1、BS ISO22179:2009ICS 35.240.60; 43.040.15NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBRITISH STANDARDIntelligent transportsystems Full speedrange adaptive cruisecontrol (FSRA) systems Performancerequirements and testproceduresThis British Standardwas published underthe autho
2、rity of theStandards Policy andStrategy Committee on 30November 2009 BSI 2009ISBN 978 0 580 57265 4Amendments/corrigenda issued since publicationDate CommentsBS ISO 22179:2009National forewordThis British Standard is the UK implementation of ISO 22179:2009.The UK participation in its preparation was
3、 entrusted to TechnicalCommittee EPL/278, Road transport informatics.A list of organizations represented on this committee can be obtained onrequest to its secretary.This publication does not purport to include all the necessary provisionsof a contract. Users are responsible for its correct applicat
4、ion.Compliance with a British Standard cannot confer immunityfrom legal obligations.BS ISO 22179:2009Reference numberISO 22179:2009(E)ISO 2009INTERNATIONAL STANDARD ISO22179First edition2009-09-01Intelligent transport systems Full speed range adaptive cruise control (FSRA) systems Performance requir
5、ements and test procedures Systmes intelligents de transport Systmes de commande de croisire adaptatifs la gamme entire de vitesse (FSRA) Exigences de performance et mthodes dessai BS ISO 22179:2009ISO 22179:2009(E) PDF disclaimer This PDF file may contain embedded typefaces. In accordance with Adob
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10、e 56 CH-1211 Geneva 20 Tel. + 41 22 749 01 11 Fax + 41 22 749 09 47 E-mail copyrightiso.org Web www.iso.org Published in Switzerland ii ISO 2009 All rights reservedBS ISO 22179:2009ISO 22179:2009(E) ISO 2009 All rights reserved iiiContents Page Foreword iv Introduction.v 1 Scope1 2 Normative referen
11、ces1 3 Terms and definitions .1 4 Symbols and abbreviated terms 3 5 Classification .4 6 Requirements.5 6.1 Basic control strategy.5 6.2 Functionality 5 6.3 Basic driver interface and intervention capabilities 9 6.4 Operational limits 10 6.5 Activation of brake lights12 6.6 Failure reactions12 7 Perf
12、ormance evaluation test methods 13 7.1 Environmental conditions 13 7.2 Test target specification .13 7.3 Automatic “stop” capability test14 7.4 Target acquisition range test .15 7.5 Target discrimination test.16 7.6 Curve capability test .18 Annex A (normative) Technical information 21 Bibliography2
13、7 BS ISO 22179:2009ISO 22179:2009(E) iv ISO 2009 All rights reservedForeword ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing International Standards is normally carried out through ISO technica
14、l committees. Each member body interested in a subject for which a technical committee has been established has the right to be represented on that committee. International organizations, governmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely wit
15、h the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization. International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2. The main task of technical committees is to prepare International Standards. Draft Inter
16、national Standards adopted by the technical committees are circulated to the member bodies for voting. Publication as an International Standard requires approval by at least 75 % of the member bodies casting a vote. Attention is drawn to the possibility that some of the elements of this document may
17、 be the subject of patent rights. ISO shall not be held responsible for identifying any or all such patent rights. ISO 22179 was prepared by Technical Committee ISO/TC 204, Intelligent transport systems. BS ISO 22179:2009ISO 22179:2009(E) ISO 2009 All rights reserved vIntroduction The main system fu
18、nction of full speed range adaptive cruise control (FSRA) is to control vehicle speed adaptively to a forward vehicle by using information about: a) distance to forward vehicles, b) the motion of the subject (FSRA equipped) vehicle, and c) driver commands (see Figure 1). Based upon the information a
19、cquired, the controller (identified as “FSRA control strategy” in Figure 1) sends commands to actuators that carry out its longitudinal control strategy, and sends status information to the driver. FSRA control strategy Driver information Detection and ranging of forward vehiclesAcquisition of drive
20、r commands Subject vehicle motion determination Actuators for longitudinal control Environment Vehicle Driver Figure 1 Functional FSRA elements The goal of FSRA is partial automation of longitudinal vehicle control to reduce drivers workload. This International Standard may be used as a system level
21、 standard by other standards, which extend FSRA to a more detailed standard, e.g. for specific detection and ranging-sensor concepts or higher levels of functionality. Issues such as specific requirements for the detection and ranging sensor function and performance or communication links for co-ope
22、rative solutions are not considered in this International Standard. BS ISO 22179:2009BS ISO 22179:2009INTERNATIONAL STANDARD ISO 22179:2009(E) ISO 2009 All rights reserved 1Intelligent transport systems Full speed range adaptive cruise control (FSRA) systems Performance requirements and test procedu
23、res 1 Scope This International Standard contains the basic control strategy, minimum functionality requirements, basic driver interface elements, minimum requirements for diagnostics and reaction to failure, and performance test procedures for full speed range adaptive cruise control (FSRA) systems.
