Assisted Driving
Highway Assist Systems

Test & Assessment Protocol

Implementation 2023

Version 1.1

Contents

Contents .............................................................................................................................................................3
Definitions ..........................................................................................................................................................4
1

Highway Assist systems ............................................................................................................................6
1.1 Balance principle ..................................................................................................................................6
1.2 Grading ................................................................................................................................................6

2

Assistance Competence - Driver Engagement..........................................................................................7
2.1 Consumer Information ..........................................................................................................................7
2.2 System Status ......................................................................................................................................9
2.3 Driver Monitoring ................................................................................................................................14
2.4 Driving Collaboration ..........................................................................................................................15
2.5 Driver Engagement Assessment .........................................................................................................17

3

Assistance Competence - Vehicle Assistance .......................................................................................19
3.1 Speed Assistance ..............................................................................................................................19
3.2 Adaptive Cruise Control Performance .................................................................................................21
3.3 Steering Assistance ...........................................................................................................................27

4

Safety Backup ..........................................................................................................................................31
4.1 System Failure ...................................................................................................................................31
4.2 Unresponsive Driver Intervention .........................................................................................................33
4.3 Collision Avoidance ............................................................................................................................33
4.4 Safety Backup Assessment ................................................................................................................363

Definitions
Throughout this protocol the following terms are used:
Vehicle under test (VUT) – means the vehicle tested according to this protocol with a precrash collision mitigation or avoidance system on board
Global Vehicle Target (GVT) – means the vehicle target used in this protocol as defined in
ISO 19206-3:2021.
Secondary Other Vehicle (SOV) – means the “Large Obstruction Vehicle” as defined in thelatest AEB VRU test protocol (and not a robot-controlled platform) used in the Cut-out testin this protocol.
Time To Collision (TTC) – means the remaining time before the VUT strikes the GVT,
assuming that the VUT and GVT would continue to travel with the speed it is travelling.
Speed Assist System (SAS) –a system that informs or warns the driver and/or controls thevehicle speed
Speed Limit Information Function (SLIF) – a function with which the vehicle knows andcommunicates the speed limit.
Speed Limitation Function (SCF) – a system which allows the driver to set a vehicle speed
to which he wishes the speed of his car to be limited and above which he wishes to bewarned.
Adaptive Cruise Control (ACC) – a system that controls the vehicle speed while maintaining
a set distance to vehicles ahead
Intelligent Adaptive Cruise Control (iACC) – iACC is an ACC combined with SLIF, where
thespeed is set by the SLIF with or without driver confirmation.
Autonomous Emergency Braking (AEB) – braking that is applied automatically by thevehicle in response to the detection of a likely collision to reduce the vehicle speed andpotentially avoid the collision.
Forward Collision Warning (FCW) – an audio-visual warning that is provided automaticallyby the vehicle in response to the detection of a likely collision to alert the driver.
Car-to-Car Rear Stationary (CCRs) – a collision in which a vehicle travels forwards towards
another stationary vehicle and the frontal structure of the vehicle strikes the rear structure of
the other.
Car-to-Car Rear Moving (CCRm) – a collision in which a vehicle travels forwards towards
another vehicle that is travelling at constant speed and the frontal structure of the vehicle
strikes the rear structure of the other.
Car-to-Car Rear Braking (CCRb) – a collision in which a vehicle travels forwards towards
another vehicle that is travelling at constant speed and then decelerates, and the frontal
structure of the vehicle strikes the rear structure of the other.
4

Lane Support System (LSS) – a system that correct the vehicle heading to keep the vehicle
within its driving lane and/or warns the driver
Emergency Lane Keeping (ELK) – default ON heading correction that is applied
automatically by the vehicle in response to the detection of the vehicle that is about to drift
beyond a solid lane marking, the edge of the road or into oncoming or overtaking traffic in
the adjacent lane.
Lane Keeping Assist (LKA) – heading correction that is applied automatically by the vehicle
in response to the detection of the vehicle that is about to drift beyond a delineated edge
line of the current travel lane.
Lane Departure Warning (LDW) – a warning that is provided automatically by the vehicle inresponse to the vehicle that is about to drift beyond a delineated edge line of the current
travel lane.

5

1 Highway Assist systems
Euro NCAP released its first publication on Highway Assist systems in 2018. This protocol isdeveloped to provide consumers with more detailed information on Highway Assist systems
that are typically offered as an option and are as such not considered in the Euro NCAP star
rating.
For Highway Assist systems, Euro NCAP focusses on two main areas: Assistance Competence,
which is the balance between Vehicle Assistance and Driver Engagement, and Safety Backup.
The sum of the scores in Assistance Competence and Safety Backup is used in a grading
system, similar to the five-star safety rating.
Vehicles used for the assessment should have all relevant assisted driving options included, asassisted driving packages are usually optional and not standard fit.
This protocol describes the details of all scoring elements within Driver Engagement, Vehicle
Assistance and Safety Backup.

1.1 Balance principle
The Assistance Competence score is the balance between Vehicle Assistance and DriverEngagement. The higher the level of assistance, the more the driver must be engaged by thesystem.
In principle, the Assistance Competence score equals the Vehicle Assistance score, but only
when the Driver Engagement score (at least) matches Vehicle Assistance. Where Vehicle
Assistance outscores Driver Engagement, the Assistance Competence score is limited to the
Driver Engagement performance.

ASSISTANCE COMPETENCE

SCORE

Driver Engagement ≥ Vehicle Assistance

Vehicle Assistance

Driver Engagement < Vehicle Assistance

Driver Engagement

1.2 Grading
The sum of Assistance Competence and Safety backup determines the Grading:
GRADINGSCORE REQUIREDVERY GOOD≥ 160 points (≥ 80%)

GOOD

≥ 140 points (≥ 70%)

MODERATE≥ 120 points (≥ 60%)

ENTRY

≥ 100 points (≥ 50%)
6

2 Assistance Competence - Driver Engagement
The Driver Engagement assessment consists of four elements:-

Consumer Information
System Status
Driver Monitoring
Driving Collaboration

The following sections of the protocol describes the requirements and scoring for each ofthese elements.

2.1 Consumer Information
Drivers expectations of how much assistance the system will provide them will be influenced
by information they are supplied prior to them operating the system. It should always be clear
to any potential driver that the system is an assistance system only and that driver oversight isalways required. This assessment is designed to examine the information supplied to theconsumer relating to the assistance system.

