Clarifications and improvements to the draft new regulation that removes ESC provisions from UN R13-H, including deletion of the “complex electronic systems” (CEL) annex and replacement with reference to compliance with the relevant safety provisions of UN R13-H.

A new regulation on tire installation has been prepared for use within the International Whole Vehicle Type Approval system. Pursuant to discussions among stakeholders, this proposal amends the scope of the draft regulation (especially in order to avoid redundant approval requirements across regulations) and clarifies the run-flat tyre requirements.

Proposal to remove tire-pressure monitoring provisions from UN R64 to enable the use of UN R64 within the International Whole Vehicle Type Approval system.

Revised text proposing a stand-alone TPMS regulation based upon the provisions currently in UN R64.

OICA proposal, as revised pursuant to comments received during the 80th GRRF (September 2015) session, to amend the Introduction section of UN R131 to highlight technical issues related to the installation of AEBS on some specific vehicles included in the scope of the regulation.

Proposal for a separate TPMS regulation, removing the Tyre Pressure Monitoring System provisions out of UN R64, in order to facilitate the establishment of the International Whole Vehicle Type Approval system. It is based on document GRRF/2015/13 taking into account the comments received at GRRF-78.

Draft proposal for a revised UN R64, removing the type-pressure monitoring systems provisions, in order to facilitate its use in the International Whole Vehicle System.

This document supersedes the official document GRRF/2014/13. It includes all the proposals introduced per document GRRF-79-08 and some of the proposal introduced per document GRRF-80-26.

Proposal, consolidating document GRRF-82-08 with the proposed test procedures, revising “option 4” as presented in the proposal introduce technical requirements for Corrective Steering Functions under UN R79 (document GRRF/2016/45). Option 4 proposes to amend the definition of corrective steering functions and to include technical requirements for LKAS as an ASCF of Category B1. The proposal includes:

• Clarification of Corrective steering function (CSF) incl. defining of new requirements;
• Establishment of new categories for automatically commanded steering function (ACSF): Categories A, B1, B2, C, D and E;
• Wording for requirements of Category A (incl. remote parking RCP), and Category B1.

During its 8th meeting (Stockholm), the ACSF informal group decided that all functions to “assist the avoidance of a collision” would be excluded from the definition of “Corrective Steering Function”. ACSF decided to establish a new definition for “Emergency Steering Functions (ESF)” with specific requirements. The intention was to draft this definition during a second phase effort through which requirements for ACSF categories beyond B1 will be established. In order to enable the approval of ESF systems critical to road safety, OICA has prepared this proposal for an ESF definition and simple requirements based upon provisions for Complex Electronics (CEL) in Annex 6. A footnote has also been added to define the specific conditions for the approval of these systems, until uniform provisions are defined by the ACSF informal group.

In order to enhance the safety of B1 corrective steering functions (by reducing the probability of driver over-reliance and misunderstanding of system limitations), OICA proposes a minimum value of 0.8 m/s² for maximum lateral acceleration in place of the draft 1 m/s² for the speed range between 100-130 km/h for M1 and N1 vehicles. OICA believes that this would ensure that a system is capable under all conditions of generating the required minimum acceleration.

Proposed changes to the draft amendments to UN R79 concerning ACSF B1 systems. The proposed new wording for the triggering condition of the warning (“any front tyre of the vehicle is crossing the lane marking”) is technically more specific than the original (“the vehicle is going to leave the lane”). The use of a haptic signal as an alternative to the acoustic signal achieves the goal pursued by Germany. This proposal is consistent with the warning strategy of AEBS specified in UN R131. In the case of M2 M3 N2 N3 vehicle categories, it is proposed to take as a base the requirements specified in UN R130 LDWS regulation, which achieves the goal.

OICA presentation on its field study to develop data on TPMS performance and comments on the T&E test procedure for evaluating indirect TPMS. In particular, OICA states that the T&E methods did not represent normal use cases or correspond to the intent of UN R141 to address slow diffusion of air that leads to underinflation.

OICA comments and questions regarding the EC proposal to amend the UN R79 annex on complex electronic systems to require auditing of methodologies used to ensure system safety at both concept and system level.

OICA request for confirmation that:

• the provisions for CSF, ACSF A and ACSF B1 will be introduced via a new supplement 06 to the current series of amendments to UN R79;
• the vehicles approved prior to the introduction of the new supplement will not be required to comply with it, even in case of an extension.

Proposal to amend provisions on electronic stability control warnings under braking regulations to allow for activation of the ESC visual warning during a stability-assistance intervention of an electronic steering control. The aim is to avoid separate requirements for brake-actuated and steering-actuated stability assistance that would lead to two visual warnings where only one is appropriate.

OICA/CLEPA comments on the proposal to restrict manual deactivation of AEB systems to speeds under 30 km/h, noting cases where, given the current state of the technology, manual deactivation (regardless of speed) is warranted.

This proposal supplements proposal GRRF/2017/23 which amends UN R13, R13H and R140, to allow the use of the ESC tell-tale to indicate the intervention on the steering angle of one or more wheels for the purpose of vehicle stability. The intention allow design options that avoid two optical warning signals (ESC flashing + constant CSF) during an ESC intervention.

