Blind Spot Information System R151 R151 Emark BSIS Emark

Europe

BSIS UN R151 and MOIS UN R159
Turning manoeuvres involving collisions between trucks turning right and cyclists, typically occurring at lower driving speeds or standstill, usually have serious consequences for vulnerable road users (VRU). In the past, the safety of VRU was raised by an improvement of the truck driver's vision by increasing the number of mirrors and by equipping trucks with side under-run protection. Since turning accidents still happen and Blind Spot Information System (BSIS) and Moving Off Information System (MOIS) have been introduced in a lot of vehicle segments.  BSIS means a system installed on a truck to inform the driver of a possible collision with a bicycle near side, it is obvious to use such assistance systems for avoiding accidents between turning trucks and cyclists. MOIS means a system to detect and inform the driver of the presence of pedestrians and cyclists in the close-proximity forward blind-spot of the vehicle.

The United Nations Economic Commission for Europe (UNECE) officially announced the technical regulations UN R151 related to the blind spot monitoring system and the technical regulations UN R159 related to the moving off information system. The UN R151 regulation has come into effect on November 15, 2019. The UN R159 regulation has come into effect on June 10, 2021, and will be mandatory for M2, M3, N2, N3 new models on July 6, 2022, and be enforced to for M2, M3, N2, N3 new registrations on July 7, 2024. Considering the international influence of the UNECE regulation, it can be foreseen to increase More countries will adopt UN R151, UN R159 as the technical standard of their blind spot monitoring system and the moving off monitoring system. 

ATIC's industry-leading Digital Customer Platform and Digital Reporting System make it easy for you to submit Information Document online, and Technical Reports can be generated online, minimizing documentation and report preparation time and improving quality, leaving valuable time to you and your customer.
Please click here for more European homologation:
General Steps
Initial Assessment
The first application for a manufacture to an authority generally requires initial assessment. In most of the cases ATIC experts will conduct the onsite initial assessment. Some authority can exempt onsite initial assessment by accepting ISO/IATF certificates.
Information Document
According to EU/UN Regulations information document including sufficient drawings of the vehicle/component shall be prepared and submitted to technical service by the manufacture/applicant. ATIC experts also can support manufacture/applicant to prepare information document based on CAD drawings and vehicle/component specifications.
Type Testing
In most of the cases ATIC experts will witness testing in 3rd party testing lab and draft technical reports. If the manufacture is equipped with competent facilities it's also possible to make witness testing using manufacture's facility
ATIC experts will conduct lab assessment before witness testing and draft lab assessment report.
Approval
Information Documents, Technical Reports as well as other technical documents if needed will be submitted to relevant authority. Authority will review and issue type approval certificate if all the documents, tests, drawings fulfill the regulations and requirements.A typical lead-time for this review process is 4 to 6 weeks.
After the approval the CoP audit/test maybe conducted based on regulations and authorities' requirements
Other Key Points
Get a Quotation Now

Submit quotation request or login to ATICTM Digital Customer Platform to view quotations, browse 16,000+ regulations and 
SoPs cover more than 54 countries, submit information documents and manage your certification projects.
b26d0674d4bfab658758711007ccc432.png

If you need an accurate quotation, please upload the English product specification and/or product model list. Please compress multiple documents into one .rar or .zip file then upload (max. 20MB). For general inquiry, ATIC will send you a quotation and procedure description within 1 working day to your email address.

Please wait...
R151 and BSIS
BSIS is a system installed on a truck that informs the truck driver of a possible collision with a bicycle on the near side so that the driver can take timely action to avoid a traffic accident. The system involves two types of alert signals, information signals and warning signals.

Blind Spot Information System
Blind Spot Information System (BSIS) means a system to inform the driver of a possible collision with a bicycle near side.

Near Side
Near side means the side of the vehicle near the bicycle. The near side of the vehicle is the right side for right-hand traffic. 

Bicycle
Bicycle means a combination of a bicycle and cyclist, the test device according to ISO [CD] 19206-4 .

Collision Point
Collision point means the position where the trajectory of any vehicle point would intersect with any bicycle points if a turn by the vehicle is initiated.

