Proposal to prevent activation of an Automatically Commanded Steering Function of Category C for a minimum of [10] seconds after the system has verified that the road is of a valid type when merging into a roadway. The activation delay of [10] seconds prevents the system from being used during merging from the motorway’s acceleration lane. According to the proposal, the merging process during the acceleration phase is not fully suitable for an automated lane change due to, among other things, the vehicle dynamics and the limited space available. In addition, the delay shifts the driver’s notification of the automatic activation of the ACSF-C system to a time when the vehicle is already in a stable driving condition on the motorway and the driver’s attentional resources are more available to receive the notification. A manual activation of the system remains possible.

Proposal for amendments to Annex 18 regarding special requirements for electronic control systems and for related transitional provisions for its entry into force.

Proposal for the following amendments:

1. Paragraphs 6.1.1. and 6.1.2.: In the case of category L vehicles application, the same brake lining assemblies could be fitted across a variety of applications. For example, the same brake pads/shoes could be fitted both on vehicle with single disc and on vehicle with double discs. Moreover, the same brake pads/shoes could be fitted both on front application and on rear application vehicle. Since there are too many cases or variables and it’s impossible to have a package based on the axle set for category L vehicles, the proposal of amendment is meant to consider the caliper set/drum set, instead of the axle set.
2. Paragraph 6.1.3.4.: Packaging of brake pads/drums has a limited dimension and it’s impossible to report in the packaging all applications approved, because there is no space available. In addition, should all applications approved be reported in the packaging, the updating of each packaging every time there is a new application available in the market would be needed. This is not feasible and it represents a risk to have a product with no updated information for the final consumer. For these reasons, the proposal aims to allow, as option, to report the approved vehicles/brakes/axle information through digital format (e.g. QR code, website) leading at least to a general catalogue. Moreover, using digital elements, it’s also possible to have a green solution and having a less environmental impact. The modification proposal is optional, and not exclusively for category L vehicles, but it is meant for every type of motor vehicles even if the major criticalities are with category L vehicles because their packaging is smaller than brake pads/drums of passenger car.
3. Paragraph 6.1.4.: The current requirement asks to have fitting instructions inside the packaging with at least an ECE language supplemented by the corresponding text of the language of the country where the product is sold. It means two options:
   • To have a specific fitting instruction for each country where the component is sold; or
   • To have a unique fitting instruction with all languages.
   Option 1 is not feasible from management and logistic point of view. Option 2 is not feasible because there is limit space available in the packaging: For example, to be sold in EU (that recognize UN R90), it’s needed to have all official 24 languages of the EU in a unique fitting instruction paper, but there are applications where the packaging is too small to contain the fitting instruction paper. For these reasons, the proposal of modification asks the possibility to have these fitting instructions also through digital format only (e.g. QR code, internet website, …). Moreover, using digital elements/formats, it’s possible to reduce the environmental impact because the instructions become paperless. The modification proposal is optional, and not exclusively for category L vehicles, but it is meant for every type of motor vehicle even though the major criticalities are with category L vehicles because their packaging is smaller than brake pads/drums of passenger cars.

Draft proposal to introduce provisions for the type approval of vehicles with electro-mechanical braking (EMB) systems.

Proposal to permit the use of virtual testing as an alternative methodology to the physical tests. This approach requires the preliminary assessment of the methodology to be used.

Proposal with tracked changes revising the earlier proposal for a new UN Regulation on Urban Emergency Braking Systems.

Proposal to introduce provisions into the new UN Regulation on commercial vehicle driver direct vision (tentatively UN R167 pursuant to its adoption at the November 2022 WP.29 session). The proposal is based on a previous proposal to establish a new UN Regulation on Urban Emergency Braking Systems (UEBS).

Proposal to introduce the option of using a QR code (or other type of digital data carrier) to replace the paper installation instructions physically included in the packaging.

Proposal to introduce the option of using a QR code (or other type of digital data carrier) to replace the paper installation instructions physically included in the packaging.

