Introduction
介绍
1. Advanced Driver Assistance Systems (ADAS) have been developed to support drivers and enhance road safety through information support, including warnings in safety-critical situations, and assisting in executing the lateral and/or longitudinal control of the vehicle temporarily or on a sustained basis during normal driving and when avoiding collision and/or mitigating the crash severity in critical situations. ADAS are aimed to assist the drivers, who always remain responsible for vehicle control and shall permanently monitor the environment and vehicle/system performance.
1. 先进驾驶辅助系统（ADAS）的开发旨在通过信息支持为驾驶员提供支持并提高道路安全，包括在安全关键情况下发出警告，并在正常驾驶期间以及在危急情况下避免碰撞和/或减轻碰撞严重程度时协助暂时或持续执行车辆的横向和/或纵向控制。ADAS 旨在协助驾驶员，驾驶员始终负责车辆控制，并应永久监控环境和车辆/系统性能。
2. This UN Regulation addresses the Driver Control Assistance Systems (DCAS), which are a subset of ADAS. DCAS are driver-operated vehicle systems assisting a human driver in performing vehicle dynamic control via sustained lateral and longitudinal motion-control support. DCAS, while active, provide support to the driving tasks, and increase comfort and reduce the drivers’ workload by actively stabilising or manoeuvring the vehicle. DCAS assist the driver, when operated within the system boundaries, but do not completely take over the driving task, thus the responsibility remains with the driver. DCAS support shall not adversely impact road safety and driver control over the vehicle behaviour.
2. 本联合国法规涉及驾驶员控制辅助系统 （DCAS），它是 ADAS 的一个子集。DCAS 是驾驶员作的车辆系统，通过持续的横向和纵向运动控制支持帮助人类驾驶员执行车辆动态控制。DCAS 在主动时为驾驶任务提供支持，并通过主动稳定或纵车辆来提高舒适度并减轻驾驶员的工作量。DCAS 在系统边界内作时协助驾驶员，但不会完全接管驾驶任务，因此责任仍由驾驶员承担。DCAS 支持不应对道路安全和驾驶员对车辆行为的控制产生不利影响。
3. Reflecting on the expansion to the market of different enhanced DCAS, this UN Regulation intends to establish technologically neutral uniform and general provisions concerning the approval of vehicles equipped with DCAS that may function beyond the limitations imposed by the 03 series of amendments to UN Regulation No. 79, and aims to allow the approval of a variety of driver control assistance features, filling an existing regulatory gap. This UN Regulation provides minimum safety requirements for any DCAS.
3. 考虑到不同增强型 DCAS 向市场的扩展，本联合国条例旨在制定技术中立的统一和一般规定，以批准配备 DCAS 的车辆，这些车辆的功能可能超出联合国第 79 号 条例 03 系列修正案所施加的限制 ，旨在允许批准各种驾驶员控制辅助功能，填补现有的监管空白。该 联合国法规为任何 DCAS 提供了最低安全要求。
4. According to the standard SAE J3016 (Taxonomy and Definitions for Terms Related to Driving Automation Systems for On-Road Motor Vehicles), DCAS are treated as “SAE level 2 according to SAE J3016” (partial automation), systems that are only capable of performing parts of the vehicle dynamic control, and thus require a driver to perform the remainder of dynamic control, as well as to supervise the system operation and vehicle environment. As such, DCAS, when operated, support — but do not replace — a driver in performing dynamic control. Providing either only longitudinal or only lateral control temporarily degrades DCAS automation level from 2 to 1 (driver assistance).
4. 根据标准 SAE J3016（道路机动车辆驾驶自动化系统相关术语的分类和定义），DCAS 被视为“根据 SAE J2 的 SAE 3016 级 ”（部分自动化），仅能够执行车辆动态控制的一部分，因此需要驾驶员执行其余的动态控制， 以及监督系统运行和车辆环境。 因此，DCAS 在运行时支持（但不能取代）驱动器执行动态控制。仅提供纵向或仅横向控制会暂时将 DCAS 自动化级别从 2 降低到 1（驾驶员辅助）。
5. While both DCAS and Automated Driving Systems (ADS) of higher automation levels 3 to 5 according to SAE J3016 provide lateral and longitudinal control on a sustained basis, only ADS may permit the driver to disengage from the driving task, as only ADS, by definition, is capable of managing all driving situations reasonably expected within their Operational Design Domain (ODD) without further input from the driver. Instead, DCAS only assist the driver but never replace the driver. As a consequence, there is no transfer in the driver’s responsibility for control of the vehicle.
5. 虽然根据 SAE J3016 的更高自动化级别 3 至 5 的 DCAS 和自动驾驶系统 （ADS） 都持续提供横向和纵向控制，但只有 ADS 可以允许驾驶员脱离驾驶任务，因为根据定义，只有 ADS 能够管理其作设计域 （ODD） 内合理预期的所有驾驶情况，而无需驾驶员进一步输入。相反，DCAS 仅协助驾驶员，但从不更换驾驶员。因此，驾驶员对车辆控制的责任没有转移。
6. The availability of DCAS, and their capability to assist, are constrained by the defined system operational boundaries. While DCAS is able to detect and respond to common scenarios within the use case (DCAS feature), the system may not be capable of recognizing certain environmental conditions, as DCAS are not designed to handle each and every situation, and it is expected that the driver is always in control of the vehicle.
6. DCAS 的可用性及其协助能力受到既定系统作边界的限制。虽然 DCAS 能够检测和响应用例中的常见场景（DCAS 功能），但系统可能无法识别某些环境条件，因为 DCAS 并非旨在处理每种情况，并且预计驾驶员始终处于控制之中。
7. This impact of system boundaries on the system’s ability to fulfil certain requirements, and the nature of how requirements can be assessed, is reflected by the language used in this UN Regulation.
7. 系统边界对系统满足某些要求的能力以及如何评估要求的性质的影响反映在本联合国条例中使用的语言中 。
(a) Some requirements are expected to be always met, including in all relevant tests. These provisions are phrased as “the system shall…”;
（a） 某些要求应始终得到满足，包括在所有相关测试中。这些规定被表述为“系统应......”;
(b) Some requirements are such that whilst the system is generally expected to fulfil them, this might not always be appropriate or achievable under the specific circumstances, or external disturbances may still lead to a varying output. These provisions are phrased as “the system shall aim to…”; and
（b） 有些要求是，虽然系统通常期望满足这些要求，但在特定情况下，这可能并不总是适当或可实现的，或者外部干扰仍可能导致产出变化。这些规定被表述为“系统应旨在......”;和
(c) Some requirements are difficult to verify by assessing system performance directly and are more readily verified by assessing the design of the system, for example by analysing its control strategies. These provisions are phrased as “the system shall be designed to…”.
（c） 有些要求很难通过直接评估系统性能来核查，而通过评估系统的设计，例如通过分析其控制战略，更容易核查。这些规定被表述为“系统应设计为......”。
8. Depending on the use case, some DCAS may be able to initiate driving manoeuvres. When manoeuvres are initiated by the system, the system shall be designed to follow the national traffic rules. However, when manoeuvres are initiated by the driver, DCAS only assists the driver in operating the vehicle without ensuring compliance with national traffic rules. In either case, the responsibility remains with the driver.
8. 根据用例，某些 DCAS 可能能够启动驾驶作。当系统发起机动时， 系统的设计应遵循国家交通规则。然而，当驾驶员发起纵时，DCAS 仅协助驾驶员作车辆，而没有确保遵守国家交通规则。无论哪种情况，责任都由司机承担。
9. It is recognized that operation in compliance with traffic rules related to driver-confirmed or system-initiated manoeuvres might not be fully achievable due to the complexity and variety of rules across the different countries of operation. The driver‘s continued involvement in the driving task is deemed to compensate for this.
9. 人们认识到，由于不同运营国家的规则复杂性和多样性，可能无法完全实现与驾驶员确认或系统发起的作相关的交通规则的运营。驾驶员继续参与驾驶任务被视为弥补这一点。
10. Overreliance of the driver could pose a potential safety risk. The better the system, the more likely the driver is to trust the system to always function correctly and decrease the driver’s level of supervision over time (even to the point of confusing the system with fully automated driving). Therefore, DCAS shall aim to prevent reasonably foreseeable risks of driver’s misuse or abuse. DCAS shall provide sufficient information to enable the driver to supervise the assistance provided.
10. 过度依赖驾驶员可能会带来潜在的安全风险。系统越好，驾驶员就越有可能相信系统始终正常运行，并随着时间的推移降低驾驶员的监督水平（甚至将系统与全自动驾驶混淆）。因此，DCAS 应旨在防止驾驶员误用或滥用的合理可预见风险。DCAS 应提供足够的信息，使驾驶员能够监督所提供的帮助 。
11. DCAS shall be designed to avoid drivers undertaking activities other than driving over and above those permitted for manual driving before this UN Regulation enters into force as DCAS require the driver to remain engaged with the driving task. Therefore, DCAS shall have means to evaluate continuous driver involvement in and supervision of the vehicle operation. DCAS will monitor the driver engagement (ensuring hands-on wheel or eyes-on road or even both), evaluate the driver’s involvement and respond to a lack of the driver’s engagement appropriately by giving distinct warnings to the driver. It will further bring the vehicle to a complete stop, if the driver had not responded to the system’s warnings and had not taken necessary control actions. DCAS will monitor for signs of driver disengagement utilizing a driver monitoring system. However, while this system monitors for physical signs of disengagement, it is currently not capable of directly assessing cognitive disengagement.
11.DCAS 的设计应避免驾驶员在本联合国条例生效之前进行超出手动驾驶允许范围的驾驶以外的活动 ，因为 DCAS 要求驾驶员继续从事驾驶任务。因此，DCAS 应有手段来评估驾驶员对车辆运行的持续参与和监督。DCAS 将监控驾驶员的参与度（确保手动驾驶或注视道路，甚至两者兼而有之），评估驾驶员的参与情况，并通过向驾驶员发出明确的警告来适当应对驾驶员缺乏参与的情况。如果驾驶员没有响应系统的警告并且没有采取必要的控制措施，它将进一步使车辆完全停止。DCAS 将利用驾驶员监控系统监控驾驶员脱离的迹象。然而，虽然该系统监测脱离的身体迹象，但它目前无法直接评估认知脱离。
12. This UN Regulation includes general functional requirements regarding the system safety at normal operation and the failsafe response in the case of the system failure or an inability of the driver to confirm the involvement in the vehicle control. The regulatory provisions cover DCAS interaction with other vehicle assistance systems, description of the system boundary conditions and the system behaviour when the system boundaries have been detected to be reached, controllability and the system dynamic control assistance for different DCAS use cases (features). DCAS and driver interactions are regulated, including Human-Machine Interface (HMI) in two directions: driver operation of the system and the system assurance of the driver’s engagement. This UN Regulation establishes requirements for the specific DCAS features.
12. 本联合国条例包括有关正常运行时的系统安全以及系统故障或驾驶员无法确认参与车辆控制时的故障安全响应的一般功能要求。规管条文涵盖 DCAS 与其他车辆辅助系统的互动、系统边界条件的描述，以及检测到系统边界时的系统行为、可控性以及针对不同 DCAS 用例（功能）的系统动态控制辅助。DCAS 和驾驶员交互受到监管，包括两个方向的人机界面 （HMI）：驾驶员对系统的作和驾驶员参与的系统保证。该联合国法规规定了特定 DCAS 功能的要求。
13. This UN Regulation establishes more generic compliance assessment methods compared to those in the 03 series of amendments to UN Regulation No. 79 (where specific requirements are developed for each use case). The manufacturer is required to declare an outline of the system design, which helps informing the Type Approval Authority of the necessary assessment and verification activities that need to take place. The multi-pillar assessment techniques compensate uncertainties related to DCAS operational cases that are not directly assessed and thus cover the assessment of DCAS multiple operational cases. The validation of DCAS shall ensure that a thorough assessment, considering the functional and operational safety of the features integrated in DCAS and the entire DCAS integrated into a vehicle, has been performed by the manufacturer during the design and development processes. The assessment pillars include the validation of DCAS safety aspects through the enhanced audit of the manufacturer documentation, physical tests on the test track and public roads and in-service monitoring of DCAS operation by the manufacturer.
13. 与联合国第 79 号 条例的 03 系列修正案（其中为每个用例制定了具体要求）中的方法相比，本联合国条例建立了更通用的合规性评估方法。制造商必须声明系统设计大纲，这有助于将需要进行的必要评估和验证活动告知型式认可机构。多支柱评估技术弥补了与 DCAS 运营案例相关的不确定性，这些不确定性未被直接评估，从而涵盖了 DCAS 多个运营案例的评估。DCAS 的验证应确保制造商在设计和开发过程中对 DCAS 中集成的功能以及集成到车辆中的整个 DCAS 的功能和作安全性进行了全面评估。评估支柱包括通过对制造商文件的加强审核、测试轨道和公共道路的物理测试以及制造商对 DCAS 作的在役监控来验证 DCAS 安全方面。
14. The safe use of DCAS requires appropriate understanding by the driver and the performance capabilities of DCAS available on the vehicle. The provision of the appropriate information to the driver is required to avoid potential driver’s misinterpretation, overestimation, or difficulty with the DCAS/vehicle control. The development of this UN Regulation showed a necessity to ensure that the driver maintains specific or sufficient knowledge on the appropriate use of DCAS. This issue touches on the broader topic of drivers’ education, which can be divided in two directions: (a) the upgrade of the education and reassessment of drivers to safely operate vehicles equipped with DCAS and (b) the development of a uniform standard (e.g., ISO) setting for DCAS the common HMI, communication techniques, modes of operation, possibilities of overriding, system messages and signals, etc. in addition to this UN Regulation. This will ensure a uniformity of HMI for different DCAS produced by different manufacturers, so that every driver could be prepared to use different DCAS features in a safe way.
14. 安全使用 DCAS 需要驾驶员适当了解车辆上可用的 DCAS 性能。需要向驾驶员提供适当的信息，以避免潜在驾驶员对 DCAS/车辆控制的误解、高估或困难。这项联合国法规的制定表明有必要确保驾驶员对正确使用 DCAS 保持具体或足够的知识。本期涉及驾驶员教育这一更广泛的主题，该主题可以分为两个方向：（a） 升级驾驶员的教育和重新评估，以安全作配备 DCAS 的车辆，以及 （b） 为 DCAS 制定统一标准（例如 ISO）设置，通用 HMI、通信技术、作模式、覆盖的可能性、 除本联合国条例外，系统消息和信号等。这将确保不同制造商生产的不同 DCAS 的 HMI 的统一性，以便每个驾驶员都可以准备好以安全的方式使用不同的 DCAS 功能。
15. This UN Regulation is not intended to establish requirements applicable to drivers, however, it stipulates the requirements to the educational materials, messages and signals that the manufacturers of DCAS will need to present to the driver (e.g., for review). However, this UN Regulation nor the Type Approval Authority cannot guarantee, through regulatory provisions, that these materials are appropriately reviewed and understood by the driver.
15. 本联合国法规无意制定适用于驾驶员的要求，但它规定了 DCAS 制造商需要向驾驶员提供（例如，用于审查）的教育材料、信息和信号的要求。但是，本联合国法规或型式认可机构无法通过监管规定保证驾驶员对这些材料进行适当的审查和理解。
16. The deployment of DCAS draws attention to the need for a balanced marketing policy so as not to cause overestimation of DCAS capabilities by the driver, who may believe that the system performance is more than an assistant system. Referring to misleading terms in the information materials provided by the manufacturer may lead to driver confusion or overreliance. In order to avoid this, terms which have been deemed misleading by national authorities should not be used in DCAS marketing promotion.
16.DCAS 的部署提请注意需要平衡的营销政策，以免导致驾驶员高估 DCAS 的能力，他们可能认为系统性能不仅仅是一个辅助系统 。在制造商提供的信息材料中提及误导性术语可能会导致驾驶员混淆或过度依赖。为避免这种情况，不应在 DCAS 营销推广中使用被国家当局认为具有误导性的术语。
17. While DCAS is currently being diligently developed by many manufacturers and is supposed to be further developed in the future, this UN Regulation is established based on the current technology and data from limited number of vehicles introduced to the market. This UN Regulation implements such an instrument as monitoring of DCAS operation intended for collecting more data from the vehicles with DCAS which will be introduced into the market. This UN Regulation is a subject to continuous review based on examining the technology development and the data obtained through the monitoring of DCAS operation.
17. 虽然目前许多制造商正在努力开发 DCAS，并且未来应该会进一步发展，但该联合国法规是根据当前技术和投放市场的有限数量车辆的数据制定的。该联合国法规实施了 DCAS 运行监测等工具，旨在从将引入市场的带有 DCAS 的车辆收集更多数据。该联合国法规是根据审查技术发展和通过监测 DCAS 运营获得的数据而不断审查的对象。
1. Scope
1. 范围
1.1 This UN Regulation applies to the type approval of vehicles of Categories M and N with regard to their Driver Control Assistance Systems (DCAS).
1.1 本联合国法规适用于 M 类和 N 2 类车辆的驾驶员控制辅助系统 （DCAS） 的型式认可。
1.2. This UN Regulation does not apply to the approval of vehicles with regard to their Automatically Commanded Steering Functions (ACSF) or Risk Mitigation Function (RMF) which have been approved to UN Regulation No. 79, even when a system is exercising longitudinal control at the same time. However, if the manufacturer declares such ACSF or RMF to be part of DCAS, this UN Regulation applies irrespective of whether it has also been approved to UN Regulation No. 79.
1.2. 本联合国法规不适用于已根据联合国第 79 号 法规批准的车辆的自动命令转向功能 （ACSF） 或风险缓解功能 （RMF） 的批准，即使系统同时执行纵向控制。但是，如果制造商声明此类 ACSF 或 RMF 是 DCAS 的一部分，则无论该法规是否也已获得联合国第 79 号法规的批准，本联合国法规均适用。
2. Definitions
2. 定义
For the purposes of this Regulation:
就本条例而言：
2.1. “Driver Control Assistance System (DCAS)” means the hardware and software collectively capable of assisting a driver in controlling the longitudinal and lateral motion of the vehicle on a sustained basis.
2.1.“驾驶员控制辅助系统 （DCAS）” 是指能够协助驾驶员持续控制车辆纵向和横向运动的硬件和软件。
Within this UN Regulation, DCAS is also referred to as “the system”.
在该联合国条例中，DCAS 也称为“ 系统 ”。
2.2. “Vehicle Type with regard to DCAS” means a group of vehicles, which do not differ in such essential aspects as:
2.2. “ 与 DCAS 相关的车辆类型” 是指一组车辆，它们在以下基本方面没有区别：
(a) The system characteristics and design of DCAS;
（a） DCAS 的系统特点和设计;
(b) Vehicle features which significantly influence the performances of DCAS.
（b） 对 DCAS 性能有重大影响的车辆特征。
If within the manufacturer's designation of the vehicle type, DCAS consists of multiple features, some of which optionally may not be fitted on some vehicles, DCAS with lesser features is deemed to belong to the same vehicle type with respect to DCAS.
如果在制造商指定的车辆类型范围内，DCAS 由多个功能组成，其中一些功能可能无法选择安装在某些车辆上，则具有较少功能的 DCAS 被视为属于与 DCAS 相同的车辆类型。
2.3. “(DCAS) Feature” means a specific DCAS capability providing assistance to the driver in defined traffic scenarios, circumstances and system boundaries.
2.3.“（DCAS）功能” 是指在定义的交通场景、情况和系统边界下为驾驶员提供帮助的特定 DCAS 功能。
2.4. “Dynamic Control” means the real-time performance of operational and tactical functions required to move the vehicle. This includes controlling the vehicle’s lateral and longitudinal motion, monitoring the road environment, responding to events in the road traffic environment, and planning and signalling for manoeuvres.
2.4. “ 动态控制 ”是指移动车辆所需的作和战术功能的实时执行。这包括控制车辆的横向和纵向运动、监控道路环境、响应道路交通环境中的事件以及规划和发出机动信号。
For the purpose of this UN Regulation, DCAS assists the driver by carrying out operational and tactical functions without limiting the driver’s ability to intervene at any given time.
就本联合国法规而言，DCAS 通过汽车执行作和战术功能来协助驾驶员， 而不限制驾驶员在任何给定时间进行干预的能力。
2.5. “System Boundaries” are those verifiable or measurable limits or conditions established by a manufacturer up to or within which DCAS or a feature of DCAS is designed to provide assistance to the driver and those conditions which impact the system’s ability to operate as intended.
2.5. “ 系统边界 ”是指制造商制定的可验证或可测量的限制或条件，其中 DCAS 或 DCAS 的功能旨在为驾驶员提供帮助，以及影响系统按预期运行能力的条件。
2.6. “Driver disengagement” means the system’s determination of the driver’s current inability to safely execute perception, planning, or decision-making and to intervene in the operation of DCAS.
2.6.“ 驾驶员脱离 ”是指系统确定驾驶员当前无法安全地执行感知、计划或决策以及干预 DCAS 的运行。
2.7. “Operational functions” means the basic control actions of the driver required and taken to move a vehicle and operate its systems, including control of the vehicle’s lateral and longitudinal motion. Realization of operational functions implies the driver’s physical operation of the vehicle.
