ISO 22733-1:2022

Road vehicles — Test method to evaluate the performance of autonomous emergency braking systems — Part 1: Car-to-car

This document specifies a method to evaluate the behaviour of a vehicle equipped with an autonomous emergency braking system (AEBS), or dynamic brake support (DBS) during several accident scenarios. Those accidents occur during a straight-line driving when the vehicle under test (VUT) approaches another vehicle in the same lane. Both vehicles are aligned in longitudinal axis to each other. The most important part of the vehicle behaviour during these accidents scenarios is the capacity to avoid or mitigate the collision. Systems requiring driver intervention are not in the scope of this document. NOTE Depending on accidentology, only a part of the scenarios can be used for an evaluation of performance. AEB system evaluation based upon this document is limited to longitudinal accident scenarios.

Véhicules routiers — Méthode d'essai pour évaluer la performance des systèmes automatiques de freinage d'urgence — Partie 1: Voiture à voiture

General Information

• Status: Published
• Publication Date: 12-Sep-2022
• ICS: 43.040.40 - Braking systems
• Technical Committee: ISO/TC 22/SC 33 - Vehicle dynamics and chassis components
• Drafting Committee: ISO/TC 22/SC 33/WG 3 - Driver assistance and active safety functions
• Current Stage: 6060 - International Standard published
• Start Date: 13-Sep-2022
• Due Date: 24-May-2023
• Completion Date: 13-Sep-2022

Relations

• Revises: ISO 22733-1:2021 - Road vehicles — Test method to evaluate the performance of autonomous emergency braking systems — Part 1: Car-to-car
• Effective Date: 18-Dec-2021

Standards Content (Sample)

INTERNATIONAL ISO
STANDARD 22733-1
Second edition
2022-09
Road vehicles — Test method
to evaluate the performance of
autonomous emergency braking
systems —
Part 1:
Car-to-car
Véhicules routiers — Méthode d'essai pour évaluer la performance
des systèmes automatiques de freinage d'urgence —
Partie 1: Voiture à voiture
Reference number
ISO 22733-1:2022(E)
© ISO 2022

