/login?url=http://search.proquest.com/docview/884580382?
accountid=25320

McCraw, D. (2012, June 19). Bike weight and performance. Retrieved from
http://mccraw.co.uk/bike-weight-performance/#comments.

Millward, David. (2011). Blind spot crashes increase. The Telegraph. Retrieved from
http://www.telegraph.co.uk/motoring/news/8779153/Blind-spot-crashes-increase.html

Montgomery, D., Jennings, C., & Pfund, M. (2011). Managing, controlling, and
improving quality. Hoboken, NJ: John Wiley & Sons.

50

Murata, J., Murata, S., Ohyama, M., Kogo, H., & Matsubara, S. (2014). Effect of a
dynamic air cushion on the development of leg edema during wheelchair sitting. Journal
of Physical Therapy Science, 26(6), 911913. doi:10.1589/jpts.26.911 Retrieved from
http://www.ncbi.nlp.m.nih.gov/pmc/articles/PMC4085220/

Raoul F. Reiser II, Micheal L. Peterson, Jeffrey P. Broker: Anaerobic Cycling Power
Output With Variations in Recumbent Body Configuration, Journal of Applied
Biomechanics, Vol 17, No. 3, 2001.

Rosen, P. (2005). Transport, human power. Encyclopedia of 20th Century Technology.

Retrieved from the Literati by CREDO Database. Retrieved from
http://literati.credoreference.com.ezproxy.nu.edu/content/entry/routt/transport_human_po
wer/0?searchId=d32f4209-7d76-11e4-a634-0aea1e24c1ac&result=0.

51

APPENDIX A: ACRONYMS

DFA: Design for Assembly

DFMA: Design for Manufacture and Assembly
HPV: Human Powered Vehicle
MPPU: Machining Price Per Unit
PPA: Price Per Assembly
PPB: Price Per Bend
PPI: Price Per Inch
PPM: Price Per Minute
PPP: Price Per Pierce
PPU: Price Per Unit
PPW: Price Per Weld
PSI: Pounds per Square Inch
TPPU: Total Price Per Unit
TQM: Total Quality Management

52

APPENDIX B: GLOSSARY OF TERMS

For the purposes of this study, the following terms will be utilized with the given
definitions below. (Defined terms to be inserted into this section as needed during
subsequent research)

Chamber: Each of the individually inflatable pockets within the seat, which when
grouped as a single entity form the entirety of the inflatable component of the
seat.

Cylinder A device that converts fluid power into linear mechanical force and motion;
consists of a movable piston, connecting rod, and plunger operating in a
cylindrical cavity.

Edema: An abnormal accumulation of fluid in the interstitium, located beneath the skin
and in the cavities of the body.

Honeycomb Cushion: The surface upon which the drivers bottom will be resting. The
honeycomb cushion is composed of a matrix of inflated pockets maximized to
provide the most surface contact with the occupant possible.

HPV: A Human Powered Vehicle with a recumbent seat design

53

Leg Length: the measure from the base of the HPV seat to the center of the pedal crank
and is most important in determining the rider height range which the HPV can
accommodate.

Main Manifold: The distribution junction for air produced utilizing the hand operated
pump. Each manifold outlet will be directed towards a chamber and will allow
adjustability of air pressure through use of an adjustable check valve.

Smart Valve: Adjustable valve which will allow the user to set the pressure within a given
chamber, thus controlling the height and longitudinal position of the user under a
given inflation setting.

Seat Angle: the angle created at the base of the seat in relation to the top of the seat and
the center of the pedal crank shaft. Proper seat angle can range from 110-150
degrees and usually is adjusted based on the specific application intended for each
HPV.

Torso Height: the measure from the base of the seat to the minimum point in which the
rider can maintain an unobstructed view of the road and surrounding area. This
measurement in combination with the leg length is used to determine the rider
height range.

54

Valve A device that controls fluid flow, direction, pressure, and flow.

Vertical Support Post: the vertical aluminum post integrated into the Quest HPV which
provides a resting point for the upper seat support bracket when the seat is in the
full back position. The Post features a bracket with three columns of holes which
function as mounting points for fasteners.

55

APPENDIX C: SUBASSEMBLY MANUFACTURING DATA

This appendix is a detailed outline of the JMAC AirRide Seat Design, as
represented by detailed manufacturing drawings. Defined in this section is a complete list
of the subassembly Bill of Materials to indicate which materials and components were
utilized in each one of the JMAC AirRide Subassemblies.

56