Proposal to amend Annexes 11 and 17 to specify an observation time of 2.5 min for quasi-stationary equipment as defined in Table 4 of IEC 61000-3-2, with the equipment operating in the mode expected to produce the maximum total harmonic current under normal operating conditions. Currently, UN R10.07 does not specify an observation time, which may lead to different interpretations of the test method and case-by-case agreement during type approval. Specifying 2.5 min would provide a consistent observation and averaging period for vehicle and ESA type-approval tests without changing existing test conditions, limits, or evaluation method.

Proposal for conducting the ADS Active Test Specified in Annex 6 to clarify ADS Active Mode, clarify methods to activate ADS using test equipment or by modifying in-vehicle ADS-related ECU software, clarify test objects for ESA at component-level or system-level, and clarify test methods when ADS cannot be activated in an anechoic chamber, including testing in a non-active state using warning indicators and diagnostic functions, and testing when errors occur upon ADS activation. The proposal defines ADS Active Mode as representative ADS functions remaining operational using sensors whose inputs can be simulated within the anechoic chamber environment, with alternative test methods including application based on ESA or subsystem test results, testing with ADS not activated using steady-state driving conditions with pass/fail criteria verifying no communication errors, ECU malfunction, freeze, shutdown, or ADS system malfunctions occur, and testing with simulated sensor outputs using data from real-world driving or representative driving scenarios.

Proposal to require test reports provided by manufacturers to comply with paragraph 3.3. and to be attached to the test report of the technical service.

Proposal to insert a new definition of functional test configuration, amend para. 2.1.1.2. to clarify that test conditions are agreed between manufacturer and technical service and that tables provide guidance which may be extended or amended depending on vehicle characteristics, add tables specifying basic vehicle test conditions for “50 km/h mode,” “Brake mode,” and “Active ADS Mode,” add an alternative “Brake mode” with active ADS for vehicles where braking mode cannot be applied with ADS operational without ADS feature(s) activated, add AECS and AVAS test condition tables, and insert a new table cross-referencing UN Regulations with specific provisions and test configurations to demonstrate compliance with UN R10.

Proposal to amend Table 2 in Annex 4, paragraph 4.3. to add “Scanning receiver parameters” as heading and add footnote b to minimum dwell time columns stating the selected dwell time shall, in addition, consider the cycle time of certain vehicle functions, e.g. the wiper system, amend Table 2 in Annex 5, paragraph 4.3. to add “Scanning receiver parameters” as heading and add footnote a with identical language, and amend Annex 6, paragraph 4.1. to add language that the selected dwell time shall, in addition, be sufficient for the observer(s) to assess all related vehicle functions, while also considering the cycle time of certain vehicle functions, e.g., the wiper system.

Proposal to insert new para. 3.3. requiring that the use of non-durable protection shields (e.g., non-integral ferrite blocks, aluminium foil) shall be prevented, and if used, shall be duly described in the information document and test report.

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.

Document raises question on the use of a combination of Level I/II immunity tests based on ISO 7637-2:2011 in the 07 series given that the 06 series prescribed Level III.

International reference standards for harmonics and flicker testing define differing applicable supply voltage levels and operating frequencies. CLEPA proposes maintaining baseline requirements for UN R10.08 unchanged, testing according to standardized parameters of reference IEC standards. Contracting Parties with diverging local grid configurations should define tailored national requirements or propose harmonized evaluation methods directly within relevant IEC standard committees, as direct application or mathematical conversion of limits for diverging grids lacks standardized metrological foundation in IEC publications.

Presentation of a method of testing for immunity of vehicles of category M₁ to electromagnetic radiation for Blind Spot Detection (BSD)/Blind Spot Information System (BSIS) as defined in the latest series of amendments to UN R151. EMC immunity test criteria for BSD are added.