The Korea Automobile Testing & Research Institute presents two planned ACPE GTR studies. Study #1 on normal pedal operation speed range is in pre-R&D phase with data collection ongoing from elderly drivers; results will not be presented in 2026 due to required data processing and insufficient time for statistically meaningful analysis. Study #2 analyzes pedal misoperation speed using 10 Hz EDR data from nine real-world crash cases where manufacturers concluded no vehicle defects. Analysis is in progress with results to be shared at subsequent meetings as additional cases are confirmed.

No vehicles have received certification under UN R175-00/01. The document lists representative ACPE-equipped vehicle models from various manufacturers and markets, detailing their sensor configurations, target objects, and operation speed ranges. Sensor types include ultrasonic sonar, monocular camera, stereo camera, and milli-wave radar. Target objects are stationary objects and pedestrians. Vehicles exhibit variation in forward and rearward equipment and low-speed braking function inclusion. Performance definitions differ by OEM and are not directly comparable across manufacturers or to UN R175 requirements.

The informal working group on Global Technical Regulation for Acceleration Control for Pedal Error will meet on May 8th, 2026 via MS Teams from 12:00 to 14:00 CEST. The agenda includes approval of the agenda, adoption of the draft report for the previous meeting, review of a list of ACPE-equipped vehicles, preliminary outcome and planning research activities, coordination of research activities, other business, and a list of action items and next meetings.

Extended recording from NTSB investigation. The collision sequence involved three alert stages: first alert lasting 5 seconds with visual only or bimodal presentation, second alert lasting 8 seconds with bimodal presentation, and third alert with bimodal presentation and instruction to put hands on the wheel.

Proposal to establish items for the 08 series of UN R10: address immunity-related functions required by multiple UN Regulations through discussion of whether to include these features in UN R10 or relocate electromagnetic compatibility provisions to individual UN Regulations; amend test procedures for complex systems including steer-by-wire, brake-by-wire, and ADAS features to establish clear protocols and reduce unlevel playing field items; improve the general approval process through precise vehicle type description and definition of high-level objectives; describe dwell time selection through ISO standard 1154 as minimum; discuss ISO 17025 evaluation principles; discuss antenna position at 3m versus 10m for best-case and worst-case scenarios; and require robust electromagnetic compatibility protection with critical details described in test reports and information documents.

Proposal to add radiated emission testing requirements in the frequency range 1 GHz to 6 GHz. New clause 6.2.2.5 specifies limits for vehicle measurements at 3.0 ± 0.05 m antenna distance using peak and average detectors, with limits of 70/50 dB(V/m) for 1000–3000 MHz and 74/54 dB(V/m) for 3000–6000 MHz. New Annex XY describes test methods using IEC 61000-6-3 Ed.4.0 and CISPR 12 provisions. New clause 6.5.3 establishes ESA broadband type approval limits with higher thresholds. New Annex XZ prescribes ESA measurement methods, including test arrangements for REESS charging mode coupled to the power grid.

Systems with ACSF B2, D and E functionality cannot be approved to UN R79 unless incorporated within a DCAS complying with UN R171. However, these functionalities may exist independently of DCAS, requiring clear distinction. Where not part of DCAS, this must be specified in the EDR regulation. A new EDR data element, “DCAS status”, could encompass ACSF B2, D and E functionalities. These functionalities are now treated either as individual functions or as components of DCAS.

Proposal to amend UN GTR No. 9 (Pedestrian safety). In Part B, chapter 6, paragraph 6.3.1.2.4., replace “675 Nm 25 Nm” by “a minimum of 650 Nm but no more than 850 Nm”. In Part B, chapter 8, paragraph 8.2.4.1., replace “675 Nm 25 Nm” by “a minimum of 650 Nm but no more than 850 Nm”.