ISO/TC 204/WG 14 - Vehicle/roadway warning and control systems

This document specifies: —   requirements for the operational design domain, —   system requirements, —   minimum performance requirements, and —   performance test procedures for the safe operation of low-speed automated driving (LSAD) systems for operation on predefined routes. LSAD systems are designed to operate at Level 4 automation (see ISO/SAE PAS 22736), within specific operational design domains (ODD). This document applies to automated driving system-dedicated vehicles (ADS-DVs) and can also be utilized by dual-mode vehicles (see ISO/SAE PAS 22736). This document does not specify sensor technology present in vehicles driven by LSAD systems.

This document contains the basic control strategy, minimum functionality requirements, basic driver interface elements, minimum requirements for reaction to failure, and performance test procedures for PALS. PALS perform part or all of lane change tasks under the driver's initiation and supervision. PALS are intended to function on roads with visible lane markings, where non-motorized vehicles and pedestrians are prohibited (e.g. access controlled highway), and to perform a lane change into a lane with traffic moving in the same direction. Support on sections of roadway with temporary or irregular lane markings (such as roadwork zones) is not within the scope of this document. This document does not describe functionalities based on combinations with longitudinal control systems such as those standardized in ISO 22839 (FVCMS) or ISO 15622 (ACC). The driver always assumes responsibility for this system and the driver's decisions and operations take priority at all times. Use of PALS is intended for light-duty and heavy-duty vehicles (heavy trucks and buses). This document does not address any functional or performance requirements for detection sensors, nor any communication links for co-operative solutions.

This document contains the basic alert strategy, minimum functionality requirements, basic driver interface elements, minimum requirements for diagnostics and reaction to failure, and performance test procedures for Emergency Electronic Brake Light systems (EEBL). EEBL alerts the driver against danger caused by the emergency braking of an FV on the upcoming road, so that the driver may reduce the speed. The system does not include the means to control the vehicle to meet the desired speed. The responsibility for safe operation of the vehicle always remains with the driver. The scope of this document does not include performance requirements and test procedures of the wireless communication device used for EEBL. The requirements of communication devices are defined in other standards, e.g. the IEEE series listed in the Bibliography[6][7][8]. The test procedure in this document is designed for third party testing of the product while the test procedure can also be used for other stakeholders such as manufacturers or consumer unions. The document applies to light duty vehicles and heavy vehicles. These systems are not intended for off-road use.

This document specifies the concept of operation, minimum functionality, system requirements, system interfaces, and test procedures for bicyclist detection and collision mitigation systems (BDCMS). It also defines the system test criteria necessary to verify that a given implementation meets the requirements of this document. Implementation choices are left to system designers, wherever possible. BDCMS are fundamentally intended to provide emergency braking (EB) of equipped vehicles in order to mitigate collision severity between the subject vehicle (SV) and a bicyclist. BDCMS detect bicyclists forward of the SV, determine if the detected bicyclists are in a hazardous situation with respect to the SV, and initiate EB if a hazardous situation exists and a collision is imminent. Systems that include other countermeasures such as evasive steering are outside the scope of this document. This document defines two types of BDCMS (based on operation in different ambient illuminance) and two classes of BDCMS (based on operation on different vehicle size classes), as depicted in Table 1. This document does not apply to motorcycles. The operational design domain is public roads. BDCMS is not intended for off-road use. Responsibility for the safe operation of the vehicle remains with the driver. Licensable motor vehicles intended for use on public roads (i.e. motorcycles, cars, light trucks, buses, motor coaches), and other heavy vehicles as hazards are outside the scope of this document and are covered under ISO 22839. Pedestrians are outside the scope of this document and are covered under ISO 19237. Annex A contains informative information relative to BDCMS.

This document addresses light vehicles[1], e.g. passenger cars, pick-up trucks, light vans and sport utility vehicles (motorcycles excluded), equipped with partially automated parking systems (PAPS). This document establishes minimum functionality requirements that the driver can expect and the manufacturer needs to take into account. Possible system configuration includes the following two types: — Type 1: System supervised by the conventional driver located in the driver's seat; — Type 2: System supervised by the remote driver (present within or outside the vehicle) that is not necessarily located in the driver's seat. The vehicle remains in the line of sight of the remote driver. For both types, minimum requirements and conditions of safety, system performance and function including HMI information content and description of system operating states are addressed. The requirements include the driver who supervises the safety throughout the system manoeuvres. System test requirements are also addressed including test criteria, method, and conditions.

