Proposal to introduce corrective steering and B1 level ACSF type approval provisions into UN R79. This proposal would enable the approval of corrective steering and lane-keeping assist systems in addition to current provisions for automated steering functions that operate at speeds up to 10 km/h.

OICA-CLEPA proposals for amendments to the draft corrective steering/ACSF B1 amendments to UN R79 (revisions to GRRF-82-12/Rev.3 approved at GRRF-82 and subsequently submitted for the March 2017 WP.29 session as WP.29/2017/10).

Proposal for category C automated steering requirements.

Proposal to correct mistranslation of the original English into the Russian version of the text. In the English text, paragraph 2.2.27 of Annex 12 uses the word “travel”. The corresponding word in Russian language should be “ход”. The proposal is aimed at ensuring that the English and Russian texts are equivalent.

Proposal to develop an amendment in order to align GTR No. 3 with technical progress, addressing among others: ensuring electromagnetic immunity of ABS-systems, introducing ABS performance requirements for category 3-5 vehicles (three-wheelers), ensuring uniform requirements for equipment such as Electronic Stop Signal System and the means to disable the ABS, if equipped. This amendment aims to harmonize GTR with recent amendments made to UN Regulation No. 78.

Corrected version of the presentation delivered in January 2017.

ACSF informal group revisions to the proposal to introduce corrective steering and B1 level (lane-keeping) automatically commanded steering functions provisions into UN R79. The proposal substantially revises the corrective steering test procedure, providing greater clarity over the procedure and requirements, and makes editorial corrections.

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.

Proposal to simplify the verification of sufficient movement on the balancer (of the compensator) without having to take measurements underneath the trailer in an potentially unsecured position and to correct the text of Annex 12 (Conditions governing the testing of vehicles equipped with inertia (overrun) braking systems). Intention to provide an objective calculation method as part of setting requirements for permissible “differential travel” or swivel.

Proposal to delete passages under paragraph 3.1.15.2. referring to the “prediction of the vehicle deceleration” since no method for doing so is described in the regulation. Moreover, in a self-certification system, the requirement would have to be met for the actual vehicle deceleration. The proposal also substitutes switching between ABS modes for the terms “disable” and “deactivate” for greater clarity. Lastly, the proposal recommends the use of a clearly specified telltale design to signal the ABS operating status rather than to leave this function open to “…any other equivalent unequivocal indication of the disabled antilock brake system state.”

Proposal to extend the scope of UN R131 to include light vehicles in line with priorities in Japan, the EU, and USA with regard to the installation of AEB systems on passenger cars and light trucks.

Proposal to authorize the establishment of an expert group to draft test procedures and performance requirements for M1/N1 with regard to automatic emergency braking, including stationary and moving obstacles, and for pedestrian AEBS.

OICA comments and questions regarding the EC proposal to amend the UN R79 annex on complex electronic systems to require auditing of methodologies used to ensure system safety at both concept and system level.

OICA request for confirmation that:

• the provisions for CSF, ACSF A and ACSF B1 will be introduced via a new supplement 06 to the current series of amendments to UN R79;
• the vehicles approved prior to the introduction of the new supplement will not be required to comply with it, even in case of an extension.

Proposal to amend provisions on electronic stability control warnings under braking regulations to allow for activation of the ESC visual warning during a stability-assistance intervention of an electronic steering control. The aim is to avoid separate requirements for brake-actuated and steering-actuated stability assistance that would lead to two visual warnings where only one is appropriate.

Comments concerning the clarity and utility of certain provisions in the proposal to amend the annex on complex electronic systems.

Update on the ad hoc group discussing how to clarify UN R90 with regard to replacement brake components, including discussions on the merits of extending the scope to brake calipers which also relates to discussions on remanufactured components.

Document GRRF-83-08 proposes modifications to document WP.29/2017/10 proposing amendments to UN R79 to enable the approval of corrective steering and category A and B1 automated steering systems (ACSF).

Revised set of amendments to improve and clarify the draft amendment to UN R79 for introduction of provisions for corrective steering and ACSF category A and B1 systems. In particular, the revised document seeks consensus on symbols and interaction between the system and driver, including specifications for notifications related to the status the driver’s hands on the wheel.

Proposal for a harmonized symbol with option for explanatory text to signify a request for and status of the driver’s hands on the steering wheel when the vehicle is in an ACSF mode.

Revised proposal, pursuant to GRRF-83 discussions, to amend the annex on complex electronic systems, in particular, to require auditing of the methodologies used to ensure system safety at both concept and system level.

