ISO 23375:2026

International
Standard
ISO 23375
Second edition
Intelligent transport systems —
2026-10
Collision evasive lateral manoeuvre
systems (CELM) — Requirements
and test procedures
Systèmes de transport intelligents — Systèmes de manœuvre
latérale d'évitement de collision (CELM) — Exigences et
procédures d'essai
Reference number
© ISO 2026
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ii
Contents Page
Foreword .v
Introduction .vi
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Symbols and abbreviated terms. 2
4.1 Symbols .2
4.2 Abbreviated terms .3
5 System overview . 3
5.1 General .3
5.2 Classification .4
6 General functional requirements . 4
6.1 Functional elements.4
6.2 State transition .5
6.2.1 Definition of states .5
6.2.2 Transition conditions .6
6.3 Response to failure during CELM active state .6
6.4 Status indication .6
6.4.1 Active state .6
6.4.2 Optional warning .7
6.4.3 Failure .7
6.4.4 CELM switch on/off status .7
6.5 Status symbols .7
6.6 Minimization of vehicle lateral movement by CELM .7
6.7 Driver override .7
6.8 User-adjustable intervention thresholds .7
6.9 Information to the user in the manual .7
7 Operating conditions and requirements for Type 1 systems . 7
7.1 General .7
7.2 Object condition . .8
7.2.1 Object type .8
7.2.2 Amount of lateral offset .8
7.3 Activation speed of subject vehicle .9
7.4 Road condition .10
7.5 Operational limit .10
7.5.1 Operation on roads with lane markings .10
7.5.2 Operation on roads without lane markings .11
7.6 Additional operating conditions and requirements for CELM Type 1-B, when crossing
lane markings . 12
8 Operating conditions and requirements for Type 2 systems .13
8.1 General . 13
8.2 Object condition . .14
8.3 Activation speed of subject vehicle .14
8.4 Adjustment to the original heading angle after avoiding a collision .14
9 Performance evaluation test methods . 14
9.1 General .14
9.2 Test conditions .14
9.2.1 Environmental conditions .14
9.2.2 Test course conditions . 15
9.2.3 Test vehicle conditions . 15
9.2.4 Test system installation and configuration. 15

iii
9.2.5 Data recording . 15
9.2.6 Test target. 15
9.3 Type 1 test procedures .16
9.3.1 Test case selection .16
9.3.2 Test parameters .16
9.3.3 Test target selection and positioning .18
9.3.4 Test procedures .21
9.3.5 Pass criteria . 22
9.4 Additional Type 1-B Test procedures . 22
9.4.1 Test case selection . 22
9.4.2 Test parameters and target positioning . 23
9.4.3 Test target selection .24
9.4.4 Test procedures .24
9.4.5 Pass criteria . 25
9.5 Type 2 test procedures . 25
9.5.1 Test equipment . 25
9.5.2 Trajectory and torque data . 26
9.5.3 Test procedure for collision avoidance performance . 28
9.5.4 Pass criterion for collision avoidance performance . 29
9.5.5 Test procedure for adjustment to the original heading angle performance (Type
2-A) . 29
9.5.6 Pass criterion for adjustment to the original heading angle performance (Type
2-A) . 30
9.5.7 Test procedure for adjustment to the original heading angle performance (Type
2-B) .31
9.5.8 Pass criterion for adjustment to the original heading angle performance (Type
2-B) .31
Annex A (informative) Examples of use cases for Type 1 systems .32
Annex B (informative) Additional information for Type 2 testing .35
Bibliography .36