24、 FSRA is fundamentally intended to provide longitudinal control of equipped vehicles while travelling on highways (roads where non-motorized vehicles and pedestrians are prohibited) under free-flowing and congested traffic conditions. FSRA provides support within the speed domain of standstill up to
25、 the designed maximum speed of the system. The system will attempt to stop behind an already tracked vehicle within its limited deceleration capabilities and will be able to start again after the driver has input a request to the system to resume the journey from standstill. The system is not requir
26、ed to react to stationary or slow moving objects in accordance with ISO 15622 adaptive cruise control (ACC). 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references,
27、 the latest edition of the referenced document (including any amendments) applies. ISO 2575, Road vehicles Symbols for controls, indicators and tell-tales 3 Terms and definitions1)For the purposes of this document, the following terms and definitions apply. 3.1 active brake control function that cau
28、ses application of the brake(s), not applied by the driver, in this case controlled by the FSRA system 3.2 adaptive cruise control ACC enhancement to conventional cruise control systems (see 3.5) which allows the subject vehicle to follow a forward vehicle at an appropriate distance by controlling t
29、he engine and/or power train and potentially the brake 3.3 brake part in which the forces opposing the movement of the vehicle develop 1) Definitions are in accordance with the glossary of ISO/TC 204/WG 14. BS ISO 22179:2009ISO 22179:2009(E) 2 ISO 2009 All rights reservedEXAMPLE Brakes can be of the
30、 following types: a friction brake (where forces are generated by friction between two parts of the vehicle moving relatively to one another); an electrical brake (where forces are generated by electromagnetic action between two parts of the vehicle moving relatively but not in contact with one anot
31、her); a fluid brake (where forces are generated by the action of a fluid situated between two parts of the vehicle moving relatively to one another); or an engine brake (where forces are derived from an artificial increase in the braking action of the engine, transmitted to the wheels). NOTE Definit
32、ion adapted from ECE-R 13-H, except that for the purposes of this International Standard, transmission control devices are not considered as brakes. 3.4 clearance distance from the forward vehicles trailing surface to the subject vehicles leading surface 3.5 conventional cruise control system capabl
33、e of controlling the speed of a vehicle as set by the driver 3.6 forward vehicle vehicle in front of, and moving in the same direction and travelling on the same roadway as, the subject vehicle 3.7 free-flowing traffic smooth flowing and heavy traffic excluding stop-and-go and emergency braking situ
34、ations 3.8 time gap, time gap calculated as clearance, c, divided by vehicle speed, v NOTE See Figure 2. cvKey c clearance v vehicle speed NOTE = c/vFigure 2 Time gap 3.9 set speed desired travel speed, set by either the driver or by some control system that is external to the FSRA system NOTE The s
35、et speed is the maximum desired speed of the vehicle while under FSRA control. 3.10 steady state condition whereby the value of the described parameter does not change with respect to time, distance, etc. 3.11 subject vehicle vehicle equipped with the FSRA system in question and related to the topic
36、 of discussion BS ISO 22179:2009ISO 22179:2009(E) ISO 2009 All rights reserved 33.12 system state one of several stages or phases of system operation NOTE See Figure 3. 3.12.1 FSRA off state direct access for activation of FSRA active state (3.12.3) is disabled 3.12.2 FSRA stand-by state state in wh
37、ich there is no longitudinal control by FSRA system and the system is ready for activation by the driver 3.12.3 FSRA active state state in which the system controls speed and/or clearance 3.12.4 FSRA hold state state in which the system is active during subject vehicle standstill 3.12.5 FSRA speed c