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ISO 22733-1:2022(E)
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© ISO 2022
All rights reserved. Unless otherwise specified, or required in the context of its implementation, no part of this publication may
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Published in Switzerland
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ISO 22733-1:2022(E)
Contents Page
Foreword .v
Introduction . vi
1 S c op e . 1
2 Nor m at i ve r ef er enc e s . 1
3 Terms and definitions . 1
4 Va r i able s . 3
4.1 Reference system . 3
4 . 2 L at er a l of f s e t . 3
4.3 V ariables to be measured . 4
5 E quivalent vehicle target . 4
6 Measuring equipment and data processing . 4
6.1 General . 4
6 . 2 D e s c r ip t ion . 4
6 . 3 Tr a n s duc er i n s t a l l at ion . 5
6 .4 C a l ibr at ion . 5
6 . 5 Dat a pr o c e s s i n g. 5
7 Te s t c ond it ion s .5
7.1 G eneral . 5
7.2 G eneral data . 5
7. 3 Te s t t r ac k . 5
7.4 We at her c ond it ion s . 6
7. 5 Sur r ound i n g s . 6
7. 6 V U T . 6
7.6.1 G eneral vehicle condition . 6
7.6.2 A EB system settings . . 6
7.6.3 Deployable pedestrian protection systems . 7
7.6.4 Tyres . 7
7.6.5 Braking system . 7
7.6.6 Other influencing system . 7
7.6.7 Loading conditions of the vehicle . 8
8 Te s t pr o c e du r e .8
8 .1 Te s t pr ep a r at ion . 8
8.1.1  .
Brake conditioning . 8
8.1.2 Tyre conditioning . 8
8 . 2 Te s t s c en a r io s . 9
8 . 3 Te s t c onduc t . 10
8.4 T est execution . . 10
8 .4 .1 Sp ee d . 10
8.4.2 V alidity criteria . . 10
8.4.3 End of test conditions . . 10
8.4.4 D etermination of speed incremental steps . 11
9 D BS tests (optional) .11
10 Per f or m a nc e me t r ic s .11
10.1 M aximum speed of VUT at which collision is avoided: V . 11
VUT
10.2 M ean longitudinal acceleration of the VUT: A . 11
VUTmean
10.3 M aximum longitudinal acceleration of the VUT with DBS: A . 11
VUTmax
10.4 A verage increase rate of longitudinal acceleration of VUT with DBS: A .12
VUTincrease rate
10.5 I mpact speed of VUT at which collision first occurs: V .12
impact
10.6 A ctivation time of AEBS: T . 12
AEB
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ISO 22733-1:2022(E)
10.7 A ctivation time of FCW: T . 12
FCW
10.8 M aximum yaw rate of the VUT: ψψ .12
VUT
10.9 L ateral offset of the VUT: Y . 12
VUT
10.10 M aximum steering wheel velocity of VUT: Ω .12
VUT
Annex A (informative) Brake application procedure .13
Annex B (informative) Test report.15
Bibliography .18
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ISO 22733-1:2022(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.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular, the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives).
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. Details of
any patent rights identified during the development of the document will be in the Introduction and/or
on the ISO list of patent declarations received (see www.iso.org/patents).
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation of the voluntary nature of standards, the meaning of ISO specific terms and
expressions related to conformity assessment, as well as information about ISO's adherence to the
World Trade Organization (WTO) principles in the Technical Barriers to Trade (TBT), see www.iso.org/
iso/foreword.html.
This document was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 33,
Vehicle dynamics and chassis components.
This second edition cancels and replaces the first edition (ISO 22733-1:2021), which has been technically
revised.
The main changes are as follows:
— normative reference to ISO 19206-3 added in several clauses;
— editorial improvements.
A list of all parts in the ISO 22733 series can be found on the ISO website.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www.iso.org/members.html.
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ISO 22733-1:2022(E)
Introduction
The capacity to avoid or mitigate a collision during potential accident is an important part of the
performance of an autonomous emergency braking system. This document is intended to assess
performance of an autonomous emergency braking system under defined test scenario only.
NOTE Moreover, insufficient knowledge is available concerning the relationship between overall vehicle
dynamic properties and accident avoidance. (A substantial amount of work is necessary to acquire enough and
reliable data on the correlation between accident avoidance and vehicle dynamic properties in general and the
results of these tests in particular.)
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INTERNATIONAL STANDARD ISO 22733-1:2022(E)
Road vehicles — Test method to evaluate the performance
of autonomous emergency braking systems —
Part 1:
Car-to-car
1 S cope
This document specifies a method to evaluate the behaviour of a vehicle equipped with an autonomous
emergency braking system (AEBS), or dynamic brake support (DBS) during several accident scenarios.
Those accidents occur during a straight-line driving when the vehicle under test (VUT) approaches
another vehicle in the same lane. Both vehicles are aligned in longitudinal axis to each other.
The most important part of the vehicle behaviour during these accidents scenarios is the capacity to
avoid or mitigate the collision.
