UN R131 — 02 series of amendments

The title now ends with “for M2, M3, N2 and N3 vehicles”. Paragraph 1 now also covers a system to avoid or mitigate the severity of an impact with a pedestrian. Paragraph 1 adds a rule for category M2, and for category M3/N2 with a maximum weight below or equal to 8t, equipped with hydraulic braking. For these vehicles, Contracting Parties that are signatories to both UN Regulation No. 152 and this Regulation must recognize approvals to either as equally valid. New definitions include “Vehicle Target”, “Pedestrian Target”, “Initialisation”, “Mass of a vehicle in running order”, “Maximum mass” and “Dry road affording good adhesion”. The definitions of “Target”, “Moving target” and “Stationary target” are deleted.

Under paragraph 5.1.1., every vehicle with an AEBS, when activated and operated within the prescribed speed ranges, must meet paragraphs 5.1. and 5.3. to 5.6. Paragraph 5.2.1. applies to vehicles submitted to approval for the vehicle to vehicle scenario, and paragraph 5.2.2. to those for the vehicle to pedestrian scenario. Upon detection of any non-electrical failure condition, for example sensor blindness or sensor misalignment, the failure warning signal must be illuminated. If the system has not been initialised after a cumulative driving time of 15 seconds above 10 km/h, the driver must be informed of this. False reaction avoidance must now be shown in the Annex 3 assessment, which must include in particular the scenarios in Appendix 2 of Annex 3. Paragraph 5.1.2. now refers to the 05 or later series of amendments to UN Regulation No. 10, instead of the 03 and 04 series.

Paragraph 5.2.1. now covers the vehicle to vehicle scenario, and paragraph 5.2.2. covers the vehicle to pedestrian scenario. Under paragraphs 5.2.1.2. and 5.2.2.2., a detected possible imminent collision must cause a braking demand of at least 4 m/s² to the service braking system. In paragraph 5.2.1.3., the lower limit of the speed range is now 10 km/h instead of 15 km/h. Under paragraph 5.2.2.3., the system must be active at least between 20 km/h and 60 km/h and at all vehicle load conditions, unless deactivated. Paragraphs 5.2.1.4. and 5.2.2.4. give tables of maximum impact speeds for the case without driver’s input that would lead to interruption under paragraph 5.3.2. The AEBS must meet these values provided the listed conditions are met; when conditions deviate, it must not deactivate or unreasonably switch the control strategy.

The AEBS must now provide appropriate and robust means for the driver to interrupt the collision warning and the emergency braking. Paragraph 5.4.1.2. requires that manual deactivation is not possible with less than two deliberate actions. Under paragraph 5.4.1.4., for every manual deactivation requested by the driver, the AEBS must be automatically reinstated latest after 15 minutes. When the vehicle can automatically deactivate the AEBS, the manufacturer must give the technical service a list of situations and corresponding criteria at type approval. The collision warning referred to in paragraphs 5.2.1.1. and 5.2.2.1. must be provided by at least two modes selected from acoustic, haptic or optical. When an optical warning signal shows that the AEBS is temporarily not available, it must be constant; “and yellow in colour” is deleted.

Natural ambient illumination must be homogeneous in the test area, above 1000 lux for vehicle to vehicle and 2000 lux for vehicle to pedestrian. The test surface has a consistent slope between level and 1 per cent. Pedestrian detection tests must use a child “articulated soft target”, representative of human attributes for the AEBS sensor system according to ISO 19206-2:2018. Paragraph 6.6. now gives a warning and activation test with a pedestrian target. Under paragraph 6.9.1., failed test runs within one category must not exceed 10.0 per cent of the performed test runs. The table of pass/fail values for warning timing and speed reduction is deleted, together with paragraphs 6.4.2., 6.4.5., 6.5.2. and 6.5.4.

In paragraph 4.2., the first two digits of the approval number are now 02, corresponding to the 02 series of amendments. The Annex 1 communication form now has entries for approval to the vehicle to vehicle scenario and to the vehicle to pedestrian scenario. The approval mark description now says the mark uses C for Vehicle to Vehicle and P for Vehicle to Pedestrian. As from 1 September 2025, Contracting Parties are not obliged to accept type approvals to the preceding series first issued after 1 September 2025. Until 1 September 2028, Contracting Parties must accept type approvals to the preceding series of amendments first issued before 1 September 2025. As from 1 September 2028, Contracting Parties are not obliged to accept type approvals issued to the preceding series of amendments.

Paragraph 5.1.3. now refers to Annex 3 instead of Annex 4 for the safety aspects of electronic control systems. The annex heading now says “electronic control systems” instead of “complex electronic vehicle control systems”. The Technical Service must assess the documentation package and the application of the analytical approaches. Reporting of the assessment by the Technical Service must allow traceability. New Appendix 1 gives a model assessment form for electronic systems. New Appendix 2 gives four false reaction scenarios, and the manufacturer must provide evidence of the system’s behaviour in them.