(a)

operate at safe speeds and respect speed limitations applicable to the vehicle;

(b)

maintain appropriate distances from other road users by controlling the longitudinal and lateral motion of the vehicle;

(c)

adapt its behaviour to the surrounding traffic conditions (e.g., by avoiding disruption to the flow of traffic) in an appropriate safety oriented way;

(d)

adapt its behaviour in line with safety risks and give the highest priority to the protection of human life;

(a)

motor vehicles and other road user such as motorcycles, bicycles, scooters, wheelchair users, pedestrians, and obstacles (e.g. debris, lost cargo);

(b)

road accidents;

(c)

traffic congestions;

(d)

road works;

(e)

road safety officers and law enforcement agents;

(f)

emergency vehicles;

(g)

traffic signs, road markings;

(h)

environmental conditions (e.g. lower speed due to rain, snow).

(a)

signalling manoeuvre intentions (e.g. direction indicator).

(b)

using the audible warning device where appropriate.

(c)

interacting safely with road safety officers/law enforcement agents, road maintenance workers, emergency service personnel, road inspectors, etc.

(d)

for dual mode vehicles, the ADS status (manual driving mode or fully automated driving mode) shall be recognizable for road safety officers/law enforcement agents

(a)

precipitation (rain, snow);

(b)

time of day;

(c)

light intensity, including when lighting devices are used;

(d)

Fog, mist;

(e)

Road and lane markings;

(f)

Road category (e.g. number of driving lanes, separated lanes;

(g)

Geographical area (if applicable).

(a)

for vehicles equipped with automatically operated doors, the unlocking of the doors shall be conducted automatically when it safe to do so,

(b)

a mean shall be given to passengers to exit a vehicle at standstill (opening the doors or via an emergency exit).

(a)

The R2022/1426SWIN;

(b)

How to read the R2022/1426SWIN or software version(s) in case the R2022/1426SWIN is not held on the vehicle.

(a)

resolution: hh/mm/ss time zone e.g. 12:59:59 UTC

(b)

accuracy: +/– 1,0 second.

(a)

A mechanical shock shall be applied to on-board data storage device(s), if any, at a severity level as specified in the component test of Annex 9C to the 03 series of amendment to UN Regulation No 100 (8), and

(b)

On-board data storage device(s) shall be mounted in the vehicle cab/passenger compartment or in a position of sufficient structural integrity to protect against physical damage that would prevent the retrieval of data. This shall be demonstrated to the technical service together with appropriate documentation (e.g. calculations or simulations);

Or,

(c)

The manufacturer demonstrates fulfilling the requirements of point 9.6.3. (e.g. for M2/N2 vehicles derived from M1/N1).

v e equal to the speed of the fully automated vehicle

v a equal to the speed of the privileged approaching traffic

β equal to 3 m/s2 being the maximum admissible deceleration for the privileged approaching traffic.

ρ equal to 1,5 s being the reaction time of the privileged approaching

v c equal to the speed of the privileged conflicting traffic

β equal to 3 m/s2 being the maximum admissible deceleration for the privileged crossing traffic.

ρ equal to 1,5 s being the reaction time of the privileged crossing traffic

2,4 m/s2 if it is transporting standing or not fastened vehicle occupants and there is a cutting in vehicle scenario;

6 m/s2 if it is transporting standing or not fastened vehicle occupants for other scenarios with pedestrians or cyclists.

6 m/s2 for other fully automated vehicles.

ρ being the time required by the fully automated vehicle to initiate an emergency braking and assumed to be equal to 0,1 s

τ being the time to reach the maximum deceleration β and assumed to be equal to

0,12 s for fully automated vehicles transporting standing or not fastened vehicle occupants;

0,3 s for other fully automated vehicles

(a)

Application for type-approval: the information document submitted to the type-approval authority at the time of the type-approval application shall contain brief information on the items listed in Annex I. It will become part of the type-approval.

