ISO TR 20545-2017 Intelligent transport systems - Vehicle roadway warning and control systems - Report on standardisation for vehicle automated driving systems .pdf

1、 ISO 2017 Intelligent transport systems Vehicle/roadway warning and control systems Report on standardisation for vehicle automated driving systems (RoVAS)/Beyond driver assistance systems Systmes intelligents de transport Systmes dalerte et de commandes des vhicules/chausses Rapport sur la normalis

2、ation des systmes de conduite automatise des vhicules (RoVAS)/systmes daide la conduite TECHNICAL REPORT ISO/TR 20545 Reference number ISO/TR 20545:2017(E) First edition 2017-07 ISO/TR 20545:2017(E)ii ISO 2017 All rights reserved COPYRIGHT PROTECTED DOCUMENT ISO 2017, Published in Switzerland All ri

3、ghts reserved. Unless otherwise specified, no part of this publication may be reproduced or utilized otherwise in any form or by any means, electronic or mechanical, including photocopying, or posting on the internet or an intranet, without prior written permission. Permission can be requested from

4、either ISO at the address below or ISOs member body in the country of the requester. ISO copyright office Ch. de Blandonnet 8 CP 401 CH-1214 Vernier, Geneva, Switzerland Tel. +41 22 749 01 11 Fax +41 22 749 09 47 copyrightiso.org www.iso.org ISO/TR 20545:2017(E)Foreword iv Introduction v 1 Scope . 1

5、 2 Normative references 1 3 T erms and definitions . 1 4 Extracting potential areas for standardization 1 4.1 Principles . 1 4.1.1 General 1 4.1.2 Issues based on architectures 1 4.1.3 Issues based on activities . 3 4.1.4 Other important issues for automated driving systems 3 4.2 Proposal of standar

6、dization items . 3 4.2.1 Classification . 3 4.2.2 Common items . 4 4.2.3 Basic functional requirements . 4 4.2.4 Other items . 6 5 Approach to standardization . 7 5.1 Standards organizations . 7 5.2 Priority . 7 Annex A (informative) Related activities on standards for automated driving systems 8 An

7、nex B (informative) Mapping and table of potential standardization items 11 Annex C (informative) Example of helpful potential standardized items in 4.2.4 .15 ISO 2017 All rights reserved iii Contents Page ISO/TR 20545:2017(E) Foreword ISO (the International Organization for Standardization) is a wo

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14、html. This document was prepared by Technical Committee ISO/TC 204, Intelligent transport systems.iv ISO 2017 All rights reserved ISO/TR 20545:2017(E) Introduction In recent years, rapid progresses of sensing and computational technologies have promoted research and development on automated driving

15、systems. Some systems have already been commercialized and have begun to be installed in production vehicles. Standardization activities for automated driving systems have been advanced as well. Amid ongoing practical implementation of the systems, standardization for automated driving systems shoul

16、d be stimulated. In the future, various automated driving systems will be increasingly introduced in the automotive industry. For appropriate usage of these systems by general users, it is important for us to make a distinction between a vehicles functions and the drivers role to avoid confusion. Th

17、erefore, several International Standards should be established that can be shared widely. However, from current perspective, it seems to be not clear which items should be standardized. Nevertheless, since more advanced systems for automated driving systems will be introduced in the near future, sta

18、ndardization will widely consider and assess candidates for standardization to ensure covering not only the functions of an automated driving system itself, but also contributing or enabling issues for each system. Therefore, this document outlines potential standardization areas and items and marsh

19、al them in a systematic manner to distinguish potential standardization for various automated vehicle systems. It is also intended to cover the need for standardization on the usage of automated driving systems in a heterogeneous traffic condition (where not all vehicles are automated). This documen

20、t does neither determine the area of standardization body, where the work should be performed, nor the recommendation of specific standardization. Therefore, this document outlines potential standardization areas and items and marshal them in a systematic manner to distinguish potential standardizat

21、ion for various automated vehicle systems. It is also intended to cover the need for standardization on the usage of automated driving systems in a heterogeneous traffic condition (where not all vehicles are automated). This document determines neither the area of standardization body, where the wor

22、k should be performed, nor the recommendation of specific standardization. This document also does not exert any influence on standardization activities in ISO/TC 204 regardless of past works and present works. This document should be helpful for those who consider and/or develop standards for autom

23、ated driving systems. Use case of this document may be as follows; to share common perceptions of standardization, to clarify perspectives of standardization, to take standardization items, to estimate coverages and priorities of items, and to consider feature of technologies or products. ISO 2017 A

24、ll rights reserved v Intelligent transport systems Vehicle/roadway warning and control systems Report on standardisation for vehicle automated driving systems (RoVAS)/Beyond driver assistance systems 1 Scope This document provides the results of consideration on potential areas and items of standard

25、ization for automated driving systems. In this document, automated driving systems are defined as systems that control longitudinal and lateral motions of the vehicle at the same time. Potential standardization areas and items are widely extracted and marshalled in a systematic manner to distinguish

26、 potential standardization for various automated vehicle systems. When, what, and by whom the standardization activities are actually done are discussed separately. 2 Normative references There are no normative references in this document. 3 T erms a nd definiti ons No terms and definitions are list

