35.240.60 - IT applications in transport
ICS 35.240.60 Details
IT applications in transport
IT-Anwendungen in Verkehr, Handel, Verwaltung
Application des TI dans le transport
Uporabniške rešitve IT v prometu
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This document specifies the in-vehicle information (IVI) data structures that are required by different intelligent transport system (ITS) services for exchanging information between ITS stations (ITS-S). A general, extensible data structure is specified, which is split into structures called containers to accommodate current-day information. Transmitted information includes IVI such as contextual speed, road works warnings, vehicle restrictions, lane restrictions, road hazard warnings, location-based services and re-routing. The information in the containers is organized in sub-structures called data frames and data elements, which are described in terms of their content and syntax. The data structures are specified as communications-agnostic. This document does not provide the communication protocols. This document provides scenarios for usage of the data structure, e.g. in case of real time, short-range communications.
- Technical specification49 pagesEnglish languagesale 15% off
This document specifies a mechanism for exchanging data and messages in the following cases: a) exchange between a traffic management centre and ITS roadside equipment for traffic management; b) exchange between ITS roadside equipment used for traffic management. This document is not applicable to: — communication between traffic management centres and in-vehicle units; — communication between ITS roadside equipment and in-vehicle units; — in-vehicle communication; — in-cabinet communication; — motion video transmission from a camera or recorded media. This document is suitable for use when both of the following conditions apply: 1) The data to be exchanged can be defined as one or more elements that can be retrieved or stored – SNMP can support a wide variety of devices and has adopted the concept of a management information base (MIB), which identifies the configuration, control and monitoring parameters for ITS roadside equipment. This standardized approach is commonly used for network management applications for devices such as routers, switches, bridges and firewalls. It is also used in many regions to control devices such as dynamic message signs. 2) Guaranteed, deterministic, real-time exchange of data is not critical – SNMP operations typically require less than 100 ms, but the underlying network can cause multi-second delays in delivering messages or even lost messages; thus, SNMP is not intended for applications that require reliable sub-second communications. This document can be used for: — intermittent exchange of any defined data (normal SNMP operations allow messages to be structured by combining any group of elements into a retrieval or storage request); — repeated, frequent exchanges of the same message structure (with potentially different values), even on relatively low-bandwidth links; NOTE 1 The dynamic object feature, defined in ISO/TS 26048-1, can be used to eliminate a considerable amount of overhead that is normally associated with SNMP communications to make it more suitable for low-bandwidth links. — allowing ITS roadside equipment to issue exception reports when special conditions arise. NOTE 2 Exception reporting uses SNMP notifications in combination with the notification management features defined in ISO/TS 26048-1.
- Standard19 pagesEnglish languagesale 15% off
This document specifies the general service framework and components for operating automated driving buses (ADBs) in public transport networks. It includes: a) a description of the ADB service components which consist of ADBs, the monitoring and control (MC) centre, Internet of Things (IoT) infrastructure, the smart bus stations and the passengers. b) a description of the use cases for the ADB service operation.
- Technical report26 pagesEnglish languagesale 15% off
Field devices are a key component in intelligent transport systems (ITS). Field devices include traffic signals, message signs, weather stations, traffic sensors, roadside equipment for connected ITS (C-ITS) environments, etc. Field devices often need to exchange information with central devices (managers). Field devices can be quite complex necessitating the standardization of many data concepts for exchange. As such, the ISO 22741 series is divided into several individual parts. This document identifies basic user needs for the management of virtually any field device and traces these needs to interoperable designs. This includes the ability to identify the device, its capabilities and its status. ISO 22741-1 provides additional details about how the ISO 22741 series relates to the overall ITS architecture.
- Technical specification15 pagesEnglish languagesale 15% off
This document specifies a graphic data dictionary (GDD), a system of standardized codes for existing road traffic signs and pictograms used to deliver traffic and traveller information (TTI). The coding system can be used in the formation of messages within intelligent transport systems (ITS).
- Standard81 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies a graphic data dictionary (GDD), a system of standardized codes for existing road traffic signs and pictograms used to deliver traffic and traveller information (TTI). The coding system can be used in the formation of messages within intelligent transport systems (ITS).
- Standard81 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies a graphic data dictionary (GDD), a system of standardized codes for existing road traffic signs and pictograms used to deliver traffic and traveller information (TTI). The coding system can be used in the formation of messages within intelligent transport systems (ITS).
- Standard73 pagesEnglish languagesale 15% off
ISO 13141:2015 establishes requirements for short-range communication for the purposes of augmenting the localization in autonomous electronic fee collection (EFC) systems. Localization augmentation serves to inform on-board equipment (OBE) about geographical location and the identification of a charge object. This International Standard specifies the provision of location and heading information and security means to protect from the manipulation of the OBE with false roadside equipment (RSE).
The localization augmentation communication takes place between an OBE in a vehicle and fixed roadside equipment. This International Standard is applicable to OBE in an autonomous mode of operation.
ISO 13141:2015 defines attributes and functions for the purpose of localization augmentation, by making use of the dedicated short-range communications (DSRC) communication services provided by DSRC Layer 7, and makes these LAC attributes and functions available to the LAC applications at the RSE and the OBE. Attributes and functions are defined on the level of Application Data Units (ADUs, see Figure 1).