Cooperative Adaptive Cruise Control (CACC) system is an expansion to existing Adaptive Cruise Control (ACC) control strategy by using wireless communication with preceding vehicles (V2V) and/or the infrastructure (I2V). Both multi vehicle V2V data and I2V infrastructure data are within the scope of this document. When V2V data is used CACC can enable shorter time gaps and more accurate gap control, which can help increase traffic throughput and reduce fuel consumption. It can also receive data from the infrastructure, such as recommended speed and time gap setting, to improve traffic flow and safety. This document addresses two types of Cooperative Adaptive Cruise Control (CACC): V2V, and I2V. Both types of CACC system require active sensing using for example radar, lidar, or camera systems. The combined V2V and I2V CACC is not addressed in this document. The following requirements are addressed in this document: — classification of the types of CACC; — definition of the performance requirements for each CACC type; — CACC state transitions diagram; — minimum set of wireless data requirements; — test procedures. CACC: — does only longitudinal vehicle speed control; — uses time gap control strategy similar to ACC; — has similar engagement criteria as ACC. Coordinated strategies to control groups of vehicles, such as platooning, in which vehicle controllers base their control actions on how they affect other vehicles, and may have a very short following clearance gap are not within the scope of this document. CACC system operates under driver responsibility and supervision. This document is applicable to motor vehicles including light vehicles and heavy vehicles.

This document contains the basic control strategy, minimum functionality requirements, basic driver interface elements, minimum requirements for diagnostics and reaction to failure, and performance test procedures for Adaptive Cruise Control (ACC) systems. ACC systems are realised as either Full Speed Range Adaptive Cruise Control (FSRA) systems or Limited Speed Range Adaptive Cruise Control (LSRA) systems. LSRA systems are further distinguished into two types, requiring manual or automatic clutch. Adaptive Cruise Control is fundamentally intended to provide longitudinal control of equipped vehicles while travelling on highways (roads where non-motorized vehicles and pedestrians are prohibited) under free-flowing and for FSRA-type systems also for congested traffic conditions. ACC can be augmented with other capabilities, such as forward obstacle warning. For FSRA-type systems the system will attempt to stop behind an already tracked vehicle within its limited deceleration capabilities and will be able to start again after the driver has input a request to the system to resume the journey from standstill. The system is not required to react to stationary or slow moving objects

This document contains the basic control strategy, minimum functionality requirements, basic driver interface elements, minimum requirements for diagnostics and reaction to failure, and performance test procedures for Partially Automated In-Lane Driving Systems (PADS). This document is applicable to passenger cars, commercial vehicles and buses. It is not applicable to automated driving systems of level 3 or higher (as defined in SAE J3016:2016).

This document contains the basic control strategy, minimum functionality requirements, basic driver interface elements, minimum requirements for diagnostics and reaction to failure, and performance test procedures for road boundary departure prevention systems (RBDPS). RBDPS is a driving safety support system which acts on vehicles to prevent road departures. RBDPS is designed to reduce damage and accidents arising from road boundary departures. This document is intended to be applied to systems that predict road boundary departures and maintain the vehicle within the road boundaries by both lateral acceleration control and longitudinal deceleration control. RBDPS is intended to operate on roads (well-developed and standardized freeways or highways) having solid lane markers. Roadwork zones or roads without visible road boundary markers are not within the scope of this document. RBDPS is intended for light duty passenger vehicles and heavy vehicles. RBDPS is not designed to operate continuously, but to operate automatically only when possible road boundary departures are detected or predicted. However, the driver's decision and operation takes priority at all times.

