E/ECE/TRANS/505/Rev.3/Add.150 

13 January 2020

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* 

(Revision 3, including the amendments which entered into force on 14 September 2017) _________ 

Addendum 150 – UN Regulation No. 151 

Date of entry into force as an annex to the 1958 Agreement: 15 November 2019 

Uniform provisions concerning the approval of motor vehicles with  regard to the Blind Spot Information System for the Detection of  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); Agreement concerning the Adoption of Uniform Technical Prescriptions 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 Prescriptions, done at Geneva on  5 October 1995 (Revision 2). 

E/ECE/TRANS/505/Rev.3/Add.150 

UN Regulation No. 151 

Uniform provisions concerning the approval of motor  

vehicles with regard to the Blind Spot Information System  

for the Detection of Bicycles 

Contents 

Page 

  1. Introduction (for information)…………………………………………………………………………………….. 4 1. Scope ……………………………………………………………………………………………………………………… 5 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 
  2. Names and addresses of Technical Services responsible for conducting approval tests, and of Type Approval Authorities ……………………………………………………………………………………. 14 

Appendix 1………………………………………………………………………………………………………………. 15 Annexes 

1 Communication. ……………………………………………………………………………………………………….. 18 2 Arrangements of approval marks ……………………………………………………………………………….. 19 

3 Procedure to define performance requirements for test cases other than those shown in  the test case table………………………………………………………………………………………………………. 20

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  1. 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  protection. Since turning accidents still happen and driver assistance systems  have been introduced in a lot of vehicle segments, it is obvious to use such  assistance systems for avoiding accidents between turning trucks and cyclists. 

0.2. Theoretical considerations show that the criticality of traffic situations  involving heavy vehicles and bicycles can be significant due to  misunderstanding of the situation be the vehicle operators. In some cases, the  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  annoys. It is assumed to be possible to design an human-machine-interface for  blind spot assistance systems in a way that it does not annoy drivers when the  information is not needed, for instance by selecting the location of a signal  outside of the primary focus area of drivers when looking straight ahead, but  in an area that is visible when the gaze is slightly turned towards the planned  driving direction. A favourable location that fulfils these requirements is a  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  given when the collision becomes unavoidable, e.g. when a clear turn on the  steering wheel or the operation of the turn indicators is detected. This  additional warning signal may be deactivated manually or automatically; it  shall be deactivated together with the information signal in case of failure or  sensor contamination. 

0.6. The UN Regulation defines a test procedure which does not require actual  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.

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  1. Scope 

1.1. This Regulation applies to the blind spot information system of vehicles of  categories N2 (> 8 t of technically permissible maximum mass) and N3.  Vehicles of categories N2 (≤ 8 t of technically permissible maximum mass),  M2 and M3 may be approved at the request of the manufacturer. 

1.2. The requirements of this Regulation are so worded as to apply to vehicles  which are developed for right-hand traffic. In vehicles that are developed for  left-hand traffic, these requirements shall be applied by inverting the criteria,  when appropriate. 

  1. Definitions 

For the purposes of this Regulation: 

2.1. “Approval of a vehicle type” means the full procedure whereby a Contracting  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  Blind Spot Information System; 

(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. 

2.5. “Ocular reference point” means the middle point between two points 65 mm  apart and 635 mm vertically above the reference point which is specified in  Annex 1 of ECE/TRANS/WP.29/78/Rev.61 on the driver’s seat. The straight  line joining the two points runs perpendicular to the vertical longitudinal  median plane of the vehicle. The centre of the segment joining the two points  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  manoeuvre at the last point of information. Note that the actual turning  

1 See Annex 1 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), document  ECE/TRANS/WP.29/78/Rev.6 – 

www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html

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manoeuvre is not tested since the information is required to be given before  turn initiation. 

2.8. “Last Point of Information (LPI)” means the point at which the information  signal shall have been given. It is the point preceding the expected turning  motion of a vehicle towards a bicycle in situations where a collision could  occur. 

2.9. “Near side” means the side of the vehicle near the bicycle. The near side of the  vehicle is the right side for right-hand traffic. 

2.10. “Information signal” means an optical signal with the purpose of informing the  vehicle driver about a nearby moving bicycle. 

2.11. “Vehicle Trajectory” means the connection of all positions where the vehicle  front right corner has been or will be during the test run. 

2.12. “Bicycle” means a combination of a bicycle and cyclist. This is simulated in  test cases as specified in paragraphs 6.5. and 6.6. below with a test device  according to ISO [CD] 19206-4. The reference point for the location of the  bicycle shall be the most forward point on the centreline of the bicycle. 

