Definitions
Article 2
In addition to the definitions in Regulation (EU) 2018/858 and Regulation (EU) 2019/2144, for the purpose of this regulation, the following definitions shall apply: 1. ‘Automated Driving System’ (ADS) means the hardware and software that are collectively capable of performing the entire DDT on a sustained basis in a specific operational design domain (ODD). 2. ‘ADS feature’ means an application of ADS hardware and software designed for a specific use within an ODD. 3. ‘ADS function’ means an application of ADS hardware and software designed to perform a specific portion of the DDT. 4. ‘dynamic driving task (‘DDT’)’ means all real time operational functions and tactical functions required to operate the vehicle, excluding strategic functions such as trip scheduling and selection of destinations and waypoints and including without limitation the following subtasks: (a) Lateral vehicle motion control via steering (operational); (b) Longitudinal vehicle motion control via acceleration and deceleration (operational); (c) Monitoring the driving environment via object and event detection, recognition, classification, and response preparation (operational and tactical); (d) Object and event response execution (operational and tactical); (e) Manoeuvre planning (tactical); (f) Enhancing conspicuity via lighting, sounding the horn, signalling, gesturing, etc. (tactical). 5. ‘operational functions’ of the DDT means functions delivered over a time constant of milliseconds and which include tasks such as steering inputs to keep within a lane or braking to avoid an emerging hazard. 6. ‘tactical functions’ of the DDT means functions delivered over a time constant of seconds and including tasks such as lane choice, gap acceptance and overtaking. 7. ‘fault’ means an abnormal condition that can cause a failure. This can concern hardware or software. 8. ‘failure’ means the termination of an intended behaviour of a component or a system of the ADS due to a fault manifestation. 9. ‘in-service monitoring’ means data collected by the manufacturer and data from other sources, to get evidence on the in-service safety performance of the ADS in the field. 10. ‘in-service reporting’ means data reported by the manufacturer to demonstrate evidence on the in-service safety performance of the ADS in the field. 11. ‘lifetime of the ADS’ means the period of time during which the ADS system is available on the vehicle. 12. ‘lifecycle of the ‘ADS’ means the period of time that consists of the design, development, production, field operation, service and decommissioning phases. 13. ‘malfunctioning behaviour’ means a failure or unintended behaviour of a component or a system of the ADS with respect to its design intent. 14. ‘minimal risk manoeuvre (‘MRM’)’ means a manoeuvre aimed at minimising risks in traffic by stopping the vehicle in a safe condition (i.e. minimal risk conditions). 15. ‘minimal risk condition (‘MRC’)’ means stable and stopped state of the vehicle that reduces the risk of a crash. 16. ‘operational design Domain (‘ODD’)’ means operating conditions under which a given ADS is specifically designed to function, including, but not limited to, environmental, geographical, and time-of-day restrictions, and/or the requisite presence or absence of certain traffic or roadway characteristics. 17. ‘object and event detection and response’ (‘OEDR’) means subtasks of the dynamic driving task that include monitoring the driving environment and executing an appropriate response. It includes detecting, recognizing, and classifying objects and events and preparing and executing responses as needed. 18. ‘scenario’ means a sequence or combination of situations used to assess the safety requirements for an ADS. 19. ‘nominal traffic scenarios’ means reasonably foreseeable situations encountered by the ADS when operating within its ODD. These scenarios represent the non-critical interactions of the ADS with other traffic participants and generate normal operation of the ADS. 20. ‘critical scenarios’ means scenarios related to edge-cases (e.g. unexpected conditions with an exceptionally low probability of occurrence) and operational insufficiencies, not limited to traffic conditions but also including environmental conditions (e.g. heavy rain or low sunlight glaring cameras), human factors, connectivity and miscommunication leading to emergency operation of the ADS. 21. ‘failure scenarios’ means the scenarios related to ADS and/or vehicle components failure which may lead to normal or emergency operation of the ADS depending on whether or not the minimum safety level is preserved. 22. ‘normal operation’ means the ADS operation within specified operational limits and conditions to perform the designed activity. 