ISO 19237:2017 specifies the concept of operation, minimum functionality, system requirements, system interfaces, and test procedures for Pedestrian Detection and Collision Mitigation Systems (PDCMS). It specifies the behaviours that are required for PDCMS, and the system test criteria necessary to verify that a given implementation meets the requirements of this document. Implementation choices are left to system designers wherever possible. PDCMS reduce the severity of pedestrian collisions that cannot be avoided, and may reduce the likelihood of fatality and severity of injury. PDCMS require information about range to pedestrians, motion of pedestrians, motion of the subject vehicle (SV), driver commands and driver actions. PDCMS detect pedestrians ahead of time, determine if detected pedestrians represent a hazardous condition, and warn the driver if a hazard exists. PDCMS estimate if the driver has an adequate opportunity to respond to the hazard. If there is inadequate time available for the driver to respond, and if appropriate criteria are met, PDCMS determine that a collision is imminent. Based upon this assessment, PDCMS will activate CWs and vehicle brakes to mitigate collision severity. This document, while not a collision avoidance standard, does not preclude a manufacturer from implementing collision avoidance with PDCMS. Systems that include other countermeasures such as evasive steering are not within the scope of this document. Responsibility for the safe operation of the vehicle remains with the driver. ISO 19237:2017 applies to light duty passenger vehicles (see 3.6). It does not apply to other vehicle categories such as heavy vehicles or motorcycles. PDCMS are not intended for off-road use.

ISO 16787:2017 covers the assisted parking system (APS) for light-duty vehicles, e.g. passenger cars, pick-up trucks, light vans and sport utility vehicles (motorcycles excluded) equipped with such APS. This document establishes minimum functionality requirements that the driver can expect of the system, such as the detection of suitable parking spaces, calculation of trajectories and lateral control of the vehicle. Information on the presence of relevant obstacles in the driving path of the vehicle can also be included in the functionality of such systems. This document also sets 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. APS is intended to provide automated parking assistance functionality to the driver. The APS searches the environment adjacent to the vehicle for suitable parking areas between other parked vehicles or markings on the road such as painted lines, evaluates the required information to calculate parking trajectories and sends steering commands to an electronic interface of the steering system for lateral control of the vehicle during the parking manoeuvre. The basic APS function is to assist the driver with lateral control of the vehicle during parking manoeuvres. As an optional extension, APS can also offer limited longitudinal control of the vehicle movement, e.g. braking assistance while manoeuvring into the parking slot. ISO 16787:2017 contains requirements for the lateral control capability of APS. It does not address longitudinal control. During the parking manoeuvre, the driver can take over the control of the vehicle movement at any time and is also fully responsible for the parking manoeuvre. APS uses object-detection devices for detection and ranging in order to search the environment for suitable parking areas. Such devices can be sensors with distance information or vision-based systems. In addition, sensors or counters, as well as relevant data available on the vehicle network (e.g. CAN), may be used to calculate the position of the vehicle relative to the parking area. APS is an extension of systems which inform the driver about obstacles in parking manoeuvres (e.g. ISO 17386 and ISO 22840). ISO 16787:2017 does not include assisted parking systems, reversing aids and obstacle-detection devices for use on heavy commercial vehicles or on vehicles with trailers.

ISO/TR 20545:2017 provides the results of consideration on potential areas and items of standardization for automated driving systems. In this document, automated driving systems are defined as systems that control longitudinal and lateral motions of the vehicle at the same time. Potential standardization areas and items are widely extracted and marshalled in a systematic manner to distinguish potential standardization for various automated vehicle systems. When, what, and by whom the standardization activities are actually done are discussed separately.

ISO 17361:2017 specifies the definition of the system, classification, functions, human-machine interface (HMI) and test methods for lane departure warning systems. These are in-vehicle systems that can warn the driver of a lane departure on highways and highway-like roads. The subject system, which may utilize optical, electromagnetic, GPS or other sensor technologies, issues a warning consistent with the visible lane markings. The issuance of warnings at roadway sections having temporary or irregular lane markings (such as roadwork zones) is not within the scope of ISO 17361:2017. ISO 17361:2017 applies to passenger cars, commercial vehicles and buses. The system will not take any automatic action to prevent possible lane departures. Responsibility for the safe operation of the vehicle remains with the driver.

ISO 18682:2016 specifies basic requirements for systems to execute notifications such as warning and awareness messages to provide hazard information to a driver. Requirements include principle of notifying, timing of notification, distance of notification, and information elements that should be included in messages. NOTE 1 Methods of implementing functions such as hazardous conditions detection, communication, and presentation to drivers are not specified in this document. NOTE 2 The formulae in Clause 5 and calculated concrete time or distance duration in Annex A are not normative elements but informative elements.

