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4、70 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/standards.sae.org/J3087_201710 SURFACE VEHICLE RECOMMENDED PRACTICE J3087 OCT2017 Issued 2017-10 Automatic Emerg
5、ency Braking (AEB) System Performance Testing RATIONALE With use of AEB increasing, a recommended test procedure to measure the system performance is justified. 1. SCOPE This document describes an SAE Recommended Practice for Automatic Emergency Braking (AEB) system performance testing which: establ
6、ishes uniform vehicle level test procedures identifies target equipment, test scenarios, and measurement methods identifies and explains the performance data of interest does not exclude any particular system or sensor technology identifies the known limitations of the information contained within (
7、assumptions and “gaps“) is intended to be a guide toward standard practice and is subject to change on pace with the technology is limited to “Vehicle Front to Rear, In lane Scenarios“ for initial release This document describes the equipment, facilities, methods and procedures needed to evaluate th
8、e ability of Automatic Emergency Braking (AEB) systems to detect and respond to another vehicle, in its immediate forward path, as it is approached from the rear. This document does not specify test conditions (e.g., speeds, decelerations, headways, etc.). Those values will be defined by the tester
9、according to the intended purpose of a given test sequence. Informative examples are provided for reference in Appendix B. The procedure includes three test scenarios: Stopped lead vehicle (Test 1) - the vehicle being approached is stopped in the lane of the test vehicle. Slower lead vehicle (Test 2
10、) the vehicle being approached is moving at a constant speed that is slower than the test vehicle. Decelerating lead vehicle (Test 3) - the vehicle being approached is initially moving at the same speed as the test vehicle, but then slows. SAE INTERNATIONAL J3087 OCT2017 Page 2 of 29 2. REFERENCES T
11、here are no referenced publications specified herein. 2.1 AEB Automatic Emergency Braking 2.2 ALERT A signal to the driver regarding a particular condition. In the context of this document an alert is used to warn the driver of a potential forward collision. FCW alerts are typically visual, auditory
12、 or haptic or combinations of these. 2.3 AUDITORY ALERT A warning modality in which a transducer produces a sound. These are typically implemented as a series of short, relatively high frequency bursts. 2.4 AUTOMATIC EMERGENCY BRAKING Forward collision warning and mitigation systems utilizing variou
13、s methodologies to identify, track and communicate data to the operator and vehicle systems to warn, mitigate or intervene in the longitudinal control of the vehicle. See also Crash Imminent Braking 2.5 CIB Crash Imminent Braking 2.6 CONVEYANCE SYSTEM System used to move the surrogate vehicle in a p
14、redetermined manner according to a test scenario 2.7 CRASH IMMINENT BRAKING Systems which are intended to mitigate the severity of rear-end collisions by automatically applying the vehicles brakes shortly before the expected impact (i.e., without requiring the driver to apply force to the brake peda
15、l). 2.8 DBS Dynamic Brake Support. 2.9 DGPS Differential Global Positioning System 2.10 DIFFERENTIAL GLOBAL POSITIONING SYSTEM An enhanced to Global Positioning System that uses a network of fixed, ground-based reference stations to broadcast the difference between the positions indicated by the sat
16、ellite systems and the known fixed positions.(around 10 cm accuracy as compared to 15 m accuracy of a GPS) 2.11 DYNAMIC BRAKE SUPPORT Systems which supplement a drivers commanded brake input by increasing the output of the foundation brake system, for the purpose of mitigating the severity of, or, i
17、n some cases avoiding, rear-end collisions. (Paraphrased from NHTSA DBS Test procedure). SAE INTERNATIONAL J3087 OCT2017 Page 3 of 29 2.12 FCW (Forward Collision Warning) In the context of this document FCW refers to a system comprising sensors, computational capability, software and alert transduce
18、rs which function to warn the driver of a potential forward collision. FCW systems typically function as the basis for AEB systems that include brake application. 2.13 GLOBAL POSITIONING SYSTEM A navigational system involving satellites and computers that can determine the latitude and longitude of
19、a receiver on Earth by computing the time difference for signals from different satellites to reach the receiver 2.14 GPS Global Positioning System 2.15 HAPTIC ALERT A warning modality in which a transducer produces a tactile sensation to the driver. These are typically implemented as a vibration in
