ISO 17386:2010

Transport information and control systems — Manoeuvring Aids for Low Speed Operation (MALSO) — Performance requirements and test procedures

ISO 17386:2010 addresses light-duty vehicles, e.g. passenger cars, pick-up trucks, light vans and sport utility vehicles (motorcycles excluded) equipped with MALSO (Manoeuvring Aids for Low Speed Operation) systems. It specifies minimum functionality requirements which the driver can generally expect of the device, i.e., detection of and information 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 system.

Systèmes d'information et de commande des transports — Aides à la conduite pour manoeuvre à vitesse réduite (MALSO) — Exigences de performance et modes opératoires

General Information

• Status: Withdrawn
• Publication Date: 09-Mar-2010
• ICS: 43.040.15 - Car informatics. On board computer systems
• Technical Committee: ISO/TC 204 - Intelligent transport systems
• Drafting Committee: ISO/TC 204/WG 14 - Vehicle/roadway warning and control systems
• Current Stage: 9599 - Withdrawal of International Standard
• Completion Date: 26-May-2023

Relations

• Revised: ISO 17386:2023 - Intelligent transport systems — Manoeuvring aids for low-speed operation (MALSO) — Performance requirements and test procedures
• Effective Date: 06-Jun-2022
• Revises: ISO 17386:2004 - Transport information and control systems — Manoeuvring Aids for Low Speed Operation (MALSO) — Performance requirements and test procedures
• Effective Date: 20-Jun-2008

Standards Content (Sample)

INTERNATIONAL ISO
STANDARD 17386
Second edition
2010-03-15

Transport information and control
systems — Manoeuvring Aids for Low
Speed Operation (MALSO) —
Performance requirements and test
procedures
Systèmes d'information et de commande des transports — Aides à la
conduite pour manœuvre à vitesse réduite (MALSO) — Exigences de
performance et modes opératoires




Reference number
ISO 17386:2010(E)
©
ISO 2010

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ISO 17386:2010(E)
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ISO 17386:2010(E)
Contents Page
Foreword .iv
Introduction.v
1 Scope.1
2 Normative references.1
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 detection.7
5.4 Monitoring range coverage .8
5.5 Self-test capabilities and failure indication .14
5.6 Operation with trailers .15
6 Requirements and tests components .15
7 Operational test of obstacle detection.15
7.1 Test object.15
7.2 General ambient conditions .16
7.3 Test procedure.16
Annex A (informative) Test methods .18
Bibliography.21

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ISO 17386:2010(E)
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies
(ISO member bodies). The work of preparing International Standards is normally carried out through ISO
technical committees. Each member body interested in a subject for which a technical committee has been
established has the right to be represented on that committee. International organizations, governmental and
non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the
International Electrotechnical 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
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 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.
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ISO 17386:2010(E)
Introduction
Today's 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 at 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 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 responsibility when driving
the vehicle.

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INTERNATIONAL STANDARD ISO 17386:2010(E)

Transport information and control systems — Manoeuvring
Aids for Low Speed Operation (MALSO) — Performance
requirements and test procedures
1 Scope
This International 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 information 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 system.
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 Clause 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 changed 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 those 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 amendments) 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 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
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ISO 17386:2010(E)
3 Terms and 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 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 Figure 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 (< 0,5 m/s), is capable of informing the driver of the presence of stationary
obstacles in particular areas in close proximity to the subject vehicle, mainly during parking and manoeuvring
in narrow passages
3.4
monitoring range
m.r.
specific three-dimensional space around the vehicle, which is divided into rear and front corner m.r., front,
rear-1 and rear-2 m.r.
NOTE The covered monitoring ranges depend on the intended use of the system (see Clause 4).
See Figure 2.
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ISO 17386:2010(E)

Key
1 front
2 front corner
3 rear corner
4 rear-1
5 rear-2
Figure 2 — Monitoring ranges (plan view)

