Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at:

http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html

Regulation No 79 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of vehicles with regard to steering equipment [2018/1947]

Incorporating all valid text up to:

03 series of amendments — Date of entry into force: 16 October 2018

CONTENTS

REGULATION

Introduction

1. Scope

2. Definitions

3. Application for approval

4. Approval

5. Constructions provisions

6. Test provisions

7. Conformity of production

8. Penalties for non-conformity of production

9. Modifications and extension of approval of the vehicle type

10. Production definitively discontinued

11. Names and addresses of Technical Services responsible for conducting approval tests and of Type Approval Authorities

12. Transitional provisions

ANNEXES

1. Communication concerning the approval or refusal or extension or withdrawal of approval or production definitively discontinued of a vehicle type with regard to steering equipment pursuant to Regulation No 79

2. Arrangements of approval marks

3. Braking performance for vehicles using the same energy source to supply steering equipment and braking device

4. Additional provisions for vehicles equipped with Auxiliary Steering Equipment

5. Provision for trailers having hydraulic steering transmission

6. Special requirements to be applied to the safety aspects of electronic control systems

7. Special provisions for the powering of trailer steering systems from the towing vehicle

8. Test requirements for corrective and automatically commanded steering functions

INTRODUCTION

The intention of the Regulation is to establish uniform provisions for the layout and performance of steering systems fitted to vehicles used on the road. Traditionally the major requirement has been that the main steering system contains a positive mechanical link between the steering control, normally the steering wheel, and the road wheels in order to determine the path of the vehicle. The mechanical link, if amply dimensioned, has been regarded as not being liable to failure.

Advancing technology, coupled with the wish to improve occupant safety by elimination of the mechanical steering column, and the production advantages associated with easier transfer of the steering control between left and right hand drive vehicles, has led to a review of the traditional approach and the Regulation is now amended to take account of the new technologies. Accordingly it will now be possible to have steering systems in which there is not any positive mechanical connection between the steering control and the road wheels.

Systems whereby the driver remains in primary control of the vehicle but may be helped by the steering system being influenced by signals initiated on-board the vehicle are defined as ‘Advanced Driver Assistance Steering Systems’. Such systems can incorporate an ‘Automatically Commanded Steering Function’, for example, using passive infrastructure features to assist the driver in keeping the vehicle on an ideal path (Lane Guidance, Lane Keeping or Heading Control), to assist the driver in manoeuvring the vehicle at low speed in confined spaces or to assist the driver in coming to rest at a pre-defined point (Bus Stop Guidance). Advanced Driver Assistance Steering Systems can also incorporate a ‘Corrective Steering Function’ that, for example, warns the driver of any deviation from the chosen lane (Lane Departure Warning), corrects the steering angle to prevent departure from the chosen lane (Lane Departure Avoidance) or corrects the steering angle of one or more wheels to improve the vehicle's dynamic behaviour or stability.

In the case of any Advanced Driver Assistance Steering System, the driver can, at all times, choose to override the assistance function by deliberate action, for example, to avoid an unforeseen object in the road.

It is anticipated that future technology will also allow steering to be influenced or controlled by sensors and signals generated either on or off-board the vehicle. This has led to several concerns regarding responsibility for the primary control of the vehicle and the absence of any internationally agreed data transmission protocols with respect to off-board or external control of steering. Therefore, the Regulation does not permit the general approval of systems that incorporate functions by which the steering can be controlled by external signals, for example, transmitted from roadside beacons or active features embedded into the road surface. Such systems, which do not require the presence of a driver, have been defined as ‘Autonomous Steering Systems’.

This Regulation also prevents the approval of positive steering of trailers by means of electrical control from the towing vehicle as there are currently no standards applicable to this application. It is expected that at some time in the future, ISO 11992 will be amended to include messages associated with the transmission of steering control.

1. SCOPE

1.1. This Regulation applies to the steering equipment of vehicles of categories M, N and O (1).

1.2. This Regulation does not apply to:

1.2.1. Steering equipment with a purely pneumatic transmission;

1.2.2. Autonomous Steering Systems as defined in paragraph 2.3.3;

1.2.3. Steering systems exhibiting the functionality defined as ACSF of Category B2, D or E in paragraphs 2.3.4.1.3, 2.3.4.1.5, or 2.3.4.1.6, respectively, until specific provisions are introduced in this UN Regulation.

2. DEFINITIONS

For the purposes of this Regulation:

2.1. ‘Approval of a vehicle’ means the approval of a vehicle type with regard to its steering equipment.

2.2. ‘Vehicle type’ means a vehicle which does not differ with respect to the manufacturer's designation of the vehicle type and in essential characteristics such as: 2.2.1. Type of steering equipment, steering control, steering transmission, steered wheels, and energy source.

2.3. ‘Steering equipment’ means all the equipment the purpose of which is to determine the direction of movement of the vehicle. The steering equipment consists of: — The steering control, — The steering transmission, — The steered wheels, — The energy supply, if any. 2.3.1. ‘Steering control’ means the part of the steering equipment which controls its operation; it may be operated with or without direct intervention of the driver. For steering equipment in which the steering forces are provided solely or partly by the muscular effort of the driver the steering control includes all parts up to the point where the steering effort is transformed by mechanical, hydraulic or electrical means; 2.3.2. ‘Steering transmission’ means all components which form a functional link between the steering control and the road wheels. The transmission is divided into two independent functions: The control transmission and the energy transmission. Where the term ‘transmission’ is used alone in this Regulation, it means both the control transmission and the energy transmission. A distinction is drawn between mechanical, electrical and hydraulic transmission systems or combinations thereof, according to the means by which the signals and/or energy is transmitted. 2.3.2.1. ‘Control transmission’ means all components by means of which signals are transmitted for control of the steering equipment. 2.3.2.2. ‘Energy transmission’ means all components by means of which the energy required for control/regulation of the steering function of the wheels is transmitted. 2.3.3. ‘Autonomous Steering System’ means a system that incorporates a function within a complex electronic control system that causes the vehicle to follow a defined path or to alter its path in response to signals initiated and transmitted from off-board the vehicle. The driver will not necessarily be in primary control of the vehicle. 2.3.4. ‘Advanced Driver Assistance Steering System’ means a system, additional to the main steering system, that provides assistance to the driver in steering the vehicle but in which the driver remains at all times in primary control of the vehicle. It comprises one or both of the following functions: 2.3.4.1. ‘Automatically commanded steering function (ACSF)’ means a function within an electronic control system where actuation of the steering system can result from automatic evaluation of signals initiated on-board the vehicle, possibly in conjunction with passive infrastructure features, to generate control action in order to assist the driver. 2.3.4.1.1. ‘ACSF of Category A’ means a function that operates at a speed no greater than 10 km/h to assist the driver, on demand, in low speed or parking manoeuvring. 2.3.4.1.2. ‘ACSF of Category B1’ means a function which assists the driver in keeping the vehicle within the chosen lane, by influencing the lateral movement of the vehicle. 2.3.4.1.3. ‘ACSF of Category B2’ means a function which is initiated/activated by the driver and which keeps the vehicle within its lane by influencing the lateral movement of the vehicle for extended periods without further driver command/confirmation 2.3.4.1.4. ‘ACSF of Category C’ means, a function which is initiated/activated by the driver and which can perform a single lateral manoeuvre (e.g. lane change) when commanded by the driver. 2.3.4.1.5. ‘ACSF of Category D’ means a function which is initiated/activated by the driver and which can indicate the possibility of a single lateral manoeuvre (e.g. lane change) but performs that function only following a confirmation by the driver. 2.3.4.1.6. ‘ACSF of Category E’ means a function which is initiated/activated by the driver and which can continuously determine the possibility of a manoeuvre (e.g. lane change) and complete these manoeuvres for extended periods without further driver command/confirmation. 2.3.4.2. ‘Corrective Steering Function (CSF)’ means a control function within an electronic control system whereby, for a limited duration, changes to the steering angle of one or more wheels may result from the automatic evaluation of signals initiated on-board the vehicle, in order: (a) To compensate a sudden, unexpected change in the side force of the vehicle, or; (b) To improve the vehicle stability (e.g. side wind, differing adhesion road conditions ‘μ-split’), or; (c) To correct lane departure. (e.g. to avoid crossing lane markings, leaving the road). 2.3.4.3. ‘Emergency Steering Function (ESF)’ means a control function which can automatically detect a potential collision and automatically activate the vehicle steering system for a limited duration, to steer the vehicle with the purpose of avoiding or mitigating a collision, with: (a) Another vehicle driving (2) in an adjacent lane: (i) Drifting towards the path of the subject vehicle and/or; (ii) Into which path the subject vehicle is drifting and/or; (iii) Into which lane the driver initiates a lane change manoeuver. (b) An obstacle obstructing the path of the subject vehicle or when the obstruction of the subject vehicle's path is deemed imminent. ESF shall cover one or more use cases from the list above 2.3.5. ‘Steered wheels’ means the wheels, the alignment of which may be altered directly or indirectly in relation to the longitudinal axis of the vehicle in order to determine the direction of movement of the vehicle. (The steered wheels include the axis around which they are rotated in order to determine the direction of movement of the vehicle); 2.3.6. ‘Energy supply’ includes those parts of the steering equipment which provide it with energy, regulate that energy and where appropriate, process and store it. It also includes any storage reservoirs for the operating medium and the return lines, but not the vehicle's engine (except for the purpose of paragraph 5.3.2.1) or its drive to the energy source. 2.3.6.1. ‘Energy source’ means the part of the energy supply, which provides the energy in the required form. 2.3.6.2. ‘Energy reservoir’ means that part of the energy supply in which the energy provided by the energy source is stored, for example, a pressurised fluid reservoir or vehicle battery. 2.3.6.3. ‘Storage reservoir’ means that part of the energy supply in which the operating medium is stored at or near to the atmospheric pressure, for example a fluid reservoir.

