Proposal to clarify guidance on reporting unauthorized modifications to the ADS by deleting “Such an occurrence is expected to be reported in case of” and replacing it with “Examples of unauthorised modifications to the ADS could include”, deleting “Sensor tampering; obstruction;” and inserting language to specify that ADS-relevant software or hardware tampering, or third-party hardware interfering with ADS, could constitute unauthorized modifications affecting intended functionality.
Proposal to clarify guidance on reporting maintenance and repair issues by deleting “Such an occurrence is expected to be reported in case of” and inserting “Examples of maintenance or repair issues could include”, adding “safety-critical” before “software”, adding “potential” before “safety”, deleting “implications” and inserting “consequences, or”, deleting “Fitted hardware not compliant to safety performance specifications” and inserting “Not following the repair instructions given by the manufacturer.”
Proposal to add para. 4.4.1. through 4.4.8. to restructure target operation conditions provisions, add para. 4.4.7. to permit acceptance of runs outside the control range under specified provisions, modify para. 3.6.1. to change reference acceleration determination from maximum to selected acceleration for a selected reference v-t-e ratio, modify para. 4.5.4.1. to set negative calculated acceleration values to zero, add heading “Carry-over parameters from Annex 3” to para. 2.2.1.2., add para. 2.2.1.2.1. and 2.2.1.2.2., and modify constant speed test parameters to report vehicle speed vBB’_CRS_ANCHOR rather than reference speed vTEST of 50 km/h.
Task Force Data Analysis held an online meeting on 7 July 2026. The group discussed database analysis, including insufficient data for higher performance and acceleration, and agreed that more data are needed. When new data are generated, operation conditions should focus on higher performances covering the ASEP range, higher accelerations up to and exceeding 5 m/s, pass-by runs with gear shifting, and low speed measurements in the UN R117 AVAS control range. The group reviewed proposals to the TF-Editing based on draft UN R51.04 and agreed some changes, with review results to be uploaded as Rev.1. A question regarding the phrase “but no more than 2.0 m/s” in paragraph 3.1.2.1.4.3 regarding vehicles with only one gear ratio was noted as issue #23 pending further review.
Transport Canada presented ACPE research testing comparing three vehicles—2025 Tesla Model 3, 2025 Subaru Forester, and 2025 Toyota Crown Signia—against UN R175 minimum performance requirements and real-world pedal misapplication crashes. Analysis of 14 EDR data cases revealed none would require ACPE intervention under current R175 criteria. Testing included UN R175 procedures and recreation of six real-world crash scenarios. Proposed 2026 research includes investigating radar signatures of wall structures, obstacle distances exceeding 1.5 metres, accelerator pedal application rates and travel, and false positive test procedures.
The 3rd session of the Acceleration Control for Pedal Error Global Technical Regulation met online in May 2026. No vehicles have been certified under UN R175. Korea presented interim research on pedal operation speed and misapplication accident patterns, with results expected in 2026. Multiple contracting parties are conducting ongoing research on activation distance ranges, pedal application rates, and wall obstacle activation. The group endorsed research priorities and agreed to reconvene online on July 8th, 2026, with an in-person meeting planned for January 2027 in Japan.
The agenda includes discussion of preliminary outcomes and planning research activities. Future sessions are scheduled for September 8th, 2026, November 10th, 2026, and January 2027 in Japan before GRVA-27.