2.7.“作功能” 是指驾驶员为移动车辆和作其系统而需要和采取的基本控制动作，包括对车辆横向和纵向运动的控制。作功能的实现意味着驾驶员对车辆的物理作。
2.8. “Tactical functions” means the real-time planning and determination of manoeuvres by the driver. Tactical functions imply the implementation of the driver's skills to operate the vehicle within the continuously changing environment.
2.8.“战术功能 ”是指驾驶员对机动的实时规划和确定。战术功能意味着驾驶员在不断变化的环境中作车辆的技能的实施。
2.9. “Real-time” means the actual time during which a process or event occurs.
2.9.“实时” 是指流程或事件发生的实际时间。
2.10. “Manoeuvre” means a change in the vehicle’s trajectory that leads the vehicle to at least partially leave its original lane or direction of travel whereby possibly leading to interaction with other road users.
2.10. “ 纵 ”是指车辆轨迹的变化，导致车辆至少部分离开其原始车道或行驶方向，从而可能导致与其他道路使用者的互动。
A series of manoeuvres can be considered as an individual manoeuvre providing the manoeuvres follow in succession, without significant separation, and are related to the completion of one tactical goal (e.g., changing lanes in combination with navigating an intersection). Distinct manoeuvres in relation with following a navigation route with significant separation are not considered as an individual manoeuvre.
一系列机动可以被视为单独的机动，前提是这些机动连续进行，没有明显的分离，并且与完成一个战术目标有关（例如，变道与穿越十字路口相结合）。与遵循具有显着分离的导航路线相关的不同作不被视为单个作。
2.11. “Target Lane” means the lane of the travel to which the system intends to transition the vehicle by performing a manoeuvre.
2.11. “ 目标车道 ”是指系统打算通过执行机动将车辆过渡到的行驶车道。
2.12. “Lane Change Procedure (LCP)” means the sequence of operations aimed at performing a lane change of a vehicle. The sequence comprises the following operations:
2.12.“ 变道程序 （LCP）”是指旨在执行车辆变道的作序列。该序列包括以下作：
(a) Activation of the direction indicator lamps;
（a） 启动方向指示灯;
(b) Lateral movement of the vehicle towards the lane boundary;
（b） 车辆向车道边界横向移动;
(c) Lane Change Manoeuvre;
（c） 变道作;
(d) Resumption of the stable position of the vehicle in the lane;
（d） 恢复车辆在车道上的稳定位置;
(e) Deactivation of direction indicator lamps.
（e） 停用方向指示灯。
2.13. “Lane Change Manoeuvre (LCM)” is part of the LCP and
2.13.“ 变道作 （LCM）”是 LCP 的一部分，并且
(a) Starts when the outside edge of the tyre tread of the vehicle’s front wheel closest to the lane markings crosses the outside edge of the lane marking to which the vehicle is being manoeuvred; and
（a） 当最靠近车道标记的车辆前轮轮胎胎面的外边缘穿过车辆正在纵的车道标记的外边缘时开始;以及
(b) Ends when the rear wheels of the vehicle have fully crossed the lane marking.
（b） 当车辆后轮完全越过车道标记时结束。
2.14. “Off mode” means a DCAS operational condition, when the system is prevented from assisting the driver in executing dynamic control of the vehicle.
2.14. “ 关闭模式 ”是指当系统无法协助驾驶员执行车辆的动态控制时，DCAS 运行情况。
2.15. “On mode” means a DCAS operational condition, when the system or a DCAS feature has been requested to provide assistance to the driver in executing dynamic control of the vehicle. In this mode, the system is either in ‘stand-by’ or ‘active’ mode.
2.15. “ 开启模式” 是指 DCAS 作条件，当系统或 DCAS 功能被要求为驾驶员执行车辆动态控制提供帮助时。在此模式下，系统处于“待机”或“活动”模式。
2.15.1. “Active mode” means a DCAS operational condition, when the system or a DCAS feature considers itself to be within its system boundaries and is providing assistance to the driver in executing dynamic control of the vehicle.
2.15.1. “ 活动模式 ”是指 DCAS 作条件，当系统或 DCAS 功能认为自己位于其系统边界内并正在为驾驶员执行车辆动态控制提供帮助时。
2.15.2. “Stand-by mode” means a DCAS operational condition, where the system or a DCAS feature is in ‘On’ mode, but not generating control output. In this mode, the system can be either in ‘passive’ or ‘inactive’ mode.
2.15.2. “Stand-by 模式 ”是指 DCAS 工作状态，其中系统或 DCAS 功能处于“开”模式，但不产生控制输出。在此模式下，系统可以处于“被动”或“非活动”模式。
2.15.2.1 “Passive mode” means a DCAS operational condition, when the system or DCAS feature is in ‘stand-by’ mode and considers itself to be within its system boundaries with no preconditions preventing switching to ‘active’ mode.
2.15.2.1 “ 被动模式 ”是指 DCAS 工作条件，当系统或 DCAS 功能处于“待机”模式并认为自己位于其系统边界内，没有阻止切换到“主动”模式的先决条件时。
2.15.2.2. “Inactive mode” means a DCAS operational condition, when the system or a DCAS feature is in ‘stand-by’ mode and considers itself to be outside its boundary conditions or any precondition is such that switching to ‘active’ mode is prevented.
2.15.2.2. “ 非活动模式 ”是指 DCAS 工作条件，当系统或 DCAS 功能处于“待机”模式并认为自己超出其边界条件或任何先决条件是无法切换到“活动”模式时。
2.16. “Risk of imminent collision” describes a situation or an event which leads to a collision of the vehicle with another road user or an obstacle which cannot be avoided by a braking demand lower than 5 m/s².
2.16. “ 即将发生碰撞的风险 ”是指导致车辆与其他道路使用者相撞的情况或事件，或因制动要求低于 5 m/s² 而无法避免的障碍物。
2.17. “Detection Range” means the distance at which the system can reliably recognise an object, taking account of the deterioration of components of the sensing system due to time and usage throughout the lifetime of the vehicle, and generate a control signal.
2.17. “ 检测范围 ”是指系统能够可靠地识别物体的距离，考虑到传感系统组件在车辆整个生命周期内因时间和使用而恶化，并生成控制信号。
2.18. “System/Feature Designed Speed Range” means the adaptive speed range within which the system or a feature thereof can be in ‘active’ mode based on the system design and capability, taking into account traffic and environmental conditions where relevant.
2.18. “系统/功能设计速度范围”是指系统或其功能可以根据系统设计和功能处于“活动”模式的自适应速度范围，同时考虑相关交通和环境条件。
2.19. “Driver-set maximum speed” means the maximum speed of DCAS operation set by the driver.
2.19.“ 驾驶员设定的最大速度 ”是指驾驶员设定的 DCAS 作的最大速度。
2.20. “Current maximum speed” means the maximum speed up to which the system will control the vehicle.
2.20.“当前最高速度” 是指系统控制车辆的最大速度。
2.21. “Rx Software Identification Number (RXSWIN)” means a dedicated identifier, defined by the vehicle manufacturer, representing information about the type approval relevant software of the Electronic Control System contributing to the UN Regulation No. 1XX type approval relevant characteristics of the vehicle.
2.21. “Rx 软件识别号 （RXSWIN）” 是指由车辆制造商定义的专用标识符，代表有关电子控制系统的型式认可相关软件的信息，有助于联合国第 1XX 号法规的型式认可相关特性车辆。
2.22. “Electronic Control System” means a combination of units, designed to co-operate in the production of the stated vehicle control function by electronic data processing. Such systems, often controlled by software, are built from discrete functional components such as sensors, electronic control units and actuators and connected by transmission links. They may include mechanical, electro-pneumatic or electro-hydraulic elements.
2.22. “ 电子控制系统 ”是指旨在通过电子数据处理合作生产所述车辆控制功能的单元组合。此类系统通常由软件控制，由传感器、电子控制单元和执行器等离散功能组件构建， 并通过传输链路连接。它们可能包括机械、电动气动或电动液压元件。
2.23. “Occurrence” means, in the context of the provisions in paragraph 7, a safety-related action or instance of an arising event or incident involving a vehicle equipped with DCAS.
2.23. 在第 7 款的规定中，“发生”是指与安全相关的行动或涉及配备 DCAS 的车辆的事件或事件的实例。
2.24. “Safety-Critical Occurrence” means an occurrence when DCAS or its respective feature is in ‘On’ mode at the time of a collision event which:
2.24. “ 安全关键事件 ”是指在发生碰撞事件时 DCAS 或其相应功能处于“开启”模式时发生的情况：
(a) Resulted in an injury requiring medical assistance or death of at least one person; or
（a） 导致至少一人受伤或死亡;或
(b) Resulted in the deployment of airbags, non-reversable occupant restraints and/or vulnerable road user secondary safety system of the DCAS-equipped vehicle.
（b） 导致配备 DCAS 的车辆展开安全气囊、不可逆转的乘员约束装置和（或）易受伤害的道路使用者二级安全系统。
2.25. “Controllability” means a measure of the probability that harm can be avoided when a hazardous condition occurs. This condition might be due to actions by the driver, by the system or by external measures.
2.25. “ 可控性 ”是指在发生危险情况时可以避免伤害的概率的衡量标准。这种情况可能是由于驾驶员、 系统或外部措施的行为造成的。
2.26. “Driver Override” means any action taken by the driver to temporarily intervene on the assistance provided by DCAS through the application of braking, transmission, accelerator or steering controls.
2.26. “ 驾驶员超控” 是指驾驶员通过应用制动、变速箱、油门或转向控制来临时干预 DCAS 提供的辅助而采取的任何行动。
2.27. “Highway” means a type of road where pedestrians and cyclists are prohibited and which, by design, is equipped with a physical separation that divides the traffic moving in opposite directions.
2.27. “ 高速公路 ”是指禁止行人和骑自行车者通行的道路，并且根据设计，该道路配备了物理分隔装置，将相反方向行驶的车辆分开。
2.28. “Non-Highway” means a type of road other than a highway as defined in paragraph 2.27.
2.28. “ 非公路 ”是指第 2.27 段中定义的公路以外的道路类型。
2.29. “Automated Driving System (ADS)” means the vehicle hardware and software that are collectively capable of performing the entire Dynamic Driving Task (DDT) on a sustained basis.
2.29. “ 自动驾驶系统 （ADS）”是指能够持续执行整个动态驾驶任务 （DDT） 的车辆硬件和软件。
2.30. “Dynamic Driving Task (DDT)” means the real-time operational and tactical functions required to operate the vehicle in on-road traffic.
2.30. “ 动态驾驶任务（DDT）”是指在道路交通中作车辆所需的实时作和战术功能。
2.31. “String Instability” means when a disturbance in the speed profile of the vehicle in front is amplified by the following vehicle.
2.31. “ 弦不稳定 ” 是指当前方车辆速度曲线的干扰被后车放大时。
2.32. ”Hands On Request (HOR)” means a request from the system to the driver to motorically reengage.
2.32.“手动请求 （HOR）” 是指系统向驾驶员发出的重新机动接合请求。
2.33. “Eyes On Request (EOR)” means a request from the system to the driver to visually reengage.
2.33.“Eyes On Request （EOR）” 是指系统向驾驶员发出的视觉重新参与的请求。
2.34. “Direct Control Alert (DCA)” means an instruction from the system to the driver to immediately resume at least lateral control of the vehicle.
2.34.“直接控制警报 （DCA）” 是指系统向驾驶员发出的指令， 要求立即恢复至少对车辆的横向控制。
3. Application for approval
3. 申请批准
3.1. The application for approval of a vehicle type with regard to the DCAS shall be submitted by the vehicle manufacturer or by the manufacturer’s authorized representative to the Type Approval Authority of the Contracting Party, according to the provisions of Schedule 3 of the 1958 Agreement.
3.1. 根据 1958 年协定附表 3 的规定，车辆制造商或制造商的授权代表应向缔约方型式认可机构提交与 DCAS 有关的车辆类型的批准申请。
3.2. It shall be accompanied by the following documentation:
3.2. 应附有以下文件：
3.2.1. A description of the vehicle type with regard to the items specified in paragraph 2.2 together with a documentation package as required in Annex 1 which gives access to the basic design of the DCAS and the means by which it is linked to other vehicle systems, or by which it directly controls output variables.
3.2.1. 关于第 2.2 段 中规定的项目的车辆类型说明，以及附件 1 中要求的文件包，该文件包可以访问 DCAS 的基本设计以及它与其他车辆系统相连的方式，或通过它直接控制输出变量的方式。
3.3. A vehicle representative of the vehicle type to be approved shall be submitted to the Type Approval Authority or its designated technical service responsible for conducting the approval tests.
3.3. 应向型式认可机构或其负责进行批准测试的指定技术服务机构提交拟批准车辆类型的车辆代表。
4. Approval
4. 批准
4.1. If the vehicle type submitted for approval pursuant to this UN Regulation meets the requirements of paragraphs 5 to 10 below, approval of that vehicle type shall be granted.
4.1. 如果根据本联合国条例提交批准的车辆类型符合下文第 5 至 10 款的要求，则应批准该车辆类型。
4.2. An approval number shall be assigned to each type approved. Its first two digits (at present 00 for the UN Regulation in its original form) shall indicate the series of amendments incorporating the technical amendments made to the UN Regulation at the time of issue of the approval. The same Contracting Party shall not assign the same number to another type of vehicle.
4.2. 应为每种批准的类型分配一个批准号。其前两位数字（目前 00 表示原始形式的联合国条例）应表示一系列修正案，其中包含在批准发布时对联合国条例所做的技术修正。同一缔约方不得为另一类车辆分配相同的编号。
4.3. Communication of approval or of extension of approval or of refusal of approval or withdrawal of approval or of production definitively discontinued of a vehicle type pursuant to this UN Regulation shall be communicated to the Contracting Parties to the Agreement applying this UN Regulation by means of a form conforming to the model in Annex 1 to this UN Regulation and documentation supplied by the applicant being in a format not exceeding A4 (210 × 297mm), and on an appropriate scale or electronic format.
4.3. 根据本联合国条例对某种车辆的批准或延长批准或拒绝批准或撤回批准或最终停止生产的通知，应通过符合附件中模式的表格通知适用本联合国条例的协定缔约方 1 本联合国条例和申请人提供的文件格式不超过 A4（210 × 297 毫米），并采用适当的比例或电子格式。
4.4. 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 UN Regulation, an international approval mark conforming to the model described in Annex 2, consisting of either:
4.4. 每辆符合根据联合国条例批准的车辆类型的车辆，均应在批准表上指定的显眼位置和易于接近的地方加贴符合附件 2 中描述的型号的国际批准标志 ，包括：
4.4.1. A circle surrounding the letter “E” followed by:
4.4.1. 字母“E”周围的圆圈后跟：
(a) The distinguishing number of the country which has granted approval; and
（a） 已批准的国家的区分编号;以及
(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.
（b） 本条例的编号，后面是字母“R”、破折号和本款所规定圆圈右侧的核准编号 。
4.5. The approval mark shall be clearly legible and be indelible.
4.5. 批准标志应清晰易读且不可磨灭。
4.6. The Type Approval Authority shall verify the existence of satisfactory arrangements for ensuring effective checks on conformity of production before type-approval is granted.
4.6. 型式认可机构应核实是否存在令人满意的安排，以确保在授予型式认可之前对生产符合性进行有效检查。
5. General Specifications
5. 一般规格
The fulfilment of the provisions of this paragraph shall be demonstrated by the manufacturer to the Type Approval Authority during the inspection of the safety approach as part of the assessment to Annex 3 and according to the relevant tests in Annex 4.
作为附件 3 评估的一部分，制造商应在安全方法检查期间并根据附件 4 中的相关测试向型式认可机构证明本款规定的满足情况。
5.1. General Requirements
5.1. 一般要求
5.1.1. The system shall be designed to ensure the driver remains engaged with the driving task, in accordance with paragraph 5.5.4.2.
5.1.1. 根据第 5.5.4.2 段，系统的设计应确保驾驶员始终参与驾驶任务。
5.1.2. The system shall be designed to ensure mode awareness and avoid driver overreliance. This shall be demonstrated by fulfilment of provisions of paragraphs 5.5.4.
5.1.2. 系统的设计应确保模式感知并避免驾驶员过度依赖。这应通过履行第 5.5.4 款的规定来证明。
5.1.3. The system shall be designed to guard against reasonably foreseeable misuse by the driver and unauthorized modification of the system’s software and hardware components.
5.1.3. 系统的设计应防止驱动程序合理可预见的滥用和未经授权修改系统的软件和硬件组件。
5.1.4. The system shall provide the driver a means to safely override or deactivate the system at any time in accordance with paragraphs 5.5.3.4.
5.1.4. 系统应根据第 5.5.3.4 段随时为驾驶员提供安全覆盖或停用系统的方法。
5.1.5. The DCAS-equipped vehicle shall at least be equipped with an Advanced Emergency Braking System. In addition, it shall be equipped with either a Lane Departure Prevention System or Lane Departure Warning System. These systems shall comply with the technical requirements and transitional provisions of UN Regulations Nos. 131, 152, 79 (Corrective Steering Function) and 130, as appropriate for the DCAS-equipped vehicle category.
5.1.5. 配备 DCAS 的车辆至少应配备先进的紧急制动系统。此外，还应配备车道偏离预防系统或车道偏离警告系统。这些系统应符合联合国第 131、152、79 号条例（纠正转向功能）和第 130 号条例的技术要求和过渡规定，适用于配备 DCAS 的车辆类别。
5.2. DCAS interaction with other vehicle assistance systems
5.2.DCAS 与其他车辆辅助系统的交互
5.2.1. While the system is in ‘active’ mode, its operation shall not deactivate or suppress the longitudinal functionality of activated emergency assistance systems (i.e., AEBS). In the case of lateral functionality, the system may deactivate or suppress emergency assistance systems in accordance with the respective regulations covering this functionality.
5.2.1. 当系统处于“活动”模式时，其运行不得停用或抑制已激活的紧急援助系统（即 AEBS）的纵向功能。在横向功能的情况下，系统可能会根据涵盖此功能的相应法规停用或抑制紧急援助系统。
5.2.2. Transitions between DCAS and other assistance or automation systems, prioritization of one over the other, and any suppression or deactivation of other assistance systems which are intended to ensure the safe and nominal operation of the vehicle shall be described in detail in the documentation presented to the Type Approval Authority.
5.2.2. DCAS 与其他辅助或自动化系统之间的转换、两者的优先级以及旨在确保车辆安全和标称运行的其他辅助系统的任何抑制或停用应在提交给型式认可机构的文件中详细描述。
5.3. Functional requirements
5.3. 功能需求
5.3.1. The manufacturer shall describe in detail in the documentation the detection capabilities of the system relevant to the individual features, especially for those system boundaries listed in Annex 3, Appendix 3.
5.3.1. 制造商应在文档中详细描述与各个特征相关的系统检测能力，特别是对于附件 3 附录 3 中列出的系统边界。
5.3.2. The system shall be able to detect, assess and respond to its surroundings as required to implement the system’s intended functionality, within the system boundaries and to the extent possible if operating beyond system boundaries.
5.3.2. 系统应能够根据需要检测、评估和响应其周围环境，以实现系统的预期功能，在系统边界内，如果在系统边界之外运行，则尽可能。
5.3.2.1. The system shall aim to avoid disruption to the flow of traffic by adapting its behaviour to the surrounding traffic in an appropriate safety-oriented way.
5.3.2.1. 系统应以适当的安全导向方式使其行为适应周围交通，从而避免交通流中断。
5.3.2.2. If the system detects a risk of collision, it shall aim to avoid or mitigate the severity of a collision.
5.3.2.2. 如果系统检测到碰撞风险，应旨在避免或减轻碰撞的严重程度。
5.3.2.3. Without prejudice to other requirements in this UN Regulation, the system shall control the longitudinal and lateral motion of the vehicle aiming to maintain appropriate distances from other road users.
5.3.2.3. 在不影响本联合国条例其他要求的情况下 ，系统应控制车辆的纵向和横向运动，以与其他道路使用者保持适当的距离。
5.3.3. The system may activate relevant vehicle systems when necessary and applicable as appropriate for the system’s operational design (e.g. direction indicators, activate wipers in case of rain, heating systems, etc.).
5.3.3. 系统可以在必要时启动相关车辆系统，并酌情适用于系统的运行设计（例如方向指示灯、下雨时启动雨刷器、加热系统等）。
5.3.4. The system’s control strategy shall be designed to reduce the risk of collisions whilst remaining controllable, accounting for the reaction time of the driver, as per paragraph 5.3.6.
5.3.4. 根据第 5.3.6 段，系统的控制策略应设计为在保持可控的同时降低碰撞风险，同时考虑到驾驶员的反应时间。
5.3.5. Response to System boundaries
5.3.5. 对系统边界的响应
5.3.5.1. The system shall aim to detect the applicable system boundaries when DCAS or a feature of DCAS is in ‘on’ mode. If the system identifies that the system or feature boundary is exceeded, it shall transition into ‘stand-by’ mode and immediately notify the driver in accordance to the strategies described by the manufacturer as outlined in paragraph 5.3.5.2. and according to the HMI requirements defined in paragraph 5.5.4.1.
