Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at: http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html

UN Regulation No 152 – Uniform provisions concerning the approval of motor vehicles with regard to the Advanced Emergency Braking System (AEBS) for M1 and N1 vehicles [2020/1597]

Incorporating all valid text up to:

Supplement 1 to the 01 series of amendments – Date of entry into force: 3 January 2021

This document is meant purely as documentation tool. The authentic and legally binding texts are:

— ECE/TRANS/WP.29/2019/61

— ECE/TRANS/WP.29/2020/10 and

— ECE/TRANS/WP.29/2020/69

CONTENTS

REGULATION

1. Scope

2. Definitions

3. Application for approval

4. Approval

5. Specifications

6. Test procedure

7. Modification of vehicle type and extension of approval

8. Conformity of production

9. Penalties for non-conformity of production

10. Production definitively discontinued

11. Names and addresses of the Technical Services responsible for conducting approval tests and of Type Approval Authorities

ANNEXES

1 Communication

2 Arrangement of approval markings

3 Special requirements to be applied to the safety aspects of electronic control systems

Introduction

The intention of this Regulation is to establish uniform provisions for Advanced Emergency Braking Systems (AEBS) fitted to motor vehicles of the Categories M1 and N1 primarily used within urban driving conditions.

The system shall automatically detect a potential forward collision, provide the driver with an appropriate warning and activate the vehicle braking system to decelerate the vehicle with the purpose of avoiding or mitigating the severity of a collision in the event that the driver does not respond to the warning.

In the case of a failure in the system, the safe operation of the vehicle shall not be endangered.

During any action taken by the system, the driver can, at any time through a conscious action, e.g. by a steering action or an accelerator kick-down, take control and override the system.

This Regulation cannot cover all the traffic conditions and infrastructure features in the type-approval process; this Regulation recognises that the performances required in this Regulation cannot be achieved in all conditions (vehicle condition, road adhesion, weather conditions, deteriorated road infrastructure and traffic scenarios etc. may affect the system performances). Actual conditions and features in the real world should not result in false warnings or false braking to the extent that they encourage the driver to switch the system off.

This Regulation is an ‘if-fitted’ regulation. It shall not prevent contracting parties from mandating the fitting of AEBS approved in accordance to this Regulation.

1. SCOPE

This Regulation applies to the approval of vehicles of Category M1 and N1 (1) with regard to an on-board system to

(a) Avoid or mitigate the severity of a rear-end in lane collision with a passenger car,

(b) Avoid or mitigate the severity of an impact with a pedestrian.

2. DEFINITIONS

For the purposes of this Regulation:

2.1. ‘Advanced Emergency Braking System (AEBS)’ means a system which can automatically detect an imminent forward collision and activate the vehicle braking system to decelerate the vehicle with the purpose of avoiding or mitigating a collision.

2.2. ‘Emergency Braking’ means a braking demand emitted by the AEBS to the service braking system of the vehicle.

2.3. ‘Collision Warning‘ means a warning emitted by the AEBS to the driver when the AEBS has detected a potential forward collision.

2.4. ‘Vehicle Type with Regard to its Advanced Emergency Braking System’ means a category of vehicles which do not differ in such essential aspects as: (a) Vehicle features which significantly influence the performances of the Advanced Emergency Braking System; (b) The type and design of the Advanced Emergency Braking System.

2.5. ‘Subject Vehicle’ means the vehicle being tested.

2.6. ‘Soft Target’ means a target that will suffer minimum damage and cause minimum damage to the subject vehicle in the event of a collision.

2.7. ‘Vehicle Target’ means a target that represents a vehicle

2.8. ‘Pedestrian Target’ means a soft target that represents a pedestrian

2.9. ‘Common Space’ means an area on which two or more information functions (e.g. symbol) may be displayed, but not simultaneously.

2.10. ‘Self-Check’ means an integrated function that checks for a system failure on a continuous basis at least while the system is active.

2.11. ‘Time to Collision (TTC)’ means the value of time obtained by dividing the longitudinal distance (in the direction of travel of the subject vehicle) between the subject vehicle and the target by the longitudinal relative speed of the subject vehicle and the target, at any instant in time.

