UN R79 Supplement 3 (03 series) · UNECE Regulation No. 79 (ECE R79) — Uniform provisions concerning the approval of vehicles with regard to steering equipment.
UN R79 — Supplement 3 to the 03 series of amendments
Supplement 2 → 3
- What changed
- New paragraph 5.1.6.1.2.3. covers vehicles of categories M2 and M3 equipped with an LDWS fulfilling the technical requirements of Regulation No. 130. For them, a haptic warning may replace the acoustic warning signal of paragraphs 5.1.6.1.2.1. and 5.1.6.1.2.2., if not solely given through the steering wheel.
- The system information data must now cover inputs other than lane markings that the system uses to reliably determine the course of the lane.
- In the Annex 8 hands-on test, the test is repeated between Vsmax – 20 km/h and Vsmax - 10 km/h or 130 km/h whichever is lower. This repeated test may now be stopped upon the start of the optical warning.
- Why
- Most long-distance coaches on the market give an optical and a haptic warning, to avoid alerting passengers with an acoustic signal.
- The new data item is aimed at clarifying that alternative inputs are allowed; listing the inputs used will make the design more transparent.
- The high-speed hands-on test of the warning cascade needs a track of more than 2 km. The system must already show compliance with the warning cascade in the low-speed test.
Q1What changed13 changes
Haptic warning for vehicles of categories M2 and M3 with an LDWS (para. 5.1.6.1.2.3.)
New paragraph 5.1.6.1.2.3. covers vehicles of categories M2 and M3 with a Lane Departure Warning System (LDWS) fulfilling the technical requirements of Regulation No. 130. For these vehicles, the acoustic warning signal specified in paragraphs 5.1.6.1.2.1. and 5.1.6.1.2.2. may be replaced by a haptic warning. This is allowed only if the haptic warning is not solely given through the steering wheel.
Warning test for CSF (Annex 8, para. 3.1.1.1.)
The warning test for CSF records the duration of the CSF interventions and of the optical and acoustic or haptic warning signal, as relevant. Before this supplement, the text read “the optical and acoustic warning signals”. In three test requirements, “acoustic” warning now reads “acoustic or haptic” warning, “as relevant”. The text now writes “10s” and “30s” instead of “10 s” and “30 s”, and “Type Approval Authority” now reads “type approval authority”. The time values do not change.
System information data: inputs other than lane markings (para. 5.6.2.3.1.3.)
Paragraph 5.6.2.3.1. lists data to give the Technical Service at the time of type approval, together with the documentation package required in Annex 6. New item 5.6.2.3.1.3. adds information about inputs other than lane markings that the system uses to reliably determine the course of the lane. The examples are road boundaries, infrastructural separation, surrounding traffic and map data.
Automatic deactivation of the direction indicator (para. 5.6.4.6.7.)
The direction indicator must remain active throughout the whole period of the lane change manoeuvre. The system must automatically deactivate it no later than 0.5 seconds after ACSF of Category B1 lane keeping function resumes (see paragraph 5.6.4.6.6.). Automatic deactivation by the system is now required only if two conditions are met. The lane change manoeuvre is initiated automatically, and the direction indicator control is not fully engaged (latched position) during the lane change manoeuvre. Before this supplement, it was required only if the lane change manoeuvre was initiated automatically.
Transition test; hands-on test (Annex 8, paras. 3.2.4.1. and 3.2.4.2.)
The hands-on test is repeated with a vehicle test speed between Vsmax – 20 km/h and Vsmax - 10 km/h or 130 km/h whichever is lower. This repeated test may now be stopped upon the start of the optical warning. In the test requirements, the optical warning signal requirement now applies “During both tests”. The acoustic warning signal requirement and the ACSF deactivation requirement now apply “During the lower speed test”. Before this supplement, these requirements did not name a test.
Q2Why it changed
- Proposed by
- Expert from the European Association for Electromobility; experts from the International Organization of Motor Vehicle Manufacturers and the European Association of Automotive Suppliers
- Working party
- GRVA, fifth session (February 2020)
Reasons
Most long-distance coaches on the market give an optical and a haptic warning, to avoid alerting passengers with an acoustic signal. To follow the LDWS warning philosophy in long-distance coaches, the CSF warning should be allowed a haptic signal as an alternative to the acoustic one.
