ISO/DPAS 21779-2

• Abstract:

  This document specifies test methods to evaluate the behaviour of a vehicle equipped with an acceleration control pedal error (ACPE) system. Those forward and reverse accidents occur during a straight-line acceleration when the vehicle under test (VUT) accelerates due to driver misapplication of accelerator pedal instead of intended brake pedal. This document is limited to ACPE systems of light vehicles only classified in UN-ECE (TRANS/WP.29/1045) Vehicle: “Category 1-1 vehicle” and does not apply to such devices installed in vehicles of other categories, such as heavy vehicles or motorcycles. This document focuses on an important part of the vehicle behaviour during these collision scenarios, which is the capacity to avoid or mitigate the collision especially to a pedestrian.

• Status: Not Published
• ICS: 35.240.60 - IT applications in transport
• ICS: 43.040.15 - Car informatics. On board computer systems
• Technical Committee: ISO/TC 22/SC 33 - Vehicle dynamics and chassis components
• Drafting Committee: ISO/TC 22/SC 33/WG 3 - Driver assistance and active safety functions
• Current Stage: 5020 - FDIS ballot initiated: 2 months. Proof sent to secretariat
• Start Date: 04-Sep-2026
• Completion Date: 04-Sep-2026

ISO/DPAS 21779-2 is an ISO document that gives a test method for evaluating Acceleration Control for Pedal Error (ACPE) systems in light vehicles. It focuses on a car-to-pedestrian scenario with creeping speed, where a vehicle may accelerate because the driver presses the accelerator pedal instead of the brake pedal. The method is used to judge whether the ACPE function can avoid or mitigate a collision, especially with a pedestrian.

What does ISO/DPAS 21779-2 specify?

ISO/DPAS 21779-2 specifies how to prepare, run, measure and record a test for ACPE-equipped vehicles in straight-line forward and reverse scenarios. It applies only to light vehicles, namely passenger vehicles and light commercial vehicles classified as UN-ECE Category 1-1 vehicles.

The document is organized into the following main parts:

• Clause 1 - Scope
• Clause 2 - Normative references
• Clause 3 - Terms and definitions
• Clause 4 - Concept
• Clause 5 - Test conditions
• Clause 6 - Test method
• Clause 7 - Records of test results
• Annex A - Conditions of ACPE and specifications of the test vehicle
• Annex B - Performance test results of ACPE

Annex	What it covers
Annex A	Vehicle data and manufacturer declaration used before testing
Annex B	Test record form used by the test organization during and after testing

What are the key requirements of ISO/DPAS 21779-2?

Test conditions and vehicle setup

ISO/DPAS 21779-2 requires test conditions that follow ISO 15037-1:2019, Clause 6, unless this document states otherwise. It also requires general vehicle and test data to be recorded, and Annex A to be used to collect the vehicle specifications needed for the test.

The vehicle must be in the manufacturer’s specified state, including suspension geometry, powertrain configuration and tyre fitment. In practice, this means the test lab has to use a representative vehicle condition, not a convenient one.

The load condition is defined with one driver in the vehicle and a loaded mass that includes delivery equipment and an added test load. Tyres fitted at purchase are to be used, tyre pressure is to be set to normal driving values, and the braking system must be correctly adjusted and burnished as required.

Test course and environment

ISO/DPAS 21779-2 requires a dry, uniform, solid-paved surface with a slope between level and 1 %, and a minimum peak braking coefficient of 0.9. The test area must be free of irregularities, obstacles, markings, loud sound sources and ultrasonic sources that could affect the sensors or the test result.

Weather limits are defined for temperature, wind and visibility. The document also allows some tests to be omitted when lighting or shadow conditions, or low temperature, make the result unsuitable and the judgment can be made from manufacturer documentation.

In practice, this means the test is meant to be repeatable and sensor-friendly. The surface and surroundings are controlled so the ACPE system is evaluated, not the environment.

Test sequence and driving method

ISO/DPAS 21779-2 uses four condition settings based on vehicle direction and whether a pedestrian target is present: forward or reverse, each with or without PTa/PTc placement. The document also defines a starting position, a braking-off point, an accelerator-on point, an accelerator-full point and a creeping distance (dc).

The test driver must release the brake, keep both pedals released until the accelerator-on point, then press and hold the accelerator fully until the vehicle stops or reaches the virtual collision location. Steering is kept neutral. For ACPE systems that can be set by the driver, the activation timing is set to the manufacturer-recommended or factory value.

