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자율주행 정책 및 규제, 자동차 시장 참가(2025-2026년)
Global Autonomous Driving Policies & Regulations and Automotive Market Access Research Report, 2025-2026
상품코드 : 1907923
리서치사 : ResearchInChina
발행일 : 2026년 01월
페이지 정보 : 영문 750 Pages
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한글목차

현재 국내 시장의 성장 둔화에 따라 자동차 수출이 새로운 동향이 되고 있습니다. China Association of Automobile Manufacturers(CAAM)의 데이터에 따르면, 2025년 1월-11월 중국의 자동차 총 수출 대수는 634만 3,000대에 달했고, 전년 동기 대비 18.7% 증가했으며, 연간에서는 사상 최고의 700만 대에 이를 전망입니다. 이 가운데 신에너지차(NEV)의 수출은 231만 5,000대로 전년대비 102.9% 증가, 11월 단월에서는 약 30만 대와 전년 동월 대비 약 2.6배의 성장을 나타내며 강력한 성장세가 확인되었습니다.

반면 중국의 자동차 제조업체는 국외 공장 건설을 가속화하고 있습니다. 예를 들어 Geely, Changan, BYD, Xpeng, Chery, Great Wall 등의 브랜드는 현지 브랜드와의 합작 기업 설립과 기술 협력을 통해 현지 생산 프로젝트를 전개하고 있습니다. 2025년 가동 예정인 국외 공장의 계획 생산 능력은 단독으로 120만 대를 넘습니다.

따라서 주요 자동차 제조업체와 공급업체의 경우 각국의 자율주행 정책 및 규제와 자동차 시장 진입 정책의 분석이 중요한 초점이 되고 있습니다. 국제규격화기관이 책정한 정책에 따르면 세계의 자율주행 규제는 주로 기본 규격, 안전 규격, 지능형 드라이빙 기능 규격, 시험 시나리오 규격 등을 포함합니다. 게다가 시장 지향 기관이 개발한 기술 규격도 존재하고 법적 구속력은 없는 한편, 자율주행차에 필요한 통신, 네트워크 및 안전성에 관한 중요한 기술적 틀을 제공합니다.

L3 및 L4 자율주행의 규격 및 규제는 지속적으로 개량되고 있습니다.

운전 권한이 인간에서 시스템으로 이행하는 중요한 분수령으로서 L3 자율주행(조건부운전자동화)의 노상 운용 계획은 세계 자동차 업계와 규제 당국에 있어서 핵심적인 과제가 되고 있습니다. 2025년 이후 중국, EU, 미국, 일본 등 주요 경제권에서는 L3 자율주행에 관한 규제 정비, 기술 실장, 상업 파일럿의 추진이 가속화되고 있습니다.

현재, 자율주행차의 노상 이용을 추진하고 있는 국가들은 모두 L3 자율주행에 초점을 맞추고 있으며, L4 자율주행 시스템의 탑재는 아직 행해지고 있지 않습니다. 일본과 독일은 L3 자율주행의 노상 이용 규제 및 추진에 있어 주도적인 입장에 있습니다. 자동차 제조업체 중에서는 Mercedes-Benz가 L3 자율주행차 투입에 가장 적극적입니다. 한편 중국의 L3 자율주행 규제는 상대적으로 늦어져 L3 자율주행차의 노상 이용을 방해하고 있습니다.

또한 L3 자율주행에 관한 완전히 통일된 국제법은 세계에 존재하지 않습니다. 그러나 UN World Forum for Harmonization of Vehicle Regulations(UN/WP.29)의 주도로 책정된 관련 규제, 예를 들어 Framework on Automated/Autonomous and Connected Vehicles, UN R157 - Automated Lane Keeping Systems(ALKS), UN R155 - Cyber Security and Cyber System 등이 주요 세계의 자동차 시장에서 채용 및 조정되는 기본 틀이 되고 있습니다.

이 보고서는 세계의 자동차 시장에 대한 조사 분석을 통해 각 지역의 자율주행 규제와 정책 및 시장 진입에 대한 정보를 제공합니다.

목차

제1장 세계 및 중국의 자율주행 관련 조직, 기관 및 주요 규제

제2장 세계 및 중국의 L2-L4 자율주행 개발 계획 및 주요 규제

제3장 세계 및 중국의 주요 자율주행 제품 및 기술 규제 레이아웃

제4장 유럽의 자율주행 규제 및 자동차 시장에 대한 액세스

제5장 동아시아 및 동남아시아의 자동차 시장 및 액세스

제6장 중앙아시아, 중동, SAARC의 자동차 시장 및 액세스

제7장 아메리카의 자동차 시장 및 액세스

제8장 기타 지역의 자동차 시장 및 액세스

AJY
영문 목차

영문목차

Research on Intelligent Driving Regulations and Market Access: New Energy Vehicle Exports Double, and "Region-Specific Policies" Adapt to Regulatory Requirements of Various Countries in A Refined Manner.