5.3.5.1. 当 DCAS 或 DCAS 的某个功能处于“开启”模式时，系统应旨在检测适用的系统边界。如果系统识别出超出系统或功能边界，则应过渡到“待机”模式，并立即根据制造商描述的第 5.3.5.2 段 中概述的策略通知驾驶员。并根据第 5.5.4.1 段 中定义的 HMI 要求。
The system shall terminate assistance to the driver provided by the affected feature or the system in a controllable way. The assistance termination strategy shall be described by the vehicle manufacturer and assessed according to Annex 3.
系统应以可控的方式终止受影响功能或系统向驾驶员提供的帮助。协助终止策略应由车辆制造商描述并根据附件 3 进行评估。
5.3.5.1.1. The system shall aim to avoid rapid system fluctuations between ‘stand-by’ and ‘active’ modes.
5.3.5.1.1. 系统应旨在避免系统在“待机”和“活动”模式之间快速波动。
5.3.5.2. The manufacturer shall describe in detail, as part of the documentation required for Section 9, the system boundary conditions for the system and its features, and the strategies to notify the driver in the event a boundary condition is detected to be exceeded, being met or being approached (as per paragraph 5.3.5.5.).
5.3.5.2. 作为第 9 节所需文件的一部分，制造商应详细描述系统的系统边界条件及其功能，以及在检测到边界条件超出、满足或接近边界条件时通知驾驶员的策略（根据第 5.3.5.5 段）。
5.3.5.2.1. The description shall at least take into account potentially relevant boundary conditions as listed in Annex 3, Appendix 3.
5.3.5.2.1. 说明应至少考虑到附件 3 附录 3 所列的潜在相关边界条件。
5.3.5.2.2. The manufacturer shall describe and where reasonable demonstrate the behaviour of the system, the impact on system performance and how safety is ensured in case the system or its features remain in ‘active’ mode beyond these boundaries.
5.3.5.2.2.制造商应描述并在合理的情况下证明系统的行为、对系统性能的影响，以及在系统或其功能超出这些边界时保持“活动”模式时如何确保安全。
5.3.5.3. The manufacturer shall identify those system boundaries that the system is able to detect and shall describe the means by which the system is capable of identifying system boundaries.
5.3.5.3. 制造商应确定系统能够检测到的系统边界，并应描述系统能够识别系统边界的方法。
5.3.5.4. Any declared system boundary that the system is unable to detect shall be documented and it shall be justified, to the satisfaction of the Type Approval Authority, how the inability to detect does not affect the safe operation of the system or its features.
5.3.5.4. 系统无法检测到的任何声明的系统边界都应记录在案，并应证明无法检测如何不影响系统的安全运行或其功能 ，并令型式认可机构满意。
5.3.5.5. When the system identifies that the vehicle is approaching a system boundary of a feature in ‘active mode’, it shall inform the driver of this with sufficient lead time for the driver to respond appropriately.
5.3.5.5. 当系统识别出车辆在“主动模式”下接近某个特征的系统边界时，它应以足够的提前时间通知驾驶员， 以便驾驶员做出适当的反应 。
5.3.6. Controllability
5.3.6. 可控性
5.3.6.1. The system shall be designed to ensure that control actions by the system including, but not limited to, those resulting from system failures, reaching system boundaries, cancelling manoeuvres or when the system is being switched to ‘off’ mode remain controllable for the driver. This shall take into account the driver’s potential reaction time, as relevant to the situation, including manual reengagement where applicable, so that the driver intervention can be safely performed at any time (e.g., during a given manoeuvre).
5.3.6.1. 系统的设计应确保系统的控制动作，包括但不限于因系统故障、达到系统边界、取消作或系统切换到“关闭”模式时引起的控制动作，对驾驶员来说仍然是可控的。这应考虑到驾驶员与情况相关的潜在反应时间，包括在适用的情况下手动重新接合，以便驾驶员干预可以随时安全地进行 （ 例如，在给定的作期间）。
5.3.6.1.1. Whilst withholding HORs, the manufacturer shall consider this potential reaction time required for the driver to respond to a DCA and to hold the steering control. This shall never be assumed to be less than 1 second, unless the manufacturer is able to demonstrate that controllability is ensured through specific strategies.
5.3.6.1.1.在扣留 HOR 时，制造商应考虑驾驶员响应 DCA 和保持转向控制所需的潜在反应时间。这绝不能假设小于 1 秒，除非制造商能够证明通过特定策略确保可控性。
5.3.6.2. The system shall be designed to ensure controllability in accordance with the system’s capabilities and within the defined system boundaries. In the case that HORs are being withheld, the system shall take into account that the driver may be motorically disengaged.
5.3.6.2. 系统的设计应确保根据系统的能力并在规定的系统边界内实现可控性。 在 HOR 被扣留的情况下，系统应考虑到驾驶员可能因机动脱离而脱离 。
The manufacturer’s controllability design shall be described in detail to the Type Approval Authority and shall be assessed according to Annex 3.
制造商的可控性设计应向型式认可机构详细描述，并应根据附件 3 进行评估。
5.3.6.3. Deceleration and Acceleration
5.3.6.3. 减速和加速
5.3.6.3.1. When controlled by the system, the vehicle deceleration and acceleration shall remain manageable for the driver and surrounding traffic, unless increased levels of deceleration are required to ensure the safety of the vehicle or surrounding road users.
5.3.6.3.1. 当由系统控制时，车辆减速和加速应保持驾驶员和周围交通的可控水平，除非需要提高减速水平以确保车辆或周围道路使用者的安全。
5.3.6.3.2. While the system is trying to maintain a constant speed without external disturbances, it shall aim to minimise unreasonable fluctuations in the vehicle’s speed.
5.3.6.3.2. 当系统试图在没有外部干扰的情况下保持恒定速度时， 它应尽量减少车速的不合理波动。
5.3.7. System Dynamic Control
5.3.7. 系统动态控制
5.3.7.1. Positioning of the vehicle in the lane of travel
5.3.7.1. 车辆在行驶车道上的定位
5.3.7.1.1. The system while being in ‘active’ mode shall assist in keeping the vehicle in a stable position within its lane of travel.
5.3.7.1.1. 系统在处于“活动”模式时应有助于将车辆保持在其行驶车道内的稳定位置。
While being in ‘active’ mode, the system shall ensure that the vehicle does not leave its lane of travel for lateral acceleration values specified by the manufacturer.
在处于“主动”模式时，系统应确保车辆不会因制造商指定的横向加速度值而离开其行驶车道。
5.3.7.1.1.1. The system shall have the capability to adapt the vehicle speed in response to road curvature in order to achieve this.
5.3.7.1.1.1. 为了实现这一目标，系统应具有根据道路曲率调整车速的能力 。
5.3.7.1.2. The activated feature shall at any time, within the boundary conditions, ensure that the vehicle does not unintentionally cross a lane marking for lateral accelerations values to be specified by the manufacturer which shall not exceed 3 m/s² for M1 and N1 category vehicles and 2.5 m/s² for M2, M3, N2 and N3 category vehicles.
5.3.7.1.2. 激活的功能应随时在边界条件下确保车辆不会无意中越过制造商规定的横向加速度值的车道标记，该车道标记对于 M1 和 N1 类车辆不得超过 3 m/s²，对于 M 2、M3 车辆不得超过 2.5 m/s²， N2 和 N3 类车辆。
It is recognised that the maximum lateral acceleration values specified by the vehicle manufacturer may not be achievable under all conditions (e.g., inclement weather, different tyres fitted to the vehicle, laterally sloped roads). The feature shall not deactivate or unreasonably switch the control strategy in these other conditions.
人们认识到，车辆制造商规定的最大横向加速度值可能无法在所有条件下（例如恶劣天气、车辆安装的不同轮胎、横向倾斜的道路）都能达到。在这些其他条件下，该功能不得停用或不合理地切换控制策略。
The system may exceed the specified value of maximum lateral acceleration by not more than 0.3 m/s2, while not exceeding 3 m/s² for M1 and N1 category vehicles and 2.5 m/s² for M2, M3, N2 and N3 category vehicles.
系统可超过规定的最大横向加速度值不超过 0.3 m/s2，而 M 1 和 N1 类车辆不得超过 3 m/s²，M 2、M 3、N2 和 N3 类车辆不得超过 2.5 m/s²。
Notwithstanding the sentence above, for time periods of not more than 2 seconds the lateral acceleration of the system may exceed the specified value of maximum lateral acceleration by not more than 40 per cent, while not exceeding 3 m/s² for M1 and N1 category vehicles and 2.5 m/s² for M2, M3, N2 and N3 category vehicles by more than 0.3 m/s2.
尽管有上述规定，在不超过 2 秒的时间段内，系统的横向加速度可超过最大横向加速度的规定值不超过 40%，而 M1 和 N1 类车辆不得超过 3 米/秒²，M2 类车辆不得超过 2.5 米/秒 ²， M3、N2 和 N3 类车辆的 0.3 m/s 以上 2.
5.3.7.1.2.1. The moving average over half a second of the lateral jerk generated by the system shall not exceed 5 m/s3.
5.3.7.1.2.1. 系统产生的横向抖动半秒内的移动平均线不得超过 5 m/s3.
5.3.7.1.3. The strategy by which the system determines the appropriate speed and resulting lateral acceleration shall be documented and assessed by the Type Approval Authority.
5.3.7.1.3. 系统确定适当速度和由此产生的横向加速度的策略应由型式认可机构记录和评估。
5.3.7.1.4. When the system reaches its boundary conditions set out in paragraph 9.1.3., and both in the absence of any driver input to the steering control and when any the front tyre of the vehicle starts to unintentionally cross a lane marking, the system shall avoid sudden loss of steering support by providing continued assistance to the extent possible as outlined in the safety concept of the vehicle manufacturer. The system shall clearly inform the driver about this system status by means of an optical warning signal and additionally by an acoustic or haptic warning signal.
5.3.7.1.4. 当系统达到第 9.1.3 段规定的边界条件时，无论是在驾驶员对转向控制装置没有任何输入的情况下，还是当车辆的前轮胎开始无意中越过车道标记时，系统应根据车辆制造商的安全概念中概述的尽可能提供持续的帮助，从而避免转向支撑突然丧失。系统应通过光学警告信号以及声音或触觉警告信号清楚地通知驾驶员该系统状态。
For vehicles of categories M2 M3 N2 and N3, the warning requirement above is deemed to be fulfilled if the vehicle is equipped with a Lane Departure Warning System (LDWS) fulfilling the technical requirements of UN Regulation No. 130.
对于 M 2、M3、N2 和 N3 类车辆， 如果车辆配备了满足联合国第 130 号条例技术要求的车道偏离警告系统 （LDWS），则视为满足上述警告要求。
5.3.7.2. Manoeuvre
5.3.7.2. 机动
5.3.7.2.1. General Requirements
5.3.7.2.1. 一般要求
5.3.7.2.1.1. A manoeuvre shall only be initiated if the driver is not detected to be disengaged, and
5.3.7.2.1.1. 只有在未检测到驾驶员脱离时，才应启动机动，并且
has commanded the system to perform the manoeuvre for a driver-initiated manoeuvre; or
已命令系统执行驾驶员发起的机动;或
has acknowledged the system’s intention as needed for a driver-confirmed manoeuvre; or
已承认系统根据需要进行驾驶员确认作的意图;或
is given sufficient notice to react for a system-initiated manoeuvre.
给予足够的通知以对系统启动的机动做出反应。
Motoric disengagement may not be considered when HORs are being withheld by the system.
当系统扣留 HOR 时，可能不会考虑运动脱离。
5.3.7.2.1.2. The system shall only be permitted to perform a manoeuvre if the vehicle is equipped with detection capabilities with sufficient range to the front, side and rear with respect to the manoeuvre.
5.3.7.2.1.2. 只有当车辆配备具有与机动相关的前部、侧面和后部足够距离的探测能力时，系统才被允许执行机动。
5.3.7.2.1.3. A manoeuvre shall not be initiated if a driver disengagement warning is being given to the driver.
5.3.7.2.1.3. 如果向驾驶员发出脱离驾驶员的警告，则不得启动作。
5.3.7.2.1.4. A manoeuvre shall not be initiated if a risk of collision with another vehicle or road user is detected in the predicted path of the DCAS vehicle during the manoeuvre.
5.3.7.2.1.4. 如果在机动过程中检测到 DCAS 车辆的预测路径中存在与另一辆车或道路使用者发生碰撞的危险，则不得启动机动。
5.3.7.2.1.5. A manoeuvre shall be predictable and manageable for other road users.
5.3.7.2.1.5. 其他道路使用者应可预测和管理作。
5.3.7.2.1.6. A manoeuvre shall aim to be one continuous movement.
5.3.7.2.1.6. 动作应以一个连续的动作为目标。
5.3.7.2.1.7. A manoeuvre shall be completed without undue delay.
5.3.7.2.1.7. 作应不得无故拖延地完成。
5.3.7.2.1.8. Once a manoeuvre has been completed, the system shall resume assisting in maintaining a stable position in the lane of travel.
5.3.7.2.1.8. 一旦机动完成，系统应恢复协助保持行驶车道上的稳定位置。
5.3.7.2.1.9. In case the vehicle is unexpectedly forced to become stationary during a planned manoeuvre, the system shall provide at least a visual warning signal to the driver, and may request the driver to resume control.
5.3.7.2.1.9. 如果车辆在计划纵过程中意外被迫静止，系统应至少向驾驶员提供视觉警告信号，并可要求驾驶员恢复控制。
5.3.7.2.1.10. The system shall indicate driving manoeuvres assisted by the system (e.g., a lane change or turn) to other road users as per the required convention or as specifically defined in this Regulation. This shall include the use of the direction indicator to notify road users of an upcoming lateral manoeuvre.
5.3.7.2.1.10. 系统应根据规定的公约或本条例中具体定义，向其他道路使用者指示系统辅助的驾驶作（例如变道或转弯）。这应包括使用方向指示器通知道路使用者即将进行的横向机动。
5.3.7.2.1.11. The system shall ensure the manoeuvre remains controllable for the driver, as per paragraph 5.3.6., by adapting its longitudinal speed before and during the manoeuvre when necessary.
5.3.7.2.1.11. 系统应根据第 5.3.6 款，确保驾驶员在纵前和纵期间调整其纵向速度，从而确保纵对驾驶员保持可控。
5.3.7.2.1.12. The manoeuvre shall aim to not cause a collision with another detected vehicle or road user in the predicted path of the vehicle during the manoeuvre.
5.3.7.2.1.12. 机动应旨在不在机动过程中与车辆预测路径内的其他检测车辆或道路使用者发生碰撞。
5.3.7.2.2. General requirements for driver-initiated manoeuvres
5.3.7.2.2. 驾驶员发起作的一般要求
The requirements of this paragraph and its subparagraphs apply to feature(s) systems capable of performing driver-initiated manoeuvres.
本段及其子段的要求适用于 能够执行驾驶员发起的作的功能系统 。
5.3.7.2.2.1. The system shall only initiate the manoeuvre when explicitly commanded by the driver without prior request by the system, and when it is safe to do so.
5.3.7.2.2.1. 系统只有在驾驶员明确命令时，系统才应在没有系统事先请求的情况下启动作，并且在安全的情况下启动作。
5.3.7.2.3. General requirements for driver-confirmed manoeuvres
5.3.7.2.3. 驾驶员确认作的一般要求
The requirements of this paragraph and its subparagraphs apply to feature(s) capable of performing driver-confirmed manoeuvres.
本段及其小段的要求适用于 能够执行驾驶员确认作的功能。
5.3.7.2.3.1. The requirements outlined in paragraph 5.5.4.1.8. and subparagraphs shall apply. In addition, the system shall be designed to ensure that the driver has sufficient time to confirm that the system may proceed with the manoeuvre, as appropriate.
5.3.7.2.3.1. 第 5.5.4.1.8 段和各项所述要求应适用。此外，系统的设计应确保驾驶员有足够的时间确认系统可以酌情进行作。
5.3.7.2.3.2. A request by the system for the driver to confirm a manoeuvre shall at least be indicated through a specific signal (or combination of signals) in accordance with paragraph 5.5.4.1.
5.3.7.2.3.2. 系统要求驾驶员确认纵的请求应至少根据第 5.5.4.1 段通过特定信号（或信号组合）进行指示。
5.3.7.2.3.3. In the event that the driver does not confirm a request by the system, the system shall not initiate that manoeuvre.
5.3.7.2.3.3. 如果驱动程序未确认系统的请求，则系统不应启动该请求 。
5.3.7.2.3.4. A manoeuvre shall only be proposed if there is a justifiable reason for said manoeuvre.
5.3.7.2.3.4. 只有在有正当理由的情况下，才应提出作。
5.3.7.2.3.5. The system shall aim not to initiate the proposed manoeuvre, even if already confirmed by the driver, unless the following conditions are met:
5.3.7.2.3.5. 除非满足以下条件，否则系统应不启动拟议的作，即使已经得到驾驶员的确认 ：
(a) The target area, lane or path is determined by the system to be clear;
（a） 目标区域、车道或路径由系统确定为畅通;
(b) The reason for the manoeuvre still exists;
（b） 纵的理由仍然存在;
(c) The target area or lane allows the system to resume stable control after completing the manoeuvre;
（c） 目标区域或车道允许系统在完成机动后恢复稳定控制;
(d) The manoeuvre is anticipated to be completed before the vehicle comes to standstill, unless this is necessary for safe navigation or to give way to other road users;
（d） 预计在车辆静止之前完成作，除非这是安全航行或给其他道路使用者让路所必需的;
(e) The target area or lane is assessed not to be outside of the system’s boundaries.
（e） 目标区域或车道被评估为不超出系统边界。
(f) The driver has been detected to have directed their gaze as appropriate to the proposed manoeuvre within an appropriate period before the manoeuvre commences.
（f） 在纵开始前的适当时间内，已发现司机已适当地将视线注视拟议的纵。
5.3.7.2.3.6. The system shall not propose a manoeuvre if it would knowingly cause other road users to unreasonably or unmanageably decelerate or evade the vehicle as a consequence of the manoeuvre.
5.3.7.2.3.6. 如果系统故意导致其他道路使用者因该作而不合理或无法控制地控制或避开车辆 ，则该系统不得提出作。
5.3.7.2.3.7. The system shall aim to not initiate a manoeuvre if it would violate applicable instruction by relevant signage or performance requirements as specified in paragraph 6.
5.3.7.2.3.7. 如果作违反了第 6 段中规定的相关标牌或性能要求的适用指示，则系统应不启动作。
5.3.7.2.3.8. The system shall not propose a manoeuvre if it would lead the vehicle to cross lane markings which are not permitted to be crossed.
5.3.7.2.3.8. 如果系统会导致车辆越过不允许越过的车道标记，则系统不应提出作建议。
5.3.7.2.4. General requirements for system-initiated manoeuvres
5.3.7.2.4. 系统启动作的一般要求
The requirements of this paragraph and its subparagraphs apply to feature(s) capable of performing system-initiated manoeuvres.
本款及其各项的要求适用于能够执行系统启动的机动的要素 。
5.3.7.2.4.1. The system shall be designed to ensure that the driver has sufficient time to reject the manoeuvre announced by the system before it is performed in an easily accessible way, or to resume unassisted control, as appropriate.
5.3.7.2.4.1. 系统的设计应确保驾驶员有足够的时间拒绝系统宣布的作，然后以易于访问的方式进行作，或酌情恢复无辅助控制。
If the driver rejects a manoeuvre, the system shall not initiate the same manoeuvre unless the circumstances change or there is a risk of an imminent collision.
如果驾驶员拒绝作，系统不应启动相同的作，除非情况发生变化或存在即将发生碰撞的风险。
5.3.7.2.4.2. A manoeuvre shall not be initiated if system has presented an EOR to the driver in the 7 seconds leading up to the initiation of the manoeuvre.
5.3.7.2.4.2. 如果系统在作开始前的 7 秒内向驾驶员出示了 EOR，则不得启动作。
5.3.7.2.4.2.1. In addition, further strategies shall be implemented to ensure appropriate driver engagement prior to the initiation of the manoeuvre, which shall be documented and explained.
5.3.7.2.4.2.1. 此外，还应实施进一步的策略，以确保在开始作之前进行适当的驾驶员参与，并对其进行记录和解释。
5.3.7.2.4.3. The manufacturer shall also describe in the safety concept the system behaviour in case the driver is detected to be disengaged during a manoeuvre (e.g., initiation of a risk mitigation function, full execution of the manoeuvre, stop the vehicle).
5.3.7.2.4.3. 制造商还应在安全概念中描述在检测到驾驶员在纵过程中脱离时的系统行为（例如，启动风险缓解功能、完全执行纵、停止车辆）。
5.3.7.2.4.4. A manoeuvre shall only be performed if there is a justifiable reason for said manoeuvre (e.g., pursuing a set destination, following traffic flow, safety-relevant manoeuvres, etc.). The manufacturer shall explain in the documentation the traffic situations where the system may initiate manoeuvres.