- Standard45 pagesEnglish languagesale 10% offe-Library read for1 day
This document contains specifications for a set of ITS station security services required to ensure the authenticity of the source and integrity of information exchanged between trusted entities, i.e.:
— between devices operated as bounded secured managed entities, i.e. "ITS Station Communication Units" (ITS-SCU) and "ITS station units" (ITS-SU) as specified in ISO 21217; and
— between ITS-SUs (composed of one or several ITS-SCUs) and external trusted entities such as sensor and control networks.
These services include the authentication and secure session establishment which are required to exchange information in a trusted and secure manner.
These services are essential for many intelligent transport system (ITS) applications and services including time-critical safety applications, automated driving, remote management of ITS stations (ISO 24102-2), and roadside/infrastructure-related services.
- Standard113 pagesEnglish languagesale 10% offe-Library read for1 day
This document describes a basic role and functional model for mobility services using low Earth orbit (LEO) satellite systems for ITS services. This document provides: a) a role and functional model using a LEO satellite system for mobility services; b) a description of the concept of operations (CONOPS), and the relevant role models; c) a conceptual architecture between actors involved; d) references for the key documents on which the architecture is based; e) a mobility service use case summary. In-vehicle control systems are not within the scope of this document. This document scope is limited to mobility services using physical and digital infrastructure. NOTE Physical infrastructure facilities include for example, battery charging facilities, dynamic charging facilities for battery electric vehicles, physical infrastructure markings, physical traffic regulation signs, mobility monitoring facilities, emergency response service support facilities, traffic operation control centre facilities, fee collection service facilities (e.g. road usage fee), battery electric vehicle charging facilities, online reservation and online mobility usage fee payment facilities, and other infrastructure platform facilities that support ITS mobility services.
- Technical report17 pagesEnglish languagesale 15% off
This document defines requirements for short-range communication for the purposes of compliance checking in autonomous electronic fee collecting systems. Compliance checking communication (CCC) takes place between a road vehicle's on-board equipment (OBE) and an interrogator (roadside mounted equipment, mobile device or hand-held unit), and serves to establish whether the data that are delivered by the OBE correctly reflect the road usage of the corresponding vehicle according to the rules of the pertinent toll regime.
The operator of the compliance checking interrogator is assumed to be part of the toll charging role as defined in ISO 17573-1. The CCC permits identification of the OBE, vehicle and contract, and verification of whether the driver has fulfilled his obligations and the checking status and performance of the OBE. The CCC reads, but does not write, OBE data.
This document is applicable to OBE in an autonomous mode of operation; it is not applicable to compliance checking in dedicated short-range communication (DSRC)-based charging systems.
It defines data syntax and semantics, but not a communication sequence. All the attributes defined herein are required in any OBE claimed to be compliant with this document, even if some values are set to "not defined" in cases where certain functionality is not present in an OBE. The interrogator is free to choose which attributes are read in the data retrieval phase, as well as the sequence in which they are read. In order to achieve compatibility with existing systems, the communication makes use of the attributes defined in ISO 14906 wherever useful.
The CCC is suitable for a range of short-range communication media. Specific definitions are given for the CEN-DSRC as specified in EN 15509, as well as for the use of ISO CALM IR, the Italian DSRC as specified in ETSI ES 200 674-1, ARIB DSRC and WAVE DSRC as alternatives to the CEN-DSRC. The attributes and functions defined are for compliance checking by means of the DSRC communication services provided by DSRC application layer, with the CCC attributes and functions made available to the CCC applications at the roadside equipment (RSE) and OBE. The attributes and functions are defined on the level of application data units (ADU).
The definition of the CCC includes:
— the application interface between OBE and RSE (as depicted in Figure 2);
— use of the generic DSRC application layer as specified in ISO 15628 and EN 12834;
— CCC data type specifications given in Annex A;
— a protocol implementation conformance statement (PICS) proforma is given in Annex B;
— use of the CEN-DSRC stack as specified in EN 15509, or other equivalent DSRC stacks as described in Annex C, Annex D, Annex E and Annex F;
— security services for mutual authentication of the communication partners and for signing of data (see Annex H);
— an example CCC transaction is presented in Annex G;
— the informative Annex I highlights how to use this document for the European electronic toll service (as defined in Commission Decision 2009/750/EC).
Test specifications are not within the scope of this document.
- Standard71 pagesEnglish languagesale 10% offe-Library read for1 day
- Amendment10 pagesEnglish languagesale 10% offe-Library read for1 day
This document provides information and specifications on the management of road traffic in controlled zones (CZ) through the application of geofencing. Specifically, this document specifies a “Controlled Zone Data Dictionary” (CZDD) for management of controlled zones, and provides an extendible toolkit that regulators can use, for example, to inform potential CZ users (e.g. vehicles) about: — the CZ area, i.e. the geographical boundaries of the CZ; — CZ access conditions including exemptions; — time windows indicating when these CZ access conditions are applicable. This allows potential CZ users to select an appropriate routing, either by pre-trip planning or ad hoc re-routing. This document also provides illustrations and guidelines on how to use this toolkit. The toolkit is designed in accordance with the general ITS station and communications architecture specified in ISO 21217, and with optionally applicable C-ITS protocols and procedures, e.g. ISO 22418 on “Service Announcement”, ISO 18750 on the “Local Dynamic Map”, and ISO 17419 on globally unique identifiers. Cybersecurity provision can be provided through conformance to ISO 21177. Enforcement is out of scope of this document.
