Meeting report documenting discussions on proposed amendments to the driver drowsiness alert warning (DDAW) system regulation. Topics addressed include: clarification of warning acknowledgement and continued monitoring; mandatory microsleep detection as a distinct safety-critical event; expanded operating conditions for system effectiveness; interaction between DDAW and Driver Control Assistance Systems (DCAS); system performance under driver occlusions such as eyewear; drowsiness warning thresholds and advisory information; false negative event classification methodology; test participant selection and validation procedures; specificity and positive predictive value as performance metrics; and Observer Rated Drowsiness (ORD) as an alternative to KSS measurement. The IWG discussed these proposals to inform development of a 01 series of amendments to UN Regulation No. 182.
A study of methods to evaluate submarining using human body models and anthropomorphic test devices. The research tested 600 simulations across six environments with one human body model and three anthropomorphic test devices, integrating 20 different indicator definitions. A distance-based nearest node dynamic indicator emerged as most promising. The indicator is purely kinematic, time-resolved, automated, and configurable, depending only on node coordinates without force or sensor outputs. It was subsequently tested and extended to additional anthropometries. The indicator detects submarining effectively and can be combined with complementary criteria.
Document presents results from an open text poll and ranking polls conducted during the EqOP-Japan workshop on robustness assessment. Participants submitted ideas for robustness assessment addressing human body model evaluation, injury types, protection principles, and regulatory framework considerations. Topics ranked include brain injuries, submarining, lower extremities, chest injuries, soft tissue neck injuries, abdominal injuries, and assessment parameters such as lower test speeds, more anthropometries, rear row assessment, and seat position variations.
Study on axonal injury from uniaxial stretching in rat nerve cells. Experiments measured formation of axonal swellings and bulbs following stretching at various strain and strain rate conditions. Results show axonal injury observed at strain levels of 0.18 and above. Under 0.15 strain, injury percentage significantly increased at strain rates over 50 s⁻¹. Under 0.20 strain, injury percentage significantly increased at strain rates over 30 s⁻¹. Injury tolerance for axonal injury assessment should be determined based on combination of strain and strain rate.
Analysis of second row occupant injuries in passenger cars using GIDAS data from 2000–2025. Second row occupants constitute approximately 11% of all car occupants and contribute approximately 9% to MAIS2+ and slightly more to MAIS3+ injured occupants. Injury severity is higher in the second row left seat. Neck injuries, particularly whiplash, are the most common low-severity injuries, while upper-body injuries are most significant across all severity levels. Head and face injuries from seat contact are the most common injury-causing mechanism at all crash severities. The document recommends load cases should include second row occupation with 5% and 50% anthropomorphic test devices.
Study investigating the correlation between downward movement conditions of the seat and lap belt movement from the iliac crests of a human occupant in the front passenger seat during frontal impact. Simulations were conducted using an AM50 THUMS human model under two seat conditions: vertical downward movement of 150 mm, and 150 mm vertical downward movement combined with forward rotation. Results show the lap belt detached from both iliac crests during lean forward seat movement, whereas it detached from only one iliac crest during vertical movement. Abdominal injuries can be caused by downward seat movement together with forward rotation during frontal impacts.
Analysis of field data from 3,847 belted drivers in frontal car-to-car crashes to develop a real-world frontal crash assessment matrix. Field data showed injury distribution followed exposure distribution across stature and weight, no significant injury-risk differences across longitudinal seat positions or age groups, and approximately 75% of AIS2+ injuries occurred at energy equivalent speed below 40 km/h. The assessment matrix identifies severity-specific protection targets and crash configurations representative of real-world exposure. The approach combines crash, occupant and seating variation with human body model simulations to evaluate restraint system robustness across real-world variability.
The document describes WP.29’s approach to regulating Driver Control Assistance Systems and Automated Driving Systems. It outlines safety management system requirements including safety policy, risk management, assurance and promotion; safety case requirements for structured documentation demonstrating ADS compliance and freedom from unreasonable risk; and safety concept requirements for risk identification, hazard analysis, ODD compatibility and occupant protection. Testing and verification encompasses virtual testing using simulation toolchains, track testing and real-world testing. Virtual toolchain validation establishes credibility before use. In-service monitoring and reporting requires manufacturers to monitor ADS performance post-deployment and report significant incidents to authorities.