5.3.7.2.4.4. 只有在有正当理由进行该作时，才应进行该作（例如，追求设定的目的地、跟随交通流量、与安全相关的作等）。制造商应在文档中解释系统可能启动作的交通情况。
5.3.7.2.4.5. The system shall not initiate the manoeuvre if the conditions outlined in paragraph 5.3.7.2.3.5. are not met.
5.3.7.2.4.5. 如果不满足第 5.3.7.2.3.5 段所述条件，系统不得启动作。
5.3.7.2.4.6. The system shall aim to not initiate a manoeuvre if it would cause other road users to unreasonably or unmanageably decelerate or evade the vehicle as a consequence of the manoeuvre.
5.3.7.2.4.6. 如果该机动会导致其他道路使用者因机动而不合理或无法控制地减速或躲避车辆，则系统应不发起机动。
5.3.7.2.4.7. The system shall aim to not initiate a manoeuvre if it would violate applicable instruction by relevant signage or performance requirements as specified in paragraph 6.
5.3.7.2.4.7. 如果系统违反第 6 款规定的相关标牌或性能要求的适用指示，则系统应不发起作。
5.3.7.2.4.8. The system shall not initiate a manoeuvre if it would lead the vehicle to cross lane markings which are not permitted to be crossed.
5.3.7.2.4.8. 如果系统会导致车辆越过不允许越过的车道标记，则系统不应启动机动。
5.3.7.2.4.9. The system shall aim not to violate appropriate right-of-way rules applicable in the country of operation where relevant to the manoeuvre.
5.3.7.2.4.9. 系统应旨在不违反与演习相关的作国家/地区适用的适当通行权规则。
5.3.7.2.4.10. The system shall only initiate a manoeuvre if the vehicle is located on a highway (including highway slip roads) and it is not withholding HORs.
5.3.7.2.4.10. 只有当车辆位于高速公路（包括高速公路支路）上并且没有扣留 HOR 时，系统才应启动机动。
5.3.7.2.4.11. A request for the driver to acknowledge that they have read and understood the driver information material outlined in paragraph 5.6 shall be given while the vehicle is in a stopped position. This request shall be given at least once every month. If the vehicle utilises a means of differentiating between users, this may be extended to three months for a given user. If the vehicle can identify that a driver has previously acknowledged this request it does not need to be given again for that driver. If the vehicle can identify that the driver has not acknowledged this request before, then it shall be given upon initiation of the powertrain.
5.3.7.2.4.11. 当车辆处于停止位置时，应要求驾驶员承认他们已阅读并理解第 5.6 款中概述的驾驶员信息材料。此请求应至少每月提出一次。如果车辆使用区分用户的方法，则 对于给定用户，这可能会延长至三个月。如果车辆能够识别出驾驶员之前已确认此请求，则无需再次为该驾驶员提供该请求。如果车辆能够识别出驾驶员之前没有确认此请求，则应在动力总成启动时发出。
5.3.7.2.5. Special provisions for systems capable of performing system-initiated manoeuvres or withholding of HORs
5.3.7.2.5. 对能够执行系统启动的机动或扣留 HOR 的系统的特殊规定
5.3.7.2.5.1. The system shall be designed to have anticipatory behaviour in interaction with other road user(s) aiming to ensure stable, low-amplitude dynamics and/or to minimise risk as appropriate (e.g., when critical situations could become imminent). This shall be demonstrated by avoidance of a collision in the following scenarios, accounting for the robustness criteria outlined in Annex 3 Appendix 4:
5.3.7.2.5.1. 该系统的设计应具有与其他道路使用者互动的预期行为，旨在确保稳定、低振幅的动态和/或酌情将风险降至最低（例如，当危急情况可能迫在眉睫时）。这应通过在以下情况下避免碰撞来证明，并考虑附件 3 附录 4 中概述的稳健性标准：
(a) A cut-out of the lead vehicle as outlined in Annex 4, paragraph 4.2.5.2.6.;
（a） 附件 4 第 4.2.5.2.6 段所述的牵头车辆的切口;
(b) A vehicle cutting in from the adjacent lane as outlined in Annex 4, paragraph 4.2.5.2.5.;
（b） 附件 4 第 4.2.5.2.5 段所述从相邻车道切入的车辆;
(c) A decelerating lead vehicle as outlined in Annex 4, paragraph 4.2.5.2.4.
（c） 附件 4 第 4.2.5.2.4 段所述的减速牵头车辆。
5.3.7.2.5.2. In case the following distance to a vehicle in front is temporarily disrupted (e.g., vehicle is cutting in, a decelerating lead vehicle, etc.), the vehicle shall readjust the following distance at the next available opportunity without any harsh braking implementing strategies aiming to address significant string instability, unless an emergency manoeuvre would become necessary.
5.3.7.2.5.2. 如果与前方车辆的跟随距离暂时中断（例如，车辆切入、减速的领先车辆等），车辆应在下一个可用机会重新调整跟随距离，无需任何急制动实施旨在解决严重串不稳定的策略，除非需要紧急作。
5.3.7.2.5.3. Special provisions regarding system boundaries
5.3.7.2.5.3. 关于系统边界的特殊规定
5.3.7.2.5.3.1. For highway operation, the system shall aim to respond to work zones, lane reductions, lane closures, toll stations and end of highways (e.g., by notifying the driver, issuing a DCA, or continuing operation if capable).
5.3.7.2.5.3.1. 对于高速公路运营，系统应旨在应对工作区、车道缩小、车道封闭、收费站和高速公路末端（例如，通过通知驾驶员、发布 DCA 或在有能力的情况下继续运营）。
5.3.7.2.5.3.2. For non-highway operation, if system-initiated manoeuvres can be activated, the system shall aim to respond to relevant situations when the vehicle could be expected to stop, give way or required to change lane.
5.3.7.2.5.3.2. 对于非公路作，如果可以激活系统启动的机动，则系统应旨在应对车辆可能停车、让路或需要变道的相关情况。
If the relevant situation is within the system boundaries, the system shall manage it by either:
如果相关情况在系统边界内，系统应通过以下任一方式进行管理：
Carrying on providing lateral and/or longitudinal assistance; or
继续提供横向和/或纵向援助;或
Suggesting a manoeuvre to the driver; or
向司机建议作;或
Issue a DCA; or
签发 DCA;或
Performing a system-initiated manoeuvre.
执行系统启动的作。
If the relevant situation means that the system is approaching a system boundary, the system shall issue a DCA.
如果相关情况意味着系统正在接近系统边界，则系统应发布 DCA。
5.3.7.2.5.3. The system shall be able to recognize lane markings as outlined in Annex 3 of the 01 or later series of amendments to UN Regulation No. 130, as relevant to the countries in which the system can be activated.
5.3.7.2.5.3. 该系统应能够识别 01 年或以后对联合国第 130 号条例的一系列修正案附件 3 中 概述的车道标记，这些标记与可以激活该系统的国家相关。
5.3.7.3. Driver Unavailability Response
5.3.7.3. 驱动程序不可用响应
5.3.7.3.1. The system shall comply with the technical requirements and transitional provisions of the 04 or later series of amendments to UN Regulation No. 79 with respect to the Risk Mitigation Function (RMF). In the event that the driver has been determined to be unavailable following a driver disengagement warning escalation sequence as defined in paragraph 5.5.4.2.6., the system shall appropriately activate the Risk Mitigation Function in order to come to a safe stop.
5.3.7.3.1. 系统应符合 04 年或以后对联合国第 79 号条例关于风险缓解功能 （RMF） 的一系列修正案的技术要求和过渡规定。如果在第 5.5.4.2.6 段中定义的驾驶员脱离警告升级序列后被确定为不可用，则系统应适当激活风险缓解功能以安全停车。
5.3.7.3.2. The system shall be designed to select an appropriate target stop area based on the system capabilities and current circumstances (e.g. traffic situation, road infrastructure) with the aim of minimising risk.
5.3.7.3.2. 系统的设计应根据系统功能和当前情况（例如交通状况、道路基础设施）选择适当的目标停靠区域，以尽量减少风险。
5.3.7.3.3. Where the system is equipped with a driver-confirmed or system-initiated lane change feature, the RMF shall be capable of performing lane changes, in compliance with the technical requirements for systems with the purpose of bringing the vehicle to a safe stop outside its own lane of travel of the 04 or later series of amendments to UN Regulation No. 79, during an intervention on a highway to bring the vehicle towards a target stop area in a slower or emergency lane.
5.3.7.3.3. 如果系统配备了驾驶员确认或系统启动的变道功能，则 RMF 应能够按照系统的技术要求进行变道，目的是使车辆在联合国第 79 号条例的 04 年或之后的一系列修正案中在其自己的行驶车道之外安全停车， 在高速公路上进行干预期间，将车辆带到较慢或紧急车道上的目标停车区域。
5.3.7.4. Speed Limit Compliance Assistance
5.3.7.4. 限速合规协助
5.3.7.4.1. The system shall aim to determine the permitted road speed limit relevant to the current lane of travel.
5.3.7.4.1. 该系统应旨在确定与当前行驶车道相关的允许道路限速。
5.3.7.4.2. The system shall continuously display the system-determined road speed limit to the driver.
5.3.7.4.2. 系统应向驾驶员连续显示系统确定的道路限速。
5.3.7.4.3. The system and any of its features shall only provide assistance within their designed speed range.
5.3.7.4.3. 系统及其任何功能应仅在其设计速度范围内提供辅助。
5.3.7.4.4. The maximum speed up to which the system and any of its features provides assistance shall not exceed the maximum speed limit in the country where the vehicle is currently operating.
5.3.7.4.4. 系统及其任何功能提供辅助的最高速度不得超过车辆当前运行国家/地区的最高速度限制。
5.3.7.4.5. The current maximum speed the system may assist up to shall be determined either from:
5.3.7.4.5. 系统可协助达到的当前最大速度应从以下任一确定：
(a) Driver-set maximum speed;
（a） 驾驶员设定的最高速度;
(b) System-determined road speed limit.
（b） 系统确定的道路限速。
5.3.7.4.6. The system shall automatically control the vehicle speed to not exceed the current maximum speed.
5.3.7.4.6. 系统应自动控制车速不超过当前最高速度。
5.3.7.4.7. The system shall provide a means for the driver to set a driver-set maximum speed within the system’s designed speed range.
5.3.7.4.7. 系统应为驾驶员提供一种在系统设计速度范围内设置驾驶员设定的最大速度的方法。
5.3.7.4.7.1. When the vehicle speed exceeds the system-determined road speed limit, the system shall provide at least an optical signal to the driver for an appropriate duration.
5.3.7.4.7.1. 当车速超过系统确定的道路限速时，系统应至少在适当的时间内向驾驶员提供光信号。
5.3.7.4.7.2. The system may incorporate a feature allowing the driver to confirm or reject any change in the current maximum speed before it is automatically changed by the system.
5.3.7.4.7.2. 系统可以包含一项功能，允许驾驶员在系统自动更改当前最大速度之前确认或拒绝当前最大速度的任何变化。
5.3.7.4.7.3. In the case where there is a change in the system-determined road speed limit the following shall apply:
5.3.7.4.7.3. 如果系统确定的道路限速发生变化，则应适用以下规定：
5.3.7.4.7.3.1. The driver shall be given at least an acoustic or haptic signal, which may be suppressed permanently by the driver.
5.3.7.4.7.3.1. 驾驶员应至少获得声音或触觉信号，驾驶员可以永久抑制该信号。
5.3.7.4.7.3.2. If the current maximum speed before the change was a driver set maximum speed and the driver set maximum speed is lower than both the previous system-determined road speed limit as well as the new system-determined road speed limit, then the current maximum speed shall not automatically change to the new system-determined road speed limit.
5.3.7.4.7.3.2. 如果更改前的当前最高速度是驾驶员设定的最高速度 ，并且驾驶员设定的最高速度同时低于先前系统确定的道路限速以及新系统确定的道路限速 ， 则当前最高速度不应自动更改为新系统确定的道路限速。
5.3.7.4.7.3.3. If the new system-determined road speed limit is lower than the current maximum speed, the current maximum speed shall automatically change to the new system-determined road speed limit.
5.3.7.4.7.3.3. 如果新的系统确定的道路限速低于当前最高速度，则当前最高速度应自动更改为新的系统确定的道路限速。
5.3.7.4.7.3.4. For those cases not specifically addressed by the provisions above, the manufacturer shall document the system behaviour in response to a change in system-determined road speed limit and demonstrate this to the Type Approval Authority.
5.3.7.4.7.3.4. 对于上述规定未具体涉及的情况，制造商应记录系统行为，以应对系统确定的道路限速的变化，并向型式认可机构证明这一点。
5.3.7.4.8. Any system-initiated change in vehicle speed due to a changed system-determined road speed limit shall be controllable to the driver.
5.3.7.4.8. 由于系统确定的道路限速变化而导致的任何系统启动的车速变化都应由驾驶员控制。
5.3.7.4.9. The system shall not enable the driver to set a default offset by which the current maximum speed is supposed to exceed the system-determined road speed limit.
5.3.7.4.9. 系统不得使驾驶员设置当前最高速度应超过系统确定的道路速度限制的默认偏移量。
5.3.7.4.10. Technically reasonable tolerances (e.g., related to speedometer inaccuracy) may be applied to the warning thresholds and the system’s designed speed range and shall be declared by the manufacturer to the Type Approval Authority.
5.3.7.4.10. 技术上合理的公差（例如，与车速表不准确有关）可以应用于警告阈值 s 和系统的设计速度范围，并应由马洲制造商向型式认可机构申报。
5.3.7.4.11. The provisions of paragraph 5.3.7.4. shall not be in prejudice to any national or regional legislations which regulate the speed limit control system.
5.3.7.4.11. 第 5.3.7.4 段的规定不应损害规范限速控制系统的任何国家或区域立法。
5.3.7.5. Safe Headway Assistance
5.3.7.5. 安全车头协助
5.3.7.5.1. The system shall support the driver in complying with regulatorily defined headway according to national traffic rules.
5.3.7.5.1. 系统应支持驾驶员遵守国家交通规则规定的车距。
5.3.7.5.1.1. For M1 and N1 vehicles, the requirement in paragraph 5.3.7.5.1. shall be deemed to be fulfilled if either of the following requirements are met:
5.3.7.5.1.1. 对于 M1 和 N1 车辆 ，如果满足下列要求之一，则应视为满足第 5.3.7.5.1 段中的要求：
5.3.7.5.1.1.1. The system shall permanently indicate to the driver the current headway setting while the system is in ‘active’ mode.
5.3.7.5.1.1.1. 当系统处于“活动”模式时，系统应永久向驾驶员指示当前车距设置。
5.3.7.5.1.1.2. Upon first activation of the system following an initiation of the powertrain, the system shall provide information to the driver that the headway configuration is set to a value lower than 2 seconds, if that is the case.
5.3.7.5.1.1.2. 在动力总成后首次启动系统时， 系统 3 应向驾驶员提供信息，说明车距配置设置为低于 2 秒的值（如果是这种情况）。
5.4. System safety response to detected failures
5.4. 系统对检测到的故障的安全响应
5.4.1. The activated system shall be capable of detecting and responding to electrical and non-electrical (e.g., sensor blockage, misalignment) failure conditions affecting the safe operation of the system or its features.
5.4.1. 激活的系统应能够检测和响应影响系统安全运行或其功能安全的电气和非电气（例如，传感器堵塞、不对准）故障情况。
5.4.2. Upon detection of a failure affecting the safe operation of a given feature(s) or the system as a whole, the control assistance of the affected feature(s) or the system altogether shall be terminated in a safe manner in accordance with the manufacturer’s safety concept.
5.4.2. 在检测到影响给定功能或整个系统安全运行的故障后，应根据制造商的安全概念以安全的方式终止受影响功能或整个系统的控制辅助。
The system shall gradually reduce its control assistance provided by the affected features(s) or system if it is safe to do so, and inform the driver according to paragraph 5.5.4.1.
如果安全，系统应逐渐减少受影响功能或系统提供的控制辅助，并根据第 5.5.4.1 段通知驾驶员。
5.4.2.1. If a failure affects the entire system, the system shall switch to ‘off’ mode upon termination of assistance and provide at least an optical failure warning signal to the driver for an appropriate duration.
5.4.2.1. 如果故障影响整个系统，系统应在辅助终止时切换到“关闭”模式，并在适当的时间内至少向驾驶员提供光学故障警告信号。
5.4.2.2. The failure affecting the system shall be indicated to the driver with at least an optical signal unless the system is in ‘off’ mode.
5.4.2.2. 影响系统的故障应至少通过光信号向驾驶员指示，除非系统处于“关闭”模式。
5.4.3. The manufacturer shall take appropriate measures (according to paragraph 5.3.6.) to ensure that failures in the system remain controllable by the driver.
5.4.3. 制造商应采取适当措施（根据第 5.3.6 段）以确保系统故障仍可由驾驶员控制。
5.4.4. If a failure only affects some features, the system operation is permitted to continue provided that the remaining features are capable of operating in accordance to this Regulation.
5.4.4. 如果故障仅影响某些功能，则允许系统继续运行，前提是其余功能能够按照本法规运行。
5.4.4.1. The remaining available features or the absence of those features as a result of the failure shall be visually indicated to the driver in an easily understandable manner.
5.4.4.1. 由于故障而导致的剩余可用功能或这些功能缺失应以易于理解的方式直观地向驾驶员显示。
5.4.4.2. If the system is able to provide continued assistance in the case of a failure disabling a given feature, the manufacturer shall describe which features are able to operate independently from one another. This shall be assessed according to Annex 3.
5.4.4.2. 如果系统能够在故障禁用给定功能的情况下提供持续的帮助，制造商应描述哪些功能能够相互独立运行。应根据附件 3 进行评估。
5.4.5. When the driver attempts to switch to ‘on’ mode the system or a feature that is unavailable due to a failure, the system shall provide a notice to the driver about the failure and the unavailability of the system or given feature.
5.4.5. 当驱动程序尝试将系统或功能切换到“开启”模式时，系统应向驱动程序提供有关故障以及系统或给定功能不可用的通知。
5.5. Human-Machine Interface (HMI)
5.5. 人机界面（HMI）
5.5.1. Modes of operation
5.5.1. 作模式
Diagram of DCAS Modes of Operation as defined under this Regulation:
本规例所界定的 DCAS 运作模式图：
5.5.2. General Requirements
5.5.2. 一般要求
5.5.2.1. When the system is switched into ‘on’ mode, specific system features shall be either in ‘active’ mode (generating control outputs) or in ‘stand-by’ mode (currently not generating control outputs), while some other system features may remain in ‘off’ mode and be commanded by a different means.
5.5.2.1. 当系统切换到“开启”模式时，特定系统功能应处于“活动”模式（生成控制输出）或“待机”模式（当前不生成控制输出），而其他一些系统功能可能保持“关闭”模式并通过不同的方式进行命令。
5.5.2.2. When the system is switched to ‘off’ mode by the driver, there shall not be an automatic transition to any system which provides continuous longitudinal and/or lateral movement of the vehicle.
5.5.2.2. 当驾驶员将系统切换到“关闭”模式时，不得自动过渡到任何提供车辆连续纵向和/或横向移动的系统。
5.5.2.3. When the system is in ‘active’ mode, sustained longitudinal and lateral control assistance shall not be provided by any other system other than DCAS, unless an intervention of an emergency safety system is deemed necessary as specified in paragraph 5.2.
5.5.2.3. 当系统处于“主动”模式时，除 DCAS 外，任何其他系统不得提供持续的纵向和横向控制援助，除非根据第 5.2 段的规定认为有必要进行紧急安全系统的干预。
5.5.2.4. The HMI shall be designed not to cause mode confusion with other systems equipped on the vehicle.
5.5.2.4. HMI 的设计应不会导致与车辆上配备的其他系统混淆模式。
5.5.2.4.1. Without prejudice to the provisions of UN Regulation No. 121, the vehicle controls dedicated to the DCAS shall be clearly identified and distinguishable (e.g., through size, form, colour, type, action, spacing and/or control shape) to accommodate only the appropriate interactions. This provision aims to promote correct use and is not intended to prohibit multifunction controls.
5.5.2.4.1. 在不影响联合国第 121 号条例规定的情况下，专用于 DCAS 的车辆控制装置应明确识别和区分（例如，通过尺寸、形状、颜色、类型、动作、间距和/或控制形状），以仅适应适当的相互作用。本规定旨在促进正确使用，并非旨在禁止多功能控制。
5.5.3. Activation, Deactivation and Driver Override
5.5.3. 激活、停用和驱动程序覆盖
5.5.3.1. The default status of the system shall be the ‘off’ mode at each initiation of the powertrain3, regardless of what mode the driver had previously selected.
5.5.3.1. 无论驾驶员之前选择了哪种模式，系统在动力总成 3 每次启动时的默认状态都应为“关闭”模式。
A new engine start (or run cycle), which is performed automatically, e.g., the operation of a stop/start system, shall not be considered an “initiation of the powertrain” wherever that term is used in this regulation.
