Presentation on currently available and emerging driver-assistance technologies and their relation to the levels of vehicle automation (e.g., from full driver control to fully autonomous vehicle).

Different in-use scenarios for automatically commanded steering functions.

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.

Preliminary list of safety elements derived from a review of the guidelines and policies issued by Contracting Parties.

CLEPA announcement for its 60th anniversary event and exposition of advanced automotive technologies, scheduled for 4 December 2019 at The Square-Brussels convention center.

Modified list to ensure full alignment with the WP.29 AV Framework Document.

Proposal to add “extended occupant safety systems” to the list of AV safety elements for consideration and development. The aim is to ensure consideration of new seating positions and occupant postures that may emerge as automated and autonomous vehicles enable new mobility concepts and intended uses of vehicles.

Industry comments on the draft conceptual framework and principles for automated vehicles.

Proposals for “tasks and deliverables” with regard to enhanced child restraint systems and alternative seating configurations enabled by automated driving.

Safety elements gathered from national guidelines, WP.29 documents, and other sources for consideration in developing eventual performance requirements for ADS.

Submitted by the ADS safety topics and DDT workstream pilot.

Submitted by the ADS safety topics and DDT workstream pilot.

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.

Proposal to exempt CSF and ESC from prohibition on use of Advanced Driver Assistance Steering Systems while an ADS feature is active.

Proposal to clarify the EDR trigger input in the case of vehicles approved to UN R169 (M₂, M₃, N₂, N₃) equipped with airbags (Supplemental Restraint Systems).

Proposal to clarify components and functions of the ADS and other vehicle systems relevant to meeting the requirements of the regulation (paras. 5.3.1.4.2 (GTR)/7.3.1.4.2 (UNR)). The revised text specifies that other vehicle systems could include shared components or functions such as sensors, map data, and GNSS used for assistance systems or positioning. Information from outside the vehicle may be included if used to meet regulation requirements. The manufacturer could use different diagram types provided information is present, and additional information regarding wireless links could be included.

The change request seeks clarification that “real-time” operational and tactical functions of the DDT, particularly “sensing and perception” and “planning and decision”, could be achieved through real-time sensor inputs alone or through integration of sensor inputs with other contextual information such as map-based data, to aid technical inspectors during testing and assessment of ADS systems.

The ADS regulations (GTR and UNR) include definitions for reporting thresholds based on EDR triggering. Time-series data recording for heavy vehicles under UN R169 requires triggers and trigger thresholds to record data in specified time periods, which may not immediately precede, follow, or coincide with crashes. Last Stop, Safety Systems, and Sudden Deceleration triggers are unreliable crash indications. Sudden Deceleration is too sensitive for storing time-series data over several months. Optional SRS or a new independent trigger alongside Detected Collision offers the only viable possibility for effective time-series data recording.