2.13. “Common space” means an area on which two or more information functions  (e.g. symbols) may be displayed, but not simultaneously 

2.14 “Lateral separation” means the distance between the vehicle and the bicycle  at the near side of the vehicle where the vehicle and bicycle are parallel to each  other. The distance is measured between the plane parallel to the median  longitudinal plane of the vehicle and touching its lateral outer edge,  disregarding the projection of devices for indirect vision, and the median  longitudinal plane of the bicycle minus half of the bicycle width being  250 mm. The lateral outer edge of the vehicle is only to be regarded in the area  between the vehicle’s foremost point and up to 6 m rearward. 

2.15. “First point of information” means the most forward point at which the  information signal can be given. It is the last point of information and a  distance corresponding to a travel time of 4 seconds, taking into account the  moving speed of the vehicle plus an additional distance if the impact position  is lower than 6 m. 

2.16. “Vehicle front right corner” means the projection of the point that results from  the intersection of the vehicle side plane (not including devices for indirect  vision) and the vehicle front plane (not including devices for indirect vision)  on the road surface. 

2.17. “Impact Position” means the location of impact of the bicycle on the right side  of the vehicle with respect to the vehicle front right corner, when both vehicles  have reached the collision point, as specified in Appendix 1, Figure 3. 

2.18. “Vehicle Master Control Switch” means the device by which the vehicle’s on board electronics system is brought, from being switched off, as in the case  where a vehicle is parked without the driver being present, to normal operation  mode. 

  1. Application for approval 

3.1. The application for approval of a vehicle type with regard to the BSIS shall be  submitted by the vehicle manufacturer or by their authorized representative.

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3.2. It shall be accompanied by the documents mentioned below in triplicate and  include the following particular: 

3.2.1. A description of the vehicle type with regard to the items mentioned in  paragraph 5. below, together with dimensional drawings and the  documentation as referred to in paragraph 6.1. below. The numbers and/or  symbols identifying the vehicle type shall be specified. 

3.3. A vehicle representative of the vehicle type to be approved shall be submitted  to the Technical Service conducting the approval tests. 

  1. Approval 

4.1. If the vehicle type submitted for approval pursuant to this Regulation meets  the requirements of paragraph 5. below, approval of that vehicle type shall be  granted. 

4.2. The conformity of the requirements in paragraph 5. below shall be verified  with the test procedure as defined in paragraph 6. below, however its operation  shall not be limited to these test conditions. 

4.3. An approval number shall be assigned to each vehicle type approved; its first  two digits (00 for this Regulation in its initial form) shall indicate the series of  amendments incorporating the most recent major technical amendments made  to this Regulation at the time of issue of the approval. The same Contracting  Party shall not assign the same number to the same vehicle type equipped with  another type of BSIS, or to another vehicle type. 

4.4. Notice of approval or of refusal or withdrawal of approval pursuant to this  Regulation shall be communicated to the Parties to the Agreement applying  this Regulation by means of a form conforming to the model in Annex 1 and  photographs and/or plans supplied by the applicant being in a format not  exceeding A4 (210 x 297 mm), or folded to that format, and on an appropriate  scale. 

4.5. There shall be affixed, conspicuously and in a readily accessible place  specified on the approval form, to every vehicle conforming to a vehicle type  approved under this Regulation, an international approval mark conforming to  the model described in Annex 2, consisting of either: 

4.5.1. A circle surrounding the letter “E” followed by: 

(a) the distinguishing number of the country which has granted approval;2 and 

(b) the number of this Regulation, followed by the letter “R”, a dash and  the approval number to the right of the circle prescribed in this  paragraph; 

or 

4.5.2. An oval surrounding the letters “UI” followed by the Unique Identifier. 

2 The distinguishing numbers of the Contracting Parties to the 1958 Agreement are reproduced in  Annex 3 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), document  ECE/TRANS/WP.29/78/Rev.6 – 

www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html

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4.6. If the vehicle conforms to a vehicle type approved under one or more other UN  Regulations annexed to the Agreement, in the country which has granted  approval under this Regulation, the symbol prescribed in paragraph 4.5. above  need not be repeated. In such a case, the UN Regulation and approval numbers  and the additional symbols shall be placed in vertical columns to the right of  the symbol prescribed in paragraph 4.5. above. 

