ISO 24978:2009
(Main)Intelligent transport systems — ITS Safety and emergency messages using any available wireless media — Data registry procedures
Intelligent transport systems — ITS Safety and emergency messages using any available wireless media — Data registry procedures
ISO 24978:2009 deals with intelligent transport systems. ISO 24978:2009 provides a standardized set of protocols, parameters, and a method of management of an updateable "Data Registry" to provide application layers for "ITS Safety messages" using any available wireless media.
Systèmes intelligents de transport — Messages de sûreté et d'urgence pour les SIT utilisant tous les moyens de transmission sans fil disponibles — Procédures d'enregistrement des données
L'ISO 24978:2009 traite des systèmes intelligents de transport (SIT). L'ISO 24978:2009 fournit un ensemble normalisé de protocoles, de paramètres et une méthode de gestion d'un registre de données susceptible d'être actualisé pour fournir des couches d'application aux messages de sécurité SIT via tout moyen de transmission sans fil disponible.
General Information
Standards Content (Sample)
INTERNATIONAL ISO
STANDARD 24978
First edition
2009-10-01
Intelligent transport systems —
ITS Safety and emergency messages
using any available wireless media —
Data registry procedures
Systèmes intelligents de transport — Messages de sûreté et d'urgence
pour les SIT utilisant tous les moyens de transmission sans fil
disponibles — Procédures d'enregistrement des données
Reference number
©
ISO 2009
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ii © ISO 2009 – All rights reserved
Contents Page
Foreword .iv
Introduction.v
1 Scope.1
2 Conformance .1
3 Normative references.1
4 Terms and definitions .1
5 Abbreviated terms .2
6 Requirements for "ITS Safety Messages Data Registry" management.3
7 Data-concept meta-attributes.12
8 Data-concept names .15
9 Meta-attribute requirements for ITS safety messages data concepts .15
10 International relationships.16
11 Privacy.16
Annex A (informative) "ITS Safety Messages Data Registry", functional operating procedures.17
Annex B (normative) Contents of the "ITS Safety Messages Data Registry":
meta-attribute definitions .33
Annex C (normative) Contents of the "ITS Safety Messages Data Registry":
Meta-attribute requirements for data concepts.46
Annex D (normative) Data-concept name .54
Annex E (informative) ASN.1 information object specification for an ITS safety messages
data concept .60
Annex F (normative) ASN.1 data-concept specification.75
Annex G (normative) Data representation in an informational model .83
Annex H (informative) International and regional variations.86
Bibliography.88
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 24978 was prepared by Technical Committee ISO/TC 204, Intelligent transport systems.
iv © ISO 2009 – All rights reserved
Introduction
The scale of death and injury on the roads of the world is recognized as a significant problem. To use a
relatively safe continent, Europe, as an example, the European project Emerge calculated that in the EU, in
1998 (then including 15 countries), there were 43 000 dead and 1,7 million injured on the roads. By 2004,
collated national statistics showed that the toll still exceeded 41 000 dead and 1,5 million injured. The death
and injury toll in North America is at a similar level, and although, pro rata, the death and injury rates in Japan
are at a slightly lower level, they remain unacceptable. Despite an aggressive road-safety policy, the statistics
are slightly worse in Australia. In the emerging countries, the death and injury toll is significantly higher in
almost every country.
As a result, in a series of initiatives around the world, governments have committed themselves to halving this
carnage within a decade. In most of the developed world, where there have already been strenuous efforts to
make the driving experience safer, it is becoming increasingly more difficult to make further improvements
using traditional techniques. Intelligent transport systems (ITS) are therefore seen as being the key to
achieving the ambitious targets that have been set.
Many ITS systems involve the exchange of data in order to provide services, and particularly safety services.
Data is, and increasingly will be, sent from the infrastructure to the vehicle, from vehicle to infrastructure, from
vehicle to vehicle, around the vehicle, and around the infrastructure. Much of this data remains within closed
systems; however, an increasing amount of data can be shared to improve ITS service provision, and in
particular, improve the safety of the driving experience and make a major contribution to the reduction of the
death and injury toll. A number of intelligent transport systems/eSafety initiatives, such as "eCall" and
"Automatic Crash Notification" crash messaging systems, are being developed. The European eCall project
has an ambitious target to automatically provide, across the whole of Europe, a common 'minimum set of data'
(MSD) to public service assistance providers (PSAPs) in the event of a crash.
Some of these data concepts, such as the MSD, are or will be defined and declared in International or
Regional Standards, but much of the available and potentially useful data is not codified, and can be difficult to
codify in standards because of differences between proprietary systems, and the speed at which the rapid
evolution of systems provide data, which is much faster than the standardization process can agree and codify it.
Some of this data can be very useful to relevant third parties in crash, crash avoidance, crash mitigation and
emergency systems. For example, a vehicle manufacturer can generate information about the number of
persons in a vehicle, whether those persons are large or small (to ensure that airbags inflate safely), and they
can monitor tyre pressure, speed of travel, etc. The available information can vary from vehicle model to
vehicle model, can differ according to the manufacturer's market strategies, and will certainly differ and evolve
over time so that the data available in a particular model in 2015 will be enhanced or different to that available
in the same model in 2010. In these circumstances, it will be difficult or impossible to 'standardize' the
available data as this would slow down the speed at which additional safety measures could be introduced,
and interfere with the marketing incentives to provide additional safety services.
However, vehicle manufacturers might be able and willing to share that information with the emergency
services, and might need an easy way to share information in collision avoidance and accident mitigation
systems (such as ice and slippery-road alerts) and indeed might wish to collate data in order to more quickly
identify and rectify design and software faults and reduce their exposure to liabilities. Road authorities might
wish to make national data [such as variable message sign (VMS) information] available to vehicles in
advance of international standardization of VMS messages or to deal with messages peculiar to that country.
While Europe can succeed in defining and codifying the common data concept known as the MSD, and can
succeed in persuading vehicle manufacturers (by encouragement or legislation) to make this data available in
the event of a crash or emergency, this will not pertain around the world. Other global initiatives, such as the
'Global Standards Cooperation' task force on automatic crash notification and emergency messages, can
define additional or different data concepts. As described in the examples given in this introduction, vehicle
manufacturers themselves will define data concepts that can be useful in the event of a crash or emergency,
and to otherwise improve the safety of the driving experience.
As technical capability improves and as more attention is given to safety-related services, it becomes
imperative that transmitted messages can be quickly and clearly understood by the recipient, or by both
parties in interactive safety systems.
