UN R171 — Supplement 4 to the 00 series of amendments

A manoeuvre can start only if the driver is not deemed to be disengaged for more than 2 s immediately before its start. The conditions in (a) and (b) for driver-initiated and driver-confirmed manoeuvres still apply. Before this change, a manoeuvre could only be initiated if the driver was not detected to be disengaged. The manufacturer must now describe in the safety concept the system behaviour if the driver is detected to be disengaged during a manoeuvre (5.3.7.2.1.13.). Examples are aborting the manoeuvre, fully executing a manoeuvre or bringing the vehicle to a safe stop.

Before this change, the dashboard and instrument panel were not a driving task relevant area for the assessment of visual disengagement. Now they may be one, but only while manoeuvre relevant information is displayed, for a maximum duration of 3 seconds. The EOR warning time must not be extended with the time the driver’s gaze is directed towards the dashboard or instrument panel. For visual reengagement, eye gaze or head posture must be re-directed towards a currently driving task relevant area, except the dashboard and instrument panel. The examples for prolonged periods without driver input now include an assessment of changes in gaze direction (5.5.4.2.7.1.).

At speeds up to 60 km/h, the system may deviate from the assessment for an approaching vehicle in paragraph 6.2.4.1. The manufacturer must then explain to the Type Approval Authority the distances and timings for an approaching vehicle under which a lane change can start. The manufacturer must also provide evidence of those situations being deemed controllable for other road users.

Paragraphs 5.3.7.5.1.1.2., 5.5.3.1. and Annex 4, paragraph 4.2.2.1.(a)(i) now use “initiation of the powertrain” in place of “run cycle” or “engine start”. The default status of the system must be the ‘off’ mode at each initiation of the powertrain, regardless of the mode the driver had selected. An automatic new engine start (or run cycle), for example by a stop/start system, is not an “initiation of the powertrain” anywhere in this Regulation. In paragraph 5.5.4.2.8.1., the strategies disable activation for the duration the powertrain is active, instead of the duration of the start/run cycle. New footnote 3 refers to the vehicle propulsion system definitions of Mutual Resolution No. 2 (M.R.2), document ECE/TRANS/WP.29/1121.

New paragraph 3.5.5. requires the manufacturer to establish processes to manage safety during the operation phase of the product lifecycle. These processes include monitoring of DCAS operation and taking remedial actions when necessary. The former paragraphs 3.5.5. and 3.5.6. become 3.5.6. and 3.5.7., and their references change. Paragraph 3.5.7. becomes paragraph 3.4.5., after paragraph 3.4.4.2., and now says “proposing” instead of “inviting”. The definitions of “Highway” and “Non-Highway” in paragraphs 2.15. and 2.16. are deleted. New paragraph 1.1.1. of Appendix 2 defines “Evidence” as material pertinent to demonstrating the validity of a claim, for example physical test or simulation results.

The Type Approval Authority or the Technical Service acting on its behalf must perform or witness all of the relevant base tests during approval. At least one extended test associated with each applicable base test must also be performed or witnessed during the approval process. During the Annex 3 assessment, the Type Approval Authority or the Technical Service may identify scenarios of particular relevance with regards to safety risk. Such a scenario may replace a base or extended test scenario, if alternative evidence can give sufficient base and extended test performance. Under new paragraph 4.2.2.2., the manufacturer must explain when identical initial conditions may not always give a repeatable outcome to the Type Approval Authority. They must agree on test parameter ranges that do not modify the objective of the test scenario and diverge from other requirements of this Regulation.

If the system identifies an exceeded system or feature boundary, the system or applicable feature must leave ‘active’ mode, except for the driver unavailability response. Before this change, the system had to transition into ‘stand-by’ mode. Paragraph 5.3.7.3.1. now begins “The system’ driver unavailability response” instead of “The system”. Paragraph 5.5.4.1.1.(g) no longer refers to system-initiated manoeuvres, and paragraph 5.3.7.2.3.1. no longer refers to paragraph 5.5.4.1.8. New Introduction paragraph 17 says that this Regulation is subject to continuous review, based on technology development and monitoring data of DCAS operation. Paragraph 5.5.4.2.2.3. is renumbered as 5.5.4.2.2.2., and paragraphs 2.11., 5.3.7.1.4. and 14.2. and Annex 5 have small wording changes.