(b)

The formal documentation package for the type-approval, containing the material listed in this Section 3. (with the exception of that of point 3.5.5.) which shall be supplied to the type-approval authority for the purpose of conducting the ADS type-approval. This documentation package shall be used by the type-approval authority as the basic reference for the verification process set out in point 4. of this annex. The type-approval authority shall ensure that this documentation package remains available for a period of at least 10 years counted from the time when production of the vehicle type is definitely discontinued.

(c)

Additional confidential material and analysis data (intellectual property) of point 3.5.5. which shall be retained by the manufacturer, but made open for inspection (e.g. on-site in the engineering facilities of the manufacturer) at the time of the ADS type-approval. The manufacturer shall ensure that this material and analysis data remains available for a period of 10 years counted from the time when production of the vehicle type is definitely discontinued.

(a)

perception and objects/events detection including mapping and positioning

(b)

Characterisation of Decision-making

(c)

The ADS data elements.

(d)

links and interface with other vehicle systems, off-board hardware/software and remote capabilities

(a)

fall-back to operation using a partial system.

(b)

redundancy with a separate system.

(c)

diversity of systems performing the same function.

(d)

removal or limitation of the automated driving function(s).

(a)

Inspection of the safety approach at the concept level.

This approach shall be based on a Hazard analysis/Risk assessment appropriate to system safety.

(b)

Inspection of the safety approach at the ADS level including a top down (from possible hazard to design) and bottom-up approach (from design to possible hazards). The safety approach may be based on a failure mode and effect analysis (FMEA), a fault tree analysis (FTA) and a System-theoretic process analysis (STPA) or any similar process appropriate to system functional and operational safety.

(c)

Inspection of the validation/verification plans and results including appropriate acceptance criteria. This shall include testing appropriate for validation, for example, hardware in the Loop (HIL) testing, vehicle on-road operational testing, testing with real end users, or any other testing appropriate for validation/verification. Results of validation and verification may be assessed by analysing coverage of the different tests and setting minimum coverage thresholds for various metrics.

(i)

Issues linked to interactions with other vehicle systems (e.g. braking, steering);

(ii)

Failures of the automated driving system and system risk mitigation reactions;

(iii)

Situations within the ODD where the ADS may create unreasonable safety risks for the vehicle occupants and other road users due to operational disturbances (e.g. lack of or wrong comprehension of the vehicle environment, lack of understanding of the reaction from the operator/remote operator, vehicle occupants or other road users, inadequate control, challenging scenarios)

(iv)

Identification of the relevant scenarios within the boundary conditions and management method used to select scenarios and validation tool chosen.

(v)

Decision making process resulting in the performance of the dynamic driving tasks (e.g. emergency manoeuvres), for the interaction with other road users and in compliance with national traffic rules

(vi)

Reasonably foreseeable misuse by the vehicle occupants/other road users, mistakes or misunderstanding by the operator/remote operator/occupants/other road users (e.g. unintentional override) and intentional tampering of the ADS.

(vii)

Cybersecurity threats on the safety of the ADS (to be covered by the analysis done in accordance with UN Regulation No 155 on Cyber Security and Cyber Security Management System).

(viii)

Operational safety issues: problems with the supporting off-board infrastructure, problem with the remote intervention operator, loss of connectivity, lack of maintenance, etc.

(a)

an overall validation target (i.e. overall validation acceptance criteria) supported by validation results, demonstrating that the entry into service of the ADS will overall not increase the level of risk for the vehicle occupants and other road users compared to a manually driven vehicles; and

(b)

a scenario specific approach (i.e. scenario based validation acceptance criteria) showing that the ADS will overall not increase the level of risk for the vehicle occupants and other road users compared to a manually driven vehicles for each of the safety relevant scenarios;

(a)

Documents describing the Safety Management System.

