Commission Implementing Regulation (EU) 2021/646 of 19 April 2021 laying down rules for the application of Regulation (EU) 2019/2144 of the European Parliament and of the Council as regards uniform procedures and technical specifications for the type-approval of motor vehicles with regard to their emergency lane-keeping systems (ELKS) (Text with EEA relevance)

Article 1

Administrative provisions and technical specifications for the type-approval of motor vehicles with regard to the emergency lane-keeping systems

Article 2

Safety audit

Procedures for verification of the safety aspects of electronic control systems of the emergency lane-keeping systems by the approval authorities or technical services and for the assessment of the technical documentation provided by the manufacturers are laid down in Annex II.

Article 3

Entry into force and application

This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.

It shall apply from 6 July 2022.

This Regulation shall be binding in its entirety and directly applicable in all Member States.

ANNEX I

PART 1

Information document for EU type-approval of vehicles with regard to their emergency lane-keeping systems

MODEL

Information document No … relating to the EU type-approval of a type of vehicle with regard to the emergency lane-keeping system.

The following information shall be supplied in triplicate and include a list of contents. Any drawings or pictures shall be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, shall show sufficient detail.

If the systems, referred to in this information document have electronic controls, information concerning their performance shall be supplied.

0.1.Make (trade name of manufacturer):

0.2.Type:

0.2.1.Commercial name(s) (if available):

0.3.Means of identification of type, if marked on the vehicle/component/separate technical unit:

0.3.1.Location of that marking:

0.4.Category of vehicle:

0.5.Company name and address of manufacturer:

0.8.Name(s) and address(es) of assembly plant(s):

0.9.Name and address of the manufacturer’s representative (if any):

1.1.Photographs and/or drawings of a representative vehicle/component/separate technical unit:

1.8.Hand of drive: left/right

(in kg and mm) (Refer to drawing where applicable)

2.6.Mass in running order

(a) Minimum and maximum for each variant:

(b) Mass of each version (a matrix must be provided):

4.5.Gearbox

4.5.1.Type: Manual/Automatic/CVT(continuously variable transmission)/Fixedratio/Automised/Other/Wheel hub

4.7.Maximum vehicle design speed (in km/h):

6.6.1.Tyre/wheel combination(s)

6.6.1.1.Axles

6.6.1.1.1.Axle 1:

6.6.1.1.1.1. Tyre size designation	6.6.1.1.1.2. Load-capacity index	6.6.1.1.1.3. Speed category symbol	6.6.1.1.1.4. Wheel rim size (s)	6.6.1.1.1.5. Wheel off-set(s)	6.6.1.1.1.6. Rolling resistance coefficient (RRC)

6.6.1.1.2.Axle 2:

6.6.1.1.2.1. Tyre size designation	6.6.1.1.2.2. Load-capacity index	6.6.1.1.2.3. Speed category symbol	6.6.1.1.2.4. Wheel rim size (s)	6.6.1.1.2.5. Wheel off-set(s)	6.6.1.1.2.6. Rolling resistance coefficient (RRC)

etc.

6.6.1.2.Spare wheel, if any:

7.4.Emergency lane-keeping system (ELKS)

7.4.1.Technical description and drawing of the system:

7.4.2.Means to manually deactivate the ELKS:

7.4.3.Description of the automatic deactivation (if fitted):

7.4.4.Description of the automatic suppression (if fitted):

7.5.Lane Departure Warning System (LDWS)

7.5.1Speed range of the LDWS:

7.5.2.Technical description and drawing of the LDWS):

7.6.Corrective Directional Control Function (CDCF)

7.6.1Speed range of the CDCF:

7.6.2.Technical description and drawing of the system (in particular if the system uses steering or braking):

Explanatory note:

This information document comprises the information relevant for the emergency lane keeping system and shall be completed in accordance with the template laid down in Annex I to Commission Implementing Regulation (EU) 2020/683.