4.7. The approval mark shall be clearly legible and be indelible. 4.8. The approval mark shall be placed close to or on the vehicle data plate. 

  1. Specifications 

5.1. Any vehicle fitted with a BSIS complying with the definition of paragraph 2.3.  above shall meet the requirements contained in paragraphs 5.2. to 5.7. of this Regulation. 

5.2. General requirements 

The effectiveness of the BSIS shall not be adversely affected by magnetic or  electrical fields. This shall be demonstrated by compliance with the technical  requirements and transitional provisions of UN Regulation No. 10, 04 series  of amendments or any later series of amendments. 

5.3. Performance requirements 

5.3.1. The BSIS shall inform the driver about nearby bicycles that might be  endangered during a potential turn, by means of an optical signal, so that the  vehicle can be stopped before crossing the bicycle trajectory. 

It shall also inform the driver about approaching bicycles while the vehicle is  stationary before the bicycle reaches the vehicle front, taking into account a  reaction time of 1.4 seconds. This shall be tested according to paragraph 6.6. 

The BSIS shall warn the driver, by means of an optical signal, acoustical signal,  haptic signal or any combination of these signals, when the risk of a collision  increases. 

An optical information signal shall be maintained only for as long as the  conditions specified in paragraph 5.3.1.4. below are fulfilled. Deactivation of  the information signal as a result of the vehicle turning away from the bicycle  trajectory is not allowed as long as a collision between vehicle and bicycle is  still possible, in case the driver would steer back towards the bicycle trajectory. 

5.3.1.1. The information signal shall meet the requirements as defined in paragraph 5.4.  below. 

5.3.1.2. The warning signal shall meet the requirements of paragraph 5.5. below. It may  be deactivated manually. In the case of a manual deactivation, it shall be  reactivated upon each activation of the vehicle master control switch. 

5.3.1.3. The BSIS shall at least operate for all forward vehicle speeds from standstill to  30 km/h, for ambient light conditions above 15 Lux. 

5.3.1.4. The BSIS shall give an information signal at last point of information, for a  bicycle moving with a speed between 5 km/h and 20 km/h, at a lateral  separation between bicycle and vehicle of between 0.9 and 4.25 metres, which  could result in a collision between bicycle and vehicle with an impact position 

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0 to 6 m with respect to the vehicle front right corner, if typical steering motion  would be applied by the vehicle driver. 

The information signal shall not be visible before the first point of information.  It shall be given between the first point of information and the last point of  information. The first point of information may be calculated for any impact position by increasing with the difference between 6 m and impact position. 

It shall also give an information signal if a bicycle is detected at a lateral  separation of between 0.25 up to 0.9 m longitudinally at least located at the  most forward front wheel while driving straight. 

5.3.1.5. The vehicle manufacturer shall ensure that the number of false-positive  warnings due to the detection of static non-VRU objects such as cones, traffic  signs, hedges and parked cars shall be minimized. However it may give an  information signal when a collision is imminent. 

5.3.1.6. The BSIS shall automatically deactivate if it cannot operate properly due to its  sensoring devices being contaminated by ice, snow, mud, dirt or similar  material or due to ambient light conditions below those specified in paragraph  5.3.1.3. This shall be indicated as specified in paragraph 5.6.2. It shall  automatically reactivate when the contamination disappears and normal  function has been verified. This shall be tested in accordance with the  provisions of paragraph 6.9. below. 

5.3.1.7. The BSIS also shall provide the driver with a failure warning when there is a  failure in the BSIS that prevents the requirements of this Regulation from being  met. The warning shall be as specified in paragraph 5.6.1. This shall be tested  in accordance with the provisions of paragraph 6.8. below (failure detection  test). 

5.3.2. The manufacturer shall demonstrate, to the satisfaction of the Technical  Service and Type Approval Authority, through the use of documentation,  simulation or any other means, that the BSIS is performing as specified also  for smaller bicycles and smaller bicyclists, differing by not more than 36 per  cent from the values detailed in ISO [CD] 19206-4:2018. 

5.4. Information signal 

5.4.1. The blind spot information referred to in paragraph 5.3.1.1. above shall be an  information signal that is noticeable and easily verifiable by the driver from  the driver’s seat. This information signal shall be visible by daylight and at  night. 

5.4.2. The device emitting the information signal shall be located at the near side at  a horizontal angle greater than 30° towards an axis parallel to the longitudinal  median plane of the vehicle and going through the ocular reference point. If  the driver’s seating position is located on the near side of the vehicle, this value  may be reduced. 