This is important in practice because the method tries to reproduce a pedal-misapplication event in a controlled way, while still letting the test team compare scenarios consistently.

Measurement and validity rules

ISO/DPAS 21779-2 requires measurement of braking-off time, accelerator-on time, accelerator-off time, vehicle position, vehicle speed, brake temperature, accelerator pedal position and evidence of ACPE activation. The sampling frequency must be 100 Hz or higher.

The document also sets accuracy expectations for the measuring equipment. Vehicle position, speed, brake temperature and accelerator pedal position all need defined accuracy so the test result can be trusted.

A test is valid only if the vehicle stays within limits for lateral deviation, accelerator-full location, speed at accelerator-full, braking-off position, speed at accelerator-on, and pedal-press timing. It is also invalid if AEB interferes before accelerator-full or if unplanned operations occur during the run. In practice, these checks filter out runs where the driver input, vehicle setup or other assistance functions distorted the result.

Test reporting

ISO/DPAS 21779-2 requires the environmental conditions, vehicle specifications, measurement values and outcomes to be recorded. Annex B provides the reporting form, including the confirmation status for ACPE suppression control signals, collision speed and the rate of speed change.

The document also asks for recording of in-vehicle and exterior video when useful for analysis. That gives the test team visual evidence of how the ACPE function behaved.

What terms does ISO/DPAS 21779-2 define?

• reference track - the target track on which the test vehicle is driven.
• vehicle under test (VUT) - the vehicle being evaluated with the ACPE system installed.
• equivalent vehicle target (EVT) - a vehicle target designed to be detectable by sensors.
• virtual collision location - the point on the reference track where a collision is assumed to occur.
• creeping distance (dc) - the distance between the starting position for test driving and the accelerator-full point.
• Acceleration Control for Pedal Error (ACPE) - a function that suppresses acceleration and gives audiovisual warnings when a possible collision is detected, in order to reduce speed and mitigate impact.
• autonomous emergency braking system (AEB) - a system that applies braking automatically when a possible collision is detected.
• pedestrian target adult (PTa) and pedestrian target child (PTc) - pedestrian test devices used to represent adult and child pedestrians.

Who uses ISO/DPAS 21779-2?

ISO/DPAS 21779-2 is used by vehicle manufacturers, test laboratories, safety engineering teams and quality or compliance staff who need to evaluate ACPE performance. It is also relevant to buyers and technical assessors who need to compare active safety functions on light vehicles.

The document is written for people who must prepare the vehicle, set up the test course, run repeatable ACPE tests and document the results. In practice, that includes teams working on vehicle safety validation, sensor-function verification and product release evidence.

Which standards are used with ISO/DPAS 21779-2?

ISO/DPAS 21779-2 is built on several other ISO documents:

• ISO 8855 - supplies vehicle-dynamics vocabulary used by the document’s terms.
• ISO 15037-1:2019 - provides general conditions for passenger-car vehicle-dynamics testing and the baseline test-condition framework.
• ISO 19206-2:2018 - provides requirements for pedestrian targets, including PTa and PTc.
• ISO 22733-1:2022 - provides the AEBS test-method reference used for related conditions such as braking-system setup.
• ISO/PAS 19486 - defines ACPE performance requirements and the system definition referred to in the introduction.
• ISO/PAS 21779-1 - gives the earlier ACPE test method for the car-to-car from standstill case, which this part extends to a car-to-pedestrian scenario with creeping speed.
• ISO 21994:2022 - is named as an alternative brake burnishing procedure in the vehicle-preparation clause.

What does the ISO/DPAS 21779-2 document contain?

ISO/DPAS 21779-2 contains a concept diagram, a test-condition framework, a step-by-step driving procedure, measurement and validity criteria, and structured reporting forms. It also includes a table of test-condition settings, a table of speed limits at the accelerator-full point, and formulas used to calculate the rate of speed change for the recorded results.

Annex A provides vehicle and manufacturer data fields for test planning. Annex B provides the result sheet used by the test organization, including environmental conditions, vehicle details, trial results, ACPE confirmation status, collision speed and rate of speed change.

The document is therefore a practical test method for design validation, performance evaluation and test reporting of ACPE on light vehicles in pedestrian-risk scenarios.