2.1.1 System Name
When the vehicle manufacturer markets the longitudinal and lateral assistance systems undera single name, this name shall be used. If the vehicle manufacturer markets the longitudinaland lateral control systems separately, the name of each shall be assessed and the lowest of
the two scores will be used.
A system name should contain the word “assistant”, “assistance”, “assist” or another variationof the term. If this is the case, 10 points are awarded.
The system name shall not contain the word “auto”, “automatic”, “automated”, any othervariation of the term or another term which is deemed to imply a level of automation higher
than which the system is offering. E.g. “pilot”, “self-drive”, etc.
Where a system’s name neither contains the term “assist” nor a variant of “auto” or “pilot”, 5points are awarded.

2.1.2 Marketing Material
Euro NCAP cannot monitor and assess every piece of marketing material related to the VUT in
all countries where the system is sold. However, during the assessment, time will be taken toreview publicly available marketing material, relating to the system assessed and published by
the vehicle manufacturer. This will include, but is not limited to, television and radio
advertisements, vehicle brochures and online information, i.e. the vehicle manufacturer
website (search to include model and feature specific within the website and using the “build
your vehicle” service).

7

Marketing material may not imply that the system offers a higher level of assistance than isprovided. Examples of this include descriptions of the system as an automated system, a pilot
or self-driving. Images of the driver with hands not touching the steering wheel or performing
secondary tasks over and above those permitted during normal driving, whilst the vehicle is inmotion, are another example.
Any feature describing higher function but clearly labelled as either “future tech” or “notavailable in this region” or similar is allowed unless deliberately misleading i.e. use of thefunction as a header.
In case marketing material correctly describes the system functionality, 5 points are awarded.
When one or more violations are found, no points are scored.

2.1.3 Quick start guideTo be considered a “Quick start Guide”, information must be supplied to the consumer on thebasic operation of the driving assistance system and system limits. This must be in a form
supplementary to the vehicle handbook.
Typically, this will be a short document indicating position and function of controls, usage
guidelines and system limitations. A tutorial video, which can be viewed through the vehicle
infotainment system containing this information, is a suitable alternative to a paper document.
If a vehicle manufacturer has another means by which to supply the information to theconsumer, they should liaise with the test laboratory and the Euro NCAP secretariat who willassess whether it meets the requirements.
Where a “Quick Start Guide” is available that meets the requirements, 5 points are scored.

2.1.4 Vehicle Handbook
The vehicle handbook should make it clear to the consumer that the system is an assistancesystem, and that driver engagement is always required. The handbook should detail operationof the system and controls. The handbook should detail intended use of the system and limitsof the systems operation.
In case the vehicle handbook clearly described the system and its limitations, 5 points areawarded.

8

2.2 System Status
This assessment is designed to evaluate the information supplied to the driver on a continuous
basis, confirming the level of driving assistance being provided by the system. This isanticipated to be visual information only.
This assessment is also designed to evaluate the information supplied to the driver in case thelevel of assistance by the system changes. This is anticipated to be visual, audible and/or haptic
information or warnings.
If a manufacturer has a different method of system status indication to the driver, applied
either continuously or momentarily at a change of assistance, the manufacturer should liaise
with the test laboratory and the Euro NCAP secretariat who will consider if and how theindicator can be included in the assessment.

2.2.1 Preconditions
To be eligible for assessment, all system status indicators must be fitted to the vehicle as partof the assistance system.
To be eligible for assessment, it must not be possible for the assistance system to be usedwith the primary indicator disabled by the driver. This applies to visual, audible or haptic
indicator related to the system

2.2.2 Continuous System Status Indicator Assessment
During this assessment, the vehicle should be driven in the manner required to achieve thecorrect level of assistance required for each part of the assessment. This means it should be
driven at least once in:-

Manual mode (stand-by, no assistance)Longitudinal control only (e.g. ACC)
Lateral control only (if available)
Longitudinal and Lateral Control in combination.

If a system requires certain parameters for a level of assistance, the test laboratory should,
within reason, meet those requirements.
Per system mode available in the vehicle 0.5 points are awarded for configurable status
information, when they are always indicated and if the respective indication is distinguishable
from other modes. In addition, 1.5 points per system mode are available for additional
indicators in a head up display or another additional display in the driver’s eye line.
When the status indication corresponds to general human factor guidelines and designprinciples, 0.25 are scored for each system mode.

9The following questions are to be answered:--

Which of the following does the vehicle use to indicate the current level of assistancebeing provided by the respective system?
Stand-by for
LatLong only

Lat only

Long + Lat

Icon for status indication in the
instrument cluster (always on)

☐

☐

☐

☐

Configurable status information in
the instrument cluster

☐

☐

☐

☐

Other visual indicator (close todriver’s expected line of sight inapprox. +/- 15° from the driver´snormal forward view to the road
scene, e.g. head up display)

☐

☐

☐

☐

Is the system mode in primary status indicator always indicated (if system is switchedon) and are indicators for different modes (e.g. ACC active, lateral control active, L2
active) distinguishable from each other?
distinguishable
indicated at all times
from other mode
(always on)
by colour and/or
icon form
Stand-by for Lat☐☐
Long only☐☐
Lat only☐☐☐☐
Long + Lat
vehicle in lane ahead☐☐(when identified)10-Does the primary system status indicator in the instrument-cluster correspond to
general human factors guidelines and design principles?
Stand-by for
LatLong only

Lat only

Long + Lat

Colour of indicator contrasts
adequately from background colour(see Appendix 1, Table 1)

☐

☐

☐

☐

Colours conform to conventions or
stereotypes (green related to “system
active”; grey to “stand-by”; red to“warning or danger”)

☐

☐

☐

☐

☐

☐

☐

☐

☐

☐

☐

☐

☐

☐

☐

☐

Colour combinations notrecommended in Appendix 1, Table
1are avoided (e.g. red icon on green
background or green and redelements in one icon referringto
different system modes)
Indicators are designed in accordance
to the catalogue of so far acceptedindicators (see Appendix, Table 1 ) to
make underlying function and driverresponsibility clear
No flashing indicators are used forcontinuous system status indication(standstill is considered discontinuous)

2.2.3 System Status Change Indicator Assessment
Euro NCAP does not specify how each change in system status should be achieved, as theconditions required can vary from vehicle to vehicle. The test laboratory conducting theassessment should meet the requirements of the system to achieve each change in systemstatus, where possible without conducting manoeuvres largely different from normal driving.
It is required that the test driver remains attentive throughout the transition, so changes inassistance given due to driver monitoring are not accepted as they are assessed elsewhere.
For each of the following transitions between levels of assistance being provided to the driver,record through which means the system indicates to the driver that the transition is taking
place.
An audible and/or haptic warning to indicate a system change, scores 2 points. An extra 2
points are awarded when additional visual information is shown. In case this information meetsthe general human factors guidelines, 1 additional point is scored. Finally, 0.2 points per denied
requested mode change are available for additional visual information.