There can be a wide variety of message recipients. In the case of emergency crash messages, this can be a
public service answering point (PSAP) which can be highly automated, or it can be a simple human
respondent whose requirement is to get some precise, and accurate, human readable data to support a
telephone call to the emergency services. At the other end of the scale, in respect of automated collision-
avoidance systems, and other automatic safety ITS services, this can be a vehicle-vehicle, infrastructure-
vehicle, or vehicle-infrastructure communication. Throughout the whole range of such messages, it is crucial
that safety-related messages be quickly, clearly and unambiguously understood by the recipient.
This requires that the definition of the data be not only precise, but also freely available, whether available to
system designers at the point of system design/deployment, or immediately available to a PSAP or other
relevant recipient in respect of situations such as emergency crash-notification systems. This requires the
availability of a common data registry as a repository for these safety-related messages and data concepts.
This International Standard provides the framework for the standardized operation and quality of service for
one or more freely available data registries for ITS safety messages and data concepts.
The definitions in this International Standard are consistent with ISO 14817 (ITS Data Registries) and
ISO/IEC 11179 (General principles for data registries).
In respect of automatic safety systems, such messages are normally determined at the point of system
specification. However, in practice, in-vehicle technology is already developing rapidly, and will continue to do
so, and new and additional data can well become available during the life of a system. In case of emergency,
vehicles will have available data on board that can be useful, indeed vital, to PSAPs. For liability reasons, now
that vehicles are data rich, vehicle manufacturers can well equip vehicles with an "Event Data Recorder"
(EVR), the equivalent of the aircraft "Black Box". Such a device can identify factors such as the speed of the
vehicle immediately before the crash, acceleration/deceleration rates, whether anti-lock or traction control
systems were activated, etc. Future vehicles can also carry data from collision-avoidance warnings and
collision-avoidance technology: how many passengers, what gear the car was in, etc. Where these systems
(or other useful and related information) are available, they can provide very useful and timely information to a
relevant recipient such as a PSAP; it cannot, however, be "required" as part of a "Standard" message.
The resultant "ITS Emergency and Safety Data Registry/Registries" are therefore likely to contain a mix of
standardized data concepts, proprietary data concepts, and data concepts designed for national or regional
use.
Additionally, there is the important consideration that equipment introduced into vehicles in 2010 can still be
operational in 2040, whereas wireless communications media have much shorter life expectations. So in
addition to new and additional data concepts, the means of carrying these across wireless media will also
change. This International Standard is therefore media independent. It does not specify any particular means
of data transfer; it simply enables data that is transferred to be unambiguously understood by the recipient.
To improve the veracity of receipt of crash information, rather than relying on a single media, it is felt that, in
many circumstances, such vital information is sent, where possible over multiple media, indeed using each
and every available media.
It is also not the intention that there will necessarily be a single global ITS emergency and safety message
data registry, although this can be desirable for specific reasons. Regional or national instantiations can also
be supported by this International Standard.
This International Standard provides the framework in which to operate such a data registry. It does not
mandate the use or provision of any data concepts, nor involve itself with the security of transmission, issues
of privacy, nor technical means of data transfer. It simply provides the rules to operate, with a high quality of
service, a data repository to enable relevant parties to immediately, usually by automatic means, understand
the precise and unambiguous meaning of an emergency safety-related message.
It is recognized that, in most implementations, tools will be required to use the contents of the data registry.
However, this International Standard defines only the procedures for such a registry and the definition of such
tools is outside the scope of this International Standard.
vi © ISO 2009 – All rights reserved
INTERNATIONAL STANDARD ISO 24978:2009(E)
Intelligent transport systems — ITS Safety and emergency
messages using any available wireless media — Data registry
procedures
1 Scope
This International Standard deals with intelligent transport systems.
This International Standard provides a standardized set of protocols, parameters, and a method of
management of an updateable "Data Registry" to provide application layers for "ITS Safety messages" using
any available wireless media.
2 Conformance
In order to claim conformance with this International Standard, wireless communication shall be established in
full compliance with local telecommunication regulations, procedures and protocols for that media using the
appropriate International or Regional Standards, and shall be able to demonstrate that they provide the
mandatory data, and can provide any standardized optional data elements to the extent that such data is
available, and there is an available medium to transmit the message.
3 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 1000:1992, SI units and recommendations for the use of their multiples and of certain other units
ISO/IEC 8824-1:2002, Information technology — Abstract Syntax Notation One (ASN.1): Specification of basic
notation — Part 1
ISO/IEC 8824-2:2002, Information technology — Abstract Syntax Notation One (ASN.1): Information object
specification — Part 2
ISO 11179 (all parts), Information technology — Metadata registries (MDR)
ISO 14817:2002, Transport information and control systems — Requirements for an ITS/TICS central Data
Registry and ITS/TICS Data Dictionaries
IEEE 1489:1999, IEEE standard for data dictionaries for intelligent transportation systems
4 Terms and definitions
For the purposes of this document, the terms and definitions of ISO 14817 and ISO 11179 and the following
apply.
4.1
automatic crash notification
automatic system to provide data notification to public-safety answering points, by means of any available
wireless communications media, that a vehicle has crashed, and to provide coordinates and other relevant
information in a message of standardized data concepts, not limited in length
4.2
eCall
〈generic〉 system to provide notification and relevant coordinate information to public-safety answering points,
by means of wireless communications, that there has been an incident that requires a response from the
emergency services
4.3
eCall
〈ITS Specific〉 user instigated or automatic system to provide notification to public-safety answering points, by
means of wireless communications, that a vehicle has crashed, and to provide coordinates and a defined
minimum set of data
5 Abbreviated terms
5.1
CCC
change control committee
5.2
ETSI
European Telecommunications Standards Institute
5.3
EU
European Union (EU15 implies the 15 countries that formed the European Union prior to 2005)
5.4
GPS
global positioning system
5.5
ID
identity
5.6
ITS
intelligent transport system
5.7
m
mandatory
5.8
o
optional
5.9
OID
object identifier
5.10
PSAP
public service answering point
2 © ISO 2009 – All rights reserved
6 Requirements for "ITS Safety Messages Data Registry" management
6.1 Concept of operation
This clause provides a summary overview of "ITS Safety messages" data dictionary and "Data Registry"
operations. It identifies the parties involved in "ITS Safety messages" data dictionary and "Data Registry"
operations, and specifies the responsibilities of each of the parties involved.
6.2 Summary
The "ITS Safety Messages Data Registry" shall support the harmonization of data concepts (e.g. data
elements) from different stakeholder groups. It shall be consistent with ISO 14817 (Requirements for an ITS
central "Data Registry" and ITS "Data Dictionaries"), and it and/or its entries are able to be submitted as (a)
candidate(s) for an "ITS Data Registry" that is in accordance with ISO 14817.