FINAL DRAFT
Publicly
Available
Specification
ISO/TC 22/SC 33
Road vehicles — Test method
Secretariat: DIN
to evaluate the performance of
Voting begins on:
Acceleration Control Pedal Error
2026-09-04
(ACPE) —
Voting terminates on:
2026-10-30
Part 2:
Car to pedestrian with creeping
speed
RECIPIENTS OF THIS DRAFT ARE INVITED TO SUBMIT,
WITH THEIR COMMENTS, NOTIFICATION OF ANY
RELEVANT PATENT RIGHTS OF WHICH THEY ARE AWARE
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MADE IN NATIONAL REGULATIONS.
Reference number
FINAL DRAFT
Publicly
Available
Specification
ISO/TC 22/SC 33
Road vehicles — Test method
Secretariat: DIN
to evaluate the performance of
Voting begins on:
Acceleration Control Pedal Error
(ACPE) —
Voting terminates on:
Part 2:
Car to pedestrian with creeping
speed
RECIPIENTS OF THIS DRAFT ARE INVITED TO SUBMIT,
WITH THEIR COMMENTS, NOTIFICATION OF ANY
RELEVANT PATENT RIGHTS OF WHICH THEY ARE AWARE
AND TO PROVIDE SUPPOR TING DOCUMENTATION.
© ISO 2026
IN ADDITION TO THEIR EVALUATION AS
All rights reserved. Unless otherwise specified, or required in the context of its implementation, no part of this publication may
BEING ACCEPTABLE FOR INDUSTRIAL, TECHNO-
LOGICAL, COMMERCIAL AND USER PURPOSES, DRAFT
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INTERNATIONAL STANDARDS MAY ON OCCASION HAVE
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ISO copyright office
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ii
Contents Page
Foreword .v
Introduction .vi
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Concept . 3
4.1 Concept for definitions .3
4.2 Basic concept for the test .4
5 Test conditions . 4
5.1 General .4
5.2 General data .4
5.3 Specifications of test vehicle .4
5.4 State of test vehicle .5
5.4.1 General .5
5.4.2 Load condition .5
5.4.3 Tyres .5
5.4.4 Braking system .5
5.4.5 Drive shaft .5
5.4.6 Engine setting, power character .5
5.4.7 Protection device .5
5.4.8 Setting of the ACPE device .5
5.5 Test course .6
5.5.1 Test track .6
5.5.2 Environment .6
5.6 Weather conditions .6
5.6.1 Temperature .6
5.6.2 Wind speed .6
5.6.3 Visibility .6
5.6.4 Conditions for test omission .6
5.7 Measurement items .6
5.8 Measurement equipment.7
6 Test method . 7
6.1 Test preparation .7
6.1.1 Initialization work .7
6.1.2 Break-in driving .7
6.1.3 Selection of test conditions .8
6.2 Testing .8
6.2.1 Rebreaking in .8
6.2.2 Setup of each position of test driving .8
6.2.3 Brake temperature .8
6.2.4 PTa/ PTc placement .9
6.2.5 Transmission .9
6.2.6 Moving to the starting position of test driving .9
6.2.7 Preparation at the starting point of test driving .9
6.2.8 Preparation run .9
6.2.9 Test driving .10
6.2.10 Number of tests .10
6.3 Confirmation of test results and record of test image .10
6.3.1 Measurement section .10
6.3.2 Arrangement of measurement data .10
6.3.3 Record of test image .11
6.3.4 Test validity confirmation .11

iii
7 Records of test results .11
7.1 Record of environmental and other conditions .11
7.2 Record of measurement values .11
7.3 Test outcomes . 12
Annex A (normative) Conditions of ACPE and specifications of the test vehicle .13
Annex B (normative) Performance test results of ACPE. 14
Bibliography .16