(b)

A signed Declaration of Compliance of the SMS with all the requirements for safety management according to this Regulation, using the model as defined in Appendix 3 to this Annex.

a)

with a minimum test duration of 5 minutes;

b)

with a passenger car target as well as a power-two-wheeler (PTW) target as the other vehicle;

c)

with a lead vehicle swerving in the lane; and

d)

with another vehicle driving close beside in the adjacent lane.

a)

with the fully automated vehicle performing lane change to the adjacent (target) lane;

b)

merging at lane end;

c)

merging into an occupied lane.

a)

with different vehicles, including a power two-wheeler (PTW) approaching from the rear;

b)

in a scenario where it is possible to execute a lane changing manoeuvre in regular operation;

c)

in a scenario where a lane changing manoeuvre in regular operation is not possible due to a vehicle approaching from the rear;

d)

with an equally fast vehicle following behind in the adjacent lane, preventing a lane change;

e)

with a vehicle driving beside in the adjacent lane preventing a lane change;

f)

in a scenario where a LCM during a minimal risk manoeuvre is possible and executed;

g)

in a scenario where the fully automated vehicle reacts to another vehicle that starts changing into the same space within the target lane, to avoid a potential risk of collision.

a)

T-junctions (3-way intersections) with and without traffic lights, with different rights of way;

b)

crossroads (4 or more way intersections) with and without traffic lights, with different rights of way;

c)

roundabouts.

a)

without a lead vehicle;

b)

with a passenger car target as well as a PTW target as the lead vehicle/other vehicle;

c)

with and without approaching or passing vehicles.

a)

different speed limit signs, so that the ADS has to change its speed according to the indicated values;

b)

signal lights and/or stop instructed by a road safety officer/enforcement agents with situations of going straight, turning left and right;

c)

pedestrian and cyclist crossings with and without pedestrians/cyclist approaching/on the road.

d)

temporary modifications: e.g., road maintenance operations indicated by traffic signs, cones and other signalisation, access restrictions.

e)

motorway entry, exit and toll stations.

a)

without a lead vehicle;

b)

with a passenger car target as well as a PTW target as the lead vehicle/other vehicle.

a)

with a stationary passenger car target;

b)

with a stationary PTW target;

c)

with a stationary pedestrian target;

d)

with a pedestrian target crossing the lane with a speed of 5 km/h, also in the presence of other objects relevant in the ODD (e.g. a ball, a shopping bag, etc.);

e)

with a pedestrian target moving a speed of up to 5 km/h within and partially occupying the lane of the ADS and following the same or the opposite direction of the fully automated vehicle;

f)

with a pedestrian target swerving in the same lane of the fully automated vehicle;

g)

with a cyclist target crossing the lane with a speed of 15 km/h;

h)

with a cyclist target which is travelling in the same direction with a speed of 15 km/h;

i)

with the fully automated vehicle turning right and crossing the path of the cyclist travelling in the same direction with a speed of 15 km/h;

j)

with a target representing a blocked lane;

k)

with a target partially within the lane;

l)

with one or more different types of unpassable objects relevant in the ODD (e.g., a dustbin, a fallen bicycle or scooter, a fallen traffic sign, a stationary or moving ball, etc.);

m)

with multiple consecutive obstacles blocking the lane relevant in the ODD (e.g., in the following order: ego-vehicle -motorcycle – car);

n)

on a curved section of road.

a)

without a lead vehicle;

b)

with a passenger car target as well as a PTW target as the lead vehicle/other vehicle.

a)

across the entire speed range of the fully automated vehicle;

b)

using a passenger car target a PTW target as well as a bicycle target as lead vehicle, provided standardised PTW targets suitable to safely perform the test are available;

c)

for constant and varying lead vehicle velocities (realistic speed profile);

d)

for straight and curved sections of road;

e)

for different lateral positions of lead vehicle in the lane;

f)

with a deceleration of the lead vehicle of at least 6 m/s2 mean fully developed deceleration until standstill.

