This report examines the regulatory status and timeline to approve Automated, Secure and Connected Cars in the world’s leading car markets.
What is the issue with today’s regulation for Autonomous Driving?
- As automotive and technology players race to develop and deploy higher vehicle autonomy to unlock enhanced safety in passenger cars and commercial vehicles, new revenues (pricing models of Lv.4, AMoD) and USPs, the slow amendment progress of regulation and the lack of harmonization create barriers for their commercialisation strategies
- Regulation needs to transition from driver-centric to Automated Driving Systems (ADS) to allow today’s Supervised driving (SAE Level 0-2) to shift to Conditionally (SAE Lv3) & Completely-Unsupervised driving; (Lv.4-5). But lack of regulatory standardization across major car markets will create regional hubs (aka “islands”, such as cities where technology is allowed) and require design variation from OEMs
- The vehicle automation mix is changing with the proliferation of Lv2 driving features. In 2020, Euro NCAP released the ratings of 10 Lv.2 / Highway Assist systems marking Audi’s Q8, BMW 3 and GLE “Very Good”.
- With the introduction of Lv.3 allowing Conditionally-Unsupervised driving and vehicles with different levels of autonomy co-existing on the road, clear safety requirements are needed in the form of standardized, international AD regulation which could mitigate scepticism of higher vehicle autonomy.
The transition from driver-centric regulation to Automated Driving Systems will allow the shift from Supervised driving to Conditionally (Lv3) & Completely-Unsupervised driving
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 in 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 progresses in Europe has approved Level 2 features as ACSF and unlock Lv3. Finally, the world’s largest car market in terms of sales, China, released in 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 the advantage in the commercialization of autonomous driving technology. This comes after China halted Autonomous Vehicle trials in 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 the “assistive” or “Supervised” ADAS / SAE Level 0-2, to “Conditionally” (SAE Level 3) & “Completely-Unsupervised” driving (Level 4-5) with or without driver controls, which are in the epicentre of regulatory developments because they will allow (limited to specific use cases or full) hands-off the steering wheel, eyes-off and eventually brain-off. In addition to approval and homologations, this framework also includes the transfer of liability from the driver to the ADS as well as issues around Automotive Cyber Security and V2V-V2I.
Levels of Automation based on SAE International’s new standard J3016
|SAE level||Definitions of levels||Driving
|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
|1||Driver Assistance||ACC, LKA,
|Human driver / system||Human
Assist, Cruise A.
|Self-parking, Remote Park||**System||Human
|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)|
Table & Contents
- Autonomous Driving regulation for SAE Lv.3 systems 4
- AD regulation: the gap between current and future technology vs regulation
- Inherent differences in regulatory process & race to autonomy raise concerns over the lack of harmonization of AD regulation
- How does regulation affect deployment? Favourable geographies for L3 deployment
- UNECE: The amendment of UN R79 vs a Horizontal regulation
- The amendment of the 1968 Vienna Convention on Road Traffic
- The amendment of UN R79 is the critical step towards self-steering systems that will unlock Level 3-4 deployment
- Automated Lane Keeping Systems (ALKS) regulation for Lv.3
- Three consequences arising from the delay of R79’s amendment
- European Autonomous Driving Forecast: L1-L4 car sales up to 2025
- Germany to lead AD deployment in Europe driven by supportive AD framework
- Level 3 automated driving to become legal in Germany from autumn 2017
- Review of Germany’s AD Ethical Guidelines
- Opportunities for the UK to compete as a global AD hub: innovation, testing, deployment
- Overview of the UK’s AD regulatory activity
- Flexible AD regulatory framework in USA but concerns over safety and harmonisation
- L3 deployment strategy in the U.S based on the regulatory landscape
- The USA has opened up the road to L3-5 with voluntary guidelines
- Assessment of USA AD policy: Guidelines (voluntary) vs Regulation (mandatory)
- Action to harmonise state law: LEAD’R Act & SELF-DRIVE Act
- China’s regulation for Intelligent and Connected Vehicles (ICVs)
- Status of AD regulation in China & roadmap for ICV standards
- Concerns over the regulatory action needed in China
- Japan’s AD regulatory status
- Summary of AD regulatory developments in other leading markets
- Asia, Asia-Pacific & North and South America
- Active Safety Regulation for ADAS L1-L2 & NCAP Lv2 rating 38
- The problem with driver distraction, confusion or misuse because of ADAS UX/UI
- UN GSRII mandates Active Safety equipment to tackle driver distraction
- EuroNCAP’s 2020 rating for Highway Assist / Lv.2 features
3. Data recording & liability in SAE Level 3-Conditional Automation 42
4. Automotive Cyber Security Regulation in major car markets 46
- The absence of regulatory mandates restricts the adoption and standardisation of Automotive Cyber Security solutions
- Automotive Cyber Security regulatory action in the USA
- UN regulation on Automotive Cyber Security coming Jan’21: European Union & Japan
- ISO/SAE 21434: a joint standard to harmonise Automotive Cyber Security
- What regulatory/legal action is needed to secure Connected Cars?
5. Vehicle-to-Everything V2X: V2V-V2I Regulation 57
- How could V2V and V2I communications help towards road safety?
- V2V isn’t a technical prerequisite for HAVs but can enhance their safety
- State of the art: V2V & V2I already on the road today
- V2V-V2I regulatory roadmap: UN, USA and China
- Security and privacy in DSRC-based V2V and V2I
- Insights on the regulatory activity for V2X with CTO of Autotalks
- V2X deployment status raises concerns over the lack of harmonization
- Learn how regulatory guidance for V2X will evolve in major markets
- Weighting in the debate between DSRC / ITS-G5 and C-V2X
- Understand which V2X-supported features will come to market first
- Winners from the installation of V2X sensors & infrastructure
6. Regulation for Artificial Intelligence in Automotive 69
- European Commission’s first attempt to regulate “high risk” AI applications
- Ethics regulations for AI: BMW Group and Continental