- Standard22 pagesEnglish languagesale 15% off
This document specifies a freight vehicle safety information provisioning service application or function. It is intended for use within non-enforcement applications and potentially for regulated application services (RAS), for the road transport safety management purposes of regulated commercial freight vehicle movements. This document reinforces vehicle safety for non-enforcement purposes and other purposes by providing safety advisory information concerning overhead clearance provisions to freight vehicle drivers or operators transporting heavy goods on freight vehicles. This document specifies the framework for remote vehicle safety information provision for non-enforcement and for the conceptual operation of other management purpose applications. This document is intended to be beneficial to entities whose purpose is vehicle safety management. It provides additional use cases for TARV (telematics applications for regulated vehicles) service applications.
- Standard23 pagesEnglish languagesale 15% off
This document contains specifications for a set of ITS station security services required to ensure the authenticity of the source and integrity of information exchanged between trusted entities, i.e.:
— between devices operated as bounded secured managed entities, i.e. "ITS Station Communication Units" (ITS-SCU) and "ITS station units" (ITS-SU) as specified in ISO 21217; and
— between ITS-SUs (composed of one or several ITS-SCUs) and external trusted entities such as sensor and control networks.
These services include the authentication and secure session establishment which are required to exchange information in a trusted and secure manner.
These services are essential for many intelligent transport system (ITS) applications and services, including time-critical safety applications, automated driving, remote management of ITS stations (ISO 24102-2), and roadside/infrastructure-related services.
- Standard113 pagesEnglish languagesale 10% offe-Library read for1 day
This document establishes requirements for short-range communication for the purposes of augmenting the localization in autonomous electronic fee collection (EFC) systems. Localization augmentation serves to inform on-board equipment (OBE) about geographical location and the identification of a charge object. This document specifies the provision of location and heading information and security means to protect against the manipulation of the OBE with false RSE.
The localization augmentation communication (LAC) takes place between an OBE in a vehicle and fixed RSE. This document is applicable to OBE in an autonomous mode of operation.
This document specifies attributes and functions for the purpose of localization augmentation, by making use of the dedicated short-range communications (DSRC) communication services provided by DSRC Layer 7, and makes these LAC attributes and functions available to the LAC applications at the RSE and the OBE. Attributes and functions are specified on the level of application data units (ADUs; see Figure 1).
As depicted in Figure 1, this document is applicable to:
— the application interface definition between OBE and RSE;
— the interface to the DSRC application layer, as specified in ISO 15628 and EN 12834;
— the use of the DSRC stack.
The LAC is suitable for a range of short-range communication media. This document provides specific definitions regarding the CEN-DSRC stack as specified in EN 15509. Annexes C, D, E and H provide for the use of the Italian DSRC as specified in ETSI/ES 200 674-1, ISO CALM IR ARIB DSRC and WAVE DSRC.
This document contains a protocol implementation conformance statement (PICS) proforma in Annex B and transaction examples in Annex F. Annex G highlights how to use this document for the European Electronic Toll Service (EETS).
Test specifications are not within the scope of this document.
- Standard45 pagesEnglish languagesale 10% offe-Library read for1 day
This document contains specifications for a set of ITS station security services required to ensure the authenticity of the source and integrity of information exchanged between trusted entities, i.e.: — between devices operated as bounded secured managed entities, i.e. "ITS Station Communication Units" (ITS-SCU) and "ITS station units" (ITS-SU) as specified in ISO 21217; and — between ITS-SUs (composed of one or several ITS-SCUs) and external trusted entities such as sensor and control networks. These services include the authentication and secure session establishment which are required to exchange information in a trusted and secure manner. These services are essential for many intelligent transport system (ITS) applications and services, including time-critical safety applications, automated driving, remote management of ITS stations (ISO 24102-2), and roadside/infrastructure-related services.
- Standard99 pagesEnglish languagesale 15% off
- Standard104 pagesFrench languagesale 15% off
This document specifies requirements for short-range communication for the purposes of compliance checking in autonomous electronic fee collecting systems. Compliance checking communication (CCC) takes place between a road vehicle's on-board equipment (OBE) and an interrogator [fixed and mobile roadside equipment (RSE) or hand-held unit] and serves to establish whether the data that are delivered by the OBE correctly reflect the road usage of the corresponding vehicle according to the rules of the pertinent toll regime.
The operator of the compliance checking interrogator is assumed to be part of the toll charging role as defined in ISO 17573-1. The CCC permits identification of the OBE, vehicle and contract, and verification of whether the driver has fulfilled their obligations and the checking status and performance of the OBE. The CCC reads, but does not write, OBE data.
This document is applicable to OBE in an autonomous mode of operation. It is not applicable to compliance checking in dedicated short-range communication (DSRC)-based charging systems.
It specifies data syntax and semantics, but not a communication sequence. All the attributes specified herein are required in any OBE claimed to be compliant with this document, even if some values are set to “not specified” in cases where a certain functionality is not present in an OBE. The interrogator is free to choose which attributes are read in the data retrieval phase, as well as the sequence in which they are read. In order to achieve compatibility with existing systems, the communication makes use of the attributes specified in ISO 17573-3 wherever useful.