The definition of key data elements may arise from numerous sources: PSAPs, automotive manufacturers,
regulators, etc. Moreover, different groups will have an interest in the definition of the same data concept,
which could lead to the prospect of duplicate or similar definitions being developed.
An ITS Safety or emergency data concept is data in a predefined and registered concept, recorded in such a
manner that it is unambiguous and can be interpreted by reference to the data registry. The nature of form of
the emergency or safety message is not defined by this International Standard, nor are the circumstances in
which such a message is transmitted nor are the destination of the messages defined. This International
Standard provides a specification of a process to register such data concepts in accordance with
internationally recognized quality and implementation procedures as defined in International Standards, within
the context of ITS. The procedures for submission and an acceptance process are defined herein.
A central "ITS Safety Messages Data Registry", or regional and national variants, of which the concept of
operations are defined herein, supports standardization and harmonization processes that facilitate the
different interested parties to share data element definitions and avoid duplication, yet enable the prompt
admission of clearly defined and unambiguous entries from recognized sources, even where consensus and
common data-concept definitions between interested parties have not yet been agreed upon.
The operational concept of the data registration is described in the following subclauses. See Annex C for
specific procedural details.
NOTE There may be regional and national variations of this concept for operations.
6.3 Framework
The overall framework for the "ITS Safety Messages Data Registry" and "ITS Safety messages data
dictionaries" is presented in Figure 1. It illustrates the relationships between
⎯ the ITS safety services architectures (and information models),
⎯ the "ITS Safety messages data dictionaries" (that are intended to include all data concepts),
⎯ an "ITS Safety Messages Data Registry", and
⎯ the ITS safety services applications.
For each of these physical elements, the diagram in Figure 1 also lists their key functions. For "Data
Dictionaries", the "Data Registry" and the applications, it further identifies the key stakeholders or stakeholder
groups that participate in or manage their operations. Finally, the diagram illustrates the information
exchanged between these operational elements.
"ITS Safety messages data dictionaries" shall contain data concepts based on information flows documented
in an "ITS Safety Messages Architecture". Each data concept in a data dictionary shall reference one or more
flows of information between specific objects documented in a specific version of an "ITS Safety Messages
Architecture", the primary architecture being as defined in this International Standard. Regional and National
architectures are permissible.
The "ITS Safety Messages Data Registry" shall be the repository for submitted data concepts. Through the
efforts of the data "Stewards", the "Registrar" and the data registry "Change Control Committee" (CCC)
support identification of harmonization opportunities, recommendations for harmonization, and promotion of
data concepts to higher quality levels where warranted. Finally, the "Data Registry" can provide data concepts
to developers and other users for use in ITS applications.
Where considered appropriate by the sponsors, the day-to-day operational role of the CCC may be delegated
to a single registry administrator in order to efficiently maintain the registry in a timely manner and to assist
users in uploading and downloading data concepts.
Developers and other users should preferably use data concepts from the "Data Registry" at the highest
(Preferred) quality level. The data concepts at this level are described unambiguously, harmonized across ITS
sectors, and are considered representative of published data standards.
PPRROOCCEDURESEDURES
ITITS/TS/TIICSCS
ITITS/TS/TIICCSS
StandStandaarrddiizzeedd / /
SubSubmmiitttetedd
CoContentexxtt
Data Concepts
ITITS/TS/TIICCSS Data Concepts DaDattaa Re Reggiissttrryy HaHarmrmoonnizizeded
InfInfoorrmmaattiioonn
Data CoData Concnceepptsts
SeSemmaantinticcss
��AArchrchiteitecctuture(sre(s)) ITITS/TS/TIICCSS RReegistrationgistration
DaDattaa Di Diccttiioonnaarryy
��InfInfoormrmatiatioonn HarmHarmoonnizizationation ITITS/TS/TIICCSS
ModelsModels • DaDattaa S Seemmaannttiiccss AAppppllicicaattioionn
RReegisgisteteredred
Data CoData Concnceepptsts
PrProommoottioionn
DDaata Syta Syntntaxax
ApAppplliiccatiatioon Spn Speecciiffiicc Data Co Data Concnceepptsts
Standards andStandards and StewStewardsards RReegistrargistrar DeDevveellooppeerrss
AApplppliiccatatiioonsns andand andand and and
DeDevveellooppeerrss SubmSubmiitttteersrs CCCCCC UsUseerrss
Figure 1 — "ITS Data Registry" operational framework
4 © ISO 2009 – All rights reserved
Table 1 presents a summary of the distinguishing characteristics between a "Data Dictionary" and a "Data
Registry".
Table 1 — "Data Dictionary"/"Data Registry" distinguishing characteristics
"ITS Safety messages data dictionary" "ITS Safety Messages Data Registry"
Multiple "Data Dictionaries" One (International) "Data Registry"
Covers single functional area Covers multiple sources
Managed by a functional area steward Managed by the CCC
Harmonized within the functional area Harmonized across the ITS sector
Unique ID within functional area Unique ID across the ITS sector
6.4 Organizational roles
6.4.1 Overview
Organizational roles associated with the ITS safety messages data registration process shall be established.
The organizational roles shall include the "ITS safety Messages data registry" "Executive Board" (EB), the ITS
safety messages Change Control Committee (CCC), the ITS safety messages "Registrar", ITS safety
messages "Stewards" and ITS safety messages "Submitters". A summary of each role is provided in this
subclause. Annex C provides a description of the purpose, specific responsibilities, and membership or
selection criteria for each role.
Figure 1 provides a high-level view of how these organizational roles are related within the context of the "ITS
Safety Messages Data Registry".
6.4.2 Registration authority
The "ITS Safety Messages Registration Authority" shall be in accordance with the ISO/IEC Directives, Part 1
(2008), H.4.
6.4.3 Registrar
The "Registrar" shall be an organizational element, expert in data registration processes, responsible for
facilitating the registration of ITS safety messages data concepts and making those data concepts widely
accessible and available to the ITS safety messages community. The "ITS Safety Messages Registration
Authority" shall appoint the "ITS Safety Messages Registrar".
6.4.4 Steward
An "ITS Safety Messages Steward" shall be an organizational element of the ITS safety messages community,
such as an ISO WG Convenor or his designated representative. "Stewards" are responsible for the accuracy,
reliability, and currency of descriptive metadata for data concepts at a registration status level of "Qualified" or
above within an assigned functional, regional or national area. "ITS Safety Messages Stewards" are approved
by a process defined by the registration authority.
6.4.5 Submitter
An "ITS Safety Messages Submitter" shall be an organizational element recommended by an "ITS Safety
Messages Steward" and approved by a process defined by the "ITS Safety Messages Registration Authority".