11

The following questions are to be answered:- Mandatory decreases in level of assistance provided, initiated by the system changes inenvironmental conditions OR sensor blockage (as per section 4.1.2).
Visual information
Audible tone or(additional toChange in primary
noticeable haptic primary indication,
status indicator
indication
e.g. icon and/or
text)
Long + Lat → Long only☐☐☐
Does the system status change indication correspond to general human factors
guidelines and design principles?
Long + Lat→ Longonly-

Additional visual information istriggered as long as the driver isdriving “hands-off”☐

Additional audible information
doesn’t startle or annoy the driver(loudness between 50 and 90 dB
recommended)☐

Mandatory increases in level of assistance provided, initiated by the system due tochanges in environmental conditions. The indication of successful increase in level ofassistance is given simultaneously to the system initiation:
Change in primarystatus indicator
No assistance → Lat onlyLong only → Long + Lat-☐☐

Driver requested increase in level of assistance provided – request accepted. The
indication of successful increase in level of assistance is given simultaneously to thedriver input:
Change in primarystatus indicator
No assistance → Long only
No assistance → Lat only
No assistance → Long + Lat
Long only → Long + Lat
Lat only → Long + Lat

☐
☐
☐
☐
☐

12

-

Driver requested increase in level of assistance provided – request denied (e.g. sensor
is blocked, but driver tries to activate the system). Is the denied request indicated?
No change primary
Additional visual
informationin status indicator(icon and/or text)
No assistance → Long only
No assistance → Lat only
No assistance → Long + Lat
Long only → Long + Lat
Lat only → Long + Lat

☐
☐
☐
☐
☐

☐
☐
☐
☐
☐

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2.3 Driver Monitoring
The systems being tested are those that can be broadly grouped together as Highway Assist
systems as defined by Euro NCAP, or as SAE Level 2. This means that the driver retains full
responsibility and shares control with the vehicle. Both vehicle and driver share OEDR and thedriver may not perform any secondary tasks over and above those permitted during normal
driving.

2.3.1 Minimum Requirements (Whole Vehicle Type Approval)
Revision 4 of UN Regulation 79 defines a minimum requirement for interventions by the VUT
when steering control is released by the driver with steering assist active, the important points
to note are as follows:-

Optical warning within at least 15 seconds after steering control has been released.
Acoustic warning & red optical warning within at least 30 seconds after steering
control has been released
System deactivated within 30 seconds of acoustic warning. An additional acoustic
warning is required (different from the previous) for at least 5s.

The test house will run a confirmation test, to confirm that the driver monitoring system meets
the R79 requirements as set out above. This test can be completed concurrently with the
Unresponsive Driver Intervention assessment.
When the R79 compliance is confirmed, 10 points are scored.

2.3.2 Additional Monitoring
Direct Driver Monitoring systems that monitor driver engagement and cognitive workload
using cameras and/or other sensors to check that the driver has “eyes-on” and / or “brain-on”.
Euro NCAP is developing test and assessment procedures for these Driver Monitoring systems.
If a manufacturer already has a Direct Driver Monitoring system as integral part of theassistance system, the manufacturer should liaise with the test laboratory and the Euro NCAP
secretariat who will consider if and how the monitoring system can be included in theassessment and are eligible of scoring 15 points.

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2.4 Driving Collaboration
This assessment determines how the vehicle responds to a driver steering input, for example
to avoid an obstacle within the lane of travel, when the steering assistance system is engaged.

2.4.1 Pothole Test
A direct torque measurement system is to be used in these tests, where all torquemeasurement data should have a [12-pole phaseless Butterworth filter with a cut off frequencyof 10Hz] filter applied before maximum values are taken.
2.4.1.1 System On
Drive the VUT into a fully marked lane at an indicated 45mph (72km/h), using the ACC systemwith the continuous steering assistance system switched ON, and all other lateral support
systems turned off where possible. Activate the continuous steering assist system and allow
the system to take up a consistent position within the lane.
-

Apply a full sine wave of steering angle to the VUT steering wheel, with an amplitudeof 5 degrees and frequency of 0.25Hz.
Record the maximum/peak steering torque required during the first half of the sign
wave.
Repeat the test three times and record the average maximum torque over the threeruns.

2.4.1.2 System Off
Drive the VUT down the centre of a fully marked straight lane at an indicated 45mph (72km/h)
using the ACC system with the continuous steering assistance system switched OFF, maintaina constant speed and central position within the lane.
-

Apply a full sine wave of steering angle to the VUT steering wheel, with an amplitudeof 5 degrees and frequency of 0.25Hz.
Record the maximum/peak steering torque required during the first half of the sign
wave.
Repeat the test three times and record the average maximum torque over the threeruns.

Both the override torque and override response are assessed based on the measurements andbehaviour in the pothole test.
The difference between system percentage increase in torque (compared to system off) is
compared:
Lane Change Manoeuvre VUTOVERRIDE TORQUE
0-33%

33-67%

67%-100%100%+

5 points

3 points

1 point

0 points

15

For vehicles where the override torque <5Nm, 20 points are available for the reaction of thesystem during the pothole test:--

20 points are awarded when the system provides continuous steering assistancethroughout the manoeuvre and centres the vehicle in the lane afterwards
10 points are scored when the system cancels steering assistance during the
manoeuvre but automatically reengages once the vehicle is centralised in lane again
by the driver
If a system cancels steering assistance during manoeuvre and requires a reactivationby the driver afterwards, no points are given

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2.5 Driver Engagement Assessment
The Driver Engagement score is the sum of the scores of:-Consumer Information
System Status
Driver Monitoring
Driving Collaboration

For all three elements, the maximum available points for each subsection are detailed below.