2.4. Steering parameters 2.4.1. ‘Steering control effort’ means the force applied to the steering control in order to steer the vehicle. 2.4.2. ‘Steering time’ means the period of time from the beginning of the movement of the steering control to the moment at which the steered wheels have reached a specific steering angle. 2.4.3. ‘Steering angle’ means the angle between the projection of a longitudinal axis of the vehicle and the line of intersection of the wheel plane (being the central plane of the wheel, normal to the axis around which it rotates) and the road surface. 2.4.4. ‘Steering forces’ mean all the forces operating in the steering transmission. 2.4.5. ‘Mean steering ratio’ means the ratio of the angular displacement of the steering control to the mean of the swept steering angle of the steered wheels for a full lock-to-lock turn. 2.4.6. ‘Turning circle’ means the circle within which are located the projections onto the ground plane of all the points of the vehicle, excluding the external devices for indirect vision and the front direction indicators, when the vehicle is driven in a circle. 2.4.7. ‘Nominal radius of steering control’ means in the case of a steering wheel the shortest dimension from its centre of rotation to the outer edge of the rim. In the case of any other form of control it means the distance between its centre of rotation and the point at which the steering effort is applied. If more than one such point is provided, the one requiring the greatest effort shall be used. 2.4.8. ‘Remote Controlled Parking (RCP)’ means an ACSF of category A, actuated by the driver, providing parking or low speed manoeuvring. The actuation is made by remote control in close proximity to the vehicle. 2.4.9. ‘Specified maximum RCP operating range (SRCPmax)’ means the maximum distance between the nearest point of the motor vehicle and the remote control device up to which ACSF is designed to operate. 2.4.10. ‘Specified maximum speed Vsmax’ means the maximum speed up to which an ACSF is designed to operate. 2.4.11. ‘Specified minimum speed Vsmin’ means the minimum speed down to which an ACSF is designed to operate. 2.4.12. ‘Specified maximum lateral acceleration aysmax’ means the maximum lateral acceleration of the vehicle up to which an ACSF is designed to operate. 2.4.13. An ACSF is in ‘off mode’ (or ‘switched off’) when the function is prevented from generating a steering control action to assist the driver. 2.4.14. An ACSF is in ‘standby mode’ when the function is switched on, but the conditions (e.g. system operating conditions, deliberate action from driver) for being active are not all met. In this mode, the system is not ready to generate a steering control action to assist the driver. 2.4.15. An ACSF is in ‘active mode’ (or ‘active’) when the function is switched on and the conditions for being active are met. In this mode, the system continuously or discontinuously controls the steering system is generating, or is ready to generate, a steering control action to assist the driver. 2.4.16. A ‘Lane Change Procedure’ in the case of ACSF of Category C starts when the direction indicator lamps are activated by a deliberate action of the driver and ends when the direction indicator lamps are deactivated. It comprises the following operations: (a) Activation of the direction indicator lamps by a deliberate action of the driver; (b) Lateral movement of the vehicle towards the lane boundary; (c) Lane Change Manoeuvre; (d) Resumption of the lane keeping function; (e) Deactivation of direction indicator lamps. 2.4.17. A ‘Lane Change Manoeuvre’ is part of the Lane Change Procedure and, (a) Starts when the outside edge of the tyre tread of the vehicle's front wheel closest to the lane markings touches the inside edge of the lane marking to which the vehicle is being manoeuvred, (b) Ends when the rear wheels of the vehicle have fully crossed the lane marking.

2.5. Types of steering equipment Depending on the way the steering forces are produced, the following types of equipment are distinguished: 2.5.1. For motor vehicles: 2.5.1.1. ‘Main steering system’ means the steering equipment of a vehicle which is mainly responsible for determining the direction of travel. It may comprise: 2.5.1.1.1. ‘Manual steering equipment’ in which the steering forces result solely from the muscular effort of the driver; 2.5.1.1.2. ‘Power assisted steering equipment’ in which the steering forces result from both the muscular effort of the driver and the energy supply (supplies). 2.5.1.1.2.1. Steering equipment in which the steering forces result solely from one or more energy supplies when the equipment is intact, but in which the steering forces can be provided by the muscular effort of the driver alone if there is a fault in the steering (integrated power systems), is also considered to be power assisted steering equipment; 2.5.1.1.3. ‘Full-power steering equipment’ in which the steering forces are provided solely by one or more energy supplies; 2.5.1.2. ‘Self-tracking steering equipment’ means a system designed to create a change of steering angle on one or more wheels only when acted upon by forces and/or moments applied through the tyre to road contact. 2.5.1.3. ‘Auxiliary Steering Equipment (ASE)’ means a system in which the wheels on axle(s) of vehicles of categories M and N are steered in addition to the wheels of the main steering equipment in the same or opposite direction to those of the main steering equipment and/or the steering angle of the front and/or the rear wheels may be adjusted relative to vehicle behaviour. 2.5.2. For trailers: 2.5.2.1. ‘Self-tracking steering equipment’ means a system designed to create a change of steering angle on one or more wheels only when acted upon by forces and/or moments applied through the tyre to road contact. 2.5.2.2. ‘Articulated steering’ means equipment in which the steering forces are produced by a change in direction of the towing vehicle and in which the movement of the steered trailer wheels is linked to the relative angle between the longitudinal axis of the towing vehicle and that of the trailer. 2.5.2.3. ‘Self-steering’ means equipment in which the steering forces are produced by a change in direction of the towing vehicle and in which the movement of the steered trailer wheels is firmly linked to the relative angle between the longitudinal axis of the trailer frame or a load replacing it and the longitudinal axis of the sub-frame to which the axle(s) is (are) attached. 2.5.2.4. ‘Additional steering equipment’ means a system, independent of the main steering system, by which the steering angle of one or more axle(s) of the steering system can be influenced selectively for manoeuvring purposes. 2.5.2.5. ‘Full-power steering equipment’ means equipment in which the steering forces are provided solely by one or more energy supplies. 2.5.3. Depending on the arrangement of the steered wheels, the following types of steering equipment are distinguished: 2.5.3.1. ‘Front-wheel steering equipment’ in which only the wheels of the front axle(s) are steered. This includes all wheels which are steered in the same direction; 2.5.3.2. ‘Rear-wheel steering equipment’ in which only the wheels of the rear axle(s) are steered. This includes all wheels which are steered in the same direction; 2.5.3.3. ‘Multi-wheel steering equipment’ in which the wheels of one or more of each of the front and the rear axle(s) are steered; 2.5.3.3.1. ‘All-wheel steering equipment’ in which all the wheels are steered; 2.5.3.3.2. ‘Buckle steering equipment’ in which the movement of chassis parts relative to each other is directly produced by the steering forces.

2.6. Types of steering transmission Depending on the way the steering forces are transmitted, the following types of steering transmission are distinguished: 2.6.1. ‘Purely mechanical steering transmission’ means a steering transmission in which the steering forces are transmitted entirely by mechanical means; 2.6.2. ‘Purely hydraulic steering transmission’ means a steering transmission in which the steering forces, somewhere in the transmission, are transmitted only by hydraulic means; 2.6.3. ‘Purely electric steering transmission’ means a steering transmission in which the steering forces, somewhere in the transmission, are transmitted only through electric means; 2.6.4. ‘Hybrid steering transmission’ means a steering transmission in which part of the steering forces is transmitted through one and the other part through another of the above mentioned means. However, in the case where any mechanical part of the transmission is designed only to give position feedback and is too weak to transmit the total sum of the steering forces, this system shall be considered to be purely hydraulic or purely electric steering transmission.