2.12. ‘Dry road’ means a road with a nominal peak braking coefficient of 0,9

2.13. ‘Peak braking coefficient (PBC)’: means the measure of tyre to road surface friction based on the maximum deceleration of a rolling tyre.

2.14. ‘Calibration’ means the process of setting a measurement system's response so that its output agrees with a range of reference signals.

2.15. ‘Mass of a vehicle in running order’ means the mass of an unladen vehicle with bodywork, including coolant, oils, 90 per cent of fuel, 100 per cent of other liquids, driver (75 kg) but except used waters, tools, spare wheel.

2.16. ‘Unladen vehicle’ means the mass in running order with an additional mass of maximum 125 kg. This additional mass includes the measuring equipment and a possible second person on the front seat who is responsible for noting the results.

2.17. ‘Laden vehicle’ means, except where otherwise stated, a vehicle so laden as to attain its ‘maximum mass’.

2.18. ‘Maximum mass’ means the maximum mass stated by the vehicle manufacturer to be technically permissible (this mass may be higher than the ‘permissible maximum mass’ laid down by the national administration).

3. APPLICATION FOR APPROVAL

3.1. The application for approval of a vehicle type with regard to the Advanced Emergency Braking System shall be submitted by the vehicle manufacturer or by his authorised representative.

3.2. It shall be accompanied by the documents mentioned below in triplicate:

3.2.1. A description of the vehicle type with regard to the items mentioned in paragraph 2.4, together with a documentation package which gives access to the basic design of the AEBS and the means by which it is linked to other vehicle systems or by which it directly controls output variables. The numbers and/or symbols identifying the vehicle type shall be specified.

3.3. A vehicle representative of the vehicle type to be approved shall be submitted to the Technical Service conducting the approval tests.

4. APPROVAL

4.1. If the vehicle type submitted for approval pursuant to this Regulation meets the requirements of paragraph 5 below, approval of that vehicle shall be granted.

4.2. An approval number shall be assigned to each type approved; its first two digits (at present 00 corresponding to the 00 series of amendments) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party shall not assign the same number to the same vehicle type equipped with another type of AEBS, or to another vehicle type.

4.3. Notice of approval or of refusal or withdrawal of approval pursuant to this Regulation shall be communicated to the Contracting Parties to the Agreement which apply this Regulation by means of a form conforming to the model in Annex 1 and documentation supplied by the applicant being in a format not exceeding A4 (210 × 297mm), or folded to that format, and on an appropriate scale or electronic format.

4.4. There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation, an international approval mark conforming to the model described in Annex 2, consisting of:

4.4.1. A circle surrounding the Letter ‘E’ followed by the distinguishing number of the country which has granted approval; ( 2 )

4.4.2. The number of this Regulation, followed by the Letter ‘R’, a dash and the approval number to the right of the circle prescribed in paragraph 4.4.1 above.

4.5. If the vehicle conforms to a vehicle type approved under one or more other Regulations, annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.4.1 above need not be repeated; in such a case, the Regulation and approval numbers and the additional symbols shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1 above.

4.6. The approval mark shall be clearly legible and be indelible.

4.7. The approval mark shall be placed close to or on the vehicle data plate.

5. SPECIFICATIONS

5.1. General requirements

5.1.1. Any vehicle fitted with an AEBS complying with the definition of paragraph 2.1 above shall meet the performance requirements contained in paragraphs 5.1 to 5.6.2 of this Regulation, shall meet the requirements of UN Regulation No 13-H in its 01 series of amendments for vehicles of Category M 1 and N 1 or UN Regulation No 13 in its 11 series of amendments for vehicles of Category N 1 and shall be equipped with an anti-lock braking function in accordance with the performance requirements of Annex 6 to UN Regulation No 13-H in its 01 series of amendments or of Annex 13 to UN Regulation No 13 in its 11 series of amendments.

