Proposal to align the reference to UN R10 (electromagnetic compatibility) resulting from the split of UN R116 into three regulations with the current series.

Proposal to align the three UN Regulations resulting from the split of UN R116 with regard to their references to UN R10 on electromagnetic compatibility.

Proposal to

1. Establish terms and definitions to enable differentiation of “centre-steer vehicles” and “side-steer vehicles” (paragraphs 12.7. to 12.9.), and
2. to ensure that the indirect vision provides the driver with adequate view in both vehicle designs.

Proposal to promote harmonisation in use of reference fuels for testing, including hydrogen fuel, based on the following justifications:

1. The use of test fuels is permitted for certification testing of gaseous and particulate pollutants and power/smoke testing in Europe. However, other countries that have adopted and referenced UN R85 may not allow this. In this case, manufacturers have to prepare fuels with different characteristics, which is costly and requires a long time due to the current inconsistent situation.
2. We believe that the use of test fuels for gaseous and particulate pollutant measurement tests should be a priority as a precondition for the introduction of more stringent emission levels.
3. Hydrogen fuelled vehicles are covered in UN Regulation No. 83, but hydrogen is not yet covered in UN R49 and UN R85.
4. Hydrogen fuelled engines could be one complementary option to reduce CO₂ emissions of future heavy-duty vehicles.
5. Therefore, hydrogen fuel should be integrated in UN R49 and UN R85 for better alignment with UN R83.

Background on changes proposed to UN R49 and UN R85 to address hydrogen fuel and heavy vehicles.

Proposal to clarify a logical cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road based on the following:

1. When the same means is used by the driver to simultaneously activate the Automatically Commanded Steering Function of Category B1 (ACSF B1) and of Category C (ACSF C), both functions switch to standby mode when the vehicle enters an ACSF C eligible road. But if the road is non-eligible to ACSF C, then only the ACSF B1 is activated.
2. With the current text of the regulation, once the vehicle moves to an ACSF C eligible road, the driver must operate again the means to activate the ACSF C. This second deliberate action is confusing for the driver since it makes the manipulation more complex. The current wording discourages most drivers from using this assistance function.
3. The proposed wording permits the following, logical, cascade of actions:
   1. The driver has done a deliberate action to activate ACSF B1 and ACSF C (on a non-eligible road); then
   2. He drives into an eligible road, and is clearly informed thereof; then
   3. He initiates a lane change procedure by activating e.g. the direction indicator.
4. This amendment further clarifies the requirement on the indication of when the vehicle enters an eligible road. It gives some examples of the type of indication to be given to the driver, e.g. additional popup or blinking indication, without being design restrictive.
5. A dedicated status indication of an ACSF C off-mode is by nature already different from the standby or active indication. Therefore, the driver is already sufficiently informed on a potential status change.

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

This documents is available with tracked changes.

This document is available with tracked changes.

Proposal to clarify a logical cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road.

Proposal to clarify a logical cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road.

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.

Proposal for changes to the draft amendments to the 05, 06, and 07 series per the following justifications:

1. In GRPE-86-12, the introduction of SAE J 1979-2 was proposed for Series 05, 06 and 07 of Regulation No. 83. Due to the different structure of Series 05 and 06 compared to 07, this proposal was not adopted. This proposal introduces the new standard to Series 05 and 06 and aligns the standards with Series 07.
2. The standards used for transmission of OBD information are maintained by international standardisation bodies (ISO, SAE). These standardisation body have to be informed.
3. Alignment of wording between the first sentence of paragraph 3.2.1.2. (“ambient or engine temperatures”) and the second sentence, where “or engine” was missing to avoid misunderstanding and ambiguity. Engine temperature is sometimes used as a substitute for ambient temperature. In this case, the engine temperature is evaluated once after a longer engine shut off phase. Only in this case an approval is necessary, as this is the only case, where an OBD monitor is disabled for the complete trip.
4. Align Paragraph 6.5.1.3. with GTR No. 15 to avoid ambiguity.

Proposal to harmonize the requirements of the 00, 01, 02 and 03 series of amendments to UN R154 based on the following justifications:

1. Correction of a wrong reference. In Paragraph 3. the functional requirements for the OBD system are included. Paragraph 4. describes the requirements relating to type-approval including the provisions for deficiencies.
2. For Series 02 and 03, SAE J 1979-2 was allowed as a standard for the transmission of OBD relevant information. ISO 14229 was removed from the list of allowed standard. This proposal aligns series 00 and 01 with series 02 and 03.
3. The standards used for transmission of OBD information are maintained by international standardisation bodies (ISO, SAE). The standardisation body maintaining the affected standard has to be informed.
4. Alignment of wording between the first sentence of paragraph 3.2.1.2. (“ambient or engine temperatures”) and the second sentence, where “or engine” was missing to avoid misunderstanding and ambiguity. Engine temperature is sometimes used as a substitute for ambient temperature. In this case, the engine temperature is evaluated once after a longer engine shut off phase. Only in this case an approval is necessary, as this is the only case, where an OBD monitor is disabled for the complete trip.
5. The OBD requirements for Diesel engines in Paragraph 3.3.4 of Annex C5 are limited to Level 1A. The requirements in paragraphs 6.3. (“Failure modes to be tested”) and 6.4. (“OBD system test”), are not limited to Level 1A. This proposal corrects this.
6. Align Paragraph 6.5.1.3. with GTR No.15 to avoid ambiguity.
7. Alignment with Series 01/03. Those allow the use of alternative preconditioning
   methods for Level 2.

Background: Manufacturers design OBD monitoring conditions and functionalities for market specific driving conditions. Reliable monitors need enable conditions, which run the OBD monitors under circumstances, where failure detection works properly. Those enable conditions are not for all monitors represented by a three-phase WLTC, e.g. some monitors require higher load conditions. For those monitors alternative preconditioning methods are necessary.

