Proposal to clarify the wording on "“initiation of each engine start/run cycle” relative to automatic re-instatement of the AEBS default status.

Proposal to clarify the wording concerning automatic re-instatement of the AEBS default status at the “initiation of each engine start/run cycle”.

Proposal to allow a mechanical locking device as an alternative to the friction parking braking to hold the vehicle.

Proposal to allow a mechanical locking device as an alternative to the friction parking braking to hold the vehicle.

Proposal to add the text, "In case that saturation of the front tyres happens before the above calculated magnitude angle, this angle may be used as the final steering amplitude, but only if this angle is greater or equal to 6.5 A.” based on the following justification:

1. Reaching fixed amplitude, i.e., fixed steering wheel angular speed due to given 0.7 Hz sine frequency, needs much more torque with quick steering gear ratio systems than with slow steering gear ratio systems, and produces much more wheel steer.
2. Car behavior (yaw rate, lateral acceleration and thus trajectory) is similar for all amplitudes above approx. 7 to 8 A (i.e., more than 7 times the steering wheel angle corresponding to 0.3 g), because front tires are saturated. More steer of the tires doesn’t provide more lateral force, so yaw rate and lateral acceleration don’t increase. Continuing to increase steering wheel amplitude after front tire saturation doesn’t give more information.
3. There might appear in the future some vehicles which have significantly low steering gear ratio (i.e., quick steering characteristics) and may need too much steering wheel torque to achieve the 270 degrees sine amplitude at 0.7 Hz (not reachable by conventional steering robots), then jeopardizing the easy approval of future beneficial steering equipment e.g. steering-by-wire systems.

This document summarises the reviews conducted by the GR working parties on the fitness for ADS of UN Regulations and GTR for application to ADS vehicles. This document represents the current opinions of the experts at the time of submission, and the recommendations contained inside may evolve significantly during the next steps of the process of reviewing and amending Regulations.

Proposal to clarify the provisions for ACSF Cat. A “Remote Controlled Parking (RCP)” for vehicle combinations. The current definition for RCP S_RCPmax sets a maximum limit of 6m distance to the motor vehicle, which is insufficient in situations where the operation is supervised by the driver located behind the vehicle combination.

Proposal to clarify the requirements on the final steering amplitude in cases where front tyre saturation occurs before the calculated magnitude angle.

Proposal to amend the Consolidated Resolution on the Construction of Vehicles (RE3) under the 1958 Agreement to introduce technical definitions for subcategories of vehicles equipped with automated driving systems.

Comments on

• Overview and priorities
• Technical details to ANNEX-C and GTR-24
• Implementation of multiple sampling
• GTR-24 Testing boundaries for Light weight discs (see separate file)
• Correlation: WLTP Brake / WLTP-Exhaust
• Friction share family building
• Axle specific friction share coefficients.

• Non-friction energy share methods
• Status of informal document Annex-C
• Status of informal document Annex-C – ToDo’s
• Accuracy of Pressure Transducers and Calibration protocol
• Effect of 0.5 bar cut-off criteria
• Calculation of energy weighted c_p: WLTP-Brake vs. Trip 10
• Data comparison Method B
• Correlation: WLTP Brake / WLTP-Exhaust
• Correlation plot c-Factor WLTP Brake Full vs Trip 10
• Alternative methods
• Development/Homologation Flow

• Statement on Brake Particle filter testing
• Correlation of Method B and Method D (CAN)
• OICA input to ILS-3
• Aftermarket and Original replacement parts – definitions

Regulatory and Technical Differences Between HDV and LDV Braking Systems and Brake Emissions.

Text pursuant to discussions during the 8th Transposition task force session.