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ATTC Technology Sharing丨K-NCAP Emergency Steering Assist System
2025-09-05 10:33:07
Emergency Steering Assist (ESA) is an important part of modern automobiles' active safety technology, and its functional importance is mainly reflected in multiple key aspects such as avoiding collision risks, improving handling stability, and enhancing driving safety
The core role of the emergency steering assist system is to monitor the road conditions in real time through sensors (radar, cameras, etc.) when the driver faces sudden danger (such as sudden obstacles, pedestrians or vehicle braking) in front of him, and automatically calculates the optimal obstacle avoidance path when the driver makes a steering action, and at the same time applies additional steering force through the electronically controlled power steering system to help the vehicle complete the avoidance operation more accurately and quickly.
At a time when autonomous driving technology has not yet been fully popularized, ESA, as a key safety technology in the era of "human-machine co-driving", is becoming one of the core indicators to measure the active safety performance of vehicles.
1. Definitions of terms
1.1 Crossing the line
It refers to the moment when the tires touch the outer edge of the lane line and exceed the outer boundary line of the lane (i.e., the moment of crossing the line) while the vehicle is driving. During the right turn (or left) test, a vehicle deviating from the left (or right) lane line is also considered to have crossed the line. In addition, "lane crossing distance" refers to the vertical distance from the tire touching the outer edge of the lane line to the outside boundary line of the exit lane, as shown in the figure below.
The picture on the left shows the moment when the vehicle crosses the line, and the picture on the right shows the distance between the vehicle and the line.
1.2 Trigger time point of emergency steering system
(1) The effective time of the device specified by the manufacturer, and the time point can be confirmed by a certain signal;
(2) If relevant signal information is not provided before the test, the moment when the lateral speed of the tested vehicle begins to rise continuously during the test should be used as the trigger time point.
1.3 Target selection
(1) Target vehicle: The target vehicle uses Euro NCAP Vehicle Target.
(2) Target dummy: The target dummy uses the adult pedestrian leg joint fixation model specified in the Euro NCAP VRU Test Protocol (ver. 1.0.1).
2. Test conditions
2.1 Test lanes and lane lines
2.1.1
The test should be carried out on a straight lane with a width of 3.5 m ± 0.1 m.
2.1.2
The lane lines set for the test are shown in the figure, and the left and right sides are used as the types of lane lines for the test, which can be selected at will.
2.1 Test lanes and lane lines
2.1.1
The test should be carried out on a straight lane with a width of 3.5 m ± 0.1 m.
2.1.2
The lane lines set for the test are shown in the figure, and the left and right sides are used as the types of lane lines for the test, which can be selected at will.
2.2 Environmental conditions 🌤️
2.2.1
The ambient temperature at the time of testing should be between 0°C and 45°C, and the wind speed should not exceed 5 m/s; The vertical wind speed in the direction of the vehicle under test should not exceed 3 m/s.
(Euro NCAP stipulates that the wind speed should be less than 10 m/s in dry environments; When the wind speed exceeds 5 m/s, whether it is effective is determined by the laboratory according to the manufacturer's expected performance)
2.2.2
The test shall not be conducted under adverse weather conditions such as rain, snow, fog, haze, and waterlogging. The test should be carried out during the day and in an environment with favorable meteorological conditions.
2.2.3
If the sun's altitude angle is 15° below the horizon, it should not be tested directly facing the sun or facing away from the sun.
2.3 Test vehicle conditions
2.3.1 Load Status
(1) The vehicle should be in a "loadable state" at the time of testing, and the load distribution of the front and rear axles should be carried out according to the manufacturer's recommended axle load distribution.
(2) If the axle load distribution specified by the manufacturer cannot be applied due to the installation of test equipment, the test should be carried out within the range of the allowable load designed by the manufacturer.
2.3.2 Transmission gear
(1) Automatic transmission vehicles should use "D" gear;
(2) The manual transmission car should choose the highest gear that can maintain the speed required for the test.
2.3.3 Tire pressure
The tire inflation pressure should be adjusted according to the manufacturer's recommended cold tire pressure setting and according to the current load situation.
2.3.4 Control boundary setting
If the driver can adjust the intervention threshold of the emergency steering system, it should be set to the most sensitive (earliest intervention) optional setting.
