UN R151 Supplement 4 (00 series) · UNECE Regulation No. 151 (ECE R151) — Uniform provisions concerning the approval of motor vehicles with regard to the Blind Spot Information System for the Detection of Bicycles.
UN R151 — Supplement 4 to the 00 series of amendments
Supplement 3 → 4
- What changed
- Paragraph 5.1. now has provisions, as appropriate, for a vehicle equipped with a means to automatically deactivate the BSIS.
- Under paragraph 5.3.1.4., the information signal is now not required if the time to collision (TTC) is higher than 9 s.
- Under paragraph 6.5.7., the manufacturer can now choose between two methods to check the signal: lines C and D, or new Annex 4.
- Why
- There are some vehicle configurations for which BSIS may not work correctly, for example because of the vehicle body or the vehicle use.
- For some combinations of vehicle and bicycle speeds, the formulas in the UN Regulation lead to unintentionally high TTCs.
- The alternative test procedure allows a later information signal than the original version, still early enough for the driver to come to a comfortable stop.
Q1What changed84 changes
New TTC definition, and no information signal required above a TTC of 9 s (paras 2.19. and 5.3.1.4.)
New paragraph 2.19. defines “TTC” as the time to collision, calculated between the bicycle reference point and the (theoretical) collision point. Paragraph 5.3.1.4. now also says that the information signal is not required if the TTC is higher than 9 s. In paragraph 5.3.1.4., the words “if a bicycle is moving” now read “for a bicycle moving”.
Automatic deactivation of the BSIS (para. 5.1.)
Paragraph 5.1. now has provisions, as appropriate, for a vehicle equipped with a means to automatically deactivate the BSIS. Example situations are having street cleaning equipment or snowploughs attached, emptying waste containers, or having doors opening to the outside of a bus. The vehicle manufacturer must give the technical service a list of situations and corresponding criteria for automatic deactivation at the time of type approval. This list must be annexed to the test report. The BSIS must be automatically reactivated as soon as the conditions that led to the automatic deactivation are not present anymore. A constant optical warning signal must inform the driver of the deactivation; the yellow failure warning signal of paragraph 5.6. may be used.
Pre-test conditioning (para. 6.3.4.)
New paragraph 6.3.4. covers pre-test conditioning. If requested by the vehicle manufacturer, the subject vehicle may be driven a maximum of 100 km to initialise the sensor system. This driving is on a mixture of urban and rural roads with other traffic and roadside furniture.
Two methods to check the information signal, and the pass condition (paras 6.5.7. and 6.5.10.)
Under paragraph 6.5.7., the Blind Spot Information signal can now be checked by two methods, at the manufacturer's choosing. Method (a) is the earlier check of signal activation against line C and line D in Figure 1 of Appendix 1. Under method (b), the activation of the signal may be checked using the test procedure of new Annex 4. Under paragraph 6.5.10., a pass needs activation before line C in all Table 1 test cases, or activation checked with the Annex 4 procedure. The signal also must not have been activated in any test run when the vehicle passes the traffic sign. Paragraph 6.5.10. no longer mentions line D or the exception beyond 30 m to the rear or 7 m to the front.
New Annex 4: Alternative Blind Spot Information Dynamic Test
New Annex 4 gives an “Alternative Blind Spot Information Dynamic Test”, with an Appendix on envelopes and their dedicated points. Under paragraph 1.4., the tests use the driving system and the recorded trajectories, with a bicycle dummy robot synchronized to the respective impact position. Under paragraph 1.5., the stopping distance is calculated with a possible vehicle deceleration of 5 m/s² and a reaction time of 1.4 seconds. The test is passed if, in all required test runs, the signal is given at a distance greater than the stopping distance of paragraph 1.5. The distances are taken on the path coordinate of the individual trajectories. A passed test means the vehicle is deemed to have fulfilled paragraphs 6.5.6., 6.5.7. and 6.5.10.
Q2Why it changed
- Proposed by
- Expert from the Informal Working Group on Awareness of Vulnerable Road Users Proximity
- Working party
- GRSG, 123rd session (March–April 2022)
Reasons
There are some vehicle configurations for which BSIS may not work correctly, for example because of the vehicle body or the vehicle use. The aim was not to exempt these vehicles, as some UN Regulations do.