2.7. ‘Electric control line’ means the electrical connection which provides the steering control function to the trailer. It comprises the electrical wiring and connector and includes the parts for data communication and the electrical energy supply for the trailer control transmission.

3. APPLICATION FOR APPROVAL

3.1. The application for approval of a vehicle type with regard to the steering equipment shall be submitted by the vehicle manufacturer or by his duly accredited representative.

3.2. It shall be accompanied by the undermentioned documents in triplicate, and by the following particulars:

3.2.1. A description of the vehicle type with regard to the items mentioned in paragraph 2.2; the vehicle type shall be specified;

3.2.2. A brief description of the steering equipment with a diagram of the steering equipment as a whole, showing the position on the vehicle of the various devices influencing the steering;

3.2.3. In the case of full power steering systems and systems to which Annex 6 of this Regulation applies, an overview of the system indicating the philosophy of the system and the fail-safe procedures, redundancies and warning systems necessary to ensure safe operation in the vehicle. The necessary technical files relating to such systems shall be made available for discussion with the Type Approval Authority and/or Technical Service. Such files will be discussed on a confidential basis.

3.3. A vehicle representative of the vehicle type to be approved shall be submitted to the Technical Service responsible for conducting approval tests.

4. APPROVAL

4.1. If the vehicle submitted for approval pursuant to this Regulation meets all relevant requirements given in this Regulation, approval of that vehicle type with regard to the steering equipment shall be granted.

4.1.1. The Type Approval Authority shall verify the existence of satisfactory arrangements for ensuring effective control of the conformity of production as given in paragraph 7 of this Regulation, before type approval is granted.

4.2. An approval number shall be assigned to each type approved. Its first two digits (at present 02) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party shall not assign this number to another vehicle type or to the same vehicle type submitted with different steering equipment from that described in the documents required by paragraph 3.

4.3. Notice of approval or of extension or refusal of approval of a vehicle type pursuant to this Regulation shall be communicated to the Parties to the 1958 Agreement which apply this Regulation, by means of a form conforming to the model in Annex 1 to this Regulation.

4.4. There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation, an international approval mark consisting of:

4.4.1. a circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval; (3)

4.4.2. the number of this Regulation, followed by the letter ‘R’, a dash and the approval number to the right of the circle prescribed in paragraph 4.4.1.

4.5. If the vehicle conforms to a vehicle type approved, under one or more other Regulations annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.4.1 need not be repeated; in such a case the Regulation and approval numbers and the additional symbols of all the Regulations under which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1.

4.6. The approval mark shall be clearly legible and shall be indelible.

4.7. The approval mark shall be placed close to or on the vehicle data plate affixed by the manufacturer.

4.8. Annex 2 to this Regulation gives examples of arrangements of approval marks.

5. CONSTRUCTION PROVISIONS

5.1. General provisions

5.1.1. The steering system shall ensure easy and safe handling of the vehicle up to its maximum design speed or in case of a trailer up to its technically permitted maximum speed. There shall be a tendency to self-centre when tested in accordance with paragraph 6.2 with the intact steering equipment. The vehicle shall meet the requirements of paragraph 6.2 in the case of motor vehicles and of paragraph 6.3 in the case of trailers. If a vehicle is fitted with Auxiliary Steering Equipment, it shall also meet the requirements of Annex 4. Trailers equipped with hydraulic steering transmissions shall comply also with Annex 5.

5.1.2. It shall be possible to travel along a straight section of road without unusual steering correction by the driver and without unusual vibration in the steering system at the maximum design speed of the vehicle.

5.1.3. The direction of operation of the steering control shall correspond to the intended change of direction of the vehicle and there shall be a continuous relationship between the steering control deflection and the steering angle. These requirements do not apply to systems that incorporate an automatically commanded or corrective steering function, or to ASE.

These requirements may also not necessarily apply in the case of full power steering when the vehicle is stationary, during low speed manoeuvres at speeds up to a maximum speed of 15 km/h and when the system is not energised.

5.1.4. The steering equipment shall be designed, constructed and fitted in such a way that it is capable of withstanding the stresses arising during normal operation of the vehicle, or combination of vehicles. The maximum steering angle shall not be limited by any part of the steering transmission unless specifically designed for this purpose. Unless otherwise specified, it will be assumed that for the purpose of this Regulation, not more than one failure can occur in the steering equipment at any one time and two axles on one bogie shall be considered as one axle.

5.1.5. The effectiveness of the steering equipment, including the electrical control lines, shall not be adversely affected by magnetic or electric fields. This shall be demonstrated by fulfilling the technical requirements and respecting the transitional provisions of UN Regulation No 10 by applying:

(a) The 03 series of amendments for vehicles without a coupling system for charging the Rechargeable Electric Energy Storage System (traction batteries);

(b) The 04 series of amendments for vehicles with a coupling system for charging the Rechargeable Electric Energy Storage System (traction batteries).

5.1.6. Advanced driver assistance steering systems shall only be approved in accordance with this Regulation where the function does not cause any deterioration in the performance of the basic steering system. In addition they shall be designed such that the driver may, at any time and by deliberate action, override the function.

5.1.6.1. A CSF system shall be subject to the requirements of Annex 6.

5.1.6.1.1. Every CSF intervention shall immediately be indicated to the driver by an optical warning signal which is displayed for at least 1 s or as long as the intervention exists, whichever is longer.

In the case of a CSF intervention which is controlled by an Electronic Stability Control (ESC) or a Vehicle Stability Function as specified in the relevant UN Regulation (i.e. UN Regulations Nos 13, 13-H or 140), the ESC flashing tell-tale indicating the interventions of ESC may be used, as long as the intervention exists, as an alternative to the optical warning signal specified above.

5.1.6.1.2. In the case of a CSF intervention which is based on the evaluation of the presence and location of lane markings or boundaries of the lane the following shall apply additionally:

5.1.6.1.2.1. In the case of an intervention longer than: (a) 10 s for vehicles of category M1 and N1, or (b) 30 s for vehicles of category M2, M3 and N2, N3, an acoustic warning signal shall be provided until the end of the intervention.

5.1.6.1.2.2. In the case of two or more consecutive interventions within a rolling interval of 180 seconds and in the absence of a steering input by the driver during the intervention, an acoustic warning signal shall be provided by the system during the second and any further intervention within a rolling interval of 180 seconds. Starting with the third intervention (and subsequent interventions) the acoustic warning signal shall continue for at least 10 seconds longer than the previous warning signal.

5.1.6.1.3. The steering control effort necessary to override the directional control provided by the system shall not exceed 50 N in the whole range of CSF operations.

5.1.6.1.4. The requirements in paragraphs 5.1.6.1.1, 5.1.6.1.2 and 5.1.6.1.3 for CSF, which are reliant on the evaluation of the presence and location of lane markings or boundaries of the lane, shall be tested in accordance with the relevant vehicle test(s) specified in Annex 8 of this Regulation.

5.1.6.2. Vehicles equipped with an ESF shall fulfil the following requirements.

An ESF system shall be subject to the requirements of Annex 6.

5.1.6.2.1. Any ESF shall only start an intervention in the case where a risk of a collision is detected.

5.1.6.2.2. Any vehicle fitted with ESF shall be equipped with means to monitor the driving environment (e.g. lane markings, road edge, other road users) in line with the specified use case. These means shall monitor the driving environment at any time the ESF is active.

5.1.6.2.3. An automatic avoidance manoeuvre initiated by an ESF shall not lead the vehicle to leave the road.

5.1.6.2.3.1. In the case of an ESF intervention on a road or a lane delimited with lane markings on one or both side(s), an automatic avoidance manoeuver initiated by an ESF shall not lead the vehicle to cross a lane marking. However, if the intervention starts during a lane change performed by the driver or during an unintentional drift into the adjacent lane, the system may steer the vehicle back into its original lane of travel.

5.1.6.2.3.2. In the absence of a lane marking on one or on both side(s) of the vehicle, a single ESF intervention is permitted, provided that it does not produce a lateral offset of the vehicle greater than 0,75 m in a direction where the lane marking is absent. The lateral offset during the automatic avoidance manoeuvre shall be determined using a fixed point on the front of the vehicle at the start and at the conclusion of the ESF intervention.

