Proposal to require test reports provided by manufacturers to comply with paragraph 3.3. and to be attached to the test report of the technical service.
Proposal for conducting the ADS Active Test Specified in Annex 6 to clarify ADS Active Mode, clarify methods to activate ADS using test equipment or by modifying in-vehicle ADS-related ECU software, clarify test objects for ESA at component-level or system-level, and clarify test methods when ADS cannot be activated in an anechoic chamber, including testing in a non-active state using warning indicators and diagnostic functions, and testing when errors occur upon ADS activation. The proposal defines ADS Active Mode as representative ADS functions remaining operational using sensors whose inputs can be simulated within the anechoic chamber environment, with alternative test methods including application based on ESA or subsystem test results, testing with ADS not activated using steady-state driving conditions with pass/fail criteria verifying no communication errors, ECU malfunction, freeze, shutdown, or ADS system malfunctions occur, and testing with simulated sensor outputs using data from real-world driving or representative driving scenarios.
Proposal to amend Annexes 11 and 17 to specify an observation time of 2.5 min for quasi-stationary equipment as defined in Table 4 of IEC 61000-3-2, with the equipment operating in the mode expected to produce the maximum total harmonic current under normal operating conditions. Currently, UN R10.07 does not specify an observation time, which may lead to different interpretations of the test method and case-by-case agreement during type approval. Specifying 2.5 min would provide a consistent observation and averaging period for vehicle and ESA type-approval tests without changing existing test conditions, limits, or evaluation method.
Proposal to add a new example and update text based on discussions by the OPI group aimed at finalizing the GID. The revised text adds that the ADS does not transit to a safe state in accordance with the manufacturers defined response as documented in the safety case, and removes provisions regarding the chosen stop location. The group agreed to further work in the next phase on situations where the chosen stop location could have contributed to a collision involving the ADS vehicle before it has moved from that location.
The IWG RD-ASEP is developing a mandatory test procedure to assess compliance with paragraph 6.2.3 of UN R51.04, ensuring vehicle noise emissions at various speed, load, and acceleration conditions are linked to vehicle physics without defeat devices. R51.04 RD-ASEP expands testing from full acceleration only to any acceleration position, increases vehicle speed range from 20–80 km/h to 1–100 km/h, adds vehicle performance criteria, requires random test points for approval rather than manufacturer declaration, and can test gears and loads previously unavailable. An updated GRB-68-03 will accompany R51.04. Submission targets include informal draft September 2026 and expected working document adoption February 2028, with TOR extension requested through 2028.
Submergence test procedure: During vehicle submergence, at least 1 window per row of seats shall be capable of being fully opened after the vehicle enters the water up to 2 minutes. The container shall accommodate the vehicle with sufficient dimensions to allow it to remain in water for 2 minutes without contacting walls or floor, or alternatively open-water test sites may be used provided they comply with test conditions; freshwater lakes, reservoirs, and saltwater bodies are not permitted. The vehicle’s master control switch shall allow window operation; the vehicle mass shall be unladen kerb mass. The vehicle shall be lowered into water at a horizontal angle of 0–10 degrees. Time zero is when lowering straps become slack and the vehicle starts floating freely. The vehicle shall remain in water for 2 minutes from T0 and shall not contact the container floor until fully submerged. After 2 minutes, the window shall be capable of being fully opened using a remote system, or for vehicles equipped with automatic window lowering systems, windows shall automatically lower within 2 minutes. Alternative subsystem tests demonstrating window opening functionality under submerged conditions are acceptable in agreement with the approval authority and the designated technical service.
This document requests sound model documentation through a series of questions. Two models are documented: sonROAD18, last updated October 2024, uses more than 10 vehicle classes and describes sound power levels using propulsion noise and rolling noise components with spectral model coefficients, vehicle speed, road gradient corrections, pavement corrections, and air temperature corrections. The reference pavement is ACMR8 with porosity less than 8%. NExUS, last updated 2025, uses two vehicle classes comparing battery electric vehicles and internal combustion engine passenger cars, describing sound power levels using spectral model coefficients, speed, and acceleration parameters. The reference pavement is dense asphalt concrete AC 11 S. Both models use omnidirectional directivity and position sources 0.05 m above road surface.
sonROAD18 is a Swiss road traffic noise emission model based on CNOSSOS-EU formalism, covering more than 10 vehicle categories with speed ranges 20–130 km/h, calibrated using over 700,000 pass-bys from 2015–2017. NExUS is a research model for noise from battery electric and internal combustion engine passenger cars during acceleration in urban scenarios, based on more than 3,000 real drive trajectories recorded in 2024, with speed ranges 0–60 km/h. Both models predict noise emissions via propulsion and rolling noise components using three octave bands.