Systems requiring driver intervention are not in the scope of this document.
NOTE Depending on accidentology, only a part of the scenarios can be used for an evaluation of performance.
AEB system evaluation based upon this document is limited to longitudinal accident scenarios.
2 Normat ive references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements 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 8855, Road vehicles — Vehicle dynamics and road-holding ability — Vocabulary
ISO 15037-1:2019, Road vehicles — Vehicle dynamics test methods — Part 1: General conditions for
passenger cars
ISO 19206-1, Road vehicles — Test devices for target vehicles, vulnerable road users and other objects, for
assessment of active safety functions — Part 1: Requirements for passenger vehicle rear-end targets
ISO 19206-3, Road vehicles — Test devices for target vehicles, vulnerable road users and other objects, for
assessment of active safety functions — Part 3: Requirements for passenger vehicle 3D targets
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 8855, ISO 15037-1 and the
following apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https:// www .iso .org/ obp
— IEC Electropedia: available at https:// www .electropedia .org/
3.1
AEB
autonomous emergency braking
braking applied automatically by the vehicle in response to the detection of a likely collision to reduce
the vehicle speed and potentially avoid the collision
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ISO 22733-1:2022(E)
3.2
CCRs
car-to-car rear stationary
collision in which a vehicle travels forward towards another stationary vehicle and the frontal structure
of the vehicle strikes the rear structure of the stationary vehicle
3.3
CCRm
car-to-car rear moving
collision in which a vehicle travels forward towards another vehicle travelling at constant speed and
the frontal structure of the vehicle strikes the rear structure of the leading vehicle
3.4
CCRb
car-to-car rear braking
collision in which a vehicle travels forward towards another vehicle travelling at constant speed and
then decelerates, and the frontal structure of the vehicle strikes the rear structure of the leading vehicle
3.5
DBS
dynamic brake support
system that further amplifies the driver braking demand in response to the detection of a likely collision
to achieve a greater deceleration
3.6
EVT
equivalent vehicle target
vehicle target as defined in ISO 19206-1 or ISO 19206-3
3.7
FCW
forward collision warning
audiovisual warning provided automatically by the vehicle in response to the detection of a likely
collision to alert the driver
3.8
peak braking coefficient
PBC
measure of tyre-to-road surface friction based on the maximum deceleration of a rolling tyre
Note 1 to entry: Measured using ASTM E1136-10, at a speed of 64,4 km/h, without water delivery.
3.9
TTC
time-to-collision
remaining time before the vehicle under test (VUT) (3.10) strikes the equivalent vehicle target (EVT)
(3.6), assuming that the VUT and EVT travel at constant speed
3.10
VUT
vehicle under test
vehicle tested with a pre-crash collision mitigation or avoidance system on board
3.11
T
AEB
time when the autonomous emergency braking (AEB) (3.1) system activates
Note 1 to entry: Activation time is determined by identifying the last data point where the filtered acceleration
2 2
signal is below −1 m/s , and then going back to the point in time where the acceleration first crossed −0,3 m/s .
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ISO 22733-1:2022(E)
3.12
T
FCW
time when the audible warning of the forward collision warning (FCW) (3.7) starts
Note 1 to entry: The starting point is determined by audible analysis or video analysis.
3.13
V
impact
vehicle velocity at which the vehicle under test (VUT) (3.10) hits the equivalent vehicle target (EVT) (3.6)
3.14
V
rel_impact
relative speed at which the vehicle under test (VUT) (3.10) hits the equivalent vehicle target (EVT) (3.6)
by subtracting the velocity of the EVT from V (3.13) at the time of collision
impact
4 Variable s
4.1 Reference system
The reference earth frame according to ISO 8855:2011, 2.8 is defined as:
— X axis: intended straight line path projected on the ground to front;
— Y axis: perpendicular to X axis on the ground to left;
— Z axis: perpendicular to the ground to the top.
4.2 Lateral offset
The lateral offset is determined as the lateral distance between the centre of the front of the VUT and
the centre of the rear of the EVT when measured in parallel to the intended straight-lined path as shown
in Figure 1.
Key
1 intended straight-lined path
2 VUT
3 VUT path
4 EVT
5 EVT path
a
Y
VUTe_ rror.
b
X
distance.
C
Y
EVTe_ rror.
Figure 1 — Coordinate system and notation
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ISO 22733-1:2022(E)
The lateral offset is defined as YY+ .
VUTe__rrorEVT error
The origin is an arbitrary point on X axis. The Y and Y are measured in the reference
VUT target_error
frame and the Y is identical to Y .
target_error EVTe_ rror
4.3 V ariables to be measured
Table 1 lists all relevant variables to be measured. All dynamic data shall be sampled and recorded at
a frequency of at least 100 Hz. EVT and VUT data shall be synchronized by using the differential GPS
(DGPS) time stamp of the EVT.
Table 1 — Variables to be measured
Variable Symbol
CCRs and CCRm: T equals TTC = 4 s T
0 0