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,
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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 document 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)
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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 ISO/TC 204, Intelligent transport systems.
This second edition cancels and replaces the first edition (ISO 23375:2023), which has been technically
revised.
The main changes are as follows:
— extended with performance requirements and test procedures for a type of automatic collision evasive
lateral manoeuvre system (CELM) that permits lane crossing under specified conditions;
— included performance requirements and a test procedure for the original heading angle adjustment
function for a type of driver-initiated CELM.
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
Reducing traffic fatalities, injuries and property damage caused by driver carelessness or unexpected
events is a global challenge. To address this situation, automatic emergency braking (AEB) systems were
introduced to mitigate crash consequences through automatic deceleration by braking of the vehicle.
NOTE ISO 22839 and ISO 19237 are examples of related International Standards defining the minimum
performance requirements of such systems. The ISO 22733 series defines test procedures to evaluate the performance
level of such systems.
These AEB systems work effectively when there is a high probability of a collision, but their operation can
be limited, or they can potentially not work at all, when there is a low probability of a collision (e.g. when the
degree of overlap to the object is small). However, even in such scenarios, there are cases where a collision
can be avoided by system support, i.e. by a small amount of lateral movement.
This document defines functional requirements, minimum performance requirements and test procedures
to verify these requirements for collision avoidance systems using lateral movement of the vehicle, i.e. a
collision evasive lateral manoeuvre system (CELM).
A CELM is a safety system aimed at supporting the driver’s vehicle operation by avoiding collisions with
objects in the forward path of the vehicle. When a collision is predicted, the CELM controls lateral movement
of the vehicle by generating yaw moment.
The lateral control manoeuvres can be performed automatically by CELM or can be initiated by the driver
and supported by CELM.
vi
International Standard ISO 23375:2026(en)
Intelligent transport systems — Collision evasive lateral
manoeuvre systems (CELM) — Requirements and test
procedures
1 Scope
This document specifies basic control strategies, minimum functional requirements, basic driver interface
elements, and test procedures for verifying the system requirements for collision evasive lateral manoeuvre
systems (CELM).
Specific methods for object detection and other environmental perception technologies are not described in
this document.
[1] [1]
This document applies to light vehicles and heavy trucks . Vehicles equipped with trailers are not within
the scope of this document.
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.
FMVSS 105:2026, Hydraulic and Electric Brake Systems
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 19206-3, Road vehicles — Test devices for target vehicles, vulnerable road users and other objects, for
assessment of active safety functions — Part 3: Requirements for passenger vehicle 3D targets
ISO 17387, Intelligent transport systems — Lane change decision aid systems (LCDAS) — Performance
requirements and test procedures
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https:// www .iso .org/ obp
— IEC Electropedia: available at https:// www .electropedia .org/
3.1
subject vehicle
SV
vehicle equipped with a collision evasive lateral manoeuvre system (CELM)
3.2
object
obstacle that can represent a hazard if hit by the subject vehicle (3.1)

3.3
lane marking
delineator, marking or Botts’ dot intentionally placed on the borderline of the lane
3.4
lane boundary
outer edge of the lane marking (3.3)
3.5
system failure
inability of a system or system component to perform a required function within specified limits, which is
caused by mechanical or electronic malfunction
3.6
subject vehicle direction
SV direction
direction of travel of the subject vehicle (3.1) used to predict a collision
3.7
time to collision
TTC
time that it will take a subject vehicle (3.1) to collide with an object assuming constant relative velocity
3.8
critical approach
driving situation which leads to an imminent collision if no driver or system prevention reaction occurs
3.9
highway
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
3.10
ego lane
lane in which the subject vehicle (3.1) is currently travelling
4 Symbols and abbreviated terms
4.1 Symbols
Symbols used in this document and their meanings are described in Table 1.