23. ‘emergency operation’ means the ADS operation due to the occurrence of events requiring prompt action to mitigate adverse consequences on human health or property damage. 24. ‘on-board operator’ means, where applicable to the ADS safety concept, a person located inside the fully automated vehicle who may: (a) activate, re-initialise, deactivate the ADS, (b) request the ADS to start an MRM, (c) confirm a manoeuvre proposed by the ADS while the vehicle is at standstill, (d) after an MRM, while the fully automated vehicle is at standstill, request the ADS to perform safely a low speed manoeuvre limited to 6 km/h with the remaining performance to evacuate the fully automated vehicle to a nearby preferable location. (e) select or modify the planning of an itinerary or stopping points for the users; or (f) provides assistance in duly identified situations to the passengers of the fully automated vehicle. In the above situations, the on-board operator shall not drive the fully automated vehicle and the ADS shall continue to perform the DDT. 25. ‘remote intervention operator’ means, where applicable to the ADS safety concept, person(s) located outside the fully automated vehicle who may remotely achieve the tasks of the on-board operator provided it is safe to do so. The remote intervention operator shall not drive the fully automated vehicle and the ADS shall continue to perform the DDT. 26. ‘remote capabilities’ mean capabilities specifically designed to support remote intervention. 27. ‘R2022/1426 Software Identification Number (R2022/1426SWIN)’ means a dedicated identifier, defined by the manufacturer, representing information about the type approval relevant software of the ADS contributing to the type approval relevant characteristics of the ADS. 28. ‘unreasonable risk’ means the overall level of risk for the vehicle occupants and other road users which is increased compared to a manually driven vehicle in comparable transportation services and situations within the operational design domain. 29. ‘functional safety’: absence of unreasonable risks under the occurrence of hazards caused by malfunctioning behaviour. 30. ‘operational safety’ means the absence of unreasonable risk under the occurrence of hazards resulting from functional insufficiencies of the intended functionality (e.g. false/missed detection), operational disturbances (e.g. environmental conditions like fog, rain, shadows, sunlight, infrastructure) or by reasonably foreseeable misuse/errors by the vehicle occupants and other road users (i.e. safety hazards – without system faults). 31. ‘control strategy’ means a strategy to ensure robust and safe operation of the ADS in response to a specific set of ambient and/or operating conditions (such as road surface condition, other road users, adverse weather conditions, imminent collision risk, failures, reaching ODD boundaries, etc.). This may include temporary performance restrictions (e.g. a reduction in the maximum operating speed, etc.), MRM manoeuvres, collision avoidance or mitigation, remote intervention, etc. 32. ‘Time to Collision’ (TTC) means the time before a collision happens between involved vehicles/objects/subjects if their speeds would not change and taking into account their paths. For pure longitudinal situations with constant speeds, unless differently specified in the text, the TTC is obtained by dividing the longitudinal distance (in the direction of travel of the subject vehicle) between the subject vehicle and the other vehicles/objects/subjects by the longitudinal relative speed of the subject vehicle and the other vehicles/objects/subjects. For pure crossing situations with constant speeds, unless differently specified in the text, this is obtained by dividing the longitudinal distance between the subject vehicle and the lateral line of movement of the other vehicles/objects/subjects by the longitudinal velocity of the subject vehicle. 33. ‘vehicle type with regard to the ADS’ means fully automated vehicles which do not differ in such essential aspects as: (a) vehicle features which significantly influence the performances of ADS; (b) the system characteristics and design of ADS. 34. ‘dual mode vehicles’ means fully automated vehicles with a driver seat designed and constructed: (a) to be driven by the driver in the ‘manual driving mode’ and (b) to be driven by the ADS without any driver supervision in the ‘fully automated driving mode’. For dual mode vehicles, the transition between the manual driving mode and the fully automated mode, as well the transition between the fully automated mode and the manual mode may only occur when the vehicle is at standstill, not when the vehicle is moving. 35. ‘transport service operator’ means the entity providing a transport service using one or more fully automated vehicles.