Measurement data regarding driving behavior of normal drivers.

Slide regarding human driver behaviors and results under far-side turning (in Japan, right turn) scenario.

49. The expert from Japan introduced GRSP-64-41 on the current research programme in his country on improving pedestrian safety. He added that notwithstanding successful national regulatory efforts, pedestrians still accounted for the largest proportion of recent fatal traffic accidents. He concluded that performance protection such as at A-pillar would be increased by airbag deployment.

49. The expert from Japan introduced GRSP-64-41 on the current research programme in his country on improving pedestrian safety. He added that notwithstanding successful national regulatory efforts, pedestrians still accounted for the largest proportion of recent fatal traffic accidents. He concluded that performance protection such as at A-pillar would be increased by airbag deployment.

Potential impact of automatic braking on stationary and moving rear-end collisions in Japan.

Proposal from the chair to improve the effectiveness and efficiency of EVS informal group discussions by adhering to deadlines for meeting preparations and documents submissions, especially to ensure that all participants have had sufficient time to consider contributions and prepare for each discussion.

Summary of discussions, including related to the International Whole Vehicle Type Approval, on issues raised by the prospects for automated vehicle software updates under the type approval system.

49. The expert from Japan introduced a presentation (GRSP-59-21), to inform GRSP that pedestrians were the largest proportion of recent fatal traffic accidents in Japan.

NTSEL study into the effect of automated steering on the level of driver alertness. The data suggests an increase in drowsiness as measured by blinking/eyelid closing rates.

Presentation of results from Japan’s NTSEL research into the time required for the driver to transition from automated to manual steering modes and on driver/vehicle behavior throughout the transition period under various traffic scenarios.

Main content of document from (J):
To study transition from ACSF to the driver using a driving simulator when the driver needs manual operation while using the ACSF on a highway. CPs have been part of the study

(OICA): Have the subtasks been switched off when the warning was issued?
(J):No.
(D): Presentation is very helpful for the discussion.
(SE): This was a very useful experience
(NL): The people in the study have been aware that something will happen. So the values seem to be the “minimum”
(D): situation in the test was very realistic, because the drivers where partly very drowsy (ed. because of jetlag…)
(SE): Why is (in slide 17) the response time of the driver without warning faster than with warning?
(J): Interpretation: The driver is more relaxed when he expects that the system will warn.
(OICA): at least it should be clear, that a is not possible, before a failure in the system occurs.
(Chair): it was not a failure, it was the misinterpretation of the system.
(Chair-J): the warning time is also the time, when the failure occurs and the system is still working.
(Chair): Summary of the discussion:
– 2s should be the minimum
– 4s are appropriate
(Chair-J): supports the 4s
(SE): maybe already 2s could be helpful as an “emergency system”

A task force will be started chaired by Matthias. To develop the proposal including validation. Japan will check the proposal internally and report a position. VW will check the possibility to perform simulations. The proposal will be presented at the next WLTP IWG with clear statement of the proposal regarding tolerances and limitations. Including the alternative to not use the combined approach for electrified vehicles and how this affects the test burden and family definition.

The issue should be divided in two, calculation of phase specific values and shortening of the test procedure.

Calculation of phase specific values will be needed both in the case of the normal procedure and the shortened procedure.

We agree to focus on calculation of phase specific values now and postpone the discussion of shortened test procedure for later. The shortened test procedure is relevant for vehicle with long ranges. Vehicles that is not readily available today. For the shortened test procedure there is need to validate the impact of the speed in the constant speed phase.

Japan will analyze the data for WLTC consecutive cycles from the tests performed on Nissan Leaf in phase 1a to complement the proposed calculation method.

In principal the group agrees with the procedure for calculation of phase specific values. These values will only be used for customer information. And at the moment phase specific values is only a request from Japan.

Request that industry provide a short summary of the current state regarding test for range the complete procedure.

New presentation from Japan with motivation for MCT (shortened approach) method. No linear correlation between range and cycle energy gives advantage to shortened test procedure regarding the combined approach.