5.5. Warning signal 

5.5.1. The warning signal referred to in paragraph 5.3.1.2. above shall be a signal  differing, e.g. in mode or activation strategy, from the information signal  specified in paragraph 5.4. 

5.5.2. It shall be easily understandable for the driver to relate the warning signal to  the potential collision. In case the warning signal is an optical signal this signal  shall also be visible by daylight and at night.

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5.5.3. The warning signal shall be activated at the earliest when the system detects a  potential collision, e.g. by the intention of a turn towards the bicycle, e.g. by  evaluating the distance between or trajectory intersection of vehicle and  bicycle, direction indicator activation or similar. The strategy shall be  explained in the information referred to in paragraph 6.1. It shall not depend  solely on the activation of the direction indicator. 

The Technical Service shall verify the operation of the system according to the  strategy. 

5.6. Failure warning signals 

5.6.1. The failure warning referred to in paragraph 5.3.1.7. above shall be a yellow  optical warning signal, and shall be other than or clearly distinguishable from  the information signal. The failure warning signal shall be visible by daylight  and night, and shall be easily verifiable by the driver from the driver’s seat. 

5.6.2. The optical warning signal referred to in paragraph 5.3.1.6. shall indicate that  the BSIS is temporarily not available. It shall remain active as long as the BSIS  is not available. The failure warning signal specified in paragraph 5.3.1.7.  above may be used for this purpose. 

5.6.3. The BSIS optical failure warning signals shall be activated with the activation  of the vehicle master control switch. This requirement does not apply to  warning signals shown in a common space. 

5.7. Provisions for inspection 

5.7.1. It shall be possible to confirm the correct operational status of the BSIS by a  visible observation of the failure warning signal status. 

  1. Test procedure 

6.1. The manufacturer shall provide a documentation package which gives access  to the basic design of the system and, if applicable, the means by which it is  linked to other vehicle systems. The function of the system including its  sensing and warning strategy shall be explained and the documentation shall  describe how the operational status of the system is checked, whether there is  an influence on other vehicle systems, and the method(s) used in establishing  the situations which will result in a failure warning signal being displayed. The  documentation package shall give sufficient information for the Type  Approval Authority to identify the type of and to aid the decision-making on  the selection of worst-case conditions. 

6.2. Test conditions 

6.2.1. The test shall be performed on a flat, dry asphalt or a concrete surface. 6.2.2. The ambient temperature shall be between 0° C and 45° C. 

6.2.3. The test shall be performed under visibility conditions that allow safe driving  at the required test speed. 

6.3. Vehicle conditions 

6.3.1. Test weight 

The vehicle may be tested at any condition of load, the distribution of the mass  among the axles shall be stated by the vehicle manufacturer without exceeding 

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any of the maximum permissible mass for each axle. No alteration shall be  made once the test procedure has begun. The vehicle manufacturer shall  demonstrate through the use of documentation that the system works at all  conditions of load. 

6.3.2. The vehicle shall be tested at the tyre pressures for normal running conditions. 

6.3.3. In the case where the BSIS is equipped with a user-adjustable information  timing, the test as specified in paragraphs 6.5. and 6.6. below shall be  performed for each test case with the information threshold set at the settings  that generate the information signal closest to the collision point, i.e. worst case  setting. No alteration shall be made once the test run has started. 

6.4. Optical failure warning signals verification test 

6.4.1. With the vehicle stationary check that the warning signals comply with the  requirements of paragraph 5.6. above. 

6.4.2. With the vehicle stationary, activate the information and warning signals as  specified in paragraphs 5.4. and 5.5. and verify that the signals comply with  the requirements specified in those paragraphs. 

6.5. Blind Spot Information Dynamic Test 

6.5.1. Using cones and the bicycle dummy, form a corridor according to Figure 1 in  Appendix 1 to this Regulation and the additional dimensions as specified in  Table 1 of Appendix 1 to this Regulation. 

6.5.2. Position the bicycle target at the appropriate starting position as shown in  Figure 1 of Appendix 1 to this Regulation. 

6.5.3. Position a local traffic sign corresponding to sign C14 as defined in the Vienna  convention on road signs and signals3(speed limit 50 km/h) or the local sign  closest to this sign in meaning on a pole at the entry of the corridor which as  shown in Figure 1 of Appendix 1 to this Regulation. The lowest point of the  sign shall be located at 2 m above the test track surface. 