5.1.2. The effectiveness of AEBS shall not be adversely affected by magnetic or electrical fields. This shall be demonstrated by fulfilling the technical requirements and respecting the transitional provisions of UN Regulation No 10 05 series of amendments.

5.1.3. Conformity with the safety aspects of electronic control systems shall be shown by meeting the requirements of Annex 3.

5.1.4. Warnings In addition to the collision warnings described in paragraphs 5.2.1.1 and 5.2.2.1, the system shall provide the driver with appropriate warning(s) as below:

5.1.4.1. A failure warning when there is a failure in the AEBS that prevents the requirements of this Regulation of being met. The warning shall be as specified in paragraph 5.5.4.

5.1.4.1.1. There shall not be an appreciable time interval between each AEBS self-check, and subsequently there shall not be a delay in illuminating the warning signal, in the case of an electrically detectable failure.

5.1.4.1.2. If the system has not been calibrated after a cumulative driving time of 15 seconds above a speed of 10km/h, information of this status shall be indicated to the driver. This information shall exist until the system has been successfully calibrated.

5.1.4.2. A deactivation warning, if the vehicle is equipped with a means to manually deactivate the AEBS, shall be given when the system is deactivated. This shall be as specified in paragraph 5.4.2.

5.1.4.3. Upon detection of any non-electrical failure condition (e.g. sensor blindness or sensor misalignment), the warning signal as defined in paragraph 5.1.4.1 shall be illuminated.

5.1.5. Emergency braking Subject to the provisions of paragraphs 5.3.1 and 5.3.2, the system shall provide emergency braking interventions described in paragraphs 5.2.1.2 and 5.2.2.2 having the purpose of significantly decreasing the speed of the subject vehicle.

5.1.6. False reaction avoidance The system shall be designed to minimise the generation of collision warning signals and to avoid autonomous braking in situations where the driver would not recognise an impending collision. This shall be demonstrated in the assessment carried out under Annex 3 of this Regulation for the scenarios listed in its Appendix 2.

5.2. Specific Requirements

5.2.1. Car to car scenario

5.2.1.1. Collision warning When a collision with a preceding vehicle of Category M1, in the same lane with a relative speed above that speed up to which the subject vehicle is able to avoid the collision, can be anticipated 0,8 seconds ahead of an emergency braking, the collision warning shall be as specified in paragraph 5.5.1, and shall be provided at the latest 0,8 seconds before the start of emergency braking. However, in case the collision cannot be anticipated 0,8 seconds ahead of an emergency braking, the collision warning shall be issued immediately after the detection. The collision warning may be aborted if the conditions prevailing a collision are no longer present.

5.2.1.2. Emergency braking When the system has detected the possibility of an imminent collision, there shall be a braking demand of at least 5,0 m/s2 to the service braking system of the vehicle. The emergency braking may be aborted if the conditions prevailing a collision are no longer present. This shall be tested in accordance with paragraphs 6.4 and 6.5 of this Regulation.

5.2.1.3. Speed The system shall be active at least within the vehicle speed range between 10 km/h and 60 km/h and at all vehicle load conditions, unless manually deactivated as per paragraph 5.4.

5.2.1.4. Speed reduction by braking demand When the system is activated, the AEBS shall be able to achieve the maximum relative impact speed as shown in the following table: (a) for collisions with constantly travelling or stationary targets; (b) on dry roads; (c) in laden and unladen conditions; (d) in situations where the vehicle longitudinal centre planes are displaced by not more than 0,2 m; and/or (e) in ambient illumination conditions of at least 1 000 lux. It is recognised that the performances required in this table may not be fully achieved in other conditions than those listed above. However, the system shall not deactivate or drastically change the control strategy in these other conditions. This shall be demonstrated in accordance with Annex 3 of this Regulation. Maximum relative Impact Speed (km/h) for M1 vehicles Relative Speed (km/h) Stationary Moving Laden Unladen Laden Unladen 10 0,00 0,00 0,00 0,00 15 0,00 0,00 0,00 0,00 20 0,00 0,00 0,00 0,00 25 0,00 0,00 0,00 0,00 30 0,00 0,00 0,00 0,00 35 0,00 0,00 0,00 0,00 40 0,00 0,00 0,00 0,00 42 10,00 0,00 - 0,00 45 15,00 15,00 - - 50 25,00 25,00 - - 55 30,00 30,00 - - 60 35,00 35,00 - - Maximum relative Impact Speed (km/h) for N1 vehicles (*1) Relative Speed (km/h) Stationary/Moving Maximum mass Mass in running order 10 0,00 0,00 15 0,00 0,00 20 0,00 0,00 25 0,00 0,00 30 0,00 0,00 32 0,00 0,00 35 0,00 0,00 38 0,00 0,00 40 10,00 0,00 42 15,00 0,00 45 20,00 15,00 50 30,00 25,00 55 35,00 30,00 60 40,00 35,00