A "Submitter" is authorized to identify and report data concepts suitable for registration. Such "ITS Safety
Messages Submitters" may be organizations representing Regional or National Governments, organizations
representing PSAPs, organizations representing automotive manufacturers, or automotive manufacturers
directly. Publication of a "Card" level submission shall be at the discretion of the "ITS Safety Messages
Steward".
6.4.6 Read-only user
An "ITS Safety Messages Read-only User" shall be an organizational element or individual that is approved to
review the contents of the "ITS Safety Messages Data Registry". A read-only user submits a request for
access. Access is approved by the CCC or organizational element designated by the executive board. A read-
only user has access to all the ITS Sector contents in the "ITS Safety Messages Data Registry", but is not
permitted to submit, alter or delete the contents.
6.4.7 ITS safety messages change control committee
The "ITS Safety Messages Change Control Committee" (CCC) shall be the organizational element that is
constituted to provide technical direction and harmonization of data contents for the "ITS Safety Messages
Data Registry". The structure, staffing, procedures and membership of the CCC are determined by the ITS
safety messages executive board. The membership of the CCC is to include the "ITS Safety Messages
Stewards".
6.4.8 ITS safety messages executive board
The "ITS Safety Messages Executive Board" shall be an organizational element established by ISO/TC 204
and/or the sponsors of the data registry, or by the operators of an ITS safety messages data registry. In the
case of an ISO/TC 204 official ITS safety messages data registry, it shall be responsible for administering
responsibilities and authority delegated by ISO/TC 204. Responsibilities of the executive board shall include
overall metadata registration policies and business direction of the "ITS Safety Messages Data Registry". In
the case of an ISO/TC 204 official ITS safety messages data registry, the reporting responsibilities to
ISO/TC 204 shall be specified and approval of executive board procedures and practices shall be subject to
review and approval by ISO/TC 204 or its designated organizational component.
Registration AuthorityRegistration Authority
(in acco(in accordancrdancee with with
Executive Board/
ExExCoComm
the the IISSO/O/IIEEC DiC Directives,rectives,
Committee
Part 1 (2008), Annex H)
ReRegistragistrarr
Change Control Committee
Stewards
ReadRead --OnOn lyly
ITS/TICS
Data Registry
UserUser
Submitters
Figure 2 — Organizational roles to the "ITS Data Registries" and their relationships
(Source ISO 14817:2002)
6 © ISO 2009 – All rights reserved
6.5 Registration status levels
6.5.1 Summary of registration status levels
Registration status levels shall apply to individual data concepts that have been entered into the "ITS Safety
Messages Data Registry". There shall be five data-concept registration status levels:
• "Card"
• "Draft"
• "Recorded"
• "Qualified"
• "Preferred"
The relationships between these status levels, along with the requirements for a data concept to achieve a
particular registration status level, are presented in Table 2.
Table 2 — ITS safety messages registration status levels and criteria
Data-concept status level Status criteria
Preferred "Change Control Committee" confirmation that a data concept is
"Preferred" for use in the ITS safety messages community.
Qualified "Change Control Committee" confirmation that all mandatory
attributes are completed and conform to quality requirements.
Recorded All mandatory meta-attributes for the data concept have been
input.
Draft At least the meta-attributes "Descriptive Name" and "Submitter
Organization" have been completed.
Card At least the meta-attributes "Descriptive Name", "Submitter
Organization", "Submitter Phone Number" have been completed.
While the general intention is to progress as many data concepts as possible from "Draft" to the "Preferred"
registration status, progression to a status higher than "Recorded" or "Qualified" may not always be
appropriate. That is, necessary meta-attribute documentation for a data concept may not be available to
establish required documentation for the "Recorded" status, may not be of the quality necessary for the
"Qualified" status, or identification as the "Preferred" data concept may not be appropriate. Such data
concepts shall be held at their current status level in the "ITS Safety Messages Data Registry" to facilitate
understanding of and access to these data concepts by the ITS safety messages community.
6.5.2 Description of registration status levels
The status level of a data-concept entry shall be based upon the completeness of the data entered, its
accuracy, and its conformance to the established format and syntax. The registration status levels shall be as
listed below.
a) Card A data concept in the "Card" status shall indicate that the "Submitter" wishes to make the ITS safety
messages community aware of the existence of a data concept in their local domain. A data concept in
the status of "Card" in the "ITS Safety Messages Data Registry" shall be maintained under version control
within the "Submitters" data dictionary. The "Submitter" may remove a data concept in the status of
"Card" from the "ITS Safety Messages Data Registry" at any time. The minimum meta-attribute
documentation for the "Card" status in the "ITS Safety Messages Data Registry" shall be: "Descriptive
Name", "Submitter Organization Name", "Submitter Phone Number", and "Submitter Email Address".
b) Draft A data concept in the "Draft" status shall indicate that the "Submitter" wishes to propose it for
progression up the "ITS Safety Messages Data Registry" registration levels. Data concepts in the "Draft"
status are not maintained under version control, which means that updates will completely replace the
original entry without retaining a record of the original. The "Submitter" may request the retirement of a
data concept in the "Draft" status at any time, which will completely remove the data concept from the
active "ITS Safety Messages Data Registry". The minimum meta-attribute documentation for the "Draft"
status is "Descriptive Name" and "Submitter Organization Name".
c) Recorded A data concept in the "Recorded" status shall indicate that the "Submitter" has completed
entries in all mandatory meta-attributes. A data concept in the "Recorded" status implies that the data
concept may be shared across ITS domains. The contents of the mandatory meta-attributes may not
conform to quality requirements. The "Submitter" may retire a data concept in the registration status of
"Recorded" at any time. Data concepts in "Recorded" registration status, or higher, are maintained under
version control.
d) Qualified A data concept in the "Qualified" status shall indicate that the CCC has confirmed that the
mandatory meta-attributes are complete and conform to applicable quality requirements. In the event that
a data concept is not approved by the CCC for the "Qualified" registration status level, it shall remain at
the "Recorded" registration status level.
e) Preferred A data concept in the "Preferred" status indicates that the CCC confirms that the data concept
is "Preferred" for use in the ITS safety messages community. The "Descriptive Name" and "ASN.1 Name"
shall both conform to the ITS safety messages requirements.
6.6 Procedures
The "ITS Safety Messages Registration Authority" shall establish the necessary procedures to accomplish the
following functional activities.
a) Submission of data concepts for registration "Submitters" shall submit data concepts for entry into the
"ITS Safety Messages Data Registry". These data concepts may be "Recorded" as "Card" or "Draft"
registration status, as the "Submitter" deems appropriate. A registration status of "Card" implies usage
restricted to the "Submitter’s" domain while being posted for informational purposes. The "Draft" status
implies that the "Submitter" intends to progress the data concept to higher ITS safety messages
registration status levels. "Submitters" or "Stewards" may progress data concepts in the "Draft" status to
the "Recorded" registration status by completing all mandatory meta-attributes required for that data
concept.
b) Progression of data concepts "Submitters" shall progress data concepts to "Recorded" status.
