Proposal to add para. 4.4.1. through 4.4.8. to restructure target operation conditions provisions, add para. 4.4.7. to permit acceptance of runs outside the control range under specified provisions, modify para. 3.6.1. to change reference acceleration determination from maximum to selected acceleration for a selected reference v-t-e ratio, modify para. 4.5.4.1. to set negative calculated acceleration values to zero, add heading “Carry-over parameters from Annex 3” to para. 2.2.1.2., add para. 2.2.1.2.1. and 2.2.1.2.2., and modify constant speed test parameters to report vehicle speed vBB’_CRS_ANCHOR rather than reference speed vTEST of 50 km/h.
Task Force Data Analysis held an online meeting on 7 July 2026. The group discussed database analysis, including insufficient data for higher performance and acceleration, and agreed that more data are needed. When new data are generated, operation conditions should focus on higher performances covering the ASEP range, higher accelerations up to and exceeding 5 m/s, pass-by runs with gear shifting, and low speed measurements in the UN R117 AVAS control range. The group reviewed proposals to the TF-Editing based on draft UN R51.04 and agreed some changes, with review results to be uploaded as Rev.1. A question regarding the phrase “but no more than 2.0 m/s” in paragraph 3.1.2.1.4.3 regarding vehicles with only one gear ratio was noted as issue #23 pending further review.
Transport Canada presented ACPE research testing comparing three vehicles—2025 Tesla Model 3, 2025 Subaru Forester, and 2025 Toyota Crown Signia—against UN R175 minimum performance requirements and real-world pedal misapplication crashes. Analysis of 14 EDR data cases revealed none would require ACPE intervention under current R175 criteria. Testing included UN R175 procedures and recreation of six real-world crash scenarios. Proposed 2026 research includes investigating radar signatures of wall structures, obstacle distances exceeding 1.5 metres, accelerator pedal application rates and travel, and false positive test procedures.
The 3rd session of the Acceleration Control for Pedal Error Global Technical Regulation met online in May 2026. No vehicles have been certified under UN R175. Korea presented interim research on pedal operation speed and misapplication accident patterns, with results expected in 2026. Multiple contracting parties are conducting ongoing research on activation distance ranges, pedal application rates, and wall obstacle activation. The group endorsed research priorities and agreed to reconvene online on July 8th, 2026, with an in-person meeting planned for January 2027 in Japan.
The agenda includes discussion of preliminary outcomes and planning research activities. Future sessions are scheduled for September 8th, 2026, November 10th, 2026, and January 2027 in Japan before GRVA-27.
This document proposes guidance on reporting cyber security issues affecting autonomous driving systems safety. The proposal modifies the description of reportable cyber security incidents to replace “Safety-relevant ECU compromised” with “Any cybersecurity threat identified to safety relevant ECU, or” and deletes “ADS control channel manipulated.” The text also clarifies that reporting must align with UN R155 where this Regulation is applied, replacing the reference to “CSMS procedure where R155 is applied.”
Proposal for guidance on reporting average feature engagement time in para. 4. The average engagement time is a statistical measure of how long an ADS feature stays engaged per activation (e.g., cumulative time / number of activations). The average is expected to be computed in an aggregated manner, i.e., over the whole fleet of vehicles having the same ADS feature.
Proposal to amend the guidance on reporting safety-relevant communication issues by deleting “Such an occurrence could be reported in case of” and replacing it with “Examples of communication issues could include”, deleting “The remote interaction is unavailable” and replacing it with “Interruption of remote interaction,”, replacing “Information” with “Communication”, adding “the” before “safety threshold”, and adding “(if indicated in the safety case)” after “safety threshold”, and replacing the period after “unavailable” with “, or”.
Paper describing safety considerations for remote management of automated vehicles that do not require a human driver inside the vehicle.