Proposal to clarify the details of the data-handling during the monitoring phase required in paragraph 5.1.1.

Proposal to allow logos smaller than 5 cm² on the surface of lighting devices.

Proposal to introduce provisions for exterior rearview mirrors fixed to the protective housing.

Proposal to introduce requirements for the post-crash safety of hydrogen-fuelled vehicles based on the Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

Proposal s to introduce requirements concerning post-crash safety of hydrogen-fuelled vehicles based on the Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

Proposal to introduce requirements for the post-crash safety of hydrogen-fuelled vehicles based on Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

Proposal to introduce requirements concerning post-crash safety of hydrogen fuelled vehicles based on the Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

Proposal to introduce requirements for the post-crash safety of hydrogen-fuelled vehicles based on the Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

Proposal to introduce requirements for the post-crash safety of hydrogen-fuelled vehicles based on the Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

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.

Proposal to align the Regulation with the latest regional requirements.

Proposal to align the Regulation with the latest regional requirements.

Proposal to clarify the wording regarding the use of the reference fuel required for emission testing, to permit testing with the same reference fuel used for emission testing, and to align with recently adopted amendments to Regulation No. 85.

Updated proposal to add the park conditions of a vehicle in the scope of UN Regulation No. 48 and to minimise hazards, such as glare and distraction, to other road users.

Proposal to add illustrations and editorial improvements to the original proposal in document GRSG/2023/16.

Proposal to clarify permissibility of folding camera-monitor systems, including conditions for warnings to driver.

Proposal to remove provisions for the verification of the acceleration data accuracy that require lead time for implementation. Specifically, lateral acceleration in rollover events are not recorded using the same sensors as used for lateral air bag deployments. A separate document proposes to include these verification procedures via a new series of amendments rather than as a supplement.

Proposal to introduce a new component-level verification procedure for acceleration sensor accuracy with a two-year transitional period to allow for implementation.

Proposal to remove provisions for the verification of the acceleration data accuracy that require lead time for implementation. Specifically, lateral acceleration in rollover events are not recorded using the same sensors as used for lateral air bag deployments. A separate document proposes to include these verification procedures via a new series of amendments rather than as a supplement.

Proposal to align UN R48 from the 03 to the 08 series of amendments with 01 series of amendments to UN Regulations Nos.148 and 149.

Proposal to align the draft 09 series of amendments of UN R48 with 01 series of amendments to UN R148 and R149.

Proposal to permit crossing of lane markings by ACSF of category B1 to assist the driver in forming an access corridor for emergency and enforcement vehicles in slow-moving traffic (based on provisions adopted for UN R157).

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 harmonise transitional provisions and to clarify the requirements for safety-belt reminder of rear seat row(s)

This proposal resolves editorial issues and aims to introduce requirements for the post-crash safety of hydrogen-fuelled vehicles.

Proposal aims to resolve editorial issues and to introduce requirements for the post-crash safety of hydrogen-fuelled vehicles.

Proposal aims to resolve editorial issues and to introduce requirements for the post-crash safety of hydrogen-fuelled vehicles based on the Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

Proposal aims to resolve editorial issues and to introduce requirements for the post-crash safety of hydrogen-fuelled vehicles based on the Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles)

Proposal aims to resolve editorial issues and to introduce requirements for the post-crash safety of hydrogen-fuelled vehicles based on the Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

Proposal to update the references to the ISO standards in Mutual Resolution 1 (M.R.1), Addendum 2 (WorldSID)

Proposal to reflect the size ranges used in UN R129, OICA suggests using the stature of 100 cm (which is approximately a child weighing 18 kg). This would be aligned with the requirement that non-integral ECRS are not allowed for children with a stature of less than 100 cm (6.1.3.3.) and also with the requirement for toxicity testing in 6.3.1.1 (para 6.3.1.1 does not apply to non-integral ECRS with a stature range of 100 cm or above).

Proposal aims to resolve editorial issues and to introduce requirements for the post-crash safety of hydrogen-fuelled vehicles based on the Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

Proposal to conclude the VRU-Proxi informal group’s discussions about the visibility of the monitor and to clarify the information to be displayed when an alternative field of vision is selected either manually or by the system.

Proposal to clarify the application of the proposed changes with regard to electro-mechanical braking.

Proposal for editorial improvements for clarity and consistency across regulations.

This document amends the formal proposal in document GRVA/2023/9.

• 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

Revised proposal, superseding the original proposal, to clarify the wording regarding the use of the reference fuel required for emission testing, to permit testing with the same reference fuel used for emission testing, and to align with recently adopted amendments to Regulation No. 85.

Proposal to extend to the 05 series of amendments the option from the 06 and 07 series to use the calculation of road load values determined according to UN GTR 15 (WLTP).

Proposal to amend the charger requirement and the measurement method of REESS current for a hybrid electric power train in order to align UN R101 with the provisions in UN R154 and introduce the option to determine road load values for Pure Electric Vehicles according to the requirements of UN R83.

Proposal to permit the use of hydrogen (H2) as fuel for emissions type approval of heavy-duty vehicles.

Proposal to permit the use of hydrogen (H2) as fuel for emissions type approval of heavy-duty vehicles.

Proposal to allow use of UN R167 as an alternative to UN R125 for vehicles of Category M2 and N2 derived from vehicles of categories M1 or N1 while avoiding duplicate administrative procedures in such cases.

Proposal to extend UN R125 to enable approvals for vehicles of category M2 and N2 derived from vehicles of categories M1 or N1 while avoiding duplication per requirements under UN R167 in such cases.