20、 either the drivers seat pan or the steering wheel. 2.16 HEADWAY The longitudinal distance from the front most location of the SV to rear most point on the POV or to the fixed point on the ground longitudinally coincident with the rear most point on a stationary POV. 2.17 INITIAL BRAKE TEMPERATURE (
21、IBT) The average brake pad or lining friction material temperature on the highest-temperature axle of the SV at the onset of a test trial. 2.18 LEAD VEHICLE Principal Other Vehicle (POV) when the potential collision is a Rear-end collision with the POV 2.19 LV Lead Vehicle 2.20 National Highway Traf
22、fic Safety Administration (NHTSA) An agency of the Executive Branch of the U.S. government, part of the Department of Transportation. NHTSA is charged with writing and enforcing Federal Motor Vehicle Safety Standards as well as regulations for motor vehicle theft resistance and fuel economy. 2.21 NH
23、TSA National Highway Traffic Safety Administration 2.22 POV Principal Other Vehicle 2.23 PRINCIPAL OTHER VEHICLE The potential collision partner of the Subject Vehicle. For CIB and DBS tests the POV is typically a Surrogate Vehicle. 2.24 PROGRAMMABLE BRAKE CONTROLLER A device used to automatically a
24、ctuate the brake pedal in a predetermined manner. SAE INTERNATIONAL J3087 OCT2017 Page 4 of 29 2.25 REAR-END COLLISION A crash in which the forward portion of a vehicle strikes the rearward portion of another vehicle in front of it which is heading in the same direction. 2.26 SUBJECT VEHICLE The veh
25、icle that is equipped with the system being evaluated 2.27 SV Subject Vehicle 2.28 SURROGATE VEHICLE Strike-able artificial vehicles, designed such that in the event of a collision with a Subject Vehicle, damage to both is minimized or avoided. Surrogate vehicle and any utilized conveyance system, m
26、ust also mimic key characteristics of typical road vehicles with respect to Active Safety sensor technologies. 2.29 tFCW The time at which the FCW alert is activated 2.30 TARGET VEHICLE See Principal Other Vehicle (POV) 2.31 TEST SCENARIOS The SV and POV motion sequence used to test the performance
27、of the CIB and DBS systems. Typically, scenarios are based on, or derived from, crash data and/or real world occurrences. 2.32 TEST VEHICLE See Subject Vehicle 2.33 TIME TO COLLISION Time interval, usually measured in seconds, required for one vehicle to strike another object 2.34 TTC Time to Collis
28、ion 2.35 VISUAL ALERT A warning modality which is visual in nature. These are typically implemented as a flashing light or text warning in the instrument panel or heads up display. SAE INTERNATIONAL J3087 OCT2017 Page 5 of 29 3. TEST INSTRUMENTATION AND EQUIPMENT 3.1 Positioning system A system for
29、determining and recording the lateral and longitudinal position of the SV and POV, relative to an earth-fixed location, and having at least 1.6 inch (4.1 cm) static accuracy, 3.9 inch (10 cm) dynamic accuracy, and an update at a rate of at least 10 Hz. 3.2 Data Acquisition System All analog data sha
30、ll be sampled at 100 Hz. Digitized data shall be minimum 16 bit. Signal conditioning shall consist of amplification and digitizing. Amplifier gains shall be selected to maximize the signal-to-noise ratio of the digitized data. Appropriate low pass Butterworth anti-aliasing filters shall be applied t
31、o data as it is collected. 3.3 Sensors The required sensors are listed in Table 1. Table 1 - Sensor Requirements Sensed variable CIB DBS Application Range Resolution Accuracy Accelerator pedal or throttle position X X SV 0 - 100 % (normalized) 0.1 % 0.1 % Brake pedal application force X SV 0-300 lbf
32、 (0 1.3 kN) 0.25 lbf (1.1 N) 0.08% of full scale Brake pedal stroke position (encoder) X SV 0 - 8 inch (20.3 cm) 3200 pulses per inch 0.04 inch (0.5 mm) Brake temperature (rotor or pad) X X SV 0-200C 2C 5C Data Flag (FCW Alert) X X SV NA NA NA Lateral and Headway (longitudinal) position X X SV, POV
33、650 feet (200m) 0.01 m 0.02 m Longitudinal acceleration X X SV, POV 2 g 0.001g 0.01 g Longitudinal speed X X SV, POV 0.1-62mph (0.1-100 km/h) 0.03 mph (0.05 km/h) 0.06 mph (0.1 km/h) Vehicle dimensions X X SV, POV N/A 0.04 inch (1 mm) 0.04 inch (1 mm) Yaw rate X X SV, POV 100/s 0.01/s 0.1/s Differen
34、tially corrected GPS may be used to provide data to calculate vehicle speed and yaw rate in lieu of direct measurement provided the resulting accuracy is comparable. SAE INTERNATIONAL J3087 OCT2017 Page 6 of 29 3.4 Surrogate Target and Conveyance System for AEB Testing 3.4.1 Physical Characteristics