3.5
reversing detection system
system that gives an indication to the driver, when the reverse gear is selected, whether there are objects in
the monitoring range
3.6
sensor
component that detects objects in the monitoring range
NOTE There are a variety of sensor principles listed below which could be used.
The most common principle is the flight time measurement (e.g. radar, lidar, sonar). Active sensor elements create a
pulsed or continuously modulated field of microwaves, (infrared) light, or ultrasonic sound. The reflected energy due to an
object in the detection area is received, and the distance to the object is measured. The lateral position of the object is
estimated based on the beam or field directional characteristics, or based on the timing relationships between sensors
with overlapping coverage areas.
Alternative principles include distance measurement by triangulation principle and passive sensor systems using image
processing.
3.7
system activation
action of transitioning the system operation from a quiescent mode to an active one in which the system is
monitoring the monitoring ranges, evaluating the objects detected and generating appropriate feedback to
assist the driver
3.8
test object
object with a specific material, geometry and surface for testing the monitoring range
NOTE This test object should give comparable results for the relevant sensor types.
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ISO 17386:2010(E)
3.9
visual information and warning
optical signal which is used to present information about relevant obstacles to the driver
EXAMPLE Telltale, display.
NOTE Visual information can be coded, e.g. by colour, repetition rate, symbols or text. The driver can be warned by
continuous or pulsating signalling of possibly coloured telltales. Information can be graphical or alphanumeric.
3.10
warning levels
progressive critical levels of audible/visual/tactile/kinaesthetic information or feedback to the driver regarding
the hazard environment
4 Classification
The MALSO system classification reflects the diversity of driving behaviour and market demand in different
regions of the world. For example, in certain countries, drivers manoeuvre within a very tight area and have
come to rely on warnings given at very short range. In other regions, drivers expect warnings to be given at a
relatively longer range. A manufacturer may select the most suitable system parameters based on the driving
style and expectations of the target driver population.
The manoeuvring aids for low-speed operation are classified according to their capability of covering the
different monitoring ranges. Each monitoring range corresponds to a particular part of the vehicle boundary to
prevent colliding with an obstacle. See Figure 2. The class of the system is indicated by an abbreviation
corresponding to the monitoring ranges covered.
Table 1 — Classification of manoeuvring aids for low-speed operation —
Abbreviations of monitoring ranges
Monitoring range Abbreviation Detection Maximum driving
distance speed
m m/s
Rear-1 R1 0,6 0,3
Rear-2 R2 1,0 0,5
Rear corner driver side Rcd 0,5 0,3
Rear corner passenger side Rcp 0,5 0,3
Front F 0,6 0,3
Front corner driver side Fcd 0,5 0,3
Front corner passenger side Fcp 0,5 0,3

Any combination of monitoring ranges may be used, if it is beneficial for the intended use of the system.
The corner type systems have monitoring ranges restricted to particular corners of the vehicle and are mainly
intended to assist the driver while driving through narrow passages.
For convenience and most efficient use of the manoeuvring aid the driver shall be informed about the type of
system the vehicle is equipped with, according to the classification above.
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ISO 17386:2010(E)
5 Functional and performance requirements
5.1 System activation
5.1.1 Systems with manual activation
The system is turned ON and OFF by the driver with a switch or push-button. After activation, the system may
indicate readiness for service acoustically or visually. This indication shall be clearly distinguishable from
distance information about obstacles.
5.1.2 Systems with automatic activation
The system is activated/deactivated automatically according to the driving situation. The possible monitoring
ranges (see Clause 4) may be activated separately in order to avoid nuisance signals. After automatic
activation, readiness for service may be indicated to the driver. There may be an on/off switch or push-button
to override automatic (de)activation.
Activation criteria are Reverse gear selected on the one hand and speed below a specified limit v on the
on
other hand. Deactivation criteria may be Gear other than reverse is selected, speed beyond a specified
limit v or distance moved since last system activation greater than x . The speed limits, v and v ,
off off on off
and the distance limit, x , may be defined appropriately to the sensor technology and the intended use of the
off
system; however, v and v shall be W 0,5 m/s or W 0,3 m/s, depending on the monitoring range under
on off
consideration (see Table 1), since these are the maximum velocities supported by the system.
Table 2 shows how the different existing monitoring ranges should be activated.
Table 2 — System activation/deactivation criteria
Monitoring range Reverse gear selected Gear other than reverse is selected
v < v v W v or x > x
on off off
Front o
+ −
Front corners o
+ −
Rear + o −
Rear corners + o −
“o” indicates optional.
“+” indicates active.
“−” indicates inactive.