5.2.2. Car to pedestrian scenario

5.2.2.1. Collision warning When the AEBS has detected the possibility of a collision with a pedestrian crossing the road at a constant speed of 5 km/h. a collision warning shall be provided as specified in paragraph 5.5.1 and shall be provided no later than the start of emergency braking intervention. The collision warning may be aborted if the conditions prevailing a collision are no longer present.

5.2.2.2. Emergency braking When the system has detected the possibility of an imminent collision. there shall be a braking demand of at least 5,0 m/s2 to the service braking system of the vehicle. The emergency braking may be aborted if the conditions prevailing a collision are no longer present This shall be tested in accordance with paragraph 6.6 of this Regulation.

5.2.2.3. Speed The system shall be active at least within the vehicle speed range between 20 km/h and 60 km/h and at all vehicle load conditions. unless manually deactivated as per paragraph 5.4.

5.2.2.4. Speed reduction by braking demand When the system is activated. the AEBS shall be able to achieve the maximum relative impact speed as shown in the following table: (a) with crossing pedestrians with a lateral speed component of not more than 5 km/h; (b) on dry roads; (c) in laden and unladen conditions; (d) in situations where the vehicle longitudinal centre planes are displaced by not more than 0,2 m; and/or (e) in ambient illumination conditions of at least 2 000 Lux. It is recognised that the performances required in this table may not be fully achieved in other conditions than those listed above. However the system shall not deactivate or drastically change the control strategy in these other conditions. This shall be demonstrated in accordance with Annex 3 of this Regulation. Maximum Impact Speed (km/h) for M1 vehicles (*2) Subject vehicle speed (km/h) Maximum mass Mass in running order 20 0,00 0,00 25 0,00 0,00 30 0,00 0,00 35 0,00 0,00 40 0,00 0,00 42 10,00 0,00 45 15,00 15,00 50 25,00 25,00 55 30,00 30,00 60 35,00 35,00 Maximum Impact Speed (km/h) for N1 vehicles (*3) Subject vehicle speed (km/h) Maximum mass Mass in running order 20 0,00 0,00 25 0,00 0,00 30 0,00 0,00 35 0,00 0,00 40 10,00 0,00 42 15,00 0,00 45 20,00 15,00 50 30,00 25,00 55 35,00 30,00 60 40,00 35,00

5.3. Interruption by the Driver

5.3.1. The AEBS shall provide the means for the driver to interrupt the collision warning and the emergency braking.

5.3.2. In both cases above. this interruption may be initiated by any positive action (e.g. kick-down. operating the direction indicator control) that indicates that the driver is aware of the emergency situation. The vehicle manufacturer shall provide a list of these positive actions to the technical service at the time of type approval and it shall be annexed to the test report.

5.4. Manual deactivation

5.4.1. When a vehicle is equipped with a means to manually deactivate the AEBS function. the following conditions shall apply as appropriate:

5.4.1.1 The AEBS function shall be automatically reinstated at the initiation of each new ignition cycle.

5.4.1.2. The AEBS control shall be designed a in such a way that manual deactivation shall not be possible with less than two deliberate actions.

5.4.1.3. The AEBS control shall be installed so as to comply with the relevant requirements and transitional provisions of UN Regulation No 121 in its 01 series of amendments or any later series of amendments.

