Proposal to insert provisions on software identification and software updates into UN R13, UN R13-H, UN R79, UN R89, UN R130, UN R131, UN R152, UN R155, UN R156, UN R157, UN R171, UN R175, and UN R178 by adding definitions referencing Consolidated Resolution R.E.3 Annex 7, requiring manufacturers to provide Technical Services with information on hardware and software influencing performance, permitting vehicle manufacturers to apply for new approvals differentiating software versions for registered versus new vehicles, clarifying that production discontinuation does not apply when manufacturers seek approval extensions for software updates of registered vehicles, and amending communication forms to include software identification numbers and related information.

The Finnish Crash Data Institute analyzed fatal road crashes involving AEB-fitted passenger cars from 2018–2023. In 10 cases, AEB systems had missing functionalities: crossing traffic detection failed in 7 crashes, large animal detection in 2, and pedestrian detection in 1. Six crashes occurred with AEB operating outside its Operational Design Domain due to speed limitations or non-standard targets. In 8 crashes, active driver input prevented AEB activation. For not-at-fault parties, AEB systems could not detect oncoming vehicles in 14 crashes. Overall, AEB initiated braking in only 2 of 75 examined crashes, though systems functioned as designed within known constraints.

Proposal to amend UN R13, 13-H, 79, 89, 130, 131, 139, 140, 152, 155, 156, 157, 171, 175, and 178 by introducing provisions on software identification and software updates. Amendments add new paragraphs referring to Software Identification Number definitions in Consolidated Resolution R.E.3, require manufacturers to provide Technical Services with information on hardware and software influencing performance, permit vehicle manufacturers to apply for new approvals differentiating software versions for registered versus new vehicles while avoiding test duplication, and modify production discontinuation provisions to exclude cases where manufacturers seek approval extensions for software updates of registered vehicles.

The Informal Working Group on Advanced Emergency Braking System is scheduled for 22 April 2026, starting at 8:00 pm JST, 01:00 pm CET, and 7:00 am EST, finishing at 11:00 pm JST, 04:00 pm CET, and 10:00 am EST. The agenda includes confirmation of terms of reference and leadership in document AEBS2-01-02, proposal of timing in document AEBS2-01-03, planning of work, other business, and listing of action items and next meetings.

The Informal Working Group on Advanced Emergency Braking Systems shall review current regulatory actions and data on Automated Emergency Braking Systems and provide recommendations on future regulatory actions including revisions to UN Regulation No. 152. The IWG shall examine current AEBS regulations worldwide, assess accident situations for passenger vehicles, draft performance requirements for collision scenarios involving pedestrians at night, investigate regulatory improvements for increased avoidance speed and additional collision points, and investigate feasibility to avoid false activation for light vehicles. The IWG shall deliver complete regulatory text for UN Regulation No. 152 by September 2028.

The AEBS informal working group will hold nine meetings from April 2026 to September 2028. The 1st meeting on 22 April 2026 will confirm terms of reference and plan work distribution. Subsequent meetings will address input from control parties and industry, night lighting conditions, speed reduction requirements, false positives, and drafting. In-person meetings are scheduled for September/October 2026 in an unspecified location, March 2027 in Germany, July 2027 in China, and May and September 2028. Progress will be reported at GRVA sessions 25–32. A draft regulation will be submitted as an informal document in May 2028 and as a formal document in September 2028.

Proposal to amend paragraph 2.14. to clarify that road surface friction coefficient of at least the specified Peak Braking Coefficient represents minimum values; amend paragraph 5.2.1.1. to align collision warning requirements with pedestrian and bicycle scenarios, requiring collision warning no later than 0.8 seconds before emergency braking or at braking start if anticipation time is insufficient; amend paragraph 5.2.1.2. to clarify that emergency braking involves a braking demand of at least 5.0 m/s² to the service braking system, permitting higher demands during collision warning for short durations.

Proposal to amend paragraph 5.4.2.3. of the 01 series of amendments and the original version to UN R152 to require at least two deliberate actions by the driver where automatic deactivation of the AEBS function is a consequence of the driver manually switching off the ESC function of the vehicle. Footnotes 2 to 8 in the 01 series are renumbered to accurately reference correct footnotes. This revision addresses GRVA-24-04.

Proposal to delete footnote in paragraph 1; add bicycle impact avoidance to scope; amend paragraphs 2.13 and 2.14 regarding road adhesion definitions and Peak Braking Coefficient measurements; amend paragraph 5.4.2.3 requiring two deliberate actions for AEBS deactivation via ESC; renumber footnotes 2 through 9; and insert new paragraphs 5.4.4.1 to 5.4.4.3 to establish special provisions for vehicles equipped with an ADS.

The Informal Working Group on Advanced Emergency Braking System held its first session on 22 April 2026. Focus was confirmed on passenger cars of category M₁ and light vehicles under UN Regulation 152, with heavy vehicles explicitly excluded. The group’s Terms of Reference outline five core tasks. A meeting timeline from April 2026 to September 2028 was proposed, with delivery of an amendments proposal on UN Regulation 152 by September 2028. The co-Chairs called for accidentology data from all Contracting Parties.

Proposal to correct errors in the text of the 02 series and its supplements.

Proposal to:

1. Clarify that the PBC values listed in para. 2.14. are minimum values,
2. Align the collision-warning requirements of para. 5.2.1.1. with those for the pedestrian and bicycle scenarios under paras. 5.2.2.1 and 5.2.3.1., and
3. Clarify para. 5.2.1.2. based on feedback from a recent public consultation in Australia.