UN R171 — Supplement 2 to the 01 series of amendments

New paragraph 2.28.1. defines a “highway-like road”: a section of non-highway that fulfils five characteristics for a reasonable distance. They include at least two lanes in the driving direction and a designated road speed limit of at least 80 km/h. The system may now withhold HORs on a “Highway” or a “Highway-like” road at a speed up to 130 km/h. When capable of this on highway-like roads, the system must aim to avoid frequent fluctuations between being able and not able to withhold HORs. Before withholding HORs, the system must aim to check at least 500 m or 30 seconds of qualifying road ahead, or use an equivalent strategy. In that case, the manufacturer must demonstrate safe operation with cyclists, by avoiding a collision with a longitudinally travelling cyclist ahead in lane.

A manoeuvre can start only if the driver is not deemed to be disengaged for more than 2 seconds immediately before its start. Before this change, a manoeuvre could only be initiated if the driver was not detected to be disengaged. The description of system behaviour when the driver is detected to be disengaged during a manoeuvre is now paragraph 5.3.7.2.1.13. Its examples are now aborting the manoeuvre, fully executing a manoeuvre or bringing the vehicle to a safe stop. Paragraphs 5.3.7.2.4.4. to 5.3.7.2.4.11. are renumbered as 5.3.7.2.4.3. to 5.3.7.2.4.10. A RegVault Note explains that the proposal also prints “5.3.7.2.4.3. (Reserved)”; this Note is not part of the official text.

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.). Paragraph 5.5.4.2.2.3. is renumbered as 5.5.4.2.2.2.

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.

The manufacturer must now establish processes to manage safety in the operation phase, including DCAS operation monitoring and remedial actions when necessary (3.5.5.). 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. Paragraph 2.3.2. of Appendix 2 now refers to paragraph 5.5.3.2.3.

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. 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. New paragraph 4.2.5.2.16. adds a test with a longitudinally moving bicycle target ahead in lane, at 20 (+1/-1) km/h in the base test. The extended test uses different offsets, a different VUT speed and a different bicycle target speed within 10-25 km/h.

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. Paragraphs 5.3.7.3.1. and 5.3.7.3.3. now refer to the system’s driver unavailability response. Introduction paragraph 17. and paragraphs 2.11., 5.3.7.1.4. and 14.2. and Annex 5 have small wording changes.