Proposal to clarify the intent of “a means of detecting that the driver is holding the steering control” by specifying that the vehicle manufacturer would define “holding the steering control” (e.g., one hand, two hands, firmness of grip, etc.) for each vehicle/system under test.

UN R13 allows for the exemption of certain vehicles from the requirement for electronic stability controls (footnote 12). This proposal (following proposals GRRF/2016/27 and GRRF-82-03) seeks to clarify the scope of the exemptions to include any special purpose vehicle with a non-standard chassis. The change was prompted by a modified vehicle where use of ESC was not feasible, but where the current UN R13 language left doubt as to whether the ESC requirement was applicable.

Revised proposal pursuant to GRRF discussions 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 appropriate.

Proposal for amendments to the draft amendment to introduce provisions for corrective steering and category A and B1 automatically commanded steering functions (ACSF) into UN Regulation No. 79 as agreed during the 83rd GRRF session.

Proposal for amendments to the draft amendment to introduce provisions for corrective steering and category A and B1 automatically commanded steering functions (ACSF) into UN Regulation No. 79 as agreed during the 83rd GRRF session, including the proposal to allow for the approval of systems that do not comply with the mandatory use of the color red for the “hands off” steering wheel warning symbol (introduced by this amendment) until 1 April 2020 for consideration by the World Forum.

Supporting argument in favor of developing provisions for the approval of category C automated steering systems.

Amendments from the ACSF informal group to its proposal (document WP.29/2017/10) to enable the type approval of corrective steering functions and Category B1 automated steering systems (e.g., remote parking, continuous lane keeping).

Proposal for transitional provisions for inclusion in UN R79 – (ECE/TRANS/WP29/2017/10, as amended by WP29-171-06). In the interests of moving quickly, the ACSF informal group agreed to submit the initial amendments to UN R79 as a supplement. The proposed Supplement 6 to the 01 series of amendments (documents WP.29/2017/10 and WP.29-171-06) introduce requirements for corrective steering functions (CSF) and A and B1 categories of automatically commanded steering functions (ACSF). This approach included an agreement to ensure that existing approvals and their subsequent extensions won’t be affected by the new technical requirements given that the aim of the supplement is to regulate new systems coming to market, not to impact systems already on the market (see document GRRF-83-21 for complete background).

Revised version of the draft terms of reference (document GRRF-83-18) to authorize the establishment of an expert group to draft test procedures and performance requirements for M1/N1 with regard to automatic emergency braking, including stationary and moving obstacles, and for pedestrian AEBS.

Copy of document GRRF-81-14. Presentation on French government views on the approval of automated steering at speeds above 10 km/h under UN Regulation No. 79. The principle recommendation is to restrict amendments to UN R79 to lateral vehicle control as speeds above 10 km/h while setting other work on more advanced capabilities (longitudinal + latitudinal, lane change, passing, etc.) for future separate regulations.

OICA concern over the provision whereby a Category B1 system can only be reactivated by a deliberate action of the driver after the system has been switched off. This provision could be problematic should lane-keeping systems become mandatory to the extent that it could be interpreted as meaning that the system cannot be “default-on” after such a manual deactivation.

Presentation addressing

• 2 Step Initiation (by two deliberate actions)
• Monitoring to the rear and to the side
• Restriction to a designated infrastructure
• Hands On during lane change manouevre

ACSF informal group working document on requirements for Category C ACSF systems based upon the proposals submitted by Germany and Japan.

Presentation on the detection of the range of a vehicle approaching from behind a vehicle operating under automatically commanded steering (e.g., detection of a fast approaching vehicle in order to avoid a dangerous lane change).

Proposal to delete obsolete paragraphs and amend the target completion date for the informal group’s work from September 2017 to September 2018.

Proposal of 2.5 seconds for return to original lane after aborted lane change with 48.6-meter rearward sensing range (34.7-meter minimum distance for 2.5 seconds plus one second safety margin).

Presentation of technical capabilities and constraints for radar systems.

OICA revision of the German/Japan draft text for Category C1 ACSF.

Results of the April Amsterdam meeting to understand boundary conditions for rearward detection radar systems (essential to Category C lane-change ACSF).

Presentation of concept for test procedures and performance requirements for the assessment of automated steering as a collision avoidance/mitigation countermeasure.

Discussion of requirements for minimum distance from approaching vehicles for a safe automated lane-change maneuver.

Draft proposal for an automated steering function to detect a potential collision and steer the vehicle in order to avoid or mitigate the impact.

Working draft proposal concerning the approval of automated lane-change systems where the automated maneuver is initiated by a deliberate action of the driver (e.g., activation of direction indicator).

Proposal first presented to the ACSF informal group for a type-approval mechanism to control for updates to software dependent systems.

