UN R79 Supplement 2 (03 series) · UNECE Regulation No. 79 (ECE R79) — Uniform provisions concerning the approval of vehicles with regard to steering equipment.
UN R79 — Supplement 2 to the 03 series of amendments
Supplement 1 → 2
- What changed
- The lane change manoeuvre must be initiated either automatically or by a second deliberate action of the driver, but a vehicle must not have both.
- New paragraph 5.7. gives provisions for Remote Control Manoeuvring (RCM) fitted to vehicles of category M1 and N1.
- In Annex 6, the description of the functions of “The System” must now include the control strategies.
- Why
- A two-step Human Machine Interface (HMI) is close to a manual lane change: the driver has full control on the timing of the two steps.
- An in-depth assessment of electronic systems is particularly important for steering systems providing driver assistance.
- A 0.5 Hz cut-off filter makes other lateral acceleration tolerances necessary, so that the thresholds can be exceeded for short time periods.
Q1What changed146 changes
Lane change manoeuvre: initiation, direction indicator and suppression (paras. 5.6.4.6.4., 5.6.4.6.7. and 5.6.4.6.8.1.)
The lane change manoeuvre must be initiated either automatically or by a second deliberate action of the driver. A vehicle must not be equipped with both these means of initiation. In case of an automatic initiation, the manoeuvre must commence between 3.0 seconds and 5.0 seconds after the manual activation of the procedure. In case of an initiation by a second deliberate action, it must commence between 3.0 and 7.0 seconds after the manual activation of the procedure. It must also commence at the latest 3.0 seconds after the second deliberate action. Automatic deactivation of the direction indicator by the system is required only if the lane change manoeuvre is initiated automatically.
Annex 8 tests for ACSF of Category C (paras. 3.5.1.2., 3.5.4.1., 3.5.7.1.1. and 3.5.7.3.1.)
In paragraph 3.5.1.2., the time from procedure start to manoeuvre start may now be up to 7.0 seconds for initiation by a second deliberate action. For these systems, the second deliberate action must come not more than 5.0 seconds after the start of the lane change procedure. The manoeuvre must start not more than 3.0 seconds after the second deliberate action. Paragraph 3.5.4.1. adds a test case: for an appropriate system, the second deliberate action comes later than 5.0 seconds after the procedure starts. The step where the driver activates the direction indicator for more than 5 seconds to initiate a lane change procedure is deleted. In paragraph 3.5.7.3.1., the approaching vehicle must be a type approved high volume series production vehicle.
Lateral acceleration: tolerance and measurement (para. 5.6.2.1.1.; Annex 8, paras. 2.4. and 3.2.2.2.)
Paragraph 5.6.2.1.1. now recognises that the maximum lateral acceleration specified by the vehicle manufacturer (aysmax) may not be achievable under all conditions. The system must not deactivate or unreasonably switch the control strategy in these other conditions. For time periods of not more than 2 s, the lateral acceleration of the system may exceed aysmax by not more than 40 per cent. In that case, it must not exceed the maximum value specified in the table in paragraph 5.6.2.1.3. by more than 0.3 m/s2. Annex 8, paragraph 2.4., now requires a sampling rate of at least 100 Hz and a 0.5 Hz fourth order Butterworth filter. In paragraph 3.2.2.2., the recorded acceleration must now be within the limits of paragraph 5.6.2.1.1. instead of paragraph 5.6.2.1.3.
Annex 8 test lane width and overriding force measurement (paras. 2.1. and 2.5.)
At the manufacturer's discretion and with the agreement of the Technical Service, a lane narrower than 3.5 m may now be used. This is allowed if the correct function of the system on roads with wider lanes can be demonstrated. New paragraph 2.5. gives two methods to measure the overriding force during the test. One method uses the internal driver torque signal; the other uses an external measurement device fitted, which does not induce any deactivation of the system. Before a test by the internal driver torque signal, an external measurement device must confirm differences of less than or equal to 3 N. This is deemed fulfilled if the correlation between the two values was determined and is applied in the overriding force test.
New lane crossing warning test (Annex 8, para. 3.2.5.)
New paragraph 3.2.5. adds a “Lane Crossing Warning Test for M1 N1 and for M2 M3 N2 and N3, if not equipped with a Lane Departure Warning System (LDWS) fulfilling the technical requirements of UN Regulation No. 130”. The Technical Service defines a test speed and a radius which would provoke a lane crossing. The test speed and radius must give a necessary lateral acceleration to follow the curve between aysmax + 0.1 m/s² and aysmax + 0.4 m/s². The test checks the optical warning signal and, additionally, the acoustic or haptic warning signal. Both must be given at the latest when the outside edge of the front wheel's tyre tread crosses the outside edge of the lane marking. The test also requires that the system continues to provide assistance as required in paragraph 5.6.2.2.3.
Remote Control Manoeuvring (RCM) for vehicles of category M1 and N1 (paras. 2.3.4.4., 2.3.4.18. and 5.7.)