PART 2

Technical specifications

1.Definitions

For the purpose of the Annexes, the following definitions shall apply:

1.1.‘vehicle type with regard to its emergency lane-keeping system’ means a category of vehicles which do not differ in such essential aspects as:

(1) vehicle features which significantly influence the performances of the emergency lane-keeping system;

(2) the type and design of the emergency lane-keeping system;

1.2.‘corrective directional control function (CDCF)’ means a control function within an electronic control system whereby, for a limited duration, changes to the steering angle of one or more wheels and/or braking of individual wheels may result from the automatic evaluation of signals initiated on-board the vehicle optionally enriched by data provided off-board the vehicle, in order to correct lane departure, e.g. to avoid crossing lane markings, leaving the road;

1.3.‘subject vehicle’ means the vehicle being tested;

1.4.‘distance to lane marking (DTLM)’ means the remaining lateral distance (perpendicular to the lane marking) between the inner side of the lane marking and most outer edge of the tyre before the subject vehicle crosses the inner side of the lane marking;

1.5.‘flat road’ means a road with a slope less than 1 % in the longitudinal direction and for the lateral direction, less than 2 % for half a lane width either side of the centreline and less than 3 % for the outer half of the lane;

1.6.‘dry road’ means a road with a nominal peak braking coefficient of 0,9;

1.7.‘The System’ means the electronic control system and complex electronic control systems that provide or form part of the control transmission of the emergency lane-keeping system, including the transmission links to or from other vehicle systems that act on the emergency lane-keeping system;

1.8.‘units’ means the smallest divisions of system components which will be considered, since these combinations of components will be treated as single entities for purposes of identification, analysis or replacement;

1.9.‘transmission links’ means any electric, mechanic, pneumatic or hydraulic equipment used for inter-connecting distributed units for the purpose of conveying signals, operating data or energy supply;

1.10.‘electronic control system’ means a combination of units, designed to cooperate in the production of a vehicle control function by electronic data processing;

1.11.‘complex electronic vehicle control system’ means an electronic control system in which a function controlled by an electronic system or the driver may be over-ridden by a higher level electronic control system/function, thus becoming part of the complex system, as well as any overriding of the system, including the transmission links to and from the overriding systems/function outside of the scope of this Regulation;

1.12.‘control strategy’ means a strategy to ensure robust and safe operation of the function(s) of an electronic control system in response to a specific set of ambient and/or operating conditions (such as road surface condition, traffic intensity and other road users, adverse weather conditions, etc.), which may include the automatic deactivation of a function or temporary performance restrictions (e.g. a reduction in the maximum operating speed, etc.);

1.13.‘safety concept’ means a description of the measures designed into the system, for instance within the electronic units, so as to address system integrity and ensure safe operation under fault and non-fault conditions, including in the event of an electrical failure. The possibility of a fallback to partial operation or even to a back-up system for vital vehicle functions may be a part of the safety concept.

2.General requirements

2.1.An emergency lane-keeping system (ELKS) shall comprise a lane departure warning system (LDWS) and a corrective directional control function (CDCF).

2.1.1.The LDWS shall meet the requirements of points of 3.1 to 3.4 and point 3.5.

2.1.2.The CDCF shall meet the requirements of points of 3.1 to 3.4 and point 3.6.

2.2.ELKS lane departure warnings and interventions

Subject to specific requirements below the system shall be designed to minimise warnings and interventions for driver intended manoeuvres.

3.Specific requirements

3.1.ELKS failure warning

A warning shall be provided when there is a failure in the ELKS that prevents the requirements of this Regulation of being met.

3.1.1.The failure warning shall be a constant visual warning signal.

3.1.1.1.There shall not be an appreciable time interval between each ELKS self-check (an integrated function that checks for a system failure on a continuous basis at least while the system is active), and subsequently there shall not be a delay in illuminating the warning signal, in the case of an electrically detectable failure.

3.1.1.2.Upon detection of any non-electrical failure condition (e.g. sensor misalignment), the warning signal as defined in point 3.1.1 shall be activated.

