This document provides background material for an IWG EqOP workshop scheduled for November 2026 in Tokyo to draft conceptual ideas for assessing robustness of vehicles in frontal crashes using a holistic approach complementing current ATD-based requirements. The workshop aims to protect occupants of varying body height, weight, shape, and seating position by maintaining structural integrity and effective safety systems. Two sessions are planned: identifying issues needing solutions through field data and EqOP priorities from GRSP-78-07, and reviewing regulatory solutions including current regulations R16, R94, and R137, with consideration of ATD and HBM roles.
A study of 24 professional truck drivers investigated how drowsiness develops during real-road driving to test a DDAW system. At night, 17 of 24 drivers reached a KSS level of 8, with average time to reach KSS 8 being 56 minutes. Ten drivers chose to stop or were requested to stop in the sleep-deprived condition. A DDAW recording window of 600 s would fail to capture information relevant to the EDR, whereas time windows of up to one hour could provide important indications of increased driver fatigue.
Proposals for EDR Step 3:
For vehicles equipped with an Automated Driving System, it shall be possible to retrieve DSSAD time-stamp data elements specified under paragraph 5.2. of Annex 8 of UN Regulation No. 185 recorded within at least the last 30 seconds prior to triggering of the respective EDR event, regardless of whether the DSSAD and the EDR are implemented as a single system or as separate systems. The time-stamp data elements retrievable from the DSSAD shall include the record for the last activation or deactivation of the feature used at the time of the event within the same power cycle. The data elements shall be retrievable in the format specified in Annex 8 of UN Regulation No. 185, though DSSAD location data may be omitted and dates and times recorded may be replaced with information representing the time elapsed between the recording of each DSSAD data element and the triggering of the EDR.
Proposal to clarify that the EDR volatile memory buffer for last stop trigger activation shall accommodate data related to at least five different stops to be overwritten on a first-in first-out basis, and that data for the most recent stops shall be written to non-volatile memory in a way that does not interfere with the event record related to any other trigger of paragraph 5.3.1.
The document discusses amendments to UN R149 regarding road illumination device requirements. Illuminance and light intensity requirements have been amended multiple times over 16 years. The basis for type approval was adapted to 13.2 volts, increasing required values by approximately 40 per cent. In the 01 series, maximum values at 50L increased by a factor of 4 to improve visibility and pedestrian recognition. On dual carriageways, headlamp illuminance should exceed 8 lx@25m in point E50R/L and 16 lx@25m in point E75R. On motorways, E75R should exceed 36 lx@25m with half those values in E50L. However, increased light intensity increases glare risk for oncoming vehicles, particularly with levelling changes due to load.
The agenda includes adoption of the coordination and organization of work with reference to GRPE-92-14, EV/HFCV-02-02, GRPE-93-22-Rev.1, GRSP-78-17, GRVA-25-19, WP.29-199-16, and other documents, electrical safety review, braking, EMC, power determination and battery range, UN draft discussion, and any other business, with a next meeting scheduled for 8th October online.
The Informal Working Group on EV/HFCV Retrofit Systems held its tenth meeting on 2nd July 2026 in Brussels. The group reviewed progress reports presented to WP.29 Working Parties, referencing GRPE-92-14, GRPE-93-22-Rev.1, GRSP-78-17, GRVA-24-07, GRPE-94-06, and GRVA-25-19. Electrical safety will be reviewed later pending clarification on UN Regulation No. 100. The group excluded UN Regulation No. 155 from draft requirements to avoid cybersecurity complications. Braking requirements for retrofitted vehicles and applicability of UN Regulation No. 13/13-H require further assessment. Further coordination with the EMC Informal Working Group is required. The group distinguished battery range requirements for light-duty vehicles from heavy-duty vehicles.