自动执行的新发动机启动（或运行循环），例如停止/启动系统的运行，无论在本法规中使用该术语，都不应被视为“动力总成的启动”。
5.5.3.2. Activation
5.5.3.2. 激活
5.5.3.2.1. At the latest when the system first enters ‘active’ mode following an initiation of the powertrain, the system shall provide visual information to the driver requesting them to remain engaged with the driving task while using the system.
5.5.3.2.1. 最迟在动力总成启动后系统首次进入“主动”模式时，系统应向驾驶员提供视觉信息，要求他们在使用系统时继续参与驾驶任务。
5.5.3.2.2. The system shall change its mode from ‘off’ to ‘on’ only upon a deliberate action of the driver.
5.5.3.2.2. 只有在驾驶员故意采取行动时，系统才应将其模式从“关闭”更改为“打开”。
5.5.3.2.3. The system or its features shall only enter ‘active’ mode if all of the following conditions are met:
5.5.3.2.3.系统或其功能只有在满足以下所有条件时才进入“主动”模式：
(a) The driver is in the driver seat and the driver’s safety belt is fastened;
（a） 驾驶员坐在驾驶员座位上，驾驶员安全带系好;
(b) The system is able to monitor the driver’s potential disengagement with the driving task;
（b） 系统能够监测驾驶员可能脱离驾驶任务的情况;
(c) No failure affecting the safe operation of the system has been detected;
（c） 未检测到影响系统安全运行的故障;
(d) The system or feature has not detected to be outside of its system boundaries;
（d） 系统或要素未检测到超出其系统边界;
(e) Other safety systems according to paragraph 5.2. are functional.
（e） 第 5.2 款规定的其他安全系统是有效的。
The manufacturer shall specify in the documentation additional types of preconditions enabling the system or its features to enter ‘active’ mode, if applicable.
制造商应在文档中指定其他类型的先决条件，使系统或其功能能够进入“主动”模式（如果适用）。
5.5.3.3. Deactivation
5.5.3.3. 停用
5.5.3.3.1. It shall be possible for the driver to switch the system to ‘off‘ mode at any time.
5.5.3.3.1. 驾驶员可以随时将系统切换到“关闭”模式。
5.5.3.3.2. When the driver switches the system or one of its features off, the system or feature respectively shall go to ‘off’ mode.
5.5.3.3.2. 当驱动程序关闭系统或其功能之一时，系统或功能应分别进入“关闭”模式。
5.5.3.3.3. When the system or a feature thereof has assessed that the preconditions for remaining in ‘active’ mode are no longer met, the system or features shall terminate the control output in a safe and timely manner by either transitioning to ‘stand-by’ mode, or by switching the system or feature to ‘off’ mode, unless specifically defined otherwise by this Regulation.
5.5.3.3.3. 当系统或其功能评估不再满足保持“活动”模式的先决条件时，系统或功能应通过过渡到“待机”模式或将系统或功能切换到“关闭”模式，以安全、及时的方式终止控制输出，除非本规则另有明确规定。
5.5.3.3.4. The system shall not resume longitudinal control without driver input if the vehicle comes to a standstill following an intervention by an emergency safety system (e.g., AEBS).
5.5.3.3.4. 如果车辆在紧急安全系统（例如 AEBS）干预后停止，则系统不得在没有驾驶员输入的情况下恢复纵向控制。
5.5.3.4. Driver Override
5.5.3.4. 驱动程序覆盖
5.5.3.4.1. The system or feature may remain in ‘active’ mode, provided that priority is given to the driver input during the overriding period.
5.5.3.4.1. 系统或功能可以保持“活动”模式，前提是在覆盖期间优先考虑驱动程序输入。
5.5.3.4.1.1. A driver input to the braking control resulting in a higher deceleration than that induced by the system shall override and suspend the longitudinal control assistance provided by the system during the overriding period.
5.5.3.4.1.1. 驾驶员输入制动控制，导致减速高于系统引起的减速，应覆盖并 暂停系统在覆盖期间提供的纵向控制辅助。
5.5.3.4.1.1.1. The system shall not resume longitudinal control assistance without a separate action by the driver, however, the system may provide the longitudinal control assistance in order to avoid inappropriate distances to other road users.
5.5.3.4.1.1.1 . 未经驾驶员单独作，系统不得恢复纵向控制辅助，但是，系统 可以提供纵向控制辅助，以避免与其他道路使用者保持不适当的距离。
If the driver input results in a speed reduction of not more than 30km/h within 2 seconds, the system may resume longitudinal control assistance without a separate action by the driver.
如果驾驶员输入导致 30 秒内车速降低不超过 2 公里/小时，则系统可能会恢复 纵向控制辅助，而无需驾驶员单独作。
5.5.3.4.1.1.2. Following resumption of longitudinal control assistance, the system may accelerate up to the current maximum speed. The rate of increase of acceleration shall be gradual (i.e. with low jerk) and controllable in accordance with paragraph 5.3.6.
5.5.3.4.1.1.2. 在恢复纵向控制辅助后，系统可以加速到当前的最大速度。 加速度的增加率应是渐进的（即低颠簸）并可根据第 5.3.6 段进行控制。
5.5.3.4.1.2. A driver input to the control of any braking system (e.g., service brake, parking brake) in order to maintain the vehicle at standstill, shall override the longitudinal control assistance performed by the system.
5.5.3.4.1.2. 驾驶员为使车辆保持静止状态而输入任何制动系统（例如行车制动器、驻车制动器）的控制器，应优先于系统执行的纵向控制辅助 。
5.5.3.4.1.3. An accelerator input by the driver with a higher acceleration than that induced by the system shall override longitudinal control assistance provided by the system. The system shall resume longitudinal control assistance on the basis of the current maximum speed.
5.5.3.4.1.3. 驾驶员输入的加速器加速度高于系统引起的加速度，应优先于系统提供的纵向控制辅助。系统应在当前最大速度的基础上恢复纵向控制辅助。
5.5.3.4.1.4. A steering input by the driver shall override any feature associated with the lateral control assistance performed by the system. The steering control effort necessary to override shall not exceed 50 N. The system may allow for the driver to perform minor lateral corrections (e.g. to avoid a pothole).
5.5.3.4.1.4. 驾驶员的转向输入应覆盖与系统执行的横向控制辅助相关的任何功能。超控所需的转向控制力不应超过 50 N。该系统可能允许驾驶员执行轻微的横向校正（例如，避免坑洼）。
5.5.3.4.1.4.1. When the driver override occurs while the system is performing a manoeuvre, the manoeuvre shall be terminated unless the steering input is in support of the intended manoeuvre and/or providing minor lateral corrections.
5.5.3.4.1.4.1. 当系统执行机动时发生驾驶员超控时，应终止机动，除非转向输入支持预期机动和/或提供轻微的横向修正。
5.5.3.4.1.5. If according to paragraph 5.3.7.4.4. the system is no longer permitted to provide longitudinal or lateral assistance in response to driver override, the system shall be designed to ensure controllability of these phases of operation (e.g. not terminating lateral control while the driver is detected to be motorically disengaged).
5.5.3.4.1.5. 如果根据第 5.3.7.4.4 段的规定，系统不再被允许提供纵向或横向辅助以响应驾驶员超控， 则系统的设计应确保作的 SE 阶段的可控性 （例如，在检测到驾驶员被机动脱离时不终止横向控制）。
5.5.4. Driver Information, Driver Disengagement and Warning Strategies
5.5.4. 驾驶员信息、驾驶员脱离和警告策略
5.5.4.1. Driver Information
5.5.4.1. 驱动程序信息
5.5.4.1.1. The system shall inform or warn the driver about:
5.5.4.1.1. 系统应告知或警告驾驶员：
(a) The status of the system or feature: ‘stand-by’ mode (if applicable), ‘active’ mode;
（a） 系统或功能的状态：“待机”模式（如适用）、“活动”模式;
(b) Status of an ongoing manoeuvre (e.g., initiation, cancellation or if it will be recommenced after the vehicle is forced to come to a stop during the manoeuvre);
（b） 正在进行的演习的状态（例如，开始、取消或在车辆在演习过程中被迫停下来后是否会重新开始）;
(c) The need for the driver to perform a specific action (e.g. apply control, check indirect vision devices);
（c） 驾驶员需要执行特定作（例如应用控制、检查间接视觉设备）;
(d) If while in ‘active’ mode the system has detected to have reached a currently relevant system boundary, unless already indicated by (a);
（d） 如果系统在处于“活动”模式下检测到已达到当前相关的系统边界，除非（a）已指出;
(e) A detected upcoming system boundary;
（e） 检测到的即将发生的系统边界;
(f) Detected failures affecting the system or its features, unless the system is in ‘off’ mode;
（f） 检测到影响系统或其功能的故障，除非系统处于“关闭”模式;
(g) Intended driver-confirmed or system-initiated manoeuvres;
（g） 预期的驾驶员确认或系统发起的作 ;
5.5.4.1.2. The system messages and signals shall be unambiguous, timely and shall not lead to confusion.
5.5.4.1.2. 系统消息和信号应明确、及时，不会导致混淆。
5.5.4.1.3. The system’s messages and signals shall use individual or an appropriate combination of visual, audio and/or haptic feedback for the given circumstances.
5.5.4.1.3. 系统的消息和信号应针对特定情况使用单独或适当的视觉、音频和/或触觉反馈组合。
5.5.4.1.4. In the case of multiple messages or signals being offered in parallel, they shall be subject to prioritization by urgency. Safety-relevant messages and signals shall be given the greatest urgency. The manufacturer shall list and explain all system messages and signals in the documentation.
5.5.4.1.4. 如果同时提供多个电文或信号，则应按紧急程度确定优先次序。应给予与安全相关的信息和信号的最大紧迫性。制造商应在文档中列出并解释所有系统消息和信号。
5.5.4.1.5. The system’s messages and signals shall be designed to actively encourage driver understanding of the state of the system, its capabilities and the driver’s tasks and responsibilities.
5.5.4.1.5. 系统的信息和信号的设计应积极鼓励驾驶员了解系统的状态、功能以及驾驶员的任务和责任。
5.5.4.1.6. The system’s messages and signals shall encourage driver understanding of system’s intended control outputs.
5.5.4.1.6. 系统的消息和信号应鼓励驾驶员理解系统的预期控制输出。
5.5.4.1.7. The system’s overall status indication shall be unambiguously distinguishable from the status indication of any ADS equipped on the vehicle.
5.5.4.1.7. 系统的整体状态指示应与车辆上配备的任何 ADS 的状态指示明确区分开来。
5.5.4.1.8. System Messages and Signals for Driver-Confirmed Manoeuvres
5.5.4.1.8. 驾驶员确认作的系统消息和信号
5.5.4.1.8.1. The system shall visually inform the driver about a proposed manoeuvre. If informing about a series of manoeuvres, then it shall be a combination that is comprehensible to the driver and of a connected series. The manufacturer shall explain to the Type Approval Authority the timing at which this information is provided to ensure appropriate driver response.
5.5.4.1.8.1. 系统应直观地通知驾驶员拟议的作。如果告知一系列作，则它应该是驾驶员可以理解的组合和连接的系列。制造商应向型式认可机构解释提供此信息的时间，以确保驾驶员做出适当的反应。
5.5.4.1.8.2. The direction indicators shall not be deemed to satisfy this requirement.
5.5.4.1.8.2. 方向指示器不应被视为满足这一要求。
5.5.4.1.8.3. The system’s signals and messages shall be designed to avoid driver overreliance or misuse.
5.5.4.1.8.3. 系统的信号和消息应设计为避免驾驶员过度依赖或误用。
5.5.4.1.9. System Messages and Signals for System-Initiated Manoeuvres
5.5.4.1.9. 系统启动作的系统消息和信号
5.5.4.1.9.1. The provisions 5.5.4.1.8. shall equally apply.
5.5.4.1.9.1. 5.5.4.1.8. 规定同样适用。
5.5.4.1.9.2. The system shall aim to provide information ahead of the initiation of a relevant intended manoeuvre with sufficient notice to allow the driver to comprehend the manoeuvre and the traffic situation, taking into account the complexity of the manoeuvre and amount of other road users present. If there is a risk of imminent collision or it would conflict with the information about an ongoing manoeuvre, the time may be reduced and system shall visually inform the driver as far in advance as possible.
5.5.4.1.9.2. 系统应旨在在相关预期作开始之前提供信息，并充分通知驾驶员，使驾驶员能够理解作和交通状况，同时考虑到作的复杂性和在场其他道路使用者的数量。如果存在即将发生碰撞的风险或与正在进行的作的信息相冲突，则可以缩短时间，并且系统应尽可能提前直观地通知驾驶员。
In addition, the initiation of a lane change procedure shall be announced by another modality unless the system has assessed that the driver has observed the visual information.
此外，除非系统评估驾驶员已观察到视觉信息，否则应通过另一种方式宣布变道程序的启动。
5.5.4.1.9.3. Provided the system is capable of performing system-initiated manoeuvres, the system shall indicate to the driver whether in the current mode of operation, manoeuvres could be initiated automatically, or only upon driver initiation or confirmation.
5.5.4.1.9.3. 如果系统能够执行系统启动的作，系统应向驾驶员指示在当前作模式下，是否可以自动启动作，还是仅在驾驶员启动或确认后启动。
5.5.4.2. Driver State Monitoring and Warning Strategies
5.5.4.2. 驾驶员状态监控和警告策略
The driver state monitoring system and its warning strategy shall be documented and demonstrated by the manufacturer to the Type Approval Authority during the inspection of the safety concept as part of the assessment to Annex 3 and according to the relevant tests of Annex 4.
作为附件 3 评估的一部分，制造商应根据附件 4 的相关测试，在安全概念检查期间记录并向型式认可机构证明驾驶员状态监控系统及其警告策略。
5.5.4.2.1. Driver Disengagement Monitoring
5.5.4.2.1. 驾驶员脱离监控
The system shall be equipped with means to appropriately detect driver disengagement as specified in the following paragraphs.
该系统应配备以下各段规定的适当检测驾驶员脱离的方法。
5.5.4.2.1.1. The system shall monitor if the driver is motorically (as per paragraph 5.5.4.2.4.) and visually (as per paragraph 5.5.4.2.5.) disengaged
5.5.4.2.1.1. 系统应监测驾驶员是否驾驶（ 根据第 5.5.4.2.4 段）和视觉（根据第 5.5.4.2.5 段 ）是否使用。
5.5.4.2.1.2. If visual disengagement determination is detected to be temporarily unavailable, the system shall not lead the vehicle to leave its current lane of travel.
5.5.4.2.1.2. 如果检测到目视脱离确定暂时不可用，则系统不应导致车辆离开其当前行驶车道。
5.5.4.2.2. General Requirements for Driver Disengagement Warnings
5.5.4.2.2. 驾驶员脱离警告的一般要求
5.5.4.2.2.1. The warning shall guide the driver on the required actions in order to support appropriate engagement in the driving task.
5.5.4.2.2.1. 警告应指导驾驶员采取必要的行动，以支持适当地参与驾驶任务。
5.5.4.2.2.3. The system’s warning and escalation strategy shall consider for and prioritize warning strategies of simultaneously activated emergency assistance systems (e.g. AEBS).
5.5.4.2.2.3. 系统的预警和上报战略应考虑并优先考虑同时启动的紧急援助系统（例如 AEBS）的预警策略。
5.5.4.2.3. Types of Warnings
5.5.4.2.3. 警告类型
5.5.4.2.3.1. Hands On Request (HOR)
5.5.4.2.3.1. 动手请求 （HOR）
5.5.4.2.3.1.1. An HOR shall contain at least a continual (continuous or intermittent) visual information similar to the presented in the example below.
5.5.4.2.3.1.1.HOR 应至少包含类似于下例中介绍的连续（连续或间歇性）视觉信息。
5.5.4.2.3.1.2. An HOR, as a minimum, shall be considered confirmed when the driver is no longer motorically disengaged.
5.5.4.2.3.1.2. 当驾驶员不再机动脱离时，至少应视为确认 HOR。
5.5.4.2.3.2. Eyes On Request (EOR)
5.5.4.2.3.2. 按需关注 （EOR）
5.5.4.2.3.2.1. An EOR shall be a continual visual information in combination with at least one other modality which are clear and easily perceptible, unless it can be ensured that the driver has observed the visual information.
5.5.4.2.3.2.1.EOR 应是连续的视觉信息，并结合至少一种清晰易察的其他方式， 除非能够确保驾驶员已经观察到视觉信息。
5.5.4.2.3.2.2. An EOR shall, as a minimum, be considered confirmed when the driver is no longer visually disengaged as per paragraph 5.5.4.2.5.
5.5.4.2.3.2.2.根据第 5.5.4.2.5 段，当驾驶员不再在视觉上脱离时，至少应被视为已确认的 EOR。
5.5.4.2.3.3. Direct Control Alert (DCA)
5.5.4.2.3.3. 直接控制警报 （DCA）
5.5.4.2.3.3.1. A DCA shall clearly and prominently instruct the driver to immediately resume at least lateral control of the vehicle. It shall comprise of a visual warning combined with at least one other modality which are clear and easily perceptible.
5.5.4.2.3.3.1. DCA 应明确和显着地指示驾驶员立即至少恢复 对车辆的控制。它应包括视觉警告和至少一种清晰易察的其他方式。
5.5.4.2.3.3.2. A DCA shall, as a minimum, be considered confirmed when the driver has taken control of the vehicle without any continuous lateral assistance as requested by the DCA.
5.5.4.2.3.3.2. 当驾驶员在没有按照 DCA 的要求进行任何持续横向协助的情况下控制车辆时 ，DCA 至少应被视为已确认。
5.5.4.2.4. Assessment of Motoric Disengagement
5.5.4.2.4.运动脱离的评估
5.5.4.2.4.1. The driver shall be deemed to be motorically disengaged when the driver has removed their hands from the steering control.
5.5.4.2.4.1. 当驾驶员将手从转向控制装置上移开时，应视为驾驶员在机动上脱离。
5.5.4.2.5. Assessment of Visual Disengagement
5.5.4.2.5. 视觉脱离的评估
5.5.4.2.5.1. The driver state monitoring system shall detect the driver’s visual disengagement at a minimum based on the detection of the driver’s eye gaze. Head posture may also be used if the driver’s eye gaze can temporarily not be determined, or where the head posture can determine the disengagement more quickly.
5.5.4.2.5.1. 驾驶员状态监控系统应根据对驾驶员眼睛注视的检测，至少检测驾驶员的视觉脱离 。 如果暂时无法确定驾驶员的眼睛注视 ， 或者头部姿势可以更快地确定脱离 ，也可以使用头部姿势 。
5.5.4.2.5.2. The driver shall be deemed to be visually disengaged when the driver’s eye gaze and/or head posture, as relevant, is directed away from any currently driving task relevant area.
5.5.4.2.5.2. 当驾驶员的视线和/或头部姿势（如相关） 远离任何当前驾驶任务相关区域时，驾驶员应被视为在视觉上脱离。
An outline of the driving task relevant areas, and when they are relevant, shall be specified by the manufacturer in the documentation provided to the Type Approval Authority. For the purpose of the assessment of visual disengagement, the dashboard and instrument panel shall not be considered as a driving task relevant area.
制造商应在提供给型式认可机构的文件中指定驾驶任务相关领域的概述以及何时相关。为了评估视觉脱离，仪表板和仪表板不应被视为与驾驶任务相关的区域。
5.5.4.2.5.2.1. The driver shall be deemed to be visually engaged or reengaged following an aversion of eye gaze or head posture if either are re-directed towards any currently driving task relevant area for a sufficient duration depending on the situation. The duration shall be at least 200 milliseconds.
5.5.4.2.5.2.1. 如果驾驶员在视线或头部姿势的厌恶后被视为在视觉上参与或重新参与，则根据情况将任何当前驾驶任务相关区域重新引导至任何当前驾驶任务相关区域足够长的时间。持续时间应至少为 200 毫秒。
5.5.4.2.5.2.2. An outline of the sufficient duration depending on the situation shall be specified by the manufacturer in the documentation provided to the Type Approval Authority.
5.5.4.2.5.2.2. 制造商应根据情况在提供给型式认可机构的文件中规定足够持续时间的概述。
5.5.4.2.5.3. The system shall be designed to address the detection and response to multiple subsequent short aversions of eye gaze or head posture by the driver (e.g. increased reengagement time and/or immediate issuing of an EOR). This functionality shall be documented and explained by the manufacturer to the Type Approval Authority.
5.5.4.2.5.3. 该系统的设计应解决驾驶员随后多次短暂的眼睛凝视或头部姿势的厌恶（例如增加重新接合时间和/或立即发出 EOR）的检测和响应问题。 制造商应记录此功能并由型式认可机构解释。
5.5.4.2.6. Warning Escalation Sequence
5.5.4.2.6.警告上报序列
Depending on the safety concept of the system, the warning escalation sequence described below may start directly at any of the warning stages, skip any of the warning stages, provide simultaneous warnings, or supress or delay individual warnings in case another warning is already active.
