Intelligent Speed Assistance (ISA) EU

Europe

Intelligent Speed Assistance (ISA)
Intelligent Speed Assistance (ISA) is a system that prompts and encourages drivers to slow down when they are over the speed limit. The system works with drivers as an assisting function to avoid accidents or mitigate their outcome.

On June 23, 2021, the European Commission adopted the final draft regulation for the ISA intelligent speed assistance system. On November 17, 2021, the regulation was officially published as Regulation No. (EU) 2021/1958. According to EU 2019/2144, motor vehicles of categories M and N are required to be equipped with Intelligent Speed Assist (ISA) from July 6, 2022 for new vehicle types, and from July 7, 2024 for all new vehicles .

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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ISA Technical Requirements
Speed limit sign
The composition of ISA system: An intelligent speed assistance (ISA) system shall comprise a speed limit information function (SLIF) and either a speed limit warning function (SLWF) or a speed control function (SCF).

Privacy and data protection: The ISA system shall comply with the requirements in the normal operation mode without the use of biometric information, including facial recognition, of any vehicle occupants. The ISA system shall not continuously record nor retain or transmit any data related to specific incidents of exceeding the speed limit other than what is necessary for performance of the required ISA functionality or to comply with other Union acts regarding vehicle type-approval (e.g. event data recorder).

Compatible with positioning services: Where the ISA system is enabled with positioning capabilities, it shall be compatible at least with the positioning services provided by the Galileo and EGNOS systems. In addition, the ISA system may also be compatible with other satellite navigation systems.

ISA failure warning: A constant optical signal shall be provided when there is a failure in the ISA system that prevents the performance requirements of this Regulation of being met.

ISA control: It shall be possible for the driver to manually deactivate the ISA system, either fully (i.e. the SLIF and SLWF, or SLIF and SCF), or partially (i.e. the SLWF or SCF). The manufacturer may provide the possibility for the driver to manually and partially deactivate the SLWF. Automatic deactivation of the ISA system is permitted in situations when automated systems control the speed of the vehicle, such deactivation does not need to be signalled to the driver.

Periodic roadworthiness test procedure: It shall be possible to verify the correct operational status of the ISA system by visible observation of the failure warning signal status and its correct functionality and the software integrity by the use of an electronic vehicle interface. At the time of type-approval, the means to protect against simple unauthorised modification of the operation of the ISA system and failure warning signal chosen by the manufacturer shall be confidentially outlined and this information shall be provided to the technical service. If electronic data (e.g. map data) with relevance to its performance is used by the ISA system, it shall be possible to easily verify the version of the data.
SLIF Technical Requirements
Speed limit information function is a function that is comprised of the speed limit determination system that determines the perceived speed limit, and a human machine interface that communicates the perceived speed limit to the driver.

  • The SLIF display shall display the perceived speed limit to the driver at least when the speedometer speed is more than the perceived speed limit, for speeds from 5 km/h or less. The perceived speed limit shall be displayed in any of the following ways: (a) on the speedometer (e.g. optical mark); (b) as a numerical value, using a symbol resembling a model of speed limit road sign referred to in the Convention on Road Signs and Signals, of 8 November 1968; or (c) text consisting of the value and the unit of measurement.
  • When no perceived speed limit is available to the ISA system, due to one or more circumstances such as when road signs are partially obscured, skewed, missing or conveying divergent information, etc., a dedicated optical signal, making clear this particular situation, shall be provided to the driver with or without an assumed speed limit indication on the SLIF. In case of an assumed speed limit indication on the SLIF, a question mark “?” shall be displayed prominently adjacent to the numerical value. When the SLIF display displays the perceived speed limit, the system shall provide a subtle and not-annoying audible notification each time when the perceived speed limit changes.

  • The SLIF shall be able, through direct visual observation of road signs or other effective methods, to recognise all explicit numerical speed limit signs where the associated applicable speed limit for the category of vehicle to be approved matches the numerical value shown on the sign, and determine the applicable speed limit at the latest 2,0 seconds after the manufacturer’s declared reference point on the motor vehicle (also to be specified for STUs) passes the road sign. 
  • The SLIF shall be able, through observation of road signs and signals using all relevant ISA system inputs (e.g. camera, electronic map data), to determine the road speed limits associated with all applicable road signs for the category of vehicle to be approved, at the latest 2,0 seconds after the reference point passes the road sign.

The SLIF shall be able to reliably determine the applicability of the national speed limit and speed limits associated with all applicable road signs for the category of vehicle to be approved. The requirement for reliable determination of the applicable speed limit is fulfilled if the distance-based performance requirement is met in real-world driving. True positive distance (‘TP_D’): the correct speed limit shall be determined for at least 90 % of the total distance and for at least 80 % of the distance driven on each of the three road types (urban roads and streets, non-urban roads, and motorways/expressways/dual carriageways) at least for applicable speed limits.

  • The test drive shall involve driving on public roads and streets within the territory of the European Union, and shall involve driving on urban roads and streets, non-urban roads, and motorways/expressways/ dual carriageways, where each of the three road types shall represent at least 25 % of the total distance of the route. The route shall be one consecutive route with the same start and end point, where any repeated parts of the route in the same direction shall not count towards the test distance.
  • The test drive shall involve driving in daylight and darkness conditions, where darkness shall represent at least 15 % of the total distance.
  • The test drive shall consist of a test distance of 400 km. In agreement between the technical service and the manufacturer, the test may be terminated earlier if the test distance exceeds 300 km and the performance ‘TP_D’ varied between ± 5,0 % within the final 50 km of the route when calculated on a continuous basis.

