1、Designation: F3265 17Standard Test Method forGrid-Video Obstacle Measurement1This standard is issued under the fixed designation F3265; the number immediately following the designation indicates the year oforiginal adoption or, in the case of revision, the year of last revision. A number in parenthe
2、ses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.INTRODUCTIONSafe control of automatic/automated/autonomous-unmanned ground vehicles (A-UGVs) is criticalin industrial environments where workers are or may be presen
3、t. A-UGV safe control is typicallybased on sensors that detect stationary standard test pieces (used in ANSI/ITSDF B56.5) representinghumans. This and other test method developments have been experimented and published.2, 3Theexperimental results were used to recommend improvements to the ANSI/ITSDF
4、 B56.5 safetystandard stopping distance exception language in 2014. Subcommittee consensus changed ANSI/ITSDF B56.5 to make it mandatory to reduce vehicle kinetic energy should an object (for example,person, materials, or equipment) appear in the vehicle path and within the stop detect range of thev
5、ehicle safety sensors. The language that has been proposed as an amendment to the ANSI/ITSDFB56.5 standard is: “Should an object suddenly appear in the path of the vehicle between the leadingedge of the sensing field and the vehicle (for example, an object falling from overhead or a pedestriansteppi
6、ng into the path of a vehicle at the last instant), the vehicle shall initiate braking in accordancewith brake system (see 8.8.1), but may not be expected to stop in time to prevent contact with object.”While manufacturers of A-UGVs may have access to internal system logs and data that demonstrateth
7、e successful initiation of braking as required, users may not have access to that information. This testmethod provides an optional, standard performance test method for A-UGVs to enable industrialvehicle manufacturers and users to implement a common test to demonstrate expected vehicleoperation in
8、the case of objects appearing in the A-UGV path and within the stop-detect range of thevehicle safety sensors.1. Scope1.1 This test method measures an automatic/automated/autonomous-unmanned ground vehicle (A-UGV) kinetic en-ergy reduction when objects appear in the A-UGV path andwithin the stop-det
9、ect range of the vehicle safety sensors insituations in which the desired reaction is for the vehicle to stopas opposed to avoiding the obstacle by traveling on analternative path. The test method measures the performance ofthe A-UGV only and does not measure the effect on thestability of loads. Thi
10、s test method describes the use of one testpiece as described in ANSI/ITSDF B56.5. Other test piecesfrom ANSI/ITSDF B56.5 could be used. This test method isintended for use by A-UGV manufacturers, installers, andusers. This test method does not substitute for required safetytesting underANSI/ITSDF B
11、56.5 or other normative standards.1.2 Performing LocationThis test method shall be per-formed in a testing laboratory or the location where theapparatus and environmental test conditions are implemented.Environmental conditions are recorded as specified in PracticeF3218.1.3 UnitsThe values stated in
12、 SI units are to be regardedas the standard. The values given in parentheses are not precisemathematical conversion to inch-pound units. They are closeapproximate equivalents for the purpose of specifying materialdimensions or quantities that are readily available to avoidexcessive fabrication costs
13、 of test apparatuses while maintain-ing repeatability and reproducibility of the test method results.1This test method is under the jurisdiction of ASTM Committee F45 onDriverless Automatic Guided Industrial Vehicles and is the direct responsibility ofSubcommittee F45.03 on Object Detection and Prot
14、ection.Current edition approved July 15, 2017. Published August 2017. DOI: 10.1520/F3265-17.2Bostelman, Roger, Shackleford, Will, Cheok, Geraldine, and Saidi, Kamel,“Safe Control of Manufacturing Vehicles Research Towards Standard TestMethods,” Progress in Material Handling Practice, Book Chapter, J
15、une 2012.3Bostelman, Roger, Norcross, Richard, Falco, Joe, and Marvel, Jeremy, “Devel-opment of Standard Test Methods for Unmanned and Manned Industrial VehiclesUsed Near Humans,” SPIE 2013, Baltimore, Maryland, May 2013.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshoho
16、cken, PA 19428-2959. United StatesThis international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for theDevelopment of International Standards, Guides and Recommendations issued by the World Trade Organi
17、zation Technical Barriers to Trade (TBT) Committee.1These values given in parentheses are provided for informationonly and are not considered standard.1.4 This standard does not purport to address all of thesafety concerns, if any, associated with its use. It is theresponsibility of the user of this
18、 standard to establish appro-priate safety, health and environmental practices and deter-mine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accor-dance with internationally recognized principles on standard-ization established in the Decisi
19、on on Principles for theDevelopment of International Standards, Guides and Recom-mendations issued by the World Trade Organization TechnicalBarriers to Trade (TBT) Committee.2. Referenced Documents2.1 ASTM Standards:4F3200 Terminology for Driverless Automatic Guided Indus-trial VehiclesF3218 Practic
20、e for Recording Environmental Effects forUtilization with A-UGV Test Methods2.2 ANSI/ITSDF Standard:5ANSI/ITSDF B56.5 Safety Standard for Driverless, Auto-matic Guided Industrial Vehicles and Automated Func-tions of Manned Industrial Vehicles3. Terminology3.1 Terms not defined herein are defined in
21、TerminologyF3200.3.2 Definitions of Terms Specific to This Standard:3.2.1 collide timewhen the automatic/automated/autonomous-unmanned ground vehicle (A-UGV) collides withthe test piece.3.2.2 defined areas, nspace constrained by test methodboundaries for A-unmanned ground vehicle (A-UGV) opera-tion.
