Proposal by the experts from the Informal Working Group on Advanced Emergency Braking Systems (AEBS) for heavy duty vehicles in order to supplement the proposal of document GRVA/2022/7

Proposal for amendments to ECE/TRANS/WP.29/GRVA/2022/2

A follow-up to the exchange between CPs and the discussion at the 11th GRVA session concerning the distinction between ADAS and ADS

Proposal to amend document ECE/TRANS/WP.29/GRVA/2021/11

Comments on GRVA-11-03

Draft text on ADS safety from the FRAV informal group.

Proposal for amendments to ECE/TRANS/WP29/2022/18, ECE/TRANS/WP29/2022/19, and ECE/TRANS/WP29/2022/20

The proposal is aimed at modifying the text concerning Annex 5 and 6 contained in document ECE/TRANS/WP.29/GRVA/2022/3 and ECE/TRANS/WP.29/GRVA/2022/4

Adopted text prepared by the GRVA secretariat for Supplements to the 03 and 04 series of amendments to UN R79.

Proposal for amendments to refine the draft provisions aimed at addressing road-surface adhesion under AEBS performance testing.

Proposal concerning deactivation of AEBS related to use of front-mounted devices (e.g., snow plow).

Supporting information on the proposal to allow for parking brake warning device actuation after an electric control transmission system produces a stable parked state.

Proposal to increase the maximum operational speed to 130 km/h, add lane-change and minimal risk manoeuvre provisions, responsiveness to emergency vehicles, and introduce data collection specifications.

Password-protected draft ISO standard. Contact the GRVA secretariat for more information.

Proposal to equip four-axle commercial vehicles over 25 tons with vehicle stability function due to their specific use.

Proposal from the informal working group on Advanced Emergency Braking Systems of Heavy Duty Vehicles for Supplements to the original text, 01, and 02 series of amendments. The document proposes improvements to provisions based on technological progress identified during work under UN R131. The proposal includes a footnote for alternative approvals under either UN R152 or UN R131 for vehicles derived from light vehicles, improved wording for collision-warning and speed-reduction text, correction of an omission, and a request for GRVA guidance on a reference concerning control strategies and deviations from specified conditions.

Proposal from the informal group on AEBS for Heavy-Duty Vehicles to align text with corresponding paragraphs of UN R152 and to clarify interpretation of provisions on system robustness when applied to heavy-duty vehicles.

Proposal from the Informal Working Group on Advanced Emergency Braking Systems of Heavy Duty Vehicles to increase the
potential speed reduction during the AEBS warning phase.

Proposal to introduce provisions for the approval of electromechanical braking systems.

This standard has been provided for use by GRVA stakeholders. The document is protected by password. Please contact the GRVA secretariat for further information.

Proposal to align the requirements of UN R13 concerning the assessment of electronic control systems with the latest developments adopted by WP.29 for UN R79 and UN R157.

Proposal to ensure the continuity of the ASTM Method E1337 for the measurement of the Peak Braking Coefficient (PBC) by introducing a reference to the new American Society for Testing and Materials (ASTM) Standard Reference Test Tyre F2493.

Proposal for amendments to the UN R155 Interpretation Document.

Proposal to expand alignment of UN R152 with UN R131-02 series, in particular to clarify that the Technical Service may test in any conditions within those specified by the performance requirement section of the regulation, with any other speeds within the prescribed speed range. In addition, the Technical Service may verify that the control strategy is not unreasonably changed or AEBS switched off in other conditions than those specified in the performance requirement section and the report of this verification shall be appended to the test report.

Updated to reflect submissions received through 20 May.

Proposal to further align the stop lamp signal provisions in UN R78 with UN R13-H to ensure consistent stop lamp behaviour across different vehicle categories and therefore avoid confusion to road users driving behind a braking vehicle regardless of its category.

Proposal from Italy with support from IMMA to adapt GTR No. 3 to technical and standardization progress, introducing provisions for the activation of the stop lamp under regenerative and/or automatically commanded braking, and updating the references to ASTM standards to enable the use of the new ASTM standard reference test tyre F2493 for the measurement of the Peak Braking Coefficient (PBC).

Proposal for amendments from the VMAD informal group.

Working text under development by the FRAV informal group provided for information to GRVA as part of the group’s status report.

Proposal to ensure that N₃ category four-axle chassis, regardless of bodywork in second stage production (e.g., concrete mixer), will be included within the scope of the vehicle stability provisions.

Updates from the UN R157 interest group to its original submission to GRVA.

Proposal to increase the maximum operational speed to 130 km/h, add lane-change and minimal risk manoeuvre provisions, responsiveness to emergency vehicles, and introduce additional data collection specifications.

Proposal from the EDR/DSSAD informal group to clarify that the occurrence flag to be stored according to paragraph 8.2.1. (n) are linked to the abortion of the lane change manoeuvre rather than to the procedure and to make related clarifications for consistency.

Proposal to clarify the mitigation provision to address threats of spoofing of messages (e.g. 802.11p V2X during platooning, GNSS messages, etc.) by impersonation.

Proposal to align UN R152 with recent amendments to UN R131.

Proposal to ensure the continuity of the American Society for Testing and Materials (ASTM) Method E1337 for the measurement of the Peak Braking Coefficient (PBC) in UN Regulation No. 140, by introducing a reference to the new ASTM Standard Reference Test Tyre F2493.