The CCC is suitable for a range of short-range communication media. Specific definitions are given for the CEN-DSRC as specified in EN 15509, as well as for the use of ISO CALM IR, the Italian DSRC as specified in ETSI ES 200 674-1, ARIB DSRC, and WAVE DSRC as alternatives to the CEN-DSRC. The attributes and functions specified are for compliance checking by means of the DSRC communication services provided by DSRC application layer, with the CCC attributes and functions made available to the CCC applications at the RSE and OBE. The attributes and functions are specified on the level of application data units (ADUs).
The definition of the CCC includes:
— the application interface between OBE and RSE (as depicted in Figure 2);
— use of the generic DSRC application layer as specified in ISO 15628 and EN 12834;
— CCC data type specifications given in Annex A;
— a protocol implementation conformance statement (PICS) proforma is given in Annex B;
— use of the CEN-DSRC stack as specified in EN 15509, or other equivalent DSRC stacks as described in Annex C, Annex D, Annex E and Annex F;
— security services for mutual authentication of the communication partners and for signing of data (see Annex H);
In addition, an example CCC transaction is presented in Annex G and Annex I highlights how to use this document for the European Electronic Toll Service (EETS).
Test specifications are not within the scope of this document.
- Standard71 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies requirements for short-range communication for the purposes of compliance checking in autonomous electronic fee collecting systems. Compliance checking communication (CCC) takes place between a road vehicle's on-board equipment (OBE) and an interrogator [fixed and mobile roadside equipment (RSE) or hand-held unit] and serves to establish whether the data that are delivered by the OBE correctly reflect the road usage of the corresponding vehicle according to the rules of the pertinent toll regime. The operator of the compliance checking interrogator is assumed to be part of the toll charging role as defined in ISO 17573-1. The CCC permits identification of the OBE, vehicle and contract, and verification of whether the driver has fulfilled their obligations and the checking status and performance of the OBE. The CCC reads, but does not write, OBE data. This document is applicable to OBE in an autonomous mode of operation. It is not applicable to compliance checking in dedicated short-range communication (DSRC)-based charging systems. It specifies data syntax and semantics, but not a communication sequence. All the attributes specified herein are required in any OBE claimed to be compliant with this document, even if some values are set to “not specified” in cases where a certain functionality is not present in an OBE. The interrogator is free to choose which attributes are read in the data retrieval phase, as well as the sequence in which they are read. In order to achieve compatibility with existing systems, the communication makes use of the attributes specified in ISO 17573-3 wherever useful. The CCC is suitable for a range of short-range communication media. Specific definitions are given for the CEN-DSRC as specified in EN 15509, as well as for the use of ISO CALM IR, the Italian DSRC as specified in ETSI ES 200 674-1, ARIB DSRC, and WAVE DSRC as alternatives to the CEN-DSRC. The attributes and functions specified are for compliance checking by means of the DSRC communication services provided by DSRC application layer, with the CCC attributes and functions made available to the CCC applications at the RSE and OBE. The attributes and functions are specified on the level of application data units (ADUs). The definition of the CCC includes: — the application interface between OBE and RSE (as depicted in Figure 2); — use of the generic DSRC application layer as specified in ISO 15628 and EN 12834; — CCC data type specifications given in Annex A; — a protocol implementation conformance statement (PICS) proforma is given in Annex B; — use of the CEN-DSRC stack as specified in EN 15509, or other equivalent DSRC stacks as described in Annex C, Annex D, Annex E and Annex F; — security services for mutual authentication of the communication partners and for signing of data (see Annex H); In addition, an example CCC transaction is presented in Annex G and Annex I highlights how to use this document for the European Electronic Toll Service (EETS). Test specifications are not within the scope of this document.
- Standard61 pagesEnglish languagesale 15% off
This document establishes requirements for short-range communication for the purposes of augmenting the localization in autonomous electronic fee collection (EFC) systems. Localization augmentation serves to inform on-board equipment (OBE) about geographical location and the identification of a charge object. This document specifies the provision of location and heading information and security means to protect against the manipulation of the OBE with false RSE. The localization augmentation communication (LAC) takes place between an OBE in a vehicle and fixed RSE. This document is applicable to OBE in an autonomous mode of operation. This document specifies attributes and functions for the purpose of localization augmentation, by making use of the dedicated short-range communications (DSRC) communication services provided by DSRC Layer 7, and makes these LAC attributes and functions available to the LAC applications at the RSE and the OBE. Attributes and functions are specified on the level of application data units (ADUs; see Figure 1). As depicted in Figure 1, this document is applicable to: — the application interface definition between OBE and RSE; — the interface to the DSRC application layer, as specified in ISO 15628 and EN 12834; — the use of the DSRC stack. The LAC is suitable for a range of short-range communication media. This document provides specific definitions regarding the CEN-DSRC stack as specified in EN 15509. Annexes C, D, E and H provide for the use of the Italian DSRC as specified in ETSI/ES 200 674-1, ISO CALM IR ARIB DSRC and WAVE DSRC. This document contains a protocol implementation conformance statement (PICS) proforma in Annex B and transaction examples in Annex F. Annex G highlights how to use this document for the European Electronic Toll Service (EETS). Test specifications are not within the scope of this document.