Sources (3)
“There are some vehicle configurations for which BSIS may not work correctly (e.g.: because of the vehicle body, the vehicle use).”
“As we do not want to exempt these vehicles as in some UN Regulations”
“would solve issues on some vehicle configurations for which BSIS may not work correctly”
For some combinations of vehicle and bicycle speeds, the formulas in the UN Regulation lead to unintentionally high TTCs. The proposed TTC limit is slightly larger than the highest value based on the last point of information conditions in Table 1 of Appendix 1.
Sources (2)
“There are some combinations of vehicle and bicycle speeds for which the formulas in the UN Regulation lead to unintentionally high TTCs.”
“Therefore, we propose to limit the TTC to a value slightly larger than the highest value calculated based on the last point of information (LPI) conditions in Table 1 of Appendix 1.”
The blind spot information system must detect bicycles up to 30 m. For such long distances, a good alignment of the system is needed to evaluate the information signal conditions properly. It was proposed to allow a pre-test condition of the vehicle on public roads, as other UN Regulations allow, for example UN Regulation No. 159.
Sources (2)
“The blind spot information system must detect bicycles up to 30 m. For such long distances a good alignment of the system is needed to evaluate the information signal conditions properly.”
“We propose to allow a pre-test condition of the vehicle on public roads as it is allowed in other UN Regulations (e.g.: UN Regulation No. 159).”
The alternative test procedure allows the information signal to be given later than specified in the original version of the UN Regulation. It is still early enough for the driver to come to a comfortable stop after noticing the information signal. There is more flexibility to the system design, with which comes more responsibility for the manufacturer.
Sources (2)
“The alternative test procedure allows to give the information signal later than specified in the original version of the UN Regulation, yet still early enough for the driver to come to a comfortable stop after noticing the information signal.”
“There is more flexibility to the system design, with which comes more responsibility for the manufacturer.”
The alternative testing annex also paves the way for introducing automated braking functions. Testing those requires test procedures with actual collisions between vehicle and dummy. Therefore, the proposal says that it makes UN Regulation No. 151 future-proof.
Sources (2)
“The alternative testing annex also paves the way for introducing automated braking functions, since testing those requires test procedures with actual collisions between vehicle and dummy.”
“Therefore, it makes UN Regulation No. 151 future-proof.”
Document trail
- 2022-01ProposalECE/TRANS/WP.29/GRSG/2022/9Proposal by the expert from the Informal Working Group on Awareness of Vulnerable Road Users Proximity
- —Amended in sessionGRSG-123-10-Rev.1Proposal to amend ECE/TRANS/WP.29/GRSG/2022/9
- —Working party adoptsECE/TRANS/WP.29/GRSG/102GRSG session report, para. 18
- 2022-09Sent to WP.29ECE/TRANS/WP.29/2022/147Text that GRSG sent to WP.29 and AC.1
- 2022-11WP.29 adoptsECE/TRANS/WP.29/1168Adopted at the 188th session (session report, para. 138)
- 2023-06-05In forceC.N.181.2023.TREATIES-XI.B.16.151UN depositary notification
Q3Who is affected
Vehicle manufacturer
- If the vehicle can automatically deactivate the BSIS, give the technical service the situations and criteria at type approval.
- With automatic deactivation, make sure the BSIS reactivates as soon as the deactivation conditions are not present anymore.
- With automatic deactivation, make sure a constant optical warning signal informs the driver that the BSIS is deactivated.
- Review your information signal logic against the new exception for a TTC higher than 9 s in paragraph 5.3.1.4.
- If you choose Annex 4, plan paragraph 6.5 tests for false positives and the first point of information too.
Component supplier
- No direct action for this role.
Technical service / Approval authority
- Be ready to annex the manufacturer's list of automatic deactivation situations and criteria to the test report.
- Be ready to run the Annex 4 test procedure when the manufacturer chooses it for the information signal.
- If Annex 4 is used, make sure the test report has all measurement data plots and paragraph 1.5. calculations.
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ⓘ This report gives advice only. It is not legal or type-approval advice.