ISO 11067:2015 contains the basic warning strategy, minimum functionality requirements, basic driver interface elements, minimum requirements for diagnostics and reaction to failure, and performance test procedures for Curve Speed Warning Systems (CSWS). CSWS warns the driver against the danger caused by maintaining excessive speed to negotiate the upcoming curved roads, so that the driver may reduce the speed. The system does not include the means to control the vehicle to meet the desired speed. The responsibility for safe operation of the vehicle always remains with the driver. It applies to vehicles with four or more wheels.

ISO 26684:2015 specifies the concept of operation, system requirements, and test methods for cooperative intersection signal information and violation warning systems (CIWS) at signalized intersections. CIWS are intended to reduce the likelihood of crash injury, damage, and fatality by enhancing the capability of drivers to avoid crash situations at signalized intersections. The scope of CIWS standardization includes basic functions, functional requirements, performance requirements, information contents, and test methods. The characteristics of the technologies used to communicate between the signal controller and the vehicles are not addressed by this International Standard nor are the behavioural responses by drivers, the various capabilities of vehicles on the road, or the multitude of combinations of these two characteristics.

ISO 11270:2014 contains the basic control strategy, minimum functionality requirements, basic driver interface elements, minimum requirements for diagnostics and reaction to failure, and performance test procedures for Lane Keeping Assistance Systems (LKAS). LKAS provide support for safe lane keeping operations by drivers and do not perform automatic driving nor prevent possible lane departures. The responsibility for the safe operation of the vehicle always remains with the driver. LKAS is intended to operate on highways and equivalent roads. LKAS consist of means for recognizing the location of the vehicle inside its lane and means for influencing lateral vehicle movement. LKAS should react consistently with the driver expectations with respect to the visible lane markings. The support at roadway sections having temporary or irregular lane markings (such as roadwork zones) is not within the scope of ISO 11270:2014. ISO 11270:2014 is applicable to passenger cars, commercial vehicles, and buses.

ISO 15623:2013 specifies performance requirements and test procedures for systems capable of warning the driver of a potential rear-end collision with other vehicles ahead of the subject vehicle while it is operating at ordinary speed. The FVCWS operate in specified subject vehicle speed range, road curvature range and target vehicle types. ISO 15623:2013 covers operations on roads with curve radii over 125 m, and motor vehicle including cars, trucks, buses, and motorcycles. Responsibility for the safe operation of the vehicle remains with the driver.

ISO 22839:2013 specifies the concept of operation, minimum functionality, system requirements, system interfaces, and test methods for Forward Vehicle Collision Mitigation Systems (FVCMS). It specifies the behaviors that are required for FVCMS, and the system test criteria necessary to verify that a given implementation meets the requirements of ISO 22839:2013. Implementation choices are left to system designers, wherever possible.

ISO 22840:2010 for extended-range backing aids (ERBA) addresses light-duty vehicles [e.g. passenger cars, pick-up trucks, light vans and sport utility vehicles (motorcycles excluded)] equipped with such ERBA systems. ISO 22840:2010 establishes minimum functionality requirements that the driver can expect of the system, such as the detection of and information on the presence of relevant obstacles within a defined detection range. ISO 22840:2010 also sets minimum requirements for failure indication as well as performance test procedures. ISO 22840:2010 includes rules for the general information strategy but does not restrict the kind of information or display system. ERBA systems are intended to provide backing aid functionality over an extended area located aft of the subject vehicle. ERBA systems are not intended for short-range detection of obstacles located immediately behind the vehicle. If a short-range detection system is needed, either in lieu of or in addition to an ERBA system, reference can be made to ISO 17386. ISO 22840:2010 does not include reversing aids and obstacle-detection devices for use on heavy commercial vehicles. Requirements for those systems are defined in ISO/TR 12155. ISO 22840:2010 does not include visibility-enhancement systems, such as video-camera aids that do not have distance ranging and warning capabilities. ERBA systems use object-detection devices (sensors) for detection and ranging in order to provide the driver with information based on the distance to obstacles. The sensing technology is not addressed; however, technology does affect the performance test procedures defined in ISO 22840:2010. The test objects are defined based on systems using ultrasonic and radar sensors, which are the most commonly used detection technology for long-range applications at the time of publication of ISO 22840:2010. ERBA systems are intended to supplement the interior and exterior rear view mirrors, not eliminate the requirement for such mirrors. Automatic actions (e.g. applying brakes to prevent a collision between the subject vehicle and the obstacle) are not addressed in ISO 22840:2010. Responsibility for the safe operation of the vehicle remains with the driver. ERBA systems calculate a dynamic estimate of collision danger (e.g. perhaps using a time-to-collision algorithm) and warn the driver that immediate attention is required in order to avoid colliding with the detected obstacle. A dynamic warning is necessary for the higher vehicle speeds that occur in backing events where the relative closing velocities between the vehicle and the obstacle are greater as compared to low-speed situations, such as parking. The purpose of this dynamic warning is to deliver a more urgent warning to the driver in order for the driver to take timely action. Distance indications are optional, but if so included, it is recommended that reference be made to ISO 15008 for requirements.

