Presentation regarding requirements for stop lamp illumination with regard to various types of braking systems, including those of electric vehicles.

This document was produced during an informal meeting (on 23 September 2020) of interested experts who reviewed the ALKS-related documents presented at GRVA on 24 September 2020.

Proposal including amendments submitted in GRVA-07-05 and superseding document GRVA-07-47.

Presentation concerning requirements related to electric regenerative endurance braking systems.

Proposal for provisions concerning:

1. B1 lane centering
2. ACSF activation conditions
3. Driver override
4. Clarification of ACSF standby-mode
5. Clarification of “ready-to-intervene"
6. Indication to the driver in case of suppression
7. Clarification of suppression criteria
8. Sensor test before activation.

Proposal to clarify that the AEBS may be automatically deactivated in the event that the electronic stability control system is deactivated.

Proposal to introduce provisions for approving single vehicles involved in modular vehicle combinations, e.g. towing trailers, “road trains”.

Proposal to improve the uniformity of requirements for stop lamp illumination with regard to various types of braking systems, including those of electric vehicles.

Proposal to introduce requirements for endurance braking systems for vehicles equipped with an electric regenerative endurance braking system.

Proposal to permit automatic activation of functions providing continuous lateral and/or longitudinal control after ALKS deactivation.

Proposal to expand the scope to include N category vehicles and to apply the minimum performance for service braking systems (5 m/s²) as required in the 11 series of amendments to UN Regulation No. 13, for vehicles of the Categories M2, M3, N2 and N3. The overall objective of the former Informal Working Group (IWG) on Automatically Commanded Steering Function (ACSF) was to develop technical requirements for Automated Lane Keeping Systems (ALKS). The initial limitation to passenger cars (M1 category vehicles) was agreed in order to deliver within the given timeline. After having successfully accomplished the work for the system in a first step, the automotive industry has now reviewed and examined the existing requirements under the premise of including all vehicle categories M and N.

Proposal to permit lane changes during a Minimum Risk Manoeuvre (MRM).

Proposal to clarify that a continuation of support by a Category B1 ACSF after its boundary conditions have been exceeded may not be possible under conditions as outlined in the manufacturer’s safety concept.

Proposal to

1. Align lane-centering provisions with principles applied to UN R157 (ALKS)
2. Permit Category C ACSF to remain in stand-by during temporary roadway transitions
3. Clarify overriding provision (para. 5.6.4.3) reference to stand-by mode
4. Introduce a tolerance factor for “critical situation” lane changes
5. clarification to test conditions
6. Align direction indicator deactivation under a pass conditions with previously adopted provisions.

Proposal to introduce provisions for truck/trailer data transmission for Category C ACSF.

Proposal to allow continuous movement of the driver as an alternative to the continuous actuation of the remote-control device as a means to assure driver attentiveness.

Proposal to introduce a Risk Mitigation Function designed to bring a vehicle to a safe stop in the event of fallback driver unavailability.

HIT and WAD discussion for assessment of deployable pedestrian protection systems.

Input for the draft provisions on deployable pedestrian protection systems under GTR 9 and UN R127.