2.3.5 If the driver can adjust the trigger performance of the automatic emergency braking system (e.g. AEB/LSS), the adjustment device should be set in the middle gear. If it cannot be set to the middle gear, the setting value triggered by the slower gear should be used.
2.3.6 Adaptive Cruise System (ACC) If ACC is installed, the system should remain in the open test state.
2.3.6.1 Set the target speed: If the test speed cannot be set accurately, the closest gear should be selected and not lower than the test speed.
2.3.6.2 If ACC cannot maintain vehicle speed steadily, or if the system will affect emergency steering intervention, ACC should be suspended or disabled.
2.3.7 If the emergency steering system has a linkage structure with other systems, all related systems should be activated at the same time during the test.
2.4 Test equipment specifications
2.4.1 Sampling frequency
The sampling frequency for data acquisition is at least 100 Hz.
2.4.2 Speed sensor type and refresh rate
The vehicle speed can be used with contact or non-contact sensors, and if GPS sensors are used, the refresh rate must also be 100 Hz or higher.
2.4.3 Specifications for the accuracy of testing equipment
|
category |
output |
Measurement range |
Accuracy requirements |
accuracy |
|
Speed sensor |
Test vehicle speed |
0.1-100km/h |
≥0.1km/h |
±0.25%FS |
|
Position sensor |
Horizontal and vertical positions |
Longitudinal 0-200m Horizontal 0-10m |
±2cm |
Less than ±2cm |
|
Alarm sensor |
Time, acoustics, optics, trigger signals |
/ |
/ |
Response time ≤ 5ms |
2.4.4 Equipment Selection
Meteorological instruments and other equipment must be intact and have sufficient accuracy, and the accuracy of the thermometer should be ±1°C;
RT3000*2, camera*3, accelerometer sensor*1, sound sensor*1, DEWE, ADV3
3. Test and evaluation methods
3.1 Avoid stationary target vehicles
3.1.1 General Requirements
3.1.1.1 The emergency steering system must be activated and perform an operation to avoid the direction of collision (i.e., the vehicle should spontaneously avoid stationary targets on the path by steering or braking).
3.1.1.2 Before or at the same time as the emergency function is activated, the driver must be warned in advance using at least two different warning methods (at least visual + audible). For example, visual prompts, sound alerts, and tactile feedback can be combined; Warning methods such as lane departure warning, collision warning and other systems can also be used.
Example combinations include: sight + sound, sight + touch, or vision + sound light and haptic warnings
3.1.1.3 After the emergency control is triggered, the vehicle should not cross the original lane at the moment when the system intervention ends. That is, when the system is actively controlled, the vehicle must remain within the lane.
3.1.1.4 If only the emergency steering system or other automatic assistance systems are used to achieve collision avoidance in the test, it will be deemed to meet the requirements of this code.
3.1.1.5 In several tests, the avoidance control should be triggered at least once. If the vehicle does have an avoidance function but may not trigger in the test scenario, the manufacturer should provide a trigger method for trigger verification.
3.1.2 Test Method
3.1.2.1 Start the test when the target stationary vehicle (target vehicle) reaches a point of 65 ± 3 km/h in the direction of travel. From this trigger point, the test vehicle is limited to a distance of 200 m. Place the target vehicle at 100±1m as shown in the figure below. And the driving trajectory deviation of the test vehicle should be kept within ± 0.1 m.
The overlap rate between the two vehicles is 20%
3.1.2.2 Accelerate the tested vehicle to 65±3km/h and maintain a constant speed until it reaches the location of the target vehicle.
3.1.2.3 At the beginning of the test, ensure that the emergency steering system remains active, and when the distance from the target vehicle reaches 100m, the test data is recorded. It mainly records the speed of the test vehicle, the lateral speed, the distance between the test vehicle and the left and right lane lines, and the alarm signal of the emergency steering system.
3.1.2.4 The above steps perform 3 rounds of testing, if the system does not issue any warning or do not perform avoidance actions before TTC 0.8 seconds, it will be deemed to be a test failure, and the next round of testing will be conducted
3.1.3.1 If all the requirements listed in Clause 3.1.1 are met, the test results are scored based on the number of collisions in Clause 3.1.3.2.
