Proposal to define indication lines within the text to enable display of a combined continuous image in a monitor system.

Proposal to introduce provisions for aerodynamic devices at the rear end of the vehicle that do not compromise the functionality of rear underrun protection devices.

OICA presentation reviewing the work on

1. key testing (GRSG/2018/25)
2. smart keys (GRSG/2019/7)
3. separation of UN R116 into three regulations

OICA comments on the original proposal (GRSG/2019/11) regarding interpretation of “contactable parts” and wiper systems. GRSG/2019/11 has been superseded by a revised proposal (GRSG/2019/34) incorporating the OICA comments.

Presentation on technologies to provide driver with augmented view of roadway (e.g., visual overlays projected against windscreen) and restrictions under UN R125.

OICA comments on the NGV proposal (document GRSG/2019/28) to introduce changes/additions in the Change of Design Table to better specify appropriate test requirements for CNG cylinders with composite materials and, in some cases, to harmonize with International Standard Organisation (ISO) standard 11439.

Proposal to clarify that UN R144 does not specify the frequency (number) of attempts or the duration of efforts to establish a network connection (voice or data transmission) for automatic emergency call systems.

Proposal to update the definition of “key” in line with technological progress and clarifying that a “key” is specifically a means for access, not an anti-theft system.

Request from the originator of the proposal (regarding the measurement of distances of the left-most foot control from the cabin “wall”) to remove it from the session agenda.

Proposal to modify the scope and transitional provisions of the proposal concerning aerodynamic cabs.

Changes to the proposal to exempt rear edges of fenders and rear edges of A pillars under certain conditions.

Revised proposal to allow an alternative positioning and spacing of escape hatches on buses of Classes A and B to address limitations for shorter vehicles.

Proposal to exempt rear edges of fenders and rear edges of A pillars under certain conditions from the requirement that sheet metal edges be folded back or fitted with a shield. These edges not easily contacted by VRU in a collision could be blunted instead.

Proposal to clarify the measurement method of the lateral distance between the left-most pedal and the nearest “wall”.

Proposal to redefine “key” to include “physical device or electronic solution”. At the same time, the proposal excludes “hardware (e.g. smartphone) provided by other than car manufacturer” from this definition.

Proposal in line with ISO 2575 to allow for the use of different colors (e.g., red, yellow, green) to convey the status modes (e.g., failure, active) of seven functions via modification of footnote 18 under Table 1.

Proposal to extract provisions from UN R116 in order to establish a separate regulation for the approval of devices to protect against unauthorized vehicle use. The splitting of UN R116 into three separate regulations has been proposed to advance the implementation of the International Whole Vehicle Type Approval system.

Proposal to extract provisions from UN R116 in order to establish a separate regulation for the approval of immobilizers and vehicles equipped with immobilizers. The splitting of UN R116 into three separate regulations has been proposed to advance the implementation of the International Whole Vehicle Type Approval system.

Proposal for a new regulation on uniform provisions concerning the approval of vehicle alarm systems and approval of a vehicle with regard to its vehicle alarm system. The regulation would extract provisions from UN R116 in order to advance UN R0 on the international whole vehicle type approval system.

For escape hatches on buses of Classes A and B, proposal to allow a maximum length of 1600 mm equally spaced to cover the shortest vehicles, so the allowed space should be the maximum of either the third of the length or 1600 mm. This proposal will not affect the positioning requirements for any mid-sized and larger buses.

Proposal to enable the use of small indicative lines to assist the driver in discriminating among two or more fields of vision rendered as a combined continuous image on a display.

Proposal to introduce a definition for “Aerodynamic devices” and ensure that such devices shall not compromise the functionality of rear underrun protection devices.

Proposal to introduce an optional (on the choice of the manufacturer) test procedure for frontal airbags in combination with rearward facing child restraint systems in the rear seat to demonstrate that no deactivation of the airbag is needed.

Presentation in support of the proposal to allow an option for demonstration that an airbag deployment is safe in the presence of a rear-facing child restraint system in a rear seating position.

Proposal to raise requirements for the attachments and fittings of the seat (as a prelude to the eventual deletion of static test methods in favor of dynamic testing).

Proposal to clarify that the warning signal to alert a driver of an M₂ or M₃ vehicle with more than 22 seating positions if the vehicle is in active-driving-possible mode when the driver leaves the seat shall be activated upon leaving the seat, not the vehicle.

Proposal to introduce objective criteria for evaluating whether a door remains latched following the pole impact test. Under UN R135, rear doors on the impacted side of the vehicle not directly struck by the pole may nonetheless be subjected to heavy loads and therefore need to be assessed. This proposal corresponds to a similar clarification already introduced into UN R95 on side impacts.

Proposal to clarify the test procedures and the different ECRS to be tested for the assessment of the system.

Proposal that for the unfastened belts indicator to only detect unfastened belt in the rear without actually identifying the exact location of the seat and the addition of a new paragraph to clarify that an exemption in the transition provisions remains applicable and acceptable,.

Proposal to introduce an optional (on the choice of the manufacturer) test procedure for frontal airbags in combination with rearward facing child restraint systems in the rear seat to demonstrate that no deactivation of the airbag is needed.

Proposal to clarify that the warning signal to alert a driver of an M₂ or M₃ vehicle with more than 22 seating positions if the vehicle is in active-driving-possible mode when the driver leaves the seat shall be activated upon leaving the seat, not the vehicle.

Presentation on current OICA thinking on methodologies for the certification or approval of automated vehicles and automated driving systems. This presentation supports document GRVA/2019/13.

Initial outline and elements for development into a new UN Regulation for data and event recording systems for L3-5 automated vehicles.

Amendment proposal to the draft text for a new UN Regulation on M₁ and N₁vehicle automatic emergency braking systems.

This document proposes amendments to the ESC prescribed test conditions in anticipation of future developments in steering systems.

Proposal for amendments to the requirements for Automatically Commanded Steering Functions (ACSF) of Category C, introducing specific provisions for the use of a lane change function with a two-step Human Machine Interface (HMI).

Proposal for amendments to the draft proposal concerning changes to the provisions introduced by the 02 series of amendments for remote-controlled parking (RCP).

Updated document to provide information on a “multi-pillar approach” certification scheme to demonstrate the level of safety and reliability which allows for safe market introduction of automated/autonomous vehicles, including refinement via the synthesis of Contracting Party AV guidance to provide a framework for defining specific safety elements.

Matrix illustrating a possible way that use of simulation, track, and real world testing might be applied to the various automated vehicle safety elements identified by WP.29 Contracting Parties.

Proposal concerning assessment of ACSF Category B1 lane keeping systems. Under Annex 8, proposal to delete the warning-to-deactivation cascade testing at high speed because the capability is already demonstrated under the low-speed test and the high-speed variation effectively requires a test track length of more than two kilometers. The proposal would also clarify paragraph 5.6.2.3.1. regarding the use of inputs other than lane markings where lane markings are not present.

Proposal for modifications to draft tolerances in the testing of ACSF B1 and C systems with regard to lane width, coordinate system, lateral acceleration, and overriding-force test.

The 01 series of amendments aims at increasing the performance requirements in the Car to Pedestrian
scenario by permitting only reduced maximum impact speed compared to the original version of this
Regulation. Thereby the same maximum impact speed is required for the Car to Pedestrian as for the
Car to Car scenario. However, in the original proposal (GRVA/2019/16), the permitted maximum impact speed for an N₁ vehicle erroneously corresponds to that of an M₁ vehicle. This proposal corrects the error.