根据系统的安全概念，下面描述的警告升级序列可能会直接从任何警告阶段开始，跳过任何警告阶段，同时提供警告，或者在另一个警告已经处于活动状态时抑制或延迟单个警告。
5.5.4.2.6.1. Hands On Requests
5.5.4.2.6.1. 动手请求
5.5.4.2.6.1.1 At speeds above 10 km/h a HOR shall be given latest when driver is deemed motorically disengaged for more than 5 seconds. However, the HOR may be delayed for a period of up to 5 seconds as long as the system can confirm that the driver is not visually disengaged.
5.5.4.2.6.1.1 当速度超过 10 公里/小时时，当驾驶员被认为机动脱离超过 5 秒时，应给予最晚的 HOR。 但是， 只要系统能够确认驾驶员在视觉上没有脱离，HOR 可能会延迟长达 5 秒。
5.5.4.2.6.1.2. In the event of continued disengagement, the HOR request shall be escalated latest 10 seconds after the initial HOR. The escalated HOR shall contain an additional acoustic and/or haptic information.
5.5.4.2.6.1.2. 如果继续脱离接触，则 HOR 请求应在初始 HOR 后最晚 10 秒上报。升级后的 HOR 应包含额外的声学和/或触觉信息。
5.5.4.2.6.1.3. The initiation of an HOR may be withheld in accordance with the provisions of paragraph 5.5.4.2.6.5.
5.5.4.2.6.1.3. 根据第 5.5.4.2.6.5 段的规定，可以暂缓启动 HOR。
5.5.4.2.6.1.4. The system shall be designed to avoid misuse (e.g., nudging the steering wheel in response to an HOR without becoming, as requested by the system, motorically engaged).
5.5.4.2.6.1.4. 系统的设计应避免误用（例如，响应 HOR 轻推方向盘，而不会按照系统要求成为机动接合）。
5.5.4.2.6.2. Eyes On Requests
5.5.4.2.6.2. 关注请求
5.5.4.2.6.2.1. At speeds above 10 km/h an EOR shall be given latest when the driver is deemed visually disengaged for 5 seconds.
5.5.4.2.6.2.1.当车速超过 10 公里/小时时，当驾驶员被视为视觉脱离 5 秒时，应给予最晚的 EOR。
5.5.4.2.6.2.2. Following an EOR, if the driver has been deemed visually reengaged according to paragraph 5.5.4.2.5.2.1 and subsequently starts to be visually disengaged again for at least 1 second within the following 2 seconds, an EOR shall be given immediately.
5.5.4.2.6.2.2.在 EOR 之后，如果驾驶员根据第 5.5.4.2.5.2.1 段被视为在视觉上重新参与，随后在接下来的 2 秒内再次开始在视觉上脱离至少 1 秒，则应立即给予 EOR。
5.5.4.2.6.2.3. In the event of continued visual disengagement, the EOR shall be escalated at the latest 3 seconds after the initial EOR according to the warning strategy with increased intensity. The escalated EOR shall always contain acoustic and/or haptic information.
5.5.4.2.6.2.3. 如果继续视觉脱离，EOR 应在初始 EOR 后最迟 3 秒根据强度增加的警告策略升级。升级的 EOR 应始终包含声学和/或触觉信息 。
5.5.4.2.6.3. Direct Control Alerts
5.5.4.2.6.3. 直接控制警报
5.5.4.2.6.3.1. At the latest 5 seconds following an escalation of the EOR, a DCA shall be presented to the driver.
5.5.4.2.6.3.1. 在 EOR 升级后最迟 5 秒内，应向驾驶员出示 DCA。
5.5.4.2.6.4. Transition to Driver Unavailability Response
5.5.4.2.6.4. 过渡到驱动程序不可用响应
5.5.4.2.6.4.1 If the system determines the driver to continue to be disengaged following a warning escalation, the system shall initiate a driver unavailability response at the latest 10 seconds after the first escalated request or DCA.
5.5.4.2.6.4.1 如果系统确定驱动程序在警告升级后继续脱离，则系统应在第一次升级请求或 DCA 后最迟 10 秒启动驱动程序不可用响应。
5.5.4.2.6.5. Withholding of HORs
5.5.4.2.6.5. 预扣 HOR。
The system may withhold HORs when the vehicle is located on a “Highway” and is operated at a speed up to 130 km/h. As outlined in paragraph 5.3.5.2., the manufacturer shall describe in detail, as part of the documentation required for section 9, the boundary conditions under which HORs can be withheld.
当车辆位于“高速公路”上并以高达 130 公里/小时的速度运行时， 该系统可能会扣留 HOR。 如第 5.3.5.2 段所述，制造商应详细描述，作为第 9 节所需文件的一部分，可以扣留 HOR 的边界条件。
Whilst in this mode of operation, the following subparagraphs shall apply:
在此作模式下，应适用以下各项：
5.5.4.2.6.5.1. In case of a detected upcoming boundary condition which requires an HOR, this HOR shall be given at the latest 5 seconds in advance of reaching the boundary condition(s).
5.5.4.2.6.5.1. 如果检测到需要 HOR 的即将到来的边界条件，则 该 HOR 应最迟在达到边界条件前 5 秒给出。
For situations not detected 5 seconds in advance, a DCA shall be issued unless lateral assistance will still be provided after the driver is motorically reengaged. Where a DCA is not issued, an HOR shall be issued upon detection of the upcoming boundary condition(s).
对于未提前 5 秒检测到的情况，应发出 DCA，除非在驾驶员重新机动接合后仍会提供横向援助。如未发出定居通知书，则须在发现即将出现的边界条件后发出定居通知书。
In addition to the requirements of paragraph 5.3.6., for those situations not detected 5 seconds in advance, the vehicle manufacturer shall demonstrate the controllability of such situations to the Type Approval Authority during the inspection of the safety concept.
除第5.3.6款的要求外，对于未提前5秒检测到的情况，车辆制造商应在安全概念检查期间向型式认可机构证明此类情况的可控性。
5.5.4.2.6.5.2. The system shall issue an HOR or DCA as appropriate upon reaching the system boundaries due to a driver override of the longitudinal control by acceleration.
5.5.4.2.6.5.2. 由于驾驶员通过加速度覆盖纵向控制，系统应在达到系统边界时酌情发出 HOR 或 DCA。
5.5.4.2.6.5.3. If the system has the ability to suppress accelerator input in order to avoid exceeding the system boundaries, the driver shall be able to override this.
5.5.4.2.6.5.3. 如果系统能够抑制加速器输入以避免超出系统边界，则驱动程序应能够覆盖此作。
5.5.4.2.6.5.4. Notwithstanding paragraph 5.5.4.2.6.2.1., an EOR shall be given at the latest when the driver has been deemed visually disengaged for the relevant time period according to the table below.
5.5.4.2.6.5.4. 尽管有第 5.5.4.2.6.2.1 段的规定，但根据下表，最迟应在驾驶员在相关时间段内被视为视觉脱离时给予 EOR。
Vehicle Speed (km/h)
车速（公里/小时） | Latest EOR timing (s)
最新的 EOR 时间 |
130 km/h
130公里/小时 | 3.5 |
10 km/h to 60 km/h
10 公里/小时至 60 公里/小时 | 5.0 |
For vehicle speeds values between 60 km/h and 130 km/h, a linear interpolation shall be used to calculate the corresponding EOR timing.
对于 60 公里/小时至 130 公里/小时之间的车速值，应使用线性插值来计算相应的 EOR 计时。
5.5.4.2.6.5.5. The system shall be designed to determine when there has been no deviation in eye gaze (or movement of head position when this is being used to determine visual engagement) for a significant period of time. An EOR shall be issued in this case. These strategies shall be documented and explained by the manufacturer to the Type Approval Authority.
5.5.4.2.6.5.5. 该系统的设计应确定在很长一段时间内眼睛注视（或头部位置的移动，当用于确定视觉参与时）何时没有偏差。在这种情况下，应签发 EOR。制造商应记录这些策略并由型式认可机构解释。
5.5.4.2.6.5.6. The system shall inform the driver whether HORs are currently being withheld or not in a clearly distinguishable way. This information shall be designed to not actively promote that the driver should remove their hands from the steering control (i.e., an indication of a steering wheel without hands is not considered to violate this requirement).
5.5.4.2.6.5.6. 系统应以清晰可区分的方式告知驾驶员当前是否扣留了 HOR。此信息的设计不应主动宣传驾驶员应将手从转向控制装置上移开（即，方向盘没有手的指示不被视为违反此要求）。
5.5.4.2.7. Additional Strategies for Disengagement Detection and Re-Engagement Support
5.5.4.2.7. 脱离检测和重新接触支持的其他策略
The driver state monitoring system shall be equipped with strategies to assess whether the driver is disengaged in the event that no driver input has been determined over prolonged periods (e.g. through a negative determination of driver drowsiness), and implement appropriate countermeasures.
驾驶员状态监测系统应配备策略，以评估在长时间内没有确定驾驶员输入的情况下（例如通过对驾驶员困倦的负面确定）驾驶员是否脱离，并实施适当的对策。
5.5.4.2.8. Repeated or Prolonged Driver Disengagement
5.5.4.2.8. 重复或长时间的驾驶员脱离
5.5.4.2.8.1. The system shall be disabled for a period of at least 30 minutes whilst the powertrain3 is active when the driver is detected to have insufficient engagement.
5.5.4.2.8.1. 当检测到驾驶员接合不足时 ，当动力总成 3 处于活动状态时，系统应禁用至少 30 分钟。
5.5.4.2.8.2. The driver is deemed to have insufficient engagement when this leads to:
5.5.4.2.8.2. 当驾驶员出现以下情况时，该驾驶员被视为参与不足：
(a) One unavailability response initiation;
（a） 一次不可用响应发起;
(b) At most 2 DCAs due to prolonged insufficient engagement; or
（b） 由于长时间的参与不足，最多 2 个 DCA;或
(c) At most 3 engagement request escalations.
（c） 最多 3 次接触请求升级。
For (a) and (b), counting is reset when the system is no longer disabled.
对于 （a） 和 （b），当系统不再禁用时，计数将重置。
For (c), this is determined over a rolling time window of 30 minutes during the activation of the powertrain.
对于 （c），这是在动力总成激活期间的 30 分钟滚动时间窗口内确定的。
5.5.4.2.8.3. The driver is also deemed to have insufficient engagement if there are repeated EOR or HOR due to driver disengagement within a given time period. The number of warnings and the time interval over which these are counted shall be defined by the manufacturer and justified to the Type Approval Authority.
5.5.4.2.8.3. 如果在给定时间段内由于驾驶员脱离而重复出现 EOR 或 HOR，则驾驶员也被视为参与不足。警告的数量和计算警告的时间间隔应由制造商定义，并向型式认可机构证明其合理性。
5.5.4.2.8.4. When the system is disabled due to insufficient engagement by the driver, at the latest upon the deactivation of the powertrain, the system shall request that the driver reads the driver information material as outlined in paragraph 5.6.
5.5.4.2.8.4. 当系统因驾驶员参与不足而禁用时，最迟在动力总成停用后，系统应要求驾驶员阅读第 5.6 段中概述的驾驶员信息材料。
5.6. Driver Information Materials
5.6. 驾驶员信息资料
In addition to the user manual the manufacturer shall provide clear and easily accessible information (e.g. documentation, video, website materials) free of charge regarding system operation on the specific vehicle type.
除了用户手册外，制造商还应免费提供有关特定车辆类型系统作的清晰且易于访问的信息（例如文档、视频、网站材料）。
The information shall cover at least the following aspects using terminology that is understandable by a non-technical audience:
信息应至少涵盖以下方面，使用非技术受众可以理解的术语：
(a) Reminder of the driver’s responsibilities and appropriate use of the system;
（a） 提醒驾驶员的责任和适当使用系统;
(b) Explanation on how and to which extent the system and its features assist the driver;
（b） 解释系统及其功能如何以及在多大程度上帮助驾驶员;
(c) System capabilities and limitations;
（c） 系统能力和局限性;
(d) System Boundaries;
（d） 系统边界;
(e) Modes of operation and transition between modes;
（e） 作模式和模式之间的过渡;
(f) Mode transition to other assistance or automated systems, if applicable;
（f） 向其他援助或自动化系统（如适用）过渡;
(g) Driver Disengagement Detection;
（g） 驾驶员脱离检测;
(h) Privacy Management when using the system;
（h） 使用系统时的隐私管理;
(i) Explanation on how to override the system or its features;
（i） 解释如何覆盖系统或其功能;
(j) Human-machine interface (HMI):
（j） 人机界面（HMI）：
(i) Activation and deactivation;
（i） 激活和停用;
(ii) Status indication;
（二） 状态指示;
(iii) Messages and signals to the driver and their interpretation;
（iii） 向驾驶员发出的信息和信号及其解释;
(iv) Vehicle behaviour when reaching system boundaries;
（iv） 车辆到达系统边界时的行为;
(v) Vehicle behaviour when exceeding system boundaries;
（v） 车辆在超出系统边界时的行为;
(vi) Information on system failures;
（六） 关于系统故障的信息;
(vii) Information on system mode transition to other assistance or automated systems, if applicable.
（七） 关于系统模式过渡到其他辅助或自动化系统的信息（如适用）。
In the manufacturer’s documentation, including the educational materials (e.g. documentation, video, website materials) addressed to consumers, the manufacturer shall not describe the system in a manner that would mislead the customer about the capabilities and limits of the system or about its level of automation.
在制造商的文档中，包括面向消费者的教育材料（例如文档、视频、网站材料），制造商不得以误导客户了解系统功能和限制或其自动化水平的方式描述系统。
6. Additional Specifications for DCAS features
6. DCAS 功能的附加规范
The fulfilment of the provisions of this paragraph shall be demonstrated by the manufacturer to the Type Approval Authority during the inspection of the safety approach as part of the assessment to Annex 3 and according to the relevant tests in Annex 4.
作为附件 3 评估的一部分，制造商应在安全方法检查期间并根据附件 4 中的相关测试向型式认可机构证明本款规定的满足情况。
The system shall fulfil the requirements of paragraph 6 where applicable to the design of the system and relevant to the safety concept, when operated within its boundary conditions according to paragraphs 5.3.5.2.
该系统在根据第5.3.5.2款在边界条件下运行时，应符合第6款的要求，如适用于系统的设计和安全概念。
6.1. Specific requirements for positioning in the lane of travel
6.1. 行驶车道定位的具体要求
6.1.1. Increased lateral dynamics
6.1.1. 增加横向动力学
6.1.1.1. Notwithstanding the requirements in paragraph 5.3.7.1.2., for M1 and N1 category vehicles, the feature may be permitted to induce higher lateral acceleration values than 3 m/s² (e.g., in order to not disturb traffic flow), provided the following conditions are met:
6.1.1.1. 尽管有第 5.3.7.1.2 段的要求，但对于 M1 和 N1 类车辆，只要满足以下条件，该特征仍可引起高于 3 m/s²的横向加速度值（例如，为了不干扰交通流）：
(a) The system provides visual information to the driver on the upcoming or ongoing driving situation which may potentially induce higher lateral acceleration than 3 m/s²; and
（a） 系统向驾驶员提供有关即将发生或正在进行的驾驶情况的视觉信息，这些情况可能会引起高于 3 米/秒的横向加速度;以及
(b) There is no disengagement warning being given to the driver; and
（b） 没有向司机发出脱离警告; 和
(c) The system operation remains predictable and controllable according to paragraph 5.3.6.;
（c） 根据第 5.3.6 段，系统运作仍然是可预测和可控的;
(d) The vehicle is travelling at the system-determined road speed limit or below; and
（d） 车辆以系统确定的道路速度限制或以下行驶;及
(e) The driver is not determined to be motorically disengaged.
（e） 驾驶员未被确定为机动脱离。
When any of the conditions are no longer met, the system shall implement strategies to ensure controllability.
当不再满足任何条件时，系统应实施确保可控性的策略。
6.1.1.2. The manufacturer shall demonstrate how the provisions of paragraph 6.1.1.1. are implemented in the system design to the Type Approval Authority.
6.1.1.2. 制造商应向型式认可机构证明如何在系统设计中实施第 6.1.1.1 段的规定。
6.1.2. Merging roads and slip roads on highways
6.1.2. 高速公路上的道路和支路的合并
6.1.2.1. If the system has the capability to assist in merging roads, the system shall aim to detect situations where the current lane of travel merges into another lane of travel (including slip roads), and shall be designed to ensure safe control in these situations accounting for road users in the neighbouring lane. If the system is designed to handle such a situation by performing a manoeuvre, this shall be in accordance with the provisions of this regulation.
6.1.2.1. 如果系统具有协助合并道路的能力，则系统应旨在检测当前行车道并入另一条行车道（包括支路）的情况，并应设计为确保在这些情况下的安全控制，同时考虑到相邻车道的道路使用者。如果系统设计为通过执行作来处理这种情况，则应符合本条例的规定。
6.1.3. Leaving the lane to form an access corridor for emergency and enforcement vehicles.
6.1.3. 离开车道，形成紧急和执法车辆的通道。
6.1.3.1. If the system is capable of forming an access corridor for emergency and enforcement vehicles, the system shall only leave its current lane of travel to (pre-emptively) form an access corridor where this is required and allowed according to national traffic rules.
6.1.3.1. 如果系统能够为紧急车辆和执法车辆形成通道，则系统只能离开其当前行驶的车道，在根据国家交通规则要求和允许的情况下（先发制人地）形成通道走廊。
6.1.3.2. While forming an access corridor, the system shall ensure sufficient lateral and longitudinal distance to road boundaries, vehicles and other road users.
6.1.3.2. 在形成通道走廊时，系统应确保与道路边界、车辆和其他道路使用者有足够的横向和纵向距离。
6.1.3.3. The vehicle shall return completely to its original lane of travel once the situation that required this access corridor to be formed has passed.
6.1.3.3. 一旦需要形成该通道的情况过去，车辆应完全返回其原始行驶车道。
6.1.4. Lane positioning on roads without lane marking
6.1.4. 无车道标线道路上的车道定位
6.1.4.1. If the system is designed to perform lane positioning on roads without lane markings, it shall utilize other sources of information in order to robustly determine and pursue the appropriate trajectory in respect of other road users.
6.1.4.1. 如果系统设计为在没有车道标记的道路上进行车道定位，则该系统应利用其他信息来源，以便有力地确定并跟踪其他道路使用者的适当轨迹。
6.2. Specific Requirements for lane changes
6.2. 变道的具体要求
6.2.1. A lane change shall only be performed if the system has sufficient information about its surrounding to the front, side and rear in order to assess the criticality of that lane change.
6.2.1. 只有当系统有足够的关于其前部、侧面和后部周围环境的信息以评估变道的重要性时，才应进行变道。
6.2.2. A lane change shall not be performed towards a lane intended for traffic moving in the opposite direction.
6.2.2. 不得向向相反方向行驶的车辆的车道进行变道。
6.2.3. During the lane change manoeuvre, the system shall be designed to avoid a lateral acceleration of more than 1.5 m/s² in addition to the lateral acceleration generated by the lane curvature and avoid a total lateral acceleration in excess of 3.5 m/s².
6.2.3. 在变道机动过程中，系统的设计应避免除车道曲率产生的横向加速度外，还应避免横向加速度超过 1.5 m/s²，并避免总横向加速度超过 3.5 m/s²。
The moving average over half a second of the lateral jerk generated by the system shall not exceed 5 m/s3.
系统产生的横向抖动半秒以上的移动平均线不得超过 5 m/s3。
6.2.4. A lane change manoeuvre shall only be started if a vehicle in the target lane is not forced to unmanageably decelerate due to the lane change of the vehicle.
6.2.4. 只有当目标车道上的车辆没有因车辆变道而被迫无法控制地减速时，才应开始变道作。
6.2.4.1. When there is an approaching vehicle.
6.2.4.1. 当有车辆驶近时 。
The system shall be designed to not make an approaching vehicle decelerate at a higher level than 3.0 m/s² in order to ensure that the distance between the two vehicles is never less than that which the DCAS vehicle travels in 1 second.
该系统的设计应使接近的车辆减速速度高于 3.0 m/s²，以确保两辆车之间的距离永远不会小于 DCAS 车辆在 1 秒内行驶的距离。
This assessment shall be performed with the assumptions that the approaching vehicle begins its deceleration:
该评估应假设接近的车辆开始减速：
(a) 1.4 seconds after the system starts the lateral movement of the lane change procedure; and
（a） 系统开始变道程序的横向移动后 1.4 秒;以及
(b) Either:
（b） ：
(i) 0.4 seconds after the system starts the lane change manoeuvre, provided that the approaching vehicle was detected by the DCAS vehicle for a duration of at least 1.0 seconds immediately before the lane change manoeuvre starts; or
（i） 在系统开始变道作后 0.4 秒，前提是 DCAS 车辆在紧接变道作开始前检测到接近车辆至少 1.0 秒;或
(ii) 1.4 seconds after the system starts the lane change manoeuvre.
