UN R140 — Supplement 8 to the 00 series of amendments

Paragraphs 2.7.1. and 2.7.2. now say “demanded by the driver or the ADS (as applicable)” instead of “demanded by the driver”. Paragraph 2.7.4. now says “steering demand by the driver or the ADS (as applicable)” instead of “driver steering inputs”. Paragraph 2.7.5. now says “to assist in maintaining control of the vehicle” instead of “to assist the driver in maintaining control of the vehicle”.

Paragraph 6.2. adds “and whilst an ADS feature is active” to the phases of driving in which the ESC system must be operational. Paragraph 6.2.1. now says “When the driver or the ADS (as applicable) has disabled ESC” instead of “When the driver has disabled ESC”. Paragraph 7.5.1. now says “at the initiation of each new ignition cycle” instead of “at each initiation of the powertrain”. It also now says “regardless of what mode the driver or the ADS had previously selected”. In paragraphs 7.5.1.1. and 7.5.1.2., the four-wheel drive configuration is now one “selected by the driver or the ADS”.

Whilst an ADS feature is active, the requirements of paragraph 7.4. related to warning signals to the driver do not apply. Instead, warning signals (for example failure status) must be transmitted to the ADS according to the provisions specified for the tell-tales. The manufacturer must document how existing detected faults are transmitted to the ADS before an ADS feature becomes active. Paragraph 7.6. now says “to alert the driver or the ADS”, and its exception now says “the mode” instead of “the driver-selected mode”. Paragraph 5.6.1. now says “following a power-on sequence” instead of “following a power-on”. Alternatively, for vehicles of Categories X and Y, suitable means must be provided to enable confirmation of the correct operational status of the system.

New paragraph 7.8.1. requires that, for vehicles of Categories X and Y, all requirements in this regulation are fulfilled and all respective tests conducted. Without a steering control (for example a steering wheel), an equivalent parameter (for example steering rack translation) or the road wheel angle must be used. This must be understood as a steering wheel angle applied throughout this regulation. During the tests, the equivalent parameter can be measured through a vehicle internal signal or by an external measurement device fitted. If the vehicle internal signal is used, the manufacturer must demonstrate that there are no relevant differences between the measured values. This must be to the satisfaction of the technical service, and differences must be less than or equal to 5 per cent.

Paragraph 8.3.2. now requires ballast, where required, in a location within the vehicle that reflects the intended mass distribution and is specified by the manufacturer. For vehicles with conventional seating, the floor behind the passenger front seat may still be used, or if necessary the front passenger foot well area. Notwithstanding paragraph 8.3.5., an external automated steering machine must not be used for vehicles of Categories X and Y. For these vehicles, the steering equipment of the vehicle, with dedicated activation methods, must execute the steering patterns of paragraphs 9.5.2., 9.5.3., 9.6. and 9.9. The activation methods may include a test mode allowing to manually control or trigger the steering functions. Another method is possible if the vehicle manufacturer and the technical service agree, and if the evaluation accurately reflects real-world ADS steering performance.

For vehicles of Categories X and Y, the maximum design speed replaces prescribed speeds of paragraphs 9.4. to 9.6. and 9.9.1. that they cannot reach. If they cannot do the manoeuvres of paragraphs 9.5.2. and 9.5.3. or the Sine with Dwell test, the maximum achievable steering rate must be used. Those which do not reach tyre saturation at the maximum speed and steering rate attainable need not undergo the Sine with Dwell test. For them, a test on a surface with lower grip than in paragraph 8.2. must be agreed with the Technical Service. It must show that ESC has a positive effect on vehicle stability: without ESC intervention, the manoeuvre would result in loss of stability. For paragraphs 9.6., 9.10. and 9.11., the manufacturer must define equivalents, agreed with the Technical Service and appended to the type approval documentation.

One footnote now reads “As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document ECE/TRANS/WP.29/78/Rev.8”. Before, it said that M1 and N1 categories of vehicles are defined in R.E.3, document ECE/TRANS/WP.29/78/Rev. 4, para. 2. The footnote on the distinguishing numbers of the Contracting Parties now cites ECE/TRANS/WP.29/78/Rev. 8 instead of Rev. 4. Both footnotes now give the web address https://unece.org/transport/vehicle-regulations/wp29/resolutions.