35、 Design should allow offsets within the test tolerances specified in Table 2 to be safely executed. Lightweight Both target and conveyance apparatus should be reasonably lightweight to allow handling and setup by one or two people. The material for the impact area should be “absorptive” or “complian
36、t” thereby permitting striking force to be damped or distributed. The target components that come in contact with the test vehicle should be durable and should easily distribute impact forces with only non-permanent deformation. Alternatively, the system can be capable of accepting and “distributing
37、” subject (test) vehicle striking force into a more rigid structure that would maintain mechanical integrity and continue to be re-useable. Target components should be easily “swappable” so that damaged pieces can be easily replaced. Surrogate target and conveyance system should be constructed such
38、that target movement minimizes rotation and traverses along the path of subject (test) vehicle travel (relative to center of gravity, wind loading, surface irregularities). The target, aside from performing its intended use, must also maintain safe conditions for the test driver. Target design shoul
39、d minimize component breakage that could lead to damage to subject (test) vehicle and/or the driver. Target conveyance apparatus must minimize target lateral position variation both in setup and during testing runs to meet test procedure accuracy requirements. Target conveyance apparatus must be cap
40、able of appropriate velocities, decelerations, and must allow the tow vehicle (if used) to at a safe distance from the surrogate vehicle. Target conveyance apparatus should minimize the damage of the target and test track road surface. Tow Vehicle and target longitudinal separation variation If conv
41、eyance system utilizes a Tow Vehicle, the target conveyance apparatus must minimize any separation variation between the Tow Vehicle and the target to meet test procedure accuracy requirements. 3.4.2 Surrogate Target and Conveyance System interaction with Test Track and Environmental Conditions The
42、target and conveyance apparatus should be able to withstand variations in test track conditions (i.e., debris, minor cracks, bumps, etc.). System should be capable of testing on asphalt or concrete track surfaces which are reasonably level (between level and 1% grade) and have typical roadway crown
43、conditions. The target and conveyance apparatus should not be substantially affected by outdoor weather conditions (i.e., temperature, rain and mild wind conditions). 3.4.3 Handling or B. 250 ms before the SV has stopped. 5.8.3 End-of-Test Instructions 1. For each test trial, after the validity peri
44、od specified in S6.8.5 is complete, the SV driver shall manually apply force to the brake pedal, disengage the programmable brake controller, and place the transmission in park (automatic transmission) or neutral (manual transmission). 2. The brake system characterization test trial is complete. 6.
45、TEST DATA RECORDING 6.1 Environmental Conditions Measure and record the following parameters at the commencement of each series of tests, or at a minimum during each test day: Ambient temperature in C: Measure ambient temperature approximately 1 meter above the test track. Track Temperature in C: Me
46、asurement of the track temperature can be made using a non-contact temperature measurement device. The temperature should be measured in the approximate location where AEB might be engaged. Wind speed and direction m/s: Wind speed should be recorded as the highest wind speed (m/s) measured during a
47、30 second period. Wind direction should be recorded as the approximate average secondary intercardinal compass direction from which the wind is coming (e.g., N, NNE, NE, ENE, E, ESE, SE, SSE, S, SSW, SW, WSW, W WNW, NW, NNW). The test vehicle direction should also be recorded as the approximate seco
48、ndary intercardinal compass direction from which the test vehicle is coming. Ambient illumination in Lux: The ambient light measurement device should be oriented vertically during this measurement. 7. TEST PROCEDURES This section does not specify test conditions (e.g., speeds, decelerations, headway
49、s, etc.). Those values will be defined by the tester according to the intended purpose of a given test sequence. Informative examples are provided for reference in Appendix 2. 7.1 Test scenarios. For all test scenarios the SV shall approach the rear of the POV. 7.1.1 Test 1: Stopped lead vehicle - This test evaluates the ability of the CIB system