3.1.3.2 Scoring rules are as follows based on the number of collisions that occur in the test:
| Number of collisions | score |
| 0 times | 6 points |
| 1 time | 5 points |
| 2 times | 4 points |
| 3 times | 3 points |
| 4 times | 2 points |
| ≥ 5 times | 0 points (3 points if the system does have collision avoidance capability and ≥ 3 evasive maneuvers occur after executing the warnings set out in 3.1.1.2, or trigger the warnings listed in 3.1.1.2 ≥ 6 times) |
3.2 Pedestrian avoidance
3.2.1 General Standards
3.2.1.1 The emergency control device must be activated and operated in the direction of collision avoidance to avoid collisions with pedestrians.
3.2.1.2 The emergency control device must give the driver at least two types of warnings (must include visual warnings), such as auditory, tactile, or other forms, before or at the moment of activation. This can be achieved using systems such as lane departure warning, front collision warning, etc.
Example combinations include: sight + sound, sight + touch, or even vision + sound light + touch and other mixed alerts.
3.2.1.3 After the emergency control device intervenes, when its control action ends, the driving path shall not deviate from the lane or other crossing the line.
3.2.1.4 If pedestrian avoidance occurs when the system works alone or in conjunction with other auxiliary systems, it is deemed to meet the requirements of this code.
3.2.1.5 In all test times, the emergency control device must trigger at least one evasion operation. If the system has an evasion function, but the evasion operation is not actually triggered according to the test methods of this specification, the manufacturer shall provide a method for the system to trigger the function to verify its actual operational capabilities.
3.2.2 Test method
3.2.2.1 According to the test section of 200m, the target dummy is placed at the position of 100±1m, as shown in the figure below. At the same time, ensure that the driving trajectory deviation of the target vehicle is controlled within ±0.1m
The overlap rate between the target dummy and the test vehicle is 20%
3.2.2.2 Accelerate the tested vehicle to 65±3km/h and maintain a constant speed until it reaches the location of the target vehicle.
3.2.2.3 At the beginning of the test, ensure that the emergency steering system remains active, and when the distance from the target vehicle reaches 100m, start recording the test data. It mainly records the speed of the test vehicle, the lateral speed, the distance between the test vehicle and the left and right lane lines, and the alarm signal of the emergency steering system.
3.2.2.4 The above steps perform 3 rounds of testing, if the system does not issue any warning or evasion action before TTC 0.8 seconds, the test will be deemed to have failed, and the next round of testing will be conducted
3.2.2.5 If all the requirements listed are met, the test results will be scored based on the number of collisions in Clause 3.2.3.2.
3.2.3 Evaluation methods
3.2.3.1 If all the basic requirements in 3.2.1 are met, the next step is to score
3.2.3.2 According to the number of collisions that occur in the pedestrian avoidance test, the corresponding score is assigned:
| Number of collisions | score |
| 0 times | 9 points |
| 1 time | 8 points |
| 2 times | 6 points |
| 3 times | 4 points |
| 4 times | 2 points |
| ≥ 5 times | 0 points* |
*If the system performs ≥3 evasive maneuvers or generates ≥6 warnings as described in Article 4.2.1.2, even if ≥5 collisions occur, it can still be deducted as 3 points and no penalty of 0 points will be awarded (the number of collisions will no longer affect the score).
6. Summary
As a key component of Hyundai's active safety technology, the emergency steering assist system (ESA) monitors road conditions in real time through sensors, automatically calculates the optimal obstacle avoidance path and applies additional steering force when the driver encounters sudden dangers such as obstacles in front and pedestrian crossings and makes steering actions, accurately and quickly assisting in avoiding dangers. It not only compensates for the limitations of human response and reduces the risk of secondary accidents, but also adaptively adjusts the steering assistance to enhance vehicle handling stability. At the same time, ESA collaborates with AEB, LDW, ESP and other systems to build a comprehensive security protection network. With the promotion of regulations and the reduction of technical costs, this function is becoming popular from high-end models to the mid-range, and is an indispensable and important configuration to improve driving safety and reduce accident rates in the era of human-machine co-driving.
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