Proposal to clarify a logical cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road based on the following:

1. When the same means is used by the driver to simultaneously activate the Automatically Commanded Steering Function of Category B1 (ACSF B1) and of Category C (ACSF C), both functions switch to standby mode when the vehicle enters an ACSF C eligible road. But if the road is non-eligible to ACSF C, then only the ACSF B1 is activated.
2. With the current text of the regulation, once the vehicle moves to an ACSF C eligible road, the driver must operate again the means to activate the ACSF C. This second deliberate action is confusing for the driver since it makes the manipulation more complex. The current wording discourages most drivers from using this assistance function.
3. The proposed wording permits the following, logical, cascade of actions:
   1. The driver has done a deliberate action to activate ACSF B1 and ACSF C (on a non-eligible road); then
   2. He drives into an eligible road, and is clearly informed thereof; then
   3. He initiates a lane change procedure by activating e.g. the direction indicator.
4. This amendment further clarifies the requirement on the indication of when the vehicle enters an eligible road. It gives some examples of the type of indication to be given to the driver, e.g. additional popup or blinking indication, without being design restrictive.
5. A dedicated status indication of an ACSF C off-mode is by nature already different from the standby or active indication. Therefore, the driver is already sufficiently informed on a potential status change.

Proposal to authorize work on a new UN Regulation for the approval of light vehicles with regard to prevention and mitigation of collisions due to driver error in actuating the accelerator pedal.

Consolidated revision prepared by the GRVA secretariat for review. Revision 1 incorporates all valid text up to:

• Supplement 1 to the original version of the Regulation
• 01 series of amendments.

Consolidated version of the regulation prepared by the GRVA secretariat and incorporating all valid text through:

• Supplement 1 to the 01 series of amendments
• Supplement 2 to the 01 series of amendments
• 02 series of amendments.

Proposal to clarify a logical cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road.

Proposal to clarify a logical cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road.

Text prepared by the GRVA secretary, based on GRVA/2023/2 as adopted by GRVA during the 15th session, to highlight amendments to the approval number and marking provisions with regard to the series of amendments.

Text prepared by the GRVA secretariat based on document GRVA/2023/4 as adopted by GRVA during its 15th session to highlight the approval number and marking provisions pursuant to the series of amendments.

Revised proposal prepared by the GRVA secretary pursuant to discussions during the 15th session to clarify a logical cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road based on the following justification:

1. When the same means is used by the driver to simultaneously activate the Automatically Commanded Steering Function of Category B1 (ACSF B1) and of Category C (ACSF C), both functions switch to standby mode when the vehicle enters an ACSF C eligible road. But if the road is non-eligible to ACSF C, then only the ACSF B1 is activated.
2. With the current text of the regulation, once the vehicle moves to an ACSF C eligible road, the driver must operate again the means to activate the ACSF C. This second deliberate action is confusing for the driver since it makes the manipulation more complex. The current wording discourages most drivers from using this assistance function.
3. The proposed wording permits the following, logical, cascade of actions:
   1. The driver has done a deliberate action to activate ACSF B1 and ACSF C (on a non-eligible road); then
   2. He drives into an eligible road, and is clearly informed thereof; then
   3. He initiates a lane change procedure by activating e.g. the direction indicator.
4. This amendment further clarifies the requirement on the indication of when the vehicle enters an eligible road. It gives some examples of the type of indication to be given to the driver, e.g. additional popup or blinking indication, without being design restrictive.
5. A dedicated status indication of an ACSF C off-mode is by nature already different from the standby or active indication. Therefore, the driver is already sufficiently informed on a potential status change.
6. Regarding paragraph 5.6.4.2.3.: While entering the eligible road, the driver may be distracted or annoyed by this “prominent” indication. His attention resources shall be totally available during this phase. So the system would switch automatically to standby mode when fulfilling these two conditions: reaching an eligible and regular lane of travel. This second condition may be fulfilled for example by implementing a suitable time delay or by a direct verification of the lane of travel. These criteria should be explained, agreed between the technical service and the vehicle manufacturer.

Proposal to add the text, "In case that saturation of the front tyres happens before the above calculated magnitude angle, this angle may be used as the final steering amplitude, but only if this angle is greater or equal to 6.5 A.” based on the following justification:

1. Reaching fixed amplitude, i.e., fixed steering wheel angular speed due to given 0.7 Hz sine frequency, needs much more torque with quick steering gear ratio systems than with slow steering gear ratio systems, and produces much more wheel steer.
2. Car behavior (yaw rate, lateral acceleration and thus trajectory) is similar for all amplitudes above approx. 7 to 8 A (i.e., more than 7 times the steering wheel angle corresponding to 0.3 g), because front tires are saturated. More steer of the tires doesn’t provide more lateral force, so yaw rate and lateral acceleration don’t increase. Continuing to increase steering wheel amplitude after front tire saturation doesn’t give more information.
3. There might appear in the future some vehicles which have significantly low steering gear ratio (i.e., quick steering characteristics) and may need too much steering wheel torque to achieve the 270 degrees sine amplitude at 0.7 Hz (not reachable by conventional steering robots), then jeopardizing the easy approval of future beneficial steering equipment e.g. steering-by-wire systems.