38、ontrol state state in which the system controls the speed according to the set speed 3.12.6 FSRA following control state state in which the system controls the clearance to the target vehicle according to the selected time gap 3.13 stationary object stationary object in front of the subject vehicle
39、3.14 slow moving object object in front of the subject vehicle that is moving with less than MAX 1 m/s, 10 % of subject vehicle speed in the direction of the centreline of the subject vehicle 3.15 target vehicle vehicle that the subject vehicle follows 3.16 full speed range adaptive cruise control e
40、nhancement to adaptive cruise control systems (3.2), which allows the subject vehicle to follow a forward vehicle at an appropriate distance by controlling the engine and/or power train and the brake down to standstill 4 Symbols and abbreviated terms alateral_maxMaximum allowed lateral acceleration
41、in curves astoppinglongitudinal acceleration of the target vehicle at the automatic “stop” capability test CTT coefficient for test target, for infrared reflectors c clearance, inter-vehicle distance cminminimum clearance under steady state conditions for all speeds (including hold state) BS ISO 221
42、79:2009ISO 22179:2009(E) 4 ISO 2009 All rights reservedd0distance, below which detection of a target vehicle is not required d1distance, below which neither distance measurement nor determination of relative speed is required d2distance for measurement purposes dmaxmaximum detection range on straigh
43、t roads LIDAR light detection and ranging R circle radius, curve radius Rmin minimum curve radius RCS radar cross section v the true subject vehicle speed over ground vcirclemaximum speed on a curve for a given lateral acceleration alateral_maxvcircle_startvehicle speed as it enters a curve of radiu
44、s R vset_maxmaximum selectable set speed vset_minminimum selectable set speed vstoppingvehicle speed of the target vehicle at the automatic “stop” capability test vvehicle_endvehicle speed at the end of a test vvehicle_maxmaximum vehicle speed vvehicle_startvehicle speed at the start of a test time
45、gap between vehicles maxmaximum selectable time gap max(v) maximum possible steady-state time gap at a given speed v minminimum selectable time gap 5 Classification This International Standard permits FSRA systems of different curve capabilities as specified in Table 1. Table 1 FSRA performance clas
46、sifications Dimensions in meters Performance Class Curve radius capability I Reserved for ACC ISO 15622, not applicable for FSRA II W 500 III W 250 IV W 125 BS ISO 22179:2009ISO 22179:2009(E) ISO 2009 All rights reserved 56 Requirements 6.1 Basic control strategy FSRA off FSRA stand-by FSRA active F
47、SRA speed control FSRA following control activate de-activate FSRA off aFSRA onaFSRA off aFSRA hold System states are indicated by the text contained in ellipses. NOTE Manual transition describes a switch to enable/disable FSRA function. Automatic switch-off can be forced by failure reaction. aThis
48、is manual and/or automatic after self-test. Figure 3 FSRA states and transitions FSRA systems shall, as a minimum, provide the following control strategy and state transitions. The following constitutes the fundamental behaviour of FSRA systems. a) When the FSRA is active, the vehicle speed shall be
49、 controlled automatically either to maintain a clearance to a forward vehicle, or to maintain the set speed, whichever speed is lower. The change between these two control modes is made automatically by the FSRA system. b) The steady-state clearance may be either self adjusting by the system or adjustable by the driver (see 6.3.1). c) If there is more than one forward vehicle the one to be followed shall be selected automatically (see 6.2.3.3). d) The state shall change from following control to
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