Fra 1. januar 2023 blir EU L3-vennlige(re).

[Motorwatt]

Fra 1. januar blir det tillat med hastigheter opp til 130 km/t, automatisk filskifte etc. Dette fjerner kritikken til Mercedes L3-system som bare hadde 60 km/t utenom tettbygde strøk.

Nå er man altså godt i gang med L3 i Europa, så da blir spørsmålet hvem som er klare til å være med.

https://unece.org/sustainable-development/press/un-regulation-extends-automated-driving-130-kmh-certain-conditions

Her er den maskinoversatte versjonen:

https://unece-org.translate.goog/sustainable-development/press/un-regulation-extends-automated-driving-130-kmh-certain-conditions?_x_tr_sl=en&_x_tr_tl=no&_x_tr_hl=no

[Motorwatt]

Her kravene som stilles:

The following list of issues and principles will guide discussions and activities on automated/autonomous vehicles within WP.29 and each of its relevant subsidiary Working Parties. The aim is to capture the shared interests and concerns of regulatory authorities, provide the general parameters for work, and to provide common definitions and guidance.
The following is a list of common principles with brief descriptions and explanation. It is expected these would form the basis for further development.

a) System Safety: When in the automated mode, the automated/autonomous vehicle should be free of unreasonable safety risks to the driver and other road users and ensure compliance with road traffic regulations;

b) Failsafe Response: The automated/autonomous vehicles should be able to detect its failures or when the conditions for the [ODD/OD] are not met anymore. In such a case the vehicle should be able to transition automatically (minimum risk manoeuvre) to a minimal risk condition;

c) Human Machine Interface (HMI) /Operator information: Automated/ autonomous vehicle should include driver engagement monitoring in cases where drivers could be involved (e.g. take over requests) in the driving task to assess driver awareness and readiness to perform the full driving task. The vehicle should request the driver to hand over the driving tasks in case that the driver needs to regain a proper control of the vehicle. In addition, automated vehicle should allow interaction with other road users (e.g. by means of external HMI on operational status of the vehicle, etc.);

d) Object Event Detection and Response (OEDR): The automated/autonomous vehicles shall be able to detect and respond to object/events that may be reasonably expected in the [ODD/OD];

e) Operational Design Domain (ODD/OD)] (automated mode): For the assessment of the vehicle safety, the vehicle manufacturers should document the OD available on their vehicles and the functionality of the vehicle within the prescribed OD. The OD should describe the specific conditions under which the automated vehicle is intended to drive in the automated mode. The OD should include the following information at a minimum: roadway types; geographic area; speed range; environmental conditions (weather as well as day/night time); and other domain constraints;

f) Validation for System Safety: Vehicle manufacturers should demonstrate a robust design and validation process based on a systems-engineering approach with the goal of designing automated driving systems free of unreasonable safety risks and ensuring compliance with road traffic regulations and the principles listed in this document. Design and validation methods should include a hazard analysis and safety risk assessment for Automated Driving System (ADS), for the OEDR, but also for the overall vehicle design into which it is being integrated and when applicable, for the broader transportation ecosystem. Design and validation methods should demonstrate the behavioural competencies an Automated/autonomous vehicle would be expected to perform during a normal operation, the performance during crash avoidance situations and the performance of fall back strategies. Test approaches may include a combination of simulation, test track and on road testing;
 
g) Cybersecurity: The automated/autonomous vehicle should be protected against cyber-attacks in accordance with established best practices for cyber vehicle physical systems. Vehicles manufacturers shall demonstrate how they incorporated vehicle cybersecurity considerations into ADSs, including all actions, changes, design choices, analyses and associated testing, and ensure that data is traceable within a robust document version control environment;

h) Software Updates: Vehicle manufacturers should ensure system updates occur as needed in a safe and secured way and provide for after-market repairs and modifications as needed;

i) Event data recorder (EDR) and Data Storage System for Automated Driving vehicles (DSSAD): The automated/autonomous vehicles should have the function that collects and records the necessary data related to the system status, occurrence of malfunctions, degradations or failures in a way that can be used to establish the cause of any crash and to identify the status of the automated/autonomous driving system and the status of the driver. The identification of differences between EDR and DSSAD to be determined.
Additional issues not listed in the currently agreed WP29 priorities

j) Vehicle maintenance and inspection: Vehicle safety of in-use vehicles should be ensured through measures such as related to maintenance and the inspection of automated vehicles etc. Additionally, vehicle manufacturers are encouraged to have documentation available that facilitates the maintenance and repair of ADSs after a crash. Such documentation would likely identify the equipment and the processes necessary to ensure safe operation of the automated/autonomous vehicle after repair;

k) Consumer Education and Training: Vehicle manufacturers should develop, document and maintain employee, dealer, distributor, and consumer education and training programs to address the anticipated differences in the use and operation of automated vehicles from those of conventional vehicles;

l) Crashworthiness and Compatibility: Given that a mix of automated/autonomous vehicles and conventional vehicles will be operating on public roadways, automated/autonomous vehicle occupants should be protected against crashes with other vehicles;

m) Post-crash AV behaviour: Automated/autonomous vehicles should be able to return to a safe state immediately after being involved in a crash. Things such as shutting off the fuel pump, removing motive power, moving the vehicle to a safe position off the roadway, disengaging electrical power, and other relevant actions should be considered. A communication with an operations canter, collision notification canter, or vehicle communications technology should be used.