Table 1 — Symbols and meanings
Symbol Meaning Unit
V Speed of the SV. m/s
SV
V Minimum SV speed for CELM operation. m/s
min
V Maximum SV speed for CELM operation. m/s
max
V The mean of lateral speed of the SV orthogonal m/s
svL
to the lane markings, i.e. the y-axis component of
vehicle motion when travelling parallel to the lane
markings (see 9.3.3.3 for details).
L Lateral distance between the outermost edge of the m
d
object and the extension of the side of the SV closest
to the object when measured parallel to the SV (i.e.
point at which the distance becomes minimum).
A positive value refers to a situation where an over-
lap exists between the SV and object.
A negative value refers to a situation where an over-
lap does not exist between the SV and object.
See 7.2.2 for details.
L Distance between the edge of an object and the m
d_inner
inner edge of lane marking, when the object is locat-
ed inside the ego lane of the SV.
L Distance between the edge of an object and the m
d_outer
outer edge of lane marking, when the object is locat-
ed outside the ego lane of the SV.
L Minimum amount of lateral offset to which the sys- m
ofst_min
tem is designed to respond.
L Maximum amount of lateral offset to which the m
ofst_max
system is designed to respond.
x Minimum longitudinal distance for which the angle m
c_min
between the SV and an object shall be constant
when the SV approaches a test target.
L Permissible range of lateral movement. m
dsv
4.2 Abbreviated terms
AEB automatic emergency braking
CELM collision evasive lateral manoeuvre system
LDP lane departure prevention
TTC time to collision
GNSS Global Navigation Satellite System
5 System overview
5.1 General
The CELM detects objects in the front area in the current SV direction of travel.
The CELM determines objects as hazardous if they are predicted to be in the driving path of the SV and a
collision with the object is imminent.
The CELM activates actuators (e.g. steering, brake) to generate yaw moment in an attempt to avoid a collision.

The CELM controls or supports the lateral movement of the SV in the direction which avoids the collision in
the best manner or which has been chosen by the driver.
The CELM may operate under conditions where AEB systems are activated.
When the CELM is initiating, performing or terminating evasive manoeuvres, the vehicle remains
controllable by the driver.
5.2 Classification
CELMs are classified into two types as shown in Table 2.
Table 2 — Type classification
Types Initiation Description
Type 1 Automatic — The evasive manoeuvre is performed automatically by the system
(See Clause 7 for details).
— Amount of lateral movement is restricted.
Type 1-A: The evasive manoeuvre shall be performed within the lane of the
subject vehicle.
Type 1-B (optional): Additionally, the evasive manoeuvre may continue to
be in effect - crossing the lane marking only if the requirements in 7.6 can
be met.
Type 2 Driver trigger — The driver performs the evasive manoeuvre. The system supports
the driver (See Clause 8 for details).
— No restriction on the amount of lateral movement.
6 General functional requirements
6.1 Functional elements
The CELM shall be designed taking into consideration the functional elements shown in Figure 1.
Output to the brake actuator (e.g. activation of AEB systems) can potentially improve avoidance performance.
However, the implementation methods for such a combination are not described in this document.
Key
common elements for both types
type specific elements
Figure 1 — Functional elements

6.2 State transition
A CELM shall operate according to the state transition diagram shown in Figure 2. Specific implementation
beyond that which is illustrated in Figure 2 is left to the discretion of the manufacturer.
The transition diagram in Figure 2 is applicable to both Type 1 and Type 2 systems. However, conditions for
transition 3 and transition 4 are different.
Key
1 (Propulsion runcycle on 4 Driver override condition satisfied
and no system failure) or evasive manoeuvre is completed
or
(CELM on/off switch is manually turned on, if applicable
and no system failure)
2 System failure 5 System failure
or propulsion run cycle off or propulsion run cycle off
or CELM on/off switch is manually turned off, if applicable
3 Type 1
—  critical approach is predicted
—  and V ≤ V ≤ V
min sv max
—  and other criteria specified by manufacturer (optionally)
Type 2
—  system predicts a critical approach to an object
—  and the driver initiates an evasive manoeuvre
—  and V ≤ V ≤ V
min sv max
—  and other criteria specified by manufacturer (optionally)
Figure 2 — State transition diagram
6.2.1 Definition of states
6.2.1.1 CELM off state
State in which the CELM is not ready for activation.
6.2.1.2 CELM stand-by state
State in which the system is ready for activation.
6.2.1.3 CELM active state
State in which the system is activated. Operating conditions and requirements defined in Clause 7 (for
Type 1) or Clause 8 (for Type 2) and manufacturer-defined collision prediction conditions and minimum
functional requirements shall be satisfied.

