Updated version of the draft text under development within the ACSF informal group, based upon the previous version in document ACSF-04-20.

Proposal to define and require countermeasures to ensure that a driver remains available to assume control of a vehicle from an automated lane-keeping/steering system as conditions warrant. This document proposes definitions for a “driver attention recognition [system/function]” and/or a “driver attention confirmation [system/function]”.

Comments on the draft test procedures as described in the draft text of document ACSF-04-20.

Overview of proposed test modes/procedures for Category E automatically commanded steering systems.

Presentation on paragraph 5.6.1.4 of the draft amendment to UN R79 intended to enable the approval of automatically controlled steering functions at speeds above 10 km/h. This paragraph concerns transitions between the human driver and the automated steering system.

Table of requirements for automatically commanded steering function capabilities (e.g., hazard warning activation, driver alerts, minimum risk maneuvers, etc.) according the ACSF category.

Schematic flow of events and responses for automatically commanded steering functions, including transition demands and fall-back on minimum risk maneuvers by the system.

OICA and CLEPA note that the current work on ACSF does not address class O vehicles (trailers) and therefore leaves unsettled the issue of heavy-duty commercial vehicles. The two groups signal that the informal group must coordinate with the GRRF to ensure that trailers are eventually incorporated in the ACSF approval procedures under UN R79.

OICA presentation on approaches and trade-offs in handling driver availability for transitions between automated vehicle system and human driver.

Proposed changes to the working draft text ACSF-04-20.

Updated list of functions/capabilities per ACSF category, including B1 and B2 categories addressing “hands-on” and “hands-off” lane-keeping.

Test procedure application for advanced systems of category D depending upon the steering configuration per category B (B1:hands-on with detection system steering, B2: hands-off enabled steering).

Consolidated draft for the approval of automated steering systems pursuant to the discussions and decisions of the 5th ACSF informal group session (January 2016).

Changes proposed by Germany to the draft ACSF amendment (document ACSF-05-16)

Proposed changes to the draft amendment to UN R79 on automatically commanded steering functions.

UK input to confirm basic understanding of the proposed categories of corrective steering and automatically commanded steering functions and to propose requirements under each category.

Proposal for ACSF systems to be programmed to function only within the maximum speed limits defined by national or regional traffic authorities.

Proposal to refine the language ensuring that drivers may override the ACSF system through deliberate action.

Discussion of parameters to delineate corrective steering function (CSF) from automatically commanded steering function (ACSF) systems. The former refers to intermittent systems such as lane-keeping while the latter refers to systems in continuous control of the steering function.

Presentation and supporting materials to facilitate discussion towards clarifying provisions on sensor range and monitoring of the vehicle environment.

Presentation supporting changes proposed by Germany in document ACSF-06-05.

Proposal for amendments to the provisions on Data Storage Systems for ACSF under the draft amendment to enable the use of automated steering systems at higher speeds under UN R79.

Proposals to clarify that references to “other road users” includes pedestrians and large animals and, with respect to ensuring the driver’s availability to assume control of the vehicle, a time frequency limit for driver monitoring systems based upon the time required to travel a distance of 1500 m with an upper limit of 180 seconds (i.e., the time required to travel 1500 m at 30 km/h).

Proposals to delineate the difference between corrective steering (driver assistance) and automatically commanded steering (automated driving) functions, clarify the definition of Complex Electronic Systems, require system deactivation when sensors are blocked, and to require indication of the level/version of software in use.

NTSEL study into the effect of automated steering on the level of driver alertness. The data suggests an increase in drowsiness as measured by blinking/eyelid closing rates.

Draft amendment pursuant to the 6th ACSF informal group session

Table of ACSF categories as defined by functions and requirements of the draft amendment to UN R79.

Breakdown of the requirements of the draft consolidated amendment (ACSF-06-28) for each category of ACSF.

The draft amendment to enable automated steering systems for use at speeds above 10 km/h includes provisions for a minimal risk maneuver (MRM) in the event that the driver fails to respond to a demand to assume control of the vehicle. This document proposes provisions for the automatic activation of hazard warning lights under an MRM scenario.

Proposal of provisions regarding the use of a type approval numbering system that includes information on the ACSF capabilities and software version.

