ISO 17386:2004
(Main)Transport information and control systems — Manoeuvring Aids for Low Speed Operation (MALSO) — Performance requirements and test procedures
Transport information and control systems — Manoeuvring Aids for Low Speed Operation (MALSO) — Performance requirements and test procedures
ISO 17386:2004 for Manoeuvring Aids for Low Speed Operation addresses light-duty vehicles, e.g. passenger cars, pick-up trucks, light vans and sport utility vehicles (motorcycles excluded) equipped with such 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. The current test objects are defined based on systems using ultrasonic sensors, which reflect the most commonly used available technology. Visibility-enhancement systems like video-camera aids without distance ranging and warning and reversing aids and obstacle-detection devices on heavy commercial vehicles are not covered by ISO 17386:2004.
Systèmes d'information et de commande des transports — Aides à la conduite pour manoeuvre à vitesse réduite (MALSO) — Exigences de performance et modes opératoires
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Standards Content (Sample)
INTERNATIONAL ISO
STANDARD 17386
First edition
2004-07-01
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 manoeuvre à vitesse réduite (MALSO) — Exigences de
performance et modes opératoires
Reference number
ISO 17386:2004(E)
©
ISO 2004
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ISO 17386:2004(E)
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ISO 17386:2004(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. 4
5.1 System activation. 4
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. 11
5.6 Operation with trailers. 12
6 Requirements and tests for components. 12
7 Operational test of obstacle detection. 12
7.1 Test object . 12
7.2 General ambient conditions. 13
7.3 Test procedure . 13
7.4 Specific ambient conditions . 13
Annex A (informative) Test methods . 15
Bibliography . 18
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ISO 17386:2004(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.
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ISO 17386:2004(E)
Introduction
Today's aerodynamically shaped vehicles often result in restricted rear and front visibility. Manoeuvring aids
for low speed operation enhance safety 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.
Manoeuvring Aids for Low Speed Operation (MALSO) 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 17386:2004(E)
Transport information and control systems — Manoeuvring
Aids for Low Speed Operation (MALSO) — Performance
requirements and test procedures
1 Scope
This International Standard for Manoeuvring Aids for Low Speed Operation addresses light-duty vehicles, e.g.
passenger cars, pick-up trucks, light vans and sport utility vehicles (motorcycles excluded) equipped with such
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 (refer to 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 editing 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 compliance 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 17386:2004(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 (e.g. pulses, speech) which is used to present information about relevant obstacles to the
driver
NOTE Acoustical pulses can be coded mainly by carrier frequency, repetition rate and position of sound generator
(refer to Figure 2 sub-functions).
3.2
evaluation for information and advice
information about detected obstacles which, when the system is activated, will be evaluated to warn and
advise the driver in order to help with the current low speed manœuvre
NOTE Refer to Figure 2 sub-functions.
3.3
manoeuvring aid for low speed operation
system which, 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 Refer to Figure 1. The covered monitoring ranges depend on the intended use of the system (refer to
Clause 4).
Key
1 front
2 front corner
3 rear corner
4 rear-1
5 rear-2
Figure 1 — Monitoring ranges (plan view)
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ISO 17386:2004(E)
3.5
reversing detection system
system which gives an indication to the driver, when the reverse gear is selected, of whether there are objects
in the monitoring range
3.6
sensor
component which 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, (infra-red) 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, and which should give
comparable results for the relevant sensor types
3.9
visual information and warning
optical signal (e.g. a telltale or display) which is used to present information about relevant obstacles to the
driver
NOTE Visual information may be coded, e.g. by colour, repetition rate, symbols or text. The driver may be warned by
continuous or pulsating signalling of possibly coloured telltales. Information may be graphical or alphanumeric (refer to
Figure 2 sub-functions).
Figure 2 — Block diagram of the potential sub-functions of a manoeuvring aid for low-speed operation.
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ISO 17386:2004(E)
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 (refer to Figure 1). 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
Detection Maximum driving
Monitoring Range Abbreviation
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.
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 shall
indicate readiness for service acoustically or visually. This indication shall be clearly distinguishable from
distance information about obstacles.
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ISO 17386:2004(E)
5.1.2 Systems with automatic activation
The system is activated/deactivated automatically according to the driving situation. The possible monitoring
ranges (refer to Clause 4) may be activated separately in order to avoid nuisance signals. After each
automatic activation, readiness for service shall be clearly 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
on
the 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
off off
v and v and the distance limit x may be defined appropriately to the sensor technology and the intended
on off off
use of the system; however, v and v shall be W 0,5 m/s or W 0,3 m/s, depending on the monitoring range
on off
under consideration (refer to 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
a b c
front o + —
a b c
front corners o + —
b a c
rear + o —
b a c
rear corners + o —
a
“o” indicates optional.
b
“+” indicates active.
c
“—” indicates inactive.
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.
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.
The following subclauses may be regarded as guidance in the implementation of an information strategy.
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ISO 17386:2004(E)
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 shall 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. Synthesized 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 shall be coded into at least two levels, represented by different colours: 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.
Figure 3 shows the warning levels for the rear monitoring range.
Key
X distance to an obstacle
1 level 1
2 level 2
3 advisory level
4 rear monitoring range
Figure 3 — Warning levels for rear monitoring range
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ISO 17386:2004(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
...
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