5.4.1.4. It shall not be possible to deactivate the AEBS at a speed above 10 km/h.

5.4.2. When the vehicle is equipped with a means to automatically deactivate the AEBS function, for instance in situations such as off-road use, being towed, being operated on a dynamometer, being operated in a washing plant, in case of a non-detectable misalignment of sensors, the following conditions shall apply as appropriate:

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

5.4.2.2. The AEBS function shall be automatically reactivated as soon as the conditions that led to the automatic deactivation are not present anymore.

5.4.3. A constant optical warning signal shall inform the driver that the AEBS function has been deactivated. The yellow warning signal specified in paragraph 5.5.4 below may be used for this purpose.

5.5. Warning Indication

5.5.1. The collision warning referred to in paragraphs 5.2.1.1 and 5.2.2.1 shall be provided by at least two modes selected from acoustic, haptic or optical.

5.5.2. A description of the warning indication and the sequence in which the collision warning signals are presented to the driver shall be provided by the vehicle manufacturer at the time of type-approval and recorded in the test report.

5.5.3. Where an optical means is used as part of the collision warning. the optical signal may be the flashing of the failure warning signal specified in paragraph 5.5.4.

5.5.4. The failure warning referred to in paragraph 5.1.4.1 shall be a constant yellow optical warning signal.

5.5.5. Each AEBS optical warning signal shall be activated either when the ignition (start) switch is turned to the ‘on’ (run) position or when the ignition (start) switch is in a position between the ‘on’ (run) and ‘start’ that is designated by the manufacturer as a check position (initial system (power-on)). This requirement does not apply to warning signals shown in a common space.

5.5.6. The optical warning signals shall be visible even by daylight; the satisfactory condition of the signals must be easily verifiable by the driver from the driver's seat.

5.5.7. When the driver is provided with an optical warning signal to indicate that the AEBS is temporarily not available, for example due to inclement weather conditions, the signal shall be constant and yellow in colour. The failure warning signal specified in paragraph 5.5.4 above may be used for this purpose.

5.6. Provisions for the Periodic Technical Inspection

5.6.1. At a Periodic Technical Inspection, it shall be possible to confirm the correct operational status of the AEBS by a visible observation of the failure warning signal status. following a ‘power-ON’ and any bulb check. In the case of the failure warning signal being in a common space. the common space must be observed to be functional prior to the failure warning signal status check.

5.6.2. At the time of type approval, the means to protect against simple unauthorised modification of the operation of the failure warning signal chosen by the manufacturer shall be confidentially outlined. Alternatively, this protection requirement is fulfilled when a secondary means of checking the correct operational status of the AEBS is available.

6. TEST PROCEDURE

6.1. Test conditions

6.1.1. The test shall be performed on a flat. dry concrete or asphalt surface affording good adhesion.

6.1.1.1. The road test surface shall have a nominal ( 3 ) peak braking coefficient (PBC) of 0,9. unless otherwise specified. when measured using either:

6.1.1.2. The American Society for Testing and Materials (ASTM) E1136 standard reference test tyre. in accordance with ASTM Method E1337‐90. at a speed of 40 mph; or

6.1.1.3. The k-test method specified in Appendix 2 to Annex 6 of UN Regulation No 13-H.

6.1.1.4. The test surface has a consistent slope between level and 1 per cent.

6.1.2. The ambient temperature shall be between 0 °C and 45 °C.

6.1.3. The horizontal visibility range shall allow the target to be observed throughout the test.

6.1.4 The tests shall be performed when there is no wind liable to affect the results.

6.1.5. Natural ambient illumination must be homogeneous in the test area and in excess of 1 000 lux in the case of car to car scenario as stipulated in paragraph 5.2.1 and of 2 000 lux in the case of car to pedestrian scenario as stipulated in paragraph 5.2.2. It should be ensured that testing is not performed whilst driving towards, or away from the sun at a low angle.

6.2. Vehicle Conditions

6.2.1. Test Weight The vehicle shall be tested in at least the unladen and laden conditions. The load distribution shall be according to the manufacturer’s recommendation. No alteration shall be made once the test procedure has begun.