6.5.4. Drive the vehicle at a speed as shown in Table 1 of Appendix 1 to this  Regulation with a tolerance of ±2 km/h through the corridor. 

6.5.5. Do not operate the direction indicators during the test. 

6.5.6. Put the dummy on the starting point as showed in Figure 1 of Appendix 1 to  this Regulation. The dummy shall be moved along a straight line as showed in  Figure 1 of Appendix 1. The acceleration of the dummy shall be such that the  dummy shall have reached the speed for the actual test case, as shown in Table  1, after a distance of not more than 5.66 m and after the acceleration the dummy  shall move in a steady pace for at least 8 seconds with a speed tolerance of  ±0.5 km/h. The dummy shall cross line A (Figure 1 of Appendix 1) with a  tolerance of ±0.5 m at the same time as the vehicle cross line B (Figure 1 of  Appendix 1) with a tolerance of ±0.5 m. 

If the acceleration distance cannot be achieved, adjust bicycle starting position  and vehicle corridor length by the same amount. 

3 See ECE/TRANS/196, para. 91 on the Convention on Road Signs and Signals of 1968 European  Agreement Supplementing the Convention and Protocol on Road Markings, Additional to the  European Agreement.

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The lateral deviation of the dummy with respect to a straight line connecting  initial starting position and theoretical collision point (as defined in Figure 1  of Appendix 1) shall be maximum ±0.2 m. 

6.5.7. Verify if the Blind Spot Information signal has been activated before the  vehicle crosses line C in Figure 1 of Appendix 1 to this Regulation, and if the  Blind Spot Information signal has not been activated before the vehicle crosses  line D in Figure 1. 

6.5.8. Verify that the Blind Spot Information signal has not been activated when  passing the traffic sign and any cones as long as the bicycle dummy is still  stationary. 

6.5.9. Repeat paragraphs 6.5.1. to 6.5.8. for test cases shown in Table 1 of Appendix  1 to this Regulation. 

Where this is deemed justified, the Technical Service may select test cases  different than shown in Table 1 of Appendix 1, within the range of vehicle  speed, bicycle speed and lateral clearance as indicated in paragraphs 5.3.1.3.  and 5.3.1.4. 

The Technical Service shall check that the parameter combination in the  selected test cases would lead to a collision between the bicycle and the vehicle  with an impact position in the range as specified in paragraph 5.3.1.4. and shall  assure that the vehicle is moving with the selected speed when crossing line C  in Figure 1 of Annex 1 by appropriately adjusting starting distances and  corridor length for the vehicle and the bicycle. 

6.5.10. The test is passed when the Blind Spot Information signal has been activated  in all test cases as shown in Table 1 of Appendix 1 to this Regulation before  the vehicle has crossed line C (see paragraph 6.5.7. above) and the Blind Spot  Information signal has not been activated in any test run when the vehicle  passes the traffic sign (see paragraph 6.5.8. above). 

For vehicle speeds up to 5 km/h, it is deemed satisfactory if the information  signal is activated 1.4 seconds before the bicycle has reached the theoretical  collision point as specified in Appendix 1, Figure 1. For vehicle speeds  between 5 and 10 km/h, the value dc shall be 5 m. 

For vehicle speeds above 25 km/h, where the stopping distance is higher than  15 m, dc as specified in Appendix 1, Figure 1 shall be as specified in Appendix  1, Table 2. 

6.6. Blind Spot Information Static Tests 

6.6.1. Static Test Type 1 

Leave the vehicle under test stationary. Then manoeuvre the bicycle dummy  perpendicular to the longitudinal median plane of the vehicle with an impact  position 1.15 m in front of the most forward point of the vehicle, with a speed  of 5 ± 0.5 km/h and a lateral tolerance of 0.2 m, as shown in Figure 2 in  Appendix 1. 

The test is passed if the Blind Spot Information signal is activated at the latest  when the distance between bicycle and vehicle is 2 m. 

6.6.2. Static Test Type 2 

Leave the vehicle under test stationary. Then manoeuvre the bicycle dummy  parallel to the longitudinal median plane of the vehicle, with a lateral 

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separation of 2.75 ± 0.2 m, with a bicycle speed of 20 ± 0.5 km/h, as shown in  Figure 2 of Appendix 1. The bicycle should be at constant speed at least 44 m  before passing the most forward vehicle point. 

The test is passed if the Blind Spot information signal is activated at the latest  when the bicycle is 7.77 m away from the projection of the vehicle’s most  forward point to the bicycle line of movement. 