6.2.2 Transition conditions
6.2.2.1 Transition from CELM off to CELM stand-by (key element 1 of Figure 2)
The system shall transition from CELM off state to CELM stand-by state with the conditions of propulsion
run cycle on and no system failure. If the system is equipped with a CELM on/off switch, it shall transition
from CELM off state to CELM stand-by state with the conditions of propulsion run cycle on, no system failure.
6.2.2.2 Transition from CELM stand-by to CELM off (key element 2 of Figure 2)
The system shall transition from CELM stand-by state to CELM off state with the conditions of system failure
or propulsion run cycle off. If the system is equipped with a CELM on/off switch, it shall transition from
CELM stand-by state to CELM off state when the driver deactivates CELM with the switch.
6.2.2.3 Transition from CELM stand-by to CELM active (key element 3 of Figure 2)
6.2.2.3.1 Type 1 systems
The system shall transition from CELM stand-by to CELM active state when the system predicts a collision,
no driver avoidance operation is detected, and operating conditions and requirements defined in Clause 7
are satisfied.
NOTE See Annex A for examples of use cases of Type 1 systems.
6.2.2.3.2 Type 2 systems
The system shall transition from CELM stand-by to CELM active state when the system predicts a critical
approach, the driver initiates an evasive manoeuvre, and operating conditions and requirements defined in
Clause 8 are satisfied.
6.2.2.4 Transition from CELM active to CELM stand-by state (key element 4 of Figure 2)
The system shall transition from CELM active state to CELM stand-by state when the evasive manoeuvre is
completed, or the driver overrides the system.
6.2.2.5 Transition from CELM active to CELM off (key element 5 of Figure 2)
The system shall transition from CELM active state to CELM off state with the conditions of system failure
or propulsion run cycle off. It is recommended for the transition to result in a gradual change of the yaw
moment control.
6.3 Response to failure during CELM active state
Occurrence of a system failure during CELM active state should not result in conditions uncontrollable by
the driver. Yaw moment control should fade out gradually.
6.4 Status indication
6.4.1 Active state
The system shall provide information to the driver when the system is in active state.
If the vehicle is equipped with AEB and/or lane departure prevention (LDP) systems, the display device may
be commonly used to indicate the active state of multiple systems.
The driver shall be provided with an indication of active state. Specific implementation of the indication is
left to the manufacturer.
6.4.2 Optional warning
When the system has detected probability of a collision exceeding the defined threshold, the CELM may
provide a driver with a warning to suggest evasive manoeuvres. If the vehicle is equipped with AEB and/or
LDP systems, the display device may be shared to provide this optional warning.
6.4.3 Failure
The driver shall be provided with an indication of system failure. Specific implementation of the indication
is left to the manufacturer.
6.4.4 CELM switch on/off status
If the system is equipped with a CELM on/off switch, it shall be possible for the driver to determine the
status of the switch (i.e. on or off) whenever needed.
6.5 Status symbols
Status symbols to indicate CELM function or malfunction may be specified by the manufacturer. Standardized
symbols in accordance with ISO 2575 may be used.
6.6 Minimization of vehicle lateral movement by CELM
Lateral movement should be limited so that the SV passes the object as close as possible while still
maintaining a sufficient clearance to reliably avoid a collision.
6.7 Driver override
The driver shall be provided with the means to override the system operation at any time. Such means shall
include steering wheel operation, for example:
— steering wheel operation with strong torque;
— continuing to maintain the steering angle;
— turning the steering wheel in the opposite direction to the CELM’s assistance.
Brake intervention during CELM active state should not be considered as an override. It is out-of-CELM-
scope.
6.8 User-adjustable intervention thresholds
CELM may be equipped with a user-adjustable switch to change intervention thresholds, such as the point
in time to issue a warning, the point in time to transition to CELM active state, or the degree of yaw moment
control during CELM active state.
6.9 Information to the user in the manual
Manufacturers shall provide the user with a general description of the system functionalities and limitations
in the user’s manual.
7 Operating conditions and requirements for Type 1 systems
7.1 General
Type 1 systems support the driver in an approach situation where a collision with an object is imminent.
If the driver does not react, the system shall perform an automatic evasive manoeuvre when physical

