1、BS ISO17386:2010ICS 43.040.15NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBRITISH STANDARDTransport informationand control systems ManoeuvringAids for Low SpeedOperation (MALSO) Performancerequirements and testproceduresThis British Standardwas published under theauthority o
2、f the StandardsPolicy and StrategyCommittee on 30 June2010 BSI 2010ISBN 978 0 580 63742 1Amendments/corrigenda issued since publicationDate CommentsBS ISO 17386:2010National forewordThis British Standard is the UK implementation of ISO 17386:2010. Itsupersedes BS ISO 17386:2004 which is withdrawn.Th
3、e UK participation in its 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
4、 are responsible for its correct application.Compliance with a British Standard cannot confer immunityfrom legal obligations.BS ISO 17386:2010Reference numberISO 17386:2010(E)ISO 2010INTERNATIONAL STANDARD ISO17386Second edition2010-03-15Transport information and control systems Manoeuvring Aids for
5、 Low Speed Operation (MALSO) Performance requirements and test procedures Systmes dinformation et de commande des transports Aides la conduite pour manuvre vitesse rduite (MALSO) Exigences de performance et modes opratoires BS ISO 17386:2010ISO 17386:2010(E) PDF disclaimer This PDF file may contain
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10、requester. ISO copyright office Case postale 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 2010 All rights reservedBS ISO 17386:2010ISO 17386:2010(E) ISO 2010 All rights reserved iiiContents Page Foreword iv
11、Introduction.v 1 Scope1 2 Normative references1 3 Terms and definitions .2 4 Classification .4 5 Functional and performance requirements 5 5.1 System activation 5 5.2 Driver interface and information strategy.5 5.3 Dynamic performance of object detection7 5.4 Monitoring range coverage 8 5.5 Self-tes
12、t capabilities and failure indication 14 5.6 Operation with trailers 15 6 Requirements and tests components .15 7 Operational test of obstacle detection15 7.1 Test object15 7.2 General ambient conditions .16 7.3 Test procedure.16 Annex A (informative) Test methods 18 Bibliography21 BS ISO 17386:2010
13、ISO 17386:2010(E) iv ISO 2010 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
14、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 with the International
15、 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 International Standards
16、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 be the subject of
17、patent rights. ISO shall not be held responsible for identifying any or all such patent rights. ISO 17386 was prepared by Technical Committee ISO/TC 204, Intelligent transport systems. This second edition cancels and replaces the first edition (ISO 17386:2004), which has been technically revised. BS
18、 ISO 17386:2010ISO 17386:2010(E) ISO 2010 All rights reserved vIntroduction Todays aerodynamically-shaped vehicles often result in restricted rear and front visibility. Manoeuvring aids for low-speed operation (MALSO) enhance security and driver convenience during parking or manoeuvring situations a
19、t very low speed, e.g. in narrow passages. Drivers can avoid collisions with obstacles that cannot be seen but can be detected by the system and they can make more effective use of limited parking space. MALSO systems are detection devices with non-contact sensors which assist the driver during low
20、speed manoeuvring. MALSO systems indicate to the driver the presence of front, rear or corner objects when squeezing into small parking spaces or manoeuvring through narrow passages. They are regarded as an aid to drivers for use at speeds of up to 0,5 m/s, and they do not relieve drivers of their r
21、esponsibility when driving the vehicle. BS ISO 17386:2010BS ISO 17386:2010INTERNATIONAL STANDARD ISO 17386:2010(E) ISO 2010 All rights reserved 1Transport information and control systems Manoeuvring Aids for Low Speed Operation (MALSO) Performance requirements and test procedures 1 Scope This Intern
22、ational Standard addresses light-duty vehicles, e.g. passenger cars, pick-up trucks, light vans and sport utility vehicles (motorcycles excluded) equipped with MALSO systems. It specifies minimum functionality requirements which the driver can generally expect of the device, i.e. detection of and in
23、formation on the presence of relevant obstacles within a defined (short) detection range. It defines minimum requirements for failure indication as well as performance test procedures; it includes rules for the general information strategy but does not restrict the kind of information or display sys
24、tem. MALSO systems use object-detection devices (sensors) for ranging in order to provide the driver with information based on the distance to obstacles. The sensing technology is not addressed; however, technology affects the performance-test procedures set up in this International Standard (see Cl
25、ause 7). The current test objects are defined based on systems using ultrasonic sensors, which reflect the most commonly used technology at the time of publishing this International Standard. For other sensing technologies possibly coming up in the future, these test objects shall be checked and cha
26、nged if required. Visibility-enhancement systems like video-camera aids without distance ranging and warning are not covered by this International Standard. Reversing aids and obstacle-detection devices on heavy commercial vehicles are not addressed by this International Standard; requirements for t
27、hose systems are defined in ISO/TR 12155. 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, the latest edition of the referenced document (including any amend
28、ments) applies. ISO 2575, Road vehicles Symbols for controls, indicators and tell-tales ISO 15006, Road vehicles Ergonomic aspects of transport information and control systems Specifications and compliance procedures for in-vehicle auditory presentation ISO 15008, Road vehicles Ergonomic aspects of
29、transport information and control systems Specifications and test procedures for in-vehicle visual presentation ISO 16750 (all parts), Road vehicles Environmental conditions and testing for electrical and electronic equipment BS ISO 17386:2010ISO 17386:2010(E) 2 ISO 2010 All rights reserved3 Terms a
