美國時(shí)間 10 月 7 日，特斯拉發(fā)表官方博客「Model 3 achieves the lowest probability of injury of any vehicle ever tested by NHTSA」，宣布 Model 3 成為美國國家公路安全管理局有史以來測試過的最安全的車輛（車禍時(shí)致傷幾率最低的車型）， Model S 與 Model X 則緊隨其后。

馬斯克與牛頓

圖為自2011年以來NHTSA測試過的 Top 50 

早在 17 天前，也就是 9 月 20 日，馬斯克就在推特上說，特斯拉會在 NHTSA 正式公布測試數(shù)據(jù)后發(fā)布「汽車安全物理學(xué)」文章，「Yes, when it comes to physics, make sure Newton is on your side?！梗ㄊ堑模?dāng)涉及到物理時(shí)，必須確保牛頓在自己這一邊。）

今天這篇官方博客文章，特斯拉果然從物理學(xué)角度，完整闡述了Model 3、S/X 的安全策略與設(shè)計(jì)。

「極慣性扭」這一物理學(xué)概念，成為了文章的一大核心主題。結(jié)合馬斯克早前的發(fā)言，破除了前后配重比50：50 就是好設(shè)計(jì)的誤讀。

發(fā)布了對比奧迪 A4、雷克薩斯 ES 350 的視頻，完整解讀了其在正面碰撞、小角度碰撞（pole crashes）、側(cè)面碰撞等方面的設(shè)計(jì)及理念。

當(dāng)下，電動汽車正面臨來自各方面的挑戰(zhàn)與質(zhì)疑，從續(xù)航、操控直至隱私與安全。

特斯拉的此次發(fā)布，不僅證明電動汽車可以做得很安全，更從物理原理、也就是馬斯克念念在茲的第一性原理出發(fā)，推導(dǎo)出電動汽車原本就能在結(jié)構(gòu)上做得比燃油車更安全、更易于操縱、有更好的駕乘體驗(yàn)。

不相信？看一下我們翻譯的全文，以及根據(jù)馬斯克推特而做的補(bǔ)充解讀。

完整英文附錄在后。

enjoy！

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特斯拉：在NHTSA測試過的所有車型中，Model 3 致傷幾率最低

在已經(jīng)被NHTSA（美國高速公路安全管理局）認(rèn)證為車禍致傷幾率最小/第二小的 Model S和 ModelX 車身架構(gòu)基礎(chǔ)之上，我們繼續(xù)將 Model 3 設(shè)計(jì)成有史以來最安全的汽車。如今，Model 3 不僅在 NHTSA 安全測試中的每一個(gè)大項(xiàng)和小項(xiàng)都取得了 5 顆星的成績，還成為了 NHTSA 安全測試史上致傷幾率最小的車型。

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查看 NHTSA 的 Model 3 官方測試視頻

Model 3 后驅(qū)長續(xù)航版的碰撞測試是 NHTSA 新車碰撞測試（NCAP）中的一環(huán)，測試內(nèi)包括了大量的正面、側(cè)面，以及翻滾碰撞測試，并從中計(jì)算出車禍造成傷亡的概率。

根據(jù) NHTSA 的數(shù)據(jù)，Model 3 的乘客在碰撞中受傷的概率，要明顯低于市面上其他車型。此前 NHTSA 對 Model S/X 的碰撞測試結(jié)果，則僅次于Model 3，排在了第二跟第三位。這也使得特斯拉成為 NHTSA 歷史上測試過最安全的汽車品牌。我們相信 Model 3 的其他版本，包括雙電機(jī)性能版，在未來接受碰撞測試時(shí)也會表現(xiàn)出同樣優(yōu)秀的結(jié)果。

• 是什么讓 Model 3 更安全？

除了接近 50：50 的前后配重比，Model 3 還擁有極低的極慣性矩，這意味著車內(nèi)重量最大的零件就位于車輛重心的附近。所以即使 Model 3 沒有所謂的“引擎”，卻依然擁有中置引擎汽車類似的動態(tài)表現(xiàn)，因?yàn)樗小爸兄秒姵亟M”，而 Model 3 后驅(qū)版的電機(jī)正好位于后輪軸之上。這樣的車身設(shè)計(jì)不僅保證了車輛的靈活性和操控感，還將轉(zhuǎn)向動能最小化，從而增強(qiáng)了車身的穩(wěn)定性。

附加解讀：

9月20日，馬斯克就曾完整解讀過「極慣性扭」這一概念。在馬斯克看來，要做好汽車的安全設(shè)計(jì)，關(guān)鍵在于用好物理原理，「確保牛頓在自己這一邊」。而 Model 3 安全設(shè)計(jì)的關(guān)鍵結(jié)束點(diǎn)就在于其極慣性扭做的比其他任何量產(chǎn)車都要好。這對車輛安全、操控性和駕乘感受起到了非常重要的作用，因而是汽車一個(gè)非常重要的指標(biāo)。