6.7. The manufacturer shall demonstrate, to the satisfaction of the Technical  Service and Type Approval Authority, through the use of documentation,  simulation or any other means, that the Blind Spot Information signal is not  activated, as described in paragraph 6.5.10., when the vehicle passes any other  usual stationary object than the traffic sign. In particular, parked cars shall be  addressed. 

6.8. Failure detection test 

6.8.1. Simulate a BSIS failure, for example by disconnecting the power source to any  BSIS component or disconnecting any electrical connection between BSIS  components. The electrical connections for the failure warning signal of  paragraph 5.6.1. above shall not be disconnected when simulating a BSIS  failure. 

6.8.2. The failure warning signal mentioned in paragraph 5.3.1.7. above and specified  in paragraph 5.6.1. shall be activated and remain activated while the vehicle is  being driven and be reactivated upon each activation of the vehicle master  control switch as long as the simulated failure exists. 

6.9. Automatic deactivation test 

6.9.1. Contaminate any of the system’s sensing devices completely with a substance  comparable to snow, ice or mud (e.g. based on water). The BSIS shall  automatically deactivate, indicating this condition as specified in  paragraph 5.6.2. 

6.9.2. Remove any contamination from the system’s sensing devices completely and  perform a reactivation of the vehicle master control switch. The BSIS shall  automatically reactivate after a driving time not exceeding 60 seconds. 

  1. Modification of vehicle type and extension of  approval 

7.1. Every modification of the vehicle type as defined in paragraph 2.2. of this  Regulation shall be notified to the Type Approval Authority which approved  the vehicle type. The Type Approval Authority may then either: 

7.1.1. Consider that the modifications made do not have an adverse effect on the  conditions of the granting of the approval and grant an extension of approval; 

7.1.2. Consider that the modifications made affect the conditions of the granting of  the approval and require further tests or additional checks before granting an  extension of approval. 

7.2. Confirmation or refusal of approval, specifying the alterations, shall be  communicated by the procedure specified in paragraph 4.4. above to the  Contracting Parties to the Agreement applying this Regulation.

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7.3. The Type Approval Authority shall inform the other Contracting Parties of the  extension by means of the communication form which appears in Annex 1 to  this Regulation. It shall assign a serial number to each extension, to be known  as the extension number. 

  1. Conformity of production 

8.1. Procedures for the conformity of production shall conform to the general  provisions defined in Article 2 and Schedule 1 to the Agreement  (E/ECE/TRANS/505/Rev.3) and meet the following requirements: 

8.2. A vehicle approved pursuant to this Regulation shall be so manufactured as to  conform to the type approved by meeting the requirements of paragraph 5.  above; 

8.3. The Type Approval Authority which has granted the approval may at any time  verify the conformity of control methods applicable to each production unit.  The normal frequency of such inspections shall be once every two years. 

  1. Penalties for non-conformity of production 

9.1. The approval granted in respect of a vehicle type pursuant to this Regulation  may be withdrawn if the requirements laid down in paragraph 8. above are not  complied with. 

9.2. If a Contracting Party withdraws an approval it had previously granted, it shall  forthwith so notify the other Contracting Parties applying this Regulation by  sending them a communication form conforming to the model in Annex 1 to  this Regulation. 

  1. Production definitively discontinued 

If the holder of the approval completely ceases to manufacture a type of vehicle  approved in accordance with this Regulation, they shall so inform the Type  Approval Authority which granted the approval, which in turn shall forthwith  inform the other Contracting Parties to the Agreement applying this Regulation  by means of a communication form conforming to the model in Annex 1 to  this Regulation. 

  1. Names and addresses of the Technical Services  responsible for conducting approval tests and of  Type Approval Authorities  

The Contracting Parties to the Agreement applying this Regulation shall  communicate to the United Nations Secretariat the names and addresses of the  Technical Services responsible for conducting approval tests and of the Type  Approval Authorities which grant approval and to which forms certifying  approval or extension or refusal or withdrawal of approval are to be sent.