22、3.2.3 enter time, nwhen the test piece enters the stop zonetriggering photosensor 1.3.2.4 start line, nline across the path of the vehicle used tosignal when the test piece can be inserted into the stopdetection range as measured in 7.3.3.2.5 start location, nthe initial zero velocity position ofA-U
23、GV at beginning of each test repetition; the start locationshould be at a point from which the vehicle can accelerate upto test speed before the leading edge crosses the start line alongthe test trajectory.3.2.6 start time, nwhen the A-UGV crosses the start linewhile traveling at speed.3.2.7 stop ti
24、me, nwhen the A-UGV stops because ofdetection of the test piece.3.2.8 stop zone, nthe area in front of the direction of travelof the A-UGV where activation of the obstruction sensorcauses a safety stop of the vehicle as per ANSI/ITSDF B56.5.3.2.9 stopping distance, ndistance required for vehicle tos
25、top after detecting obstruction.3.2.10 repetition, nperformance of a task.3.2.11 task, nsequence of movements and measurementsthat compromise one repetition within a test.3.2.12 test, na collection of task repetitions.4. Significance and Use4.1 Assuming the vehicle stays on its path and an obstaclea
26、ppears within the stop zone, the vehicle will collide with theobstacle. Even within the stop zone, obstacle detection shouldcause the vehicle to slow down as early as possible usingnon-contact sensing or contact bumpers. ANSI/ITSDFB56.5:2012 discusses a test method to detect standard testpieces beyo
27、nd the minimum vehicle stopping distance at 50 %and 100 % of vehicle rated speeds.4.2 This test method can apply to A-UGVs for testingobstacle-sensing capabilities and automatic guided industrialvehicles in automatic mode of operation in non-restricted areasas described in ANSI/ITSDF B56.5.4.3 Resea
28、rchers2, 3used two-dimensional (2D) laser detec-tion and ranging (LADAR) sensors mounted to an A-UGV. Incontrast to the earlier experiments in which the test piece wasstatic, in these experiments the A-UGV and the test piece wereboth moving. The 2D sensor was mounted to the A-UGV toscan horizontally
29、 with the beam approximately 10 cm (4 in.)above and parallel to the floor and confined to detecting thevehicle path (vehicle width) at the maximum stopping distance(coasting or braking). Note that the sensor scan width can beset to any width, including the ANSI/ITSDF B56.5 standard,non-hazard zone v
30、ehicle path width of the vehicle plus 0.5 m(1.6 ft). The test piece entered the A-UGV path within theexception zone, was detected by the safety sensor, and thedistance of the test piece to the A-UGV and the A-UGVstopping distance measurements were calculated and analyzed.5. Apparatus5.1 List of Mate
31、rials:5.1.1 Grid printed on paper or marked on the floor at regularintervals.5.1.2 Photosensors 1 and 2.5.1.3 Lights 1 and 2.5.1.4 Video camera and recorder with nominal 30 framesper second (fps) frame rate or higher.5.1.5 Straight bar and clamp (or optional length of rope orstring, or both, not sho
32、wn in Fig. 1).5.1.6 A-UGV.5.1.7 Vertical cylinder test piece, 70 mm (2.75 in.) diameterby 400 mm (16 in.), as described in safety standards andrepresenting a human leg.5.1.8 Onboard A-UGV camera or sighting scope (optional)(see Fig. 2).5.1.9 Timer to be placed in camera field of view.5.2 Experimenta
33、l Setup:4For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM website.5Available from the Industrial Truck Standards Develo
34、pment Foundation(ITSDF), 1750 K St. Nw, Suite 460, Washington, DC 20006, www.itsdf.org.F3265 1725.2.1 A printed, grid on paper, taped to the floor, or othermeasurement marks, shall be next to and as close to theA-UGV as possible along its path without changing vehicleperformance. The grid shall be a
35、t least 4 m (13 ft) long by 0.25m (0.8 ft) wide and divided into 5 cm (2 in.) segments. The gridshould also be labeled every1m(3ft)toprovide additionallocation information.5.2.2 A 70 mm (2.75 in.) diameter by 400 mm (16 in.) tallvertical cylinder test piece as specified in safety standards shallbe m
36、ounted on a short cart with wheels or other low frictionmeans so that it can be easily pushed into the A-UGV pathwithout tipping. Optionally, the test piece may be attached to arope suspended from overhead. The rope should be attached toone end of the test piece so that the piece hangs vertically an