馬斯克說，不能只看到前后配重比 50：50 這個(gè)指標(biāo)，因?yàn)椋退?50：50了，如果質(zhì)量很大的汽車部件依然遠(yuǎn)離重心，車輛的操控性依然會不好。從這個(gè)角度出發(fā)，啞鈴的質(zhì)量分布是不好的，而旋轉(zhuǎn)陀螺的質(zhì)量分布是好的。

「就好似一個(gè)滑冰運(yùn)動員。相同的重量，但伸出雙手后旋轉(zhuǎn)/轉(zhuǎn)動的速度會更快，汽車同樣如此?！?/p>

馬斯克還提供了對「極慣性扭」的術(shù)語解釋：在汽車世界中，這個(gè)術(shù)語指的是任何汽車的轉(zhuǎn)向阻力。要弄清楚單個(gè)汽車的極矩，您需要分別知道汽車所有部件的重量，以及每個(gè)部件與汽車重心的距離。然后將每個(gè)部件的重量乘以其距汽車重心的距離的平方。因此，當(dāng)重量較重的汽車部件遠(yuǎn)離汽車重心時(shí)，會出現(xiàn)較大的極性慣性矩。更簡單的解釋：保持較重的汽車部件靠近汽車重心，以降低汽車的極矩問題。

• 正面碰撞

跟Model S/X一樣，Model 3也從純電的動力架構(gòu)中得益良多，包括剛性極高的乘客艙，經(jīng)過強(qiáng)化的電池組，還有極低的車身重心。這些基礎(chǔ)項(xiàng)目能夠有效避免外界因素對車身以及電池組的干擾，降低翻車的風(fēng)險(xiǎn)，以及有系統(tǒng)地把沖擊力從車艙內(nèi)分散出去——還為車前緩沖區(qū)吸能效果的進(jìn)一步優(yōu)化提供了基礎(chǔ)。

下面這個(gè)視頻，可以清晰地看到橙色的內(nèi)燃機(jī)缸體是如何侵入駕駛室的。

• 安全氣囊與約束裝置

在碰撞設(shè)計(jì)、安全氣囊、電池安全等方面，我們應(yīng)用了目前最頂尖的技術(shù)與功能：

當(dāng)正面碰撞發(fā)生時(shí)，Model 3的緩沖區(qū)能夠有效控制乘客艙的減速，其先進(jìn)的乘員約束系統(tǒng)與安全帶預(yù)張緊器、限力器會協(xié)同保證車內(nèi)乘客的安全。經(jīng)過特殊設(shè)計(jì)的安全氣囊可以在傾斜或偏置碰撞中有效保護(hù)乘客的頭部，主動通風(fēng)孔則會自動調(diào)整氣囊內(nèi)的氣壓以充分優(yōu)化保護(hù)效果。以上所有功能，都是Model 3 5 星安全表現(xiàn)的體現(xiàn)。

• 小角度碰撞

發(fā)生在防撞梁的小角度偏置碰撞，也就是造成狹窄碰撞區(qū)域的碰撞里面，側(cè)向的吸能區(qū)以及斜梁結(jié)構(gòu)能有效減輕碰撞的影響。

這個(gè)結(jié)構(gòu)包括了高強(qiáng)度的鋁制緩沖梁，以及布置在車輛下前方的活動連接桿。此外還有額外的斜梁，在整個(gè)結(jié)構(gòu)沒有被碰撞直接影響到的情況下，將沖擊力轉(zhuǎn)移到防撞梁上。前懸掛頂部連接著強(qiáng)度極高的馬氏體不銹鋼梁，在嚴(yán)重的碰撞中能夠進(jìn)一步吸收沖擊力。整個(gè)結(jié)構(gòu)表面的后部被設(shè)計(jì)成“U”形。在碰撞中能夠彎曲。即使在雙電機(jī)全驅(qū)車型上，這套結(jié)構(gòu)依然能高效工作。

• 側(cè)面撞擊

Model 3 還保持著 NHTSA 測試車型里側(cè)面撞擊影響最低的記錄。與正面碰撞不同，側(cè)面碰撞留給緩沖區(qū)的操作空間并不大，所以我們在盡可能窄的空間里面放入了我們設(shè)計(jì)的柱狀結(jié)構(gòu)和側(cè)梁，以盡可能吸收更多的沖擊力。這些部件與高剛性車身、強(qiáng)化電池外殼一起保護(hù)車輛免收側(cè)面碰撞的影響。由于車身設(shè)計(jì)對車內(nèi)空間干擾不大，我們的側(cè)氣囊體積可以做得更大，從而更好地保護(hù)車內(nèi)乘客。

• 翻滾事故

在美國道路上，翻車事故是人員傷亡的主要來源。特斯拉車型的設(shè)計(jì)基礎(chǔ)是通過盡可能下置的電池組以及融入前后軸的電機(jī)，營造極低的車身重心，從而大大減小翻車的可能性。當(dāng)發(fā)生可能引起翻車的碰撞時(shí)，我們的內(nèi)部測試表明，Model 3的車頂能夠承受車身四倍的重壓，而NHTSA的標(biāo)準(zhǔn)只要求到3倍。