conditions (e.g. road friction, geometry) allow. CELM determines the evasive driving direction (left/right)
and, when the physical conditions allow, calculates a path to avoid a collision with the object.
During the evasive manoeuvre CELM Type 1 shall not cross the lane marking (outer edge of the front tyre to
outer edge of the lane marking). The evasive manoeuvre may continue to be in effect after crossing the lane
marking only if the requirements in 7.6 can be met.
The system shall control the SV position and orientation with respect to the lane so that the SV heading
angle is as parallel as possible to the tangent of the lane when an evasive manoeuvre is complete. However,
the heading angle requirement does not apply if the SV comes to a stop during the evasive manoeuvre.
If there are no lane markings, the maximum allowable lateral movement is limited.
7.2 Object condition
7.2.1 Object type
The manufacturer shall define the type of objects to which the system shall respond. At a minimum,
Type 1 systems shall respond to a stationary pedestrian or a stationary vehicle. Further augmentation of
the system to respond to moving objects or other types of stationary objects is left to the discretion of the
manufacturer. However, this document does not specify performance requirements for such augmented
systems with enhanced performance.
7.2.2 Amount of lateral offset
Type 1 systems shall operate, at a minimum, under conditions where an overlap exists between the object
and SV. The relative lateral positions between the SV and object where CELM activates (i.e. values of L
ofst_min
and L ) shall be defined by the manufacturer.
ofst_max
Figure 3 illustrates the relative lateral positions between the SV and object where the object is within the
range for system operation.
Depending on the system design, L may be a negative value, meaning that the object is outside of
ofst_min
the extension of the vehicle width, but can still be determined by CELM that a collision is imminent. This
condition is illustrated in Figure 3 b).

