RELEASE DATE：2023-03-10 12:04
Abstract: With the increasingly stringent functional safety requirements for ADAS systems in the EU, UN R152.00 supplement 3 adds a new requirement for AEBS systems to test for false reaction and requires that the AEBS system shall not be false triggered in a false reaction scenarios. Manufacturers can meet this requirement through actual testing or simulation.
THE INTRODUCTION OF UN R152
The intention of this Regulation is to establish uniform provisions for Advanced Emergency Braking Systems (AEBS) fitted to motor vehicles of the Categories M1and N1primarily 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.
See details <Brief introduction of UNR152 regulation>
BASIC CALCULATION FORMULA
Definition of overlap ratio between the subject vehicle and the related vehicle
Overlap ratio between the subject vehicle and the related vehicle is calculated by the following formula.
Roverlap = Loverlap / Wvehicle * 100
Where:
Roverlap: Overlap ratio [%]
Loverlap: Amount of overlap between extended lines of the width of the subject vehicle and the related vehicle [m]
Wvehicle: Width of the subject vehicle [m] (sensors, devices for indirect vision, door handles and connections for tyre‐pressure gauges are not included when measuring the width of the vehicle)
Definition of offset ratio between the subject vehicle and the stationary object
Offset ratio between the subject vehicle and the stationary object is calculated by the following formula.
Roffset = Loffset / (0.5*Wvehicle) * 100
Roffset: Offset ratio [%]
Loffset: Amount of offset between the centre of the subject vehicle and the centre of the stationary object, and the direction of offset to the driver's seat side is defined as plus (+) [m]
Wvehicle: Width of the subject vehicle [m] (sensors, devices for indirect vision, door handles and connections for tyre‐pressure gauges are not included when measuring the width of the vehicle)
FALSE REACTION SCENARIO
Scenario 1-Left turn or Right turn at the intersection
1.1. In this scenario, the subject vehicle passes by a left turn or right turn in front of an oncoming vehicle that is stopped to make a left turn or right turn at an intersection.
1.2. An example of the detail scenario:
The subject vehicle drives at a speed of 30 km/h (with a tolerance of +0/-2 km/h) toward the intersection, and decelerates by braking to a speed of not less than 16 km/h at a point where the subject vehicle begins to steer left / right, and the Time To Collision (TTC) to the oncoming vehicle is not more than 2.8 seconds. When the subject vehicle turns left or right in the intersection, the speed is reduced to not less than 10 km/h, and then drives at a constant speed. The TTC to the oncoming vehicle is not more than 1.7 seconds at when the overlap ratio between the subject vehicle and the oncoming vehicle becomes 0 percent.
Scenario 2-Right turn or Left turn of a forward vehicle
2.1. In this scenario, the subject vehicle follows a forward vehicle. After that, the forward vehicle turns right or left at a corner, and the subject vehicle goes straight.
2.2. An example of the detail scenario:
Both the forward vehicle and the subject vehicle drive at a speed of 40 km/h (with a tolerance of +0/-2 km/h) on the straight road. The forward vehicle decelerates by braking to a speed of 10 km/h (with a tolerance of +0/-2 km/h) in order to turn right or left at the corner, and the subject vehicle also decelerates by braking to keep appropriate distance with the forward vehicle. At when the forward vehicle begins to turn right or left, the speed of the subject vehicle is not less than 26 km/h and the TTC to the frontal vehicle is not more than 4.7 seconds. After that, the subject vehicle decelerates to a speed of not less than 20 km/h, and then drives at a constant speed. The TTC to the forward vehicle is not more than 2.5 seconds at when the overlap ratio between the subject vehicle and the forward vehicle becomes 0 percent.
Scenario 3-Curved road with guard pipes and a stationary object
3.1. In this scenario, the subject vehicle drives a small radius curved road of which the guard pipes are constructed to the outer side, and a stationary vehicle (M1 category), a stationary pedestrian target or a stationary bicycle target is positioned just outside of the guard pipes and where on the extension of the centre of the lane.
3.2. An example of the detail scenario:
The subject vehicle drives at a speed of 30 (with a tolerance of +0/-2 km/h) km/h toward the curve of which the radius is not more than 25 m at the outer side of the road, and decelerates by braking to a speed of not less than 22 km/h at a point where the subject vehicle enters the curve. The TTC to the stationary object is not more than 1.6 seconds at when the subject vehicle begins to turn in the curve. In the curve, the subject vehicle drives outer lane than the centre of the road. After that, the subject vehicle continue to turn in the curve at a constant speed of not less than 21 km/h. The TTC to the stationary object is not more than 1.1 second at when the overlap ratio between the subject vehicle and the stationary vehicle becomes 0 %, or at when the offset ratio between the subject vehicle and the centre of the stationary pedestrian target or the stationary bicycle target becomes -100 percent.
Scenario 4-Lane change due to road construction
4.1. In this scenario, the subject vehicle changes the lane in front of the signboard which is positioned in the centre of the lane and notifies the driver that the lane is reduced.
4.2. An example of the detail scenario:
The subject vehicle drives a straight road at a speed of 40 km/h (with a tolerance of +0/-2 km/h), and begins to steer in order to change the lane in front of the signboard which notifies reducing the lane. No other vehicles approach the subject vehicle. The TTC to the signboard is not more than 4.2 seconds at when the subject vehicle begins to steer. During changing the lane, the speed of the subject vehicle is constant, and the TTC to the signboard is not more than 3.3 seconds at when the offset ratio between the subject vehicle and the centre of the signboard becomes -100 percent.
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Bruce holds a Master's degree from Nanjing University of Technology, in ATIC, he is the professional driver & racer and type approval testing engineer
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