1、BS EN ISO24978:2009ICS 03.220.01; 35.240.60NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBRITISH STANDARDIntelligent transportsystems ITS Safetyand emergencymessages using anyavailable wirelessmedia Data registryprocedures (ISO24978:2009)This British Standardwas published und
2、erthe authority of theStandards Policy andStrategy Committee on 30November 2009 BSI 2009ISBN 978 0 580 56103 0Amendments/corrigenda issued since publicationDate CommentsBS EN ISO 24978:2009National forewordThis British Standard is the UK implementation of EN ISO 24978:2009.The UK participation in it
3、s preparation was 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
4、 correct application.Compliance with a British Standard cannot confer immunityfrom legal obligations.EUROPEAN STANDARD NORME EUROPENNE EUROPISCHE NORM EN ISO 24978 October 2009 ICS 35.240.60; 03.220.01 English Version Intelligent transport systems - ITS Safety and emergency messages using any availa
5、ble wireless media - Data registry procedures (ISO 24978:2009) Systmes intelligents de transport - Messages de sret et durgence pour les SIT utilisant tous les moyens de transmission sans fil disponibles - Procdures denregistrement des donnes (ISO 24978:2009) Intelligente Verkehrssysteme - Automatis
6、cher Notruf zu Unfallmeldung (ISO 24978:2009) This European Standard was approved by CEN on 22 September 2009. CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alte
7、ration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN Management Centre or to any CEN member. This European Standard exists in three official versions (English, French, German). A version in any other language made by tra
8、nslation under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as the official versions. CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germ
9、any, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. EUROPEAN COMMITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG
10、 Management Centre: Avenue Marnix 17, B-1000 Brussels 2009 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN ISO 24978:2009: EBS EN ISO 24978:2009EN ISO 24978:2009 (E) 3 Foreword This document (EN ISO 24978:2009) has been prepared by
11、 Technical Committee ISO/TC 204 “Intelligent transport systems“ in collaboration with Technical Committee CEN/TC 278 “Road transport and traffic telematics” the secretariat of which is held by NEN. This European Standard shall be given the status of a national standard, either by publication of an i
12、dentical text or by endorsement, at the latest by April 2010, and conflicting national standards shall be withdrawn at the latest by April 2010. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN and/or CENELEC shall not be held
13、responsible for identifying any or all such patent rights. According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland,
14、France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and the United Kingdom. Endorsement notice The text of ISO 24978:2009 has been approved by CEN as a EN ISO 2
15、4978:2009 without any modification. BS EN ISO 24978:2009ISO 24978:2009(E) ISO 2009 All rights reserved iiiContents Page Foreword iv Introduction.v 1 Scope1 2 Conformance .1 3 Normative references1 4 Terms and definitions .1 5 Abbreviated terms .2 6 Requirements for “ITS Safety Messages Data Registry
16、“ management.3 7 Data-concept meta-attributes.12 8 Data-concept names .15 9 Meta-attribute requirements for ITS safety messages data concepts .15 10 International relationships16 11 Privacy16 Annex A (informative) “ITS Safety Messages Data Registry“, functional operating procedures.17 Annex B (norma
17、tive) Contents of the “ITS Safety Messages Data Registry“: meta-attribute definitions .33 Annex C (normative) Contents of the “ITS Safety Messages Data Registry“: Meta-attribute requirements for data concepts46 Annex D (normative) Data-concept name 54 Annex E (informative) ASN.1 information object s
18、pecification for an ITS safety messages data concept 60 Annex F (normative) ASN.1 data-concept specification.75 Annex G (normative) Data representation in an informational model 83 Annex H (informative) International and regional variations86 Bibliography88 BS EN ISO 24978:2009ISO 24978:2009(E) iv I
19、SO 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 technical committees. Each member body interested
20、 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 with the International Electrotechnical Comm
21、ission (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 International Standards adopted by the technic
22、al 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 be the subject of patent rights. ISO sha
23、ll not be held responsible for identifying any or all such patent rights. ISO 24978 was prepared by Technical Committee ISO/TC 204, Intelligent transport systems. BS EN ISO 24978:2009ISO 24978:2009(E) ISO 2009 All rights reserved vIntroduction The scale of death and injury on the roads of the world
24、is recognized as a significant problem. To use a relatively safe continent, Europe, as an example, the European project Emerge calculated that in the EU, in 1998 (then including 15 countries), there were 43 000 dead and 1,7 million injured on the roads. By 2004, collated national statistics showed t
25、hat the toll still exceeded 41 000 dead and 1,5 million injured. The death and injury toll in North America is at a similar level, and although, pro rata, the death and injury rates in Japan are at a slightly lower level, they remain unacceptable. Despite an aggressive road-safety policy, the statis
26、tics are slightly worse in Australia. In the emerging countries, the death and injury toll is significantly higher in almost every country. As a result, in a series of initiatives around the world, governments have committed themselves to halving this carnage within a decade. In most of the develope
27、d world, where there have already been strenuous efforts to make the driving experience safer, it is becoming increasingly more difficult to make further improvements using traditional techniques. Intelligent transport systems (ITS) are therefore seen as being the key to achieving the ambitious targ
28、ets that have been set. Many ITS systems involve the exchange of data in order to provide services, and particularly safety services. Data is, and increasingly will be, sent from the infrastructure to the vehicle, from vehicle to infrastructure, from vehicle to vehicle, around the vehicle, and aroun
