Europe
Europe
Advanced Emergency Braking Systems (AEBS)
Automotive AEBS system is also known as Advanced Emergency Braking System. According to the new framework regulation of EU 2019/2144, starting from July 6, 2022, all new M1, N1 type vehicles entering EU market in unlimited series, equipped with Car-to-Car AEBS function. However, advanced emergency braking for pedestrians and bicycles will not be mandatory for new type of vehicles until July 7, 2024.
The intention of this Regulation is to establish uniform provisions for Advanced Emergency Braking Systems (AEBS) fitted to motor vehicles of the Categories M1 and N1 primarily used within urban driving conditions.The system shall automatically detect a potential forward collision, provide the driver with an appropriate warning and activate the vehicle braking system to decelerate the vehicle with the purpose of avoiding or mitigating the severity of a collision in the event that the driver does not respond to the warning.
ATIC experts are working under designated technical services in Europe to conduct Initial Assessment, Witness Testing and CoP assessment as authorized inspectors under authorities including e/E4 Netherland, e/E5 Sweden, e/E13 Luxembourg, e/E24 Ireland, e/E49 Cyprus.
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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.
Manufacture should pay attention to Annex 6-Special requirements to be applied to the safety aspects of complex electronic vehicle control systems.
Witness 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.
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- The effectiveness of AEBS shall not be adversely affected by magnetic or electrical fields.
- The system shall be designed to minimize the generation of collision warning signals and to avoid autonomous braking in situations where the driver would not recognize an impending collision.
- Any vehicle fitted with an AEBS shall meet the requirements of UN Regulation No.13-H in its 01 series of amendments for vehicles of Category M1 and N1 or UN Regulation No. 13 in its 11 series of amendments for vehicles of Category N1 and shall be equipped with an anti-lock braking.
A failure warning when there is a failure in the AEBS that prevents the requirements of this Regulation of being met. The failure warning shall be a constant yellow optical warning signal.
- There shall not be an appreciable time interval between each AEBS self-check, and subsequently there shall not be a delay in illuminating the warning signal, in the case of an electrically detectable failure.
- If the system has not been initialised after a cumulative driving time of 15 seconds above a speed of 10km/h, information of this status shall be indicated to the driver. This information shall exist until the system has been successfully initialised.
A deactivation warning, if the vehicle is equipped with a means to manually deactivate the AEBS, shall be given when the system is deactivated.
Car to car scenario
Collision warning: When a collision with a preceding vehicle of Category M1, in the same lane with a relative speed above that speed up to which the subject vehicle is able to avoid the collision, is imminent, a collision warning (at least two modes selected from acoustic, haptic or optical) shall be provided, and shall be triggered at the latest 0.8 seconds before the start of emergency braking.
Emergency braking: When the system has detected the possibility of an imminent collision, there shall be a braking demand of at least 5m/s2 to the service braking system of the vehicle.
Speed: The system shall be active at least within the vehicle speed range between 10 km/h and 60 km/h and at all vehicle load conditions.
Speed reduction by braking demand - Maximum relative impact speed (See table below):
Emergency braking: When the system has detected the possibility of an imminent collision, there shall be a braking demand of at least 5m/s2 to the service braking system of the vehicle.
Speed: The system shall be active at least within the vehicle speed range between 10 km/h and 60 km/h and at all vehicle load conditions.
Speed reduction by braking demand - Maximum relative impact speed (See table below):
Car to pedestrian scenario
Collision warning: When the AEBS has detected the possibility of a collision with a pedestrian crossing the road at a constant speed of 5 km/h. A collision warning shall be provided (at least two modes selected from acoustic , haptic or optical) and shall be provided no later than the start of emergency braking intervention.
Emergency braking: When the system has detected the possibility of an imminent collision, there shall be a braking demand of at least 5.0 m/s2 to the service braking system of the vehicle.
Speed: The system shall be active at least within the vehicle speed range between 20 km/h and 60 km/h and at all vehicle load conditions.
Speed reduction by braking demand - Maximum relative impact speed (See table below):
Collision warning: When the AEBS has detected the possibility of a collision with a pedestrian crossing the road at a constant speed of 5 km/h. A collision warning shall be provided (at least two modes selected from acoustic , haptic or optical) and shall be provided no later than the start of emergency braking intervention.
Emergency braking: When the system has detected the possibility of an imminent collision, there shall be a braking demand of at least 5.0 m/s2 to the service braking system of the vehicle.
Speed: The system shall be active at least within the vehicle speed range between 20 km/h and 60 km/h and at all vehicle load conditions.
Speed reduction by braking demand - Maximum relative impact speed (See table below):
Car to bicycle scenario
Collision warning: When the AEBS has detected the possibility of a collision with a bicycle crossing the road at a constant speed of 15 km/h. a collision warning shall be provided (at least two modes selected from acoustic , haptic or optical) and shall be provided no later than the start of emergency braking intervention.
Emergency braking: When the system has detected the possibility of an imminent collision. there shall be a braking demand of at least 5.0 m/s2 to the service braking system of the vehicle.