iv
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out through
ISO technical committees. Each member body interested in a subject for which a technical committee
has been established has the right to be represented on that committee. International organizations,
governmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely
with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are described
in the ISO/IEC Directives, Part 1. In particular, the different approval criteria needed for the different types
of ISO documents should be noted. This document was drafted in accordance with the editorial rules of the
ISO/IEC Directives, Part 2 (see www.iso.org/directives).
ISO draws attention to the possibility that the implementation of this document may involve the use of (a)
patent(s). ISO takes no position concerning the evidence, validity or applicability of any claimed patent
rights in respect thereof. As of the date of publication of this document, ISO had not received notice of (a)
patent(s) which may be required to implement this document. However, implementers are cautioned that
this may not represent the latest information, which may be obtained from the patent database available at
www.iso.org/patents. ISO shall not be held responsible for identifying any or all such patent rights.
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation of the voluntary nature of standards, the meaning of ISO specific terms and expressions
related to conformity assessment, as well as information about ISO's adherence to the World Trade
Organization (WTO) principles in the Technical Barriers to Trade (TBT), see www.iso.org/iso/foreword.html.
This document was prepared by Technical Committee TC 22, Road vehicles, Subcommittee SC 33, Vehicle
dynamics, chassis components and driving automation systems testing.
A list of all parts in the ISO 21779 series can be found on the ISO website.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www.iso.org/members.html.

v
Introduction
The aim of the acceleration control for pedal error (ACPE) is to prevent a car accident at a low speed due
to the driver’s pedal misapplication. The standard of the system definition is developed in ISO/PAS 19486
[1] [2]
, and its test method has been published as ISO/PAS 21779-1 car-to-car test scenario from standstill
condition. This document expands it to car-to-pedestrian scenario with creeping speed.

vi
FINAL DRAFT Publicly Available Specification ISO/DPAS 21779-2:2026(en)
Road vehicles — Test method to evaluate the performance of
Acceleration Control Pedal Error (ACPE) —
Part 2:
Car to pedestrian with creeping speed
1 Scope
This document specifies test methods to evaluate the behaviour of a vehicle equipped with an acceleration
control for pedal error (ACPE) system. Those forward and reverse accidents occur during a straight-line
acceleration when the vehicle under test (VUT) accelerates due to driver misapplication of the accelerator
pedal instead of the intended brake pedal. This document is limited to ACPE systems for light vehicles,
namely passenger vehicles and light commercial vehicles, and does not apply to such devices installed in
vehicles of other categories, such as heavy vehicles or motorcycles. This document focuses on an important
part of the vehicle behaviour during these collision scenarios, which is the capacity to avoid or mitigate the
collision especially to a pedestrian.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content constitutes
requirements of this document. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
ISO 8855, Road vehicles — Vehicle dynamics and road-holding ability — Vocabulary
ISO 15037-1, Road vehicles — Vehicle dynamics test methods — Part 1: General conditions for passenger cars
ISO 15037-1:2019, Road vehicles — Vehicle dynamics test methods — Part 1: General conditions for passenger
cars
ISO 19206-2:2018, Road vehicles — Test devices for target vehicles, vulnerable road users and other objects, for
assessment of active safety functions — Part 2: Requirements for pedestrian targets
ISO 19206-2, Road vehicles — Test devices for target vehicles, vulnerable road users and other objects, for
assessment of active safety functions — Part 2: Requirements for pedestrian targets
ISO 22733-1, Road vehicles — Test method to evaluate the performance of autonomous emergency braking
systems — Part 1: Car-to-car
ISO 22733-1:2022, Road vehicles — Test method to evaluate the performance of autonomous emergency braking
systems — Part 1: Car-to-car
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 8855, ISO 15037-1 and ISO 19206-2
and the following apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at http:// www .iso .org/ obp
— IEC Electropedia: available at http:// www .electropedia .org/

3.1
reference track
target track for a test vehicle
3.2
brake temperature before test driving
highest temperature of the brake linings/pads of each wheel of the test vehicle to be measured while the test
vehicle is stationary immediately before starting each test run
3.3
EVT
equivalent vehicle target
vehicle target designed to be detectable by sensors
Note 1 to entry: Such sensors are, for example, lidar, millimetre wave radar, cameras able to detect a typical segment-C
passenger car.
3.4
VUT
vehicle under test
vehicle tested with the acceleration control for pedal error (3.13) (ACPE) system
3.5
virtual collision location
location where a collision is assumed to occur on the reference track (3.1)
Note 1 to entry: See Figure 1.
3.6
distance from the virtual collision location
d
distance between the virtual collision location (3.5) on the reference track (3.1) and the front-centre (for F
off
or F testing in Table 1) or back-centre (for R or R testing in Table 1) of the vehicle under test (VUT) (3.4)
on off on
Note 1 to entry: See Figure 1.
3.7
lateral deviation amount
amount of lateral shift of the front-centre of the vehicle under test (VUT) (3.4) relative to the reference track
(3.1)
Note 1 to entry: See Figure 1.
3.8
braking-off
point when the foot of the driver of the vehicle under test (VUT) (3.4) is not pressed and removed from the
brake pedal during the test driving
3.9
accelerator-on
point when the accelerator pedal starts moving during the test driving
3.10
accelerator-full
point when the accelerator pedal is fully pressed during the test driving
3.11
starting position for test driving
target position on the reference track (3.1) to begin test driving, which is set for each test