Proposal of a research project to assist the ACSF informal group in the development of provisions for the approval of lane-keeping and lane-change assistance and other ACSF systems.

Proposal for new paragraphs in the draft ACSF amendment concerning provisions to ensure the system capacity to monitor and adapt to road conditions and the environment surrounding the vehicle in order to ensure safe behavior and minimize risks. This proposal replaces paragraphs in the previous document ACSF-06-28 based on the discussions of the 6th meeting and document ACSF-06-18 by OICA and CLEPA.

Draft procedure for lane-guidance assistance systems (category B1 ACSF).

Proposal for amendments to document ACSF-07-02.

OICA input on definition of corrective steering and automatically commanded steering functions.

The ACSF draft requires that the “system shall be designed so that excessive intervention of steering control (e.g. an excessive steering torque) is suppressed to ensure the steering operability by the driver and to avoid unexpected vehicle behavior….” OICA proposes objective thresholds for ensuring driver ability to safely override the system.

Proposal towards defining corrective steering functions as a distinct function apart from automatically commanded steering functions.

Consideration of the borderline in distinguishing between corrective steering functions and automatically commanded steering functions towards defining requirements for the approval of automated steering systems.

Hyperlink address corrections.

Proposal on CAT A based on document ACSF-07-07.

Proposal to reduce the maximum delay for warning a driver of prolonged ‘hands-off driving’ as a function of vehicle speed. The current calculation is based upon 30 seconds (i.e., t(s) = 30(s) * 130/V, where V is the speed of the vehicle in km/h at the time when the system has detected that the driver is no longer holding the steering control). Korea proposes 15 seconds. Additionally t would not be permitted to be greater than 180 seconds.

French proposal based upon the German proposal (ACSF-08-03)

VDA research on warning times and proposing a 30s threshold at lower speeds.

Industry comment in support of “Option 4” in document GRRF/2016/45, the proposal to introduce technical requirements for Corrective Steering Functions (lane departure prevention, lane-keeping assistance (LKAS), steering angle correction, etc.) as defined in the regulation.

Latest version of the amendment proposed in document GRRF/2016/45 as Option 3 and under discussion within the ACSF informal group

Document prepared by the ACSF informal group secretary.

Document prepared by the ACSF informal group secretary.

UN R79 amendment proposal to introduce provisions for “corrective steering functions” as a separate category of steering system from automatically commanded steering functions (ACSF). Corrective Steering Function (CSF) means the control function within an electronic control system whereby, for a limited duration, changes to the steering angle of one or more wheels may result from the automatic evaluation of signals initiated on-board the vehicle.

Report as approved by the group delegates.

Proposal to amend provisions on electronic stability control warnings under braking regulations to allow for activation of the ESC visual warning during a stability-assistance intervention of an electronic steering control. The aim is to avoid separate requirements for brake-actuated and steering-actuated stability assistance that would lead to two visual warnings where only one is appropriate.

Proposal to exempt automated parking systems from the draft requirement for tactile signals on the steering control. In a parking maneuver, the driver does not hold the steering wheel.

The Netherlands and Sweden note strongly urging consideration of system safety and software assessment issues before proceeding with approval procedures for Category B2 and/or E ACSF, including a discussion of the role, if any, of ISO 26262 under Annex 6.

Proposals for the text of the draft amendment to UN R79 to enable the approval of automated lane-changing systems.

Proposals to clarify and refine provisions in the draft corrective steering function amendment to UN R79 (document GRRF-82-12/Rev.3).

Proposal to include under the complex electronics annex of UN R79, if only as an interim measure, provisions for the approval of automated systems that bring a vehicle safely to a stop in the event of driver incapacitation.

Proposal for an “Emergency Steering Function” to automatically assist drivers in avoiding an impending collision with an obstacle or other vehicle.

Complete revised test of the “corrective steering” amendment to UN R79 (GRRF-82-12/Rev.3) as agreed during the 9th ACSF informal group session (for eventual approval by GRRF during its January 2017 session and WP.29 at its March 2017 session).

OICA proposal for the definition of ay_smax (the maximum lateral acceleration under which an automated steering function is designed to operate).