【正文】 x * Tibia Compression 8 kN* (10 % risk of fracture [3,7]) Foot/Ankle Higher performance limitPedal rearward displacement 100 mm Lower performance limitPedal rearward displacement 200 mm Notes: displacement is measured for all pedals with no load applied to them. any of the pedals are designed to pletely release from their mountings during the impact, no account is taken of the pedal displacement, provided that release occurred in the test and that the pedal retains no significant resistance to movement. a mechanism is present to move the pedal forwards in an impact, the resulting position of the pedal is used in the assessment. passenger’s foot/ankle protection is not currently assessed. intrusion is currently being measured. It is expected that requirements for footwell intrusion will be added in the near future. FRONTAL IMPACT MODIFIERSDriverThe score generated from driver dummy data may be modified where the protection for different sized occupants or occupants in different seating positions, or accidents of slightly different severity, can be expected to be worse than that indicated by the dummy readings or deformation data alone. In any single body region, the score may reduce by up to a maximum of two points. The concepts behind the modifiers are explained in a later section. HeadUnstable Contact on the airbagIf during the forward movement of the head its centre of gravity moves further than the outside edge of the airbag, head contact is deemed to be unstable. The score is reduced by one point. If for any other reason head protection by the airbag is promised, such as by detachment of the steering wheel from the column, or bottomingout of the airbag by the dummy head, the modifier is also applied. Head bottomingout is defined as: There is a definite rapid increase in the slope of one or more of the head acceleration traces, at a time when the dummy head is deep within the airbag. The acceleration spike associated with the bottoming out should last for more than 3ms. The acceleration spike associated with the bottoming out should generate a peak value more than 5 g above the likely level to have been reached if the spike had not occurred. This level will be established by smooth extrapolation of the curve between the start and end of the bottoming out spike. Unstable Contact on a Steering Wheel without an Air Bag If, during the forward movement of the head, its centre of gravity moves radially outwards further than the outside edge of the steering wheel rim, head contact is deemed to be unstable. The score is reduced by one point. If for any other reason head contact on the steering wheel is unstable, such as detachment of the steering wheel from the column, the modifier is also applied. Displacement of the steering column The score is reduced for excessive rearward, lateral or upward static displacement of the top end of the steering column. Up to 90 percent of the EEVC limits, there is no penalty. Beyond 110 percent of the EEVC limits, there is a penalty of one point. Between these limits, the penalty is generated by linear interpolation. The EEVC remended limits are: 100 mm rearwards, 80 mm upwards and 100mm lateral movement. The modifier used in the assessment is based on the worst of the rearward, lateral and upward penalties. Chest Displacement of the A Pillar The score is reduced for excessive rearward displacement of the driver’s front door pillar, at a height of 100 mm below the lowest level of the side window aperture. Up to 100 mm displacement there is no penalty. Above 200 mm there is a penalty of two points. Between these limits, the penalty is generated by linear interpolation. Integrity of the passenger partmentWhere the structural integrity of the passenger partment is deemed to have been promised, a penalty of one point is applied. The loss of structural integrity may be indicated by characteristics such as: Separation or near separation of the cross facia rail to A pillar joint. 該標(biāo)準(zhǔn)有助于消費(fèi)者從中獲取信息，可以激勵生產(chǎn)廠商，并為那些具有乘員或行人保護(hù)性能的車輛提供良好的信譽(yù)。用沒有經(jīng)過人體測量的假人進(jìn)行實(shí)驗(yàn)，可以測量人類傷害的所有潛在危險，或者針對不同座位上的不同大小的乘員進(jìn)行保護(hù)評估。一些生產(chǎn)商已經(jīng)提供了一些實(shí)驗(yàn)數(shù)據(jù)。前面和側(cè)面碰撞參數(shù)的最低需求性能界限，已經(jīng)被設(shè)定為與EEVC實(shí)驗(yàn)程序中提出的限度相同。大部分汽車在行人碰撞實(shí)驗(yàn)中表現(xiàn)的相對較差。在最開始的時候，以假人測量參數(shù)為基礎(chǔ)，對假人身體的每個部位給出一個評價。這些調(diào)整是很保守的，但是應(yīng)該充分確保制造商的顧慮。從這些信息來看，正面和側(cè)面碰撞的整體評分可以計算出來，也可以單獨(dú)計算出行人碰撞的評分。要注意，盡量避免鼓勵制造商將他們的精力放在那些，在事故中帶來很少利潤的地方上。在后續(xù)試驗(yàn)中，增加了一個18個月的兒童假人。在柱碰撞中，如果達(dá)到一定的條件，可以得到最高2分。如果配備方向盤安全氣囊，以下指標(biāo)用來評價對駕駛員頭部的保護(hù)。如果沒有硬接觸，得4分如果有硬接觸，則按照下列限制：高性能限制 HIC36 650 (5% 傷害危險 ≥ AIS3 [1,2]) 抵性能限制 HIC36 1000* (20%傷害危險 ≥ AIS3 [1,2]) 駕駛員（無方向盤）如果沒有安裝方向盤氣囊，以下要求在正面碰撞試驗(yàn)中應(yīng)該滿足：HIC36 1000 然后，對方向盤進(jìn)行可變臉型蜂窩鋁實(shí)驗(yàn)。從性能最低的試驗(yàn)中得到的結(jié)果用來做評價用。限值圖和彩色評分界限在附件1中。頭部與氣囊不穩(wěn)定接觸在頭部向前運(yùn)動過程中，如果頭部中心超出了氣囊外緣，頭部接觸變?yōu)椴环€(wěn)定。與頭部撞底相關(guān)的曲線尖峰應(yīng)持續(xù)3ms以上。分?jǐn)?shù)減少1分。超過110%EEVC限值，罰1分。胸部A柱的位移當(dāng)前車門下沿下100mm處的A柱向后移動量過大時，會被減分。乘員車廂的整體性乘員車廂結(jié)構(gòu)的整體性被削弱時，罰1分。這與人類駕駛員的情況不同的，因?yàn)槿说南ゲ吭谂鲎睬暗奈恢檬欠浅２煌摹＿@個區(qū)域在豎直方向上，膝部實(shí)際接觸點(diǎn)的最高位置的上下50mm[10]。對內(nèi)側(cè)腿，區(qū)域從轉(zhuǎn)向管柱中心內(nèi)沿同樣寬度，除非結(jié)構(gòu)，如中央儀表臺，不允許腿內(nèi)移。集中受力可提供傷害界限數(shù)據(jù)的生物力學(xué)實(shí)驗(yàn)，是使用加有襯墊的沖擊器完成的，這種沖擊器可以把受力分散在整個膝蓋。這主要是由于焊縫焊點(diǎn)脫離引