5.1.6.2.4. The ESF intervention shall not lead the vehicle to collide with another road user (4).

5.1.6.2.5. The manufacturer shall demonstrate during type approval, to the satisfaction of the Technical Service, which means to monitor the driving environment are fitted to the vehicle to satisfy the provisions in the subparagraphs of paragraph 5.1.6.2 above.

5.1.6.2.6. Any intervention of an ESF shall be indicated to the driver with an optical and with an acoustic or haptic warning signal to be provided at the latest with the start of the ESF intervention.

For this purpose appropriate signals used by other warning systems (e.g. blind spot detection, lane departure warning, forward collision warning) are deemed to be sufficient to fulfil the requirements for the respective optical, acoustic or haptic signals above.

5.1.6.2.7. A system failure shall be indicated to the driver with an optical warning signal. However, when the system is manually deactivated, the indication of failure mode may be suppressed.

5.1.6.2.8. The steering control effort necessary to override the directional control provided by the system shall not exceed 50 N.

5.1.6.2.9. The vehicle shall be tested in accordance with the relevant vehicle tests specified in Annex 8 of this UN Regulation.

5.1.6.2.10. System information data

The following data shall be provided, together with the documentation package required in Annex 6 of this UN Regulation, to the Technical Service at the time of type approval:

(a) Use case(s) where ESF is designed to operate (among the use cases a i, a ii, a iii and b. specified in the ESF definition in paragraph 2.3.4.3),

(b) The conditions under which the system is active, e.g. the vehicle speed range Vsmax, Vsmin,

(c) How ESF detects a risk of a collision,

(d) Description of the means to detect the driving environment,

(e) How to deactivate/reactivate the function,

(f) How it is ensured that the overriding force does not exceed the limit of 50 N.

5.1.7. Towing vehicles equipped with a connection to supply electrical energy to the steering system of the trailer and trailers that utilise electrical energy from the towing vehicle to power the trailer steering system shall fulfil the relevant requirements of Annex 7.

5.1.8. Steering transmission

5.1.8.1. Adjustment devices for steering geometry shall be such that after adjustment a positive connection can be established between the adjustable components by appropriate locking devices.

5.1.8.2. Steering transmission which can be disconnected to cover different configurations of a vehicle (e.g. on extendable semi-trailers), shall have locking devices which ensure positive relocation of components; where locking is automatic, there shall be an additional safety lock which is operated manually.

5.1.9. Steered wheels

The steered wheels shall not be solely the rear wheels. This requirement does not apply to semi-trailers.

5.1.10. Energy supply

The same energy supply may be used for the steering equipment and other systems. However, in the case of a failure in any system which shares the same energy supply steering shall be ensured in accordance with the relevant failure conditions of paragraph 5.3.

5.1.11. Control systems

The requirements of Annex 6 shall be applied to the safety aspects of electronic vehicle control systems that provide or form part of the control transmission of the steering function including advanced driver assistance steering systems. However, systems or functions, that use the steering system as the means of achieving a higher level objective, are subject to Annex 6 only insofar as they have a direct effect on the steering system. If such systems are provided, they shall not be deactivated during type approval testing of the steering system.

5.2. Special provisions for trailers

5.2.1. Trailers (with the exception of semi-trailers and centre-axle trailers) which have more than one axle with steered wheels and semi-trailers and centre-axle trailers which have at least one axle with steered wheels shall fulfil the conditions given in paragraph 6.3. However, for trailers with self-tracking steering equipment a test under paragraph 6.3 is not necessary if the axle load ratio between the un-steered and the self-tracking axles equals or exceeds 1,6 under all loading conditions.

However for trailers with self-tracking steering equipment, the axle load ratio between un-steered or articulated steered axles and friction-steered axles shall be at least 1 under all loading conditions.

5.2.2. If the towing vehicle of a vehicle combination is driving straight ahead, the trailer and towing vehicle shall remain aligned. If alignment is not retained automatically, the trailer shall be equipped with a suitable adjustment facility for maintenance.

5.3. Failure provisions and performance

5.3.1. General

5.3.1.1. For the purposes of this Regulation the steered wheels, the steering control and all mechanical parts of the steering transmission shall not be regarded as liable to breakage if they are amply dimensioned, are readily accessible for maintenance, and exhibit safety features at least equal to those prescribed for other essential components (such as the braking system) of the vehicle. Where the failure of any such part would be likely to result in loss of control of the vehicle, that part shall be made of metal or of a material with equivalent characteristics and shall not be subject to significant distortion in normal operation of the steering system.

5.3.1.2. The requirements of paragraphs 5.1.2, 5.1.3 and 6.2.1 shall also be satisfied with a failure in the steering equipment as long as the vehicle can be driven with the speeds required in the respective paragraphs.

In this case paragraph 5.1.3 shall not apply for full power steering systems when the vehicle is stationary.

5.3.1.3. Any failure in a transmission other than purely mechanical shall clearly be brought to the attention of the vehicle driver as given in paragraph 5.4. When a failure occurs, a change in the average steering ratio is permissible if the steering effort given in paragraph 6.2.6 is not exceeded.

5.3.1.4. In the case where the braking system of the vehicle shares the same energy source as the steering system and this energy source fails, the steering system shall have priority and shall be capable of meeting the requirements of paragraphs 5.3.2 and 5.3.3 as applicable. In addition the braking performance on the first subsequent application, shall not drop below the prescribed service brake performance, as given in paragraph 2 of Annex 3 of this Regulation.

5.3.1.5. In the case where the braking system of the vehicle shares the same energy supply as the steering system and there is a failure in the energy supply, the steering system shall have priority and shall be capable of meeting the requirements of paragraphs 5.3.2 and 5.3.3 as applicable. In addition the braking performance on the first subsequent application shall comply with the prescriptions of paragraph 3. of Annex 3 of this Regulation.

5.3.1.6. The requirements for the braking performance in paragraphs 5.3.1.4 and 5.3.1.5 above shall not apply if the braking system is such that in the absence of any energy reserve it is possible with the service brake control to achieve the safety requirement for the secondary braking system mentioned in:

(a) Paragraph 2.2 of UN Regulation No 13-H, Annex 3 (for M1 and N1 vehicles);

(b) Paragraph 2.2 of UN Regulation No 13, Annex 4 (for M2, M3 and N vehicles).

5.3.1.7. In the case of trailers the requirements of paragraphs 5.2.2 and 6.3.4.1 shall also be met when there is a failure in the steering system.

5.3.2. Power assisted steering systems

5.3.2.1. Should the engine stop or a part of the transmission fail, with the exception of those parts listed in paragraph 5.3.1.1, there shall be no immediate changes in steering angle. As long as the vehicle is capable of being driven at a speed greater than 10 km/h the requirements given in paragraph 6., relating to a system with a failure, shall be met.

5.3.3. Full power steering systems

5.3.3.1. The system shall be designed such that the vehicle cannot be driven indefinitively at speeds above 10 km/h where there is any fault which requires operation of the warning signal referred to in paragraph 5.4.2.1.1.

5.3.3.2. In case of a failure within the control transmission, with the exception of those parts listed in paragraph 5.1.4, it shall still be possible to steer with the performance laid down in paragraph 6. for the intact steering system.

5.3.3.3. In the event of a failure of the energy source of the control transmission, it shall be possible to carry out at least 24 ‘figure of eight’ manoeuvres, where each loop of the figure is 40 m diameter at 10 km/h speed and at the performance level given for an intact system in paragraph 6. The test manoeuvres shall begin at an energy storage level given in paragraph 5.3.3.5.

5.3.3.4. In the event of a failure within the energy transmission, with the exception of those parts listed in paragraph 5.3.1.1, there shall not be any immediate changes in steering angle. As long as the vehicle is capable of being driven at a speed greater than 10 km/h the requirements of paragraph 6 for the system with a failure shall be met after the completion of at least 25 ‘figure of eight’ manoeuvres at 10 km/h minimum speed, where each loop of the figure is 40 m diameter.

The test manoeuvres shall begin at an energy storage level given in paragraph 5.3.3.5.

5.3.3.5. The energy level to be used for the tests referred to in paragraphs 5.3.3.3 and 5.3.3.4 shall be the energy storage level at which a failure is indicated to the driver.

In the case of electrically powered systems subject to Annex 6, this level shall be the worst case situation outlined by the manufacturer in the documentation submitted in connection with Annex 6 and shall take into account the effects of e.g. temperature and ageing on battery performance.

5.4. Warning signals

5.4.1. General provisions

5.4.1.1. Any fault which impairs the steering function and is not mechanical in nature shall be signalled clearly to the driver of the vehicle.

