Vision-based modules that help your vehicles meet Europe's mandatory safety regulations — backed by a manufacturer that builds, certifies and supports its own hardware.
The EU's long-term road-safety strategy — its "Vision Zero" ambition — aims to drive road deaths toward zero by 2050. To get there, Regulation (EU) 2019/2144 (known as GSR II) made a set of advanced safety functions mandatory on new commercial vehicles, alongside complementary UNECE regulations.
For manufacturers, the consequence is simple: without compliant systems, there is no type approval — and without type approval, there is no European market access.
| Regulation | Function | What it does |
|---|---|---|
| UNECE R151 | BSIS | Blind Spot Information System — warns of cyclists/pedestrians in the nearside blind zone |
| UNECE R159 | MOIS | Moving Off Information System — warns of obstacles directly ahead when pulling away |
| EU 2021/1958 | ISA | Intelligent Speed Assistance — informs and warns about the applicable speed limit |
| EU 2021/1341 | DDAW | Driver Drowsiness and Attention Warning |
| EU 2023/2590 | ADDW | Advanced Driver Distraction Warning |
| UNECE R155 | CSMS | Cybersecurity management for vehicle software |
| UNECE R156 | SUMS | Secure software-update management |
| UNECE R130 | LDW | Lane Departure Warning |
| UNECE R131 | AEBS | Advanced Emergency Braking (typically with radar) |
Vehicles, systems or components that fail GSR requirements cannot obtain EU type approval and cannot be sold into the EU market until corrected.
One program touches many regulations at once. A delay in any single subsystem — a camera, a software function, a test item — can stall the entire approval timeline and push back the launch window.
Discovering a compliance gap late in the program means rework, retesting and missed launch dates, not just extra paperwork.
Building proprietary camera, perception and warning systems from scratch typically means a long development cycle — and the risk profile of developing and certifying safety software in parallel with a vehicle program.
Production-oriented modules for the functions above, built on the same in-house platform as our fleet solutions — which means volume maturity, not lab samples.
GSR II requirements did not arrive in one day. They have been phased in by vehicle category and function since the regulation took effect, with new vehicle types and newly registered vehicles on different schedules. The practical implication for programs: the later a model is designed to comply, the more compressed the remaining validation and approval work becomes.
Modules are designed and produced in our own facility, so specifications, quality and supply are controlled under one roof — and change requests go straight to the engineers.
Cab sizes, mirror positions, windshield angles, LHD/RHD, climate extremes — variants are handled through adjustable optics, housings and calibration, not one-size-fits-all.
The same platforms run in thousands of fleet installations worldwide, so OEM programs start from field-proven designs rather than prototypes.
Yes — module integration is designed to work alongside ongoing vehicle development. The earlier the integration starts, the simpler the mounting, calibration and HMI alignment.
Blind-zone geometry and mirror positions differ by drive side. Module placement and calibration parameters are configurable for both LHD and RHD layouts.
System descriptions, functional specifications, test reports and related documentation are prepared in formats suitable for submission, and our engineers support your homologation team through the process.
We regularly supply white-label and variant builds — housings, connectors, firmware parameters and labeling can be adapted to program requirements.
As a manufacturer with our own production lines, we support programs from pre-series builds through volume production. Talk to our OEM team about your program schedule and volumes.