（ii） 系统开始变道作后 1.4 秒。
6.2.4.2. When there is no vehicle detected
6.2.4.2. 当没有检测到车辆时
If no approaching vehicle is detected by the system in the target lane, the assessment shall be calculated as per paragraph 6.2.4.1. with the assumption that:
如果系统在目标车道上没有检测到接近的车辆，则应按照第 6.2.4.1 段计算评估。 假设：
(a) The approaching vehicle in the target lane is at a distance from the DCAS vehicle equal to the actual rearward detection range;
（a） 目标车道内接近的车辆与 DCAS 车辆的距离等于实际后方检测范围;
(b) The approaching vehicle in the target lane is travelling with the allowed maximum speed or 130 km/h, whichever is lower; and
（b） 目标车道内接近的车辆正以准许的最高时速或 130 公里/小时（以较低者为准）行驶;及
(c) The full width of the approaching vehicle is detected by the system during its lateral movement for at least 1 second.
（c） 系统在接近车辆的横向移动至少 1 秒时检测到其整个宽度。
When the target lane has just commenced, this requirement is deemed fulfilled if there is no vehicle detected along the length of the target lane to the rear.
当目标车道刚刚开始时，如果沿着目标车道的长度到后方没有检测到车辆，则视为满足此要求。
6.2.4.3. In case the system intends to decelerate the vehicle during a lane change procedure, this deceleration shall be factored in when assessing the distance to a vehicle approaching from the rear, and the deceleration shall not exceed 2 m/s2 except for the purpose of avoiding or mitigating the risk of an imminent collision.
6.2.4.3. 如果系统打算在变道过程中使车辆减速，则在评估与从后方接近的车辆的距离时应考虑该减速，并且减速不得超过 2 m/s 2， 除非是为了避免或减轻即将发生碰撞的风险。
6.2.4.4. Where there is not sufficient headway time for the vehicle behind at the end of the lane change procedure, the system shall not increase the rate of deceleration for a least 2 seconds after the completion of the lane change procedure except in case this is necessary for nominal operation of the system (e.g., when responding to road infrastructure or other road users), or avoiding or mitigating the risk of an imminent collision.
6.2.4.4. 如果变道程序结束时后方车辆没有足够的前进时间，则系统在变道程序完成后至少 2 秒内不得增加减速率，除非这是系统标称运行所必需的（例如，在响应道路基础设施或其他道路使用者时）， 或避免或减轻即将发生碰撞的风险。
6.2.5. The manufacturer shall demonstrate how the provisions of paragraph 6.2.4. are implemented in the system design to the Type Approval Authority.
6.2.5. 制造商应向型式认可机构证明如何在系统设计中实施第 6.2.4 段的规定。
6.2.6. The system shall generate a signal to activate the direction indicator unless already activated by the driver. The direction indicator signal shall remain active throughout the whole period of the lane change procedure and shall be deactivated by the system in a timely manner once the positioning in the lane of travel feature is resumed, unless the direction indicator control remains fully engaged (latched position).
6.2.6. 除非驾驶员已经激活了方向指示灯，否则系统应生成激活方向指示灯的信号。 方向指示灯信号应在变道程序的整个期间保持活动状态，并在恢复行驶车道功能中的定位后由系统及时停用，除非方向指示灯控制保持完全接合（锁定位置）。
6.2.7. A lane change procedure shall be indicated to other road users for at least 3 seconds prior to the start of the lane change manoeuvre. A shorter indication time is permitted where this is not in violation of national traffic rules in the country of operation, and sufficient notice of the manoeuvre is nevertheless given to other road users.
6.2.7. 变道作开始前，应向其他道路使用者指示变道程序至少 3 秒。如果这不违反运营国的国家交通规则，并且仍然向其他道路使用者发出足够的作通知，则允许缩短指示时间。
6.2.8. When the lane change procedure is suppressed by the system, it shall clearly inform the driver by means of an optical signal in combination with either an acoustic or haptic signal.
6.2.8. 当系统抑制变道程序时，应通过光信号与声音或触觉信号相结合的方式清楚地通知驾驶员。
6.2.9. Additional requirements for lane changes
6.2.9. 变道的附加要求
6.2.9.1. Additional requirements for driver-confirmed lane changes
6.2.9.1. 驾驶员确认变道的附加要求
6.2.9.1.1. The system shall aim not to make an approaching vehicle in the target lane unreasonably decelerate, particularly in the case where the lane change is not urgent (e.g., for the purpose of overtaking a slower moving vehicle). However, where making another vehicle in the target lane decelerate is necessary due to the traffic situation (e.g., current lane of travel is ending, where there is dense traffic in the target lane), the requirements of paragraph 6.2.4.1. shall apply.
6.2.9.1.1.系统应不使目标车道上的接近车辆不合理减速，特别是在变道不紧急的情况下（例如，为了超越行驶速度较慢的车辆）。但是，如果由于交通状况而需要使目标车道上的另一辆车减速（例如，当前行驶车道即将结束，目标车道上交通密集），则第 6.2.4.1 段的要求。应适用 。
A lane change procedure shall only be proposed if sufficient free space in the target lane is already available or can reasonably be expected to become available allowing a LCM to be executed according to the provisions of paragraph 6.2.4.
只有在目标车道上已经有足够的可用空间或可以合理预期可用时， 才应提出变道程序 ，从而允许根据第 6.2.4 段 的规定执行 LCM。
6.2.9.1.2. Notwithstanding the requirements in paragraph 6.2.4.2. (b), the approaching vehicle in the target lane is assumed to be travelling with the allowed maximum speed + 10% or 130 km/h, whichever is lower.
6.2.9.1.2. 尽管有第 6.2.4.2 段的要求。（b），假设目标车道上的接近车辆以允许的最高速度 + 10% 或 130 公里/小时行驶，以较低者为准。
6.2.9.2. Additional requirements for system-initiated lane changes
6.2.9.2. 系统启动变道的附加要求
6.2.9.2.1. The requirements outlined in paragraph 6.2.9.1. shall equally apply.
6.2.9.2.1. 第 6.2.9.1 段所述要求同样适用。
6.2.9.2.2. The system shall aim to detect restricted lanes of travel which restrict access to specific vehicle road users (e.g., bus, bike or taxi lanes) and shall aim to refrain from initiating lane changes to such lanes.
6.2.9.2.2. 该系统应旨在检测限制特定车辆道路使用者通行的限制行车道（例如公共汽车、自行车或出租车车道），并应旨在避免向此类车道变道。
6.2.9.3. Assisting lane changes on roads where there is no physical separation of traffic moving in opposite directions.
6.2.9.3. 在相反方向的车辆没有物理分隔的道路上协助变道 。
If the system is designed to assist lane changes on roads where there is no physical separation of traffic moving in the opposite direction, the system shall implement strategies to ensure that the lane change procedure is only performed into or via a lane where the target lane is not designated for oncoming traffic.
如果该系统旨在协助在相反方向移动的车辆没有物理分隔的道路上变道，则该系统应实施策略，以确保变道程序仅进入或通过未指定目标车道的车道迎面而来的车辆。
These strategies shall be demonstrated to and assessed by the Technical Service according to the corresponding tests in Annex 4 during Type Approval.
在型式认可期间，应根据附件 4 中的相应测试向技术部门展示并评估这些策略。
6.2.9.4. Assisting lane changes on roads where pedestrians and/or bicycles are not prohibited.
6.2.9.4. 在不禁止行人和/或自行车通行的道路上协助变道 。
The system shall only be permitted to perform a lane change on roads with pedestrians and cyclists if the system is able to avoid causing risk of a collision with any vulnerable road user (such as pedestrians and cyclists).
只有当系统能够避免与任何弱势道路使用者（例如行人和骑自行车者）发生碰撞的风险时，系统才被允许在有行人和骑自行车者的道路上进行变道。
6.2.9.5. Assisting lane changes in situations where the lane change manoeuvre cannot be started within 7 seconds of the initiation of the lane change procedure.
6.2.9.5. 在变道程序启动后 7 秒内无法开始变道作的情况下协助变道 。
The time between initiation of the lane change procedure and start of the lane change manoeuvre is only permitted to be extended beyond 7 seconds where this is not in violation of national traffic rules.
变道程序开始和变道作开始之间的时间只允许延长超过 7 秒，前提是这不违反国家交通规则。
6.3. Specific requirements for other manoeuvres other than a lane change
6.3. 变道以外的其他作的具体要求
6.3.1. The provisions of this paragraph apply for manoeuvres which lead the vehicle to:
6.3.1. 本段的规定适用于导致车辆达到以下目的的机动：
(a) Select a lane where this manoeuvre is neither following the current lane of travel, nor a lane change; or
（a） 选择一条车道，该作既不遵循当前行驶车道，也不变道;或
(b) Navigate a roundabout by entering, navigating and exiting the roundabout; or
（b） 通过进入、导航和离开环形交叉路口来导航环形交叉路口;或
(c) Navigate around an obstruction in the lane of travel; or
（c） 绕过行车道上的障碍物 ;或
(d) Provide sufficient lateral distance to safely pass an object adjacent to the lane of travel (e.g., a cyclist in a cycle lane); or
（d） 提供足够的横向距离以安全地通过与行车道相邻的物体（例如，自行车道上的骑自行车者）;或
(e) Take a turn (e.g. taking a turn at an intersection); or
（e） 转弯（例如在十字路口转弯）;或
(f) Depart or arrive at a parked position.
（f） 离开或到达停车位置。
6.3.2. The system shall be designed to respond to vehicles, road users, infrastructure or a blocked path ahead which are already within or may enter the planned trajectory or the corresponding driving environment in order to ensure safe operation.
6.3.2. 该系统的设计应能够响应已经或可能进入计划轨迹或相应驾驶环境的车辆、道路使用者、基础设施或前方阻塞的路径 ，以确保安全运行。
6.3.3. The system shall be designed to respond to traffic lights, stop signs, right-of-way infrastructure (such as zebra crossings or bus stops) and restricted lanes appropriate to the system’s given lane of travel, or the lane of travel the system would find itself in as a result of the manoeuvre where this is deemed relevant for the given manoeuvre and operating domain (e.g., highway or non-highway).
6.3.3. 系统应设计为响应交通信号灯、停车标志、通行权基础设施（例如斑马线或公交车站）和适合系统给定行驶车道的限制车道，或系统因纵而发现自己所处的行驶车道，如果这被认为与给定的纵和作域相关（例如， 高速公路或非高速公路）。
6.3.4. The system shall be designed to safely and cautiously navigate hillcrests where this is deemed relevant for the controllability the given manoeuvre.
6.3.4. 该系统的设计应安全、谨慎地在山顶上航行，如果这被认为与给定作的可控性相关。
6.3.5. If the manoeuvre would potentially lead the system to cross paths with vulnerable road users crossing the lane of travel (e.g., bike path, crosswalk), the system shall be designed to respond appropriately to the road users and infrastructure.
6.3.5. 如果该作可能导致系统与穿过行车道（例如自行车道、人行横道）的弱势道路使用者交叉，则系统的设计应能够对道路使用者和基础设施做出适当的反应。
6.3.6. If the manoeuvre would lead the system to cross paths with crossing traffic (e.g., when taking a turn) or lead the system to merge with traffic approaching from a different direction, the system shall be designed to appropriately respond to these road users (e.g., by giving way).
6.3.6. 如果该作会导致系统与交叉路口的车辆交叉（例如，转弯时）或导致系统与从不同方向接近的车辆合并，则系统应设计为对这些道路使用者做出适当的反应（例如，让路）。
6.3.7. Where relevant to the manoeuvre, the system shall be designed to detect restricted lanes of travel (e.g., bus, bike or taxi lanes) and shall aim to refrain from navigating on such lanes. In the event the system detects that it has entered into a restricted lane of travel, it shall propose or perform a lane change procedure to an appropriate lane of travel as appropriate to the system design, or request the driver to resume manual control.
6.3.7. 在与机动相关的情况下，系统应设计为检测受限行驶车道（例如公共汽车、自行车或出租车车道），并应旨在避免在此类车道上行驶。如果系统检测到已进入限制行驶车道，则应根据系统设计建议或执行变道程序至适当的行驶车道，或要求驾驶员恢复手动控制。
6.3.8. The system shall aim to respect appropriate right-of-way rules.
6.3.8. 该系统应旨在尊重适当的通行权规则。
6.3.9. Additional Requirements for navigating around an obstruction in the lane of travel.
6.3.9. 绕过行进车道障碍物的附加要求 。
6.3.9.1. Navigating around an obstruction in the lane of travel can be performed under the following circumstances:
6.3.9.1. 在以下情况下，可以绕过行车道上的障碍物：
(a) Driving around a stationary obstacle (e.g., parked vehicle, debris, etc.) in the lane;
（a） 绕过车道上的静止障碍物（例如停放的车辆、碎片等）;
(b) Passing a very slow-moving vehicle or road user with sufficient lateral distance;
（b） 以足够的横向距离超越行驶速度非常慢的车辆或道路使用者;
(c) The manoeuvre is instructed by legitimate external sources (e.g., static and dynamic road signs, road works, emergency or enforcement instruction, etc.), if applicable to the system’s design.
（c） 如果适用于系统设计，则由合法的外部来源（例如，静态和动态路标、道路工程、紧急或执行指令等）指导作。
Other reasons to cross into another lane may be accepted if the manufacturer presents sufficient information to the Type Approval Authority and it is determined that it is appropriate and the system would be able to safely operate.
如果制造商向型式认可机构提供足够的信息 ，并且确定这是适当的并且系统能够安全运行 ， 则可以接受进入另一条车道的其他原因 。
6.3.9.2. Navigating around an obstruction shall only be permitted if the system is able to determine the position and movement of other road users to the front, side and rear where relevant to the specific manoeuvre, and that there is adequate distance to them to perform the manoeuvre.
6.3.9.2. 只有当系统能够确定其他道路使用者在与特定作相关的前部、侧面和后部的位置和移动，并且与他们有足够的距离来执行该作时，才允许绕过障碍物。
6.3.9.3. If the manoeuvre would cause the vehicle to cross partially or fully into another lane, the system shall only do so if it is able to confirm that sufficient space and time is available. Such that there are no oncoming road users which would impede the system from completing the manoeuvre by reverting to the appropriate lane of travel. It shall not cross into another lane, where the direction of travel is in the opposite direction, to pass general traffic moving at an appropriate speed.
6.3.9.3. 如果该作会导致车辆部分或全部越入另一车道，则系统只有在能够确认有足够的空间和时间的情况下才应这样做。这样，就不会有迎面而来的道路使用者会阻碍系统通过恢复到适当的行进车道来完成作。不得越入行驶方向相反的另一车道，以超越以适当速度行驶的一般车辆。
The system shall appropriately indicate the manoeuvre to other road users throughout the manoeuvre.
系统应在整个作过程中向其他道路使用者适当地指示该作。
6.3.9.4. The system shall not suggest a manoeuvre to the driver or perform a system-initiated manoeuvre, which intends to cross a solid lane marking that is not permitted to be crossed, unless permitted by the situation as described in paragraph 6.3.9.1. (c).
6.3.9.4. 除非第 6.3.9.1 段所述情况允许，否则系统不得向驾驶员建议机动或执行系统发起的机动，该机动意图越过不允许越过的实心车道标记。 （三）。
7. Monitoring of DCAS operation
7. DCAS 运行监控
7.1. Monitoring of DCAS Operation
7.1. 监控 DCAS 运行
7.1.1. The manufacturer shall maintain processes to monitor safety-critical occurrences caused by the operation of the system.
7.1.1. 制造商应维护流程，以监控系统运行引起的安全关键事件。
7.1.2. The manufacturer shall set up a monitoring program aimed at collecting and analysing data in order to provide, to the extent feasible, evidence of the in-service safety performance of the DCAS and confirmatory evidence of the audit results of the Safety Management System requirements established in Annex 3 to this Regulation.
7.1.2. 制造商应制定旨在收集和分析数据的监测计划 ，以便在可行的情况下提供 DCAS 在役安全性能的证据以及本条例附件 3 中规定的安全管理体系要求的审核结果的确认证据。
7.2. Reporting of DCAS operation
7.2. DCAS 作报告
7.2.1. Initial notification of Safety-Critical Occurrences
7.2.1. 安全关键事件的初始通知
7.2.1.1. The manufacturer shall notify the Type Approval Authority without unreasonable delay about any safety-critical occurrence the manufacturer becomes aware of through a monitoring program, where the system or its features were in ‘on’ mode, or had been switched to ‘on’ mode within the last 5 seconds before the safety-critical occurrence.
7.2.1.1. 制造商应立即将制造商通过监控程序发现的任何安全关键事件通知型式认可机构，其中系统或其功能处于“开启” 模式，或在安全关键事件发生前的最后 5 秒内已切换到“开启”模式。
7.2.1.1.1. For systems capable of system-initiated manoeuvres, the applicable notification requirement shall apply to any instance where the feature was active within the last 7 seconds before the safety-critical occurrence.
7.2.1.1.1. 对于能够进行系统启动作的系统，适用的通知要求应适用于该功能在安全关键事件发生前的最后 7 秒内处于活动状态的任何实例。
7.2.1.2. The initial notification may be limited to high-level data but shall contain information about the features in ‘on’ mode, or which had been switched to ‘on’ mode with the last 5 seconds before the safety-critical occurrence (e.g., location, time, type of accident) to the extent that such information is available at the time of notification.
7.2.1.2. 初始通知可限于高级数据，但应包含有关处于“开启”模式或在安全关键事件发生前最后 5 秒内已切换到“开启”模式的特征的信息（例如，事故的位置、时间、类型），只要此类信息在通知时可用。
7.2.2. Short-term Reporting of Safety-Critical Occurrences
7.2.2. 安全关键事件的短期报告
7.2.2.1. Following the initial notification as per paragraph 7.2.1., the manufacturer shall investigate whether the incident was related to DCAS operation and inform the Type Approval Authority of the results of this investigation as soon as possible. If the operation of the system was likely one of the causes of the incident, in addition, the manufacturer shall inform the Type Approval Authority of intended remedial action(s) addressing DCAS design, if applicable.
7.2.2.1. 在根据第 7.2.1 段发出初步通知后， 制造商应调查该事件是否与 DCAS 作有关，并尽快将调查结果通知型式认可机构。如果系统的运行可能是事故的原因之一，此外 ，制造商应将针对 DCAS 设计的预期补救措施（如果适用）通知型式认可机构。
7.2.2.2. If remedial action is required, the Type Approval Authority shall upload this information in English language to the secure database "DETA", established by the United Nations Economic Commission for Europe, without undue delay after the manufacturer has informed the Type Approval Authority to communicate this information to all Type Approval Authorities. The information shall be sufficient to understand the cause for and the remedial action itself.
7.2.2.2. 如果需要采取补救措施，型式认可机构应将此信息以英语上传到联合国欧洲经济委员会建立的安全数据库“DETA”， 在制造商通知型式认可机构将此信息传达给所有型式认可机构后，不得无故拖延。该信息应足以了解补救措施的原因和补救措施本身。
7.2.2.3. If the Type Approval Authority is informed of a safety critical occurrence with a vehicle equipped with DCAS through sources other than a vehicle manufacturer, such as by other Type Approval Authorities, that Type Approval Authority may request the manufacturer to provide available information of the incident in a comprehensive and accessible way as stipulated in 7.2.1. and 7.2.2.
7.2.2.3. 如果型式认可机构通过车辆制造商以外的来源（例如其他型式认可机构）获悉配备 DCAS 的车辆发生安全关键事件，则该型式认可机构可以要求制造商按照 7.2.1 和 7.2.2 的规定以全面且易于访问的方式提供有关该事件的可用信息。
7.2.3. Periodic Reporting
7.2.3. 定期报告
7.2.3.1. The manufacturer shall report at least once a year to the Type Approval Authority on the information deemed to be proper evidence of the intended operation collected through the monitoring program and safety of the system in the field until the production is definitively discontinued according to paragraph 14. The manufacturer shall report at least the information listed in the table below, which can be shared in confidence with other Type Approval Authorities on request. The manufacturer shall be notified in this case. Additional information is subject to agreement between the Type Approval Authority and the manufacturer.
7.2.3.1. 制造商应至少每年向型式认可机构报告一次 ，说明通过监测计划和现场系统安全收集的被认为是预期作的适当证据的信息 ， 直到根据第 14 段最终停止生产。制造商应至少报告下表中列出的信息 ，这些信息可根据要求与其他型式认可机构保密共享。在这种情况下，应通知制造商。其他信息须经型式认可机构和制造商达成协议。
In the event that the system was subject to significant changes relevant to the reported information during the reporting period, the report shall differentiate the changes of the system.