European Commission responses to document ACSF-13-04.

Revised proposal based upon document ACSF-12-11.

Proposal based on document ACSF-12-12.

Japanese proposal for false positive testing of automated emergency steering systems.

OICA-CLEPA perspectives on the definition and use of Category C lane-change systems, especially emphasizing the need for human supervision (SAE Level 2 automation).

Diagrams to illustrate Japan’s proposal (ACSF-13-13) for false-positive testing of emergency steering functions.

UN R13 allows for the exemption of certain vehicles from the requirement for electronic stability controls (footnote 12). This proposal (following proposals GRRF/2016/27 as amended by GRRF-82-03 and proposal GRRF-83-31) seeks to clarify the scope of the exemptions to include any special purpose vehicle with a non-standard chassis. The change was prompted by a modified vehicle where use of ESC was not feasible, but where the current UN R13 language left doubt as to whether the ESC requirement was applicable.

Regulation No. 53 currently allows for the activation of the stop lamp by application of the brakes only. As already presented at a session of the Working Party on Lighting and Light-Signalling (GRE) (see ECE/TRANS/WP29/GRE/2015/42), IMMA is proposing to introduce the activation of stop lamps under more conditions than the application of the service brake only, e.g. also by regenerative braking. As noted in the report of seventy-fourth session of GRE, see ECE/TRANS/WP29/GRE/74, para. 30: “the proposal might need to be accompanied by a modification of Regulation No. 78 under GRRF.” Therefore, IMMA has prepared this proposal for Regulation No. 78. A revised corresponding proposal on Regulation No. 53 will also be submitted to the October 2017 session of GRE.

Proposal to restrict manual deactivation of AEB systems to speeds under 30 km/h. The proposal would require automatic reactivation of the AEBS when the vehicle speed exceeds 30 km/h.

Proposal to simplify the verification of the sufficient movement on the balancer without having to take measurements underneath the trailer in a potentially unsafe position.

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.

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

Revised proposal pursuant to GRRF discussions 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.

Netherlands proposal for incorporating the UN Regulation on software systems (under development within the Cybersecurity/OTA task force) into UN Regulation No. 79 on steering. UN R79 is being updated to address the approval of automated steering functions. This document is a version of the regulation with a new paragraph 5.1.11.: “The performance of the steering system shall not be adversely affected by the software present in the system. This shall be demonstrated by compliance with the technical requirements and transitional provisions of Regulation No. X[Software Regulations], series of amendments or any later series of amendments.”

German proposal concerning performance requirements for rear and side view assistance systems defined as “a system that provides assistance to the driver in monitoring a defined area to the rear and to the side of the ACSF vehicle by the use of means (e.g. Radar, Lidar, Camera) whereby the driver remains in the full responsibility to surveil the traffic behind and beside the ACSF vehicle.”

OICA-CLEPA proposals for improvement of the draft text pursuant to open issues from the previous ACSF informal group session.

Proposals concerning capabilities and requirements for ultra-sonic sensors, radar systems, and blind-spot detection and view on HMI and C1-C2 mode confusion issue.

Presentation covering

1. Lane change functional test
2. Abort of lane change test
3. Overriding force test
4. Deactivation test
5. Sensor performance test
6. Sensor blindness test (industry proposal)
7. Engine start/run cycle test (three phases)

OICA-CLEPA “homework” input addressing open issues from the previous ACSF informal group session.

Following bench testing of steering override force of 50 N, all participants concurred that the 50 N force can be easily handled and therefore is appropriate for all categories of CSF, ACSF, and ESF systems.

Draft proposal for automated lane-change and related functions including open issues for consideration prior to the next ACSF informal group session.

Objectives and rules of procedure for the informal group established to expand the scope of UN R131 to include M₁ and N₁ vehicles. The informal group proposal leaves open the option to develop AEBS requirements for these vehicles as a new UN Regulation.

Proposal to clarify the intent and rationale behind the proposal to simplify the verification of sufficient movement on the balancer without having to take measurements underneath the trailer in a potentially unsafe position.

Working draft from the ACSF informal group to enable the approval of driver-initiated automated lane-change systems under UN R79.

Category G vehicles (defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3)) have specific characteristics that enable them to achieve traction on, and to traverse over, off-road terrain that would defeat and/or damage conventional road vehicles. In some situations, it would be safer for the driver to be able to manoeuvre the vehicle from outside. This proposal seeks to permit remote manoeuvring capability provided that the vehicle is designed to operate in this environment and the off-road location is confirmed throughout the whole period that the function is in use.

