Euro-NCAP行人保护试验规程(v5.3.1和v6.0)分析  

Analysis of Euro-NCAP pedestrian protection testing protocols (v5.3.1 and v6.0)

作　　者：刘洋[1] 孙小光[1] 杨占军[1] 陈现玲[1] 师玉涛[1] 杨劲松[1] 

机构地区：[1]长城汽车股份有限公司技术中心 河北省汽车工程技术研究中心,河北保定071000

出　　处：《汽车安全与节能学报》2012年第2期142-150,共9页Journal of Automotive Safety and Energy

摘　　要：欧盟新车评价规程(Euro-NCAP)是目前最具影响力的新车测试机构,是由各国的非政府、民间消费团体等构成的组织,该组织对欧盟市场上销售的新车进行安全性能测试,并将测试结果公布于众,为消费者购车提供参考。为了给中国制造商在进行Euro-NCAP测试时提供一定的参考,该文分析和对比了Euro-NCAP行人保护试验规程v5.3.1和v6.0,以取得较好的测试成绩。阐述了Euro-NCAP行人保护试验规程v5.3.1和v6.0之间的主要区别,包括网格点、修正系数、头部伤害标准HIC容差和评分原则等,总结了供中国车辆制造商参考的建议。Euro NCAP v6.0更加强调了车辆制造商必须具备CAE(计算机辅助工程)仿真能力和行人保护试验能力,否则将影响其产品研发。European New Car Assessment Program （Euro-NCAP） is most influential for new car assessment. Euro-NCAP is constituted by non-government consumer group that will select well sold vehicles in the European market to run safety performance test, and then publish the result to people for reference. This paper analyzes and compares Euro-NCAP pedestrian protection testing protocols （v5.3.1and v6.0） to make China vehicle manufacturers obtain better score when participating in the Euro NCAP test. The differences between v5.3.1 and v6.0 of Euro NCAP pedestrian protection testing protocols were comparatively analyzed including the grid point, correction factor, HIC （head injury criterion） tolerance, and principle of assessment to summarize advice to supply reference to China＇s vehicle manufacturers. China vehicle manufacturers should have CAE （Computer Aided Engineering） simulation capacity and pedestrian protection testing ability or else their vehicle development will be influenced.

关 键 词：新车评价规程(NCAP) 行人保护 网格点 修正系数 头部伤害标准HIC容差 评分原则 

分 类 号：U461.91[机械工程—车辆工程]