New paragraph 2.3.4.4. defines “Remote Control Manoeuvring (RCM)”, and new paragraph 2.3.4.18. defines the specified maximum RCM operating range (SRCMmax). New paragraph 5.7. gives provisions for RCM fitted to vehicles of category M1 and N1, and makes any RCM subject to Annex 6. Vehicles of category M1 and N1 meeting the requirements of Category G may be equipped with RCM, provided the system fulfils the listed requirements. The RCM function must only operate until 5 km/h (+1 km/h tolerance), and SRCMmax must not exceed 6 m. The RCM function must only operate for a maximum total distance travelled of 100m. Activation must not be possible on a public road/highway, in a public car park or in an area designated exclusively for pedestrians and/or pedal cyclists.
Annex 6: control strategies, declared functions and the model assessment form
New paragraph 2.11. defines “Control strategy”, and the description of the functions of “The System” must now include the control strategies. The verification results must correspond with this description (paragraph 4.1.1.1.). Paragraph 3.2. now covers any enabled or disabled safety related functions providing assistance to the driver as defined in paragraph 2.3.4. When the hardware and software are present at the time of production, these functions must be declared and meet Annex 6 before use. The safety approach at the concept (vehicle) level must now also consider malfunctions of the system within the scope of this Regulation. The Type Approval Authority signature is removed from the model assessment form in Appendix 1.
Q2Why it changed
- Proposed by
- Experts from France, Japan, Republic of Korea and Germany (ECE/TRANS/WP.29/GRVA/2019/19); experts from the International Organization of Motor Vehicle Manufacturers and European Association of Automotive Suppliers (ECE/TRANS/WP.29/GRVA/2019/24); expert from the United Kingdom of Great Britain and Northern Ireland (ECE/TRANS/WP.29/GRVA/2019/20, ECE/TRANS/WP.29/GRVA/2019/8 and ECE/TRANS/WP.29/GRVA/2019/21)
- Working party
- GRVA, fourth session (September 2019)
Reasons
The proposal inserts provisions for ACSF of Category C with a two-step Human Machine Interface (HMI). It does not change the current requirements for a one-step HMI. A two-step HMI is close to a manual lane change: the driver has full control on the timing of both steps, by two deliberate actions. This permits an increase in the maximum time between the lane change procedure and the lane change manoeuvre. An HMI may use a complete engagement of the direction indicator lever as the second deliberate action. In that case, manual deactivation of the direction indicator is exactly what the driver is used to do after a conventional lane change.
Sources (5)
“The proposal inserts provisions for ACSF-C with a two-step HMI, while keeping unchanged the main performance of the system”
“This proposal does not at all change the current requirements for ACSF of Category C (ACSF-C) with what the industry calls a one-step Human Machine Interface (HMI).”
“The lane change function with two-step HMI is a quite natural HMI, close to manual lane change: the driver has full control on the timing of the two steps of a lane change”
“This permits an increase in the maximum time between the Lane Change Procedure and the Lane Change Manoeuvre.”
“In case of an HMI where a complete engagement of the direction indicator lever is used as a second deliberate action its manual deactivation is exactly what the driver is used to do after performing a conventional lane change.”
The Annex 6 changes clarify the assessment to be conducted by a technical service for electronic systems. An in-depth assessment is particularly important for steering systems providing driver assistance. The new definition is to make sure that the assessment includes system response to changes in the ambient and/or operating conditions. The changes also seek to make sure that any disabled functions intended for use on a production vehicle are declared and assessed. The Type Approval Authority signature is removed from the model assessment form. It could falsely give the impression that an approval to the Annex alone is possible.
Sources (4)
“The proposed amendments clarify the assessment to be conducted by a technical service for electronic systems. An in-depth assessment is particularly important for steering systems providing driver assistance.”
“the proposal includes a new definition to ensure the assessment includes system response to changes in the ambient and/or operating conditions.”
“The proposed amendments also seek to ensure that any disabled functions intended for use on a production vehicle are declared and assessed.”
“The Type Approval Authority signature is removed from the model assessment form as this could falsely give the impression that it is possible to grant an approval to the Annex alone.”
Results shared before show that a 0.5 Hz filter gives an acceptable representation of the dynamical behaviour. A filter with a cut-off frequency of 0.5 Hz makes it necessary to specify other tolerances for the lateral acceleration. These tolerances let the thresholds be exceeded for short time periods. This is done in paragraph 5.6.2.1.1. of the Regulation.
Sources (4)
“The results previously shared demonstrate that an acceptable representation of the dynamical behaviour is obtained when the used filter is 0.5 Hz.”
“Introducing a filter with a cut-off frequency of 0.5 Hz makes it at the same time necessary to specify other tolerances in the Regulation for the lateral acceleration”
“so that the thresholds for the lateral acceleration can be exceeded for short time periods”
“This is done in paragraph 5.6.2.1.1. of the Regulation.”
