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RM = Regular Manoeuver / EM = Emergency Manoeuver / NAS = Not Avoidable Situation
Paragraph (ACSF 24-18)TopicMandatory test track / Real driving (§ test annex)Audit / AssessmentRemarks
ObservationMeasureTest protocol
2.3.General requirementsX
2.4.1Dedicated means to activate and deactivate§ 4.Simple specification
2.4.2Default status of new engine start/run§ 4.Simple specification
2.4.3a System active if driver is in driver seat & belt is fastened§ 4.Simple specification
2.4.3b System active if driver is available§ 4.§ 4.XSee 2.6. Criteria for driver availability vary depending on the manufacturer; possible to confirm by simple tests ?
2.4.3cSystem active if no failure § 4.XSimple specification
2.4.3dSystem active if DSSAD is operational§ 4.XSimple specification See 2.12.1.
2.4.3e System active if environment and infrastructure OKXOption for real driving ‘Environment and infrastructure’ condition vary depending on the manufacturer; assessment under CEL is adequate ?
2.4.3f System active if vehicle is on a right roadXOption for real driving Simple tests on test track is difficult; assessment under CEL is adequate ?
2.4.4aSame dedicated means to activate and deactivate manually§ 4.Simple specification
2.4.4bMeans of desactiving protected against unintentional action§ 4.XSimple specification
2.4.4cAt time of desactivation driver must be in lateral control§ 4.XSimple specification
2.4.5.1Desactivation by input to driving controls § 4.See 2.4.8.
2.4.5.2Desactivation during an ongoing transition demand§ 4.See 2.4.8. & 2.6.3.
2.4.5.3Desactivation during an ongoing emergency manœuvreXSee 2.10.1. Simple tests on test track is difficult; assessment under CEL is adequate. ?
2.4.5.4Desactivation in case of severe failure§ 4.X
2.4.6.At time of deactivation the system shall not provide any continuous control of either longitudinal or lateral movement of the vehicle(X)§5.1. - RMSee 2.4.8.1.
2.4.7.Indication of any deactivation(X)§5.1. - RMSee 2.8.2.3./2.4.8.1.
2.4.8.1.Override by a driver input to the steering control§5.1. - RMX
2.4.8.2.Override by a driver input to the braking control§5.1. - RMX
2.4.8.3.Override by a driver input to the accelerator control§5.1. - RMX
2.4.8.4.Initiation of a transition demand by any driver input to the accelerator or brake control(X)§5.1. - RM
2.4.8.5.Reduction or suppression of the effect of the driver input on any control in case the system has detected an imminent collisionX
2.4.8.6.ALKS control strategies in case of a severe vehicle failure or a severe ALKS failureX
2.5.1.Dynamic driving task of ALKS (lane keeping)(X)§5.2.1./5.2.2./5.3.2. - RM
2.5.2.Dynamic driving task of ALKS (beside vehicle)(X)§5.2.1./5.2.2. - RM
2.5.3.1.Adaptation of the vehicle speed to infrastructural and environmental conditionsXOption for real driving
2.5.3.2.Minimum following distance§5.3.1. - RM / EMEM
2.5.4.1Capability to bring the vehicle to a complete stop behind a stationary vehicle (obstacle)§5.4.1./5.4.3./5.4.4. - RM / EM / NASEM / NAS
2.5.4.2.Capability to bring the vehicle to a complete stop behind a stationary vehicle (cutting in)§5.5.1. - RM / EM / NASEM / NAS
2.5.5.1Emergency manoeuver after detection of imminent collision (obstacle)§5.2.2./5.3.3./5.4.2./5.5.2. - RM / EM / NASEM / NASSee 2.10
2.5.5.2.Emergency manoeuver after detection of imminent collision (cutting in)§5.5.1. - RM / EM / NASEM / NASSee 2.10
2.5.5.3.Emergency manoeuver after detection of imminent collision (crossing pedestrian)§5.4.3./5.4.4. - RM / EM / NASEM / NASTBD - Draft added paragraph proposal : to be combined between stationary road user § 2.5.4.1. and proposition for crossing pedestrian under new § 2.5.5.3.
2.5.6.1.Detection range of the sensing system to the frontXXX
2.5.6.2.Strategies to detect and cope with environmental and technical conditions which might reduce the detection range of the sensing systemX
2.5.6.3.Evidence that the effects of wear and ageing do not reduce the performance of the sensing system below the minimum required value specified in paragraph 2.5.6.1. over the lifetime of the system/vehicle.X
2.5.8.Design strategies in case of a single perception malfunction without failureX
2.6.1.Driver presence§ 4.§ 4.XSimple specification
2.6.2.1.Criteria for deeming driver availability§ 4.§ 4.XSimple specification
2.6.3.Driver attentiveness§ 4.§ 4.XSimple specification
2.6.4.Other activities than driving task§ 4.Simple specification
2.7.2.1.Transition demand in case of a planned event(X)§5.4.1./5.4.2. - RM / EM / NASEM / NAS
2.7.2.2.Transition demand in case of a unplanned event(X)§5.5.1/5.5.2/5.3.3. - RM / EM / NASEM / NAS
2.7.2.3.Transition demand in case of any failure of the system or of any function needed for the operation(X)(X)X
2.7.3.Continuous operation of ALKS during transition phase§5.4.1/5.4.2/5.5.1/5.5.2./5.3.3. - RM / EM / NASEM / NASSee 2.7.2.1./2.7.2.2.
2.7.3.1.Activation of the hazard warning lights after standstill(X)§5.4.1/5.4.2/5.5.1/5.5.2./5.3.3. - RM / EM / NASEM / NAS
2.7.3.2.Escalation after the start of the transition demand(X)§5.4.1/5.4.2/5.5.1/5.5.2./5.3.3. - RM / EM / NASEM / NASSee 2.7.2.1./2.7.2.2./2.7.2.3.
2.7.4.Termination of transition demand by ALKS deactivation or MRM initiation(X)§5.4.1/5.4.2/5.5.1/5.5.2./5.3.3. - RMEM / NAS
2.7.4.1.Minimum Risk Manoeuvre operation in case the driver is not responding to a transition demand by deactivating the system(X)§5.4.1/5.4.2/5.5.1/5.5.2./5.3.3. - RM / EM / NASEM / NAS
2.7.4.2.Minimum risk manoeuvre operation in case of a severe ALKS or severe vehicle failure.X
2.8.Information to the driver(X)§5.4.1/5.4.2/5.5.1/5.5.2./5.3.3. - RM / EM / NASEM / NAS
2.9.Minimum risk manoeuvre(X)§5.4.1/5.4.2/5.5.1/5.5.2./5.3.3. - RM / EM / NASEM / NAS
2.10.1/2.10.3.1./2.10.3.2.Emergency manoeuvreX
2.11.System information dataX