Impact Position
Impact Position means the location of impact of the bicycle on the right side of the vehicle with respect to the vehicle front right corner, when both vehicles have reached the collision point.
R151 Emark BSIS emark
Fundamentals
BSIS uses an optical information signal to inform the truck driver that there is a bicycle nearby. If the bicycle has been driving in a critical area where a collision may occur, the information signal will always remain to remind the truck driver. The information signal shall only be deactivated automatically in case of system failure or contamination of the sensors; a manual deactivation shall not be possible. This information signal shall be visible by daylight and at night. The device emitting the information signal shall be located at the near side at a horizontal angle greater than 30° towards an axis parallel to the longitudinal median plane of the vehicle and going through the ocular reference point.

Features
Low intensity
Low annoyance if issued too often Lesser effect in steering driver's attention
> 30° to the right of the driver
Only automatic deactivation (ice, snow on sensors, ...)

Dynamic Test
The truck and bicycle are both in motion and the bicycle enters a critical area of potential collision with the truck, but the truck driver does not yet have the intent to turn and an informational signal alert appears.

Static Test
The truck is stationary, the bicycle is moving, the bicycle enters horizontally or vertically into a critical area where it may collide with the truck, and an information signal appears.
BSIS emark
Fundamentals
The warning signal shall be activated at the earliest when the system detects a potential collision, e.g. by the intention of a turn towards the bicycle, e.g. by evaluating the distance between or trajectory intersection of vehicle and bicycle, direction indicator activation or similar. If it is the optical signal, this  signal shall be visible by daylight and at night. The warning signal is different from the information signal in the mode or start strategy. It is easy for the driver to understand and associate it with the potential danger. This warning signal can be manually or automatically deactivated. In the event of malfunction or sensor contamination, it disabled with the information signal.

Features
If issued right, good effects in steering driver‘s attention
High annoyance if issued too often
Different to information signal in mode or activation strategy
Activation strategy decided by Vehicle Manufacturer ( manually or automatically deactivated )
not before collision becomes imminent

Dynamic Test
Both trucks and bicycles are moving, the bicycle enters  a key area that may collide with the truck, and the truck  driver intends to turn. When BSIS evaluates the intersection of the trajectory or detects the operation of the turn indicator on the steering wheel, a warning signal appears to remind. The verification of the warning signal is achieved through technical document review.
 
Static Test:
The truck is stationary, the bicycle is moving, and the bicycle enters the key area that may collide with the truck horizontally or vertically, and an information signal or warning signal appears. The verification of the warning signal is achieved through technical document review.
BSIS emark
R159 and MOIS
Definitions
Moving Off Information System (MOIS) means a system to detect and inform the driver of the presence of pedestrians and cyclists in the close-proximity forward blind-spot of the vehicle and, if deemed necessary based on manufacturer strategy, warn the driver of a potential collision. If deemed necessary based on manufacturer strategy, warn the driver of a potential collision. That is, when the vehicle is ready to start from a static state or drive straight at a low speed of no more than 10km/h, an information signal will be activated to remind the driver of the presence of pedestrians and cyclists in the close-proximity forward blind-spot of the vehicle, the information signal is low-intensity, and can be activated early enough to remind the driver; When the risk of collision increases, for example, when the vehicle accelerates from a standstill and a pedestrian or cyclist is located directly in front of the vehicle, a collision warning signal will be issued to remind the driver.

Scope
  • This Regulation applies to the approval of vehicles of categories M2, M3, N2 and N3 with regard to an onboard system to detect and inform the driver of the presence of pedestrians and cyclists in the close-proximity forward blind-spot of the vehicle and, if deemed necessary based on manufacturer strategy, warn the driver of a potential collision.
  • The requirements of this Regulation are so worded as to apply to vehicles which are developed for right-hand traffic. In vehicles that are developed for left-hand traffic, these requirements shall be applied by inverting the criteria, where appropriate.