Currently, with the slowdown in domestic market growth, automobile exports have become a hot trend. According to data from the China Association of Automobile Manufacturers (CAAM), from January to November 2025, China's total automobile exports reached 6.343 million units, a year-on-year increase of 18.7%, and is expected to hit a historic high of 7 million units for the full year, of which new energy vehicle (NEV) exports totaled 2.315 million units, a year-on-year surge of 102.9%, with NEV exports alone reaching approximately 300,000 units in November, a year-on-year increase of about 2.6 times, demonstrating robust growth momentum.

Meanwhile, Chinese automakers are accelerating overseas factory construction. For example, brands such as Geely, Changan, BYD, Xpeng, Chery, and Great Wall are deploying local production projects by way of joint venture establishment and technological cooperation with local brands. The planned production capacity of their overseas factories put into operation in 2025 alone exceeds 1.2 million units.

Therefore, analyzing global autonomous driving policies & regulations and automotive market access policies of various countries has become a key focus for major automakers and suppliers. According to policies formulated by international standardization organizations, global autonomous driving regulations mainly include basic, safety, intelligent driving function, test scenario, and other standards. In addition, there are technical standards developed by market-oriented institutions, which, although not legally binding, provide a key technical framework for communication, network, and safety required by autonomous vehicles.

Safety Standards Based on UN WP.29/ISO/SAE Standards

Global autonomous driving safety standards are divided into four categories:

The global vehicle functional safety standard system revolves around the international standard ISO 26262, and on this basis, forms a multi-level standard and regulatory framework combined with regulations of various countries. Currently, three main models are adopted globally to promote the application of regulations: ISO 26262 regulations (e.g., EU); national standards based on ISO 26262 (e.g., China); and ISO 26262 as a recommended standard (e.g., US).

The safety of the intended functionality (SOTIF) of road vehicles aims to address safety risks caused by insufficient intended functions of vehicles or limitations in implementation methods. It is mainly applicable to advanced driver assistance systems (ADAS) that rely on complex sensors and algorithms for situational awareness and have significant safety impacts, such as automatic emergency braking, lane keeping assist, and adaptive cruise control, as well as L1-L5 autonomous driving functions. International standards include ISO/PAS 21448:2022 "Road Vehicles - Safety of the Intended Functionality" and UN R157. According to the plan of ISO/TC22/SC32/WG8 (the working group responsible for the SOTIF standard), in the future ISO 21448 will evolve around four major directions: "universality, AI adaptation, technological integration, and scenario improvement".

The international regulatory system for automotive cybersecurity has formed a framework centered on UN WP.29 regulations and supported by standards such as ISO/SAE 21434. UN R155 (Cybersecurity Management System) and UN R156 (Software Update Management System) are key regulations, implemented in 54 contracting parties. China aligns with them through the GB 44495 standard but with stricter requirements. GB 44495-2024 "Technical Requirements for Vehicle Cybersecurity" is China's first mandatory national standard for vehicle cybersecurity, to be implemented in 2026. It requires automakers to establish a full-lifecycle cybersecurity management system and strengthen data localization and encryption requirements.

Similar to vehicle cybersecurity, the international regulatory system for automotive data security is based on key regulations formulated by UN WP.29, with countries/regions supplementing and improving according to their own regulatory needs, forming a pattern of "international framework + regional adaptation". UN R155 and UN R156 are international key standards for global vehicle cybersecurity, serving as the "access threshold" for intelligent connected vehicles to enter the EU market. For example, Chinese automakers such as BYD and Xpeng must obtain UN R155/R156 certification to enter the EU market.

Standards and Regulations for L3/L4 Autonomous Driving Keep Improving

As a key watershed for the transfer of driving rights from humans to systems, the planning for on-road use of L3 autonomous driving (conditional driving automation) has become a core issue for the global automotive industry and regulatory authorities. Since 2025, major economies such as China, the EU, the US, and Japan have accelerated the improvement of regulations, technological implementation, and commercial pilots for L3 autonomous driving.

Globally, all countries currently promoting on-road use of autonomous vehicles focus on L3 autonomous driving, with no involvement of L4 autonomous driving systems yet; Japan and Germany are in leading positions in on-road use regulations for L3 autonomous driving and promotion; among automakers, Mercedes-Benz is the most radical in launching L3 autonomous vehicles; China's L3 autonomous driving regulations are relatively lagging, hindering on-road use of L3 autonomous vehicles.

In addition, there is no fully unified international law for L3 autonomous driving globally. However, relevant regulations formulated under the leadership of the UN World Forum for Harmonization of Vehicle Regulations (UN/WP.29) have become the basic framework adopted and coordinated by major global automotive markets, such as the Framework on Automated/Autonomous and Connected Vehicles, UN Regulation No. 157 (UN R157) - Automated Lane Keeping Systems (ALKS), and UN Regulation No. 155 (UN R155) - Cyber Security and Cyber Security Management System.

In China, the implementation of L3 autonomous driving achieved a milestone breakthrough at the end of 2025, with two L3 production models approved for on-road use. BAIC Arcfox aS (L3 version) and Changan Deepal SL03 will pilot on-road use on designated highways and expressways in Beijing and Chongqing respectively, marking the entry of L3 autonomous driving into the stage of regulatory implementation -> pilot promotion -> commercial exploration.