14 

E/ECE/TRANS/505/Rev.3/Add.150 Appendix 1 

Appendix 1 

Figure 1 

Dynamic tests 

Mark corridor using cones *, spacing not more than 5 m 

dcorridor 

dlateral 

* 

C 

*

 

B 

Theoretical Collision Point 

Bicycle  line of 

movement 

Bicycle  

starting 

position 

dd 

D  

e

n

i

L

A 

e

n

iL

 

e

n

iL

e

n

iL

dc 

db 

da 

*: Use locally common traffic cones, height not less than 0.4 m  

**: Dashed or dash-dotted lines are for information only; they should not be  marked on the ground within the  corridor. They may be marked outside  of the corridor. 

dbicycle 

lcorridor 

Figure 2 

Static tests 

Stationary vehicle 

If not specified, tolerances are +/- 0.1 m 

Vehicle Front 

Right Corner 

Bicycle at speed for  

2.75 +/- 0.2 m 

7.77 m 

 

2 m 

LPI for static Test type 1 

static test type 2 

Bicycle line of movement for static test type 2 

44.44 m 

LPI for static test type 2  

Bicycle line of 

movement for 

static test type 1 

Bicycle at speed for static test type 1 

11.11 m 

If not specified, tolerances are +/- 0.1 m 1.15 +/- 0.2 m 

15 

E/ECE/TRANS/505/Rev.3/Add.150 Appendix 1 

Figure 3 

Impact location 

Table 1 

Test cases 

Impact Position

Vehicle 

0 – 6 m 

The following table details the test cases, using the following variables: 

vvehicle steady-state velocity of vehicle 

vbicycle steady-state velocity of bicycle 

da bicycle position when vehicle crosses line b 

db vehicle position when bicycle crosses line a 

dc vehicle position at last point of information 

dd vehicle position at first point of information (dc+(6m-Impact Position)+11.11 m for vehicle speeds of  10 km/h and dc+(6m-Impact Position)+22.22 m for vehicle speeds of 20 km/h) 

dbicycle starting position of bicycle 

lcorridor length of vehicle corridor 

dcorridor width of vehicle corridor 

dlateral lateral separation between bicycle and vehicle 

The following variables do not specify test cases, but are given for information only (not influencing test parameters): (a) Impact position [m], this specifies the impact position for which the values of da and db in Table 1 have been  calculated (dd is always calculated for either an impact position of 6 m or start of synchronized movement, in case  of same speeds for vehicles and bicycle); 

(b) Turn radius [m], this specifies the turn radius for which the values of da and db in Table 1 have been calculated. 

Test 

Case

vbicyclee 

[km/h]

vVehicle 

[km/h]

dlateral 

[m]

da [m] 

db [m] 

dc [m] 

dd [m]

dbicycle 

[m]

lcorridor 

[m]

dcorridor 

[m]

For information only (not influencing test  parameters)

Impact Position [m] 

Turn Radius [m]

1 

20 

10

1.25 

44.4

15.8 

15 

26.1

65 

80

vehicle  width  

+ 1 m

6 

5

2 

20 

10 

22 

15 

32.3 

0 

10

3 

20 

20 

38.3 

38.3 

65 

6 

25

4 

10 

20

4.25

22.2

43.5 

15 

43.2 

0 

25

5 

10 

10 

19.8 

19.8 

65 

0 

5

6

20 

10 

44.4

14.7

15

26.1 

6 

10

7 

17.7 

29.1 

3 

10

 

16 

E/ECE/TRANS/505/Rev.3/Add.150 Appendix 1 

Table 2 

dc for speeds above 25 km/h  

Vehicle Speed [km/h] dc [m] 

25 15 

26 15.33 

27 16.13 

28 16.94 

29 17.77 

30 18.61

17 

E/ECE/TRANS/505/Rev.3/Add.150 Annex 1 

Annex 1 

Communication 

(Maximum format: A4 (210 x 297 mm) 

issued by : (Name of administration) 

……………………………….. 

……………………………….. 

……………………………….. 

1Concerning: 2 Approval granted 

Approval extended 

Approval refused 

Approval withdrawn 

Production definitively discontinued 

of a type of vehicle with regard to the Blind Spot Information System (BSIS) pursuant to UN  Regulation No. 151 

Approval No.:…………………………………………………………………………………………………………… 1. Trademark:…………………………………………………………………………………………………….. 2. Type and trade name(s):…………………………………………………………………………………… 3. Name and address of manufacturer:…………………………………………………………………… 4. If applicable, name and address of manufacturer’s representative: ………………………… 5. Brief description of vehicle:……………………………………………………………………………… 6. Date of submission of vehicle for approval: ………………………………………………………. 7. Technical Service performing the approval tests: ……………………………………………….. 8. Date of report issued by that Service: ………………………………………………………………… 9. Number of report issued by that Service:……………………………………………………………. 10. Reason(s) for extension (if applicable) : …………………………………………………………….. 11. Approval with regard to the BSIS is granted/refused:2 

  1. Place:…………………………………………………………………………………………………………….. 13. Date:……………………………………………………………………………………………………………… 14. Signature:………………………………………………………………………………………………………. 
  2. Annexed to this communication are the following documents, bearing the approval  number indicated above: ………………………………………………………………………………….. 
  3. Any remarks:………………………………………………………………………………………………….. 