- Standard36 pagesEnglish languagesale 15% off
In respect of 112-eCall (pan-European eCall) (operating requirements defined in EN 16072), this document defines the additional high level application protocols, procedures and processes required to provide the eCall service whilst there are still both circuit switched and packet switched wireless communication networks in operation.
NOTE The objective of implementing the pan-European in-vehicle emergency call system (eCall) is to automate the notification of a traffic accident, wherever in Europe, with the same technical standards and the same quality of services objectives by using a PLMN (such as ETSI prime medium) which supports the European harmonized 112/E112 emergency number (TS12 ETSI TS 122 003 or IMS packet switched network) and to provide a means of manually triggering the notification of an emergency incident.
- Standard21 pagesEnglish languagesale 10% offe-Library read for1 day
The present document defines the access layer for ITS-G5 consisting of the physical layer and the data link layer, as part
of the ITS station architecture.
- Standard23 pagesEnglish languagesale 15% off
- Standard23 pagesEnglish languagesale 15% off
- Standard23 pagesEnglish languagesale 10% offe-Library read for1 day
1.1 This document specifies the process and technical requirements for the development of software
for programmable electronic systems for use in:
— control, command for signalling applications,
— applications on-board of rolling stock.
This document is not intended to be applied in the area of electric traction power supply (fixed
installations) or for power supply and control of conventional applications, e.g. station power supply
for offices, shops. These applications are typically covered by standards for energy distribution and/or
non-railway sectors and/or local legal frameworks.
1.2 This document is applicable exclusively to software and the interaction between software and the
system of which it is part.
1.3 Intentionally left blank
1.4 This document applies to software as per subclause 1.1 of this document used in railway systems,
including:
— application programming,
— operating systems,
— support tools,
— firmware.
Application programming comprises high level programming, low level programming and special
purpose programming (for example: programmable logic controller ladder logic).
1.5 This document also addresses the use of pre-existing software (as defined in 3.1.16) and tools.
Such software can be used if the specific requirements in 7.3.4.7 and 6.5.4.16 on pre-existing
software and for tools in 6.7 are fulfilled.
1.6 Intentionally left blank
1.7 This document considers that modern application design often makes use of software that is
suitable as a basis for various applications. Such software is then configured by application data for
producing the executable software for the application.
1.8 Intentionally left blank
1.9 This document is not intended to be retrospective. It therefore applies primarily to new
developments and only applies in its entirety to existing systems if these are subjected to major
modifications. For minor changes, only 9.2 applies. However, application of this document during
upgrades and maintenance of existing software is advisable.
1.10 For the development of User Programmable Integrated Circuits (e.g. field programmable gate
arrays (FPGA) and complex programmable logic devices (CPLD)) guidance is provided in
EN 50129:2018 Annex F for safety related functions and in EN 50155:2017 for non-safety related
functions. Software running on softcore processors of User Programmable Integrated Circuits is within
the scope of this document.
- Standard125 pagesEnglish languagesale 10% offe-Library read for1 day
This document describes a basic role model of communications as a common platform for ITS services including cooperative service in smart city areas: a) a framework for the provision of a communication service; b) a description of the concept of operations and the role models; c) a conceptual architecture between actors involved in the provision/receipt of communication; d) references for the key documents on which the architecture is based; e) a taxonomy of the organization of generic procedures, with a focus on the basic role and functional model of service for the introduction of communications including infrastructure facilities to support mobility in urban and rural areas. In-vehicle control system is not within the scope of this document. The scope of this document is limited to the communications using physical and digital infrastructure.
- Technical report8 pagesEnglish languagesale 15% off
This document defines the extraction of vehicle trip data via nomadic devices to measure CO2 emissions in relation to driving behaviours. The extracted data can then be analysed and provided to drivers to serve as eco-friendly driving guidance. In this document the following items are defined: — use cases for different events (speeding, long speeding, sudden start and stop, sudden acceleration and deceleration, idling, fuel-cut, economical driving); — functional requirements for collecting data for driving behaviour pattern analysis; — data sets for each use case for measuring vehicle emissions (CO2) and for being provided to drivers via nomadic devices. Vehicle types such as passenger cars, vans, utility vehicles, etc. are concerned in this document
- Standard15 pagesEnglish languagesale 15% off
- Amendment10 pagesEnglish languagesale 10% offe-Library read for1 day
This European Standard defines the key actors in the eCall chain of service provision as:
1) In-Vehicle System (IVS)/vehicle,
2) Mobile network Operator (MNO),
3) Public safety assistance point [provider](PSAP),
in some circumstances may also involve:
4) Third Party Service Provider (TPSP),
and to provide conformance tests for actor groups 1) - 4).
NOTE Conformance tests are not appropriate nor required for vehicle occupants, although they are the recipient of the service.
This European Standard covers conformance testing (and approval) of new engineering developments, products and systems, and does not imply testing associated with individual installations in vehicles or locations.