a)

with different TTC, distance and relative velocity values of the cut-in manoeuvre, covering types of cut-in scenarios in which a collision can be avoided and those in which a collision cannot be avoided;

b)

with cutting-in vehicles travelling at constant longitudinal speed, accelerating and decelerating;

c)

with different lateral velocities, lateral accelerations of the cut-in vehicle;

d)

with a passenger car, PTW as well as bicycle targets as the cutting-in vehicle, provided standardised PTW targets suitable to safely perform the test are available.

a)

with a stationary passenger car target centred in lane;

b)

with a PTW target centred in lane;

c)

with a stationary pedestrian target centred in lane;

d)

with a target representing a blocked lane centred in lane;

e)

with multiple consecutive obstacles blocking the lane (e.g. in the following order: ego-vehicle – lane change vehicle – motorcycle – car).

(a)

with parking spaces parallel and perpendicular to the road;

(b)

on even and slant surfaces;

(c)

with other vehicles in the surrounding parking spaces, including PTWs and bicycles;

(d)

parking to parking spaces with different geometrical dimensions;

(e)

on different road slope angles;

(f)

with another vehicle cutting in to the parking space during the parking manoeuvre.

a)

with an initially obstructed pedestrian target crossing the path of the fully automated vehicle with a speed of 5 km/h.

b)

with a vehicle driving out of a parking place in front of the fully automated vehicle.

c)

with a stationary obstacle in the path of the fully automated vehicle.

d)

with different paths, where the infrastructure is obstructing the field of view.

e)

with a small obstacle on the floor after a ramp obstructed by other objects in the path of the fully automated vehicle.

a)

with different vehicles, including a PTW approaching from the rear;

b)

with vehicles approaching with different speed from the rear;

c)

with a platoon of vehicles driving beside in the adjacent lane.

a)

without a lead vehicle;

b)

with a passenger car target as well as a PTW target as the lead vehicle/other vehicle.

c)

with other vehicle(s) or obstacle(s) blocking the motorway exit.

a)

with and without a lead vehicle;

b)

with other vehicles blocking the passing gate(s);

c)

with closed and opened passing gates.

d)

with different permitted speeds in the toll area.

a)

with and without human driver present in the vehicle;

b)

with open and closed vehicle doors;

c)

with and without obstacles around the vehicle,

d)

inside and outside of the dedicated parking area, if applicable

a)

in a situation where transition is possible and executed;

b)

in a situation where transition is not possible to be executed.

(a)

capability – what can the M&S do, and what the risks are associated with it;

(b)

accuracy – how well does M&S reproduce the target data;

(c)

correctness – how sound & robust are M&S data and algorithms;

(d)

usability – what training and experience is needed.

(e)

fit for purpose – how suitable is the M&S for the ODD and ADS assessment.

(a)

Describe the modifications within the releases;

(b)

Designate the corresponding software (e.g., specific software product and version) and hardware arrangement (e.g., XiL configuration);

(c)

Record the internal review processes that accepted the new releases;

(d)

Be supported throughout the full duration of the virtual model utilization.

(a)

The Teams that will validate the simulation toolchain and,

(b)

The Teams that will use the validated simulation for the execution of virtual testing with the purpose of validating the ADS.

(i)

Process to identify and evaluate the individual’s competence and skills;

(ii)

Process for training competent personnel to perform M&S-related duties

(i)

provide the basis for the manufacturer’s confidence in the E&E of the individual/team that validates the M&S Toolchain.

(ii)

provide the basis for the manufacturer’s confidence in the E&E of the individual/team that uses the simulation to carry out virtual testing in order to validate the ADS.

(a)

The manufacturer shall document the data used to validate the model and note important quality characteristics;

(b)

The manufacturer shall provide documentation showing that the data used to validate the models covers the intended functionalities that the toolchain aims at virtualising;

(c)

The manufacturer shall document the calibration procedures used to fit the virtual models’ parameters on the collected input data.