2.5.1 Consumer Information
Score
SYSTEM NAME
System name10 points
10 points

Marketing material

5 points
5 points

Quick start guide availability

5 points
5 points

VEHICLE HANDBOOK
Clear description of level of Assistance

5 points
5 points

MARKETING MATERIALQUICK START GUIDE

2.5.2 System Status
Score
CONTINUOUS STATUS INDICATOR
Continuous system status indicator

18 points
18 points

STATUS CHANGE INDICATOR
System status change indicator

7 points
7 points

2.5.3 Driver Monitoring
Score
UNECE R79 COMPLIENCEUNECE R79 revision 4

10 points
10 points

DIRECT DRIVER MONITORING
Direct Driver Monitoring

15 points
15 points

17

2.5.4 Driving Collaboration
Score
OVERRIDE TORQUE%-age increase in torque

5 points
5 points

Override torque
System response

20 points
10 points
10 points

OVERRIDE RESPONSE

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3 Assistance Competence - Vehicle Assistance
The Vehicle Assistance assessment consists of three elements:-

Speed Assistance
Adaptive Cruise Control Performance
Steering Assistance3.1 Speed Assistance
Using the camera and/or map data, vehicles can adopt the prevailing speed limit into the ACC
system and/or display the speed limit for information or adoption by a secondary confirmationby the driver. A system with the capability to self-adjust or offer changes of the set speed canbe referred to as iACC (intelligent Adaptive Cruise Control).
The VUT results of the Euro NCAP Speed Assist Systems assessment is used as basis and tests
are to be performed as per the Euro NCAP Speed Assist Systems Test Protocols v2.0.
Additionally, the VUT is assessed for its ability to recognise a change in speed limit and apply
or offer that change in speed to the ACC.
Systems that can advise and make speed adjustments for upcoming road features shall be
rewarded.

3.1.1 Score from Speed Assist Systems assessment
If a vehicle is presented for assisted driving assessment that hasn’t already been through the
NCAP rating scheme it is a requirement to carry out the Speed Assistance System tests as partof this assessment, following Euro NCAP Speed Assist Systems assessment as detailed in theEuro NCAP Assessment Protocol - SA Safe Driving - v10.1.1
It is likely that the optional Highway Assist systems comes with a higher performing SAS thanthe version with standard equipment only. In these cases, the SAS assessment also needs tobe updated accordingly.
For the Highway Assist assessment, the normal SAS score is doubled.

3.1.2 Reaction to speed limit changes
To maintain law abiding driving, vehicles should have adapted their speed before they reachthe sign indicating a change in speed limit, although in some EU countries there is an allowanceof a certain distance before a prosecution can be made.
The vehicle manufacturer should provide the test laboratory and the Euro NCAP secretariat
with information showing the vehicle response to speed limit changes for:-

Fixed speed limits
Variable and temporary speed limits

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The vehicle manufacturer must take the following into account when providing theinformation:---

Systems that automatically adjust the speed to the desired speed limit will be deemed
to have adopted the speed limit in time if the vehicle speed is reduced to that of alower speed limit [+2km/h] before the front axle of the vehicle passes the sign.
Systems which offer adjustment to the new speed limit but require a manual action
from the driver will be deemed to have adopted the speed limit in time if the vehicle
speed is reduced to that of a lower speed limit [+2km/h] before the front axle of thevehicle passes the sign when the driver gives the confirmation action 1.5 seconds after
the lower limit is offered.
A system which only provides information about upcoming and current speed limits
will be deemed to have provided the information in time if the lower speed limit
information is displayed to the driver at a time which allows the driver to manually set
the ACC to the lower speed limit and the vehicle speed is reduced to that of a lower
speed limit [+2km/h] before the front axle of the vehicle passes the sign, when thedriver starts this process 1.5 seconds after the information is given.

The test laboratory will perform a short road test on local highways to verify this function andto confirm that the VUT responds as indicated by the vehicle manufacturer.

3.1.3 Road Features
In addition to changing the ACC setting relative to the speed limit additional points areavailable for reducing speed when approaching the following road features:-

Corners
Roundabouts
Junctions

The test laboratory will perform a short road test on local roads to verify this function and to
confirm that the VUT responds as indicated by the vehicle manufacturer.

20

3.2 Adaptive Cruise Control Performance
The Adaptive Cruise Control Performance assessment looks at how the longitudinal assist
system fitted to the vehicle reacts to other vehicles during operation. For Highway Assist
systems, only car-to-car performance is assessed.

3.2.1 ACC Car-to-Car tests
Only the capability of the ACC system is assessed in this section, where braking levels stay
below approximately 5 m/s2 or where it is confirmed that AEB did not intervene.
For each scenario and test speed, 1 point can be achieved where the ACC fully avoids thecollision. Where the ACC intervenes and reduces the impact speed by more than 5 km/h before
the AEB intervenes, 0.5 points are scored. Where the ACC does not reduce more than 5 km/h,
no points are awarded.
The ACC Car-to-Car assessment contains different scenarios when driving at highway speeds:
VUT

ACC CAR-TO-CAR

GVT/
SOV

CCRS – STATIONARY TARGET(straight and curved road)