27、ed in this document. ISO and IEC maintain terminological databases for use in standardization at the following addresses: ISO Online browsing platform: available at h t t p :/ www .iso .org/ obp IEC Electropedia: available at h t t p :/ www .electropedia .org/ 4 Extracting potential areas for standa

28、rdization 4.1 Principles 4.1.1 General This clause presents basic concepts for items related to automated driving systems for standardization. Examples of basic architectures have been considered and potential areas for standardization, based on these examples have been derived. Aside from this, ite

29、ms based on actual standardization activities and other important issues have been extracted. 4.1.2 Issues based on architectures 4.1.2.1 General It is effective to extract areas for standardization based on architecture. This section suggests an example of notional architecture based on automated d

30、riving systems. This is not a proposal for a standard, but intended for use when for considering potential standardization items systematically. It might be suggested that areas for standardization are standards for each entity and interface between entities. Functional transitions are especially im

31、portant in the architecture of automated driving systems. TECHNICAL REPORT ISO/TR 20545:2017(E) ISO 2017 All rights reserved 1 ISO/TR 20545:2017(E) 4.1.2.2 Functional architecture An automated driving system as a whole is given as an example of the notional functional architecture of systems in Figu

32、re 1. Under normal driving, a driver recognizes the driving environment (S1: on) and operates a vehicle (S5: on). Under automated driving, operation is entrusted to the in-vehicle system (S4: on). Additionally, the system shows its condition to the driver and he/she may adjust the system as needed (

33、S2: on). The vehicle may be operated by the driver and the in-vehicle system also (S4: on and S5: on). Under fully automated driving, there is no need for the driver to be involved in operation. The driver does not need to recognize the environment (S1: off) nor monitor the in-vehicle systems (S2: o

34、ff). Alternatively, there are two types of automated driving modes: the non-connected (autonomous) type and the connected type. The non-connected type does not communicate with infrastructure and/or other vehicles (S3: off). The connected type communicates with infrastructure and/or other vehicles (

35、S3: on). The connected type receives external information from infrastructure and/or other vehicles and transmits its own information to them also. Driver Automated driving system S1 S2 IF2 IF1 IF1 S3 IF3 S5 S4 Recognition d Recognition v Recognition i/ov Decision/Planning d Decision/Planning v Deci

36、sion/Planning i/ov In-vehicle system Infrastructure/Other vehicles S: switch IF: interface Driving environment Vehicle Operation Figure 1 Example of notional functional architecture There might be a need to develop standards for the functional requirements of recognition, decision and planning, requ

37、irements for interfaces between elements, and standards for designing automated driving systems that can adapt to changes of switch positions. For future introduction, on behalf of users, of its design for systems that is widely shared, International Standards need to be established. 4.1.2.3 Physica

38、l architecture An example of notional physical architecture is shown in Figure 2. This is not a proposal for a standard, but intended for use when for considering potential standardization items systematically. Standards for each entity and interfaces between entities may be subjects of standardizat

39、ion. However, physical architecture and functions differ depending on the implementation of each system. Therefore, the specifications of physical elements and their standard are not discussed in this document, although those might be subject to international standards.2 ISO 2017 All rights reserved

40、 ISO/TR 20545:2017(E) R g Ex wg wg g g g g D Sg y R G g Figure 2 Example of notional physical architecture 4.1.3 Issues based on activities In addition, areas for standardization are extracted, considering the activities for standardizing automated driving systems as described in Annex A. It is sugg

41、ested that areas for standardization be definitions of levels of automated driving systems, terms, and testing issues. 4.1.4 Other important issues for automated driving systems Several important potential standardization items that are not shown in the architecture are proposed. For instance, stand

42、ards might be developed for safety, reliability, security, recording (event data recorder), principle of privacy, test methods and distinguishing automated driving systems from non- automated driving systems. 4.2 Proposal of standardization items 4.2.1 Classification Potential standardization areas

43、and items are extracted in the previous section. In this section, potential areas of standardizations are classified in three categories: common items, basic functional requirements and other items. NOTE Items are mapped and listed in Annex B. ISO 2017 All rights reserved 3 ISO/TR 20545:2017(E) 4.2.

44、2 Common items a) Terminology Today, automated driving systems are being discussed in various countries and regions. However, there is no common International Standard for definitions of terms of automated driving systems. As a result, different groups use terms in different ways. For instance, one

45、word may have different meanings, or several words may be used to express the same idea. To prevent confusion among users and to share a common understanding among stakeholders, terms for automated driving systems might be potential standardization areas. For instance, the concept of automated drivi

46、ng systems might be a potential standardization item because it has a wide range of meanings. b) Levels of automation As shown in A.6, several institutions, including SAE, NHTSA and BASt, define automation levels. However, their definitions differ in terms of descriptions and criteria. There is a ne

47、ed to standardize automation levels to prevent misunderstandings among users and to have a shared understanding among stakeholders. The name of each level, which is easy to understand, and description of each level including examples of use, are needed. The definitions of automation levels in A.6 ar

48、e based on the following elements: the subject of control by systems; division of authority between driver and systems drivers presence, response to faults and failures (override, etc.) transition time, drivers position, monitoring environment, monitoring systems, control operations, start/stop; operating environment (time, place, weather, road conditions, road structures, traffic conditions, speed, etc.). c) Automated driving system reference architecture There are many syste