Proposal to

1. delete paragraph 3.1.15.3 as it is an unnecessary provision under self-certification systems and addresses deceleration measurement criteria referenced elsewhere in the regulation
2. clarify that the ABS tell-tale must be yellow
3. delete the prohibition on defeat devices due to the absence of objective and repeatable procedures for assess conformity necessary under self-certification.

Proposal of amendments to clarify the original text as proposed in GRRF/2017/14.

Information document submitted by the informal group on Complex Electronic Systems concerning work on clarifying Annex 6 of UN R79, especially with regard to the assessment of automated steering systems. A revision to paper, based upon a further meeting of the informal group, will be provided to GRRF-84. Please note that the phrase “Amend paragraph 5.1.10., to read:” should read “Amend paragraph 5.1.11”.

Proposal for extend the current mandate of the informal group until September 2018.

OICA/CLEPA comments on the proposal to restrict manual deactivation of AEB systems to speeds under 30 km/h, noting cases where, given the current state of the technology, manual deactivation (regardless of speed) is warranted.

This proposal supplements proposal GRRF/2017/23 which amends UN R13, R13H and R140, to allow the use of the ESC tell-tale to indicate the intervention on the steering angle of one or more wheels for the purpose of vehicle stability. The intention allow design options that avoid two optical warning signals (ESC flashing + constant CSF) during an ESC intervention.

Draft proposal to enable the approval of automated emergency steering systems intended to avoid or mitigate collisions. The proposal based on document ACSF-14-07 submitted by OICA and CLEPA which was discussed during the 14th meeting of the ACSF informal group. The square brackets indicates paragraphs which are still under discussion in the informal group.

Comments submitted to GRRF through the secretariat proposing amendments to the draft text on automated lane-change systems.

Presentation on remanufactured brake calipers as part of the discussion on whether such products should be subject to a new UN Regulation separate from UN R90. CLEPA does not believe these products require a new regulation.

Proposal to allow adaptation of speed and distance calculations in accordance with national speed limits since some nations enforce maximum speed limits below the 130 km/h used as the basis for the proposals on automated lane-change systems. Japan expects to refine the proposal in order to address mutual recognition concerns inherent in such recourse to national requirements. Japan further proposes clarification of the approaching vehicle (motorcycle) test target pending development of uniform test target specifications.

Diagram illustrating the phases of a lane-change maneuver as envisioned by the Category C¹ ACSF amendment to UN R79.

Set of diagrams illustrating the phases and timing of the test procedure for an automated lane-change maneuver as envisioned by the draft amendment to introduce Category C¹ ACSF into UN R79. These figures include the vehicle under test and approaching motorcycle speeds and distances under the lane-change phases, including timing and duration of each phase.

Draft amendment to UN R79, including provisions for emergency steering functions (ESF), Category C[1] ACSF for lane-change maneuvers, and updating of Complex Electronic Systems (CEL) Annex 6 provisions. This document was prepared during the 84th GRRF session for consideration during the special 85th GRRF scheduled to finalize a proposal for automated lane-change systems.

Speadsheet tool designed to calculate time and distance requirements based upon speeds of vehicle under test and test target motorcycle under the proposed procedures for evaluating Category C[1] ACSF automated lane-change systems.

Revised proposal, as approved during the 84th GRRF session, 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).

“In depth cost-effectiveness analysis of the identified measures and features regarding the way forward for EU vehicle safety”: In 2015, the European Commission published the report conducted by TRL: “Benefit and Feasibility of a Range of new Technologies and Unregulated Measures in the Fields of Occupant Safety and Protection of Vulnerable Road Users”. The report considered more than 50 safety measures that could be implemented as part of the amendment to the General Safety Regulation (Regulation (EC) No 661/2009) and the Pedestrian Safety Regulation (Regulation (EC) No 78/2009). This TRL study reviews in more detail the 24 candidate measures selected by the Commission for potential inclusion in the regulations.

Potential impact of automatic braking on stationary and moving rear-end collisions in Japan.

1. Definition of AEBS
2. Speed Range
3. Timing of Braking Control
4. Collision Judgment Line
5. Requirement of Braking Deceleration
6. Enhance Damage Reducing Effect Collision Risk Judgment Line
7. Emergency Event Preparation and Collision Warning
8. Other Principal Requirements

Proposal for draft amendments to UN R79 for the 15th session of the ACSF informal group

Vehicle manufacturer input concerning override force requirements for automated steering systems, including a proposal for an alternative to fixed limits.

OICA and CLEPA positions on the development of regulatory requirements for light vehicle automatic emergency braking systems.