Speed range: The system shall be active at least within the vehicle speed range between 20 km/h and 60 km/h and at all vehicle load conditions
Speed reduction by braking demand - Maximum relative impact speed (See table below):
Collision warning: When the AEBS has detected the possibility of a collision with a bicycle crossing the road at a constant speed of 15 km/h. a collision warning shall be provided (at least two modes selected from acoustic , haptic or optical) and shall be provided no later than the start of emergency braking intervention.
Emergency braking: When the system has detected the possibility of an imminent collision. there shall be a braking demand of at least 5.0 m/s2 to the service braking system of the vehicle.
Speed range: The system shall be active at least within the vehicle speed range between 20 km/h and 60 km/h and at all vehicle load conditions
Speed reduction by braking demand - Maximum relative impact speed (See table below):
- The AEBS shall provide the means for the driver to interrupt the collision warning and the emergency braking.
- In both cases above. this interruption may be initiated by any positive action (e.g. kick-down. operating the direction indicator control) that indicates that the driver is aware of the emergency situation. The vehicle manufacturer shall provide a list of these positive actions to the technical service at the time of type approval and it shall be annexed to the test report.
Test Procedure
The subject vehicle shall approach the stationary target in a straight line for at least two seconds prior to the functional part of the test with a subject vehicle to target centre line offset of not more than 0.2 m. Tests shall be conducted with a vehicle traveling at 20, 42 and 60 km/h (with a tolerance of +0/-2 km/h). If this is deemed justified. The technical service may test any other speeds within the speed range in 10km/h-60km/h. The functional part of the test shall start when the subject vehicle is traveling at a constant speed and is at a distance corresponding to a Time To Collision of at least 4 seconds from the target. From the start of the functional part until the point of collision there shall be no adjustment to any control of the subject vehicle by the driver other than slight adjustments to the steering control to counteract any drifting. |  |
The subject vehicle and the moving target shall travel in a straight line, in the same direction, for at least two seconds prior to the functional part of the test. with a subject vehicle to target centre line offset of not more than 0.2m. Tests shall be conducted with a vehicle traveling at 30 and 60 km/h and target traveling at 20 km/h (with a tolerance of +0/-2 km/h for both the subject and the target vehicles). If this is deemed justified, the Technical Service may test any other speeds for subject vehicle and target vehicle within the speed range in 10km/h-60km/h. The functional part of the test shall start when the subject vehicle is traveling at a constant speed and is at a distance corresponding to a time to collision of at least 4 seconds from the target. From the start of the functional part of the test until the subject vehicle comes to a speed equal to that of the target there shall be no adjustment to any subject vehicle control by the driver other than slight steering adjustments to counteract any drifting. |  |
The subject vehicle shall approach the impact point with the pedestrian target in a straight line for at least two seconds prior to the functional part of the test with an anticipated subject vehicle to impact point centre line offset of not more than 0.1 m. The functional part of the test shall start when the subject vehicle is traveling at a constant speed and is at a distance corresponding to a time to collision of at least 4 seconds from the collision point. The pedestrian target shall travel in a straight line perpendicular to the subject vehicle’s direction of travel at a constant speed of 5 km/h ± 0.2 km/h, starting not before the functional part of the test has started. The pedestrian target’s positioning shall be coordinated with the subject vehicle in such a way that the impact point of the pedestrian target on the front of the subject vehicle is on the longitudinal centre line of the subject vehicle. with a tolerance of not more than 0.1 m. if the subject vehicle would remain at the prescribed test speed throughout the functional part of the test and does not brake. Tests shall be conducted with a vehicle traveling at 20, 30 and 60 km/h (with a tolerance of +0/-2 km/h). The technical service may test any other speeds within the speed range in 20km/h-60km/h. From the start of the functional part until the subject vehicle has avoided the collision or the subject vehicle has passed the impact point with the pedestrian target there shall be no adjustment to any control of the subject vehicle by the driver other than slight adjustments to the steering control to counteract any drifting. The test prescribed above shall be carried out with a child pedestrian "soft target" . |  |
The subject vehicle shall approach the impact point with the bicycle target in a straight line for at least two seconds prior to the functional part of the test with an anticipated subject vehicle to crankshaft of the bicycle impact point centre line offset of not more than 0.1 m. The functional part of the test shall start when the subject vehicle is traveling at a constant speed and is at a distance corresponding to a time to collision of at least 4 seconds from the collision point. The bicycle target shall travel in a straight line perpendicular to the subject vehicle’s direction of travel at a constant speed of 15 km/h +0/-1 km/h, starting not before the functional part of the test has started. During the acceleration phase of the bicycle prior to the functional part of the test the bicycle target shall be obstructed. The bicycle target’s positioning shall be coordinated with the subject vehicle in such a way that the impact point of the bicycle target on the front of the subject vehicle is on the longitudinal centre line of the subject vehicle, with a tolerance of not more than 0.1 m, if the subject vehicle would remain at the prescribed test speed throughout the functional part of the test and does not brake. Tests shall be conducted with a vehicle traveling at speeds shown in tables below for respectively M1 and N1 Categories.  From the start of the functional part until the subject vehicle has avoided the collision or the subject vehicle has passed the impact point with the bicycle target there shall be no adjustment to any control of the subject vehicle by the driver other than slight adjustments to the steering control to counteract any drifting. |  |
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