如果系统在报告期内发生与所报告信息有关的重大变化，则报告应区分系统的变化。
Table 1
表1
Information for Periodic Reporting
定期报告信息
Frequency of Occurrence
发生频率 (Total, with related hours of operation and distance travelled unless specified)
（ 除非另有说明，否则 Tota 具有相关的营业时间和旅行时间 ） |
1. Safety-critical occurrences known to the manufacturer
1. 制造商已知的安全关键事件 |
2. Number of vehicles equipped with the system, and aggregated distance driven with the system in ‘passive’ and ‘active’ mode
2. 配备该系统的车辆数量，以及在“被动”和“主动”模式下使用该系统行驶的总距离 |
3. Number of events resulting in a driver unavailability response
3. 导致驱动程序不可用响应的事件数 |
4. Number of system-initiated deactivations of the system or its features due to:
4. 由于以下原因导致系统启动的系统或其功能停用的次数： |
4.a. Detected system failures
4.a.检测到的系统故障 |
4.b. Exceeding system boundaries
4.b.超越系统边界 |
4.c. Other (if applicable)
4.c.其他（如适用） |
5. Percentage of total distance travelled with a driver-set speed limit above the system-determined speed limit while the system is in ‘active’ mode
5. 当系统处于“活动”模式时，驾驶员设定的速度限制高于系统确定的速度限制时行驶的总距离百分比 |
6. Disablement of the system due to insufficient driver engagement.
6. 由于驾驶员参与不足而导致系统禁用。 |
6.a. Number of events where the system was disabled due to insufficient engagement by the driver according to paragraph 5.5.4.2.8.2.:
6.一个。 根据第 5.5.4.2.8.2 段，由于驾驶员参与不足而禁用系统的事件数： |
6.b. Number of events where the powertrain was deactivated less than 5 minutes after the system was disabled due to insufficient engagement by the driver.
6.b. 由于驾驶员参与不足，系统禁用后不到 5 分钟动力总成被停用的事件数量。 |
6.c. Number of events where the system was disabled due to repeated EOR warnings, including a description of the number of warnings and the time interval defined by the manufacturer as per paragraph 5.5.4.2.8.3.
6.c.由于重复的 EOR 警告而禁用系统的事件数，包括警告数量的描述以及制造商根据第 5.5.4.2.8.3 段定义的时间间隔。 |
6.d. Number of events where the system was disabled due to repeated HOR warnings, including a description of the number of warnings and the time interval defined by the manufacturer as per paragraph 5.5.4.2.8.3.
6.d.由于重复 HOR 警告而禁用系统的事件数，包括警告数量的描述以及制造商根据第 5.5.4.2.8.3 段定义的时间间隔。 |
7. Repeated HORs/EORs
7. 重复的 HOR/EOR |
7.a. Number of events where 5 EORs are issued within a 10-minute period while the system is active. Once this event is recorded, counting of EOR is reset for the purpose of reporting.
7.a.在系统处于活动状态时，在 10 分钟内发出 5 个 EOR 的事件数。记录此事件后，将重置 EOR 计数以进行报告。 |
7.b. Number of events where 5 HORs are issued within a 10-minute period while the system is active. Once this event is recorded, counting of HOR is reset for the purpose of reporting.
7.b.在系统处于活动状态时，在 10 分钟内发出 5 个 HOR 的事件数。记录此事件后，将重置 HOR 计数以进行报告。 |
8. During phases of withholding HORs without driver override of the longitudinal control (if applicable).
8. 在扣留 HOR 的阶段，而没有驱动因素覆盖纵向控制（如果适用）。 |
8.a. Number of events where an upcoming boundary condition is detected and a HOR is given at least 5s in advance (see 5.5.4.2.6.5.1).
8.a. 检测到即将到来的边界条件并至少提前 5 秒给出 HOR 的事件数（参见 5.5.4.2.6.5.1）。 |
8.b. Number of events where an upcoming boundary condition is detected and a HOR is not given at least 5s in advance (see 5.5.4.2.6.5.1).
8.b. 检测到即将到来的边界条件且未至少提前 5 秒给出 HOR 的事件数（见 5.5.4.2.6.5.1）。 |
8.c. Driving distance and time while the system is withholding HORs.
8.c.系统扣留 HOR 时的行驶距离和时间。 |
9. Number of aborted System-Initiated Manoeuvres (if applicable).
9. 中止的 System 启动动作的数量 （如果适用）。 |
8. System Validation
8. 系统验证
8.1. The validation of the system shall ensure that an acceptable thorough consideration of functional and operational safety of the features integrated in the system and the entire system integrated into a vehicle has been performed by the manufacturer assessed according to Annex 3.
8.1. 系统的验证应确保制造商已根据附件 3 进行评估，对系统中集成的功能以及集成到车辆中的整个系统的功能和作安全性进行了可接受的彻底考虑。
8.2. The validation of the system shall demonstrate that the features integrated in the system and the entire system meet the performance requirements specified in paragraphs 5. and 6. of this Regulation
8.2. 系统的验证应证明系统和整个系统中集成的功能满足本法规第 5 款和第 6 款规定的性能要求
The validation of the system shall include:
系统的验证应包括：
(a) Validation of the system safety aspects in accordance with the requirements of Annex 3;
（a） 根据附件 3 的要求对系统安全方面进行验证;
(b) Physical tests on the test track and public roads in accordance with the requirements of Annex 4;
（b） 按照附件 4 的要求在试验跑道和公共道路上进行物理测试;
(c) Monitoring of the system or its features in accordance with the requirements of paragraph 7.
（c） 根据第 7 款的要求对系统或其功能进行监测。
8.2.1. The validation of the system may include the use of virtual testing and reporting of metrics produced by virtual testing, such as coverage measurement and safety metrics. If virtual testing is performed, a credibility assessment as described in Annex 5 shall be provided to the Type Approval Authority.
8.2.1. 系统的验证可能包括使用虚拟测试和报告虚拟测试产生的指标，例如覆盖率测量和安全指标。如果进行虚拟测试，则应向型式认可机构提供附件 5 中所述的可信度评估。
9. System Information Data
9. 系统信息数据
9.1. The following data shall be provided by the manufacturer, together with the documentation package required in Annex 3 of this UN Regulation, to the Type Approval Authority at the time of type-approval.
9.1. 制造商应在型式批准时向型式认可机构提供以下数据以及本《联合国条例》附件 3 中要求的文件包。
9.1.1. Specific features according to the classification of paragraph 6 that the system possesses.
9.1.1. 根据第 6 款分类系统所具有的具体功能。
The manufacturer is to confirm with an “x” or “Not Applicable” what domain the feature can operate in, and complete the table as necessary:
马制造者要用“x”或“不适用”确认该功能可以在哪个域中运行，并根据需要填写表格：
Feature
特征 | System Minimum Speed
系统最低速度 | System Maximum Speed
系统最大速度 | Other relevant preconditions for activation (e.g., lane width, type of road, time of day, weather conditions)
激活的其他相关先决条件（例如，车道宽度、道路类型、一天中的时间、天气条件） |
Positioning in the lane of travel
在行驶车道上定位 | | | |
Driver-initiated lane change
驾驶员发起的变道
(Please specify variants if any)
（ 如有变体，请注明） | | | |
Driver-confirmed lane change
驾驶员确认变道
(Please specify variants if any)
（ 如有变体，请注明） | | | |
Other manoeuvres (Please specify variants if any)
其他作（ 如有，请注明变体 ） | | | |
System-initiated lane change
系统启动的变道 | | | |
(To be completed by the manufacturer)
（ 由制造商填写 ） | | | |
9.1.2. Domains (highway or non-highway), in which the system provides certain types of assistance as classified under paragraph 9.1.1.
9.1.2. 域 （公路或非公路），系统提供第 9.1.1 款所列的某些类型的援助。
The manufacturer is to confirm with an “x” or “Not Applicable” what domain the feature can operate in, and complete the table as necessary:
制造商将用“x”或“不适用”确认该功能可以在哪个域中运行，并根据需要填写表格：
Feature
特征 | Non-Highway
非公路 | Highway
公路 |
Positioning in the lane of travel
在行驶车道上定位 | | |
Driver-initiated lane change
驾驶员发起的变道
(Please specify variants if any)
（ 如有变体，请注明） | | |
Driver-confirmed lane change (Please specify variants if any)
司机确认变道（ 如有请注明变体） | | |
Other manoeuvres (Please specify variants if any)
其他作（ 如有，请注明变体 ） | | |
System-initiated lane change
系统启动的变道 | | |
(To be completed by the manufacturer)
由制造商填写 ） | | |
9.1.3. The conditions under which the system and its features can be activated and the boundaries for operation (boundary conditions).
9.1.3. 系统及其功能可以激活的条件和作边界（边界条件）。
9.1.4. DCAS interactions with other vehicle systems.
9.1.4.DCAS 与其他车辆系统的交互。
9.1.5. Means to activate, deactivate and override the system.
9.1.5. 激活、停用和覆盖系统的方法。
9.1.6. Criteria monitored and the means by which driver disengagement is monitored.
9.1.6. 监测的标准和监测驾驶员脱离接触的方法。
9.1.7. Dynamic control assistance provided by each feature of the system.
9.1.7. 系统的每个功能提供的动态控制辅助。
9.1.8. Input other than lane markings the system uses to reliably determine the course of the lane and continues to provide lateral control assistance in the absence of a fully marked lane.
9.1.8. 除车道标记外的输入，系统用于可靠地确定车道的路线，并在没有完全标记的车道的情况下继续提供横向控制辅助。
Situation
情况 | Will the system continue to provide lateral control assistance in those situations? (yes/no)
在这些情况下，系统是否会继续提供横向控制援助？（是/否） | Operating domain requirement
作域要求 |
Lane marking(s) listed in
车道标记列在
UN Regulation No. 130
联合国第130号条例 | | Highway
公路 |
Lane marked with only a single marking
仅用单个标记标记的车道 | | Non-Highway
非公路 |
Road edges
道路边缘 | | Non-Highway
非公路 |
Lane demarked by something other than a lane marking (parked cars, curb, construction infrastructure)
由车道标记以外的其他东西标记的车道（停放的汽车、路缘石、建筑基础设施） | | Non-Highway
非公路 |
(To be completed by the manufacturer)
由制造商填写 ） | | |
10. Requirements for Software Identification
10. 软件识别要求
10.1. For the purpose of ensuring the software of the System can be identified, an R171SWIN shall be implemented by the vehicle manufacturer. The R171SWIN ay be held on the vehicle or, if R1XXSWIN is not held on the vehicle, the manufacturer shall declare the software version(s) of the vehicle or single ECUs with the connection to the relevant type approvals to the Type Approval Authority.
10.1. 为确保系统的软件可以识别 ，车辆制造商应实施 R 71SWIN。R171SWIN 必须固定在车辆上，或者，如果 R1XXSWIN 未固定在车辆上，制造商应向型式认可机构申报车辆或单个 ECU 的软件版本，并与相关型式认证相关联。
10.2. The vehicle manufacturer shall demonstrate compliance with UN Regulation No. 156 (Software Update and Software Update Management System) by fulfilling the requirements and respecting the transitional provisions of the original version of UN Regulation No. 156 or later series of amendments.
10.2. 车辆制造商应通过满足要求并尊重联合国第 156 号条例原版或更高系列修正案的过渡规定来证明遵守联合国第 156 号条例（软件更新和软件更新管理系统）。
10.3. The vehicle manufacturer shall provide the following information in the communication form of this UN Regulation:
10.3. 车辆制造商应在本联合国条例的通讯形式中提供以下信息：
(a) The R171SWIN;
（a） R171SWIN;
(b) How to read the R171SWIN or software version(s) in case the R171SWIN is not held on the vehicle.
（b） 如果 R 1 71 SWIN 未安装在车辆上 ，如何读取 R 1 71 SWIN 或软件版本 。
10.4. The vehicle manufacturer may provide in the communication form of the related Regulation a list of the relevant parameters that will allow the identification of those vehicles that can be updated with the software represented by the R171SWIN. The information provided shall be declared by the vehicle manufacturer and may not be verified by a Type Approval Authority.
10.4. 车辆制造商可以在相关法规的通信形式中提供相关参数列表，以便识别可以使用 R171 SWIN 所代表的软件进行更新的车辆 。所提供的信息应由车辆制造商声明，不得经过型式认可机构的验证。
10.5. The vehicle manufacturer may obtain a new vehicle approval for the purpose of differentiating software versions intended to be used on vehicles already registered in the market from the software versions that are used on new vehicles. This may cover the situations where type approval regulations are updated or hardware changes are made to vehicles in series production. In agreement with the Type Approval Authority duplication of tests shall be avoided where possible.
10.5. 车辆制造商可以获得新车批准，以区分用于已在市场上注册的车辆的软件版本和用于新车的软件版本。这可能涵盖更新型式认可法规或对批量生产的车辆进行硬件更改的情况。根据型式认可机构的协议，应尽可能避免重复测试。
11. Modification of vehicle type and extension of approval
11. 车辆类型的修改和批准的延期
11.1. 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 shall then either:
11.1. 本条例第 2.2 段所界定的车辆类型的每项修改，均应通知批准该车辆类型的型式认可机构。然后，型式认可机构应：
(a) 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;
（a） 认为所作的修改不会对核准的条件产生不利影响，并准予延长核准期限;
(b) 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;
（b） 认为所作修改影响到核准的条件，在批准延期之前需要进行进一步的测试或额外检查;
(c) Decide, in consultation with the manufacturer, that a new type-approval is to be granted; or
（c） 与制造商协商，决定授予新的型式认可;或
(d) Apply the procedure contained in paragraph 11.1.1. (Revision) and, if applicable, the procedure contained in paragraph 11.1.2. (Extension).
（d） 适用第 11.1.1 段所载程序。（修订）以及（如适用）第 11.1.2 段所载程序。（扩展）。
11.1.1. Revision
11.1.1. 修订
When particulars recorded in the information documents have changed and the Type Approval Authority considers that the modifications made are unlikely to have appreciable adverse effects, the modification shall be designated a "revision".
当信息文件中记录的细节发生变化，并且型式认可机构认为所做的修改不太可能产生明显的不利影响时，该修改应被指定为“修订”。
In such a case, the Type Approval Authority shall issue the revised pages of the information documents as necessary, marking each revised page to show clearly the nature of the modification and the date of re-issue.
在这种情况下，型式认可机构应根据需要发布信息文件的修订页，并在每个修改页上进行标记，以清楚地显示修改的性质和重新发布的日期。
A consolidated, updated version of the information documents, accompanied by a detailed description of the modification, shall be deemed to meet this requirement.
信息文件的合并、更新版本，并附有修改的详细说明，应被视为符合这一要求。
11.1.2. Extension
11.1.2. 扩展
The modification shall be designated an "extension" if, in addition to the change of the particulars recorded in the information documents,
如果除信息文件中记录的事项发生变化外，
(a) Further inspections or tests are required; or
（a） 需要进一步检查或测试;或
(b) Any information on the communication document (with the exception of its attachments) has changed; or
（b） 来文文件上的任何信息（附件除外）已发生变化;或
(c) Approval to a later series of amendments is requested after its entry into force.
（c） 在修正案生效后，请求核准以后的一系列修正案。
11.2. Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 4.3. above to the Contracting Parties to the Agreement applying this UN Regulation. In addition, the index to the information documents and to the test reports, attached to the communication document of Annex 1, shall be amended accordingly to show the date of the most recent revision or extension.
11.2. 确认或拒绝批准，具体说明修改，应按照上文第 4.3 款规定的程序通知适用本联合国条例的协定缔约方。此外，附件 1 来文文件所附资料文件和试验报告的索引应作相应修正，以显示最近修订或延长的日期。
11.3. 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 UN Regulation. It shall assign a serial number to each extension, to be known as the extension number.
11.3. 型式认可机构应通过本《联合国实施细则》附件 1 所载的通信表将延期通知其他缔约方。它应为每个分机分配一个序列号，称为分机号。
12. Conformity of production
12. 生产符合性
12.1. 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:
12.1. 生产符合性程序应符合协定（E/ECE/TRANS/505/Rev.3）第 2 条和附表 1 中规定的一般规定，并满足以下要求：
12.2. A vehicle approved pursuant to this UN Regulation shall be so manufactured as to conform to the type approved by meeting the requirements of paragraph 5. above;
12.2. 根据本联合国条例核准的车辆 ，其制造方式应符合符合上文第 5 款要求核准的型号;
12.3. 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.
12.3. 已授予批准的型式认可机构可以随时验证适用于每个生产单元的控制方法的一致性。这种检查的正常频率应为每两年一次。
12.4. The approval granted in respect of a vehicle type pursuant to this UN Regulation may be withdrawn if the requirements laid down in paragraph 8, above are not complied with.
12.4. 如果不遵守上文第 8 段规定的要求，则可以撤销根据本联合国条例就某一车辆类型授予的批准。
12.5. 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 UN Regulation.
12.5. 如果缔约方撤回其先前给予的批准，应立即通知适用本条例的其他缔约方，向适用本条例的其他缔约方发送符合本联合国条例附件 1 所示的通信表。
13. Penalties for non-conformity of production
13. 生产不合格的处罚
13.1. The approval granted in respect of a vehicle type pursuant to this UN Regulation may be withdrawn, if the requirements laid down in paragraph 12 above are not complied with.
13.1. 如果不遵守上文第 12 段规定的要求，则可撤销根据本联合国条例对某一车辆类型给予的批准。
13.2. If a Contracting Party withdraws an approval it had previously granted, it shall forthwith so notify the other Contracting Parties applying this UN Regulation by sending them a communication form conforming to the model in Annex 1 to this UN Regulation.
13.2. 如果缔约方撤回其先前给予的批准，应立即向适用本联合国条例的其他缔约方发送符合本联合国条例附件 1 所示的通信表，以通知适用本联合国条例的其他缔约方。
14. Production definitively discontinued
14. 生产最终停止
14.1. If the holder of the approval completely ceases to manufacture a type of vehicle approved in accordance with this UN Regulation, he 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 UN Regulation.
14.1. 如果批准持有人完全停止生产根据本联合国条例批准的车辆类型，他应通知授予批准的 A 类主管部门，而甲类主管部门应立即通过符合本联合国条例附件 1 所示 的通信表格通知适用本条例的协定其他缔约方。
14.2. The production is not considered definitely discontinued if the vehicle manufacturer intends to obtain further approvals for software updates for vehicles already registered in the market.
14.2. 如果汽车制造商打算获得已在市场上注册的车辆的软件更新的进一步批准，则不认为生产已明确停止。
15. Names and Addresses of Technical Services Responsible for Conducting Approval Tests and of Type Approval Authorities
15. 负责进行批准试验的技术服务机构和型式认可机构的名称和地址
15.1. The Contracting Parties to the Agreement applying this UN Regulation shall communicate to the United Nations Secretariat5 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.
15.1. 适用本联合国条例的协定缔约方应向联合国秘书处通报 5 负责进行核准试验的技术部门和授予核准的型式核准机构的名称和地址，以及向其发送核准或延期、拒绝或撤回核准证明表格的型号核准机构的名称和地址。
16. Transitional Provisions
16. 过渡性条款
16.1. As from the official date of entry into force of the 01 series of amendments, no Contracting Party applying this Regulation shall refuse to grant or refuse to accept type approvals under this Regulation as amended by the 01 series of amendments.
16.1. 自 01 系列修正案正式生效之日起，适用本条例的任何缔约方均不得拒绝授予或拒绝接受经 01 系列修正案修订的本条例规定的型式认可。
16.2. As from 1 September [2026], Contracting Parties applying this Regulation shall not be obliged to accept type approvals issued to the original version (00 series of amendments) of this Regulation, first issued after 1 September [2026].
16.2. 自 [2026 年]9 月 1 日起，适用本规章的缔约方无义务接受对 [2026 年]9 月 1 日之后首次颁发的本规章原版（00 系列修正案） 颁发的型式认可 。
16.3. Until 1 September [2028], Contracting Parties applying this Regulation shall accept type approvals issued to the original version (00 series of amendments) of this Regulation, first issued before 1 September [2026].
16.3. 在[2028 年]9 月 1 日之前，适用本条例的缔约方应接受对 [2026 年]9 月 1 日之前首次颁发的本条例原始版本（00 系列修正 ）颁发的型式认可 。
16.4. As from 1 September [2028], Contracting Parties applying this Regulation shall not be obliged to accept type approvals issued to the original version (00 series of amendments) of this Regulation.
16.4. 自 [2028 年]9 月 1 日起，适用本规章的缔约方无义务接受对本规章原始版本（00 系列修正案） 颁发的型式认可 。
16.5. Notwithstanding the transitional provisions above, Contracting Parties who start to apply this Regulation after the date of entry into force of the most recent series of amendments are not obliged to accept type approvals which were granted in accordance with the original version (00 series of amendments) of this Regulation.
16.5. 尽管有上述过渡性规定，在最近一系列修正生效之日之后开始适用本实施细则的缔约方没有义务接受根据本细则原始版本（00 系列修订）授予的型式认可。
16.6. Contracting Parties applying this Regulation may grant type approvals according to the original version (00 series of amendments) of this Regulation.
16.6. 适用本规章的缔约方可根据本规章的原始版本（00 系列修正） 授予型式认可。
16.7. Contracting Parties applying this Regulation shall continue to grant extensions of existing approvals to the original version (00 series of amendments) of this Regulation.
16.7. 适用本条例的缔约方应继续批准对本条例原始版本（00 系列修正） 的现有批准进行扩展。
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