29、d the infrastructure. Much of this data remains within closed systems; however, an increasing amount of data can be shared to improve ITS service provision, and in particular, improve the safety of the driving experience and make a major contribution to the reduction of the death and injury toll. A
30、number of intelligent transport systems/eSafety initiatives, such as “eCall“ and “Automatic Crash Notification“ crash messaging systems, are being developed. The European eCall project has an ambitious target to automatically provide, across the whole of Europe, a common minimum set of data (MSD) to
31、 public service assistance providers (PSAPs) in the event of a crash. Some of these data concepts, such as the MSD, are or will be defined and declared in International or Regional Standards, but much of the available and potentially useful data is not codified, and can be difficult to codify in sta
32、ndards because of differences between proprietary systems, and the speed at which the rapid evolution of systems provide data, which is much faster than the standardization process can agree and codify it. Some of this data can be very useful to relevant third parties in crash, crash avoidance, cras
33、h mitigation and emergency systems. For example, a vehicle manufacturer can generate information about the number of persons in a vehicle, whether those persons are large or small (to ensure that airbags inflate safely), and they can monitor tyre pressure, speed of travel, etc. The available informa
34、tion can vary from vehicle model to vehicle model, can differ according to the manufacturers market strategies, and will certainly differ and evolve over time so that the data available in a particular model in 2015 will be enhanced or different to that available in the same model in 2010. In these
35、circumstances, it will be difficult or impossible to standardize the available data as this would slow down the speed at which additional safety measures could be introduced, and interfere with the marketing incentives to provide additional safety services. However, vehicle manufacturers might be ab
36、le and willing to share that information with the emergency services, and might need an easy way to share information in collision avoidance and accident mitigation systems (such as ice and slippery-road alerts) and indeed might wish to collate data in order to more quickly identify and rectify desi
37、gn and software faults and reduce their exposure to liabilities. Road authorities might wish to make national data such as variable message sign (VMS) information available to vehicles in advance of international standardization of VMS messages or to deal with messages peculiar to that country. Whil
38、e Europe can succeed in defining and codifying the common data concept known as the MSD, and can succeed in persuading vehicle manufacturers (by encouragement or legislation) to make this data available in the event of a crash or emergency, this will not pertain around the world. Other global initia
39、tives, such as the Global Standards Cooperation task force on automatic crash notification and emergency messages, can define additional or different data concepts. As described in the examples given in this introduction, vehicle manufacturers themselves will define data concepts that can be useful
40、in the event of a crash or emergency, and to otherwise improve the safety of the driving experience. BS EN ISO 24978:2009ISO 24978:2009(E) vi ISO 2009 All rights reservedAs technical capability improves and as more attention is given to safety-related services, it becomes imperative that transmitted
41、 messages can be quickly and clearly understood by the recipient, or by both parties in interactive safety systems. There can be a wide variety of message recipients. In the case of emergency crash messages, this can be a public service answering point (PSAP) which can be highly automated, or it can
42、 be a simple human respondent whose requirement is to get some precise, and accurate, human readable data to support a telephone call to the emergency services. At the other end of the scale, in respect of automated collision-avoidance systems, and other automatic safety ITS services, this can be a
43、vehicle-vehicle, infrastructure-vehicle, or vehicle-infrastructure communication. Throughout the whole range of such messages, it is crucial that safety-related messages be quickly, clearly and unambiguously understood by the recipient. This requires that the definition of the data be not only preci
44、se, but also freely available, whether available to system designers at the point of system design/deployment, or immediately available to a PSAP or other relevant recipient in respect of situations such as emergency crash-notification systems. This requires the availability of a common data registr
45、y as a repository for these safety-related messages and data concepts. This International Standard provides the framework for the standardized operation and quality of service for one or more freely available data registries for ITS safety messages and data concepts. The definitions in this Internat
46、ional Standard are consistent with ISO 14817 (ITS Data Registries) and ISO/IEC 11179 (General principles for data registries). In respect of automatic safety systems, such messages are normally determined at the point of system specification. However, in practice, in-vehicle technology is already de
47、veloping rapidly, and will continue to do so, and new and additional data can well become available during the life of a system. In case of emergency, vehicles will have available data on board that can be useful, indeed vital, to PSAPs. For liability reasons, now that vehicles are data rich, vehicl
48、e manufacturers can well equip vehicles with an “Event Data Recorder“ (EVR), the equivalent of the aircraft “Black Box“. Such a device can identify factors such as the speed of the vehicle immediately before the crash, acceleration/deceleration rates, whether anti-lock or traction control systems we
49、re activated, etc. Future vehicles can also carry data from collision-avoidance warnings and collision-avoidance technology: how many passengers, what gear the car was in, etc. Where these systems (or other useful and related information) are available, they can provide very useful and timely information to a relevant recipient such as a PSAP; it cannot, however, be “required“ as part of a “Standard“ message. The resultant “ITS Emergency and Safety Data Registry/Registries“ are therefore likely to contain a mix of standardized data concepts, propr
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