3.12
creeping distance
distance between the starting position for test driving and the accelerator-full point
3.13
ACPE
acceleration control for pedal error
automatically suppressing acceleration with audiovisual warnings by the vehicle in response to the detection
of a possible collision to reduce the vehicle speed and potentially mitigate the collision speed
3.14
AEB
autonomous emergency braking system
braking applied automatically by the vehicle in response to the detection of a possible collision to reduce the
vehicle speed and potentially avoid the collision
3.15
PTa
pedestrian target adult
test device representing an adult pedestrian used to test active safety systems
[3]
[SOURCE: ISO 19206-2:2018 , 3.2, modified — "Adult" has been added to the term and the definition and
"PTa" has been added as the abbreviated term.]
3.16
PTc
pedestrian target child
test device representing a child pedestrian used to test active safety systems
[SOURCE: ISO 19206-2:2018 , 3.2, modified — "Child" has been added to the term and the definition, and
"PTc" has been added as the abbreviated term.]
4 Concept
4.1 Concept for definitions
The concept for the usage of the definitions is shown in Figure 1.

Key
1 vehicle under test (VUT)
2 lateral deviation amount of test vehicle
3 virtual collision location
4 equivalent pedestrian target (PTa/PTc)
5 reference track
6 distance from the virtual collision location (d)
7 lateral deviation angle
8 starting point, braking-off point
9 accelerator-on point
10 accelerator-full point
11 lateral offset of pedestrian target
12 creeping distance
Figure 1 — Concept diagram for definitions
4.2 Basic concept for the test
The purpose of this test method is to evaluate performance of the sudden acceleration control function of
the ACPE device which aims at the prevention or mitigation of a collision that can occur as a result of driver’s
error, i.e. depressing the accelerator pedal instead of the brake pedal. Therefore, this document specifies
environmental conditions, vehicle states, test preparation, test methods, and relevant records which are
necessary to objectively measure system performance. To evaluate performance of the device, the evidence
(e.g. audible/visual warning, internal signal, etc.) of the system activation is recorded. The rate of change in
the speed achieved with and without the device is calculated and recorded as reference in each test.
5 Test conditions
5.1 General
The test conditions shall be in accordance with ISO 15037-1:2019, Clause 6, unless otherwise specified in
Clause 5 of this document.
5.2 General data
General data
...

ISO/TC 22/SC 33
Secretariat: DIN
Road vehicles — Test method to evaluate the performance of
Acceleration Control Pedal Error (ACPE) —
Part 2:
Car to pedestrian with creeping speed

All rights reserved. Unless otherwise specified, or required in the context of its implementation, no part of this publication
may be reproduced or utilized otherwise in any form or by any means, electronic or mechanical, including photocopying,
or posting on the internet or an intranet, without prior written permission. Permission can be requested from either ISO
at the address below or ISO’s member body in the country of the requester.
ISO copyright office
CP 401 • Ch. de Blandonnet 8
CH-1214 Vernier, Geneva
Phone: + 41 22 749 01 11
E-mail: [e-mail]
Website: www.iso.org
Published in Switzerland
ii
Contents
Foreword . iv
Introduction . v
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Concept . 3
4.1 Concept for definitions. 3
4.2 Basic concept for the test . 4
5 Test conditions . 4
5.1 General . 4
5.2 General data . 4
5.3 Specifications of test vehicle . 5
5.4 State of test vehicle . 5
5.5 Test course . 6
5.6 Weather conditions . 6
5.7 Measurement items . 6
5.8 Measurement equipment . 7
6 Test method . 7
6.1 Test preparation . 7
6.2 Testing . 8
6.3 Confirmation of test results and record of test image . 10
7 Records of test results . 12
7.1 Record of environmental and other conditions . 12
7.2 Record of measurement values . 12
7.3 Test outcomes . 12
Annex A (normative) Conditions of ACPE and specifications of the test vehicle . 13
Annex B (normative) Performance test results of ACPE . 15
Bibliography . 18

