China traditional red collision test

Love on earth, life is priceless. Since the birth of the car, the word safety has been tied to the car. From 65438 to 0929, Britain began to implement the first road vehicle lighting law on automobile safety.

Car safety crash test BLACKPINK debut

1966, the United States passed the National Traffic and Automobile Safety Law. 1978, NHTSA (American Highway Traffic Safety Administration) conducted the first automobile safety collision test. Finally, the requirements for automobile safety are no longer restricted by laws and regulations, and the collision test, the core assessment form to ensure automobile safety, has begun.

If the internal safety test of the main engine factory is put aside, NHTSA is the first third-party organization to conduct collision test on the time axis. Subsequently, all over the world followed suit and established their own automobile safety collision detection institutions.

The first collision test of E-NCAP in Europe began at 1997. At that time, a number of crash-tested models, except Volvo S40 (the highest four-star at that time), all got a perfect score of four stars. Most other models only got one or two star safety ratings, and the scene was terrible when they were hit by Volvo's strength. In particular, most of the first tests were the best-selling cars in Europe.

Two schools in NCAP

However, no matter how the car manufacturers at that time expressed their objections, NCAP(New? Cars? Evaluation? Program? ) This system was quickly established all over the world.

Now it has developed into nearly ten NCAP institutions, such as Australia A-NCAP, Latin America L-NCAP and Japan J-NCAP. In China, our earliest vehicle safety collision mechanism is C-NCAP, which started in 2006.

However, there are basically two schools of thought in the NCAP system around the world. One is collision detection institutions with government or semi-government background and non-profit organization background, for example, European E-NCAP includes American -NCAP (that is, NHTSA), and the other is collision detection institutions with automobile insurance company background and oriented by insurance interests, for example, IIHS in the United States, including C-IASI in China, which is often called China Insurance Research Institute.

China and the United States are also the only areas with collision detection agencies with the background of two auto insurance companies and government agencies. But unlike us, NHTSA has never been questioned as a five-star wholesale department. In China, consumers often face a dilemma. Who do NCAP and China Insurance Research Trust? Of course, it's more about C-NCAP.

Zhong baoyan? VS？ NCAP?

So what's the difference between C-NCAP and the mainstream NCAP system in the world? What's the difference between C-IASI and its teacher IIHS? Finally, in our country, who is more valuable to consumers, NCAP or IASI? It is worth mentioning.

First of all, the early construction standards of C-NCAP are undoubtedly very similar to those of E-NCAP. The early collision test rules of C-NCAP are almost completely copied from E-NCAP, and the contents of frontal collision, side collision and partial collision are all the same, but they are reduced on the basis of it.

However, with the later development, the standard of C-NCAP has become more and more strict, and the content of collision test has become more and more in line with the actual characteristics of China.

For example, compared with other regions in the world, the scores of rear dummy with domestic characteristics are included in the evaluation results for the first time. Specific crash test standards have also begun to surpass E-NCAP, such as the quality of side crash barriers. C-NCAP was upgraded to 1400KG earlier than E-NCAP, and before E-NCAP it was 1350KG.

As for C-IASI, the official regulation was officially released on 20 17. Although it was established later than C-NCAP, as a collision organization organized by the insurance industry like IIHS, C-IASI has no mercy on collision test vehicles.

At present, the 25% small-angle offset collision is the most stringent one in the passive safety collision test of automobiles. At present, there are only two collision detection agencies in the world, namely IIHS and C-IASI with insurance company background.

For insurance companies, the problem is actually very simple. How to make car accident insurance pay less, then I'll do it. As for the opinions of automobile manufacturers and markets, I don't need to care at all. It can be seen that it is the most effective to use interests to counter interests. Therefore, when 25% small-angle offset collision was first added to the test system by IIHS, a group of luxury brand vehicles collectively rushed to the street, including but not limited to lexus es, mercedes benz c, Audi A4 and so on.

At present, C-IASI exclusively tests low-speed crashworthiness and maintenance economy, which is actually inseparable from insurance benefits. After all, 15km/h low-speed rear-end collision has little to do with automobile safety, but it is the most common traffic accident.

But there is no doubt that the C-IASI of IIHS is stricter than the C-NCAP in some specific crash tests, such as small-angle crash tests. However, if car safety only takes C-IASI as an example, it is not advisable to leave C-NCAP aside.

For example, it is also an offset collision test. In addition to the 25% bias, IIHS also has the mainstream bias of 40%. This is because in North America, the probability of two accidents is almost the same, so IIHS has both projects.

However, IIHS is only copied in the C-IASI migration collision test. 25% is a little too extreme. Because in China, according to CIDAS (China Traffic Accident Research Database), the probability of 40% partial collision in traffic accidents is twice as high as that of 25% partial collision, and so is Europe.

This is why there is a 40% deviation between C-NCAP and European E-NCAP, and there is no other reason, which is due to regional characteristics. In fact, NHTSA, the earliest vehicle safety collision test in the United States, currently has only 1 0,000% frontal collision, but it has its own vehicle rollover test, which is also due to regional characteristics. Who makes North Americans love to drive pickup trucks and SUVs with high chassis?

But then again,

As for the two domestic institutions, which is more authoritative?

From a practical point of view, C-NCAP is actually more authoritative than C-IASI. First of all, C-NCAP and European E-NCAP have the same tonality, and both pay more attention to people-oriented. For example, E-NCAP first incorporated pedestrian protection into the evaluation system.

C-NCAP is the first company to include the rear dummy in the evaluation system. In the latest version of the evaluation standard, the score weight of the rear dummy in frontal collision, side collision and side collision has been improved, which is also because the utilization rate of the rear seat of the car is actually very high in China, and the pedestrian collision avoidance test has been added to the active safety test, which is not available in C-IASI.

As China is currently the largest new energy vehicle market in the world, C-NCAP is also the first institution in the world to incorporate electrical safety assessment into the assessment system.

In addition, the C-NCAP rules are revised every three years, and there is an iterative process. In each revision process, the C-NCAP will adjust and upgrade the test method according to the data in the CIDAS report of China, which means that the details and concerns of the C-NCAP collision assessment system will be more in line with the actual situation in China. It is predicted that in 20021year, C-NCAP will introduce more stringent test contents such as collision test and side column collision.

For us consumers, which reference value is greater? I agree that the two collision detection agencies are complementary. C-IASI, which refers to IIHS system, is biased, while C-NCAP has some practical regional characteristics and universality in crash testing projects, and pays attention to the development of the overall industry level.

Generally speaking, all the automobile safety collision mechanisms in the world are indispensable to promote the development of automobile safety. After all, before 2 1 century, not to mention airbags, even seat belts were not standard on cars. At present, most of the six airbags and various active safety technologies in the whole vehicle have become standard configurations.

In the foreseeable future, with the progress of technology, cars will become safer and safer.

This article comes from car home, the author of the car manufacturer, and does not represent car home's position.