Japanese guidelines on automated emergency braking systems (AEBS) pursuant to Kokujigi No. 353 of February 21, 2003 as amended by Kokujigi No. 181 of November 15, 2005, Kokujigi No. 143 of October 25, 2007, Kokujigi No. 139 of October 7, 2008, and Kokujigi No. 127 of June 30, 2011.

Proposals concerning the draft amendment to introduce emergency steering and automated lane-change functions into UN R79. Document GRRF-84-36 has been formalized as document GRRF/2017/27 for consideration during the special 85th GRRF scheduled to finalize a proposal for automated lane-change systems.

Proposal to specify a light general-purpose street motorcycle without fairings or windscreens having an engine capacity between 400 cm³ and 600 cm³ as the approaching vehicle in the testing of automated lane-change systems under UN R79.

Proposal to require that a lane-keeping system used in conjunction with a lane-change system keep the vehicle centered within its lane of travel. The intent is to ensure that the vehicle starts its lane-change maneuver from a position where lateral movement signaling the impending lane change would be more easily detected even before the vehicle crosses into the adjacent lane.

Proposal to clarify the purpose of UN R139 which was originally established through the extraction of brake assist system (BAS) provisions from UN R13-H on brake systems. Within the context of UN R13-H, the BAS provisions were written to assess performance in cases where a vehicle was fitted with a brake assist system. As a stand-alone regulation, UN R139 applies only to vehicles that are equipped with BAS. Therefore, this supplement proposes to refine the text to remove the “if fitted” language and ensure that UN R139 can only be applied to a vehicle equipped with a BAS.

Proposal to remove “if fitted” language from the text to clarify that UN R140 can only be applied to a vehicle equipped with a ESC system. UN R140 was originally established through the extraction of electronic stability controls (ESC) provisions from UN R13-H on brake systems. Within the context of UN R13-H, the ESC provisions were written to assess performance in cases where a vehicle was fitted with an electronic stability control system. As a stand-alone regulation, however, UN R140 applies only to vehicles that are equipped with ESC. The proposal also would correct an apparent error in to Annex 4, paragraph 2.1. where the reference to “ISO 15037 Part 1:2005” should read “ISO 15037 Part 1:2006”.

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. This proposal seeks to permit remote manoeuvring capability provided that the vehicle is designed to operate off-road and the off-road location is confirmed throughout the whole period that the function is in use.

Draft amendment, pursuant to the 15th ACSF informal group session discussions, to introduce provisions for the approval of driver-initiated automated lane-change systems and for Emergency Steering Systems, including proposed amendments from Germany and Japan.

This document presents changes agreed by an informal group of experts reviewing the content of Annex 6 since the 84th session of GRRF. The proposal aims to clarify the purpose of Annex 6 and ensure its suitability when used in the assessment of steering systems featuring advances in automation (i.e., ACSF).

Updated text of provisions from the informal group on ACSF for the approval of emergency steering functions and driver-initiated automated lane changing systems.

Proposal of provisions for the approval of emergency steering functions under Regulation No. 79.

Proposal to cease approvals under the 02 series of amendments from September 2020 in order to allow manufacturers adequate time to adapt to the new requirements;

• ESF, ACSF C and unexpectedly ACSF B1 (despite originally assumed to be compatible with ACSF C new requirements),
• new CEL assessment (documentation, tests…) whose scope is also extended to all non-complex electronic systems under series 03.

Regarding the application to “All Types” (e.g. for new registration), industry proposes to leave unchanged the existing vehicles on the market which are approved on the base of national of regional exemptions by Contracting Parties signatories of the UN R79 regulation, given the heavy technical impacts on ACSF C (sensor range…) which are indirectly affecting ACSF B1 systems that were initially assumed to be compatible with cat. C (e.g. 3s hands-off detection instead of 15s, lane centering prior to the lateral movement towards the marking etc.), and the add-on of requirements restricting design possibilities without clear safety benefits (e.g. the use of direction indicators to suppress the procedure).

Japan comments on the changes agreed by the informal group of experts which reviewed the content of Annex 6 and proposed (via document GRRF-85-1/Rev.1) to clarify the purpose of Annex 6 and ensure its suitability when used in the assessment of steering systems featuring advances in automation (i.e., ACSF). The proposal

1. corrects an editorial error by inserting a missing clause in paragraph 1, and
2. deletes the phrase “at least 10%” from paragraph 4.1.1. which changes the current meaning of text with regard to assessment of “the System”
   • Japanese technical services already verify each declared function by the manufacturer under the paragraph,
   • The wording “at least 10%” may result in a decrease in the number of tests where Japan believes number of tests should be decided by the Technical service considering which tests should apply.