Proposal for amendments to Annex 18 regarding special requirements for electronic control systems and for related transitional provisions for its entry into force.

Proposal to clarify the packaging and labelling requirements for some types of brake lining assemblies, which could be fitted for various different applications and to allow the option of using a QR code (or another type of digital data carrier) to replace some information printed on or included in the packaging.

Proposal to clarify the packaging and labelling requirements for some types of brake lining assemblies, which could be fitted on various different applications and to allow the option of using a QR code (or another type of digital data carrier) to replace some information printed on or included in the packaging.

Proposal to add the text, "In case that saturation of the front tyres happens before the above calculated magnitude angle, this angle may be used as the final steering amplitude, but only if this angle is greater or equal to 6.5 A.” based on the following justification:

1. Reaching fixed amplitude, i.e., fixed steering wheel angular speed due to given 0.7 Hz sine frequency, needs much more torque with quick steering gear ratio systems than with slow steering gear ratio systems, and produces much more wheel steer.
2. Car behavior (yaw rate, lateral acceleration and thus trajectory) is similar for all amplitudes above approx. 7 to 8 A (i.e., more than 7 times the steering wheel angle corresponding to 0.3 g), because front tires are saturated. More steer of the tires doesn’t provide more lateral force, so yaw rate and lateral acceleration don’t increase. Continuing to increase steering wheel amplitude after front tire saturation doesn’t give more information.
3. There might appear in the future some vehicles which have significantly low steering gear ratio (i.e., quick steering characteristics) and may need too much steering wheel torque to achieve the 270 degrees sine amplitude at 0.7 Hz (not reachable by conventional steering robots), then jeopardizing the easy approval of future beneficial steering equipment e.g. steering-by-wire systems.

Proposal to align the text with the guidelines on UN regulatory procedures and transitional provisions in UN Regulations (document ECE/TRANS/WP.29/1044/Rev.3). Under the guidelines, a UN Regulation (in this case, UN R157) making reference to the provisions of another UN Regulation (in this case, UN R10) shall not require actual approval to that UN regulation but simply refer to the provisions of that UN Regulation.

Proposal to include the option of using a QR code (or another type of digital data carrier) in place of the paper fitting instructions physically included in the packaging.

Proposal to include the option of using a QR code (or another type of digital data carrier) in place of the paper fitting instructions physically included in the packaging.

Proposal to include the option of using a QR code (or another type of digital data carrier) to replace the paper fitting instructions physically included in the packaging.

Correlation table showing the corresponding provisions of the current versions of UN R13 and UN R13-H as far as they are related to the proposed amended provisions by the EMB Informal Group regarding electro-mechanical braking systems.

Proposal to introduce new requirements for Complex Electronic Control Systems (in line with the corresponding provisions for passenger cars in UN Regulation No. 13-H) and to highlight the approval number and marking provisions pursuant to the series of amendments.

Proposal to clarify the cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road based on the following justification:

1. When the same means is used by the driver to simultaneously activate the Automatically Commanded Steering Function of Category B1 (ACSF B1) and of Category C (ACSF C), both functions switch to standby mode when the vehicle enters an ACSF C eligible road. But if the road is non-eligible to ACSF C, then only the ACSF B1 is activated.
2. With the current text of the regulation, once the vehicle moves to an ACSF C eligible road, the driver must operate again the means to activate the ACSF C. This second deliberate action is confusing for the driver since it makes the manipulation more complex. The current wording discourages most drivers from using this assistance function.
3. The proposed wording permits the following, logical, cascade of actions:
   1. The driver has done a deliberate action to activate ACSF B1 and ACSF C (on a non-eligible road); then
   2. He drives into an eligible road, and is clearly informed thereof; then
   3. He initiates a lane change procedure by activating e.g. the direction indicator.
4. This amendment further clarifies the requirement on the indication of when the vehicle enters an eligible road. It gives some examples of the type of indication to be given to the driver, e.g. additional popup or blinking indication, without being design restrictive.
5. A dedicated status indication of an ACSF C off-mode is by nature already different from the standby or active indication. Therefore, the driver is already sufficiently informed on a potential status change.
6. Regarding paragraph 5.6.4.2.3.: While entering the eligible road, the driver may be distracted or annoyed by this “prominent” indication. His attention resources shall be totally available during this phase. So the system would switch automatically to standby mode when fulfilling these two conditions: reaching an eligible and regular lane of travel. This second condition may be fulfilled for example by implementing a suitable time delay or by a direct verification of the lane of travel. These criteria should be explained, agreed between the technical service and the vehicle manufacturer.