[Otkristo]

Så da får vi se om Tesla er interessert i å søke om lisens for Level 3 da det foreløpig er kun Tyskland som har adoptert endringen. Usikker hvor langt frempå norske myndigheter er.

[Motorwatt]

Contracting partners:

https://treaties.un.org/Pages/ViewDetails.aspx?src=TREATY&mtdsg_no=XI-B-16-157&chapter=11&clang=_en

[CorsoDante]

Her kravene som stilles:

The following list of issues and principles will guide discussions and activities on automated/autonomous vehicles within WP.29 and each of its relevant subsidiary Working Parties. The aim is to capture the shared interests and concerns of regulatory authorities, provide the general parameters for work, and to provide common definitions and guidance.
The following is a list of common principles with brief descriptions and explanation. It is expected these would form the basis for further development.

a) System Safety: When in the automated mode, the automated/autonomous vehicle should be free of unreasonable safety risks to the driver and other road users and ensure compliance with road traffic regulations;

b) Failsafe Response: The automated/autonomous vehicles should be able to detect its failures or when the conditions for the [ODD/OD] are not met anymore. In such a case the vehicle should be able to transition automatically (minimum risk manoeuvre) to a minimal risk condition;

c) Human Machine Interface (HMI) /Operator information: Automated/ autonomous vehicle should include driver engagement monitoring in cases where drivers could be involved (e.g. take over requests) in the driving task to assess driver awareness and readiness to perform the full driving task. The vehicle should request the driver to hand over the driving tasks in case that the driver needs to regain a proper control of the vehicle. In addition, automated vehicle should allow interaction with other road users (e.g. by means of external HMI on operational status of the vehicle, etc.);

d) Object Event Detection and Response (OEDR): The automated/autonomous vehicles shall be able to detect and respond to object/events that may be reasonably expected in the [ODD/OD];

e) Operational Design Domain (ODD/OD)] (automated mode): For the assessment of the vehicle safety, the vehicle manufacturers should document the OD available on their vehicles and the functionality of the vehicle within the prescribed OD. The OD should describe the specific conditions under which the automated vehicle is intended to drive in the automated mode. The OD should include the following information at a minimum: roadway types; geographic area; speed range; environmental conditions (weather as well as day/night time); and other domain constraints;

f) Validation for System Safety: Vehicle manufacturers should demonstrate a robust design and validation process based on a systems-engineering approach with the goal of designing automated driving systems free of unreasonable safety risks and ensuring compliance with road traffic regulations and the principles listed in this document. Design and validation methods should include a hazard analysis and safety risk assessment for Automated Driving System (ADS), for the OEDR, but also for the overall vehicle design into which it is being integrated and when applicable, for the broader transportation ecosystem. Design and validation methods should demonstrate the behavioural competencies an Automated/autonomous vehicle would be expected to perform during a normal operation, the performance during crash avoidance situations and the performance of fall back strategies. Test approaches may include a combination of simulation, test track and on road testing;
 
g) Cybersecurity: The automated/autonomous vehicle should be protected against cyber-attacks in accordance with established best practices for cyber vehicle physical systems. Vehicles manufacturers shall demonstrate how they incorporated vehicle cybersecurity considerations into ADSs, including all actions, changes, design choices, analyses and associated testing, and ensure that data is traceable within a robust document version control environment;

h) Software Updates: Vehicle manufacturers should ensure system updates occur as needed in a safe and secured way and provide for after-market repairs and modifications as needed;

i) Event data recorder (EDR) and Data Storage System for Automated Driving vehicles (DSSAD): The automated/autonomous vehicles should have the function that collects and records the necessary data related to the system status, occurrence of malfunctions, degradations or failures in a way that can be used to establish the cause of any crash and to identify the status of the automated/autonomous driving system and the status of the driver. The identification of differences between EDR and DSSAD to be determined.
Additional issues not listed in the currently agreed WP29 priorities

j) Vehicle maintenance and inspection: Vehicle safety of in-use vehicles should be ensured through measures such as related to maintenance and the inspection of automated vehicles etc. Additionally, vehicle manufacturers are encouraged to have documentation available that facilitates the maintenance and repair of ADSs after a crash. Such documentation would likely identify the equipment and the processes necessary to ensure safe operation of the automated/autonomous vehicle after repair;

k) Consumer Education and Training: Vehicle manufacturers should develop, document and maintain employee, dealer, distributor, and consumer education and training programs to address the anticipated differences in the use and operation of automated vehicles from those of conventional vehicles;

l) Crashworthiness and Compatibility: Given that a mix of automated/autonomous vehicles and conventional vehicles will be operating on public roadways, automated/autonomous vehicle occupants should be protected against crashes with other vehicles;

m) Post-crash AV behaviour: Automated/autonomous vehicles should be able to return to a safe state immediately after being involved in a crash. Things such as shutting off the fuel pump, removing motive power, moving the vehicle to a safe position off the roadway, disengaging electrical power, and other relevant actions should be considered. A communication with an operations canter, collision notification canter, or vehicle communications technology should be used.

Mye should, men antar det er en minimums-standard.

Noen som har gjort en kryssjekk rundt hvordan Teslas kapabilitet/systemer står seg ift. disse kravene (eksempelvis på en TM3 (med radar...)?