6.2.2. Pre-Test Conditioning

6.2.2.1. If requested by the vehicle manufacturer. The vehicle can be driven a maximum of 100 km on a mixture of urban and rural roads with other traffic and roadside furniture to calibrate the sensor system. The vehicle can undergo a sequence of brake activations in order to ensure the service brake system is bedded in prior to the test.

6.2.2.2. Details of the pre-test condition strategy requested by the vehicle manufacturer shall be identified and recorded in the vehicle type approval documentation.

6.3. Test Targets

6.3.1. The target used for the vehicle detection tests shall be a regular high volume series production passenger car of Category M 1 AA saloon. or alternatively a ‘soft target’ representative of such a vehicle in terms of its identification characteristics applicable to the sensor system of the AEBS under test according to ISO 19206-1:2018. The reference point for the location of the vehicle shall be the most rearward point on the centreline of the vehicle.

6.3.2. The targets used for the pedestrian detection tests shall be a ‘soft target’ and be representative of the human attributes applicable to the sensor system of the AEBS under test according to ISO 19206-2:2018.

6.3.3. Details that enable the target(s) to be specifically identified and reproduced shall be recorded in the vehicle type approval documentation.

6.4. Warning and Activation Test with a Stationary Vehicle Target

6.4.1. The subject vehicle shall approach the stationary target in a straight line for at least two seconds prior to the functional part of the test with a subject vehicle to target centreline offset of not more than 0,2 m. Tests shall be conducted with a vehicle travelling at 20, 42 and 60 km/h (with a tolerance of +0/-2 km/h). If this is deemed justified. the technical service may test any other speeds within the speed range as defined in paragraph 5.2.1.3. The functional part of the test shall start when the subject vehicle is travelling at a constant speed and is at a distance corresponding to a Time To Collision (TTC) of at least 4 seconds from the target. From the start of the functional part until the point of collision there shall be no adjustment to any control of the subject vehicle by the driver other than slight adjustments to the steering control to counteract any drifting.

6.4.2. The timing for the collision warning modes referred to in paragraph 5.5.1 shall comply with the provisions of paragraph 5.2.1.1.

6.5. Warning and Activation Test with a Moving Vehicle Target

6.5.1. The subject vehicle and the moving target shall travel in a straight line, in the same direction, for at least two seconds prior to the functional part of the test. with a subject vehicle to target centreline offset of not more than 0,2 m. Tests shall be conducted with a vehicle travelling at 30 and 60 km/h and target travelling at 20 km/h (with a tolerance of +0/-2 km/h for both the subject and the target vehicles). If this is deemed justified, the Technical Service may test any other speeds for subject vehicle and target vehicle within the speed range as defined in paragraph 5.2.1.3. The functional part of the test shall start when the subject vehicle is travelling at a constant speed and is at a distance corresponding to a TTC of at least 4 seconds from the target. From the start of the functional part of the test until the subject vehicle comes to a speed equal to that of the target there shall be no adjustment to any subject vehicle control by the driver other than slight steering adjustments to counteract any drifting.

6.5.2. The timing for the collision warning modes referred to in paragraph 5.5.1 above shall comply with the provisions of paragraph 5.2.1.1.

6.6. Warning and Activation Test with a Pedestrian Target

6.6.1. The subject vehicle shall approach the impact point with the pedestrian target in a straight line for at least two seconds prior to the functional part of the test with a subject vehicle to impact point centreline offset of not more than 0,1 m. The functional part of the test shall start when the subject vehicle is travelling at a constant speed and is at a distance corresponding to a TTC of at least 4 seconds from the collision point. The pedestrian target shall travel in a straight line perpendicular to the subject vehicle’s direction of travel at a constant speed of 5 km/h ± 0,2 km/h, starting not before the functional part of the test has started. The pedestrian target’s positioning shall be coordinated with the subject vehicle in such a way that the impact point of the pedestrian target on the front of the subject vehicle is on the longitudinal centreline of the subject vehicle. with a tolerance of not more than 0,1 m if the subject vehicle would remain at the prescribed test speed throughout the functional part of the test and does not brake. Tests shall be conducted with a vehicle travelling at 20, 30 and 60 km/h (with a tolerance of +0/-2 km/h). The technical service may test any other speeds within the speed range as defined in paragraphs 5.2.2.3 and 5.2.2.4. From the start of the functional part until the subject vehicle has avoided the collision or the subject vehicle has passed the impact point with the pedestrian target there shall be no adjustment to any control of the subject vehicle by the driver other than slight adjustments to the steering control to counteract any drifting. The test prescribed above shall be carried out with a 6-year old child pedestrian ‘soft target’ defined in 6.3.2.