In 2026, it is planned to realize large-scale commercialization of L3 autonomous driving, focusing on promoting "vehicle-road-cloud integration" (roadside units + vehicle perception + cloud computing), reducing the system's reliance on single-vehicle intelligence, and improving adaptability to complex scenarios. Currently, there is no dedicated national law on autonomous driving, but ministerial regulations, local legislation, and access pilots have provided legal space for limited commercial exploration of L3 autonomous driving, with restrictions mainly reflected in strict scenario constraints and liability definition.

In addition, global L4 autonomous driving is still in the stage of fixed-road testing and operation. There are global regulations defining L4 autonomous driving, and regional countries have issued their own guiding regulations, but the implementation rules and standards have not yet formed a system, and are formulated with typical functions as test priorities.

US L4 autonomous driving regulations present a two-tier system of "federal framework leadership + state-level differentiated implementation". At the federal level, policy guidelines clarify basic principles, while at the state level, specific rules are formulated according to local needs.

China's L4 autonomous driving regulatory system has formed a two-tier structure of national top-level design + local pilot exploration, covering core links such as access management, on-road use, safety assurance, and liability determination. It aims to balance technological innovation and safety regulations, promote the transition of L4 autonomous driving from testing to large-scale application. It is in a leading position globally.

With Region-Specific Policies" for Refined Adaptation, Global Automotive Market Access Regulations Focus on Environmental Protection and Safety

The main automotive market access management models globally are divided into the "self-certification" represented by the US and the "type approval" system represented by the EU, Japan, etc.

The US adopts a combination of self-certification and strict post-supervision, with parallel management of automotive product access divided into two parts: safety and environmental protection:

In terms of safety, it is managed by the US Department of Transportation's National Highway Traffic Safety Administration (DOT/NHTSA), implementing DOT certification, which is a complete enterprise self-certification model. The government does not conduct pre-approval but implements strict post-supervision and random inspections.

In terms of environmental protection, it is managed by the US Environmental Protection Agency (EPA) with EPA certification, which is in the form of government approval but incorporates a large number of self-certification elements.

In addition, California has independent CARB certification with stricter emission standards than federal regulations. The core feature of this model is that enterprises are fully responsible for their own products, and the government conducts tough post-supervision through a strict product recall system.

During Trump's two terms, US automotive industry regulations and policies have gradually strengthened the "US local production" friendly system. Meanwhile, NEV incentives have been terminated early, California's ban on fuel-powered vehicles has been revoked, and NEVs have been excluded from the CAFE fuel consumption evaluation system, with industrial policies shifting rapidly towards pragmatism and stability.

The EU, Japan, South Korea, and most ASEAN countries generally adopt a mandatory type approval system, where vehicles must be tested by government-designated or authorized technical service institutions and approved by government authorities before sale.

EU: The core is the Whole Vehicle Type Approval (WVTA), requiring vehicles to meet approximately 60 EU directives or regulations covering safety, environmental protection, energy efficiency, etc. After passing, they can circulate in all EU member states. Its management system also includes component E-mark certification, strict REACH regulations (chemical management), new battery regulations (requiring carbon footprint statements, battery passports, etc.), and End-of-Life Vehicle (ELV) directives.

Japan: After October 2022, Japan officially passed an act to achieve mutual recognition of some items with EU certification. This means that the Japan's previous mandatory requirement for safety, emission, fuel consumption, and noise tests in Japan's whole vehicle type testing to be conducted by institutions designated by the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) is no longer mandatory, and instead can be replaced by EU-certified E-mark certification.

South Korea: It basically adopts the US model and experience, managing the safety and environmental protection of automotive products separately. Different government departments formulate and implement corresponding technical regulatory systems in accordance with legal authorizations, and conduct product certification and approval for automotive products according to technical regulations. In terms of safety, automotive products must comply with the Korean Motor Vehicle Safety Standards (KMVSS), and some components also need to pass mandatory KC certification.

ASEAN countries: There are significant differences in systems among countries. Thailand implements a "dual-track system" where UN ECE standards and Thai Industrial Standards Institute (TISI) run in parallel; Malaysia, Indonesia and Vietnam among others mainly adopt the Whole Vehicle Type Approval (VTA) system based on ECE regulations or national standards.

Table of Contents

1 Global/China Autonomous Driving Organizations/Institutions and Major Regulations

2 Global/China L2-L4 Autonomous Driving Development Planning and Major Regulations

02 Series of Amendments to UN Regulation No. 171

01 Series of Amendments to UN Regulation No. 157 - Automated Lane Keeping Systems (ALKS) (1)

01 Series of Amendments to UN Regulation No. 157 - Automated Lane Keeping Systems (ALKS) (2)

3 Global/Chinese Major Autonomous Driving Products and Technical Regulation Layout

4 European Autonomous Driving Regulations and Automotive Market Access

5 Automotive Market in and Access to East Asia/Southeast Asia

6 Automotive Market in and Access to Central Asia/Middle East/SAARC

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