中国车企在欧洲P3的高级驾驶辅助系统基准测试中明显领先，华为居榜首

中国车企在P3的高级驾驶辅助系统基准测试中明显领先，华为居榜首。这让全球车企在中国市场竞争变得十分困难。（译注：P3是德国知名咨询管理公司）

P3 ADAS Benchmark – China Edition: Huawei’s system takes the lead

P3 高级驾驶辅助系统基准测试（中国版）：华为的系统领跑

Cars are becoming computers on wheels. This development is particularly evident in China and is underlined by a recent study by management consultancy P3, which analysed the performance of advanced driver assistance systems (ADAS) from various manufacturers.

汽车正在变成四个轮子上的电脑，这一发展趋势在中国尤为明显。德国知名管理咨询公司P3最近的一项研究分析了各家厂商的高级驾驶辅助系统（ADAS）性能，更加印证了这一点。
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P3 organised its two-day ‘Car Experience Event’ as part of the Beijing Auto Show this year. Almost 70 customers accepted the invitation. A total of eight vehicles were available for test drives. Nearly all test cars had a Level 2++ feature, specifically the ‘Navigation on Pilot’ (NoP) function in the city (exceptions: Baojun Yunduo with L2+ and BYD Song L with L2).

今年，P3在北京车展期间组织了为期两天的“汽车体验活动”。近70位客户应邀参加。现场提供了8台测试车辆。除了宝骏云朵（L2+）和比亚迪宋L（L2）外，几乎所有测试车都拥有了L2++级功能，特别是城市环境下的“领航辅助驾驶”功能。

To clarify: Level 2+/2++ goes beyond the usual Level 2 systems by enabling advanced assistance functions such as hands-free driving under certain conditions – for example, in clearly defined areas such as motorways (L2+) or the city (L2++). The regulations in China do not actually allow hands-free driving. However, Chinese manufacturers rely on comparatively generous time windows in which the driver is asked to take over the steering wheel. It gives the impression that the vehicle can drive autonomously for several minutes. However, as with all L2, L2+ and L2++ systems, the responsibility remains entirely with the driver.

需要说明的是：L2+/L2++超越了普通的L2级系统，在特定条件下可以实现更高级的辅助功能，比如不用将手放在方向盘上。这些条件包括高速公路（L2+）或城市道路（L2++）等明确界定的区域。虽然中国法规实际上不允许这种完全不触摸方向盘的驾驶，但中国厂商采用了相对宽松的接管提醒时间。这给人一种车辆可以自动驾驶几分钟的印象。不过，和所有L2、L2+及L2++级别的系统一样，驾驶责任完全在驾驶员。

The P3 ADAS Index

P3 高级驾驶辅助系统指数。

The uation and comparison of ADAS is a major challenge in the automotive industry. Despite the increasing prence and importance of ADAS functions, there is a lack of clearly defined KPIs and standardised uation methods. This gap leads to uncertainty among consumers, manufacturers and regulators, who find it difficult to assess the performance and benefits of ADAS. P3 has developed the ADAS Index to solve precisely this problem. Using a standardised frxwork and over 100 specific test cases, the P3 ADAS Index provides an obxtive and traceable assessment of ADAS performance across all function clusters (driving, parking and safety) up to and including SAE Level 3.

评估和对比高级驾驶辅助系统是汽车行业的一大挑战。尽管ADAS功能越来越普及且重要性与日俱增，但行业缺乏明确的关键性能指标和标准化评估方法。这导致消费者、厂商和监管机构在评估ADAS性能和价值时感到困惑。为解决这个问题，P3开发了高级驾驶辅助系统指数。该指数采用标准化框架和100多个具体测试案例，对包括L3级在内的所有功能集群（驾驶、泊车和安全）进行客观、可追溯的评估。

It takes into account the categories of performance, comfort, safety, usability and perception to provide a comprehensive and meaningful overall picture. P3 has set itself the goal of creating transparency and comparability in this complex field to promote the development of safe and efficient driver assistance systems. The P3 ADAS Index helps both industry and consumers make informed decisions while supporting the advancement of these critical technologies.

该指数综合考虑了性能、舒适度、安全性、易用性和感知等方面，提供全面而有意义的整体评价。P3的目标是在这个复杂领域创造透明度和可比性，推动安全高效的驾驶辅助系统发展。P3 ADAS指数帮助业界和消费者做出明智决策，同时支持这些关键技术的进步。

How well and how reliably do the systems work?

这些系统的效果和可靠性如何？

The vehicles could carry out complex manoeuvres, from automated left and right turns to lane changes – even in very dense traffic scenarios. The ADAS systems of all the test cars were ultimately convincing in both the city and on the motorway. Tests were conducted in the driving, parking and on-board safety function clusters.