- Standard264 pagesEnglish languagesale 10% offe-Library read for1 day
This document provides minimum requirements and test procedures for automated braking at velocities below 2,8 m/s (10 km/h) with the specific aim of avoiding or mitigating collisions with pedestrians, other road users (e.g. vehicles) and stationary objects, including infrastructure elements (e.g. walls, pillars). These collisions mainly occur during reversing manoeuvres, but this document also addresses collisions in other directions during low-speed manoeuvring. Automated braking during low-speed manoeuvring (ABLS) requires information about the position and motion of the object, the motion of the subject vehicle, and the driver actions. It then determines if the evaluated situation represents a collision risk. If an imminent collision risk exists, ABLS will automatically activate a brake action to avoid or at least mitigate the collision. The document does not define test objects, but refers to the ISO 19206 series for test objects to be used. The human driver is assumed to perform or at least supervise all driving manoeuvres because the ABLS application is restricted to support only systems of SAE Level 0 – 2. Evasive steering manoeuvres are not within the scope of this document. This document applies to light vehicles only. Vehicles equipped with trailers are not within the scope of this document.
- Standard23 pagesEnglish languagesale 15% off
- Standard1 pageEnglish languagesale 15% off
This document specifies the content required for electronic service reports which are used in ship software logging systems for operational technology. This document specifies a digital format for service reports intended for use after the finalization of a software maintenance event, which is completed by the service provider and submitted to the shipowner who then adds it to the ship software logging system.
- Standard4 pagesEnglish languagesale 15% off
In respect of 112-eCall (pan-European eCall) (operating requirements defined in EN 16072), this document defines the additional high level application protocols, procedures and processes required to provide the eCall service whilst there are still both circuit switched and packet switched wireless communication networks in operation.
NOTE The objective of implementing the pan-European in-vehicle emergency call system (eCall) is to automate the notification of a traffic accident, wherever in Europe, with the same technical standards and the same quality of services objectives by using a PLMN (such as ETSI prime medium) which supports the European harmonized 112/E112 emergency number (TS12 ETSI TS 122 003 or IMS packet switched network) and to provide a means of manually triggering the notification of an emergency incident.
- Standard21 pagesEnglish languagesale 10% offe-Library read for1 day
1.1 This document specifies the process and technical requirements for the development of software for programmable electronic systems for use in: - control, command for signalling applications, - applications on-board of rolling stock. This document is not intended to be applied in the area of electric traction power supply (fixed installations) or for power supply and control of conventional applications, e.g. station power supply for offices, shops. These applications are typically covered by standards for energy distribution and/or non-railway sectors and/or local legal frameworks. 1.2 This document is applicable exclusively to software and the interaction between software and the system of which it is part. 1.3 Intentionally left blank 1.4 This document applies to software as per subclause 1.1 of this document used in railway systems, including: - application programming, - operating systems, - support tools, - firmware. Application programming comprises high level programming, low level programming and special purpose programming (for example: programmable logic controller ladder logic). 1.5 This document also addresses the use of pre-existing software (as defined in 3.1.16) and tools. Such software can be used if the specific requirements in 7.3.4.7 and 6.5.4.16 on pre-existing software and for tools in 6.7 are fulfilled. 1.6 Intentionally left blank 1.7 This document considers that modern application design often makes use of software that is suitable as a basis for various applications. Such software is then configured by application data for producing the executable software for the application. 1.8 Intentionally left blank 1.9 This document is not intended to be retrospective. It therefore applies primarily to new developments and only applies in its entirety to existing systems if these are subjected to major modifications. For minor changes, only 9.2 applies. However, application of this document during upgrades and maintenance of existing software is advisable. 1.10 For the development of User Programmable Integrated Circuits (e.g. field programmable gate arrays (FPGA) and complex programmable logic devices (CPLD)) guidance is provided in EN 50129:2018 Annex F for safety related functions and in EN 50155:2017 for non-safety related functions. Software running on softcore processors of User Programmable Integrated Circuits is within the scope of this document.
- Standard125 pagesEnglish languagesale 10% offe-Library read for1 day
Modification to Scope
Add the following note after the paragraph in 1.6:
"NOTE This document was derived from the signalling standard EN 50128 which in many cases was also applied in Rolling Stock applications. Subclause 1.6 ensures continuity in the application of the standards, i.e., software that was developed in accordance with EN 50128 can still be re-used for new projects."
- Amendment5 pagesEnglish languagesale 10% offe-Library read for1 day
This document provides a review of mobility integration standardization efforts supporting all travellers using active and light transport modes and identifies gaps where additional standardization is potentially required. The gap analysis is focused on cooperative intelligent transportation systems (C-ITS) for all users, including people with disabilities, as they plan, manage and carry out their “complete trip”, including all connections and transfers, from end-to-end. The term “light mode conveyances" covers C-ITS for light power and active modes such as micromobililty vehicles (e.g. e-scooters), power or power-assisted vehicles (e.g. e-bikes, power wheelchairs), and full powered vehicles (e.g. motorcycles, mopeds). This document identifies areas where standardization is potentially required to resolve problems and challenges, or to create opportunities, particularly with respect to enhancing safety and the provision of end-to-end multimodal journeys and support.
- Technical report25 pagesEnglish languagesale 15% off
This document is applicable in the aeronautical domain to on-board parts and to equipment intended to be embedded or positioned on any civil or military airborne vehicle with a type certificate.