Progression of data concepts to registration status of "Qualified" or higher shall require the sponsorship of
a "Steward" and approval of the "Change Control Committee".
c) Harmonization of data concepts The objective of harmonization is to resolve any potential duplicate or
overlapping of data concepts. Procedures shall be established to facilitate data-concept harmonization
and reuse.
d) Modification of data concepts Procedures shall be established to change data concepts.
e) Retirement of data concepts Procedures shall be established to retire data concepts.
f) Administrative processing The "ITS Safety Messages Data Registrar" may assign administrative
registration statuses in order to track an interim state of a data concept.
NOTE This subclause introduces the requirements for procedures associated with the "ITS Safety Messages Data
Registry" and "ITS Safety messages data dictionaries". These procedures require organizational participation of certain
roles, as specified in 6.3, in dealing with data concepts to be registered in the "ITS Safety Messages Data Registry", as
identified in Clause 7. Annex C provides representative procedures to address these functional requirements. Annex E
provides guidance on the documentation of data concepts in preparation for submission to the "ITS Safety Messages Data
Registry" for registration.
8 © ISO 2009 – All rights reserved
6.7 Version control
6.7.1 Version maintenance
This subclause presents the requirements for synchronization of the meta-attribute structures of the "ITS
Safety messages data dictionaries" and "ITS Safety Messages Data Registry".
Configuration versions of the "ITS Safety Messages Data Registry" shall be maintained for meta-attributes.
A ‘Current Version’ and a ‘Development Version’ shall be established and maintained for attributes of the "ITS
Safety Messages Data Registry". The versioning procedures in 6.7.2 and 6.7.3 shall apply.
6.7.2 Current version
The current version shall consist of those attributes approved by the CCC for current use in "ITS Safety
messages data dictionaries" and the "ITS Safety Messages Data Registry".
6.7.3 Development version
The development version shall consist of those meta-attributes under development, together with pertinent
current version meta-attributes, for use in "ITS Safety messages data dictionaries" and the "ITS Safety
Messages Data Registry" as the next current version. The CCC controls the release of each development
version as the new current version.
6.8 Summary of data concepts
NOTE The term 'data concept(s)' is used throughout the document to mean 'types of data concept(s)'.
This subclause defines and explains the nine data concepts applicable to this International Standard. These
data concepts are consistent with ISO 14817. Data concepts refer to abstractions and things in the natural
world that can be identified with explicit boundaries and meaning. The properties and behaviour of these
fundamental constructs all follow the same set of rules. Within ITS, there may be data concepts to represent,
for example, a Bus "Route" and relevant information about it. Specifically within ITS safety messages, they
relate to information that may be of use to PSAPs in responding to an emergency situation which has been
alerted via an ITS safety-messages message.
Data concepts include interface dialogue, message, data frame, object class, association, property, data
element concept, value domain, and data element. See Figure 3 for an ASN.1 Information Object
Specification (IOS) for an ITS safety messages data concept. Figure 3 presents a framework for data
concepts and how they relate to one another. For illustration purposes, the braces, i.e. { and }, portray the
particular relationships between the data concepts. The numeric annotation associated with each brace
indicates the number of each data concept that may be realized. For example, there may be from 2 to n
messages within an interface dialog, where n is any integer number. As another example, a message may
consist of 0 to n data elements and 0 to n data frames.
Figure 4 presents interface data concepts and their relationships. Information interchange between two ITS
safety messages system components shall be characterized from the top down as an interface dialogue or a
set thereof. Interface dialogues shall be a set of messages whose order and timing for transmission is
predicated upon a defined operational concept or scenario containing timing information. Messages shall be a
collection of data elements and/or data frames which contain the substantial data to be exchanged.
Figure 5 presents model data concepts and their relationships. In support of the information interchange data
concepts, additional data concepts for modelling are provided. These modelling concepts support the
realization of the organization of the various data concepts by characterizing key relationships between the
data concepts. See Annex E.
ObjectClass Association
Bus<>Vehicle
Bus
Data
Data
Vehicle
Element
0.n Element
Property
Bus.identification Concept
identification
:identifi-er
Message
Value
Bus.identification
Interface Dialogue
Domain
2.n
When-will-bus- nnn_
:identifier
arrive-at-intersection- 1.n
Traveller<-Exchange-bus-information->ISP
yyy:message
Data Frame
0.n
Intersection:frame
Figure 3 — ITS safety messages data concepts framework (ITS example from ISO 14817:2002)
Interface Dialogues
ITS/TICS ITS/TICS
Messages
System
System
Data Frames
Component
Component
Data Elements
Figure 4 — ITS interface data concepts
ObjectClass
Association
Property
Data Element Concept
Value Domain
Data Element
Figure 5 — ITS/ITS safety messages model data concepts
6.9 Interface dialogue
An interface dialogue shall be a temporal sequence of messages, including variants, among two or more
system components that are used to accomplish a service/observable result. In Figure 3, the interface
dialogue example is "Traveller<-Exchange-bus-information->ISP". A specific example of an ITS safety
message might be, "Vehicle<-Exchange-location-information->ISP".
6.10 Message
A message shall be a structured grouping of data elements and/or data frames. In Figure 3
...