Proposal to clarify the cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road based on the following justification:

1. When the same means is used by the driver to simultaneously activate the Automatically Commanded Steering Function of Category B1 (ACSF B1) and of Category C (ACSF C), both functions switch to standby mode when the vehicle enters an ACSF C eligible road. But if the road is non-eligible to ACSF C, then only the ACSF B1 is activated.
2. With the current text of the regulation, once the vehicle moves to an ACSF C eligible road, the driver must operate again the means to activate the ACSF C. This second deliberate action is confusing for the driver since it makes the manipulation more complex. The current wording discourages most drivers from using this assistance function.
3. The proposed wording permits the following, logical, cascade of actions:
   1. The driver has done a deliberate action to activate ACSF B1 and ACSF C (on a non-eligible road); then
   2. He drives into an eligible road, and is clearly informed thereof; then
   3. He initiates a lane change procedure by activating e.g. the direction indicator.
4. This amendment further clarifies the requirement on the indication of when the vehicle enters an eligible road. It gives some examples of the type of indication to be given to the driver, e.g. additional popup or blinking indication, without being design restrictive.
5. A dedicated status indication of an ACSF C off-mode is by nature already different from the standby or active indication. Therefore, the driver is already sufficiently informed on a potential status change.
6. Regarding paragraph 5.6.4.2.3.: While entering the eligible road, the driver may be distracted or annoyed by this “prominent” indication. His attention resources shall be totally available during this phase. So the system would switch automatically to standby mode when fulfilling these two conditions: reaching an eligible and regular lane of travel. This second condition may be fulfilled for example by implementing a suitable time delay or by a direct verification of the lane of travel. These criteria should be explained, agreed between the technical service and the vehicle manufacturer.

Proposal to require a vehicle stability function on commercial vehicles over 25 tons with four axles in accordance with their specific use.

Proposal to permit crossing of lane markings by ACSF of category B1 to assist the driver in forming an access corridor for emergency and enforcement vehicles in slow-moving traffic (based on provisions adopted for UN R157).

Proposal to clarify the provisions for ACSF Cat. A “Remote Controlled Parking (RCP)” for vehicle combinations. The current definition for RCP S_RCPmax sets a maximum limit of 6m distance to the motor vehicle, which is insufficient in situations where the operation is supervised by the driver located behind the vehicle combination.

Proposal to include the option to use a QR code (or another type of digital data carrier) to replace, in case of necessity, some packaging information.

Proposal to facilitate effective functioning of the LDWS fitted to Australian supplied vehicles of category M₂, M₃, N₂ and N₃ primarily used under highway conditions.

Proposal to establish an expert group to develop amendments to UN R13 and R13-H that would permit the introduction of braking systems using electric control transmission and electric energy transmission.

Proposal to clarify that EMC covers ALKS in activated and deactivated state.

Proposal to clarify the application of the proposed changes with regard to electro-mechanical braking.

Proposal for editorial improvements for clarity and consistency across regulations.

Proposal to clarify the text in response to questions raised concerning endurance brakes for vehicles utilising regenerative braking systems.

This document amends the formal proposal in document GRVA/2023/9.

Text of the Regulation up to and including 12 series of amendments (Date of entry into force: 8 October 2022).

Proposals:

• Para. 2.2.3.: Information related to construction materials is clarified.
• Para. 2.2.4.: Deleted, since its content is covered by paragraph 2.2.8. in the proposed wording.
• Para. 2.2.8.: The notion of the wheel geometric shape is clarified.
• Para. 2.9.: The notion of defects caused by the production process is clarified. Only in the Russian language it is clarified that the crack propagation is actually a length and a depth of the crack. The proposed text makes it possible to distinguish between a crack that occurred during testing and a scratch, which may be an acceptable manufacturing defect.
• Para. 3.1.2.13.: The technical description of the wheel is supplemented with information describing the product quality control in the production process.
• Para. 5.1.6. and Annex 3: The application of optional marking is aimed at providing the consumers with information on the quality control of the manufactured wheel, as well as facilitating the selection of wheels with the required characteristics by consumers in case of providing with incomplete information on suitable vehicle types in accordance with paragraph 1.2. of Annex 10.
• Annex 4, para. (а): The language of the provision is clarified.
• Annex 4, paras. (b) and (d): Deleted, since the existing experience of testing confirms that the mechanical properties of the raw materials are not comparable with the mechanical properties of finished products (wheels). In this regard, there is no need to test the raw materials.
• Annex 4, para. (с): The list of critical zones on wheels where to take the material to check its characteristics is clarified. These critical zones shall be specified by the manufacturer in the application documentation, and they can also be specified by the technical service. A description of the characteristics of the material taken from paragraph (b) is provided, since this paragraph is deleted. Only in the Russian language the terms concerning the measured values have been changed.
• Annex 4, para. (e): It is specified that the analysis of metallurgical defects is carried out in the most loaded spots of the wheels. These spots shall be specified by the manufacturer in the application documentation, and they can also be specified by the technical service. The analysis shall be carried out in comparison with the permissible defects specified by the manufacturer.
• Annex 6: A recommendation is added to identify cracks occurred as a result of the test by using penetrating paints.
• Annexes 7 and 8: The pressure drop in the tyre as a consequence of testing the wheel assembly with the tyre may not be due to damage to the wheel, but to damage to the tyre. To eliminate uncertainty in the interpretation of the test results, it is necessary to determine the cause of the tyre pressure drop. If the pressure drop in the tyre was caused by its damage, then it is necessary to carry out the tests again, using a new tyre.

