Proposed amendments to Appendix 2 of Annex 21 to clarify the use of test reports for the validation of the simulation tool in order to avoid making test reports issued prior to entry into force of Supplement ¹⁰ to Series 11 of ECE R13 invalid.

OICA comments on the draft proposal to amend UN R13 to enable the alternative method for the assessment of electronic vehicle stability control systems.

OICA comments on the ISO proposals to clarify the provisions of Regulation No. 51, Revision 3, Annex 7.

OICA proposal to provide a clearer and more precise definition for “stable acceleration”. The definition introduced in document GRB/2017/02 is specified as "when the acceleration from line AA’ to PP’ has a low variation to the acceleration from line PP’ to BB’.” The term “low variation” is imprecise and so OICA proposes the wording “when the acceleration ratio a_{(PP’-BB’)}/a_{(AA’-BB’)} is lower than 1,2.”

Discussion of current issues related to vehicle noise levels, especially given the availability of affordable electronic devices that enable car owners to artificially increase vehicle sound output.

UN R51 allows the use mechanical or electronic devices to control the gear shifting and measures to avoid accelerations greater than 2.0 m/s². However, the measures are not defined and the manufacturer or technical service is not obliged to document the methodology in the test report. This proposal would introduce a table with examples for devices and measures for reference and would require documentation of methodology used.

OICA presentation on modeling, including tire rolling noise and power train noise, of vehicle sound emissions and compliance with UN R51 requirements.

OICA discussion paper as further developed by the ASEP informal group on interpretation of the provision “The sound emission of the vehicle under typical on-road driving conditions, which are different from those under which the type-approval test set out in Annex 3 and Annex 7 was carried out, shall not deviate from the test result in a significant manner.”

Proposal to clarify that the gear ratio i+1 by definition has an acceleration (not an “engine speed”) lower than gear ratio i.

Paragraph 5.41 of the proposed amendment to UN Regulation No. 48 introduces a requirement for a physical test drive to verify that an Automated Driving System (ADS) can correctly operate all lighting and light-signalling functions without causing discomfort. While OICA fully supports the objective of ensuring safety and proper functioning of lighting systems under ADS control, we believe this requirement is unnecessary and duplicative in the context of the forthcoming UN Regulation on Automated Driving Systems (ADS Regulation).

Assessment of three ABS-based plastics based on EN-45545 (ISO 5659-2)

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.

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.

Proposals concerning the location of rear-view camera-monitor devices as replacements for conventional exterior rear-view mirrors.

Text prepared by the International Organization of Motor Vehicle Manufacturers OICA in coordination with the Informal Working Group Camera Monitor Systems (CMS II) to clarify the treatment of camera-monitor systems and similar indirect vision devices under Regulation No. 125. Presently, UN R125 exempts rear view mirrors from the requirements concerning obstructions to the driver’s forward field of vision. This proposal would clarify that rear vision camera-monitor systems benefit from the same exemptions.

Presentation reviewing ISO 16505 treatment of overlays, comparison of UN R46 Annex 12 current proposals with ISO 16505, and a new OICA proposal.

Presentation on current positions for allowed and disallowed configurations of rear-view monitor systems and OICA proposal for regulatory language.