NORME ISO
INTERNATIONALE 24978
Première édition
2009-10-01
Systèmes intelligents de transport —
Messages de sûreté et d'urgence pour les
SIT utilisant tous les moyens de
transmission sans fil disponibles —
Procédures d'enregistrement des
données
Intelligent transport systems — ITS safety and emergency messages
using any available wireless media — Data registry procedures
Numéro de référence
©
ISO 2009
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ii © ISO 2009 – Tous droits réservés
Sommaire Page
Avant-propos .vii
Introduction.viii
1 Domaine d'application .1
2 Conformité.1
3 Références normatives.1
4 Termes et définitions .1
5 Symboles et abréviations .2
6 Exigences relatives à la gestion du «Registre de données de message de sécurité pour
SIT» .3
6.1 Concept d'opération.3
6.2 Résumé.3
6.3 Cadre.3
6.4 Rôles organisationnels.5
6.4.1 Présentation.5
6.4.2 Autorité d'enregistrement.5
6.4.3 Greffier.5
6.4.4 Régisseur .5
6.4.5 Déposant .5
6.4.6 Utilisateur-lecture seule.6
6.4.7 Comité de contrôle des modifications de message de sécurité pour SIT.6
6.4.8 Bureau exécutif de message de sécurité pour SIT .6
6.5 Niveaux du statut d'enregistrement .7
6.5.1 Résumé des niveaux de statut d'enregistrement.7
6.5.2 Description des niveaux de statut d'enregistrement.7
6.6 Procédures.8
6.7 Contrôle de version.9
6.7.1 Maintenance de version.9
6.7.2 Version en vigueur .9
6.7.3 Version en cours d'élaboration.9
6.8 Résumé des concepts de données .9
6.9 Dialogue d'interface .11
6.10 Message.11
6.11 Trame de données.11
6.12 Classe d'objet .11
6.13 Association .11
6.14 Propriété.12
6.15 Concept d'élément de données .12
6.16 Domaine de valeur.12
6.17 Élément de données.12
7 Méta-attributs de concept de données.12
7.1 Méta-attributs basiques des concepts de données.12
7.1.1 Catégories de méta-attribut.12
7.1.2 Méta-attributs d'identification .12
7.1.3 Méta-attributs de définition .13
7.1.4 Méta-attributs de relation.14
7.1.5 Méta-attributs de représentation .14
7.2 Méta-attributs d'administration.14
8 Noms de concept de données .15
8.1 Noms descriptifs.15
8.2 Formats de «Nom descriptif» de concept de données.16
9 Exigences relatives aux méta-attributs pour concepts de données de message de
sécurité pour SIT.16
10 Relations internationales .16
11 Respect de la vie privée (confidentialité) .16
Annexe A (informative) Registre de données de message de sécurité pour SIT, procédures
d'exploitation fonctionnelles .17
A.1 Introduction.17
A.1.1 Greffier .17
A.1.2 Régisseurs.18
A.1.3 Déposants.19
A.1.4 Utilisateurs - lecture seule .19
A.1.5 Comité de contrôle des modifications (CCC) .19
A.1.6 «Bureau exécutif» (BE) .20
A.2 Concept des opérations d'enregistrement.20
A.2.1 Présentation .20
A.2.2 Début de l'enregistrement.21
A.2.3 Revue de la qualité .21
A.2.4 Administration du registre.21
A.3 Procédures d'enregistrement de données de message de sécurité pour SIT .22
A.3.1 Présentation .22
A.3.2 Concepts de données au statut «Carte» ou «Projet» .22
A.3.3 Concepts de données au statut «Enregistré» .22
A.3.4 Concepts de données au statut «qualifié».24
A.3.5 Concepts de données au statut «préférentiel».26
A.4 Procédures de gestion des modifications .27
A.4.1 Résumé .27
A.4.2 Procédures de modification des concepts de données dans le «Registre de données de
message de sécurité pour SIT».27
A.4.3 Procédures de retrait des concepts de données dans le «Registre de données de
message de sécurité pour SIT».28
A.4.4 Procédures de gestion des modifications .28
A.4.5 Contrôle des éléments de configuration.29
A.4.6 Consignation du statut de configuration .30
A.4.7 Audit des éléments de configuration.30
A.5 Procédures d'harmonisation et de réutilisation de données de message de sécurité pour
SIT .30
A.5.1 Introduction.30
A.5.2 Identification et résolution des problèmes liés aux données de message de sécurité pour
SIT .31
A.5.3 Réutilisation des concepts de données de message de sécurité pour SIT .33
Annexe B (normative) Contenu du «Registre de données de message de sécurité pour SIT»:
définitions de méta-attribut .35
B.1 Introduction.35
B.2 Méta-attributs d'identification.35
B.2.1 Identifiant de concept de données.35
B.2.2 Version de concept de données.36
B.2.3 Nom descriptif.36
B.2.4 Noms descriptifs synonymes.36
B.2.5 Nom symbolique.36
B.2.6 Nom ASN.1 .36
B.2.7 Identifiant d'objet ASN.1 .37
B.2.8 Localisateur de ressources uniformes.37
B.3 Méta-attributs de définition.37
B.3.1 Définition .37
B.3.2 Contexte de «Nom descriptif».37
iv © ISO 2009 – Tous droits réservés
B.3.3 Utilisation de nom symbolique .37
B.3.4 Source.37
B.3.5 Référence d'architecture .37
B.3.6 Nom d'architecture.38
B.3.7 Version d'architecture.38
B.3.8 Type de concept de données .38
B.3.9 Remarques .38
B.3.10 Contexte .38
B.3.11 Norme .38
B.3.12 Source des métadonnées.38
B.3.13 Priorité .39
B.3.14 Mode fréquence/message.40
B.3.15 Vérification de livraison.40
B.3.16 Qualité des données .40
B.4 Méta-attributs de relation.41
B.4.1 Méta-attributs de modélisation .41
B.4.2 Précurseur.41
B.4.3 Successeur .41
B.4.4 Synonyme.41
B.4.5 Abstrait .42
B.4.6 Rôle.42
B.4.7 Multiplicité.42
B.4.8 Contraintes d'association.42
B.4.9 Agrégat .42
B.4.10 Rôle clé.43
B.4.11 Messages référencés .43
B.4.12 Trames de données référencées .43
B.4.13 Éléments de données référencés .43
B.4.14 Classes d'objet référencées .43
B.4.15 Associations référencées.43
B.5 Méta-attributs de représentation .44
B.5.1 Type de données .44
B.5.2 Format.46
B.5.3 Unité de mesure.47
B.5.4 Règle de valeur valide.47
B.6 Méta-attributs d'administration.47
B.6.1 Statut d'enregistrement .47
B.6.2 Date enregistrée .47
B.6.3 Date de dernière modification.47
B.6.4 Utilisateur de dernière modification .47
B.6.5 Nom de l'organisation du greffier .48
B.6.6 Numéro de téléphone du greffier.48
B.6.7 Nom de l'organisation du régisseur .48
B.6.8 Numéro de téléphone du régisseur .48
B.6.9 Nom de l'organisation du déposant .48
B.6.10 Numéro de téléphone du déposant .48
B.6.11 Utilisateur .48
B.6.12 Vue .48
B.6.13 Groupes associés.49
B.6.14 Classe de sûreté .49
Annexe C (normative) Contenu du «Registre de données de message de sécurité pour SIT»:
Exigences relatives au méta-attribut pour les concepts de données.50
C.1 Introduction.50
C.2 Exigences relatives au méta-attribut pour le «Registre de données de message de
sécurité pour SIT» .51
C.3 Exigences relatives aux méta-attributs pour les «Dictionnaires de données de message
de sécurité pour SIT».54
Annexe D (normative) Noms de concept de données .59
D.1 Format de «Nom descriptif» de concept de données.59
D.1.1 Présentation .59
D.1.2 Format de «Nom descriptif» de classe d'objet .59
D.1.3 Format de «Nom descriptif» de propriété .59
D.1.4 Format de «Nom descriptif» de domaine de valeur .60
D.1.5 Format de «Nom descriptif» de concept d'élément de données .61
