Proposal to

1. delete redundant provisions (paragraphs 2.2. and 2.2.1.) in favor of paragraph 5.2.2.13. which requires all O4 trailers to be equipped with Anti-lock Braking Systems (ABS) of Category A.
2. clarify exemptions from electronic stability control requirements, and
3. enable the verification of sufficient movement of the balancer without having to take measurements underneath the trailer.

Proposal to enable activation of the ESC optical symbol in cases of a corrective steering function intervention when the CSF intervention is activated under the control of an ESC system. The aim is to avoid separate requirements for brake-actuated and steering-actuated vehicle stability functions (VSF) that would lead to two optical warnings where only one is necessary. This would enable use of the ESC intervention tell-tale for CSF steering intervention.

Proposal to introduce provisions for driver-initiated automated lane-change systems (Category C ASCF) and for automated emergency steering functions (ESF). This proposal includes amendments the annex on complex electronic systems (Annex 6), in particular, to require auditing of the methodologies used to ensure system safety at both concept and system level. The concept level specifically requires consideration of interaction with other vehicle systems.

Proposal to allow the use of the flashing electronic stability control (ESC) tell-tale to indicate the intervention of a corrective steering function (CSF) in cases where the CSF is controlled by the ESC (or other vehicle stability function) system. Outside such cases, CSF interventions are indicated by a continuous optical signal displayed for the duration of the intervention.

Proposal to expand the scope of UN R90 to include requirements for the approval of replacement brake lining assemblies for L-category vehicles.

Proposal to enable activation of the ESC optical symbol in cases of a corrective steering function intervention when the CSF intervention is activated under the control of an ESC system. The aim is to avoid separate requirements for brake-actuated and steering-actuated vehicle stability functions (VSF) that would lead to two optical warnings where only one is necessary. This would enable use of the ESC intervention tell-tale for CSF steering intervention.

OICA input regarding variations in driver responses to system requests to take over control of the vehicle and the implications for system transition requirements.

Draft proposal from OICA and CLEPA to include provisions for lane-change systems involving a second deliberate action of the driver to initiate a system-assisted lane change, including blind spot detection to avoid collisions. OICA and CLEPA wish to have provisions for such Category C2 systems included in UN R79.

Vehicle and supplier industry perspectives on addressing lane-keeping and lane-change systems within the context of Level 3 and higher automation. Current automated steering provisions adopted under UN R79 implicitly refer to Level 2 automation where the driver is required to maintain constant engagement whereas higher levels of automation would enable the driver to engage in secondary tasks.

OICA discussion of lane-keeping systems (ACSF B2) in terms of the level of automation where Level 2 requires constant driver supervision of the system and engagement with the vehicle operating environment and Level 3 places the operation of the vehicle entirely under the control of the automated system with the human driver as a fallback option in the event the system detects conditions beyond its operational boundaries. OICA is concerned to ensure that B2 systems will be permitted under both levels of automation.

OICA proposal concerning specifications for Category C2 automated steering systems where a vehicle system assists the driver in effecting a lane change after the driver activates the turn signal and initiates the maneuver through a second deliberate action (under C1, the driver activates the turn signal and automated lane-change system to effect the maneuver automatically).

Discussion presentation especially concerning the regulation of lane-keeping systems corresponding to SAE Level 3 automation criteria (vehicle under system control with human driver as fallback).

Draft proposal for automated lane-changes systems including maneuver initiation (activation of direction indicator) and a second deliberate action of the driver (two-step HMI).

Revised proposal to align GTR No. 3 with technical progress, addressing among others: electromagnetic compatibility/immunity of ABS-systems, ABS performance requirements for category 3-5 vehicles (three-wheelers), uniform requirements for equipment such Emergency Stop Signal and the means to disable the ABS, if equipped. This amendment aims to harmonize GTR with recent amendments made to UN Regulation No. 78 while addressing its use under self-certification compliance systems.

Revised technical report to accompany the proposal for amendment 3 (concerning mainly ABS issues) to GTR 3.

Report on the development of AEBS requirements for light vehicles, including a note on the intention to seek GRRF approval for a new regulation on M₁/N₁ vehicle AEBS separate from the current UN R131 on heavy-duty vehicle AEBS.

Proposal of amendments to the proposal to introduce provisions for the approval of Remote Control Manoeuvring (RCM) systems, defined as driver-actuated systems on off-road vehicles used for navigating exceptionally difficult terrain. OICA seeks to cover remote control applications for low speed manoeuvring not addressed in the original UK proposal.

This document presents two proposals. (1)The new series 02 of Regulation 79 introduced requirements for RCP (remote controlled parking) systems. An RCP system requires the engagement of an EPB (electronic parking brake) once the manoeuvre has finished and the ignition is switched off. This proposal would allow the release or disconnection of the EPB by a remote control system (approved to R79) so the RCP can subsequently drive the vehicle out of a parking spot. (2) Proposal to permit illumination of the stop lamp for electric regenerative braking under 0.7m/s² deceleration in order to allow for “one-pedal driving” of electric vehicles.

Proposal from Germany and the Republic of Korea to resolve measurement concerns in the test requirements for ACSF of Category B1 and C. The proposal addresses issues identified in Annex 8, improves reproducibility and robustness of the procedures, fills in gaps in the test cases, and provides additional details on measuring equipment and test execution.

OICA counter-proposal to address the German concern over manual deactivations of AEB systems. The original document (GRRF/2017/24) proposed automatic reactivation of the AEBS when the vehicle speed exceeds 30 km/h. OICA proposes reactivation after 15 minutes of continuous operation at a speed above 70 km/h.

Norwegian request for GRRF comments on protection of steering gear and attachment to heavy vehicle frames. In a collision in Norway, the steering gear detached from the vehicle frame following a frontal collision such that the driver could no longer control the vehicle. Norway seeks input on strengthening the protection of steering gear in order to avoid such a situation.