3.1.2.If the vehicle is equipped with a means to deactivate the ELKS a warning shall be given when the system is deactivated according to point 3.2. This shall be a constant visual warning signal. The failure warning signal specified in point 3.1.1. may be used for this purpose.

3.2.ELKS deactivation

3.2.1.Manual deactivation

When a vehicle is equipped with a means to manually deactivate the ELKS function, either partially or fully, the following conditions shall apply as appropriate:

3.2.1.1.The full ELKS function shall be automatically and fully reinstated upon each activation of the vehicle master control switch.

3.2.1.2.The manual deactivation of the full ELKS shall not be possible with less than two deliberate actions, e.g. press and hold on a button, or select and confirm on menu option. It shall be possible to easily suppress acoustic warnings of the LDWS, but such action shall not at the same time deactivate the LDWS or the CDCF.

3.2.1.3.The manual deactivation capability shall be tested in accordance with the relevant vehicle test(s) specified in point 3.

3.2.2.Automatic deactivation

If the vehicle is equipped with a means to automatically deactivate the ELKS function, either partially or fully, for instance in situations such as off-road use, being towed, a trailer being hitched to the vehicle or the electronic stability control (ESC) being deactivated, the following conditions shall apply as appropriate:

3.2.2.1.As part of the safety audit, the vehicle manufacturer shall provide a list of situations and corresponding criteria where the ELKS function is automatically deactivated which shall be annexed to the test report.

3.2.2.2.The ELKS function shall be automatically and fully reactivated as soon as the conditions that led to the automatic deactivation are not present anymore.

3.2.3.A constant visual warning signal shall inform the driver that the ELKS function has been deactivated. The failure warning signal specified in point 3.1.1 above may be used for this purpose.

3.3.Automatic suppression

3.3.1.For driver intended manoeuvres

As part of the safety audit, the manufacturer shall provide a documentation package which gives access to the basic design and logic of the system for detection of likely driver intended manoeuvres and automatic suppression of the ELKS. This package shall include a list of parameters detected and a basic description of the method used to decide that the system should be suppressed, including limit values where possible. For both the CDCF and LDWS, the Technical Service shall assess the documentation package to show that driver unintentional manoeuvres, within the scope of the lane keep test parameters (in particular lateral departure velocity), will not result in automatic suppression of the system.

3.3.2.Automatic suppression of the ELKS is also permitted in situations when other driver assist or automated steering functions, (i.e. Automatically commanded steering function, emergency steering function or automated lane keeping), are controlling the lateral movement of the vehicle or other safety related functions (i.e. that is capable of changing the dynamic behaviour of the vehicle such as AEBS, ESC, etc.) are intervening. These situations shall be declared by the manufacturer as part of the safety audit.

3.4.Provisions for periodic roadworthiness tests

3.4.1.For the purpose of periodic roadworthiness tests of vehicles, it shall be possible to verify the following features of the ELKS:

(a) Its correct operational status, by visible observation of the failure warning signal status following the activation of the vehicle master control switch and any bulb check. Where the failure warning signal is displayed in a common space (the area on which two or more information functions/symbols may be displayed, but not simultaneously), it must be checked first that the common space must be observed to be functional prior to the failure warning signal status check;

(b) Its correct functionality and the software integrity, by the use of an electronic vehicle interface, such as the one laid down in point I.(14) of Annex III of Directive 2014/45/EU of the European Parliament and of the Council (¹), where the technical characteristics of the vehicle allow for it and the necessary data is made available. Manufacturers shall ensure to make available the technical information for the use of the electronic vehicle interface in accordance with Article 6 of Commission Implementing Regulation (EU) 2019/621 (²).

3.4.2.At the time of type approval, the means to protect against simple unauthorised modification of the operation of the failure warning signal chosen by the manufacturer shall be confidentially outlined as part of the safety audit in Annex II. Alternatively, this protection requirement is fulfilled when a secondary means of checking the correct operational status of the ELKS is available.

3.5.LDWS requirements

3.5.1.Speed range

The LDWS shall be active at least within the vehicle speed range between 65 km/h and 130 km/h (or the maximum vehicle speed if it is lower than 130 km/h) and at all vehicle load conditions, unless deactivated as per point 3.2.