D.1.6 Format de «Nom descriptif» d'élément de données .62
D.1.7 Format de «Nom descriptif» de trame de données.62
D.1.8 Format de «Nom descriptif» de message .62
D.1.9 Format de «Nom descriptif» de dialogue d'interface.62
D.1.10 Format de «Nom descriptif» d'association .62
D.1.11 Format de terme de «Nom descriptif» de contexte.62
D.1.12 Format de «Nom descriptif» totalement qualifié .63
D.2 Abréviations et acronymes.63
D.3 Conversion des noms descriptifs de message de sécurité pour SIT en Noms ASN.1 .63
D.3.1 Présentation .63
D.3.2 Utilisation de la syntaxe ASN.1 .63
Annexe E (informative) Spécification d'objet d'information ASN.1 pour un concept de données
de message de sécurité pour SIT.66
E.1 Généralités .66
E.2 Spécification de concept de données .66
E.3 Pratique recommandée .66
E.4 Spécification d'objet d'information de concept de données de message de sécurité pour
SIT .66
E.5 Exemple de module d'élément de données de message de sécurité pour SIT.71
E.6 Exemple de module de trame de données de message de sécurité pour SIT .72
E.7 Exemple de module de message de message de sécurité pour SIT.73
E.8 Exemple de domaines de valeur .75
E.8.1 Domaine de valeur de «Nom ASN.1».75
E.8.2 Domaine de valeur booléen .76
E.8.3 Domaine de valeur de type de concept de données.77
E.8.4 Domaine de valeur de mémo.78
E.8.5 Domaine de valeur de multiplicité.79
E.8.6 Domaine de valeur String64 .80
E.8.7 Domaine de valeur de type .81
Annexe F (normative) Spécification de concept de données ASN.1.82
F.1 Généralités .82
F.2 Spécification d'élément de données.82
F.3 Spécification de référence d'élément de données .82
F.4 Pratique recommandée .83
F.5 Spécification d'objet d'information.83
F.5.1 Spécification d'objet d'information d'élément de données en notation ASN.1.83
F.5.2 Spécification d'objet d'information de référence d'élément de données en notation ASN.1 .86
Annexe G (normative) Représentation des données dans un modèle informationnel .90
Annexe H (Informative) Variations internationales et régionales.93
Bibliographie .95
vi © ISO 2009 – Tous droits réservés
Avant-propos
L'ISO (Organisation internationale de normalisation) est une fédération mondiale d'organismes nationaux de
normalisation (comités membres de l'ISO). L'élaboration des Normes internationales est en général confiée
aux comités techniques de l'ISO. Chaque comité membre intéressé par une étude a le droit de faire partie du
comité technique créé à cet effet. Les organisations internationales, gouvernementales et non
gouvernementales, en liaison avec l'ISO participent également aux travaux. L'ISO collabore étroitement avec
la Commission électrotechnique internationale (CEI) en ce qui concerne la normalisation électrotechnique.
Les Normes internationales sont rédigées conformément aux règles données dans les Directives ISO/CEI,
Partie 2.
La tâche principale des comités techniques est d'élaborer les Normes internationales. Les projets de Normes
internationales adoptés par les comités techniques sont soumis aux comités membres pour vote. Leur
publication comme Normes internationales requiert l'approbation de 75 % au moins des comités membres
votants.
L'attention est appelée sur le fait que certains des éléments du présent document peuvent faire l'objet de
droits de propriété intellectuelle ou de droits analogues. L'ISO ne saurait être tenue pour responsable de ne
pas avoir identifié de tels droits de propriété et averti de leur existence.
L'ISO 24978 a été élaborée par le comité technique ISO/TC 204, Systèmes intelligents de transport.
Introduction
Le nombre de morts et d'accidentés de la route dans le monde est reconnu comme un problème important. Le
projet européen Emerge, en prenant pour exemple l'Europe, réputée comme un continent relativement
sécurisé, a calculé qu'en 1998, les 15 pays de l'Union européenne de l'époque comptabilisaient 43 000 décès
et 1,7 million de blessés sur les routes européennes. En 2004, les données statistiques nationales collectées
ont montré que le bilan dépassait toujours 41 000 décès et 1,5 million de blessés. Le nombre de décès et de
blessés en Amérique du Nord est d'un ordre semblable et, bien que les taux de mortalité et de blessés
relevés au prorata au Japon soient légèrement inférieurs, ils n'en demeurent pas moins inadmissibles. Malgré
une politique de sécurité routière énergétique, les données statistiques sont légèrement plus élevées en
Australie. Dans les pays émergents, le nombre de décès et de blessés est nettement plus élevé dans presque
tous les pays.
En conséquence, les gouvernements, sur la base d'une série d'initiatives au niveau mondial, se sont engagés
à réduire de moitié ce carnage en une décennie. Dans la plupart des pays développés, où des efforts
rigoureux ont déjà été consentis pour sécuriser davantage l'expérience de conduite, il devient de plus en plus
difficile d'apporter des améliorations supplémentaires en appliquant des techniques traditionnelles. Les
systèmes intelligents de transport (SIT) sont par conséquent perçus comme un moyen clé pour atteindre les
objectifs ambitieux qui ont été fixés.
De nombreux SIT consistent à échanger des données afin de fournir des services, en particulier des services
de sécurité. Les données sont et seront de plus en plus transmises de l'infrastructure vers le véhicule, du
véhicule vers l'infrastructure, de véhicule à véhicule, aux environs du véhicule, et aux environs de
l'infrastructure. La plupart de ces données sont confinées dans des systèmes fermés; toutefois, une quantité
croissante de données peut être partagée afin d'améliorer la fourniture de service SIT et d'améliorer, en
particulier, la sécurité de l'expérience de conduite en contribuant ainsi de manière significative à la réduction
du nombre de décès et de blessés. Un certain nombre de systèmes intelligents de transport/d'initiatives de
eSafety, tels que le «eCall» (Appel d'urgence automatisé) et les systèmes de messagerie d'accident
«Automatic Crach Notification» (Notification automatique d'accident), sont en cours de développement. Le
projet européen eCall s'est fixé l'objectif ambitieux de fournir automatiquement, à travers toute l'Europe, un
«ensemble de données minimal» (MSD) commun aux centres de secours compétents (PSAP) en cas
d'accident.
Certains de ces concepts de données, tels que le MSD, sont ou seront définis et déclarés dans des Normes
internationales ou régionales, mais la plupart des données disponibles et potentiellement utiles ne sont pas
codées, et peuvent être difficiles à coder dans les normes du fait des différences entre les systèmes
propriétaires, et du rythme auquel l'évolution rapide des systèmes permet de fournir des données beaucoup
plus rapidement que le processus de normalisation ne peut accepter et codifier.