許多車企都希望自己生產(chǎn)的車型在碰撞測試中取得優(yōu)秀的表現(xiàn)，每一家車企都宣稱自己的產(chǎn)品是安全的。但當(dāng)事故真實(shí)發(fā)生時(shí)，這些測試都表明，如果你開的是一輛特斯拉，那你受傷的幾率是最小的。

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完整英文：

Model 3 achieves the lowest probability of injury of any vehicle ever tested by NHTSA

The Tesla Team October 7, 2018

Based on the advanced architecture of Model S and Model X, which were previously found by the National Highway Traffic Safety Administration (NHTSA) to have the lowest and second lowest probabilities of injury of all cars ever tested, we engineered Model 3 to be the safest car ever built. Now, not only has Model 3 achieved a perfect 5-star safety rating in every category and sub-category, but NHTSA’s tests also show that it has the lowest probability of injury of all cars the safety agency has ever tested.

NHTSA tested Model 3 Long Range Rear-Wheel Drive as part of its New Car Assessment Program, a series of crash tests used to calculate the likelihood of serious bodily injury for front, side and rollover crashes. The agency’s data shows that vehicle occupants are less likely to get seriously hurt in these types of crashes when in a Model 3 than in any other car. NHTSA’s previous tests of Model S and Model X still hold the record for the second and third lowest probabilities of injury, making Tesla vehicles the best ever rated by NHTSA. We expect similar results for other Model 3 variants, including our dual-motor vehicles, when they are rated.

What makes Model 3 safe?

In addition to its near 50/50 weight distribution, Model 3 was also designed with an extremely low polar moment of inertia, which means that its heaviest components are located closer to the car’s center of gravity. Even though Model 3 has no engine, its performance is similar to what’s described as a “mid-engine car” due to its centered battery pack (the heaviest component of the car) and the fact that Model 3’s rear motor is placed slightly in front of the rear axle rather than behind it. Not only does this architecture add to the overall agility and handling of the car, it also improves the capability of stability control by minimizing rotational kinetic energy.

Like Model S and Model X, Model 3 benefits from its all-electric architecture and powertrain design, which consists of a strong, rigid passenger compartment, fortified battery pack, and overall low center of gravity. These safety fundamentals help to prevent intrusion into the cabin and battery modules, reduce rollover risk, and distribute crash forces systematically away from the cabin – all while providing the foundation for our superior front crumple zone that is optimized to absorb energy and crush more efficiently. Here, you can see how the orange internal combustion engine block is thrust towards the cabin during a frontal impact test:

We also added state of the art features and new innovations in crash structure design, restraints and airbags, and battery safety to the core of Model 3’s design:

In frontal crashes, Model 3’s efficient front crumple zone carefully controls the deceleration of occupants, while its advanced restraint system complements this with pre-tensioners and load-limiters that keep occupants safely in place. Specially designed passenger airbags are shaped to protect an occupant’s head in angled or offset crashes, and active vents dynamically adjust the internal pressure of the frontal airbags to optimize protection based on the unique characteristics of the crash. Front and knee airbags and a collapsible steering column work to further reduce injury, all contributing to Model 3’s 5-star rating in frontal impact.

In pole impact crashes, in which a narrow obstruction impacts the car between the main crash rails, energy-absorbing lateral and diagonal beam structures work to mitigate the impact. This includes a high-strength aluminum bumper beam, a sway bar placed low and forward in the front of the car, cross-members at the front of the steel subframe that are connected to the main crash rails, and additional diagonal beams in the subframe that distribute energy back to the crash rails when they aren’t directly impacted. An ultra-high strength martensitic steel beam is also attached to the top of the front suspension to further absorb crash energy from severe impacts, and the rear part of the subframe is shaped like a “U” and buckles down when impacted. These structures continue to be effective even when a front motor is added for Model 3 Dual-Motor All-Wheel Drive, due to the fact that the subframe is designed to pull the nose of the motor down and out of the way.

Model 3 also has the lowest intrusion from side pole impact of any vehicle tested by NHTSA. Unlike frontal crashes, there is little room for crumple zone in a side impact, so we patented our own pillar structures and side sills to absorb as much energy as possible in a very short distance. These structures work alongside the vehicle’s rigid body and fortified battery architecture to further reduce and prevent compartment intrusion. With less intrusion into the cabin, our side airbags have more space to inflate and cushion the occupants inside.

Rollover accidents are a significant contributor to injuries and deaths on U.S. roads. Tesla’s vehicle architecture is fundamentally designed to have a very low center of gravity, which is accomplished by placing the heavy battery pack and electric motors as close to the ground as possible. In the event that a rollover does occur, our internal tests show that the Model 3 body structure can withstand roof-crush loads equivalent to more than four times its own weight and with very little structural deformation. NHTSA’s standards only require that cars withstand loads of three times their own weight.

Many companies try to build cars that perform well in crash tests, and every car company claims their vehicles are safe. But when a crash happens in real life, these test results show that if you are driving a Tesla, you have the best chance of avoiding serious injury.

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