首先，在進出車輛難易度的分析上，同樣是文獻中提到建議高齡者使用 的 ingress / egress 動作，本研究在經過肌電訊號量測實驗，並透過兩個動作 間的肌電訊號極值與肌肉激活時間比例的分析，認為兩個動作的執行難度 是有顯著差異，大部分執行 ingress 是難於 egress，其原因是動作時前後環 境限制的不同，車內狹窄限制了一定程度的肢體可動作範圍，而車外寬闊 增加了一定程度的肢體可動作範圍。
第二，本研究從動作特徵來定義 ingress 動作具有三個階段，Namamoto 在 2003 的研究亦提出一些關於進出車輛動作的階段定義，如 ingress 動作分 成數個動作特徵，依序是放入一隻腳、坐下、頭部進入與車外的腳進入，
但並未對運動學資料進行觀察 (Namamoto, Atsumi, Kodera and Kanamori 2003) ，而定義動作相位最常見於步態分析上，將一個動作切割成適合的片 段有助於做更深入的分析與探討，而本研究根據了運動學資料提出了清楚 的自定義進入車輛動作階段，可對進入車輛動作做更深入分析，當然 egress 動作亦可朝著此方向提出階段定義。
第三，在年輕人 ingress 基準模型的肌電訊號趨勢驗證上，雖然無法得 到與真實動作夠相似的結果，但仍然有一條肌肉 (右腳股外側肌，RVL) 的 模擬肌電訊號趨勢與先前研究類似 (Bichler 2010) ，但不夠真實的主要原因
號，真實名稱是模擬肌肉活動值，所以我們只能應用肌肉活動值來與實際
這些建議可有效降低下肢的 TA 與 GL 的最大使用程度，這現象並不會只侷
掌會與車內地板產生干涉，而這個階段時，身體尚未坐在椅子上，也就是 說造成干涉的原因是車內地板過高，並非座椅過矮。Namamoto 的研究亦指 出座椅絕對高度對身材的相對比例過高或過低都會使得某些下肢肌肉在 ingress / egress 時 負 荷 過 大 ， 如 腓 腸 肌 與 股 內 側 肌 (vastus medialis) (Namamoto, Atsumi, Kodera and Kanamori 2003) 。
在 ingress 動作建議上，本研究建議與受測者身材類似的高齡者在 ingress 時，身體應該盡量靠近車體、車內右腳踩踏點不宜超過座椅中線、腳跟大
效減輕下肢肌肉的出力，即可將身體移入車內，坐定後即可將左腳移入車
小是根據右腳在車內的踩踏位置而定，由數據 (圖 21) 顯示，若右腳越遠 離座椅前緣 (d3 = 400mm) 可在 body swing phase 末期時增加一些右髖關節 屈曲角度，，右腳膝關節屈曲角度會降低至不超過高齡者受限制限值 (112 度) ，但仍然有其他關節角度 (right hip abduction、external rotation) 超過高 齡者受限制值，且關節角度變化是比其他踩踏點較劇烈，可能會造成關節
小作更深入的分析。
最後，本研究旨在確立利用肌肉骨骼模擬軟體進行新式車體設計流程之 可行性，先進行一個受測者實驗來建立基準模型，來探討特定受測者在特 定車體上的正常 ingress 動作與受限制的 ingress 動作模擬，在找出新式改良 車體設計與 ingress 動作建議後，測詴了其他體型受測者的下肢特定肌肉之 使用程度上，結果呈現了受測者的下肢 TA 與 GL 使用程度有大部分皆小於 原有車體下的 ingress 動作，因此提出的車體改良與動作建議目前看來是符 合不同於基準模型受測者體型的壯年男性族群，因此本研究認為最後量化 結果針對台灣帄均身高左右的男性族群具有一定的泛用性，甚至是有一名 身高處於第 2.5%ile 的受測者亦有肌肉使用程度降低的現象，但針對較身材 極端，如身高處於第 97.5%ile (183.4cm 以上) 的駕駛者可能需經過本研究 之設計流程來重新提出改良車體設計建議。
五、結論
本研究雖然只進行了一個受測者的實驗，但數據顯示個體內在多次詴驗 下的動作並無顯著差異，此一結果符合 Hanson 等人在 2009 年提出關於身 材、年紀影響進入車輛動作的研究，該研究甚至提出體型類似的個體在相 同的環境限制下動作型態亦是無顯著差異 (Hanson, Yong and Falkmer 2007;
Hanson, Jeppson, Rafstedt and Yong 2009) ，但本研究並沒有探討個體間 (between-subject) 動作的細部差異，如關節角度變化，但從其他體型的受測 者在車體改良前後的 ingress 動作時的主要特徵並無明顯差異 (圖 27) 。
本研究利用受限制關節角度動作範圍來模擬高齡者可能的 ingress 動作 模式，並搭配肌肉強度降低的設定藉由軟體判斷高齡者是否能夠執行，來 觀察受限制的進入車輛動作與原有車體的干涉進行探討並提出解決干涉的 設計建議，本研究認為未來車廠在與 BMW 520i 空間尺寸相似的車型之新 式車體改良上，可朝著加大座椅與方向盤的調整範圍來加強，如電動後縮 方向盤，方便使用者在進入車輛前，可以適當的調整車內空間配置，使得 座椅前緣與方向盤下緣之最大空間至少能達到 38%腿長的水帄距離，其次 是降低車內地板高度約 70mm (一個腳踝的高度) ，以及提供高齡者適合 ingress 動作建議，如右腳車內踩踏點應該距離座椅前緣約 200-300mm 的距 離，動作時右腳踩踏點應該避免超過座椅中線，這些車體改良方向與動作
建議都可以降低高齡者在 ingress 時的受傷風險，但是車型差距較大者或者
六、未來研究方向
可在肌肉骨骼模擬軟體內設定模擬接觸力，然而要找出一個能精確計算 模擬接觸力的設定亦不是件容易的事。因為在軟體中，此虛擬接觸力的模 擬方法就像是在預定會接觸人機介面之間設定一個小彈簧，當人機的距離 越接近則彈簧壓縮可產生回復力，利用回復力值來模擬人機介面可能的接 觸力。但現階段尚無相關論文發表，也是因為該模擬軟體在近幾個月才更 加完備。
最後，可考量在模擬軟體中進行不同人體計測資料的動作模擬，如身材 分布較極端的動作模型，例如身高 190 cm 以上或 150 cm 以下動作模型，
或者選用高齡者直接實驗來進行改良車體設計。
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