70 km/h
80 km/h
90 km/h
100 km/h
110 km/h
120 km/h
130 km/h

CCRM – MOVING TARGET

80 km/h
90 km/h
100 km/h
110 km/h
120 km/h
130 km/h

20 km/h
20 km/h
20 km/h
20 km/h
20 km/h
20 km/h

80 km/h
90 km/h
100 km/h
110 km/h
120 km/h
130 km/h

60 km/h
60 km/h
60 km/h
60 km/h
60 km/h
60 km/h

ACC-mode closest

55 km/h

50 km/hCut-in @ TTC = 0.00
Cut-in @ TTC = 1.50

50 km/h120 km/h

10 km/h
70 km/hCut-out @ TTC = 3.00
Cut-out @ TTC = 3.00

70 km/h
90 km/h

50 km/h
70 km/h

CCRB – BRAKING TARGET@ -4m/s2
CUT-IN

CUT-OUT

21

3.2.1.1 ACC Car-to-Car tests
All ACC Car-to-Car tests are performed as per Euro NCAP AEB Car-to-Car test protocol
v3.0.3 however, where the procedure in this protocol deviates from the AEB Car-to-Car test
protocol, the assisted driving protocol should be followed. For each test, the vehicle should
be driven in a fully marked lane with the indicated ACC speed set to the required test speed(not the GPS speed). The ACC should be set to the closest following distance for all tests.
Lateral assistance should be engaged and used to control the VUT’s position within the lane.
Both the ACC and Steering assist must be active before the lower of 10s TTC or 250m relative
longitudinal distance.
In the case of CCRm tests where the GVT must travel at 60km/h it is permissible to use aphysical Ford Fiesta vehicle fitted with data recording instrumentation.
A physical vehicle must only be used when full avoidance from the ACC system is predicted,
I.e. deceleration levels do not exceed approximately 5m/s2 and AEB does not intervene. The
test must be aborted safely if the VUT does not initiate ACC braking when TTC = [3.0s], at
which point the test is repeated with the Soft Car GVT & platform.
For CCRs on a curved road and the Cut-in and Cut-out scenarios, additional details are givenin the following paragraphs.
3.2.1.2 CCRs on curved road
For tests on a curved section of road, the first turn of the S-Bend as required for the Steering
Assistance assessment is used where the GVT should be positioned such that it is central inlane around the first bend so that the rear corner is touching the extrapolated line as if thestraight were continue (as shown in the picture below).

3.2.1.3 Cut-in tests
In the Cut-in tests, the GVT on the adjacent lane will perform a full lane change (3.5m lateraldisplacement) into the lane of the VUT. The indicated TTC is defined as the TTC at the point intime that the GVT has finished the lane change manoeuvre, where the rear centre of the GVT
is in the middle of the VUT driving lane.

22Lane Change Manoeuvre GVTACC CUT-IN

Cut-inCut-in @ TTC = 0.00
Cut-in @ TTC = 1.50VUT

50 km/h120 km/h

GVT

10 km/h
70 km/hLateral
Acceleration

ChangeLengthRadius of turning
segments

0.5 m/s2
1.5 m/s2

14.5 m60.0 m

15 m
250 m

23

3.2.1.4 Cut-out tests
The Cut-out test must be performed using the SOV. The vehicle cutting out (SOV) will perform
a full lane change (3.5m lateral displacement) into the adjacent lane to avoid the stationary
GVT. With the measurement behind the stationary GVT indicting that start of the lane change,
and the measurement in front of the stationary GVT indicating the end of the lane change. The
indicated TTC is defined as the TTC of the lead vehicle to the GVT when the lead vehicle will
start the lane change. Indicators are not to be used by the SOV during the manoeuvre. It ispermissible for the test lab to place physical markers, that will not affect vehicle performance,of the different cut-out paths. SOV path deviation = [±0.2m]. An example can be found in the
Annex.
Lane Change Manoeuvre of lead vehicle
ACC CUT-OUT

Cut-Out
Cut-out @ TTC = 3.00
Cut-out @ TTC = 3.00

VUT

70 km/h
90 km/hLead
Vehicle50 km/h
70 km/hLateral
Acceleration

ChangeLengthRadius of turning
segments

1.5 m/s2
1.5 m/s2

44.0 m60.0 m

130 m
250 m

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3.2.2 Undertake prevention
In most European countries it is only permissible to overtake a slower moving vehicle, in freeflowing traffic, in a lane to one side of the slower moving vehicle. Therefore, an assisted driving
system should not overtake a vehicle on the incorrect side in this scenario. For this highwaybased assessment, it may be that the system is geofenced and it will be a requirement for the
OEM to inform the test laboratory of the function of the system.
The manufacturers handbook or supplied information will be used to assess the performanceof the system, with its operation confirmed by the test house where possible.
The longitudinal control system should prevent the VUT from overtaking a slower moving
vehicle in an adjacent lane on the incorrect side for that country when travelling in free-flowing
traffic at a minimum speed of 90km/h.
Note: If the vehicle ahead in adjacent lane brakes with a deceleration greater than the
maximum design deceleration for the VUT’s ACC system then it is acceptable that the VUT
would perform the undertake as this is not the intended scenario for this test.

3.2.3 ACC Auto-Resume
This assessment looks at the strategy to resume the ACC after the vehicle has come to a fullstop. To be eligible for assessment, the VUT must be capable of coming to a complete stop
under ACC control when the traffic in front stops while also maintain steering assistance.
ACC AUTO-RESUME

10 points

Within 5s

After 5s

Automatic resume

Driver input
Eyes-on road

Confirm surrounding with external sensors
7 points

Driver input

3 points

Automatic resume

The Euro NCAP test laboratory will conduct a confirmation test based on the information
provided by the vehicle manufacturer. If there are any features available on the VUT other thanthe one detailed below, then the vehicle manufacturer must inform the test laboratory how totest this feature.
3.2.3.1 Coming to a complete stop and resume within the maximum hold time
Drive the vehicle within a fully marked lane, following another vehicle driving at a constant
20km/h. Activate the longitudinal and lateral control system in the VUT with the following
distance set to minimum distance and ACC set to a maximum speed of 30km/h or theminimum set speed of the system if this is higher than 30km/h.

25After the vehicle has settled in a constant position within the lane and a constant distancebehind the lead vehicle, gradually bring the lead vehicle to a halt with a deceleration not
more than [-3m/s2]
Hold the lead vehicle stationary for a time less than the max hold time of the VUT and thenresume driving of the lead vehicle. Confirm that the VUT resumes driving as expected.
3.2.3.2 Coming to a complete stop and resume after the maximum hold time
Repeat the test as per 3.2.3.1 then hold the lead vehicle stationary for a time greater than themax hold time of the VUT and then resume driving of the lead vehicle. Confirm that the VUT
does not resume driving without driver interaction as expected.
3.2.3.3 Coming to a complete stop and utilising external sensors
If the system utilises advanced sensors (such as ultrasonic parking sensors) to detectobstacles in between the VUT and the lead car to prevent pulling away if, for example, apedestrian has appeared in the gap then test this using a pedestrian dummy entering the
gap between the lead car becoming stationary and the max hold time for this scenario as per
the following instructions:--

The lead vehicle and the VUT should stop equidistant across the path of thepedestrian dummy +/-0.5m. The dummy should then approach from the nearside at
5km/h as per CPNA AEB tests but with a trigger of when the VUT becomes stationary
and then stop at the midpoint (50%) of the VUT.
Once the pedestrian dummy is stationary between the vehicles, resume driving thelead vehicle to confirm that the VUT will not resume driving into a pedestrian.
After a 5s delay remove the pedestrian from the headway of the VUT by continuing
across the road at 5km/h.
Upon the VUT resuming driving once the pedestrian (or obstacle) has passed it must
be confirmed that the driver monitoring escalation strategy remains active during thehold time. For example, if no hands are detected on the steering wheel at theresumption of driving the 1st audible and visual warnings for “hands-off” should start
before the VUT has reached 10km/h, it is not sufficient to assume that the vehicle
being in motion will engage the driver.