37、dFIG. 1 Apparatus for Grid-Video Test MethodFIG. 2 A-UGV Start Location Calibration Setup with Aligned Posts Using the Onboard Camera FOV and Clamped Bar on the A-UGVRear Bumper Pointing Down to a Start Location Marked on the FloorF3265 173hangs just short of making contact with the floor. Setting t
38、herope vertically, with the target in position, a length of rope isattached to the top of the target and extended horizontally tothe tester location.5.2.3 A video camera shall be mounted in a fixed location,with the image plane parallel to the travel surface and alignedwith the A-UGV path to capture
39、 simultaneously both the testpiece and A-UGV motions and stop positions. The videocamera shall have a high enough resolution to capture simul-taneously and clearly, frame-by-frame, the floor grid, testpiece, and A-UGV throughout the test piece motions and stopsand the location where the A-UGV detect
40、s test piece motionand subsequently travels and stops or decelerates. Videorecording shall continue for at least 5 seconds after the fullA-UGV crosses the point of entry of the test piece or theA-UGV stops.5.2.4 Along the path, a photosensor, Photosensor 1, shall beplaced on or within 400 mm (16 in.
41、) above the floor next to theA-UGV so that the emitted beam is along the edge of theA-UGV stop zone and detects the crossing test piece. Theemitted beam shall reflect back to the photosensor by areflector placed beyond the A-UGV stop zone. Photosensor 1shall control a light, Light 1, on/off that is
42、pointed towards thevideo camera upon detection of the test piece crossing into theA-UGV path. Light 1 shall be simultaneously detected by thevideo camera during the test. This simplifies identifying thetime that the test piece crosses into the stop zone boundary.5.2.5 Similarly, the beam from a seco
43、nd photosensor, Pho-tosensor 2, shall cross the A-UGV path to detect the approach-ing A-UGV and shall be used to turn on a second light, Light2. Light 2 shall be simultaneously detected by the video cameraduring the test. Again, this simplifies identifying the time thevehicle enters the test area.5.
44、2.6 Atest technician and anA-UGV operator are normallyrequired to implement the test method.5.2.7 If theA-UGV ground clearance is greater than 70 mm,a front shroud should be added to the A-UGV so that the testpiece cannot roll beneath the vehicle.5.2.8 Examples of the test setup are shown in Figs. 1
45、-4.6. Hazards6.1 In addition to the requirements of 1.4, which addressesthe human safety and health concerns, users of this test methodshall also address the equipment preservation concerns andhuman A-UGV coexistence concerns.NOTE 1The test requestor and test supervisor agree upon and have theauthor
46、ity to decide upon the environmental conditions under which thetest(s) is/are to be conducted. Such conditions can be stressful not only tothe humans but also to the A-UGVs, such as, high or low temperatures,excessive moisture, and rough terrain that can damage the A-UGVcomponents or cause unexpecte
47、d A-UGV motions. Testing of an A-UGVmay result in exposing the A-UGV, the test area and equipment, andobservers to extraordinary risks. In addition to any other warnings orconcerns, the test designer shall include a safety plan specific to theA-UGV being tested and the test method being used. This p
48、lan shall bebriefed to all personnel involved and shall include an emergency responseplan should an uncontrolled event occur.7. Calibration7.1 Calibration of the A-UGV and Start Location:7.1.1 The A-UGV shall be calibrated to move at 50 % and100 % of rated speed before testing.7.1.2 The A-UGV shall
49、be positioned at the same startlocation and orientation for each trial. A calibration method,shown in Fig. 2, independent of A-UGV sensors, shall be usedto determine vehicle pose.An example method includes the useof a video camera or sighting scope mounted to the vehicle andtwo posts spaced at approximately 5 m and 10 m along a lineat an angle other than 0 and 90 from the A-UGV. When theA-UGV is at the start location, the two posts are aligned in thecameras field of view (FOV).Also, a thin bar is clamped to therear A-UGV bumper pointing down to a spot marked on the