这些车辆能够执行复杂的操作，从自动左转右转到变道，即使在车流密集的情况下也能应付自如。所有测试车的ADAS系统最终在城市和高速公路场景下都表现出色。测试涵盖了驾驶、泊车和车载安全功能集群。
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Incidentally, Chinese OEMs achieve a high level of confidence in the systems here, as they show a detailed display of the surrounding situation in the HMI displays and provide constant audio feedback on intended and upcoming manoeuvres.

值得一提的是，中国车企在这方面获得了很高的用户信任度，因为他们在人机界面显示屏上详细展示周边环境状况，并持续提供语音反馈，提示预计和即将进行的操作。

Winners and losers in the P3 ADAS Index

P3 的ADAS指数中孰强孰弱

The scale of the P3 ADAS Index ranges from 1 (basic) to 5 (ideal) – with the European average being 3.6. The Aito M9, which uses Huawei technology, secured the top spot in the index with a 4.73. The Ji Yue 01 (4.64) and the Xpeng X9 (4.60) follow in second and third place. Only the BYD Song L with its L2 came in at 3.37 – below the European average.

P3 ADAS指数的评分范围是1（基础）到5（理想），欧洲平均水平为3.6。采用华为技术的问界M9以4.73分位居榜首。极越01（4.64分）和小鹏X9（4.60分）分别排名第二和第三。只有搭载L2系统的比亚迪宋L得分3.37，低于欧洲平均水平。

In an international comparison, Chinese OEMs clearly lead the P3 ADAS Benchmark. That makes it very difficult for global OEMs to compete in the Chinese market. In addition, international manufacturers are not expected to launch Level 2+ functions on the Chinese market before the end of 2025.

在全球比较中，中国车企在P3 ADAS基准测试中明显领先。这让全球车企在中国市场竞争变得十分困难。此外，预计国际厂商在2025年底前都无法在中国市场推出L2+功能。

The results of the P3 ADAS Index are, of course, a snapshot in time – the driving functions are constantly evolving thanks to regular software upxes. In the test, for example, the Aito M9 was travelling with ADS 2.0. It has now launched ADS 3.0. Nevertheless, there are signs of a fundamental trend in the performance of Chinese players. With this in mind, P3 plans to carry out such tests regularly and monitor technical developments.

P3 ADAS指数的结果当然只是一个时间点的快照，驾驶功能在更新下不断进化。比如测试时问界M9使用的是ADS 2.0，现在已经升级到ADS 3.0。尽管如此，中国玩家的表现还是显示出一个基本趋势。有鉴于此，P3计划定期进行这类测试，持续关注技术发展。

Market outlook

市场展望。
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In the increasingly competitive environment with regard to ADAS and charging performance, Chinese OEMs are likely to secure further market share in the domestic NEV market. And, of course, Chinese manufacturers are also looking to Europe – where, in addition to special tariffs, further regulatory hurdles concerning cyber security and functional safety await.

在ADAS和充电性能竞争日益激烈的环境下，中国车企很可能在国内新能源汽车市场获得更多份额。当然，中国厂商也在觊觎欧洲市场，但在那里，除了特殊关税外，还面临着网络安全和功能安全方面的监管障碍。

Established Chinese technology companies such as Huawei and Baidu are driving progress in ADAS performance and cooperation with international OEMs (Baidu & Tesla, VW & Xpeng). As a result, EU Tier 1 suppliers such as Bosch are losing ground.

华为和百度等老牌中国科技公司正在推动ADAS性能进步，并与国际车企展开合作（百度与特斯拉、大众与小鹏）。结果，博世等欧洲一级供应商正在失去优势。

"Overall, European car manufacturers are currently at least two years behind their Chinese competitors in terms of development," summarises Marco Dargel, Partner at P3."It makes the race for leadership in the all-important driver assistance systems and software in China challenging for German and international OEMs and established suppliers."

P3合伙人Marco Dargel总结说：“总的来说，欧洲汽车制造商目前在开发方面至少落后中国竞争对手两年。这让德国和国际车企以及老牌供应商在中国市场争夺至关重要的驾驶辅助系统和软件领导地位时变得更加困难。”。

Chinese technology companies and startups such as Horizon Robotics, Black Sesame, Phigent Robotics and Robosense are not standing still either.

地平线、黑芝麻智能、鉴智机器人和速腾聚创等中国科技公司和初创企业也在持续发力。
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With important new products and technologies (lidar, low-cost camera solutions, SoC), they will likely become increasingly valuable partners for OEMs, enabling them to improve their product range. "China must now be seen as a lead market to increase the speed of development through targeted cooperation," concludes Dargel.

凭借重要的新产品和技术（激光雷达、低成本摄像头解决方案、车机系统），它们很可能成为车企越来越有价值的合作伙伴，帮助车企改善产品阵容。Dargel总结说：“现在必须把中国视为领先的市场，通过有针对性的合作来加快开发速度。”。