30、nd definitions For the purpose of this document, the following terms and definitions apply. 3.1 audible information and warning acoustical signal that is used to present information about relevant obstacles, to the driver EXAMPLE Pulses, speech. NOTE Acoustical pulses can be coded mainly by carrier
31、frequency, repetition rate and position of sound generator. See Figure 1. 3.2 evaluation for information and advice information about detected obstacles that, when the system is activated, will be evaluated to warn and advise the driver in order to help with the current low speed manoeuvre See Figur
32、e 1. Figure 1 Block diagram of the potential sub-functions of a manoeuvring aid for low-speed operation 3.3 manoeuvring aid for low-speed operation system that, at low speeds ( xoffFront o + Front corners o + Rear + o Rear corners + o “o” indicates optional. “+” indicates active. “” indicates inacti
33、ve. On vehicles with automatic transmission the MALSO system may be deactivated if the P (parking) gear position is selected. It is also possible to deactivate the system while the parking brake is engaged. 5.2 Driver interface and information strategy 5.2.1 General information presentation For the
34、driver interface, at least the audible information channel shall be used. Visual information and warning may be used as a supplement. A standardized information strategy will be the basis for the development of both types of information components, as this makes the use in different vehicles easier
35、and safer. The most relevant information for the driver is the distance, i.e. the clearance, between the vehicle boundary and an obstacle. The location of the obstacle relative to the vehicle may be indicated as additional information. Failures shall be indicated to the driver as well. BS ISO 17386:
36、2010ISO 17386:2010(E) 6 ISO 2010 All rights reservedA general information strategy cannot be established because of the following reasons: there are many different ways of coding the information; each car manufacturer will integrate the manoeuvring aids into its driver-information system with its sp
37、ecific driver interface. Subclauses 5.2.2 to 5.2.5 may be regarded as guidance in the implementation of an information strategy. 5.2.2 Audible information The audible information shall be presented in accordance with ISO 15006. The following basic code is recommended for the audible information chan
38、nel: a) Distance should be coded into at least two levels. These zones may be represented by different repetition rates, with the basic rule that a high repetition rate or a continuous sound corresponds to short distances. If a different or an additional code is used it should not interfere with the
39、 basic rule. b) The different areas may be represented by different carrier frequencies (e.g. high frequency for the front, low frequency for the back of the vehicle). In this case, not more than two different areas/carrier frequencies should be used. Synthesised or recorded voice messages may also
40、be used. c) The activation/deactivation of the system and the indication of failure/disturbance may be presented by an audible signal, clearly distinguishable from the other signals. 5.2.3 Visual information The visual information shall be presented in accordance with ISO 15008. If the visual inform
41、ation channel is used as a supplement to the audible channel, the following basic code is recommended: a) The information should be codified into at least two levels, represented by multiple colours: for example, red for level 1 (imminent collision level) and yellow or green for level 2 (attention l
42、evel). If a different code or an additional advisory level is used, it should not interfere with these basic code elements. The two levels may be subdivided by using more than one display element with the same colour, e.g. a bar graph with three red and three yellow bars, allowing for six sub-levels
43、. If a monochromatic element is used instead of multiple colours, the two levels may be represented by a combination of continuous and flashing illumination, or a display consisting of incremental bars. Figure 3 shows the warning levels for the rear monitoring range. Key 1 level 1 3 advisory level 2
44、 level 2 4 rear monitoring range Figure 3 Warning levels for rear monitoring range BS ISO 17386:2010ISO 17386:2010(E) ISO 2010 All rights reserved 7b) The display should be located so as to minimize the likelihood of inducing drivers to change their direction of vision. For example, it is recommende
45、d to place the display for the rear monitoring range in the rear part of the passenger compartment, because this allows drivers to watch the display while simultaneously looking through the rear mirror or over their shoulder directly through the rear window. For the same reason it is recommended to
46、locate the display for the front monitoring range in the dashboard. c) It is recommended to indicate the activation/deactivation and malfunction of the system by a telltale or a symbol in all active displays of the system. These symbols shall be in accordance with ISO 2575. 5.2.4 Combination of visu
47、al and audible information A combination of visual and audible information may be used to improve the system performance or to reduce the possibility of annoying the driver and passengers, taking into account the specific advantages of both information channels. Level 1 (imminent collision level) in
48、formation shall be given audibly and may additionally be given visually; level 2 (attention level) information may, however, be given by the visual or the audible channel only. If the intensity of the audible information presentation can be reduced by the driver, e.g. from a menu of the onboard huma
49、n-machine interface (HMI) system, there should be a note in the user manual or a message in the dialog with the HMI system, stating that warnings may not be perceived in time if the volume is set too low. 5.2.5 Duration of signalling In general, the signalling of an obstacle shall be maintained as long as the obstacle is detected and shall cease when the obstacle is no longer detected or the system is deactivated. For activation/deactivation criteria of the system and specific monitoring ranges refer