Certaines de ces données peuvent être très utiles pour des prestataires de systèmes concernant les
accidents, leur évitement ou limitation, et les situations d'urgence. Les constructeurs de véhicule peuvent, par
exemple, générer des informations relatives au nombre de personnes dans un véhicule, quelle que soit leur
taille (afin d'assurer le gonflement sécurisé des airbags); ils peuvent contrôler la pression des pneumatiques,
la vitesse de déplacement, etc. Les informations disponibles peuvent varier d'un modèle de véhicule à l'autre,
selon les stratégies commerciales des constructeurs, et elles diffèreront et évolueront certainement dans le
temps afin que les données disponibles pour un modèle particulier en 2015 soient améliorées ou différentes
de celles disponibles pour le même modèle en 2010. Dans ces circonstances, il est difficile, voire impossible,
de «normaliser» les données disponibles au risque de ralentir le rythme d'introduction de mesures de sécurité
supplémentaires, et de compromettre les incitations de commercialisation visant à fournir des services de
sécurité supplémentaires.
viii © ISO 2009 – Tous droits réservés
Toutefois, les constructeurs de véhicule peuvent être en mesure et désireux de partager ces informations
avec les services d'urgence; ils peuvent à cet effet nécessiter un moyen facile d'échange des informations
dans les systèmes d'évitement de collision et de limitation des accidents (tels que les alertes de routes
verglacées et glissantes); ils peuvent de ce fait souhaiter collecter des données afin d'identifier et corriger plus
rapidement les défauts de conception et les défaillances logicielles, et réduire le risque de responsabilité. Les
administrations routières peuvent souhaiter mettre à la disposition des véhicules des données nationales
[telles que les informations de panneau à messages variables (PMV)] avant la normalisation internationale
des messages PMV ou traiter des messages spécifiques au pays.
Même si l'Europe peut parvenir à définir et à coder le concept d'ensemble de données minimal connu sous le
nom de MSD, et peut persuader (par encouragement ou par réglementation) les constructeurs de véhicule à
divulguer ces données en cas d'accident ou d'urgence, ce n'est pas la règle au niveau mondial. D'autres
initiatives mondiales, telles que le groupe de travail «Global Standards Cooperation» qui s'occupe de la
notification automatique des accidents et les messages d'urgence, peuvent définir des concepts de données
supplémentaires ou différents. Ainsi, les constructeurs de véhicule, comme le montrent les exemples donnés
dans cette introduction, définiront eux-mêmes les concepts de données susceptibles d'être utiles en cas
d'accident ou d'urgence, dans la perspective également d'améliorer la sécurité de l'expérience de conduite.
Au fur et à mesure que la capacité technique s'améliore et que plus d'attention est accordée aux services de
sécurité, il devient impératif que les messages transmis puissent être rapidement et clairement compris par le
destinataire ou par les deux parties dans les systèmes de sécurité interactifs.
Il peut exister une grande variété de destinataires des messages. Dans le cas des messages d'accident
d'urgence, il peut s'agir d'un centre de secours compétent (PSAP) qui peut être fortement automatisé ou d'un
simple répondant humain dont l'exigence est d'obtenir des données précises, exactes et lisibles par l'homme
pour gérer un appel téléphonique vers les services d'urgence. À l'autre bout de la chaîne, pour ce qui
concerne les systèmes automatiques d'évitement de collision et autres services SIT de sécurité automatiques,
il peut s'agir d'une communication de véhicule à véhicule, d'infrastructure à véhicule ou de véhicule à
infrastructure. Sur toute la gamme de messages de cette nature, il est crucial que les messages de sécurité
soient compris par le destinataire de manière rapide, claire et sans équivoque.
Cela nécessite que la définition des données soit non seulement précise mais librement accessible, aussi
bien aux concepteurs de système au point de conception/déploiement du système, que directement au PSAP
ou autre destinataire pertinent dans des cas tels que les systèmes de notification d'accident d'urgence. Cela
nécessite de disposer d'un registre de données servant de référentiel pour les messages de sécurité et les
concepts de données.
La présente Norme internationale fournit le cadre pour la normalisation et la qualité de service d'un ou de
plusieurs registres librement disponibles pour les messages de sécurité et les concepts de données SIT.
Les définitions données dans la présente Norme Internationale correspondent à celles de l'ISO 14817
(Registres de données SIT) et de l'ISO 11179 (Principes généraux pour les registres de données).
S'agissant des systèmes de sécurité automatiques, les messages de cette nature sont normalement
déterminés au point de spécification du système. Toutefois, dans la pratique, la technologie à bord du
véhicule se développe déjà rapidement et continuera de le faire, et il est également possible de disposer de
données nouvelles et supplémentaires au cours de la durée de vie d'un système. Dans les cas d'urgence, les
véhicules auront à leur bord des données disponibles qui peuvent être utiles et véritablement essentielles
pour les PSAP. Pour des raisons de responsabilité, dès lors que les véhicules sont riches en données, les
constructeurs de véhicule peuvent également équiper les véhicules d'un enregistreur de données
d'événement «Event Data Recorder (EVR)», l'équivalent de la boîte noire d'un avion. Ce dispositif peut
identifier des facteurs tels que la vitesse du véhicule juste avant l'accident, les taux d'accélération/de
décélération, si les systèmes antiblocage ou de traction asservie ont été activés, etc. À l'avenir, les véhicules
pourront également disposer de données issues des notifications ou de la technologie d'évitement de
collision: nombre de passagers, vitesse du véhicule, etc. Lorsque ces systèmes (ou d'autres informations
utiles et associées) existent, ils peuvent fournir des informations très utiles et opportunes à un destinataire
approprié tel qu'un PSAP, sans toutefois pouvoir être «exigé» dans le cadre d'un message «normalisé».
Le ou les registres de données SIT d'urgence et de sécurité qui en résultent sont par conséquent susceptibles
de contenir un mélange de concepts de données normalisées, de concepts de données exclusives et de
concepts de données destinées à être utilisées au plan national ou régional.
Il est en outre important de tenir compte du fait que les équipements introduits dans les véhicules en 2010
pourront encore être opérationnels en 2040, même si les moyens de transmission sans fil ont des espérances
de vie beaucoup plus courtes. Ainsi, en complément aux concepts de données nouveaux et supplémentaires,
les moyens de les transmettre par des supports sans fil évolueront également. Par conséquent, la présente
Norme internationale ne s'appuie pas sur des supports de transmission. Elle ne spécifie aucun moyen
particulier
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