Notes from the 3rd meeting of the IWG on Advanced Emergency Braking System, held online 24–25 September 2026. The group reviewed accidentology data showing that 60–70% of pedestrian accidents occur at night, discussed existing regulations including China’s GB 39901-2025 mandatory standard for M₁ and N₁ vehicles entering into force in 2028, and compared Euro NCAP and JNCAP night-time testing protocols. The group agreed to use a homework list as discussion baseline at the next meeting in Tokyo before amending UN R152 text to include requirements for pedestrian collision scenarios at night with artificial lighting.

This regulation establishes uniform approval provisions for Advanced Emergency Braking Systems (AEBS) fitted to motor vehicles of categories M₁ and N₁. The AEBS shall automatically detect imminent forward collisions with vehicles, pedestrians, or bicycles, provide driver warning, and activate vehicle braking to avoid or mitigate collision severity. The system must meet specified performance requirements under defined test conditions for car-to-car, car-to-pedestrian, and car-to-bicycle scenarios. Requirements include collision warning provision, emergency braking of at least 5.0 m/s², active speed ranges, driver interruption capability, deactivation controls, and warning indications. Testing procedures, vehicle conditions, target specifications, and virtual testing provisions are specified.

Document confirms homework points for consideration of night-time requirements for car-to-pedestrian scenarios in UN R152. Topics include vehicle categories M₁ and N₁, crossing and longitudinal collision types, farside/nearside pedestrian direction, pedestrian walking speed of 5 km/h, lighting conditions, collision points at 25%, 50%, and 75%, dummy types, vehicle activation speeds of 30–60 km/h without obstruction and 40–50 km/h with obstruction, and speed reduction. Daytime requirements discussion covers car-to-car speed reduction at 80 km/h, collision point revision, and car-to-pedestrian speed reduction review based on current technology.

The document describes a project to identify Advanced Emergency Braking Systems (AEBS) performance gaps by analysing real-world collision data from UK national research and police databases. The study characterised collision cases against the requirements of UN Regulation No. 152, using STATS19 and RAIDS data sources. Cases were filtered for eligibility, then scored against current test scenarios using weighted collision characteristics including subject vehicle speed, target vehicle speed, relative speed, ambient light, and overlap. Results indicate the coverage provided by relevant test scenarios and identify which characteristics may address gaps in AEBS operational performance.

Japan presents the current status of Advanced Emergency Braking System (AEBS) testing for passenger vehicles in night-time conditions under the Japan New Car Assessment Program (JNCAP). The document describes test procedures for car-to-pedestrian scenarios, including car-to-pedestrian farside (CPF) and car-to-pedestrian farside obstructed (CPFO) scenarios, conducted with and without street lighting. Test speeds range from 30 to 60 km/h. Test conditions specify tolerances for vehicle velocity, pedestrian target velocity, lateral position, collision point, yaw rate, steering angular velocity, and braking temperature.

Presentation of traffic accident data for car-to-pedestrian collisions occurring at night in Japan. Approximately 65 to 70 per cent of traffic accidents for car to pedestrian in Japan occur at night-time. The data cover the 10-year period from 2015 to 2024 and analyse obstruction, pedestrian direction of crossing, collision point, walking speed, and age. Seventy per cent of pedestrians cross from the right at night. Accidents involving children aged 12 and under are extremely rare. Vehicle speeds range from 30 km/h to 60 km/h without obstruction and 40 km/h to 50 km/h with obstruction. The proportion of passenger cars equipped with AEBS night-time is approximately half.

Draft agenda for the Informal working group on Advanced Emergency Braking System meeting 24–25 September 2026. Welcome and Introduction. Approval of the agenda and previous meeting report (AEBS2-02-03). Confirmation of TOR of this informal working group (document GRVA-24-14/Rev.2). Accidentology: share accident data from other CP. Review of existing regulation, technologies and state of the art. Draft state-of-the-art performance requirements for collision scenarios involving pedestrians at night. Other business. List of action items and next meetings. 4th IWG: 2–4 November 2026 in Tokyo.

Analysis of pedestrian accident data from the GIDAS database (accident years 2005 onwards) comparing day and night situations across crossing and along-carriageway scenarios. Night situations show higher fatality rates than day situations. Data presented for crossing scenarios with and without obstruction, at junctions, and along straight roads, with documented cases from pure car-to-pedestrian constellations.

Summary of “Euro NCAP Technical Bulletin CA 101 – Crash Avoidance” for consideration in the context of UN R152.

