UN R159 Supplement 2 (00 series) · UNECE Regulation No. 159 (ECE R159) — Uniform provisions concerning the approval of motor vehicles with regard to the Moving Off Information System for the Detection of Pedestrians and Cyclists.

UN R159 — Supplement 2 to the 00 series of amendments

Supplement 1 → 2

Adopted at the WP.29 188th sessionEntry into force 2023-06-05

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What changed: New provisions in paragraph 5.1.1. apply, as appropriate, to vehicles with a means to automatically deactivate the MOIS, for example with snowploughs attached. The MOIS must be automatically reactivated as soon as the conditions that led to the automatic deactivation are not present anymore.
Paragraphs 6.6.2. and 6.7.2. now give 10 +0/-2 km/h as the constant speed for the subject vehicle before entering the stopping corridor. Before, it was 10 +0/-0.5 km/h.
In paragraph 6.7.3., the constant speed for the test target and subject vehicle is now 10 +0/-3 km/h. If the characteristics of the vehicle make it impossible to abide by the distance of 5 m, the distance may be increased.
Why: According to the experts of the IWG on VRU-Proxi, there are some vehicle configurations for which the MOIS may not work correctly.
GRSG-123-32 was tabled by the expert from OICA to address the test tolerances of the subject vehicle and the test target only.
According to OICA, the major amendments do not affect the Moving Off Information System safety requirements, but increase the system robustness.

Q1What changed8 changes

Automatic deactivation of the MOIS (para. 5.1.1.)

New provisions in paragraph 5.1.1. apply, as appropriate, when the vehicle is equipped with a means to automatically deactivate the MOIS. Example situations are street cleaning equipment, snowploughs or front loader garbage collectors attached. At type approval, the manufacturer must give the technical service a list of situations and corresponding criteria where the MOIS is automatically deactivated. The list must be annexed to the test report. The MOIS must be automatically reactivated as soon as the conditions that led to the automatic deactivation are not present anymore. A constant optical warning signal must inform the driver of the deactivation; the failure warning signal of paragraph 5.8. may be used.

When the vehicle is equipped with a means to automatically deactivate the MOIS in situations such as, having street cleaning equipment, snowploughs or front loader garbage collectors attached, following provisions shall apply as appropriate:

The vehicle manufacturer shall provide a list of situations and corresponding criteria where the MOIS is automatically deactivated to the technical service at the time of type approval and it shall be annexed to the test report.

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Subject vehicle speed before the stopping corridor (paras 6.6.2. and 6.7.2.)

Paragraphs 6.6.2. and 6.7.2. now give 10 +0/-2 km/h as the constant speed for the subject vehicle before entering the stopping corridor. Before, it was 10 +0/-0.5 km/h.

The subject vehicle shall be accelerated in a straight line to a constant speed of 10 +0/-0.5 2 km/h, before entering the stopping corridor. The subject vehicle shall maintain this constant speed until the vehicle front passes the braking plane (pbrake) shown in Figure 2 of Appendix 1, before braking to a stop such that the vehicle front is positioned at the stopping plane (pstop). The subject vehicle shall be considered to have stopped when it has come to a rest and the vehicle is either no longer in a forward vehicle mode or forward gear.

The subject vehicle shall be accelerated in a straight line to a constant speed of 10 +0/-0.5 2 km/h, before entering the stopping corridor. The subject vehicle shall maintain a constant speed until the vehicle front passes the braking plane (pbrake) shown in Figure 2 of Appendix 1, before braking to a stop such that the vehicle front is positioned at the stopping plane (pstop). The subject vehicle shall be considered to have stopped when it has come to a rest and the vehicle is either no longer in a forward vehicle mode or forward gear.

Lateral tolerances (paras 6.6.3. and 6.7.3.), and speed and distance (para. 6.7.3.)

In paragraph 6.6.3., the lateral tolerance of the test target motion while accelerating must now not exceed 0.10 m, instead of ± 0.05 m. In paragraph 6.7.3., the lateral tolerance must not exceed ± 0.20 m for the subject vehicle and ± 0.10 m for the test target motion. Before, both were ± 0.05 m. In paragraph 6.7.3., the constant speed for the test target and subject vehicle is now 10 +0/-3 km/h instead of 10 +0/-0.5 km/h. If the characteristics of the vehicle make it impossible to abide by the distance of 5 m, the distance may now be increased.

After a delay of no less than 10 seconds from the point at which the subject vehicle is considered to have stopped, the test target shall then be accelerated in a straight line on a trajectory parallel to the longitudinal median plane of the vehicle to a speed of 10 +0/-0.5 km/h within a distance of 5 m, before being brought to a stop. While accelerating, the lateral tolerance of the test target motion shall not exceed ± 0.05 0.10 m.

After a delay of no less than 10 seconds from the point at which the subject vehicle is considered to have stopped, the test target and subject vehicle shall be accelerated at the same time and in a straight line, on a trajectory parallel to the longitudinal median plane of the subject vehicle, to a constant speed of 10 +0/-0.5 3 km/h in a distance of no greater than 5 m. If the characteristics of the vehicle make it impossible to abide by the distance of 5 m, the distance may be increased. The subject vehicle and test target shall maintain this constant speed until a total travel distance of no less than 15 m from the stopping point is traversed by the subject vehicle. The lateral tolerance of the subject vehicle shall not exceed ± 0.05 0.20 m, ., whilst the lateral tolerance of the test target motion shall not exceed ± 0.05 0.10 m. The forward separation distance between the vehicle front and test target while moving shall be maintained to be within the boundaries of the maximum and minimum forward separation planes.