iii
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out through
ISO technical committees. Each member body interested in a subject for which a technical committee has been
established has the right to be represented on that committee. International organizations, governmental and
non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the
International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are described
in the ISO/IEC Directives, Part 1. In particular, the different approval criteria needed for the different types of
ISO documentdocuments should be noted. This document was drafted in accordance with the editorial rules
of the ISO/IEC Directives, Part 2 (see www.iso.org/directives).
ISO draws attention to the possibility that the implementation of this document may involve the use of (a)
patent(s). ISO takes no position concerning the evidence, validity or applicability of any claimed patent rights
in respect thereof. As of the date of publication of this document, ISO [had/had not] received notice of (a)
patent(s) which may be required to implement this document. However, implementers are cautioned that this
may not represent the latest information, which may be obtained from the patent database available at
www.iso.org/patents. ISO shall not be held responsible for identifying any or all such patent rights.
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation of the voluntary nature of standards, the meaning of ISO specific terms and expressions
related to conformity assessment, as well as information about ISO's adherence to the World Trade
Organization (WTO) principles in the Technical Barriers to Trade (TBT), see www.iso.org/iso/foreword.html.
This document was prepared by Technical Committee TC22 "TC 22, Road Vehicles",vehicles, Subcommittee SC
33 ", Vehicle dynamics, chassis components and driving automation systems testing".
A list of all parts in the ISO 21779 series can be found on the ISO website.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www.iso.org/members.html.
iv
Introduction
The aim of the acceleration control for pedal error (ACPE) is to prevent a car accident at a low speed due to
[1]
the driver’s pedal misapplication. The standard of the system definition is developed in ISO/PAS 19486 on
[2]
ISO/PAS 19486,, and its test method has been published as ISO/PAS 21779-1 PAS 21779-1 for Car car-to-
Carcar test scenario from standstill condition. This document expands it to Carcar-to-pedestrian scenario with
creeping speed.
v
Road vehicles — Test method to evaluate the performance of
Acceleration Control Pedal Error (ACPE) —
Part 2:
Car to pedestrian with creeping speed
1 Scope
This document specifies test methods to evaluate the behaviour of a vehicle equipped with an acceleration
control for pedal error (ACPE) system. Those forward and reverse accidents occur during a straight-line
acceleration when the vehicle under test (VUT) accelerates due to driver misapplication of the accelerator
pedal instead of the intended brake pedal. This document is limited to ACPE systems offor light vehicles only,
namely passenger vehiclevehicles and light commercial vehiclevehicles, and does not apply to such devices
installed in vehicles of other categories, such as heavy vehicles or motorcycles. This document focuses on an
important part of the vehicle behaviour during these collision scenarios, which is the capacity to avoid or
mitigate the collision especially to a pedestrian.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content constitutes
requirements of this document. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
ISO 8855, Road vehicles — Vehicle dynamics and road-holding ability — Vocabulary
ISO 15037-1, Road vehicles — Vehicle dynamics test methods — Part 1: General conditions for passenger cars
ISO 15037-1:2019, Road vehicles — Vehicle dynamics test methods — Part 1: General conditions for passenger
cars
ISO 19206-2:2018, Road vehicles — Test devices for target vehicles, vulnerable road users and other objects, for
assessment of active safety functions — Part 2: Requirements for pedestrian targets
ISO 19206-2, Road vehicles — Test devices for target vehicles, vulnerable road users and other objects, for
assessment of active safety functions — Part 2: Requirements for pedestrian targets
ISO 22733-1, Road vehicles — Test method to evaluate the performance of autonomous emergency braking
systems — Part 1: Car-to-car
ISO 22733-1:2022, Road vehicles — Test method to evaluate the performance of autonomous emergency braking
systems — Part 1: Car-to-car
3 Terms and definitions
The Terms and definitions clause is a mandatory element of the text.
For rules on the drafting of the Terms and definitions, refer to the .
To insert a new terminological entry, go to the Structure tab and click on Insert Term entry.

