Proposal to require wheel attachments with three or more fixing components (nuts or studs) in the scope of the Regulation, to restrict the difference in pitch circle diameter (PCD) of a wheel type comprised of more than two versions, to carry out additional rotating bending tests on each version with a PCD difference to a tested version of more than 6.5 mm, and to establish specifications for comparison of replica wheels with the minimum level of the vehicle manufacturer´s replacement wheels.

Proposal to correct requirements for type-IIA (endurance braking performance) tests.

Proposal to replace the specification of the type and size of brake caliper and brake disc for brake lining CoP assessment with specifications for a pad area and thickness of the original approval. The original specification corresponds to obsolete caliper and rotor configurations no longer in widespread use.

Proposal to permit automatic activation of functions providing continuous lateral and/or longitudinal control after ALKS deactivation.

Proposal to expand the scope to include N category vehicles and to apply the minimum performance for service braking systems (5 m/s²) as required in the 11 series of amendments to UN Regulation No. 13, for vehicles of the Categories M2, M3, N2 and N3. The overall objective of the former Informal Working Group (IWG) on Automatically Commanded Steering Function (ACSF) was to develop technical requirements for Automated Lane Keeping Systems (ALKS). The initial limitation to passenger cars (M1 category vehicles) was agreed in order to deliver within the given timeline. After having successfully accomplished the work for the system in a first step, the automotive industry has now reviewed and examined the existing requirements under the premise of including all vehicle categories M and N.

Proposal to permit the use of a software identification system that differs from the RxSWIN established under UN R156 on software updates. (This proposal corresponds with a proposal to amend UN R156).

Proposal to permit lane changes during a Minimum Risk Manoeuvre (MRM).

Proposal to allow a grace time in order to deal with unexpected changes in the radius of the curvature of a bend by permitting the system to exceed the ay_smax limit of 3 m/s² by a maximum of 40 per cent for up to two seconds.

Proposal to clarify that a continuation of support by a Category B1 ACSF after its boundary conditions have been exceeded may not be possible under conditions as outlined in the manufacturer’s safety concept.

Proposal to

1. Align lane-centering provisions with principles applied to UN R157 (ALKS)
2. Permit Category C ACSF to remain in stand-by during temporary roadway transitions
3. Clarify overriding provision (para. 5.6.4.3) reference to stand-by mode
4. Introduce a tolerance factor for “critical situation” lane changes
5. clarification to test conditions
6. Align direction indicator deactivation under a pass conditions with previously adopted provisions.

Proposal to allow up to seven seconds to start and perform a lane change.

Proposal to introduce provisions for truck/trailer data transmission for Category C ACSF.

Proposal to allow continuous movement of the driver as an alternative to the continuous actuation of the remote-control device as a means to assure driver attentiveness.

Proposal to introduce a Risk Mitigation Function designed to bring a vehicle to a safe stop in the event of fallback driver unavailability.