Despite the requirements of paragraph 5.1.2 the deliberate application of vibration in the steering system may be used as an additional indication of a fault condition in this system.

In the case of a motor vehicle, an increase in steering force is considered to be a warning indication; in the case of a trailer, a mechanical indicator is permitted.

5.4.1.2. Optical warning signals shall be visible, even by daylight and distinguishable from other alerts; the satisfactory condition of the signals shall be easily verifiable by the driver from the driver's seat; the failure of a component of the warning devices shall not entail any loss of the steering system's performance.

5.4.1.3. Acoustic warning signals shall be by continuous or intermittent sound signal or by vocal information. Where vocal information is employed, the manufacturer shall ensure that the alert uses the language(s) of the market into which the vehicle is sold.

Acoustic warning signals shall be easily recognized by the driver.

5.4.1.4. If the same energy source is used to supply the steering system and other systems, an acoustic or optical warning shall be given to the driver, when the stored energy/fluid in the energy/storage reservoir drops to a level liable to cause an increase in steering effort. This warning may be combined with a device provided to warn of brake failure if the brake system uses the same energy source. The satisfactory condition of the warning device shall be easily verifiable by the driver.

5.4.2. Special provisions for full-power steering equipment

5.4.2.1. Power-driven vehicles shall be capable of providing steering failure and defect warning signals, as follows:

5.4.2.1.1. A red warning signal, indicating failures defined in paragraph 5.3.1.3 within the main steering equipment;

5.4.2.1.2. Where applicable, a yellow warning signal indicating an electrically detected defect within the steering equipment, which is not indicated by the red warning signal;

5.4.2.1.3. If a symbol is used, it shall comply with symbol J 04, ISO/IEC registration number 7000-2441 as defined in ISO 2575:2000;

5.4.2.1.4. The warning signal(s) mentioned above shall light up when the electrical equipment of the vehicle (and the steering system) is energised. With the vehicle stationary, the steering system shall verify that none of the specified failures or defects is present before extinguishing the signal. Specified failures or defects which should activate the warning signal mentioned above, but which are not detected under static conditions, shall be stored upon detection and be displayed at start-up and at all times when the ignition (start) switch is in the ‘on’ (run) position, as long as the failure persists.

5.4.3. In the case where additional steering equipment is in operation and/or where the steering angle generated by that equipment has not been returned to normal driving position a warning signal shall be given to the driver.

5.5. Provisions for the periodic technical inspection of steering equipment

5.5.1. As far as practicable and subject to agreement between the vehicle manufacturer and the Type Approval Authority, the steering equipment and its installation shall be so designed that, without disassembly, its operation can be checked with, if necessary, commonly used measuring instruments, methods or test equipment.

5.5.2. It shall be possible to verify in a simple way the correct operational status of those Electronic Systems, which have control over steering. If special information is needed, this shall be made freely available.

5.5.2.1. At the time of type approval the means implemented to protect against simple unauthorized modification to the operation of the verification means chosen by the manufacturer (e.g. warning signal) shall be confidentially outlined.

Alternatively this protection requirement is fulfilled when a secondary means of checking the correct operational status is available.

5.6. Provisions for ACSF

Any ACSF shall be subject to the requirements of Annex 6.

5.6.1. Special provisions for ACSF of Category A

Any ACSF of Category A shall fulfil the following requirements.

5.6.1.1. General

5.6.1.1.1. The system shall only operate until 10 km/h (+ 2 km/h tolerance)

5.6.1.1.2. The system shall be active only after a deliberate action of the driver and if the conditions for operation of the system are fulfilled (all associated functions — e.g. brakes, accelerator, steering, camera/radar/lidar — are working properly).

5.6.1.1.3. The system shall be able to be deactivated by the driver at any time.

5.6.1.1.4. In case the system includes accelerator and/or braking control of the vehicle, the vehicle shall be equipped with a means to detect an obstacle (e.g. vehicles, pedestrian) in the manoeuvring area and to bring the vehicle immediately to a stop to avoid a collision (5).

5.6.1.1.5. Whenever the system becomes operational, this shall be indicated to the driver. Any termination of control shall produce a short but distinctive driver warning by an optical warning signal and either an acoustic warning signal or by imposing a haptic warning signal (except for the signal on the steering control in parking manoeuvring).

For RCP, the requirements for driver warning shown above shall be fulfilled by the provision of an optical warning signal at least at the remote control device.

5.6.1.2. Additional provisions for RCP

5.6.1.2.1. The parking manoeuvre shall be initiated by the driver but controlled by the system. A direct influence on steering angle, value of acceleration and deceleration via the remote control device shall not be possible.

5.6.1.2.2. A continuous actuation of the remote control device by the driver is required during the parking manoeuvre.

5.6.1.2.3. If the continuous actuation is interrupted or the distance between vehicle and remote control device exceeds the specified maximum RCP operating range (SRCPmax) or the signal between remote control and vehicle is lost, the vehicle shall stop immediately.

5.6.1.2.4. If a door or trunk of the vehicle is opened during the parking manoeuvre, the vehicle shall stop immediately.

5.6.1.2.5. If the vehicle has reached its final parking position, either automatically or by confirmation from the driver, and the start/run switch is in the off position, the parking braking system shall be automatically engaged.

5.6.1.2.6. At any time during a parking manoeuvre that the vehicle becomes stationary, the RCP function shall prevent the vehicle from rolling away.

5.6.1.2.7. The specified maximum RCP operating range shall not exceed 6 m.

5.6.1.2.8. The system shall be designed to be protected against unauthorized activation or operation of the RCP systems and interventions into the system.

5.6.1.3. System information data

5.6.1.3.1. Following data shall be provided together with the documentation package required in Annex 6 of this Regulation to the Technical Service at the time of type approval:

5.6.1.3.1.1. The value for the specified maximum RCP operating range (SRCPmax);

5.6.1.3.1.2. The conditions under which the system can be activated, i. e. when the conditions for operation of the system are fulfilled;

5.6.1.3.1.3. For RCP systems the manufacturer shall provide the technical authorities with an explanation how the system is protected against unauthorized activation.

5.6.2. Special Provisions for ACSF of Category B1

Any ACSF of Category B1 shall fulfil the following requirements.

5.6.2.1. General

5.6.2.1.1. The activated system shall at any time, within the boundary conditions, ensure that the vehicle does not cross a lane marking for lateral accelerations below the maximum lateral acceleration specified by the vehicle manufacturer aysmax.

The system may exceed the specified value aysmax by not more than 0,3 m/s2, while not exceeding the maximum value specified in the table in paragraph 5.6.2.1.3 of this Regulation.

5.6.2.1.2. The vehicle shall be equipped with a means for the driver to activate (standby mode) and deactivate (off mode) the system. It shall be possible to deactivate the system at any time by a single action of the driver. Following this action, the system shall only become active again as a result of a deliberate action by the driver.

5.6.2.1.3. The system shall be designed so that excessive intervention of steering control is suppressed to ensure the steering operability by the driver and to avoid unexpected vehicle behaviour, during its operation. To ensure this, the following requirements shall be fulfilled:

(a) The steering control effort necessary to override the directional control provided by the system shall not exceed 50 N;

(b) The specified maximum lateral acceleration aysmax shall be within the limits as defined in the following table: Table 1 For vehicles of category M1, N1 Speed range 10-60 km/h > 60-100 km/h > 100-130 km/h > 130 km/h Maximum value for the specified maximum lateral acceleration 3 m/s2 3 m/s2 3 m/s2 3 m/s2 Minimum value for the specified maximum lateral acceleration 0 m/s2 0,5 m/s2 0,8 m/s2 0,3 m/s2 For vehicles of category M2, M3, N2, N3 Speed range 10-30 km/h > 30-60 km/h > 60 km/h Maximum value for the specified maximum lateral acceleration 2,5 m/s2 2,5 m/s2 2,5 m/s2 Minimum value for the specified maximum lateral acceleration 0 m/s2 0,3 m/s2 0,5 m/s2

(c) The moving average over half a second of the lateral jerk generated by the system shall not exceed 5 m/s3.

5.6.2.1.4. The requirements in paragraphs 5.6.2.1.1 and 5.6.2.1.3 of this Regulation shall be tested in accordance with relevant vehicle test(s) specified in Annex 8 of this Regulation.

5.6.2.2. ACSF of Category B1 operation

5.6.2.2.1. If the system is active an optical signal shall be provided to the driver.

5.6.2.2.2. When the system is in standby mode, an optical signal shall be provided to the driver.

5.6.2.2.3. When the system reaches its boundary conditions set out in paragraph 5.6.2.3.1.1 of this Regulation (e.g. the specified maximum lateral acceleration aysmax) and both in the absence of any driver input to the steering control and when any front tyre of the vehicle starts to cross the lane marking, the system shall continue to provide assistance and shall clearly inform the driver about this system status by an optical warning signal and additionally by an acoustic or haptic warning signal.