MOIS UN R159
"Nearside" means the right side of the vehicle for right-hand traffic. 
"Offside" means the left side of the vehicle for right-hand traffic.
"Pedestrian test target" means an adult or child sized pedestrian simulated by a soft target device specified according to ISO 19206-2:2018.
"Cyclist test target" means an adult sized cyclist and bicycle simulated by a soft target and bicycle device specified according to ISO (CD) 19206-4.
"Potential moving off manoeuvre" means the subject vehicle being stationary, the vehicle master control switch activated, the vehicle in a normal operation mode and with the forward vehicle mode or a forward gear engaged/selected.
"Low-speed manoeuvre" means the subject vehicle being in a normal operation mode, moving forward in a straight line at speeds of below 10 km/h.
"Last Point of Information (LPI)" means the point at which the information signal shall have been given.
"Vulnerable Road User (VRU)" means an adult or child pedestrian or an adult or child cyclist.
"Maximum forward separation plane" means the plane perpendicular to the longitudinal plane of the vehicle representing the greatest forward separation distance that the MOIS is required to detect the presence of a VRU. The distance of this plane from the vehicle front shall be selected as either 3.7 m or the most forward point of the blind spot boundary at the manufacturer’s choosing, and shall be no less than 1.0 m.
"Minimum forward separation plane" means the plane perpendicular to the longitudinal plane of the vehicle representing the shortest forward separation distance that the MOIS is required to detect the presence of a VRU. The distance of this plane from the vehicle front shall be 0.8 m.
"Nearside separation plane" means the plane parallel to the longitudinal plane of the vehicle and located 0.5 m outboard from the nearside vehicle plane.
"Offside separation plane" means the plane parallel to the longitudinal plane of the vehicle and located 0.5 m outboard from the offside vehicle plane.

Scope of regulation
Vehicle categories: M2, M3, N2, N3
VRUs: Adult/child pedestrians, adult/child cyclists

System functionality
Detection of presence of VRUs in close proximity to vehicle front
Provision of signal to alert driver of VRU presence
a)Information signal (medium-urgency, low-intrusion)
b)Collision warning signal (high-urgency, high-intrusion)

MOIS deactivation
Automatic deactivation: if malfunction, contamination or low ambient light (≤15 lux) 
Manual deactivation: through a sequence of intentional actions,such as a double press

Human-Machine Interface (HMI)
Information signal
a)Medium-urgency, low-intrusion signal
b)Advance alert for presence of VRUs in close-proximity to front 
c)Optical signal only
Collision warning signal
a)High-urgency, high-intrusion signal
b)Manufacturer defined strategy to alert driver of imminent collision
c)At least two signal modes provided from optical, acoustic and haptic (optical signal shall be different from information signal)
Failure warning signal
a)Signal to alert driver of automatic deactivation
b)Optical signal only – shall be different from information signal

Applicable vehicle manoeuvres
Stationary while preparing to move off from rest 
Moving off from rest in a straight line
Moving ahead slowly in a straight line
Operational at vehicle speeds of ≤10 km/h

VRU manoeuvres
Pedestrians:
Crossing perpendicular from nearside and offside, vehicle stationary
Cyclists:
a)Crossing perpendicular from nearside and offside, vehicle stationary b)In carriageway, while stationary
c)In carriageway, while moving off in same direction as vehicle
Speeds:
a)Pedestrian/cyclist crossing: 3-5 km/h
b)Cyclist in carriageway: 0-10 km/h

Detection zone
Trade off between true positives (detection of VRUs at risk) and false positives (detection of VRUs not at risk). 
Minimize false positives.
Maximum forward separation plane
a)Based on most forward point of the blind spot boundary 
b)Maximum of 3.7 m, minimum of 1.0 m, from vehicle front
Minimum forward separation plane. Distance of 0.8 m from vehicle front
Nearside/offside separation planes
a)Dependent on vehicle manoeuvre
b)Potential moving off manoeuvre: 0.5 m outboard from vehicle width c)Low speed manoeuvre: in line with vehicle width (vehicle trajectory)

Vehicle
The vehicle is stationary, but the main control switch has been activated and is in forward gear.

VRU
Driving perpendicular to the vehicle longitudinal centerline plane, accelerating no more than 15m to reach a target speed of 3km/h or 5km/h, then uniformly to a distance of not less than 5m from the opposite plane of the vehicle.

Pass
VRU activates the information signal before reaching the last information point (dLPI) and the information signal is maintained all the time in the area surrounded by the maximum and minimum forward separation planes and the near- and far-side separation planes, which is shown in Figure 1 of Appendix 1, without activating the collision warning signal.