For the purposes of this document, the following terms and definitions and the terms and definitions given in
ISO 8855 ,,, ISO 15037-1:2019 and ISO 19206-2:2018 and the following apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at http://www.iso.org/obp
— IEC Electropedia: available at http://www.electropedia.org/
— ISO Online browsing platform: available at http://www.iso.org/obp
3.1
reference track
target track for a test vehicle
3.2
brake temperature before test driving
highest temperature of the brake linings/pads of each wheel of the test vehicle to be measured while the test
vehicle is stationary immediately before starting each test run
3.3
EVT
equivalent vehicle target (EVT)
vehicle target designed to be detectable by sensors
Note 1 to entry: : Such sensors are, for example, lidar, millimetre wave radar, cameras able to detect a typical segment-C
passenger car.
3.4
VehicleVUT
vehicle under test (VUT)
vehicle tested with the Acceleration Controlacceleration control for pedal error (3.13Pedal Error) (ACPE)
system
3.5
virtual collision location
location where a collision is assumed to occur on the reference track (3.1)
Note 1 to entry: See Figure 1.
3.6
distance from the virtual collision location
(d)
distance between the virtual collision location (virtual collision location (3.5))) on the reference track (reference
track (3.1))) and the front-centre (for F or F testing in Table 1) or back-centre (for R or R testing in
off on off on
Table 1) of the vehicle under test (VUT) (Vehicle under test (VUT) (3.4)))
Note 1 to entry: See Figure 1.
3.7
lateral deviation amount
amount of lateral shift of the front-centre of the vehicle under test (VUT) (Vehicle under test (VUT) (3.4)))
relative to the reference track (reference track (3.1)))
Note 1 to entry: See Figure 1.
3.8
braking-off
point when the foot of the driver of the vehicle under test (VUT) (Vehicle under test (VUT) (3.4))) is not pressed
and removed from the brake pedal during the test driving
3.9
accelerator-on
point when the accelerator pedal starts moving during the test driving
3.10
accelerator-full
point when the accelerator pedal is fully pressed during the test driving
3.11
starting position for test driving
target position on the reference track (3.1(reference track ())) to begin test driving, which is set for each test
3.12
creeping distance (dc)
distance between the starting position for test driving and the accelerator-full point
3.13
Acceleration Control for Pedal Error (ACPE)
ACPE
acceleration control for pedal error
automatically suppressing acceleration with audiovisual warnings by the vehicle in response to the detection
of a possible collision to reduce the vehicle speed and potentially mitigate the collision speed
3.14
AEB
autonomous emergency braking system
braking applied automatically by the vehicle in response to the detection of a possible collision to reduce the
vehicle speed and potentially avoid the collision
3.15
PTa
pedestrian target adult (PTa)
test device representing an adult pedestrian used to test active safety systems
[3]
[SOURCE: ISO 19206-2:2018 ISO 19206-2:2018,, 3.2, modified — "Adult" has been added to the term and
the definition and "PTa" has been added as the abbreviated term.]
3.16
PTc
pedestrian target child (PTc)
test device representing a child pedestrian used to test active safety systems
[SOURCE: ISO 19206-2:2018 , 3.2, modified — "Child" has been added to the term and the definition, and "PTc"
has been added as the abbreviated term.]
4 Concept
4.1 Concept for definitions
The concept for the usage of the definitonsdefinitions is shwonshown in Figure 1.
Key
1 vehicle under test (VUT)
2 lateral deviation amount of test vehicle
3 virtual collision location
4 equivalent pedestrian target (PTa/PTc)
5 referncereference track
6 distance from the virtual collision location (d)
7 lateral deviation angle
8 starting point, Brakingbraking-off point
9 Acceleratoraccelerator-on point
10 Acceleratoraccelerator-full point
11 lateral offset of pedestrian target
12 creeping distance (dc)
Figure 1 — Concept diagram for definitions
4.2 Basic concept for the test
The purpose of this test method is to evaluate performance of the sudden acceleration control function of the
ACPE device which aims at the prevention or mitigation of a collision that maycan occur as a result of driver’s
error, i.e. depressing the accelerator pedal instead of the brake pedal. Therefore, this document specifies
environmental conditions, vehicle states, test preparation, test methods, and relevant records which are
necessary to objectively measure system performance. To evaluate performance of the device, the evidence
(exe.g. audible/visual warning, internal signal and, etc.) of the system activation is recorded. The rate of
change in the speed achieved with and without the device is calculated and recorded as reference in each test.