Proposal to improve UN R78 alignment with UN R13-H provisions concerning the stop lamp signal.

Proposal to align UN R152 with recent amendments to UN R131.

Proposal to align UN R152 with recent amendments to UN R131.

Proposal from the AEBS-HDV informal group to align provisions with corresponding provisions of UN R152 and to clarify the interpretation of the provisions on system robustness when applied to heavy duty vehicles.

Proposal from the AEBS-HDV informal group to increase the potential speed reduction during the collision warning phase.

Proposal to introduce amendments to references to ISO/SAE 21434:2021 and ISO PAS 5112 and clarify the interpretation of the requirement in the first line of Table B1 in Annex 5 in UN R155 regarding the authentication of Global Navigation Satellite System (GNSS) messages.

Proposal for a new UN Regulation for the type approval of automatic emergency braking systems designed to protect vulnerable road users from collisions with heavy vehicles travelling at low speeds. The purpose is to enable a cross-reference in the new UN Regulation on commercial vehicle direct vision to allow for alternative solutions and performance criteria for vehicles equipped with this “urban emergency braking system” capability.

Chair’s notes provided in lieu of the session report.

This informal document proposes amendments to UN R78 to introduce new requirements for “Complex Electronic Control Systems” aimed at addressing new technologies such as automatically commanded braking.

Comments on the proposal for amendments to the UN Regulation on Cyber Security Management.

Proposal to introduce requirements to enable the type approval of Electro-Mechanical Braking (EMB) systems.

Proposal to introduce provisions for electric regenerative braking systems.

Revised text based on document WP.29-187-08 submitted by the VMAD informal group.

Proposal to correct an error in para. 2.3. Weight reduction solutions for brake discs must yield a higher (not lower) ratio between vehicle kinetic energy and mass of the disc braking surface than the reference disc.

Proposal for a provision to address use of a steering robot with mechanical power greater than 1200 W to enable testing of certain direct (low) steering gear ratio systems due to the given 0.7 Hz sine frequency.

Proposal to clarify the interpretation of “engine start/run cycle”.

At the 13th session of GRVA the UK presented an informal document (GRVA-13-19) with the purpose of starting discussion on the content of UN Regulation 13, Annex 18. The proposal was made in recognition of the inconsistent understanding of the current text, identified during the discussions leading to the 03 series of amendments to UN R79 which shared common language. It is intended that using harmonised text between Regulations, as far as is practicable, will deliver more consistent application of the requirements and avoid unnecessary changes in procedures and documentation for different vehicle systems.

Input concerning the review of existing UN Regulations and Global Technical Regulations with regard to their application to vehicles equipped with Automated Driving Systems.

Updated proposal from the UN R157 special interest group to revise provisions concerning DSSAD and data recording/storage.

Revised version of the FRAV recommendations as updated pursuant to GRVA discussions.

Review of the existing national / regional activities and a proposed way forward for DSSAD.

Revised text provided by the GRVA secretariat pursuant to discussions during the 14th session.

Document provided by the GRVA secretariat pursuant to discussions held during the 14th session.

Document provided by the GRVA secretariat pursuant to discussions during the 14th session.

Document provided by the GRVA secretariat pursuant to discussions during the 14th session.

Proposal to introduce new text concerning activation: “Notwithstanding the activation criteria above and following the activation request at any type of road by a deliberate action with the same means as for ACSF of Category B1, the ACSF of Category C may turn automatically to standby mode when entering a type of road as described above.”

Proposal from the GRVA secretariat to update informal group deliverables for 2023-2024 under the Framework Document on Automated Vehicles.

Proposal to update the text with the American Society for Testing and Materials (ASTM) F2493-20 standard reference test tyre.

Guidance from GRVA regarding the review of WP.29 regulations for applicability to vehicles equipped with driving automation systems.

Proposal to increase the potential speed reduction during the collision warning phase and clarify the interpretation of “engine start/run cycle” pursuant to GRVA discussions during the 14th session.

Proposal to introduce an explanation clarifying the possibility for Approval Authorities to recognise Certificates of Compliance for Cyber Security Management Systems (CSMS) issued by the Approval Authority of another Contracting Party.

Proposal to require a vehicle stability function on vehicles with four axles commercial vehicles over 25 tons in light of their specific use.

Proposal to introduce provisions for electric regenerative braking systems.

Proposal to introduce new requirements for Complex Electronic Control Systems, in line with the corresponding provisions for passenger cars in UN Regulation No. 13-H

Proposal to clarify the logical cascade of actions relative to ACSF B1 and ACSF C systems:

When the same means is used by the driver to simultaneously activate the Automatically Commanded Steering Function of Category B1 (ACSF B1) and of category C (ACSF C), both functions switch to standby mode when the vehicle enters an ACSF C eligible road. But if the road is non-eligible to ACSF C, then only the ACSF B1 is activated.

With the current text of the regulation, once the vehicle moves to an ACSF C eligible road, the driver must operate again the means to activate the ACSF C. This second deliberate action is confusing for the driver since it makes the manipulation more complex. The current wording actually discourages most drivers from using this assistance function.

The proposed wording permits the following, logical, cascade of actions:

1. The driver has done a deliberate action to activate ACSF B1 and ACSF C (on a non-eligible road); then
2. He drives into an eligible road, and is clearly informed thereof; then
3. He initiates a lane change procedure by activating e.g. the direction indicator.