3.2.3.4 Coming to a complete stop and utilising Driver Monitoring sensors
If the system utilises “eyes-on” monitoring to determine driver gaze during the hold period,
then confirm this function by looking elsewhere during the hold period and confirming that
the VUT no longer pulls away to follow the lead vehicle.

26

3.3 Steering AssistanceA steering assistance function should support the driver to keep the vehicle in lane, not only
on straight roads. If a car departs from its lane there is an increased risk of collision. Euro NCAP
does not expect vehicles to stay in the centre of the lane in all corners, but expects the vehicle
to always support the driver by directing the vehicle to the correct heading. Euro NCAP tests
the steering assistance in a so called S-Bend.
STEERING ASSIST

80 km/h

100 km/h

120 km/h

VUT stays in lane in both turns

10

10

10

VUT stays in lane in the 1st turn andredirects the vehicle in the 2nd turn

7.5

7.5

10

VUT stays in lane in the 1st turn

2.5

5

7.5

STEERING ASSIST

Definition
VUT stays in lane in both turns

VUT Stays in lane in the 1st turn andredirects the vehicle in the 2nd turnVUT stays in lane in the 1st turn

VUT does not cross any lane markings to theleft and/or right side of the vehicle.
VUT does not cross any lane markings in the
1st turn. VUT crosses the lane marking in/after
the 2nd turn. VUT returns to the lane or put on
a trajectory parallel to or heading backtowards the original lane. All 4 tyres cannot
leave the lane.
VUT crosses the lane marking after directing
the VUT through the 1st turn. VUT continues
away from the lane after leaving the lane.

3.3.1 S-Bend dimensions

27

S-Bend parameters are:S-BEND

Clothoid parameter

Radius153.7
1st Turn

2nd Turn-

Length
30.0

787 m

57.1

105.0

14.0

98.6

26.0

120.8

374m

5.1
39.0

It is permissible for an S-Bend to be used with the turn directions mirrored as long as the same
geometry is maintained.

3.3.2 Test Method
The capability of the steering assist system is tested at ACC indicated vehicle speeds of 80km/h,
100km/h and 120km/h. Where possible, all other lane support systems should be switched off
for the duration of the test.
The vehicle should be driven along the straight section of the fully marked lane at a constant
speed with the steering assist system on for enough time for the steering assist system to takeup a constant position within the lane, prior to the start of the S-Bend.
The driver should make every effort not to add any input into the steering system which canaffect the path of the vehicle once it has entered the S-Bend section. It is permissible for thetest driver to remove their hands from the steering wheel. However, the driver may need tokeep their hands on the wheel or provide a different input to prevent the actions of the vehicle
being dictated by the systems recognition of an inattentive driver.
The driver should allow the vehicle to maintain a continuous maximum ACC speed as set
throughout each test run. It is permissible for the vehicle system to reduce the driven speed in
response to the road geometry, and this reduction in speed should not be overridden by thetest driver. It may also be the case that the curvature tested would cause the vehicle to slow
sufficiently to remain within lane if it were on a mapped location (real world driving); if this ispredicted to be the case the OEM should advise the laboratory carrying out the test and confirm
a suitable location to prove that the vehicle can slow and remain in lane.

283.4 Vehicle Assistance Assessment
The Vehicle Assistance score is the sum of the scores of:-

Speed Assistance
Adaptive Cruise Control Performance
Steering Assistance

For all three elements, the maximum available points for each subsection are detailed below.
Where the raw score needs to be scaled, two columns are used. One showing the raw score
and the amount of points available per scenario. In the column next to it, the maximum scaled
score for each element is shown.

3.4.1 Speed Assistance
Score
SPEED ASSIST SYSTEM
Speed Assist System

6 points
6 points

REACTION TO SPEED LIMIT CHANGESFixed speed limits
Variable and temporary speed limits

12 points
6 points
6 points

Road features

7 points
3 points
2 points
2 points

Corners
Roundabouts
Junctions3.4.2 Adaptive Cruise Control Performance

ACC CAR-TO-CAR
CCRs – Stationary target
CCRs – Stationary target in a curve
CCRm – Moving target
CCRb – Braking target
Cut-inCut-out

Raw ScoreScore

31.000
7.000
7.000
12.000
1.000
2.000
2.000

25 points

UNDERTAKE PREVENTION
Undertake prevention @ speeds > 90 km/h

5 points
5 points

ACC AUTO-RESUME

10 points
10 points

ACC Auto-Resume29

3.4.3 Steering Assistance
Score
STEERING ASSISTANCE
S-Bend @ 80 km/h
S-Bend @100km/h
S-Bend @120km/h

30 points
10 points
10 points
10 points

Lane change assist

5 points
5 points

LANE CHANGE ASSIST

30

4 Safety Backup
The Safety Backup assessment consists of three elements:-

System Failure
Unresponsive Driver Intervention
Collision Avoidance

4.1 System Failure
In real world driving, it is anticipated that the sensors involved with the Driver Assistance
System (Radar, LiDAR, or camera) may either deteriorate by age or damage or become blockedin adverse weather conditions. Having a blocked or deteriorated sensor may reduce thecompetency of the system. It is important that the system does not operate with reduced
competency and that the driver is aware of the reason that the system becomes unavailable.
It is believed that all current systems will see some reduction in competency when a sensor
fails, but there may be redundancy built into the system or multi-function sensors used tomitigate the effects to the performance of the system if a single sensor fails.

