Document presents considerations on amendments to the RD-ASEP Sound Expectation Model SEM. A simplified approach for electric vehicles is proposed based on Supplement 11 to UN R51.03, using a tyre rolling sound curve with slopes identical to internal combustion engine and hybrid electric vehicles, plus an acceleration term from UN R51.03 Supplement 11 as an additional term, and the AVAS term from Option 1, without other parts of the SEM.
Document presents considerations on revising the AVAS term in the RD-ASEP Sound Expectation Model to align with UN R138.02 specifications for electric and hybrid electric vehicles. Two options are discussed: Option 1 implements only constant speed specifications from UN R138.02, while Option 2 extends this with an additional term to reflect interpretation of paragraph 6.2.8 for accelerated conditions. A revised AVAS term formula applicable for vehicle speeds up to 50 km/h is proposed.
Proposal to amend the determination of reference acceleration aREF by introducing a theoretical calculation formula based on PMR, rated engine speed S, and vehicle mass mro, with a correction function accounting for transmission losses, virtual mass increase, tyre slip, and turbo delay, and to allow manufacturers to alternatively determine reference acceleration by discrete measurements.
Document presents considerations on factor x used in the Sound Expectation Model to split constant speed test results into tyre rolling sound and power train mechanic references. Factor x values are concentrated between 80 and 99, indicating tyre dominance. Small variations in measurements cause disproportional variability in the minor sound source when one source dominates. Two options are proposed: Option 1 requires factor x determined during type approval to be reported and used for subsequent assessments, with any redetermination not exceeding the type approval value; Option 2 requires the power train reference from type approval to be used for all further assessments regardless of measurement variations.
Transport Canada presents results from a national survey on vehicle headlight glare conducted from March to April 2026, with 361,438 respondents. Approximately 90% of participants experience glare at least weekly, with oncoming vehicles cited by 97.4% as the primary source. Large SUVs and pickup trucks were identified by 95.4% as causing the most glare. Light intensity, headlight mounting height, and misalignment were the most commonly perceived contributing factors. Survey respondents identified updating headlight design standards (83.6%) and restricting replacement headlight sales (82.8%) as preferred solutions. Transport Canada is conducting ongoing research including a naturalistic driving study and developing a dedicated vehicle headlight glare webpage.
SLR will deliver Stage 2/Step 2 to GRE-96 by end of January 2027 for submission to WP.29 in November 2027. SLR’s mandate ends December 2027. A new informal working group on Supporting technical experts on Lighting Regulation (SteLR) will be established, chaired by EC and vice-chaired by Germany, to address remaining open points from SLR and TF-GP. Main topics include visibility of signalling functions, glare prevention, apparent surface, energy saving, replaceability and sustainability, and V2X communication.
Simplification work on UN Regulation No. 86 addresses five pending points: the number of additional direction-indicator lamps allowed, geometric visibility of category 6 direction-indicator lamps, height for slow-moving vehicles marking plates set as low as possible above the ground but not less than 250 mm at the lower edge, position for slow-moving vehicles marking plates with regard to the vehicle median longitudinal plane, and speed for automatic activation of manoeuvring lamps proposed at 15 km/h as a compromise.
Review of open items for WLTP Electrified Vehicles subgroup consideration and input.