The purpose of this document is to guide design, manufacturing, maintenance and operations organizations in the installation, removal and replacement of RFID tags (UHF and HF) and Contact Memory Buttons (CMB), according to the environments defined in RTCA DO-160/EUROCAE ED-14 and according to the type of support and the expected fixation performances. This guide will provide help in the specification of the tag installation/removal functions and/or will enable the solutions on offer from tag suppliers to be enhanced.
The term "tag" used in this document covers all the tags used to store electronic data, including RFID tags and CMB tags. As a reminder, the tags can also contain information that can be read by devices other than RFID or CMB readers (e.g., bar codes - Data Matrix, QR codes, etc., and/or alphanumerical characters) and information that can be read by the naked eye without any tools (human-readable).
- Standard33 pagesEnglish languagesale 10% offe-Library read for1 day
This document is applicable to new manufactured tags after publication of this document.
This document aims to:
- provide specification for RFID tag manufacturers to design and manufacture passive UHF RFID tags for the aeronautical industry;
- identify required performances for UHF RFID tags in order to be read/written during ground operations only, while being subject to the global flight environment;
- identify functional and environmental validation tests to be performed on passive UHF RFID tags with associated pass/fail criteria as well as associated test methods;
- check functionalities and resistance to environment for airborne passive UHF RFID tags.
This document does not cover:
- the reader (interrogator - readers). It will be addressed appropriately by individual applicants;
- active RFID devices or battery assisted passive (BAP) RFID devices;
- RFID tags designed to operate outside the 860 to 960 MHz frequency range.
- Standard25 pagesEnglish languagesale 10% offe-Library read for1 day
Add the following note after the paragraph in 1.6: 'NOTE This document was derived from the signalling standard EN 50128 which in many cases was also applied in Rolling Stock applications. Subclause 1.6 ensures continuity in the application of the standards, i.e., software that was developed in accordance with EN 50128 can still be re-used for new projects.'
- Amendment5 pagesEnglish languagesale 10% offe-Library read for1 day
This document is applicable in the aeronautical domain to on-board parts and to equipment intended to be embedded or positioned on any civil or military airborne vehicle with a type certificate.
The purpose of this document is to guide design, manufacturing, maintenance and operations organizations in the installation, removal and replacement of RFID tags (UHF and HF) and Contact Memory Buttons (CMB), according to the environments defined in RTCA DO-160/EUROCAE ED-14 and according to the type of support and the expected fixation performances. This guide will provide help in the specification of the tag installation/removal functions and/or will enable the solutions on offer from tag suppliers to be enhanced.
The term "tag" used in this document covers all the tags used to store electronic data, including RFID tags and CMB tags. As a reminder, the tags can also contain information that can be read by devices other than RFID or CMB readers (e.g. bar codes - Data Matrix, QR codes, etc., and/or alphanumerical characters) and information that can be read by the naked eye without any tools (human-readable).
- Standard33 pagesEnglish languagesale 10% offe-Library read for1 day
This document is applicable to new manufactured tags after publication of this document.
This document aims to:
- provide specification for RFID tag manufacturers to design and manufacture passive UHF RFID tags for the aeronautical industry;
- identify required performances for UHF RFID tags in order to be read/written during ground operations only, while being subject to the global flight environment;
- identify functional and environmental validation tests to be performed on passive UHF RFID tags with associated pass/fail criteria as well as associated test methods;
- check functionalities and resistance to environment for airborne passive UHF RFID tags.
This document does not apply to:
- the reader (interrogator – readers). It will be addressed appropriately by individual applicants;
- active RFID devices or battery assisted passive (BAP) RFID devices;
- RFID tags designed to operate outside the 860 MHz to 960 MHz frequency range.
- Standard25 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies the syntax and semantics of data objects in the field of electronic fee collection (EFC). The definitions of data types and assignment of values are provided in accordance with the abstract syntax notation one (ASN.1) technique, as specified in ISO/IEC 8824‑1. This document defines:
— ASN.1 (data) types within the fields of EFC;
— ASN.1 (data) types of a more general use that are used more specifically in standards related to EFC.
This document does not seek to define ASN.1 (data) types that are primarily related to other fields that operate in conjunction with EFC, such as cooperative intelligent transport systems (C-ITS), the financial sector, etc.
- Standard59 pagesEnglish languagesale 10% offe-Library read for1 day
In respect of pan-European eCall (operating requirements defined in EN 16072), this European Standard defines the high level application protocols, procedures and processes required to provide the eCall service using a TS12 emergency call over a mobile communications network.
NOTE 1 The objective of implementing the pan-European in-vehicle emergency call system (eCall) is to automate the notification of a traffic accident, wherever in Europe, with the same technical standards and the same quality of services objectives by using a PLMN (such as ETSI prime medium) which supports the European harmonized 112/E112 emergency number (TS12 ETSI/TS 122 003) and to provide a means of manually triggering the notification of an emergency incident.
NOTE 2 HLAP requirements for third party services supporting eCall can be found in EN 16102, and have been developed in conjunction with the development of this work item, and is consistent in respect of the interface to the PSAP. This deliverable makes reference to those provisions but does not duplicate them.