6.6.2. The timing for the collision warning modes referred to in paragraph 5.5.1 above shall comply with the provisions of paragraph 5.2.2.1.

6.7. (reserved)

6.8. Failure Detection Test

6.8.1 Simulate an electrical failure, for example, by disconnecting the power source to any AEBS component or disconnecting any electrical connection between AEBS components. When simulating an AEBS failure. neither the electrical connections for the driver warning signal of paragraph 5.5.4 above nor the optional manual AEBS deactivation control of paragraph 5.4 shall be disconnected.

6.8.2. The failure warning signal mentioned in paragraph 5.5.4 above shall be activated and remain activated not later than 10 s after the vehicle has been driven at a speed greater than 10 km/h and be reactivated immediately after a subsequent ignition ‘off’ ignition ‘on’ cycle with the vehicle stationary as long as the simulated failure exists.

6.9. Deactivation Test

6.9.1. For vehicles equipped with means to deactivate the AEBS, turn the ignition (start) switch to the ‘on’ (run) position and deactivate the AEBS. The warning signal mentioned in paragraph 5.4.2 above shall be activated. Turn the ignition (start) switch to the ‘off’ position. Again, turn the ignition (start) switch to the ‘on’ (run) position and verify that the previously activated warning signal is not reactivated, thereby indicating that the AEBS has been reinstated as specified in paragraph 5.4.1 above. If the ignition system is activated by means of a ‘key’, the above requirement shall be fulfilled without removing the key.

6.10. Robustness of the system

6.10.1. Any of the above test scenarios, where a scenario describes one test setup at one subject vehicle speed at one load condition of one category (Car to Car, Car to Pedestrian), shall be performed two times. If one of the two test runs fails to meet the required performance, the test may be repeated once. A test scenario shall be accounted as passed if the required performance is met in two test runs. The number of failed tests runs within one category shall not exceed: (a) 10 per cent of the performed test runs for the Car to Car tests; and (b) 10 per cent of the performed test runs for the Car to Pedestrian tests.

6.10.2. The root cause of any failed test run shall be analysed together with the Technical Service and annexed to the test report. If the root cause cannot be linked to a deviation in the test setup, the technical service may test any other speeds within the speed range as defined in paragraphs 5.2.1.3, 5.2.1.4, 5.2.2.3 or 5.2.2.4 as relevant.

6.10.3. During the assessment as per Annex 3, the manufacturer shall demonstrate, via appropriate documentation, that the system is capable of reliably delivering the required performances.

7. MODIFICATION OF VEHICLE TYPE AND EXTENSION OF APPROVAL

7.1. Every modification of the vehicle type as defined in paragraph 2.4 above shall be notified to the Type Approval Authority which approved the vehicle type. The Type Approval Authority may then either:

7.1.1. Consider that the modifications made do not have an adverse effect on the conditions of the granting of the approval and grant an extension of approval;

7.1.2. Consider that the modifications made affect the conditions of the granting of the approval and require further tests or additional checks before granting an extension of approval.

7.2. Confirmation or refusal of approval. specifying the alterations. shall be communicated by the procedure specified in paragraph 4.3 above to the Contracting Parties to the Agreement which apply this Regulation.

7.3. The Type Approval Authority shall inform the other Contracting Parties of the extension by means of the communication form which appears in Annex 1 to this Regulation. It shall assign a serial number to each extension to be known as the extension number.

