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).

GE.20-00429(E)


 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
0. 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
11. 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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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
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 N 3.
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.

2. 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 -
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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.

3. 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.

4. 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 -
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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.

5. 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.

6. 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.

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

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.

8. 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.

9. 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.

10. 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.

11. 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.

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 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

Theoretical Collision Point

Line A**

Line C
Line B
Line D

Bicycle Bicycle *: Use locally common traffic cones,

dc
line of starting height not less than 0.4 m
movement position
**: Dashed or dash-dotted lines are for
db information only; they should not be
marked on the ground within the
da corridor. They may be marked outside
dd of the corridor.
dbicycle
lcorridor If not specified, tolerances are +/- 0.1 m

Figure 2
Static tests

Vehicle Front
Right Corner
Stationary vehicle

2m
2.75 +/- 0.2 m
LPI for static
Bicycle at speed for 7.77 m Test type 1
static test type 2 Bicycle line of movement
LPI for static 11.11 m
for static test type 2 test type 2 Bicycle line of
movement for
static test type 1

Bicycle at speed for

static test type 1
44.44 m

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

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

Figure 3
Impact location

Vehicle

Impact Position

0-6m

Table 1
Test cases

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.

For information only (not influencing test

vbicyclee vVehicle dlateral dbicycle lcorridor dcorridor parameters)
Test da [m] db [m] dc [m] dd [m]
[km/h] [km/h] [m] [m] [m] [m]
Case Impact Position [m] Turn Radius [m]

1 20 10 15.8 15 26.1 6 5
2 20 10 1.25 44.4 22 15 32.3 0 10
3 20 20 38.3 38.3 65 vehicle 6 25
65 80
4 10 20 43.5 15 43.2 width 0 25
22.2
5 10 10 19.8 19.8 65 +1m 0 5
4.25
6 14.7 26.1 6 10
20 10 44.4 15
7 17.7 29.1 3 10

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

able 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

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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
12. Place:.............................................................................................................................
13. Date: ..............................................................................................................................
14. Signature: ......................................................................................................................
15. Annexed to this communication are the following documents, bearing the approval
number indicated above: ...............................................................................................
16. 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.

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 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)

1 151R -–00185
XXXR 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.

2a/3 a/2
UI 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.

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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:
𝑑a = 8s ∙ 𝑣Bicycle
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:
𝑑b,1 = 8s ∙ 𝑣Vehicle
The second part shifts the synchronization by taking into account the impact position of the
bicycle. It is given using the Impact Location L:
𝑑b,2 = 𝐿
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.
𝑅−𝑌
𝑑b,3 = 𝑅 ∙ cos −1 ( ) − √𝑅2 − (𝑅 − 𝑌)2
𝑅
The final value for db is db,1 minus the other two parts db,2 and db,3:
𝑅−𝑌
𝑑𝑏 = 8s ∙ 𝑣Vehicle − 𝐿 − 𝑅 cos −1 ( ) + √𝑅2 − (𝑅 − 𝑌)2
𝑅
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.

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 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
𝑣Vehicle
𝑑Stop = 𝑣vehicle ∙ 𝑡react +
2 |𝑎|
Therefore, dc is defined by
2
𝑣Vehicle
𝑑c = 𝑀𝐴𝑋 (15 m; 𝑣vehicle ∙ 𝑡react + )
2 |𝑎|
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:
𝑑𝑑 = 𝑑c + 4𝑠 ∙ 𝑣Vehicle + (6m − 𝐼𝑚𝑝𝑎𝑐𝑡 𝑃𝑜𝑠𝑖𝑡𝑖𝑜𝑛).
These formulas allow to completely populate Table 1 in Appendix 1 for test cases other than
those defined there.

21