Proposals concerning driver availability when a vehicle is operating under an automated mode
Document ACSF-05-06
18 January 2016

Proposal to define and require countermeasures to ensure that a driver remains available to assume control of a vehicle from an automated lane-keeping/steering system as conditions warrant. This document proposes definitions for a “driver attention recognition [system/function]” and/or a “driver attention confirmation [system/function]”.

Submitted by Netherlands and Sweden
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Previous Documents, Discussions, and Outcomes
5.4. | Review of the requirements, based on ACSF-05-03 Driver availability recognition system

Presentation of SE and NL (ACSF-05-06)

(C-D): the infotainment system can be used to detect drivers activity, but also something else…
(NL): target of this proposal is, that the infotainment system is mounted, that the driver can look directly to the front.
(C-D): the driver is still fully responsible. Could it be a solution, that e.g. a head up display is used? It is to consider, that design restrictive requirements should be avoided.
(NL): monitoring the head direction could also be used.

Presentation of OICA (ACSF-05-10)

(D): supports the OICA approach. Why should we be more stringent as at LKAS => it is not necessary to check every 10s
(C-J): proposals are going in the same direction
(SE): there should be a requirement. To define a recognition system depending on the performance is more complicated. We need studies with sleeping drivers
(F): we should not define something in the regulation, which is maybe not necessary in the future. Target should be, what is required short term. Support new studies.
(C-D): we can add here a lot of things, which are not allowed (e.g. sleeping, alcohol, driving without driver licence). We cannot cover every misuse. We should not overload the system.
(EC): origin wording is a good compromise
(OICA): there must be a balance of the minimum requirements
(D): 4s is the worst case of a drowsy driver. After 4s we have the Minimal Risk Manoeuvre (MRM), which gives the driver more time.
(UK): we are still at Level 2 (not using TV etc.). Sleeping cannot be solved yet.
(SE): we cannot deal with every misuse. Disagree, that the OICA document reflects the Tokyo status. Some kinds of limits should be made (10s, 20s, …)
(D): we have to define different requirements for the different categories. Proposes a compromise.
(CLEPA): an eye recognition system for a high volume production car is currently not available
(F): the proposal of D is a good starting point
(SE): we are not far away from each other

(C-D): Proposal:
the system should include two features:

1. Driver availability: seat occupancy, or seatbelt 2. Driver activity; system can analyse drivers activity. Every action can be used (e.g. air conditioning) to be checked: every 15 minutes

Comment of the delegates:
(EC): tbd.
(SE): agree to the principles, but only 5 minutes
(F): agree to the principles,
(J): tbd
(NL): agree to the principles 15 minutes are too long
(OICA): good compromise
(CLEPA): good compromise

Homework: NL, SE, D, UK to improve the wording considering the “compromise”

Relates to UN R79 |