- Standard44 pagesEnglish languagesale 10% offe-Library read for1 day
This European Standard defines the key actors in the eCall chain of service provision as:
1) In-Vehicle System (IVS)/vehicle,
2) Mobile network Operator (MNO),
3) Public safety assistance point [provider](PSAP),
in some circumstances may also involve:
4) Third Party Service Provider (TPSP),
and to provide conformance tests for actor groups 1) - 4).
NOTE Conformance tests are not appropriate nor required for vehicle occupants, although they are the recipient of the service.
This European Standard covers conformance testing (and approval) of new engineering developments, products and systems, and does not imply testing associated with individual installations in vehicles or locations.
- Standard264 pagesEnglish languagesale 10% offe-Library read for1 day
This document describes a basic role and functional model of the intelligent transport systems (ITS) data aggregation role, which is a basic role of ISO/TR 4445. It provides a paradigm describing: a) a framework for the provision of ITS data aggregation for cooperative ITS service application; b) a description of the concept of a role and functional model for such roles; c) a conceptual architecture between actors involved in the provision/receipt of ITS data aggregation; d) references for the key documents on which the architecture is based; e) a taxonomy of the organization of generic procedures.
- Technical report11 pagesEnglish languagesale 15% off
This document specifies security means and procedures for AVPS Type 3 as specified in ISO 23374-1. It focuses on operation interfaces and management interfaces as defined in ISO 23374-1.
- Technical specification44 pagesEnglish languagesale 15% off
This document defines an additional data concept that may be transferred as the ‘optional additional data ’ part of an eCall MSD, as defined in EN 15722, that may be transferred from a vehicle to a PSAP in the event of a crash or emergency via an eCall communication session.
The purpose of this document is to provide means to notify the PSAP of any limitations to the sending equipment that are endorsed by other standards, but not (immediately) apparent to the receiver. Lack of knowledge about these limitations can hamper the emergency process. This document describes an additional data concept which facilitates the inclusion of information about such limitations in a consistent and usable matter.
This document can be seen as an addendum to EN 15722; it contains as little redundancy as possible.
- Standard18 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies the syntax and semantics of data objects in the field of electronic fee collection (EFC). The definitions of data types and assignment of semantics are provided in accordance with the abstract syntax notation one (ASN.1) technique, as specified in ISO/IEC 8824-1. This document defines:
— ASN.1 (data) types within the fields of EFC;
— ASN.1 (data) types of a more general use that are used more specifically in standards related to EFC.
This document does not seek to define ASN.1 (data) types that are primarily related to other fields that operate in conjunction with EFC, such as cooperative intelligent transport systems (C-ITS), the financial sector, etc.
- Standard59 pagesEnglish languagesale 10% offe-Library read for1 day
In respect of pan-European eCall (operating requirements defined in EN 16072), this document defines the high-level application protocols, procedures and processes required to provide the eCall service using a TS12 emergency call over a circuit-switched mobile communications network.
NOTE 1 The objective of implementing the pan-European in-vehicle emergency call system (eCall) is to automate the notification of a traffic accident, wherever in Europe, with the same technical standards and the same quality of services objectives by using a PLMN (such as ETSI prime medium) which supports the European harmonized 112/E112 emergency number (TS12 ETSI TS 122 003) and to provide a means of manually triggering the notification of an emergency incident.
NOTE 2 HLAP requirements for third-party services supporting eCall can be found in EN 16102, and have been developed in conjunction with the development of this work item, and is consistent in respect of the interface to the PSAP. This deliverable makes reference to those provisions but does not duplicate them.
- Standard44 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies the syntax and semantics of data objects in the field of electronic fee collection (EFC). The definitions of data types and assignment of semantics are provided in accordance with the abstract syntax notation one (ASN.1) technique, as specified in ISO/IEC 8824-1. This document defines: — ASN.1 (data) types within the fields of EFC; — ASN.1 (data) types of a more general use that are used more specifically in standards related to EFC. This document does not seek to define ASN.1 (data) types that are primarily related to other fields that operate in conjunction with EFC, such as cooperative intelligent transport systems (C-ITS), the financial sector, etc.
- Standard49 pagesEnglish languagesale 15% off
Automated valet parking systems (AVPSs) perform level 4 automated driving of individual or multiple unoccupied vehicles within a prescribed area of a parking facility. This document specifies performance requirements for the operation functions, the environmental conditions within parking facilities where automated vehicle operation is performed, and the test procedures to verify the performance requirements. An AVPS is comprised of physically separated sub-systems distributed among vehicles, facility equipment and user domains. The functionalities of AVPSs are realized by cooperation of these sub-systems, which are, in many cases, provided by different organizations. This document defines the system architecture and the communication interfaces between the sub-systems at the logical level. An AVPS manages its system participants (i.e. AVPS-compliant vehicles and parking facilities) and provides interfaces to other facility users and involved persons (e.g. system operators, facility managers). This document contains requirements for the management functions such as checking compatibility between vehicles and parking facilities, performing remote assistance and recovery when automated driving cannot be performed, and executing operation stop commands in response to the actions of other facility users. AVPSs are intended for use by a service provider upon receiving authority over vehicles from individual service recipients. This document does not include parking automation technologies that are solely based on usage by an individual user. If the vehicle is put into driverless operation directly by the user, this is not considered to be part of the AVPS.
- Standard153 pagesEnglish languagesale 15% off