The intention is to offer the possibility to measure the torque either with the internal sensor or with an external mean. A driving robot or an additional steering wheel torque system that does not influence the steering of the vehicle should be usable. A force sensor fitted smoothly on the steering wheel, which does not influence the steering of the vehicle, should also be usable.
Sources (2)
“The intention is to offer the possibility for measuring the torque either with the internal sensor or with an external mean.”
“A driving robot, an additional steering wheel torque system or a force sensor fitted smoothly on the steering wheel, which does not influence the steering of the vehicle, should be usable.”
Category G vehicles have specific characteristics that let them traverse off-road terrain that would defeat and/or damage conventional road vehicles. In some cases, it would be safer for the driver to be able to manoeuvre the vehicle from outside. The proposal seeks to permit RCM for M1 and N1 vehicles designed to operate off-road, as confirmed throughout the period the function is in use.
Sources (3)
“have specific characteristics that enable them to achieve traction on, and to traverse over, off-road terrain that would defeat and/or damage conventional road vehicles.”
“In some cases, situations present themselves for which it would be safer for the driver to be able to manoeuvre the vehicle from outside.”
“This proposal seeks to permit remote manoeuvring capability for M1 and N1 vehicles designed to operate in an off-road location as confirmed throughout the whole period that the function is in use.”
Document trail
- 2018-11ProposalECE/TRANS/WP.29/GRVA/2019/8Proposal by the expert from the United Kingdom of Great Britain and Northern Ireland on Remote Control Manoeuvring (RCM)
- —Amended in sessionGRVA-02-08Amendments by the expert from the United Kingdom of Great Britain and Northern Ireland to ECE/TRANS/WP.29/GRVA/2019/8
- —Working party adoptsECE/TRANS/WP.29/GRVA/2GRVA session report, para. 56: GRVA adopted the RCM proposal as amended (Annex VII)
- 2019-07ProposalECE/TRANS/WP.29/GRVA/2019/19Proposal for Supplement 2 to the 03 series by the experts from France, Japan, Republic of Korea and Germany
- 2019-07ProposalECE/TRANS/WP.29/GRVA/2019/24Proposal by the experts from OICA and CLEPA for a lane change function with a two-step HMI
- 2019-07ProposalECE/TRANS/WP.29/GRVA/2019/20Proposal by the expert from the United Kingdom of Great Britain and Northern Ireland for amendments to Annex 6
- 2019-07ProposalECE/TRANS/WP.29/GRVA/2019/21Proposal by the expert from the United Kingdom of Great Britain and Northern Ireland on RCM, for review at the fourth session
- —Amended in sessionGRVA-04-47Consolidated proposal prepared by the secretariat from ECE/TRANS/WP.29/GRVA/2019/19, GRVA-04-09 and GRVA-04-46
- —Amended in sessionGRVA-04-29Proposal for amendments by the experts from OICA to ECE/TRANS/WP.29/GRVA/2019/20
- —Amended in sessionGRVA-04-43Amendments agreed during the fourth session of GRVA, the basis of Annex IV
- —Amended in sessionGRVA-04-19Amendments by the expert from the United Kingdom of Great Britain and Northern Ireland to ECE/TRANS/WP.29/GRVA/2019/21
- —Working party adoptsECE/TRANS/WP.29/GRVA/4Session report, paras. 33, 37, 40 and 43, with the adopted amendments in Annexes III, IV and V
- 2020-01Sent to WP.29ECE/TRANS/WP.29/2020/11Text that GRVA sent to WP.29 and AC.1
- 2020-03WP.29 adoptsECE/TRANS/WP.29/1151Adopted at the 180th session (session report, para. 126)
- 2020-09-25In forceC.N.484.2020.TREATIES-XI.B.16.79UN depositary notification
Q3Who is affected
Vehicle manufacturer
- Choose one means to initiate the lane change manoeuvre: automatically or by a second deliberate action, not both.
- If you use a second deliberate action, locate its control in the steering control area.
- If you fit RCM to M1 or N1 vehicles meeting Category G, make sure the system fulfils paragraph 5.7.1.
- Declare enabled or disabled safety related functions of paragraph 2.3.4. whose hardware and software are present at production.
Component supplier
- Make sure the lane change software meets the timing for the chosen means of initiation in paragraph 5.6.4.6.4.
- For RCM, make sure the connection between the remote-control device and the vehicle is secured and encrypted.
Technical service / Approval authority
- Update your lateral acceleration measurement: at least 100 Hz and a 0.5 Hz fourth order Butterworth filter.
- Add the lane crossing warning test of paragraph 3.2.5. for the vehicles that its title names.
- Discuss and agree the RCM evidence for paragraphs 5.7.1.13., 5.7.1.14., 5.7.1.15 and 5.7.1.17. with the manufacturer.
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ⓘ This report gives advice only. It is not legal or type-approval advice.
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