UN R151e ~4e 法规原文修正法规

Agreement

Concerning the Adoption of Harmonized Technical United Nations

Regulations for Wheeled Vehicles, Equipment and Parts which can be

Fitted and/or be Used on Wheeled Vehicles and the Conditions for

Reciprocal Recognition of Approvals Granted on the Basis of these

United Nations Regulations*

Bicycles

This document is meant purely as documentation tool. The authentic and legal binding text

is: ECE/TRANS/WP.29/2019/28.

_________

UNITED NATIONS

*

Former titles of the Agreement:

Agreement concerning the Adoption of Uniform Conditions of Approval and Reciprocal Recognition of

Approval for Motor Vehicle Equipment and Parts, done at Geneva on 20 March 1958 (original version);

UN Regulation No. 151

Uniform provisions concerning the approval of motor

2. Definitions ............................................................................................................................... 5

3. Application for approval ......................................................................................................... 6

4. Approval .................................................................................................................................. 7

5. Specifications .......................................................................................................................... 8

6. Test procedure ......................................................................................................................... 10

7. Modification of vehicle type and extension of approval ......................................................... 13

8. Conformity of production ........................................................................................................ 14

9. Penalties for non-conformity of production ............................................................................ 14

10. Production definitively discontinued ....................................................................................... 14

11. Names and addresses of Technical Services responsible for conducting approval tests, and

the test case table ...................................................................................................................... 20

E/ECE/TRANS/505/Rev.3/Add.150

4

0. Introduction (for information)

0.1. Turning manoeuvres involving collisions between trucks turning right and

cyclists, typically occurring at lower driving speeds or standstill, usually have

serious consequences for vulnerable road users (VRU). In the past, the safety

of VRU was raised by an improvement of the truck driver's vision by

increasing the number of mirrors and by equipping trucks with side underrun

increase can occur so suddenly that a high-intensive warning, intended to

generate a driver reaction to the situation after an appropriate reaction time,

cannot be activated early enough. In general, driver reactions to any

information (high or low threshold / warning or information) can be expected

only after a reaction time. This response time is much longer than the time

required to avoid the accident in many situations – the accident cannot be

avoided despite the warning.

0.3. High-intensity warnings during a driving situation are only justified if the

probability for an accident is high – otherwise vehicle drivers tend to ignore

the system alerts. A (low threshold) informational assistance system, however,

can be activated sufficiently early enough, as it helps the driver rather than

location approximately 40° off the right from an axis in direction of the vehicle

centreline and through the driver's eyepoint.

0.4. Therefore the UN Regulation asks for an early activation of an information

signal in case a bicycle might be entering a critical area on the passenger side

of the vehicle, if the heavy vehicle would initiate a turn towards the bicycle,

including situations where a counter-turn (away from the bicycle) is necessary

to negotiate the turn. This informational assistance signal shall only be

deactivated automatically in case of system failure or contamination of the

sensors; a manual deactivation shall not be possible.

0.5. Additionally, the UN Regulation asks for a different signal which shall be

turning manoeuvres; this is acceptable since the information signal needs to be

present sufficiently early anyway. Experimental data shows that some turn

manoeuvres of heavy vehicles, especially when turning into a narrow street,

require a counter-turn that starts approximately 15 m before entering that

street, so the test procedure included in this Regulation requires the

information signal to be activated 15 m before the expected collision point.

5

1. Scope

1.1. This Regulation applies to the blind spot information system of vehicles of

categories N

(> 8 t of technically permissible maximum mass) and N

.

Vehicles of categories N

2

(≤ 8 t of technically permissible maximum mass),

M

2

and M

3

1.2. The requirements of this Regulation are so worded as to apply to vehicles

Party to the Agreement certifies that a vehicle type meets the technical

requirements of this Regulation;

2.2. "Vehicle type with regard to its Blind Spot Information System" means a

category of vehicles which do not differ in such essential respects as:

(a) The manufacturer's trade name or mark;

(b) Vehicle features which significantly influence the performances of the

(c) The type and design of the Blind Spot Information System.

2.3. "Blind Spot Information System (BSIS)" means a system to inform the driver

of a possible collision with a bicycle near side.

2.4. "Reaction time" means the time between the information signal is given and a

driver reaction has occurred.

is in a vertical longitudinal plane which shall pass through the centre of the

driver's designated seating position, as specified by the vehicle manufacturer.

2.6. "Stopping distance" means the distance required by the vehicle to come to a

full stop after the Blind Spot Information Signal has been given, taking into

account reaction time and brake deceleration.

2.7. "Collision point" means the position where the trajectory of any vehicle point

would intersect with any bicycle points if a turn by the vehicle is initiated.

The theoretical collision point as referred to in Figure 1 of Appendix 1 is the

point where a collision would occur in the respective test condition if the

vehicle would turn towards the bicycle, e.g. starting with a counter-steer