For vehicles of categories M2 M3 N2 and N3, the warning requirement above is deemed to be fulfilled if the vehicle is equipped with a Lane Departure Warning System (LDWS) fulfilling the technical requirements of UN Regulation No 130.

5.6.2.2.4. A system failure shall be signalled to the driver by an optical warning signal. However, when the system is manually deactivated by the driver, the indication of the failure may be suppressed.

5.6.2.2.5. When the system is active and in the speed range between 10 km/h or V smin , whichever is higher, and V smax , it shall provide a means of detecting that the driver is holding the steering control.

If, after a period of no longer than 15 seconds the driver is not holding the steering control, an optical warning signal shall be provided. This signal may be the same as the signal specified below in this paragraph.

The optical warning signal shall indicate to the driver to place their hands on the steering control. It shall consist of pictorial information showing hands and the steering control and may be accompanied by additional explanatory text or warning symbols — see examples below:

Text box

Example 2

Example 1

If, after a period of no longer than 30 seconds the driver is not holding the steering control, at least the hands or steering control in the pictorial information provided as optical warning signal shall be shown in red and an acoustic warning signal shall be provided.

The warning signals shall be active until the driver is holding the steering control, or until the system is deactivated, either manually or automatically.

The system shall be automatically deactivated at the latest 30 seconds after the acoustic warning signal has started. After deactivation the system shall clearly inform the driver about the system status by an acoustic emergency signal which is different from the previous acoustic warning signal, for at least five seconds or until the driver holds the steering control again.

The above requirements shall be tested in accordance with the relevant vehicle test(s) specified in Annex 8 of this Regulation.

5.6.2.2.6. Unless otherwise specified, the optical signals described in paragraph 5.6.2.2 shall all be different from each other (e.g. different symbol, colour, blinking, text).

5.6.2.3. System information data

5.6.2.3.1. Following data shall be provided together with the documentation package required in Annex 6 of this regulation to the Technical Service at the time of type approval;

5.6.2.3.1.1. The conditions under which the system can be activated and the boundaries for operation (boundary conditions). The vehicle manufacturer shall provide values for Vsmax, Vsmin and aysmax for every speed range as mentioned in the table of paragraph 5.6.2.1.3 of this Regulation;

5.6.2.3.1.2. Information about how the system detects that the driver is holding the steering control.

5.6.3. (Reserved for ACSF of Category B2)

5.6.4. Special Provisions for ACSF of Category C

Vehicles equipped with an ACSF system of Category C shall fulfil the following requirements.

5.6.4.1. General

5.6.4.1.1. A vehicle equipped with an ACSF of Category C shall also be equipped with an ACSF of Category B1 complying with the requirements of this UN Regulation.

5.6.4.1.2. When the ACSF of Category C is activated (standby) the ACSF of Category B1 shall aim to center the vehicle in the lane.

This shall be demonstrated to the Technical Service during type approval.

5.6.4.2. Activation/deactivation of the ACSF of Category C system

5.6.4.2.1. The default status of the system shall be off at the initiation of each new engine start/run cycle.

This requirement does not apply when a new engine start/run cycle is performed automatically, e.g. the operation of a stop/start system.

5.6.4.2.2. The vehicle shall be equipped with a means for the driver to activate (standby mode) and deactivate (off mode) the system. The same means as for an ACSF of Category B1 may be used.

5.6.4.2.3. The system shall only be activated (standby mode) after a deliberate action by the driver.

Activation by the driver shall only be possible on roads where pedestrians and cyclists are prohibited and which, by design, are equipped with a physical separation that divides the traffic moving in opposite directions and which have at least two lanes in the direction the vehicles are driving. These conditions shall be ensured by the use of at least two independent means.

In the case of a transition from a road type with a classification permitting an ACSF of Category C, to a type of road where an ACSF of Category C is not permitted, the system shall be deactivated automatically.

5.6.4.2.4. It shall be possible to deactivate the system (off mode) at any time by a single action of the driver. Following this action, the system shall only be able to be reactivated (standby mode) by a deliberate action of the driver.

5.6.4.2.5. Notwithstanding the requirements above it shall be possible to perform the corresponding tests in Annex 8 of this UN Regulation on a test track.

5.6.4.3. Overriding

A steering input by the driver shall override the steering action of the system. The steering control effort necessary to override the directional control provided by the system shall not exceed 50 N.

The system may remain activated (standby mode) provided that priority is given to the driver during the overriding period.

5.6.4.4. Lateral acceleration

The lateral acceleration induced by the system during the lane change manoeuvre:

(a) Shall not exceed 1 m/s2 in addition to the lateral acceleration generated by the lane curvature, and

(b) Shall not cause the total vehicle lateral acceleration to exceed the maximum values indicated in tables of paragraph 5.6.2.1.3 above.

The moving average over half a second of the lateral jerk generated by the system shall not exceed 5 m/s3.

5.6.4.5. Human Machine Interface (HMI)

5.6.4.5.1. Unless otherwise specified, the optical signals identified in paragraph 5.6.4.5 shall be easily distinguishable from each other (e.g. different symbol, colour, blinking, text).

5.6.4.5.2. When the system is in standby mode (i.e. ready to intervene), an optical signal shall be provided to the driver.

5.6.4.5.3. When the lane change procedure is ongoing an optical signal shall be provided to the driver.

5.6.4.5.4. When the lane change procedure is suppressed, in accordance with paragraph 5.6.4.6.8, the system shall clearly inform the driver about this system status by an optical warning signal and additionally by an acoustic or haptic warning signal. In case the suppression is initiated by the driver, an optical warning is sufficient.

5.6.4.5.5. A system failure shall be signalled immediately to the driver by an optical warning signal. However, when the system is manually deactivated by the driver, the indication of failure mode may be suppressed.

If a system failure occurs during a lane change manoeuvre, the failure shall be signalled to the driver by an optical, and an acoustic or haptic warning.

5.6.4.5.6. The system shall provide a means of detecting that the driver is holding the steering control and shall warn the driver in accordance with the warning strategy below:

If, after a period of no longer than 3 seconds after the initiation of the lane change procedure, the driver is not holding the steering control, an optical warning signal shall be provided. This signal shall be the same as the signal specified in paragraph 5.6.2.2.5 above.

The warning signal shall be active until the driver is holding the steering control, or until the system is deactivated, either manually or automatically.

5.6.4.6. Lane Change Procedure

5.6.4.6.1. The initiation of a lane change procedure of an ACSF of Category C shall only be possible if an ACSF of Category B1 is already active.

5.6.4.6.2. The lane change procedure requires, and shall start immediately after, a manual activation by the driver of the direction indicator to the intended side for the lane change.

5.6.4.6.3. When the lane change procedure starts, the ACSF of Category B1 shall be suspended and the ACSF of Category C shall carry on the lane keeping function of ACSF of category B1, until the lane change manoeuvre starts.

5.6.4.6.4. The lateral movement of the vehicle towards the intended lane shall not start earlier than 1 second after the start of the lane change procedure. Additionally, the lateral movement to approach the lane marking and the lateral movement necessary to complete the lane change manoeuvre, shall be completed as one continuous movement.

The lane change manoeuvre shall not be initiated before a period of 3,0 seconds and later than 5,0 seconds after the deliberate action of the driver described in paragraph 5.6.4.6.2 above.

5.6.4.6.5. The lane change manoeuvre shall be completed in less than:

(a) 5 seconds for M1, N1 vehicle categories;

(b) 10 seconds for M2, M3, N2, N3 vehicle categories.

5.6.4.6.6. Once the lane change manoeuvre has completed, ACSF of Category B1 lane keeping function shall resume automatically.

5.6.4.6.7. The direction indicator shall remain active throughout the whole period of the lane change manoeuvre and shall be deactivated by the system no later than 0,5 seconds after the resumption of ACSF of Category B1 lane keeping function as described in paragraph 5.6.4.6.6 above.

5.6.4.6.8. Suppression of the Lane Change Procedure

5.6.4.6.8.1. The lane change procedure shall be suppressed automatically by the system when at least one of the following situations occurs before the lane change manoeuvre has started:

(a) The system detects a critical situation (as defined in paragraph 5.6.4.7);

(b) The system is overridden or switched off by the driver;

(c) The system reaches its boundaries (e.g. lane markings are no longer detected);

(d) The system has detected that the driver is not holding the steering control at the start of the lane change manoeuvre;

(e) The direction indicator lamps are manually deactivated by the driver;

(f) The lane change manoeuvre has not commenced within 5,0 seconds following the deliberate action of the driver described in paragraph 5.6.4.6.2;

(g) The lateral movement described in paragraph 5.6.4.6.4 is not continuous.