Proposal to clarify the requirements related to the Type IIA test.

Proposal to address cross-referencing issues in UN Regulation No. 79 with respect to UN Regulation No. 130 (Lane Departure Warning System), especially with regard to Australian lane marking specifications.

Proposal to address cross-referencing issues in UN Regulation No. 79 with respect to UN Regulation No. 130 (Lane Departure Warning System), especially with regard to Australian lane marking specifications.

Proposal to clarify the requirements on the final steering amplitude in cases where front tyre saturation occurs before the calculated magnitude angle.

Proposal to allow the use of virtual testing as alternative methodology to physical tests.

Proposal to clarify the application of UN R10 on electromagnetic compatibility requirements to ALKS.

Proposal to clarify the provisions for ACSF Cat. A “Remote Controlled Parking (RCP)” for vehicle combinations. The current definition for RCP S_RCPmax sets a maximum limit of 6m distance to the motor vehicle, which is insufficient in situations where the operation is supervised by the driver located behind the vehicle combination.

Proposal to facilitate effective functioning of Lane Departure Warning System (LDWS) fitted to Australian supplied vehicles of categories M₂, M₃, N₂ and N₃ primarily used under highway conditions.

Proposal for a reference document concerning a general approach for how to handle measurement uncertainties under UN Regulations within the purview of GRBP.

Proposal to clarify the packaging and labelling requirements for some types of brake lining assemblies, which could be fitted for various different applications and to allow the option of using a QR code (or another type of digital data carrier) to replace some information printed on or included in the packaging.

Proposal to clarify the packaging and labelling requirements for some types of brake lining assemblies, which could be fitted on various different applications and to allow the option of using a QR code (or another type of digital data carrier) to replace some information printed on or included in the packaging.

Proposal to align the text with the guidelines on UN regulatory procedures and transitional provisions in UN Regulations (document ECE/TRANS/WP.29/1044/Rev.3). Under the guidelines, a UN Regulation (in this case, UN R157) making reference to the provisions of another UN Regulation (in this case, UN R10) shall not require actual approval to that UN regulation but simply refer to the provisions of that UN Regulation.

Proposal to align the text with the guidelines on UN regulatory procedures and transitional provisions in UN Regulations (document ECE/TRANS/WP.29/1044/Rev.3). Under the guidelines, a UN Regulation (in this case, UN R157) making reference to the provisions of another UN Regulation (in this case, UN R10) shall not require actual approval to that UN regulation but simply refer to the provisions of that UN Regulation.

Proposal to ensure that vehicles with ‘basic’ B1+ACC are not required to approve to the DCAS regulation just because that functionality meets the definition of DCAS. However, if the vehicle is equipped with DCAS that includes such functionality, that functionality must be approved according to this regulation so that the DCAS has been assessed holistically.

ISO TC 204/WG14 – ISO AWI PAS 19486: Intelligent transport systems – Acceleration Control for Pedal Error (ACPE) – Performance Requirements and Test Procedures.

Document pursuant to discussions during the 3rd informal group session.

Proposal to clarify the need to apply, when relevant, the Type IIA test in Annex 15 for alternative brake lining purposes (e.g., in the case of vehicles with regenerative braking for Type IIA endurance test purposes to use the friction brake as an alternative to the regular endurance brake).

Proposal to delineate the scope of UN R79 vis-à-vis the draft new UN Regulation on Driver Control Assistance Systems (DCAS).

Proposal to add the option of using a QR code (or another type of digital data carrier) to replace, if necessary, some packaging information.