Sources (2)
“The current situation on the market is that most of long-distance coaches provide an optical and a haptic warning, in order to avoid alerting passengers with an acoustic signal.”
“To follow the current philosophy of LDWS warning in long distance coaches, the warning of such CSF function should be allowed to use haptic signal as an alternative to the acoustic one”
This alternative should be limited to vehicles equipped with an LDWS fulfilling UN Regulation No. 130 requirements. To prevent the risk of a driver misusing the system by driving hands-off, the haptic warning cannot be solely given through the steering wheel.
Sources (2)
“This alternative should be limited to the vehicles equipped with an LDWS fulfilling UN Regulation No. 130 requirements.”
“in order to prevent risks that of a driver misusing the system by driving hands-off, a requirement is added to specify that the haptic warning cannot be solely given via the steering wheel”
Using inputs other than lane markings where lane markings cannot be detected is not in contradiction with any requirements of this Regulation. The new paragraph is aimed at clarifying that the use of alternative inputs is allowed. A list of the inputs used, given with the system information data, will make the design more transparent.
Sources (2)
“Using other inputs than lane markings in situations where lane markings cannot be detected is not in contradiction with any requirements of this Regulation”
“The new paragraph is aimed at clarifying that the use of alternative inputs is allowed and providing a list of the inputs used with the system information data will make the design more transparent.”
The proposal makes sure that expected behaviour is consistent between vehicles with and without ACSF of Category C systems. Having fully engaged the direction indicator, the driver would expect to manually deactivate it upon completion of the lane change.
Sources (2)
“This proposal ensures consistency in expected behaviour between vehicles with and without ACSF of Category C systems.”
“Having fully engaged the direction indicator, the driver would expect to manually deactivate the direction indicator upon completion of the lane change.”
The hands-on test at low and high speed aims to confirm robust hands-off detection across the entire speed range. At high speed, the test of the warning cascade leading to deactivation requires a track length of more than 2 km. The system must already show compliance with the warning cascade in the low-speed test. It is therefore proposed to stop the high-speed test after the system has given the optical warning.
Sources (3)
“The aim of performing the hands-on test at low and high speed is to confirm the robust hands-off detection across the entire speed range.”
“The test at high speed of the subsequent warning cascade leading to deactivation of the system requires a track length of more than 2 km”
“Since the system already required to demonstrate compliance with regard to the warning cascade when performing the test at low speed, it is proposed to stop the high-speed test after the system has given the optical warning”
Document trail
- 2019-11ProposalECE/TRANS/WP.29/GRVA/2020/9Proposal by the expert from the European Association for Electromobility
- 2019-11ProposalECE/TRANS/WP.29/GRVA/2020/10Proposal by the experts from OICA and CLEPA on ACSF of Category B
- 2019-11ProposalECE/TRANS/WP.29/GRVA/2020/11Proposal by the experts from OICA and CLEPA on the corrective steering function
- —Amended in sessionGRVA-05-09-Rev.3Amendments to ECE/TRANS/WP.29/GRVA/2020/9 by the expert from AVERE, for the 5th GRVA session
- —Working party adoptsECE/TRANS/WP.29/GRVA/5Session report, paras. 45, 46 and 52, and Annex IV
- 2020-04Sent to WP.29ECE/TRANS/WP.29/2020/67Text that GRVA sent to WP.29 and AC.1
- 2020-06WP.29 adoptsAdopted at the 181st session
- 2021-01-03In forceC.N.26.2021.TREATIES-XI.B.16.79UN depositary notification
Q3Who is affected
Vehicle manufacturer
- If you use a haptic warning under paragraph 5.1.6.1.2.3., make sure it is not solely given through the steering wheel.
- Make sure the system information data lists inputs, other than lane markings, used to reliably determine the lane's course.
Component supplier
- No direct action for this role.
Technical service / Approval authority
- In the Annex 8 CSF warning test, be ready to record the duration of a haptic warning signal, as relevant.
- Check that the system information data includes the inputs other than lane markings under paragraph 5.6.2.3.1.3.
- Update your Annex 8 hands-on test: the repeated test may be stopped upon the start of the optical warning.
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ⓘ This report gives advice only. It is not legal or type-approval advice.
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