3.5.2.Lane departure warning

When activated and operated within the prescribed speed range, the LDWS shall be able to warn the driver at the latest if the vehicle crosses over a visible lane marking for the lane in which it is running by more than a DTLM of – 0,3 m:

(a) for lateral departure velocities in the range of the 0,1 m/s to 0,5 m/s;

(b) on straight, flat and dry roads;

(c) for solid line and dashed lane markings in line with one of those described in Annex 3 (Visible lane marking identification) to Regulation No 130 of the United Nations Economic Commission for Europe (UNECE) – Uniform provisions concerning the approval of motor vehicles with regard to the Lane Departure Warning System (³) and other markings expected on EU roads;

(d) with the markings being in good condition and of a material conforming to the standard for visible markings of that contracting party;

(e) in all illumination conditions without blinding of the sensors (e.g. direct blinding due to sunlight) and with activated passing-beam (dipped-beam) headlamps if necessary;

(f) in absence of weather conditions affecting the visibility of lane markings (e.g. no fog).

It is recognised that the performance required may not be fully achieved in other conditions than those listed above. However, the system shall not unreasonably switch the control strategy in these other conditions.

The lane departure warning capability shall be tested in accordance with the relevant vehicle test(s) specified in point 4.

3.5.3.LDWS warning indication

3.5.3.1.The lane departure warning referred to in point 3.5.2 shall be noticeable by the driver and be provided by:

(a) at least two warning means out of visual, acoustic and haptic; or

(b) one warning means out of haptic and acoustic, with spatial indication about the direction of unintended drift of the vehicle.

The warning mentioned above may be suppressed when there is a driver action which indicates an intention to depart from the lane;

3.5.3.1.1.Where a visual signal is used for the lane departure warning, it may use the failure warning signal as specified in point 3.1.1 above in a flashing mode.

3.5.3.1.2.When there is a lane keep intervention by the CDCF, this shall be considered a haptic warning according to point 3.5.3.1.

3.5.3.2.The LDWS visual warning signal shall be activated following a vehicle master control switch ‘power-ON’. This requirement does not apply to warning signals shown in a common space.

3.5.3.3.The LDWS visual warning signals shall be visible even by daylight; the satisfactory condition of the signals must be easily verifiable by the driver from the driver’s seat.

3.5.3.4.The visual warning signal shall be tested in accordance with the relevant vehicle test(s) specified in point 4.

3.6.CDCF performance requirements

3.6.1.Speed range

The CDCF shall be active at least between 70 km/h and 130 km/h (or the maximum vehicle speed if it is below 130 km/h) and at all vehicle load conditions, unless deactivated as per point 3.2. However, in the case that the vehicle reduces its speed from above 70 km/h to below 70 km/h, the system shall be active at least until the vehicle speed reduces below 65 km/h.

3.6.2.Lane keep

In the absence of conditions leading to deactivation or suppression of the system, the CDCF shall be able to prevent lane departure by crossing of visible lane markings in the scenarios shown in the following table by more than a DTLM of – 0,3 m:

(a) for lateral departure velocities in the range of the 0,2 m/s to 0,5 m/s for vehicle speeds up 100 km/h and for lateral departure velocities in the range of 0,2 m/s to 0,3 m/s for vehicle speeds greater than 100 km/h and up to 130 km/h (or the maximum vehicle speed if it is below 130 km/h);

(b) on straight, flat and dry roads;

(c) for solid lane markings in line with one of those described in Annex 3 (Visible lane marking identification) to UN Regulation No 130;

(d) with the markings being in good condition and of a material conforming to the standard for visible markings of that contracting party;

(e) in all illumination conditions without blinding of the sensors (e.g. direct blinding sunlight) and with activated passing-beam (dipped-beam) headlamps if necessary;

(f) in absence of weather conditions affecting the dynamic performance of the vehicle (e.g. no storm, not below 5 °C) or the visibility of lane markings (e.g. no fog). No Scenario description