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 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 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.
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ISO 17386:2010(E)
A 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
specific 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 channel:
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 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 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 information 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 level). 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. 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 level 2 4 rear monitoring range
Figure 3 — Warning levels for rear monitoring range
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ISO 17386:2010(E)
b) The display should be located so as to minimize the likelihood of inducing drivers to change their direction
of vision. For example, it is recommended 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 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 visual 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) information 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 human-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 to 5.1.
In order to reduce annoyance of the driver, the system may automatically switch off the audible signal
temporarily after a certain time (to be defined by the manufacturer). The system, however, shall remain in the
active state.
As soon as the distance to the obstacle decreases, the audible signal shall be switched on automatically again.
In the case of an increasing distance to the obstacle the audible signal may remain switched off.
If a visual display supplements the audible information channel, the system may automatically switch off the
audible signal temporarily as described in the paragraph above. The visual signalling, however, should be
maintained.
The driver may select temporary suppression of the audible signal manually. In this case the audible signal
shall remain suppressed until the driver switches it on again; however, the audible signal shall be
automatically reinstated when the system is activated the next time. For activation conditions refer to section
5.1.
5.3 Dynamic performance of object detection
5.3.1 Relative velocity of objects
The system shall be able to detect stationary objects while the vehicle itself is either stationary or moving at a
speed up to 0,3 m/s. Systems classified R2 (see Clause 4) shall be able to detect stationary objects in the
rear-2 monitoring range while moving at a speed up to 0,5 m/s.
5.3.2 Start-up detection delay
The start-up detection delay is defined as the time interval between the activation of the MALSO system and
the moment the MALSO system presents to the driver the correct information about a relevant obstacle
already present in the monitoring range under consideration.
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ISO 17386:2010(E)
NOTE 1 The activation criteria can be different for the different monitoring ranges and are defined by the system
designer. For possible options see 5.1. When measuring the start-up detection delay, care must be taken that the
activation criteria for the monitoring range under consideration are fulfilled.
If the MALSO system does not provide a readiness-for-service indication, the start-up detection delay is
measured from the moment the ignition is set to ON and the engine is running.
NOTE 2 The engine is regarded as running as soon as the battery charging voltage has reached 90 % of the typical
battery voltage after the break-in during cranking.
Background: on an increasing number of vehicles an electronic power management system switches off the
power supply of the MALSO system if the engine is not running. On these vehicles the start-up detection delay
can only be measured from the moment the engine is running. On many other vehicles, including hybrid
electric vehicles, the MALSO system is fully operational, regardless if the engine is running or not. On those
vehicles, the compliance with the following requirement can optionally be proven without starting the engine.
In this case the measurement of the start-up detection delay shall start at the moment the battery voltage
reaches 90 % of the stationary voltage level after turning the start-up switch to ON.
The start-up detection delay shall not exceed 1,5 s. The time needed to settle system operation and to
accomplish internal system and sensor tests is included in the start-up detection delay.
If the MALSO system provides a readiness-for-service indication – either audible or visual or both – the start-
up detection delay is measured from the moment the readiness-for-service indication ends. The average start-
up detection delay shall not exceed 600 ms. This allows for a period of silence between the audible sound of
the readiness-for-service tone and the audible sound of the MALSO information tone.
NOTE 3 In case other vehicle systems (such as a navigation display) are used to display MALSO information, the
appearance of the start-up screen on the display system is treated as the MALSO readiness-for-service indication.
5.3.3 Detection latency
As long as the system is active the time delay between appearance of a relevant obstacle and presentation of
the correct information to the driver shall not exceed 500 ms in all monitoring ranges. This capability is proved
by a suitable test procedure with an accuracy better than one tenth of the measured time delay.
For reference, examples of test procedures are given in Annex A.
The delay is calculated as the arithmetic mean of at least 10 tests. The mean delay to indication within these
tests shall not exceed 500 ms and no single value shall exceed 600 ms.
5.4 Monitoring range coverage
5.4.1 Sections of the monitoring range
According to Clause 3, the total monitoring range is divided into seven monitoring ranges (see Figure 2). Each
monitoring range is characterized by horizontal and vertical areas of relevance.
5.4.2 Horizontal areas of relevance
The horizontal areas of relevance are the two-dimensional projections of the monitoring ranges on to the
driveway. The minimum detection distances as measured from the vehicle boundary are defined in Table 1.
The first 0,2 m starting from the vehicle boundary (see Figure 4) shall not be tested, because state-of-the-art
sensing technology cannot guarantee detection in this close proximity.
In order to perform the operational test described in Clause 7, the relevant monitoring range shall be scanned
horizontally with test object H, vertically with test object V. Each detected grid position is represented by a
covered square with edge lengths of dx and dy (dx = 0,1 m, dy = 0,1 m for testing the horizontal coverage) and
its centre at the position of the longitudinal axis of the standard obstacle.
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ISO 17386:2010(E)

Key
1 test object
2 detected
3 not detected
Figure 4 — Determination of the rear horizontal coverage ratio in the sub-areas A and A
1 2
The coverage ratio is defined as the ratio of the covered area over the total area of relevance.
EXAMPLE For a total area of relevance of 96 cells with a covered area of 88 cells, the average coverage ratio is
2
91,7%. The area of a single detection hole is defined as the square dx corresponding to a “not detected” standard
obstacle.
NOTE The small error due to the overestimation of the area by the integer number of cells can be neglected.
For the evaluation of the performance tests, the monitoring range is divided into a near range, A1, that
extends from the vehicle boundary up to 0,6 m, and A2 which covers the range beyond 0,6 m. These sub-
areas are not related to the warning-level ranges. An example is shown in Figure 4 for the rear horizontal area
of relevance. The coverag
...