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Q2Why it changed

Proposed by: Experts of the IWG on VRU-Proxi (GRSG-123-11-Rev.1) and OICA (GRSG-123-32)
Working party: GRSG, 123rd session (March–April 2022)

Reasons

GRSG-123-32 was tabled by the expert from OICA to address the test tolerances of the subject vehicle and the test target only.
Source
“GRSG-123-32 tabled by the expert from OICA to address the test tolerances of the subject vehicle and the test target only.”
ECE/TRANS/WP.29/GRSG/102para. 22
Proposer's reason (informal document GRSG-123-11-Rev.1)
There are some vehicle configurations for which the MOIS may not work correctly, for example because of the vehicle body or the vehicle use. The experts do not want to exempt these vehicles, as is done in some UN Regulations.
Submitted by Experts of the IWG on VRU-Proxi. Working party adoption: ECE/TRANS/WP.29/GRSG/102, para. 23.
Sources (2)
“There are some vehicle configurations for which MOIS may not work correctly (e.g.: because of the vehicle body, the vehicle use).”
GRSG-123-11-Rev.1II. Justification, para. 1
“As we do not want to exempt these vehicles as in some UN Regulations”
GRSG-123-11-Rev.1II. Justification, para. 1
Proposer's reason (informal document GRSG-123-32)
The major amendments do not affect the Moving Off Information System safety requirements, but increase the system robustness and “ensure the feasibility of physical test conditions and vehicle characteristics”. For paragraphs 6.6.2. and 6.7.2., tolerances in velocity will actually increase MOIS robustness.
Submitted by OICA. Working party adoption: ECE/TRANS/WP.29/GRSG/102, para. 23.
Sources (2)
“They do not affect the Moving Off Information System safety requirements, however increased the system robustness and ensure the feasibility of physical test conditions and vehicle characteristics.”
GRSG-123-32II. Justification, para. 1
“Tolerances in velocity will actually increase MOIS robustness.”
GRSG-123-32II. Justification, para. 2
Proposer's reason (informal document GRSG-123-32)
For paragraph 6.6.3., the proposal calls the lateral tolerance “Unnecessary narrow”. The lateral tolerance of the test target motion does not affect the MOIS system and safety requirements. It should be increased to 0.10 m to account for physical test conditions.
Submitted by OICA. Working party adoption: ECE/TRANS/WP.29/GRSG/102, para. 23.
Sources (2)
“6.6.3: Unnecessary narrow lateral tolerance.”
GRSG-123-32II. Justification, para. 3
“The lateral tolerance of the test target motion does not affect MOIS system and safety requirements and should be increased to 0.10m to account for physical test conditions.”
GRSG-123-32II. Justification, para. 3
Proposer's reason (informal document GRSG-123-32)
For paragraph 6.7.3., the load condition and engine power of heavy vehicles do not allow an acceleration within 5 m to exactly 9.5-10 km/h. Therefore, the tolerance band of the target velocity and distance needs to be adjusted. The vehicles in scope have very different characteristics, so the acceleration distance of 5 m should depend on them. This is similar to paragraph 1.5.1.2. of Annex 4 of UN-R13. The lateral tolerances of the test target motion and of the subject vehicle should also be increased to make the physical test feasible and robust.
Submitted by OICA. Working party adoption: ECE/TRANS/WP.29/GRSG/102, para. 23.
Sources (4)
“Vehicle characteristics (load condition and engine power) of heavy vehicles does not allow an acceleration within 5m to exactly 9.5-10km/h.”
GRSG-123-32II. Justification, para. 4
“Therefore, the tolerance band of the target velocity and distance needs to be adjusted.”
GRSG-123-32II. Justification, para. 4
“Since the vehicles in scope has very different vehicle characteristics, the acceleration distance of 5m should dependent to the characteristics – similar to the 1.5.1.2. of Annex 4 of UN-R13.”
GRSG-123-32II. Justification, para. 4
“Same for the lateral tolerance of the test target motion & lateral tolerance of the subject vehicle: Should be increased to ensure the feasibility and robustness of physical test.”
GRSG-123-32II. Justification, para. 4

Document trail

—ProposalGRSG-123-11-Rev.1Proposal by the experts of the IWG on VRU-Proxi
—ProposalGRSG-123-32Proposal by OICA to amend UN Regulation No. 159
—Working party adoptsECE/TRANS/WP.29/GRSG/102GRSG report, para. 23
2022-08Sent to WP.29ECE/TRANS/WP.29/2022/124Part I of Supplement 2, submitted by GRSG to WP.29 and AC.1
2022-08Sent to WP.29ECE/TRANS/WP.29/2022/125Part II of Supplement 2, submitted by GRSG to WP.29 and AC.1
2022-11WP.29 adoptsECE/TRANS/WP.29/1168Adopted at the 188th session (session report, para. 138)
2023-06-05In forceC.N.183.2023.TREATIES-XI.B.16.159UN depositary notification

Q3Who is affected

Vehicle manufacturer

If the MOIS can be automatically deactivated, list the situations and corresponding criteria for the technical service at type approval.
For automatic MOIS deactivation, make sure the MOIS reactivates automatically as soon as the deactivation conditions are not present anymore.
For automatic MOIS deactivation, make sure a constant optical warning signal informs the driver that the MOIS is deactivated.

Component supplier

No direct action for this role.

Technical service / Approval authority

Make sure the list of situations and criteria for automatic MOIS deactivation is annexed to the test report.
Apply the changed speed tolerances in paragraphs 6.6.2., 6.7.2. and 6.7.3. and lateral tolerances in 6.6.3. and 6.7.3.
In paragraph 6.7.3., be ready for an increased distance where the vehicle characteristics make the 5 m distance impossible.

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ⓘ This report gives advice only. It is not legal or type-approval advice.

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