The Effect of Wrist Rests and Forearm Support during Keyboard and Mouse Use

Supporting the forearm on the work surface during keyboard operation may increase comfort, decrease muscular load of the neck and shoulders, and decrease the time spent in ulnar deviation. Wrist rests are used widely in the workplace and are more commonly being incorporated in keyboard design. The aim of this study was to examine the effect of wrist rest use on wrist posture during forearm Support. A laboratory based, experimental study was conducted (subjects n = 15) to examine muscle activity and wrist Postures during keyboard and mouse tasks in each of' two conditions; wrist rest and no wrist rest. There were no significant differences for right wrist flexion/extension between use of a wrist rest and no wrist rest for keyboard or mouse use. Left wrist extension was significantly higher without a wrist rest than with a wrist rest during keyboard use (df = 14; t = 2.95; p = 0.01; d = 0.38). No differences with respect to use of a wrist rest were found for the left or right hand for ulnar deviation For keyboard or mouse use. There were no differences in muscle activity between the test conditions for keyboard use. Relevance to industry Wrist rests are used widely in the workplace and are more commonly being incorporated in keyboard design. Use of a wrist rest in conjunction with forearm support when using a conventional desk does not appear to have any impact on wrist posture or muscle activity during keyboard use. (C) 2004 Elsevier B.V. All rights reserved.

The effect of upper extremity support on upper extremity posture and muscle activity during keyboard use

Forearm support during keyboard use has been reported to reduce neck and shoulder muscle activity and discomfort. However, the effect of forearm support on wrist posture has not been examined. The aim of this study was to examine the effect of 3 different postures during keyboard use: forearm support, wrist support and floating. The floating posture (no support) was used as the reference condition. A wrist rest was present in all test conditions. Thirteen participants completed 20 min wordprocessing tasks in each of the test conditions. Electromyography was used to monitor neck, shoulder and forearm muscle activity. Bilateral and overhead video cameras recorded left and right wrist extension, shoulder and elbow flexion and radial and ulnar deviation. The forearm support condition resulted in significantly less ulnar deviation (

Scramjet lift, thrust and pitching-moment characteristics measured in a shock tunnel

Lift, pitching moment, and thrust/drag on a supersonic combustion ramjet were measured in the T4 free-piston shock tunnel using a three-component stress-wave force balance. The scramjet model was 0.567 m long and weighed approximately 6 kg. Combustion occurred at a nozzle-supply enthalpy of 3.3 MJ/kg and nozzle-supply pressure of 32 MPa at Mach 6.6 for equivalence ratios up to 1.4. The force coefficients varied approximately linearly with equivalence ratio. The location of the center of pressure changed by 10% of the chord of the model over the range of equivalence ratios tested. Lift and pitching-moment coefficients remained constant when the nozzle-supply enthalpy was increased to 4.9 MJ/kg at an equivalence ratio of 0.8, but the thrust coefficient decreased rapidly. When the nozzle-supply pressure was reduced at a nozzle-supply enthalpy of 3.3 MJ/kg and an equivalence ratio of 0.8, the combustion-generated increment of lift and thrust was maintained at 26 MPa, but disappeared at 16 MPa. Measured lift and thrust forces agreed well with calculations made using a simplified force prediction model, but the measured pitching moment substantially exceeded predictions. Choking occurred at nozzle-supply enthalpies of less than 3.0 MJ/kg with an equivalence ratio of 0.8. The tests failed to yield a positive thrust because of the skin-friction drag that accounted for up to 50% of the fuel-off drag.

Simulation of a complete reflected shock tunnel showing a vortex mechanism for flow contamination

Simulations of a complete reflected shock tunnel facility have been performed with the aim of providing a better understanding of the flow through these facilities. In particular, the analysis is focused on the premature contamination of the test flow with the driver gas. The axisymmetric simulations model the full geometry of the shock tunnel and incorporate an iris-based model of the primary diaphragm rupture mechanics, an ideal secondary diaphragm and account for turbulence in the shock tube boundary layer with the Baldwin-Lomax eddy viscosity model. Two operating conditions were examined: one resulting in an over-tailored mode of operation and the other resulting in approximately tailored operation. The accuracy of the simulations is assessed through comparison with experimental measurements of static pressure, pitot pressure and stagnation temperature. It is shown that the widely-accepted driver gas contamination mechanism in which driver gas 'jets' along the walls through action of the bifurcated foot of the reflected shock, does not directly transport the driver gas to the nozzle at these conditions. Instead, driver gas laden vortices are generated by the bifurcated reflected shock. These vortices prevent jetting of the driver gas along the walls and convect driver gas away from the shock tube wall and downstream into the nozzle. Additional vorticity generated by the interaction of the reflected shock and the contact surface enhances the process in the over-tailored case. However, the basic mechanism appears to operate in a similar way for both the over-tailored and the approximately tailored conditions.

End-to-end modelling of the HEG shock tunnel

We demonstrate an end-to-end computational model of the HEG shock tunnel as a way to extract more precise test flow conditions and as a way of getting predictions of new operating conditions. For a selection of established operating conditions, the L1d program was used to simulate the one-dimensional gas-dynamic processes within the whole of the facility. The program reproduces the compression tube performance reliably and, with the inclusion of a loss factor near the upstream-end of the compression tube, it provides a good estimate of the equilibrium pressure in the shock-reflection region over the set of six standard operating conditions for HEG.

Measurement of the aerodynamic performance of a scramjet-powered vehicle in a shock tunnel

A force balance system for measuring lift, thrust and pitching moment has been used to measure the performance of fueled scramjet-powered vehicle in the T4 Shock Tunnel at The University of Queensland. Detailed measurements have been made of the effects of different fuel flow rates corresponding to equivalence ratios between 0.0 and 1.5. For proposed scramjet-powered vehicles, the fore-body of the vehicle acts as part of the inlet to the engine and the aft-body acts as the thrust surface for the engine. This type of engine-integrated design leads to a strong coupling between the performance of the engine and the lift and trim characteristics of the vehicle. The measurements show that the lift force increased by approximately 50% and centre-of-pressure changed by approximately 10% of the chord of the vehicle when the equivalence ratio varied from 0.0 to 1.0. The results demonstrate the importance of engine performance to the overall aerodynamic characteristics of engine-integrated scramjet vehicles and that such characteristics can be measured in a shock tunnel.