SLWF Technical Requirements
Speed limit warning function is a function that alerts the driver that the speedometer speed is exceeding the perceived speed limit.

  • If the perceived speed limit is known and the speedometer speed exceeds it, the SLWF shall warn the driver as specified in point 3.5.2., for speeds from 20 km/h or less. The vehicle may be equipped with a means to suspend the SLWF to allow for the presentation of more critical warnings (e.g. forward collision warning, lane-keeping assistance).
  • At times when the driving speed of the vehicle, not fitted with SCF and without SCF-like characteristics, is actively controlled by a vehicle system where the driver is not expected to be touching the accelerator control (e.g. cruise control) the use of a haptic warning is not permitted. In this case the system shall attempt to reduce the driving speed to or below the perceived speed limit automatically, e.g. by disengaging or reducing engine power, or a visual warning and a cascaded acoustic warning shall be provided.

  • The warning indication shall be provided by any of the following: (a) a visual warning and a cascaded acoustic warning; (b) a visual warning and a cascaded haptic warning; or (c) a haptic warning alone. 
  • The visual warning in (a), (b) or the “haptic warning alone” in (c) shall be provided within 1.5 seconds from when the speedometer speed exceeds the perceived speed limit.

  • The SLWF of vehicles of categories M2, M3, N2 and N3 that are equipped with a speed limitation device and tachograph, in accordance with Regulation (EU) No 165/2014, shall be suspended from 9 km/h below the applicable speed limitation setting, and faster vehicle driving speeds, when the relevant perceived speed limit is not provided by means of an explicit speed limit sign, or electronic map data based on the presence of an explicit speed limit sign, that is appropriate for the vehicle category in question.
  • The SLWF shall operate normally within that range in case of the presence of an explicit speed limit sign that is appropriate for the vehicle category in question.
  • The SLWF shall also operate normally within that range when the expected system feedback in the catalogue of road signs in Annex II is to revert back to the previously applicable implicit speed limit and when this is lower than the previous one (e.g. end of motorway). The SLWF shall operate normally at speeds of 10 km/h below the applicable speed limitation setting, and slower vehicle driving speeds.

SCF Technical Requirements
Speed control function is a function that attempts to limit the speedometer speed to a stable speed at or below the perceived speed limit.

  • The SCF shall attempt to limit the speedometer speed to the perceived speed limit, for speeds from 20 km/h or less. The SCF shall attempt to limit the speedometer speed to a stabilised speed by reducing the vehicle’s propulsion power and driveline torque. The SCF shall not actuate the vehicle’s service braking system except for vehicles of categories M1 and N1, where the vehicle’s service braking system may be actuated. The SCF intervention shall start at the latest 1,5 seconds from when the speedometer speed exceeds the perceived speed limit. When stable speed control has been achieved, the speedometer speed shall not vary by more than 4% or 2 km/h, whichever is greater, in relation to the stabilised speed, and the rate of change of speedometer speed shall be ≤ 0,2 m.s-2 when measured on a period of at least 0.1 seconds. The stabilised speed shall fall within the following range: (perceived speed limit – 5 km/h) ≤ stabilised speed ≤ perceived speed limit.
  • It shall be possible for the driver to override the SCF intervention by performing a positive action, for example by pressing the accelerator control harder or deeper. When the driver has overridden the SCF, it shall be temporarily suspended and shall be re-initiated after relevant events (speedometer speed drops below speed limit, activation of an endurance braking system, etc.). In case of re-initiation of the SCF, the vehicle shall not slow down abruptly, but it shall be at a rate similar to the deceleration rate of the vehicle just before the re-initiation.

At times when the driving speed of the vehicle, fitted with SCF or with SCF-like characteristics, is actively controlled by a vehicle system where the driver is not expected to be touching the accelerator control (e.g. cruise control), the basic technical requirements shall apply unless a SLWF consisting of a visual warning and a cascaded acoustic warning is activated instead.

  • The SCF of vehicles of categories M2, M3, N2 and N3 that are equipped with a speed limitation device and tachograph shall be suspended from 9 km/h below the applicable speed limitation setting, and faster vehicle driving speeds, when the relevant perceived speed limit is not provided by means of an explicit speed limit sign, or electronic map data based on the presence of an explicit speed limit sign, that is appropriate for the vehicle category in question.
  • The SCF shall operate normally within that range in case of the presence of an explicit speed limit sign that is appropriate for the vehicle category in question.
  • The SCF shall also operate normally within that range when the expected system feedback in the catalogue of road signs in Annex II is to revert back to the previously applicable implicit speed limit and when this is lower than the previous one (e.g. end of motorway). The SCF shall operate normally at speeds of 10 km/h below the applicable speed limitation setting, and slower vehicle driving speeds.
Test Requirements
No.
Test
Test sites
1
SLIF test _ Perceived speed limit determination through observation of explicit speed limit signs 
On a public road; or on a test track(the test track-based procedure can be replaced with a laboratory-based procedure that has been shown to be equivalent)
2
SLIF test _ Perceived speed limit determination through observation of implicit road signs and signals
On a public road; or on a test track(the test track or road-based procedure described above can be replaced with a laboratory-based procedure that has been shown to be equivalent)
3
SLIF test _ Speed limit determination real-world driving reliability test
Public roads and streets within the territory of the European Union
4
SLWF _ Speed limit warning function test 
On a public road; or on a test track(the test track-based procedure can be replaced with a laboratory-based procedure that has been shown to be equivalent)
5
SCF tests
On a test track or on a chassis dynamometer

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