Technical 44 www.aftermarketonline.net SEPTEMBER 2024 It can be switched off but GSR2 requirements mandate that the feature is reenabled (automatically switched back on) every time the car is started. This is the key difference in GSR2 compliant vehicles versus existing vehicles which already possess a form of traffic sign recognition. The other key difference is that the regulation mandates systems achieve an accuracy of greater than 90% in all EU member states, where there are no performance criteria for older systems. Are there common issues drivers may experience? Systems may detect the wrong speed limit where signage is missing or inaccurate due to incorrect or outdated maps. It is therefore crucial that drivers install regular map updates provided over-the-air by the vehicle manufacturer. Temporary signs, such as roadworks, may conflict with valid map data. Drivers may make an appropriate choice of whether ISA is providing a safety benefit and can override the feature by accelerating. Drivers must be reminded that they are always liable for the safe and legal progress of the vehicle. Will it change in the future? There are no additional requirements planned for ISA, but as part of the regulation vehicles must capture and store data regarding how the feature is used. The European Commission will continue to monitor and review how ISA works in the real world as it rolls out onto more vehicles. Other technology mandated for ‘M1’ passenger cars by GSR2 includes AEB, RADARs and potentially other sensor technologies like LIDAR to prevent collisions. It scans the forward path of the vehicle for potential impact targets and applies braking to avoid or mitigate a collision. It applies to specific scenarios, such as car-to-car, car-topedestrian and car-to-cyclist. AEB has been shown in some studies to reduce car-to-car rear end collisions by around 50% and car-to-pedestrian collisions by around 30%. It also provides impact mitigation where a collision cannot be avoided, reducing the severity of injuries. It causes no noticeable impact to drivers, operating in the background with an extremely low false event rate. GSR2 Phase 2 mandates car-to-car rear and crossing pedestrian collision scenarios to be supported by every new vehicle. Currently 92% of new vehicles sold in the UK (according to Thatcham Research vehicle risk data) already possess this functionality, driven by consumer ratings such as Euro NCAP. Phase 3 will add requirements to support additional scenarios for pedestrians and cyclists. Driver drowsiness & attention warning DDAW is an occupant monitoring feature using a driver-facing camera for direct driver monitoring. It detects the position of the driver’s gaze and measures alertness through metrics such as how long the driver looks in one area or if the driver’s eyes are closing. Using this information, it alerts the driver when looking away from the road for too long or if drowsiness is detected. Crash statistics show distraction and impairment to be contributing factors in many collision scenarios. GSR2 mandates that a new sensor is fitted on all vehicles to allow for basic attention and drowsiness monitoring from phase 2, a key factor driving the introduction of this technology. Emergency lane keeping system ELKS (which includes emergency lane keeping assist and lane support systems) is a collision avoidance feature using forward-facing cameras and RADARs to prevent a vehicle leaving the lane of travel. Sensors detect when a driver crosses a road edge or crosses lane markings into the path of an oncoming vehicle and corrective steering is applied to remain in lane. GSR2 mandates this feature, which is already fitted to almost all new premium vehicles due to inclusion in Euro NCAP, although with a lower fitment rate than AEB. Meanwhile, further technology mandated by GSR2 includes: O Alcohol interlock installation facilitation (AIIF), making it easier to fit aftermarket alcohol interlock devices in vehicles; O Event data recorder (EDR), also known as a black box, which records and stores vehicle data shortly before, during, and immediately after a road traffic collision; O ESP (electronic stability programme), which helps to prevent a loss of control in cornering and during emergency steering by stabilising the car if it veers off its intended path; O Emergency stop signal (ESS), when brakes are forcefully applied, the rear indicator lights will flash to alert other vehicles behind the car; O Reversing detection systems (RD), which alerts the driver to the presence of people or objects at the rear of the vehicle; O Tyre pressure monitoring systems (TPMS), monitoring tyre air pressure and providing feedback in real-time to the driver to prevent accidents caused by under-inflated tyres; O Cybersecurity, addressing the increase in connected vehicles on European roads which require robust cybersecurity to prevent them from being stolen; O Systems to replace driver control, including level 3 autonomous features to pave the way for automated vehicles to be adopted in the EU. As ADAS is increasingly fitted to cars, vehicle manufacturers will need to address drivers’ concerns that these systems interfere with their driving experience
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