a) Overlap exists b) Overlap does not exist
Key
1 outermost edge of SV
2 outermost edge of object
3 L
ofst_min
4 L
ofst_max
5 extension of SV width (object side)
6 extension of outermost edge of object
7 L
d
Figure 3 — Amount of lateral offset
7.3 Activation speed of subject vehicle
Type 1 systems can be further classified by activation speed as shown in Table 3.
For example, systems primarily intended to be used on urban/city roads are in the low-speed category and
systems primarily intended to be used on highway/motorways are in the high-speed category.
V and V shall be defined by the manufacturer.
min max
The difference between V and V of each CELM shall be greater than 5,5 m/s and include at least the
min max
range shown in Table 3.
Table 3 — Minimum activation speed range of SV
Examples of possible activation speed ranges
Categories Minimum required ranges
V V Difference
min max
Low speed V ≤ 12 m/s 7,5 m/s 13 m/s 5,5 m/s
min
V ≥ 13 m/s
max 12 m/s 17,5 m/s 5,5 m/s
5 m/s 15 m/s 10 m/s
High speed V ≤ 17 m/s 17 m/s 22,5 m/s 5,5 m/s
min
V ≥ 20 m/s
14,5 m/s 20 m/s 5,5 m/s
max
15 m/s 25 m/s 10 m/s
7.4 Road condition
As a minimum requirement, Type 1 systems shall operate on roads with visible lane markings.
Optionally, Type 1 systems may also operate on roads without lane markings.
7.5 Operational limit
7.5.1 Operation on roads with lane markings
In situations where the system operates on roads with lane markings, its lateral control shall be performed
within the SV’s own lane, unless the system is capable of fulfilling the requirements of paragraph 7.6.
Therefore, allowable lateral movement for evasive manoeuvre is limited to the lane boundary on the
avoidance side, which means that the body of the SV (excluding side view mirrors) shall not cross over the
lane boundary (outer edge of the lane marking). Figure 4 illustrates the lane boundary and the allowable
lateral movement of SV.
Key
1 allowable range of lateral movement
2 vehicle trajectory
3 object
4 lane markings
5 outermost edge of SV excluding side view mirrors
6 lane boundary (outer edge of the lane marking)
NOTE This figure shows an example of collision avoidance to the right. However, it can be applied to collision
avoidance in both directions (right and left).
Figure 4 — Lane boundary and allowable lateral movement of SV
7.5.2 Operation on roads without lane markings
In situations where the system operates without lane markings, the permissible range of lateral movement
of the SV should not exceed 0,75 m with respect to the extension of the path of the SV, unless the system is
capable of fulfilling the requirements of paragraph 7.6. Figure 5 illustrates the recommended permissible
lateral movement.
a) Avoidance to the right b) Avoidance to the left
Key
1 object
2 recommended allowable lateral movement
3 extension of the path of the SV
4 travelling path with CELM
Figure 5 — Recommended allowable lateral movement
7.6 Additional operating conditions and requirements for CELM Type 1-B, when crossing
lane markings
A CELM Type 1-B is permitted to cross lane markings, if the system fulfils following requirements where
applicable to the design of the system and relevant to the safety concept:
— The vehicle shall be controllable by the driver during the manoeuvre at any time. Lateral thresholds shall
be within the vehicle capability for safe driving in nominal road conditions.
— The system shall only initiate an automatic evasive manoeuvre if a drivable space of sufficient width and
length is available in the target area, which is free of detected road users or stationary obstacles within
the system’s detection capability.
— Crossing lane markings is only permissible if the detected vehicles in the adjacent lane of interest will not
be forced to decelerate unmanageably or take evasive steering action due to the manoeuvre.
Detection area front adjacent lane which is relevant for CELM manoeuvre: The searchable detection
area shall be long and wide enough to cover the duration from the time the subject vehicle starts the
CELM countermeasure to the time it completes it.
Detection area rear adjacent lane which is relevant for CELM manoeuvre: The searchable detection area
shall be long and wide enough to cover the duration from the time the subject vehicle starts the CELM
countermeasure to the time it completes it.
Detection area front adjacent lane which is relevant for CELM manoeuvre: The searchable detection
area shall be long and wide enough to cover the duration from the time the subject vehicle starts the
CELM countermeasure to the time it completes it in the oncoming adjacent lane and then moves away
from the oncoming traffic path as much as possible (possibly returning to its original lane).
— Potential risk with oncoming vehicles should be accounted for to mitigate the risk of secondary crash
situations e.g. check for sufficient space for oncoming traffic and subject vehicle to brake or space to
steer the subject vehicle back in its original lane of travel.

— Lateral movement should be limited to the minimum necessary to ensure safe collision prevention, while
maintaining sufficient space for any traffic in the adjacent lane.
— CELM shall not move further into the adjacent lane, if a crash relevant object is detected in the adjacent
lane, after the SV started to cross the lane markings.
— The subject vehicle shall not leave the road.
— The evasive manoeuvre shall primarily be performed within the lane of the subject vehicle. However, if
the system has sufficient information about its surroundings including:
— the front, side and rear, and
— type of lane markings or road signs
to assess the criticality of crossing lane markings, crossing the lane markings may be executed when an
imminent collision risk is present.
— An evasive lane crossing shall be indicated to other road users. When initiating an evasive lane crossing
that intends to cross into the evading lane by more than 30 cm, the system shall indicate its intention to
change into the evading lane by generating the signal to activate the direction indicator.
— The system monitors the traffic situation in the adjacent lane at least in the blind spot and closing range.
Means to detect the blind spot and closing range shall conform to the requirements of LCDAS Type III C
specified in ISO 17387.
...