4.1.1 Pre-Test
Due to the complex nature of current systems and sensors the vehicle manufacturer will be
required to fill in a questionnaire prior to the test taking place to detail the anticipated effectof blocking the sensors involved in providing the assistance in relation to each system.

4.1.2 Test
The test will assess all individual sensors systematically in three different scenarios:-

Sensor blocked at vehicle start up.
Sensor becomes blocked when vehicle is moving but Driver Assistance System notactivated.
Sensor becomes blocked when vehicle is moving with the Driver Assistance System
active and engaged.

For each sensor that forms part of the assistance system, the assessment is the same.
The sensors shall be blocked in accordance with the Technical Bulletin: “TB 041 - AD Sensor
Blocking”
4.1.2.1 Sensor Blocked at Start-up
With the VUT switched off, cover the sensor under test with a material that will prevent thesensor receiving a signal. Typically, radar absorbing material is used to cover the radar.
Once the material is in place start the car and drive up to the minimum speed to activate theassistance system as detailed in the VUT handbook. If the assistance system can’t be engaged
after a 5 minute drive, then the VUT scores 8 pointsand is eligible for a further 2 points if a
visual warning is displayed within 5 minutes of drivingabove the minimum speed following thisactivation attempt. If the control system can be activated at this time the VUT scores 0 points.
31

4.1.2.2 Sensor Blocked with VUT in motion, System not active
Drive the VUT with the assistance system not activated at the minimum speed [or 30km/h
minimum speed, whichever is lowest] required to activate the system for 1 minute. Then,
without slowing below this speed, cover the sensor with the same material that was used in
the above test and attempt a system activation after 5 minutes.
If the system cannot be engaged, then the VUT scores 4 points and is eligible for a further 1
point if a visual warning is displayed within 5 minutes of driving above the minimum speed
following this activation attempt. If the assistance system can be activated at this time, the VUT
scores 0 points.
4.1.2.3 Sensor Blocked with VUT in motion, System active
Drive the VUT with the assistance system activated at the minimum design speed for thesystem [or 30km/h minimum speed, whichever is lowest]. Then, without stopping, cover thesensor with the same material that was used in the above test.
If the system cancels within 2 minutes of the material covering the sensor then the VUT scores
8 points and is eligible for a further 2 points if a visual warning is displayed within 5 minutesof driving following the covering of the sensor. Any other time before the system cancels willscore 0 points.
If the OEM has declared that the system suffers no loss in performance when a sensor isblocked, then, with that sensor covered, the test house should confirm this by repeating, either--

the CCRs test from ACC Performance at highest speed that was avoided by the VUT
in case the sensor becoming blocked is declared to have no effect on longitudinal
control.
the Steering Assistance test at the highest speed that the VUT remained in lane, incase the blocked sensor is declared to have no detriment to lane guidance. If thevehicle does not remain in lane at any of the test speeds, repeat the 80km/h test andaccept a deviation no greater than 0.25m from the original path.

If the OEM declaration is confirmed by this/these test(s), the VUT scores 20 of the available
points for this sensor. It must then provide a visual message to the driver that the sensor has
become blocked, this can be at any time but must be displayed no later than the beginning of
the next drive as defined by an ignition cycle, the display of the visual message scores the VUT
an additional 5 points for this sensor and it is added to the total score equation in section 3.
If the VUT fails the confirmation test, then 0 points are scored for that sensor.

32

4.2 Unresponsive Driver Intervention
This assessment is designed to test the ultimate reaction of the vehicle to a driver who remains
unresponsive after the cascade of warnings and attempts re-engage the driver. This test canbe run concurrently with the Driver Monitoring assessment.
It is anticipated that many of these systems may be geo-fenced to work only on highways. It
is permissible and recommended that the VM has the test labs test track assigned as a highway
on their test vehicle.
This test must be performed in a minimum two-lane straight road with a length of adequate
length not including acceleration and braking zones. The near side most lane must have a solid
white line with enough space for a safe harbour (hard shoulder or none running lane) acrossfrom the driving lanes.
Affix onboard cameras to monitor the Instrumentation of the vehicle at the minimum and it isrecommended to mount at least one additional camera monitoring the interior / driver cockpit.

4.2.1 80km/h Test
With no other vehicles on the track, and the VUT in the second driving lane, accelerate up to
test speed and engage ACC and continuous steering assistance system.
Allow the system to take up a consistent position within the lane and then release the controls“hands off”. For ease of video review, use a trigger such as saying the phrase “hands off” at the
moment of releasing the steering wheel.
Observe and if required make verbal comments on the vehicle’s response.
The test is considered complete when either:-

The vehicle comes to a complete stop.
The warning escalation ends.
Both the longitudinal and steering assistance systems switch off.
There is no response from the car and the test driver has to stop at the end of thetest track section.

A vehicle that maintains steering control and brings the vehicle to a controlled stop or
reduces its speed to crawling speed is awarded 20 points. An additional 5 points are reserved
for a more advanced response in case of an incapacitated driver. However, current
regulations restrict the vehicle taken other measures like changing lanes and stopping on thehard shoulder.

4.3 Collision Avoidance
The aim of the ACC Performance assessment is to assess only how the longitudinal assist
system fitted to the vehicle reacts to other vehicles during operation. At this stage, the system
is only being assessed for performance when driving on a highway, therefore only car-to-car
performance is assessed. In this assessment “Collision Avoidance” the capability of the vehicle33

to avoid a collision using both assisted driving systems and emergency systems combined isassessed.
For each scenario and test speed, 1 point can be achieved where the ACC and/or AEB fully
avoids the collision. Where the ACC and/or AEB intervenes and reduces the impact speed bymore than 5 km/h, 0.5 points are scored. Where the ACC and/or AEB system does not avoid
the collision, but an FCW is issued at a TTC >1.5s an additional 0.25 points are awarded forthat scenario.
Where the OEM can either demonstrate or show substantial evidence that the ACC and/or
AEB intervenes and reduces the impact speed by more than 5 km/h, 0.5 points are scored.
For CCRs, CCRm and CCRb, the same test speeds are used as for the ACC Performanceassessment. For Cut-in and Cut-out additional and more critical set-ups are used to verify the
Safety Backup.
AEB CAR-TO-CAR
VUT

GVT
/SO
V

Cut-in @ TTC = -1.50
Cut-in @ TTC = 0.50

50 km/h120 km/h

10 km/h
70 km/hCut-out @ TTC = 2.00
Cut-out @ TTC = 2.00

70 km/h
90 km/h

50 km/h
70 km/hCut-inCut-out

4.3.1.1 Cut-out tests
The additional Cut-out tests for Safety Back-up must also be performed using a real car but
the lead vehicle will cut-out at a TTC of 2s instead of 3s as in ACC Performance.