CCRb: T when EVT starts decelerating
0
T , time when AEB activates T
Time
AEB AEB
T , time when FCW activates T
FCW FCW
T , time when VUT impacts EVT T
impact impact
Position of the VUT during the entire test
X , Y
VUT VUT
Position
Position of the EVT during the entire test X , Y
EVT EVT
Speed of the VUT during the entire test:
V
VUT
— V , speed when VUT impacts EVT V
impact impact
Speed
— V , relative speed when VUT impacts EVT V
reli_ mpact reli_ mpact
Speed of the EVT during the entire test V
EVT
Yaw velocity of the VUT during the entire test 
ψ
VUT
Yaw velocity
Yaw velocity of the EVT during the entire test ψ
EVT
Acceleration of the VUT during the entire test
A
EVT
Acceleration
Acceleration of the EVT during the entire test A
EVT
An example of a test report is given in Annex B.
5 E quivalent vehicle target
The equivalent vehicle target (EVT) shall meet the requirements as defined in ISO 19206-1 or
ISO 19206-3.
6 Measur ing equipment and data processing
6.1 General
The test conditions on measurement equipment and data processing shall be in accordance with
ISO 15037-1:2019, Clause 6, unless otherwise specified below.
6.2 Description
VUT and EVT shall be equipped with data measurement and acquisition equipment to sample and
record data with an accuracy of at least:
— VUT and EVT speed to 0,1 km/h;
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ISO 22733-1:2022(E)
— VUT and EVT lateral and longitudinal position to 0,03 m;
— VUT and EVT yaw rate to 0,1°/s;
2
— VUT and EVT longitudinal acceleration to 0,1 m/s ;
— steering wheel velocity to 1,0°/s.
6.3 Transducer install ation
The transient vehicle pitch changes shall not adversely affect the measurement of the velocity and
distance variables for the chosen transducer system.
6.4 Calibration
All transducers shall be calibrated according to the manufacturer’s instructions. The transducer
manufacturer’s recommended application software and firmware version shall be used. If parts of
the measuring system can be adjusted, such calibration shall be performed immediately before the
beginning of the tests.
6.5 Data processing
Filter the measured data as follows:
— position and speed are not filtered and are used in their raw state;
— acceleration with a 12-pole phaseless Butterworth filter with a cut-off frequency of 10 Hz;
— yaw rate with a 12-pole phaseless Butterworth filter with a cut-off frequency of 10 Hz;
— force with a 12-pole phaseless Butterworth filter with a cut-off frequency of 10 Hz.
7 Test conditions
7.1 General
The test conditions shall be in accordance with ISO 15037-1:2019, Clause 6, unless otherwise specified
below.
7.2 General data
General data on the test vehicle and test conditions shall be recorded as specified in ISO 15037-1:2019,
6.4.1.
7.3 Test track
Conduct tests on a dry (no visible moisture on the surface), uniform, solid-paved surface with a
consistent slope between level and 1 %. The test surface shall have a minimal peak braking coefficient
(PBC) of 0,9.
The surface shall be paved and shall not contain any irregularities (e.g. large dips or cracks, manhole
covers or reflective studs) that may give rise to abnormal sensor measurements within a lateral
distance of 3,0 m to either side of the theoretical path line and with a longitudinal distance of 30 m
beyond the position of VUT/EVT at the end of the test.
Lane markings are allowed. However, testing may only be conducted in an area where typical road
markings depicting a driving lane may not be parallel to the test path within 3,0 m either side. Lines
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ISO 22733-1:2022(E)
or markings may cross the test path but may not be present in the area where AEB activation and/or
braking after FCW is expected.
7.4 Weather condition s
Conduct tests in dry conditions with ambient temperature above 0 °C and below 45 °C.
The surface temperature of the test track shall be between +10 °C and +50 °C.
No precipitation shall be falling and the horizontal visibility at ground level shall be greater than 1 km.
Wind speeds shall be below 5 m/s to minimize EVT and VUT disturbance.
Natural ambient illumination shall be homogenous in the test area and more than 1 000 lx for daylight
testing with no strong shadows cast across the test area other than those caused by the VUT or EVT.
Ensure testing is not performed while driving towards or away from the sun when there is direct
sunlight.
Measure and record the following parameters preferably at the commencement of every single test or
at least every 30 min:
1) ambient temperature in °C;
2) track temperature in °C;
3) wind speed and direction m/s;
4) ambient illumination in lx.
Weather conditions are based on ISO 21994. For some proving grounds where the lower limit of ambient
temperature of 0 °C is difficult to achieve, a lower value can be adopted. However, in that case, the lower
limit values shall be reported.
7.5 Surroundings
Conduct testing such that there are no other vehicles, obstructions, other objects or persons protruding
above the test surface that may give rise to abnormal sensor measurements within a lateral distance
of 3,0 m to either side of the test path and within a longitudinal distance of 30 m beyond the position at
which the test finishes. Test areas where the VUT needs to pass under overhead signs, bridges, gantries
or other significant structures are not permitted.
The general view ahead and to either side of the test area shall comprise of a wholly plain man made or
natural environment (e.g. further test surface, plain coloured fencing or hoardings, natural vegetation
or sky) and shall not comprise any highly reflective surfaces or contain any vehicle-like silhouettes that
may give rise to abnormal sensor measurements.
7.6 VUT
7.6.1 General vehicle condition
The VUT condition shall be in accordance with the vehicle manufacturer’s specifications, particularly
with respect to the suspension geometries, power train (e.g. differentials and locks) configuration, and
tyre fitment.
7.6.2 AEB system settings
If different settings are available, a setting shall be selected and finally reported. This setting shall
not be changed until the entire test procedure is completed. The test procedure can be repeated for
different settings if needed.
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ISO 22733-1:2022(E)
The AEB test protocol defined by EuroNCAP provides the following instruction for the AEB setting
selection.
Set any driver configurable elements of the AEB and/or FCW system (e.g. the timing of the collision
warning or the braking application if present) to the middle setting or midpoint and then next latest
setting similar to the examples shown in Table 2.
Table 2 — AEB and/or FCW system setting for testing
Available settings Selected setting
a b
Setting 1 , setting 2 Setting 2
a b
Setting 1 , setting 2, setting 3 Setting 2
a b
Setting 1 , setting 2, setting 3, setting 4 Setting 3
a
Early brake triggering.
b
Late brake triggering.
The aim of EuroNCAP is to compare the performance of different vehicles with the same way of setting
selection.
The purpose of this document is to measure the performance of AEB on one given vehicle. Then if
several settings are available, the performance can be evaluated in any given setting.
...