1 Distinguishing number of the country which has granted/extended/refused/withdrawn an approval  (see approval provisions in this Regulation). 

2 Strike out what does not apply.

18 

E/ECE/TRANS/505/Rev.3/Add.150 Annex 2 

Annex 2 

Arrangements of approval marks 

(see paragraphs 4.5. to 4.5.2. of this Regulation) 

XXXR – 00185 1 

151R – 00185 

a = 8 mm min 

The above approval mark affixed to a vehicle shows that the vehicle type concerned has been  approved in Germany (E1) with regard to the BSIS pursuant to UN Regulation No. 151. The  first two digits of the approval number indicate that the approval was granted in accordance  with the requirements of UN Regulation No. 151 in its original form. 

UI 2a/3 a/2 270650 a/3 

a ≥ 8 mm a

The above Unique Identifier shows that the type concerned has been approved and that the  relevant information on that type-approval can be accessed on the UN secure internet  database by using 270650 as Unique Identifier. Any leading zeroes in the Unique Identifier  may be omitted in the approval marking. 

19 

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

Annex 3 

Procedure to define performance requirements for test cases  other than those shown in the test case table 

According to paragraph 6.5.9., the Technical Service may test other test cases than those  shown in Table 1, Appendix 1. In this case, the Technical Service is obliged to verify that the  selected parameter combination would lead to a critical situation. As a guidance for this, the  following procedure assists in specifying the performance requirements. 

da – the value da is used for synchronization between vehicle and bicycle movement. It is  computed by multiplying 8 seconds of constant speed travel with the bicycle speed as  specified in the table: 

��a = 8s ∙ ��Bicycle 

db – the value db is used for synchronization between vehicle and bicycle movement. It is  composed of three parts. The first part corresponds to 8 seconds of constant travel of the  truck:  

��b,1 = 8s ∙ ��Vehicle 

The second part shifts the synchronization by taking into account the impact position of the  bicycle. It is given using the Impact Location L: 

��b,2 = �� 

The third part then takes into account the longer travel of the truck due to negotiating a  constant radius turn towards the collision point rather than just going straight ahead as the  bicycle does. 

The turn segment is approximated by a constant radius circle that ends as soon as the desired  lateral displacement is achieved. Therefore db needs to be shifted by the difference distance  between straight and turning. 

It can be calculated using the turn radius R, the lateral displacement Y=dlateral + 0.25 m (distance bicycle centreline to vehicle edge) and the impact location L. 

��b,3 = �� ∙ cos−1(�� − �� 

��) − √��2 − (�� − ��)2 

The final value for db is db,1 minus the other two parts db,2 and db,3: 

���� = 8s ∙ ��Vehicle −�� − �� cos−1(�� −�� 

��)+ √��2 − (�� −��)2 

The value dc defines the last point of information. For vehicle speeds of 10 km/h and higher,  it is the maximum of two values:  

the first value has been derived from physical test runs and characterizes at what distance  from the collision point the heavy vehicle turn is started at the earliest and by turning towards  the outside, the value is: 

15 m.

20 

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

The second value is the stopping distance, considering reaction time and the brake  deceleration a, using the parameters deceleration and reaction time (5 m/s² and 1.4 seconds,  respectively): 

2 

��Stop = ��vehicle ∙ ��react +��Vehicle 

2 |��| 

Therefore, dc is defined by 

2 

��c = ������ (15 m; ��vehicle ∙ ��react +��Vehicle 

2 |��|) 

For vehicle speeds below 5 km/h, it is sufficient if the information signal is given at a distance  corresponding to a TTC value of 1.4 seconds (similar to the static tests), and for vehicle speeds above 5 and below 10 km/h, the value dc is reduced to 5 m. 

Finally, dd is the first point of information. It can be calculated by adding the distance  corresponding to 4 seconds of vehicle travel time to dc and correcting for the impact position  in case the impact position is not 6 m: 

���� = ��c +4�� ∙ ��Vehicle + (6m − ������������ ����������������). 

These formulas allow to completely populate Table 1 in Appendix 1 for test cases other than  those defined there.

21 

 

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