5.6.4.6.8.2. Manual deactivation of the lane change procedure, using the manual control of the direction indicator, shall be possible for the driver at any time.

5.6.4.7. Critical situation

A situation is deemed to be critical when, at the time a lane change manoeuvre starts, an approaching vehicle in the target lane would have to decelerate at a higher level than 3m/s2, 0,4 seconds after the lane change manoeuvre has started, to ensure the distance between the two vehicles is never less than that which the lane change vehicle travels in 1 second.

The resulting critical distance at the start of the lane change manoeuvre shall be calculated using the following formula:

S critical = (vrear – vACSF ) * tB + (vrear – vACSF )2/(2 * a) + vACSF * tG

Where:

vrear is The actual speed of the approaching vehicle or 130 km/h whatever value is lower vACSF is The actual speed of the ACSF vehicle a = 3 m/s2 (Deceleration of the approaching vehicle) tB = 0,4 s (Time after the start of the lane change manoeuvre at which the deceleration of the approaching vehicle starts) tG = 1 s (Remaining gap of the vehicles after the deceleration of the approaching vehicle).

5.6.4.8. Minimum distance and minimum operation speed

5.6.4.8.1. The ACSF of Category C shall be able to detect vehicles approaching from the rear in an adjacent lane up to a distance Srear as specified below:

The minimum distance Srear shall be declared by the vehicle manufacturer. The declared value shall not be less than 55 m.

The declared distance shall be tested according to the relevant test in Annex 8 using a two-wheeled motor vehicle of Category L3 as the approaching vehicle.

The minimum operation speed Vsmin, down to which the ACSF of Category C is permitted to perform a lane change manoeuvre, shall be calculated with minimum distance Srear using the following formula: Where: Srear is The minimum distance declared by the manufacturer in [m]; Vapp = 36,1 m/s (The speed of the approaching vehicle is 130 km/h i.e. 36,1 m/s); a = 3 m/s2 (Deceleration of the approaching vehicle); tB = 0,4 s (Time after the start of the manoeuvre at which the deceleration of the approaching vehicle starts); tG = 1 s (Remaining gap of the vehicles after the deceleration of the approaching vehicle); Vsmin in [m/s] is The resulting minimum activation speed of the ACSF of Category C.

If the vehicle is operated in a country with a general maximum speed limit below 130 km/h, this speed limit may be used as an alternative for Vapp in the above formula to calculate the minimum operation speed Vsmin. In this case the vehicle shall be equipped with a means to detect the country of the operation and shall have information available on the general maximum speed limit of this country.

Notwithstanding the requirements above in this paragraph, the ACSF of Category C is permitted to perform a lane change manoeuvre at speeds lower than the calculated Vsmin provided that the following conditions are met:

(a) The system has detected another vehicle in the adjacent lane into which the lane change is planned at a distance lower than Srear; and

(b) The situation is not deemed to be critical according to paragraph 5.6.4.7 (e.g. at low speed differences and Vapp < 130 km/h);

(c) The declared value Srear is greater than the calculated value Scritical from paragraph 5.6.4.7 above.

5.6.4.8.2. The vehicle system detection area on ground level shall be at minimum as shown in the figure below.

R = 0,5 m

Srear: see 5.6.4.8.1

Ssensor, rear

Srear: see 5.6.4.8.1

Ssensor, side = 6 m

R = 0,5 m

5.6.4.8.3. After each vehicle new engine start/run cycle (other than when performed automatically, e.g. the operation of a stop/start systems), the ACSF of Category C function shall be prevented from performing a lane change manoeuvre until the system has detected, at least once, a moving object at a distance greater than the minimum distance Srear declared by the manufacturer in paragraph 5.6.4.8.1 above.

5.6.4.8.4. The ACSF of Category C shall be able to detect blindness of the sensor (e.g. due to accumulation of dirt, ice or snow). The ACSF of Category C shall be prevented, upon detection of blindness, from performing the lane change manoeuvre. The status of the system shall be signalled to the driver no later than on the initiation of the lane change procedure. The same warning as the one specified in paragraph 5.6.4.5.5 (system failure warning) may be used.

5.6.4.9. System information data

5.6.4.9.1. The following data shall be provided, together with the documentation package required in Annex 6 of this UN Regulation, to the Technical Service at the time of type approval.

5.6.4.9.1.1. The conditions under which the system can be activated and the boundaries for operation (boundary conditions). The vehicle manufacturer shall provide values for Vsmax, Vsmin and aysmax for every speed range as mentioned in the table of paragraph 5.6.2.1.3 of this UN Regulation.

5.6.4.9.1.2. Information about how the system detects that the driver is holding the steering control.

5.6.4.9.1.3. The means to override and to suppress or cancel.

5.6.4.9.1.4. Information about how the failure warning signal status and the confirmation of the valid software version related ACSF performance can be checked via the use of an electronic communication interface (6).

5.6.4.9.1.5. Documentation about which system software version related ACSF performance is valid. This documentation shall be updated whenever a software version was amended (6).

5.6.4.9.1.6. Information on the sensor range over lifetime. The sensor range shall be specified in such way that any influence on deterioration of the sensor shall not affect the fulfilment of paragraphs 5.6.4.8.3 and 5.6.4.8.4 of this UN Regulation.

5.6.4.10. The vehicle with ACSF of Category C shall be tested in accordance with relevant vehicle test(s) specified in Annex 8 of this UN Regulation. For driving situations not covered by the tests of Annex 8, the safe operation of the ACSF shall be demonstrated by the vehicle manufacturer on the base of Annex 6 of this UN Regulation.

6. TEST PROVISIONS

6.1. General provisions

6.1.1. The test shall be conducted on a level surface affording good adhesion.

6.1.2. During the test(s), the vehicle shall be loaded to its technically permissible maximum mass and its technically permissible maximum load on the steered axle(s).

In the case of axles fitted with ASE, this test shall be repeated with the vehicle loaded to its technically permissible maximum mass and the axle equipped with ASE loaded to its maximum permissible mass.

6.1.3. Before the test begins, the tyre pressures shall be as prescribed by the manufacturer for the mass specified in paragraph 6.1.2 when the vehicle is stationary.

6.1.4. In the case of any systems that use electrical energy for part or all of the energy supply, all performance tests shall be carried out under conditions of actual or simulated electrical load of all essential systems or systems components which share the same energy supply. Essential systems shall comprise at least lighting systems, windscreen wipers, engine management and braking systems.

6.2. Provisions for motor vehicles

6.2.1. It shall be possible to leave a curve with a radius of 50 m at a tangent without unusual vibration in the steering equipment at the following speed:

Category M1 vehicles: 50 km/h;

Category M2, M3, N1, N2 and N3 vehicles: 40 km/h or the maximum design speed if this is below the speeds given above.

6.2.2. When the vehicle is driven in a circle with its steered wheels at approximately half lock and a constant speed of at least 10 km/h, the turning circle shall remain the same or become larger if the steering control is released.

6.2.3. During the measurement of control effort, forces with a duration of less than 0,2 seconds shall not be taken into account.

6.2.4. The measurement of steering efforts on motor vehicles with intact steering equipment.

6.2.4.1. The vehicle shall be driven from straight ahead into a spiral at a speed of 10 km/h. The steering wheel control effort shall be measured at the nominal radius of the steering control until the position of the steering control corresponds to turning radius given in the table below for the particular category of vehicle with intact steering. One steering movement shall be made to the right and one to the left.

6.2.4.2. The maximum permitted steering time and the maximum permitted steering control effort with intact steering equipment are given in the table below for each category of vehicle.

6.2.5. The measurement of steering efforts on motor vehicles with a failure in the steering equipment.

6.2.5.1. The test described in paragraph 6.2.4 shall be repeated with a failure in the steering equipment. The steering effort shall be measured until the position of the steering control corresponds to the turning radius given in the table below for the particular category of vehicle with a failure in the steering equipment.

6.2.5.2. The maximum permitted steering time and the maximum permitted steering control effort with a failure in the steering equipment are given in the table below for each category of vehicle.