34

4.3.2 Lane Support System – S-Bend
The lane support system – S-bend is designed to determine the ability of the vehicle to stay inlane or alert the driver to a lane departure on a curved section of road using both the AD
system and the emergency LSS systems such as ELK, LKA and LDW.
This section is based on the same test scenarios and test speeds as the Steering Assistancesection. For each test speed at which the vehicle remained in lane during the Steering
Assistance assessment, the points for Collision Avoidance are automatically awarded.
For each test speed at which the vehicle did not remain in lane during steering assistance tests,
repeat the test, as per Steering Assistance with all additional LSS systems switched on.
Where an LKA intervention prevents the VUT from crossing the lane marking by more than
0.4m, 5 points are awarded. Where there is no intervention by the system, but an audible or
haptic LDW is provided before the vehicle has left the lane by more than 0.3m, 2.5 points arescored.

4.3.3 Lane support system - Lane change with overtaking vehicle
The lane change section of the collision avoidance system is to assess the vehicles ability tostop the vehicle changing lane into the path of a vehicle travelling in the adjacent lane. BothELK systems and Blind Spot Monitoring with active torque systems fitted as part of the driverassistance pack which can change the vehicles heading to prevent a collision are consideredbeneficial in this scenario.
Only the Intentional Lane change with overtake tests from the Euro NCAP LSS Test Protocol
v3.0.2 are to be performed. If the vehicle has already been assessed by Euro NCAP, these results
can potentially be carried over depending on the fitment of the vehicle tested by Euro NCAP.
This may need to be retested with the AD vehicle due to higher fitment resulting is differing
performance to the vehicle assessed in the Euro NCAP safety assessment.
In case all intentional lane change tests are passed, 10 points are awarded.

35

4.4 Safety Backup Assessment
The Safety Backup score is the sum of the scores of:-

System Failure
Unresponsive Driver Intervention
Collision Avoidance

For all three elements, the maximum available points for each subsection are detailed below.
Where the raw score needs to be scaled, two columns are used. One showing the raw score
and the amount of points available per scenario. In the column next to it, the maximum scaled
score for each element is shown.

4.4.1 System Failure
Score
SYSTEM FAILURE

25 points
10 points
5 points
10 points

Sensor blocked at Start-up
Sensor blocked with VUT in motion, System inactive
Sensor blocked with VUT in motion, System active

4.4.2 Unresponsive Driver Intervention
Score
UNRESPONSIVE DRIVER INTERVENTION
Controlled stop
Headroom for more advanced solutions

25 points
20 points
5 points

4.4.3 Collision Avoidance

ACC/AEB CAR-TO-CAR
CCRs – Stationary target
CCRs – Stationary target in a curve
CCRm – Moving target
CCRb – Braking target
Cut-inCut-out
LSS
S-BendIntentional lane change with overtake

Raw Score

Score

35.000
7.000
7.000
12.000
1.000
4.000
4.000

25 points

25 points
15 points
10 points

36

Appendix
Table 1. Accepted colour combinations with regard to ISO 15008.
Colour of
Background Colour
Icon
white
yelloworange red or
green
blue or black
purpleor cyan violet
white
x
x
x
x
yellowxx
orangex
red orxx
purplegreen orxx
cyan
blue orxx
violet
black
x
x
x
x
x
Note. x = accepted for awarding points, - = not accepted for awarding points; grey is accepted forindicating Stand-by independently from background colour.

Table 2. Cut out X/Y Co-ordinates
X=0 & Y=0 is defined as the centre rear of the stationary GVT.
50-70 3sY
X position positionmm-42.095 -0.010-41.958 -0.011-41.815 -0.012-41.678 -0.013-41.541 -0.014-41.405 -0.015-41.262 -0.017

50-70 2s

70-90 3s

70-90 2s

X position Y positionmm-29.9430.004-29.799
0.004-29.6620.004-29.5250.003-29.382
0.003-29.2450.003-29.102
0.003

X position Y positionmm-58.292-0.013-58.101-0.014-57.910-0.015-57.710-0.017-57.501-0.018-57.320-0.020-57.127-0.022

X position Y positionmm-39.014-0.005-38.814-0.007-38.623-0.008-38.432-0.010-38.241-0.011-38.032-0.013-37.850-0.01437

-41.125-40.982-40.845-40.702-40.565-40.428-40.285-40.142-40.005-39.868-39.725-39.589-39.446-39.309-39.173-39.035-38.892-38.755-38.613-38.476-38.333-38.196-38.059-37.916-37.779-37.637-37.493-37.363-37.220-37.083-36.940-36.803-36.660-36.524-36.381-36.245-36.101-35.966-35.828-35.685-35.549-35.406-35.269-35.132-34.989-34.854-34.710-0.018-0.020-0.021-0.023-0.025-0.027-0.029-0.032-0.034-0.036-0.039-0.042-0.045-0.048-0.051-0.055-0.058-0.061-0.066-0.069-0.074-0.078-0.082-0.087-0.092-0.097-0.102-0.107-0.113-0.118-0.124-0.130-0.136-0.142-0.148-0.155-0.162-0.168-0.175-0.182-0.189-0.197-0.204-0.212-0.220-0.227-0.236-28.965-28.821-28.684-28.547-28.404-28.267-28.124-27.987-27.844-27.706-27.563-27.426-27.289-27.152-27.009-26.872-26.735-26.591-26.454-26.311-26.174-26.031-25.881-25.752-25.613-25.470-25.333-25.196-25.053-24.910-24.773-24.636-24.492-24.356-24.218-24.075-23.938-23.801-23.652-23.523-23.378-23.241-23.098-22.961-22.818-22.681-22.538

0.002
0.002
0.001
0.000
0.000
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