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Number of pages: 100 Number of tables and graphs: 50 (32+18) Word count: 40,000 Interview with CTO and co-founder of Autotalks on V2X regulation Format: PDF ALL PICTURES SHOWN ARE FOR ILLUSTRATION PURPOSES PRODUCT MAY VARY DUE TO PRODUCT ENHANCEMENT
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The lack of harmonization of Autonomous Driving regulation across major car markets remains the key roadblock to the deployment of L3-4.
Carmakers and developers of autonomous driving technology face compliance regulatory requirements that are different across major car markets. For example, for countries such as Japan, China, and the EU members that are signatories of the UNECE regulation, there is no framework for type approval of Level 4.
SAE Lv.4-Full automation describes the scenario where drivers can completely hand over vehicle control and monitoring to the Automated Driving System for specific driving scenarios under the Operational Design Domain of the systems, e.g. Lv.4-Parking Valet parking or L4.-Driving Cruising Chauffeur.
Until today, the only vehicles allowed to operate in Lv.4 Autonomous Driving are robotaxis from Waymo and others. In private car ownership, the highest level of autonomous driving available in the market is Level 3-Conditional Automation.
After almost 3 years in the making, the amendment of UNECE Reg. No.79-Steering Equipment will allow Level 3 in countries adopting the new rules called “Automated Lane Keeping System”.
The ALKS regulation is set to apply to 60 countries including the UK, Japan, and EU member states from January 2021, to enable the safe introduction of ‘Level 3’ automation features in certain traffic environments.
UN regulations manage pre-sale Type Approval, i.e. the Regulation sets out clear performance-based requirements that must be met by car manufacturers before ALKS-equipped vehicles can be sold within countries mandating the Regulation.
“UNECE’s Automated Lane Keeping System regulation is applicable for LEVEL 3, for low-speed (60 km/h) highway-only”
We see Europe and Japan benefiting from the changes in regulation due to the combination of technological capabilities in Level 3 from their domestic carmakers and the favorable political framework to remove roadblocks and establish their respective markets as key innovation hubs.
Admissibility of automated driving functions depends on the driving and monitoring tasks, i.e. driver engagement, which can be derived by (or inferred by) the level of vehicle automation (SAE J3016 or BASt).
2016-17 saw a shift in the focus of regulation from approving pilots and testing of technologies falling under SAE Level 3/4 to discussion for amendments or event action to enable deployment of Level 3 on public roads. The most evident example was the amendment of the German Road Traffic Act which allows Level 3 from Sep’17, once these systems are type-approved by UNECE regulations.
Meanwhile, the amendment of Regulation No.79 has progressed in Europe to approve Level 3 features under ALKS.
Finally, the world’s largest car market in terms of sales, China, released April 2019, national regulations on-road tests for Autonomous Vehicles as a part of a broader drive to excel in the development of the technology and gain an advantage in the commercialization of autonomous driving technology. This comes after China halted Autonomous Vehicle trials on public roads until relevant standards for Intelligent Connected Vehicles (ICVs) come to force.
We expect regulatory action to accelerate in the remainder of 2020 as key car markets boost their efforts to lead the global Autonomous Vehicle scene -but also guarantee safe and secure deployment.
In this report, we define Autonomous Driving regulation as the regulatory and legal developments regarding the transition from a ‘’driver-centric’’ regulation, which includes
Levels of Automation based on SAE International’s new standard J3016
SAE level | Definitions of levels | Driving
features* |
Parking features* | Braking/accel. & steering | Monitoring the road | Ultimate back-up | System capabilities |
0 | No automation | BSM, FCW, LDW, TSR, NV | Park Distance Control | Human
driver |
Human
driver |
Human driver | N/A |
1 | Driver Assistance | ACC, LKA,
AEB |
Park
Assist |
Human driver / system | Human
driver |
Human driver | Some
modes |
2 | Partial-automation | Traffic Jam
Assist, Cruise A. |
Self-parking, Remote Park | **System | Human
driver |
Human driver | Some |
3 | Conditional-automation | Traffic Jam Pilot, Highway Pilot | Auto Learning Parking Pilot | System | System | Human driver | Some |
4 | High | Confined Highway | Valet parking | System | System | System | Some |
5 | Full | Autonomous Journey (incl. D+P) | System | System | System | All modes |
Source: SAE International, OEMs, Auto2x / *Examples of features / **System=Automated Driving System (ADS) |
Upcoming regulatory & market requirements push for the expansion of monitoring from drivers to occupants & drive holistic cabin sensing
By mid-2022, all motor vehicles (incl. trucks, buses, vans and sport utility vehicles) in the EU will have to be equipped with Driver Monitoring Systems to mitigate drowsiness and distraction. The regulations will apply 30 months after entry into force with a longer application date provided for a limited number of features in order to allow OEMs to adapt their production to the new requirements.
Over the next decade, as transportation progresses from Connected and Partially-Automated to Highly and Fully-automated, Smart and Shared Mobility, the addition of new sensors and ECUs, new architecture, more Connected devices and V2X will significantly enlarge the vehicle ‘’attack surface”. Identifying, mitigating and responding to cyber threats will not only be paramount for physical road and vehicle safety but also a prerequisite for the transition towards self-driving cars.
ALKS will also need to comply with cyber-security and software update requirements set out in two other new U.N. regulations. In more detail, two new regulations on automotive cybersecurity and software updates to establish clear performance and audit requirements for OEMs are coming into effect in Jan’21.
The 1st is the “UN Regulation on Cybersecurity and Cyber Security Management Systems” and the 2nd the “UN Regulation on Software Updates & Software Updates Management Systems”.