Draft proposal to enable the approval of automated emergency steering systems intended to avoid or mitigate collisions. The proposal based on document ACSF-14-07 submitted by OICA and CLEPA which was discussed during the 14th meeting of the ACSF informal group. The square brackets indicates paragraphs which are still under discussion in the informal group.

Set of diagrams illustrating the phases and timing of the test procedure for an automated lane-change maneuver as envisioned by the draft amendment to introduce Category C¹ ACSF into UN R79. These figures include the vehicle under test and approaching motorcycle speeds and distances under the lane-change phases, including timing and duration of each phase.

Vehicle manufacturer perspectives on the permissibility of non-driving activities by the operator of a highly automated vehicle. This presentation relates to discussions between traffic regulators (represented by UN Working Party 1) and vehicle regulators (represented by UN Working Party 29) on responses under traffic laws and vehicle regulations to the advent of automated driving systems.

OICA presentation on a field study undertaken to collect data on tyre pressures of vehicles in use towards assessing the effectiveness of direct and indirect tyre-pressure monitoring systems on the maintenance of correct inflation levels.

Proposal to cease approvals under the 02 series of amendments from September 2020 in order to allow manufacturers adequate time to adapt to the new requirements;

• ESF, ACSF C and unexpectedly ACSF B1 (despite originally assumed to be compatible with ACSF C new requirements),
• new CEL assessment (documentation, tests…) whose scope is also extended to all non-complex electronic systems under series 03.

Regarding the application to “All Types” (e.g. for new registration), industry proposes to leave unchanged the existing vehicles on the market which are approved on the base of national of regional exemptions by Contracting Parties signatories of the UN R79 regulation, given the heavy technical impacts on ACSF C (sensor range…) which are indirectly affecting ACSF B1 systems that were initially assumed to be compatible with cat. C (e.g. 3s hands-off detection instead of 15s, lane centering prior to the lateral movement towards the marking etc.), and the add-on of requirements restricting design possibilities without clear safety benefits (e.g. the use of direction indicators to suppress the procedure).

Presentation concerning the introduction of provisions for emergency steering functions.

Revised proposal from OICA pursuant to comments received during the previous GRRF session to

1. exempt cases where the driver has temporarily deactivated the speed limiter from the warning requirement for excess speed in in order to reduce driver distraction
2. introduce throttle control via adjustment of the accelerator pedal position
3. to correct an editorial error in paras. 5.2.5.4.2. and 21.2.5.4.2.

Proposal of amendments to the proposal to introduce provisions for the approval of Remote Control Manoeuvring (RCM) systems, defined as driver-actuated systems on off-road vehicles used for navigating exceptionally difficult terrain. OICA seeks to cover remote control applications for low speed manoeuvring not addressed in the original UK proposal.

This document presents two proposals. (1)The new series 02 of Regulation 79 introduced requirements for RCP (remote controlled parking) systems. An RCP system requires the engagement of an EPB (electronic parking brake) once the manoeuvre has finished and the ignition is switched off. This proposal would allow the release or disconnection of the EPB by a remote control system (approved to R79) so the RCP can subsequently drive the vehicle out of a parking spot. (2) Proposal to permit illumination of the stop lamp for electric regenerative braking under 0.7m/s² deceleration in order to allow for “one-pedal driving” of electric vehicles.

A field study on tyre inflation pressures and TPMS fitment on passenger cars carried out in Sweden, Germany and Spain between November 2016 and August 2017. The study is the first of its kind worldwide covering all types of TPMS and taking into account the specific tyre inflation pressure recommendations for cold tyres as well as the actual tyre temperatures at the time of measurement.

OICA counter-proposal to address the German concern over manual deactivations of AEB systems. The original document (GRRF/2017/24) proposed automatic reactivation of the AEBS when the vehicle speed exceeds 30 km/h. OICA proposes reactivation after 15 minutes of continuous operation at a speed above 70 km/h.

Text prepared by the European Association of Automotive Suppliers (CLEPA) and from the International Organization of Motor Vehicle Manufacturers (OICA) to clarify the references to Regulation No. 10 within Regulation Nos. 13 and 13-H.

CLEPA and OICA proposal to harmonize Regulations Nos. 13 and 13-H with the Federal Motor Vehicle Safety Standard FMVSS 135 on electric vehicle requirements with regard to the regenerative braking system (RBS).

Proposal for collective amendments of amendments to Regulations Nos. 13 (Heavy vehicle braking), 13-H (Brakes of M1 and N1 vehicles), 79 (Steering equipment) and 89 (Speed limitation devices) and the new Regulations on LDWS and AEBS to clarify the references to Regulation No. 10 into the UN Regulations mentioned above.

Text prepared by the International
Organization of Motor Vehicle Manufacturers (OICA) and the European Association of Automotive Suppliers (CLEPA) to effect an extensive set of corrections and clarifications to formulas and references used UN Regulation No. 13, based on document GRRF-74-31.