Consolidated version of the regulation prepared by the GRVA secretariat and incorporating all valid text through:

• Supplement 1 to the 01 series of amendments
• Supplement 2 to the 01 series of amendments
• 02 series of amendments.

Consolidated revision prepared by the GRVA secretariat for review. Revision 1 incorporates all valid text up to:

• Supplement 1 to the original version of the Regulation
• 01 series of amendments.

Notes include the DSSAD subgroup 12th session held in conjunction with the EDR/DSSAD informal group session.

Outcomes from the 7-8 November 2022 meeting between the WP.29/GRVA/FRAV informal group and the WP.1/IGEAD informal group on areas of common interest:

1. External ADS communication
2. Glossary of terms and definitions
3. Electronic format traffic rules
4. Safe ADS behaviour in traffic.

Information concerning ways to address the interests of law enforcement in being able to determine whether a vehicle is being operated by an ADS relative to the enforcement of laws regarding activities permitted to a driver (or conversely, permitted to the occupant of a driver’s seat while the vehicle is under ADS operation).

Introduction to ITU activity addressing radio communication aspects of CAV, such as descriptions of communication methods, use cases and radiocommunication systems for CAV, as well as radiocommunication requirements and spectrum needs for CAV.

Proposal to amend the guidelines on ADS assessment and test methods. This document is available with tracked changes in pdf version and in .docx format.

Proposal from the GRVA secretariat to amend the original proposal based on the input of a workshop on the implementation of UN R155 held during 12-13 Jan. 2023.

Proposal to permit the use of virtual testing as an alternative methodology to the physical tests. This approach requires the preliminary assessment of the methodology to be used.

Proposal to improve the applicability of examples given in Tables A1 and B1 in Annex 5 in UN R155 regarding risks due to spoofing of messages or data received by the vehicle.

Password protected. Please contact the GRVA secretariat for more information.

Presentation (accompanied by supporting documents) to show how this subject is being addressed by other parties outside WP.29/GRVA. The materials are not submitted for as proposals for consideration or adoption.

Proposal from the EDR/DSSAD informal group to revise and clarify the acceleration data accuracy for the lateral and longitudinal acceleration data elements and introduce procedures to verify compliance of the acceleration data with the acceleration sensor accuracy specifications. The proposal is based on the following considerations:

1. There are multiple ways in which the acceleration data accuracy tolerance can be applied. This can potentially lead to different interpretations when applied by type-approval authorities. For clarity, the accuracy tolerance is specified as “+/- 10 per cent of the full range of the accelerometer used in the ECU containing the EDR function”.
2. The proposal enables a component test (including a time-shifting algorithm to address differences in sampling rates between an EDR and bench test) to address difficulties in verifying acceleration sensor accuracy under vehicle crash tests.
3. The proposal adds a footnote to clarify that the manufacturer has discretion (option) over the format for lateral acceleration data in rollover event because such data is not recorded using the lateral airbag deployment sensors.
4. The proposal adds Annex 6 on the verification procedure with an illustration of the tolerance corridor for lateral and longitudinal acceleration.

Proposal from the EDR/DSSAD informal group to revise and clarify the acceleration data accuracy for the lateral and longitudinal acceleration data elements and introduce procedures to verify compliance of the acceleration data with the acceleration sensor accuracy specifications. The proposal is based on the following considerations:

1. There are multiple ways in which the acceleration data accuracy tolerance can be applied. This can potentially lead to different interpretations when applied by type-approval authorities. For clarity, the accuracy tolerance is specified as “+/- 10 per cent of the full range of the accelerometer used in the ECU containing the EDR function”.
2. The proposal enables a component test (including a time-shifting algorithm to address differences in sampling rates between an EDR and bench test) to address difficulties in verifying acceleration sensor accuracy under vehicle crash tests.
3. The proposal adds a footnote to clarify that the manufacturer has discretion (option) over the format for lateral acceleration data in rollover event because such data is not recorded using the lateral airbag deployment sensors.
4. The proposal adds Annex 6 on the verification procedure with an illustration of the tolerance corridor for lateral and longitudinal acceleration.

This liaison statement aims to inform ITU-T Study Group 16 on the publication of the Technical Reports FGAI4AD-01 and FG-AI4AD-03 concerning an automated driving safety data protocol.

Proposal from the informal group on on Cyber Security and OTA issues for amendments:

1. To reflect updates and the most current version of relevant standards, notably ISO/SAE 21434:2021 and ISO/PAS 5112, and
2. To update the text in line with Supplement 1 to UN R155 (WP.29/2022/54).

Proposal from the informal working group on Cyber Security and OTA issues (CS/OTA) to update the text:

1. Use of “802.11p” to refer to V2X communications is out of date: 802.11p is properly referred to as 802.11-OCB and other direct communication methods are in use. “V2X” is the preferred term.
2. Platooning is a niche V2X operation and not widely used: The proposal suggests to use more mainstream examples such as cooperative awareness or manoeuvre coordination.