MOIS R156 Regulation
Vehicle
Accelerate to 10+0/-0.5km/h before entering the parking lane, and then decelerate to a stop after 5m of uniform motion, with a deceleration distance of 10m, so that the front of the vehicle is at pstop, and so that the vehicle is no longer in forward gear.

VRU
At first stationary in the position of pcyc, the distance between the front of the vehicle and the most tail of the VRU 100 +10/-0mm gap, when the big car after stopping, after a delay of not less than 10s, the VRU began to accelerate from 0 straight line to 10 +0/-0.5km/h, acceleration distance within 5m, and then deceleration, lateral movement tolerance should not exceed ± 0.05m.

Pass
The large vehicle is activated before reaching the stopping plane distance (pstop) corresponding to the last information point (dLPI) in Figure 2 of Appendix 1, and the MOIS information signal is maintained until the VRU crosses at least the vehicle front distance associated with the maximum forward separation distance (dFSP) in Figure 2 of Appendix 1. The collision warning signal may be activated as appropriate.
MOIS R156 Regulation
Vehicle
Accelerate to 10+0/-0.5km/h before entering the parking lane, and then decelerate to a stop after 5m of uniform motion, with a deceleration distance of 10m, so that the front of the vehicle is at pstop, and so that the vehicle is no longer in forward gear.

VRU
At first stationary at the position of pcyc, the distance between the front of the vehicle and the most rear of the VRU 100+10/-0mm gap, when the big car is stopped, after a delay of not less than 10s, the big car and the VRU at the same time began to accelerate from 0 straight line to 10+0/-0.5km/h, the acceleration distance within 5m, and then maintain a uniform speed until the big car from the pstop at the total driving The distance is not less than 15m, and the tolerance of lateral movement of both the big car and VRU should not exceed ±0.05m.

Pass
The vehicle is activated before it reaches the stopping plane distance (pstop) corresponding to the last information point (dLPI) in Figure 2 of Appendix 1, and the MOIS information signal is maintained until the vehicle crosses a distance of at least 15m from the pstop in Figure 2 of Appendix 1. The collision warning signal can be activated depending on the situation.

MOIS R159 Regulation
BSIS Testing Items
No. ItemsProvisions
1
Dynamic testing
Trucks: Stationary to 30km/h forward speed
Bicycle: 5 km/h -20 km/h
Bicycle dummy: reference ISO [CD] 19206-4
Only information signals are tested, no warning signals are involved
2
Static testing
Stationary truck
Bicycle: 5 km/h - 20 km/h parallel and perpendicular to the truck, respectively
Bicycle dummy: reference ISO [CD] 19206-4
Only information signals are tested, no warning signals are involved
3 Automatic deactivation testing
BSIS is automatically deactivated after ice, snow, mud or other contamination, and automatically restarted after the contamination is removed.
4Failure detection testing
Signal alert when BSIS is unavailable
5Optical failure warning signals verification testing
Information signal
Warning signal
Fault warning signal
6Electro Magnetic Compatibility (EMC)
The validity of the BSIS shall not be adversely affected by magnetic or electric fields to meet the requirements of R10.04.
R151 BSIS and R159 MOIS Comparison
Content
UN R151 Blind spot information system (BSIS)
UN R159 Moving off information system (MOIS)
Remark
Scope
M2,M3,N2,N3
M2,M3,N2,N3
Same
Entry into force
July 6, 2022
July 6, 2022
Same
Test target
Cyclist:ISO[CD] 19206-4
Pedestrian:ISO 19206-2: 2018
Cyclist:ISO[CD] 19206-4
Difference
Deactivation
Can only be deactivated automatically, not manually
Can be deactivated both automatically and manually
Difference
Detection zone
right side of the vehicle for right-hand traffic
in the close-proximity forward blind-spot of the vehicle
Difference
Test items
Failure detection test 
Failure detection test 
Same
Automatic deactivation test
Automatic deactivation test
Same
Verification of signals test
Verification of signals test
Same
Electromagnetic compatibility(EMC)
(R10.04 and subsequent versions)
Electromagnetic compatibility(EMC)
(R10.05 and subsequent versions)
Difference
Static test
Static Crossing Tests 
Difference
Dynamic test
Longitudinal Stopping for Moving Off Cyclist Tests
Difference
Longitudinal Moving Off with Cyclist Tests
Difference

More Queries, Let's Chat Online →