AVSR-33-05 supports requirements for ADS marker lamps to improve social acceptance, facilitate traffic management and enforcement, and ensure smooth emergency vehicle passage. The proposal recommends installation at front and rear with optional side installation, visibility angles equivalent to direction-indicators, continuous illumination without flashing or luminous intensity variation except nighttime dimming, permitted combined use with direction-indicators when the marker lamp turns off on the side where the direction-indicator operates, and applicability to vehicle categories M1–M3, N1–N3, L6, L7, and O when towed by automated driving vehicles.
Based on AVSR-31-03_Rev.2 and GTBWGSL 7201, this work-in-progress draft proposes a new UN Regulation for ADS Marker Lamps. The proposal applies to vehicles of categories M, N, L6, L7, and O. It establishes approval procedures for ADS Marker Lamp components and vehicle installation requirements if fitted on a vehicle (the draft includes a tentative statement that nothing prevents prohibiting the use of ADS marker lamps). Key provisions include luminous intensity requirements with day-time and night-time levels for front (AMF), rear (AMR), and side (AMS) lamps; blue-green colour specifications; approval marking and labelling requirements; geometric visibility angles; electrical connections ensuring automatic activation when automated driving systems perform the dynamic driving task; and conformity of production procedures. Outstanding discussion items requiring guidance include vehicle category applicability, day-time and night-time condition definitions, reciprocal incorporation with direction indicators, alternative roof-mounted lamp options, and specification details for side marker lamp categories. Testing procedures for light sources and automatic switching conditions between day-time and night-time modes are included in annexes.
The agenda includes discussion of ADS marker lamps including a draft proposal for a hybrid regulation with remarks from the chairman on document AVSR-31-03/Rev.2 and GTB input consolidated in AVSR-31-02, miscellaneous items, and next steps including a working plan for future activities.
The Task Force Data Analysis meeting scheduled for 15 September 2026 will discuss database pilot documents covering amendments to factor x, reference acceleration, AVAS term considerations, simplified EV models, and RD-ASEP model slopes. The task force will prepare proposals based on draft UN R51.04 for items 13–19 from the Editing TF issues list and address a question regarding the phrase “but no more than 2.0 m/s” in paragraph 3.1.2.1.4.3 concerning acceleration values for vehicles with single gear ratios.
Proposal to:
During IWG-EMC 53rd meeting, Dutch delegation referenced the 2018 Stint accident in proposals to extend UN R10 radiated emissions below 30 MHz and immunity below 20 MHz requirements. Official forensic investigation reports by TNO and Dutch Safety Board ruled out electromagnetic compatibility as a causal factor. The Stint’s drive system was fully immune under UN R10 Annex 6 at 40 V/m. Level-crossing infrastructure fully complied with EN 50121 railway EMC standards. True root causes were mechanical, electrical, and homologation failures including braking deficiencies, electrical throttle flaw, and vehicle instability. OICA recommends rejecting any expansion of UN R10 scope based on this incident.
The IWG is discussing the time interval from door lock to initial warning, with options of 15, 25, or 30 seconds as specified in para. 6.4.1. Investigation of door vibration effects during closing at three speeds (strong 3 m/s, medium 2 m/s, weak 1.2 m/s) on a medium SUV showed door vibration diminishes around 10 seconds. The system requires at least 3 times respiration cycles for accurate child detection judgment to reduce false-positive warnings in the field. A 25 seconds delay is recommended to allow appropriate time for accurate detection while accounting for vehicle vibration disturbance.
In-direct plus is a sensing system that, in addition to its indirect sensing functionality, has the ability to detect the presence of a live person inside the vehicle by means of sensing human attributes such as movement, temperature, sound, weight or any other sign of life. Direct sensing system detects the absolute presence of a human inside the vehicle by means of tracking heartbeat, respiration, movement, or any other sign of life. Indirect sensing system derives the potential presence of a subject or object inside the car based on logic using information such as door opening, pressure or capacitive sensing.
European test results from the WLTP cycle validation phase 1.b
Heinz Steven presentation as of 27 March 2012.