Table 2

Steering control effort requirements

Vehicle Category INTACT WITH A FAILURE Maximum effort (daN) Time(s) Turning radius (m) Maximum Effort (daN) Time(s) Turning Radius (m) M1 15 4 12 30 4 20 M2 15 4 12 30 4 20 M3 20 4 12 (*2) 45 (*1) 6 20 N1 20 4 12 30 4 20 N2 25 4 12 40 4 20 N3 20 4 12 (*2) 45 (*1) 6 20

6.3. Provisions for trailers

6.3.1. The trailer shall travel without excessive deviation or unusual vibration in its steering equipment when the towing vehicle is travelling in a straight line on a flat and horizontal road at a speed of 80 km/h or the technically permissible maximum speed indicated by the trailer manufacturer if this is less than 80 km/h.

6.3.2. With the towing vehicle and trailer having adopted a steady state turn corresponding to a turning circle radius of 25 m (see paragraph 2.4.6) at a constant speed of 5 km/h, the circle described by the rearmost outer edge of the trailer shall be measured. This manoeuvre shall be repeated under the same conditions but at a speed of 25 km/h ± 1 km/h. During these manoeuvres, the rearmost outer edge of the trailer travelling at a speed of 25 km/h ± 1 km/h shall not move outside the circle described at a constant speed of 5 km/h by more than 0,7 m.

6.3.3. No part of the trailer shall move more than 0,5 m beyond the tangent to a circle with a radius of 25 m when towed by a vehicle leaving the circular path described in paragraph 6.3.2 along the tangent and travelling at a speed of 25 km/h. This requirement shall be met from the point the tangent meets the circle to a point 40 m along the tangent. After that point the trailer shall fulfil the condition specified in paragraph 6.3.1.

6.3.4. The annular ground area swept by the towing vehicle/trailer combination with an intact steering system, driving at no more than 5 km/h in a constant radius circle with the front outer corner of the towing vehicle describing a radius of 0,67 × vehicle combination length but not less than 12,5 m is to be measured.

6.3.4.1. If, with a fault in the steering system, the measured swept annular width is > 8,3 m, then this shall not be an increase of more than 15 per cent compared with the corresponding value measured with the intact steering system. There shall not be any increase in the outer radius of the swept annular width.

6.3.5. The tests described in paragraphs 6.3.2, 6.3.3 and 6.3.4 shall be conducted in both clockwise and anti-clockwise directions.

7. CONFORMITY OF PRODUCTION

The Conformity of Production Procedures shall comply with those set out in the 1958 Agreement, Schedule 1 (E/ECE/TRANS/505/Rev.3) with the following requirements:

7.1. The holder of the approval shall ensure that results of the conformity of production tests are recorded and that the annexed documents remain available for a period determined in agreement with the Type Approval Authority or Technical Service. This period shall not exceed 10 years counted from the time when production is definitively discontinued;

7.2. The Type Approval Authority which has granted type approval or its Technical Service may at any time verify the conformity control methods applied in each production facility. The normal frequency of these verifications shall be once every two years.

8. PENALTIES FOR NON-CONFORMITY OF PRODUCTION

8.1. The approval granted in respect of a vehicle type pursuant to this Regulation may be withdrawn if the requirement laid down in paragraph 7.1 is not complied with or if sample vehicles fail to comply with the requirements of paragraph 6 of this Regulation.

8.2. If a Contracting Party to the Agreement applying this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation, by means of a communication form conforming to the model in Annex 1 to this Regulation.

9. MODIFICATION AND EXTENSION OF APPROVAL OF THE VEHICLE TYPE

9.1. Every modification of the vehicle type shall be notified to the Type Approval Authority which granted the approval. The Type Approval Authority may then either:

9.1.1. Consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the vehicle still complies with the requirements; or

9.1.2. Require a further test report from the Technical Service responsible for conducting the tests.

9.2. Confirmation or extension or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 4.3 to the Parties to the Agreement applying this Regulation.

9.3. The Type Approval Authority issuing the extension of approval shall assign a series number for such an extension and inform there of the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex 1 to this Regulation.

10. PRODUCTION DEFINITIVELY DISCONTINUED

If the holder of the approval completely ceases to manufacture a type of vehicle approved in accordance with this Regulation, he shall so inform the Type Approval Authority which granted the approval. Upon receiving the relevant communication that Type Approval Authority shall inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex 1 to this Regulation.

11. NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS AND OF TYPE APPROVAL AUTHORITIES

The Parties to the 1958 Agreement applying this Regulation shall communicate to the United Nations Secretariat the names and addresses of the Technical Services responsible for conducting approval tests and of the Type Approval Authorities which grant approval and to which forms certifying approval or extension or refusal or withdrawal of approval, issued in other countries, are to be sent.

12. TRANSITIONAL PROVISIONS

12.1. Transitional Provisions applicable to the 02 series of amendments:

12.1.1. As from the official date of entry into force of the 02 series of amendments, no Contracting Party applying this UN Regulation shall refuse to grant or refuse to accept UN type approvals under this UN Regulation as amended by the 02 series of amendments unless otherwise specified below.

12.1.2. As from 1 April 2018, Contracting Parties applying this UN Regulation shall not be obliged to accept UN type approvals to any preceding series of amendments, first issued after 1 April 2018.

12.1.3. Until 1 April 2021, Contracting Parties applying this UN Regulation shall continue to accept UN type approvals to the preceding series (01) of amendments to the UN Regulation, first issued before 1 April 2018.

12.1.4. As from 1 April 2021, Contracting Parties applying this UN Regulation shall not be obliged to accept UN type approvals issued to the preceding series of amendments to this UN Regulation.

12.1.5. Notwithstanding paragraph 12.1.4, UN type approvals to the preceding series of amendments to the UN Regulation, which are not affected by the 02 series of amendments shall remain valid and Contracting Parties applying the UN Regulation shall continue to accept them.

12.1.6. Until 1 April 2020, type approvals according to the 02 series of amendment to this UN Regulation may be granted to new vehicle types not complying with the red colour for the hands-off warning signal, mandated in paragraph 5.6.2.2.5, and having multi information displays installed in the instrument cluster not capable of indicating red waning signals or using standalone tell-tales only.

12.2. Transitional Provisions applicable to the 03 series of amendments:

12.2.1. As from the official date of entry into force of the 03 series of amendments, no Contracting Party applying this UN Regulation shall refuse to grant or refuse to accept UN type approvals under this UN Regulation as amended by the 03 series of amendments.

12.2.2. As from 1 September 2019, Contracting Parties applying this UN Regulation shall not be obliged to accept UN type approvals to the preceding series (02) of amendments, first issued after 1 September 2019.

12.2.3. Until 1 September 2021, Contracting Parties applying this UN Regulation shall continue to accept UN type approvals to the preceding series (02) of amendments to the UN Regulation, first issued before 1 September 2019.

12.2.4. As from 1 September 2021, Contracting Parties applying this UN Regulation shall not be obliged to accept type approval issued to the preceding series of amendments to this UN Regulation.

12.2.5. Notwithstanding paragraph 12.2.4, Contracting Parties applying this UN Regulation shall continue to accept UN type approvals issued according to a preceding series of amendments to this UN Regulation, for vehicles which are not affected by the provisions introduced with the 03 series of amendments.

12.3. General transitional provisions:

12.3.1. Contracting Parties applying this UN Regulation shall not refuse to grant UN type approvals according to any preceding series of amendments to this UN Regulation or extension thereof.

(1) As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3), document ECE/TRANS/WP.29/78/Rev.6, para. 2 - www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html

(2) The vehicle may be driving in the same or the opposite direction as the subject vehicle.

(3) The distinguishing numbers of the Contracting Parties to the 1958 Agreement are reproduced in Annex 3 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), document ECE/TRANS/WP.29/78/Rev. 6, Annex 3 - www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html

(4) Until uniform test procedures have been agreed, the manufacturer shall provide the Technical Service with documentation and supporting evidence to demonstrate compliance with this provision. This information shall be subject to discussion and agreement between the Technical Service and the vehicle manufacturer.

(5) Until uniform test procedures have been agreed, the manufacturer shall provide the Technical Service the documentation and supporting evidence to demonstrate compliance with these provisions. This information shall be subject to discussion and agreement between the Technical Service and vehicle manufacturer.

(6) This paragraph shall be reviewed once the Task Force on Cyber Security and Over the Air issues (TF CS/OTA) reporting to the World Forum for the Harmonization of Vehicle Regulations (WP.29) Informal Working Group on Intelligent Transport Systems/Automated Driving has finalized its work on measures for software identification and, if necessary, amended accordingly.

(*1) 50 for rigid vehicles with 2 or more steered axles excluding self tracking equipment

(*2) or full lock if 12 m radius is not attainable.