5 Test consitionsconditions
5.1 General
The test conditions shall be in accordance with ISO 15037-1:2019, Clause 6, unless otherwise specified in
Clause 5 of this document.
5.2 General data
General data on VUT and test conditions shall be recorded as specified in ISO 15037-1:2019, 6.4.1.
5.3 Specifications of test vehicle
For a given test vehicle, necessary data as specified in Annex A, for testing and its preparation, shall be
collected.
5.4 State of test vehicle
5.4.1 General
The VUT condition shall be in accordance with the vehicle manufacturer's specifications, particularly with
respect to the suspension geometries, powertrain (e.g. differentials and locks) configuration and tyre fitment.
5.4.2 Load condition
With one test driver inside the vehicle, the mass of VUT shall be the vehicle mass which is loaded with full
capacity of fuel, lubricating oil, cooling water, etc., in the motor and fuel systems, including vehicle-mounted
tools, spare tyres and other standard equipment at the time of delivery + 200 kg (±1 % tolerance)), including
measurement equipment, etc. Load distribution on the front axle and backrear axle shall be equivalent to the
load distribution (%) of mass at delivery (5 % tolerance).
5.4.3 Tyres
Tyres installed at the time of purchase of VUT shall be used. Before starting test driving, tyre pressure shall be
adjusted on a level surface (at normal temperature) to the values for normal driving indicated in the
specification document or the same as the AEBS test method in ISO 22733-1:2022.
5.4.4 Braking system
Discs, drums and friction materials installed in VUT at the time of purchase shall be used according to the
break-in driving test described in 6.1.2. The braking system shall be correctly adjusted and shall not be
affected by abnormal thermal history, water leakage, etc.
Any newly installed brake hardware (brake discs, brake drums or brake pads) shall be burnished in
accordance with the vehicle manufacturer’s specifications. Alternatively, the burnishing procedure for brakes
[4]
as specified in ISO 21994:2022 ISO 21994:2022,, C.2.5.2, may be applied. Hydraulic systems shall be fully
bled in accordance with the manufacturer’s instructions.
Braking system conditions shall be in accordance with ISO 22733-1:2022, 7.6.5.
5.4.5 Drive shaft
For a VUT which allows selection of drive shaft, the standard drive shaft shall be selected.
5.4.6 Engine setting, power character
For a VUT which allows setting of the maximum output of the motor/electric motor, it shall be set to the
standard condition.
5.4.7 Protection device
For a VUT equipped with driver protection devices, such devices may be made inoperative, if deemed
necessary.
5.4.8 Setting of the ACPE device
If the activation timing of ACPE device can be set by the driver, the timing shall be set to the value
recommended by the manufacturer or factory settings.
5.5 Test course
5.5.1 Test track
Conduct tests on a dry (no visible moisture on the surface), uniform, solid-paved surface with a consistent
slope between level and 1 %. The test surface shall have a minimal peak braking coefficient (PBC) of 0,9.
The surface shall be paved and shall not contain any irregularities (e.g. large dips or cracks, manholeaccess
chamber covers or reflective studs) that maycan give rise to abnormal sensor measurements within a lateral
distance of 3,0 m to either side of the theoretical path line and with a longitudinal distance of 30 m beyond the
position of the VUT at the end of the test.
5.5.2 Environment
There shall be no other obstacles, road paint or markings within 3 m to left/right sides and within an area 30
m beyond the end of the test area. Additionally, there shall not be anything generating loud sounds or
ultrasonic waves in the surrounding area which could affect testing.
5.6 Weather conditions
5.6.1 Temperature
Temperature at the time of testing shall be between -5 °C and 40 °C.
5.6.2 Wind speed
Wind speed at the time of testing shall be 5 m/s or less.
5.6.3 Visibility
1 km or greaterA minimum visibility distance of 1 km shall be ensured.
5.6.4 Conditions for test omission
Tests under the following conditions may be omitted if judgment can be made based on the document, such
as an owner’s manual, provided by the manufacturer:
a) when illumination at the time of testing is 2 .000 lx or less;
b) when there is a strong/, dark shadow near the reference track in addition to the shadows of the VUT and
the EVT;
c) when there is direct sunlight from the front or rear of the VUT;
d) when the temperature at the time of testing is lower than 5 °C.
5.7 Measurement items
The following items shall be measured for testing. Sampling frequency shall be 100 Hz or higher:
a) braking-off time;
b) accelerator-on time;
c) accelerator-off time;
d) test-vehicle position;
ISO/DPAS
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