8. CONFORMITY OF PRODUCTION

8.1. Procedures concerning conformity of production shall comply with those set out in the 1958 Agreement, Schedule 1 (E/ECE/TRANS/505/Rev.3) and meet the following requirements:

8.2. A vehicle approved pursuant to this Regulation shall be so manufactured as to conform to the type approved by meeting the requirements of paragraph 5 above;

8.3. The Type Approval Authority which has granted approval may at any time verify the conformity of control methods applicable to each production unit. The normal frequency of such inspections shall be once every two years.

9. PENALTIES FOR NON‐CONFORMITY OF PRODUCTION

9.1. The approval granted in respect of a vehicle type pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 8, above are not complied with.

9.2. If a Contracting Party withdraws an approval it had previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation by sending them a communication form conforming to the model in Annex 1 to this Regulation.

10. PRODUCTION DEFINITIVELY DISCONTINUED

If the holder of the approval completely ceases to manufacture a type of vehicle approved in accordance with this Regulation, he shall so inform the Type Approval Authority which granted the approval, which in turn shall forthwith inform the other Contracting Parties to the Agreement applying this Regulation by means of a communication form conforming to the model in Annex 1 to this Regulation.

11. NAMES AND ADDRESSES OF THE TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS AND OF TYPE APPROVAL AUTHORITIES

The Contracting Parties to the Agreement applying this Regulation shall communicate to the United Nations Secretariat (4) the names and addresses of the Technical Services responsible for conducting approval tests and of the Type Approval Authorities which grant approval and to which forms certifying approval or extension or refusal or withdrawal of approval are to be sent.

12. TRANSITIONAL PROVISIONS

12.1. As from the official date of entry into force of the 01 series of amendments, no Contracting Party applying this Regulation shall refuse to grant or refuse to accept type approvals under this Regulation as amended by the 01 series of amendments.

12.2. As from 1 May 2024, Contracting Parties applying this Regulation shall not be obliged to accept type approvals to the original version of this Regulation, first issued after 1 May 2024.

12.3. Until 1 May 2026, Contracting Parties applying this Regulation shall accept type approvals to the original version of this Regulation, first issued before 1 May 2024.

12.4. As from 1 May 2026, Contracting Parties applying this Regulation shall not be obliged to accept type approvals issued to the original version of this Regulation.

12.5. Notwithstanding paragraph 12.4, Contracting Parties applying this Regulation shall continue to accept type approvals issued according to the original version of this Regulation, for vehicles which are not affected by the changes introduced by the 01 Series of amendments..

12.6. Contracting Parties applying this Regulation shall not refuse to grant type approvals according to any preceding series of amendments to this Regulation or extensions thereof.

(1) As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document ECE/TRANS/WP.29/78/Rev.6, para. 2 - www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html

(2) The distinguishing numbers of the Contracting Parties to the 1958 Agreement are reproduced in Annex 3 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), document ECE/TRANS/WP.29/78/Rev.6.

(*1) For relative speeds between the listed values (e.g. 53 km/h), the maximum relative impact speed (i.e. 35/30 km/h) assigned to the next higher relative speed (i.e. 55 km/h) shall apply.

For masses above the mass in running order, the maximum relative impact speed assigned to the maximum mass shall apply.

(*2) For relative speeds between the listed values (e.g. 53 km/h), the maximum relative impact speed (i.e. 30/30 km/h) assigned to the next higher relative speed (i.e. 55 km/h) shall apply.

For masses above the mass in running order, the maximum relative impact speed assigned to the maximum mass shall apply.

(*3) For subject vehicle speeds between the listed values (e.g. 53 km/h), the maximum impact speed (i.e. 35/30 km/h) assigned to the next higher subject vehicle speed (i.e. 55 km/h) shall apply.

For masses above the mass in running order, the maximum relative impact speed assigned to the maximum mass shall apply.

(3) The ‘nominal’ value is understood as being the theoretical target value.

(4) The UNECE secretariat provides the online platform (‘/343 Application’) for exchange of such information with the secretariat: https://www.unece.org/trans/main/wp29/datasharing.html