【正文】 這主要是由于焊縫焊點脫離引起的。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。這與人類駕駛員的情況不同的，因為人的膝部在碰撞前的位置是非常不同的。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。分?jǐn)?shù)減少1分。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。從性能最低的試驗中得到的結(jié)果用來做評價用。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)。在后續(xù)試驗中，增加了一個18個月的兒童假人。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。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。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實驗程序中提出的限度相同。用沒有經(jīng)過人體測量的假人進(jìn)行實驗，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。 Separation or near separation of the cross facia rail to A pillar joint. Severe loss of strength of the door aperture. Steering Wheel Contact Where there is obvious direct loading of the chest from the steering wheel, a one point penalty is applied. Knee, Femur amp。為了彌補(bǔ)這一方面的空缺，評估方法考慮了乘員運(yùn)動學(xué)、內(nèi)部接觸點和汽車結(jié)果等信息。EEVC限度被設(shè)定為，提供一個基本的最低水平的保護(hù)，并且只能達(dá)到事故中的中等比例的保護(hù)。對正面碰撞來說，乘員由于接觸位置的細(xì)微變化而引起乘員的運(yùn)動和敏感度，從而就有可能影響對不同大小的乘員在不同乘坐位置上的保護(hù)，評價系統(tǒng)要考慮是否要對這種情況作出調(diào)整。對乘員保護(hù)來說，整體評分以駕駛員數(shù)據(jù)為基礎(chǔ)，除非乘員的某個部分表現(xiàn)的差。從第三階段來看，已經(jīng)使用了得分點的滑動比例尺。這些指標(biāo)總是用來評價乘員。這意味著，對于沒有裝方向盤氣囊的車，駕駛員頭部最高分為2分。分?jǐn)?shù)減1分。如果由于其他原因使頭部保護(hù)產(chǎn)生了削弱，如方向盤轉(zhuǎn)向管柱上脫落，該修整值也被應(yīng)用。100mm以內(nèi)不減分。不同大小的乘員坐在不同位置時候，膝部與儀表板的接觸位置不同，并且他們的膝部可能深深頂入儀表板中。在整個區(qū)域，在確定的實驗中的穿入最大深度，再把潛在的20mm考慮進(jìn)來。對腳坑斷裂罰1分。小腿 向上位移和最差表現(xiàn)踏板如果在腳坑區(qū)域有明顯的斷裂，罰1分。水平方向，對外側(cè)腿，區(qū)域從轉(zhuǎn)向管柱中心至儀表板邊緣。因而，膝部與儀表板的接觸點是提前確定的。修正值按向后，向上和側(cè)向移動中最差情況計算。沒有氣囊時與方向盤的不穩(wěn)定接觸如果在頭部向前運(yùn)動過程中，其中心向外移出了方向盤輪緣，頭部接觸變?yōu)椴环€(wěn)定。修正值的概念在后面部分解釋。比最低限值差的時候，不得分。對同一身體區(qū)域存在多個指標(biāo)時候，得分最低的參數(shù)用來對該身體區(qū)域的性能進(jìn)行評價。第一個系列的試驗，在正面碰撞和側(cè)面碰撞中，在后座的兒童約束系統(tǒng)上放置3歲兒童假人。對于行人碰撞試驗，在車前部的輪廓上用彩色的點來表示。評估是以假人反映數(shù)據(jù)為開端的。這些中的任何一點發(fā)生變化將對總體級別產(chǎn)生限制性的影響。但是，能夠看出，這些通過實驗的汽車比那些不能完全通過實驗的汽車，在事故中可以提供更好的保護(hù)措施。 Buckling or other failure of the door resulting in severe loss of fore/aft pressive strength. PelvisVariable ContactThe position of the dummy’s knees are specified by the test protocol. Consequently, their point of contact on the facia is predetermined. This is not the case with human drivers, who may have their knees in a variety of positions prior to impact. Different sized occupant and those seated in different positions may also have different knee contact locations on the facia and their knees may penetrate into the facia to a greater extent. In order to take some account of this, a larger area of potential knee contact is considered. If contact at other points, within this greater area, would be more aggressive penalties are applied. The area considered extends vertically 50 mm above and below the maximum height of the actual knee impact location [10]. Vertically upwards, consideration is given to the region up to 50 mm above the maximum height of knee contact in the test. If the steering column has risen during the test it may be repositioned to its lowest setting if possible. Horizontally, for the outboard leg, it extends from the centre of the steering column to the end of the facia. For the inboard leg, it extends from the centre of the steering column the same distance inboard, unless knee contact would be prevented by some structure such as a centre console. Over the whole area, an additional penetration depth of 20 mm is considered, beyond that identified as the maximum knee penetration in the test. The region considered for each knee is generated independently. Where, over these areas and this depth, femur loads greater that and/or knee slider displacements greater than 6mm would be expected, a one point penalty is applied to the relevant leg. Concentrated Loading The biomechanical tests, which provided the injury tolerance data, were carried out using a padded impactor which spread the load over the knee. Where there are structures in the knee impact area which could concentrate forces on part of the knee, a one point penalty is applied to the relevant leg. Where a manufacturer is able to show, by means of acceptable test data, that the Variable Contact and/or Concentrated Loading modifiers should not be applied, the penalties may be removed. The area considered extends vertically 50 mm above and below the maximum height of the actual knee impact location [10]. Vertically upwards, consideration is given to the region up to 50 mm above the maximum height of knee contact in the test. If the steering column has risen during the test it may be repositioned to its lowest setting if possible. Horizontally, for the outboard leg, it extends from the centre of the steering column to the end of the facia. For the inboard leg, it extends from the centre of the steering column the same distance inboard, unless knee contact would be prevented by some structure such as a centre console. Over the whole area, an additional penetration depth of 20 mm is considered, beyond that identified as the maximum knee penetration in the test. The region considered for each knee is generated independently. Where, over these areas and this depth, femur loads greater that and/or knee slider displacements greater than 6mm would be expected, a one point penalty is applied to the relevant leg. Concentrated Loading The biomechanical tests, which provided the injury tolerance data, were carried out using a padded impactor which spread