GB 39901:2025 establishes technical requirements and testing methods for advanced emergency braking systems of vehicles of categories M₁ and N₁, based on UN Regulation No. 152, 02 series of amendments and China’s road accident data. Performance requirements cover collision warning and emergency braking for vehicle, child pedestrian, bicyclist, and powered two-wheeler targets, with car-to-car test speeds extended to 80 km/h for M₁ vehicles. The standard includes general requirements, functional safety, electromagnetic compatibility, robustness, false response testing, and optional simulation testing. Night-time scenarios were tested but not adopted as mandatory requirements pending international consensus on test methods.

The Informal Working Group on Advanced Emergency Braking System held its 2nd meeting on 18 June 2026. Australia had submitted documents GRVA/2026/21 and GRVA-25-36 proposing amendments to UN R152. For para. 2.14, the group agreed to insert a footnote stating “this value is understood to be a minimum value,” with a working document to be prepared for next GRVA. For para. 5.2.1.1, Australia withdrew its proposal to remove the 0.8s TTC warning condition after safety concerns were raised. CLEPA-OICA, UK and Australia will prepare a clarification proposal for next GRVA.

The agenda includes GRVA decision to refer GRVA-2026-21 and GRVA-25-36 to the IWG on AEBS, proposals to amend UN R152 paragraphs 2.14, 5.2.1.1 and 5.2.1.2 per documents ECE/TRANS/WP.29/GRVA/2026/21 and GRVA-25-36, other business, action items and next meetings scheduled 24–25 September 2026 and 2–4 November 2026.

Australia proposes to amend para. 2.14. to clarify that the nominal Peak Braking Coefficient value is understood to be the minimum value, and to amend para. 5.2.1.1. to simplify collision warning requirements for vehicles of category M₁. Industry objects the para. 2.14. amendment as unnecessary and potentially subject to misinterpretation as a requirement change. Industry agrees with dropping the 0.8-second prior warning requirement but finds the resulting text difficult to understand and proposes alternative wording that harmonizes para. 5.2.1.1. with paras. 5.2.2.1. and 5.2.3.1., specifying that a collision warning shall be provided no later than the start of emergency braking intervention.

The Finnish Crash Data Institute analyzed fatal road crashes involving AEB-fitted passenger cars from 2018–2023. In 10 cases, AEB systems had missing functionalities: crossing traffic detection failed in 7 crashes, large animal detection in 2, and pedestrian detection in 1. Six crashes occurred with AEB operating outside its Operational Design Domain due to speed limitations or non-standard targets. In 8 crashes, active driver input prevented AEB activation. For not-at-fault parties, AEB systems could not detect oncoming vehicles in 14 crashes. Overall, AEB initiated braking in only 2 of 75 examined crashes, though systems functioned as designed within known constraints.

The Informal Working Group on Advanced Emergency Braking System is scheduled for 22 April 2026, starting at 8:00 pm JST, 01:00 pm CET, and 7:00 am EST, finishing at 11:00 pm JST, 04:00 pm CET, and 10:00 am EST. The agenda includes confirmation of terms of reference and leadership in document AEBS2-01-02, proposal of timing in document AEBS2-01-03, planning of work, other business, and listing of action items and next meetings.

The AEBS informal working group will hold nine meetings from April 2026 to September 2028. The 1st meeting on 22 April 2026 will confirm terms of reference and plan work distribution. Subsequent meetings will address input from control parties and industry, night lighting conditions, speed reduction requirements, false positives, and drafting. In-person meetings are scheduled for September/October 2026 in an unspecified location, March 2027 in Germany, July 2027 in China, and May and September 2028. Progress will be reported at GRVA sessions 25–32. A draft regulation will be submitted as an informal document in May 2028 and as a formal document in September 2028.

The Informal Working Group on Advanced Emergency Braking Systems shall review current regulatory actions and data on Automated Emergency Braking Systems and provide recommendations on future regulatory actions including revisions to UN Regulation No. 152. The IWG shall examine current AEBS regulations worldwide, assess accident situations for passenger vehicles, draft performance requirements for collision scenarios involving pedestrians at night, investigate regulatory improvements for increased avoidance speed and additional collision points, and investigate feasibility to avoid false activation for light vehicles. The IWG shall deliver complete regulatory text for UN Regulation No. 152 by September 2028.

The Informal Working Group on Advanced Emergency Braking System held its first session on 22 April 2026. Focus was confirmed on passenger cars of category M₁ and light vehicles under UN Regulation 152, with heavy vehicles explicitly excluded. The group’s Terms of Reference outline five core tasks. A meeting timeline from April 2026 to September 2028 was proposed, with delivery of an amendments proposal on UN Regulation 152 by September 2028. The co-Chairs called for accidentology data from all Contracting Parties.