ISO 17386:2010 addresses light-duty vehicles, e.g. passenger cars, pick-up trucks, light vans and sport utility vehicles (motorcycles excluded) equipped with MALSO (Manoeuvring Aids for Low Speed Operation) systems. It specifies minimum functionality requirements which the driver can generally expect of the device, i.e., detection of and information on the presence of relevant obstacles within a defined (short) detection range. It defines minimum requirements for failure indication as well as performance test procedures; it includes rules for the general information strategy but does not restrict the kind of information or display system.

ISO 17387:2008 specifies system requirements and test methods for Lane Change Decision Aid Systems (LCDAS). LCDAS are fundamentally intended to warn the driver of the subject vehicle against potential collisions with vehicles to the side and/or to the rear of the subject vehicle, and moving in the same direction as the subject vehicle during lane change manoeuvres. This standardization addresses LCDAS for use on forward moving cars, vans and straight trucks in highway situations.

This Technical Specification specifies system requirements for Traffic Impediment Warning Systems (TIWS). The purposes of the warning system are that information collected by the infrastructure is automatically and quickly provided to vehicles and reported to the traffic system operator, so vehicles can avoid secondary accidents. A major function of the system is to save lives by speedier rescue activities and, a quicker clearing up of accidentcaused congestion. This Technical Specification focuses on closed circuit television (CCTV) cameras as the sensors, to detect traffic impediments using image processing and variable message signs as the communication method to provide information to drivers.

ISO 16787:2016 for Assisted Parking System (APS) addresses light-duty vehicles, e.g. passenger cars, pick-up trucks, light vans and sport utility vehicles (motorcycles excluded) equipped with such APS. This document establishes minimum functionality requirements that the driver can expect of the system, such as the detection of suitable parking spaces, calculation of trajectories and lateral control of the vehicle. Information on the presence of relevant obstacles in the driving path of the vehicle can also be included in the functionality of such systems. This document also sets 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. APS is intended to provide automated parking assistance functionality to the driver. The APS searches the environment adjacent to the vehicle for suitable parking areas between other parked vehicles or markings on the road such as painted lines, evaluates the required information to calculate parking trajectories and sends steering commands to an electronic interface of the steering system for lateral control of the vehicle during the parking manoeuvre. The basic APS function is to assist the driver with lateral control of the vehicle during parking manoeuvres. As an optional extension, APS may also offer limited longitudinal control of the vehicle movement, e.g. braking assistance while manoeuvring into the parking slot. ISO 16787:2016 contains requirements for the lateral control capability of APS. It does not address longitudinal control. During the parking manoeuvre, the driver can take over the control of the vehicle movement at any time and is also fully responsible for the parking manoeuvre. APS uses object-detection devices for detection and ranging in order to search the environment for suitable parking areas. Such devices can be sensors with distance information or vision-based systems. In addition, sensors or counters, as well as relevant data available on the vehicle network (e.g. CAN), may be used to calculate the position of the vehicle relative to the parking area. APS is an extension of systems which inform the driver about obstacles in parking manoeuvres (e.g. ISO 17386 and ISO 22840). ISO 16787:2016 does not include Assisted Parking Systems, reversing aids and obstacle-detection devices for use on heavy commercial vehicles or on vehicles with trailers.

ISO 15622:2010 contains the basic control strategy, minimum functionality requirements, basic driver interface elements, minimum requirements for diagnostics and reaction to failure, and performance test procedures for Adaptive Cruise Control (ACC) systems. Adaptive Cruise Control is fundamentally intended to provide longitudinal control of equipped vehicles while travelling on highways (roads where non-motorized vehicles and pedestrians are prohibited) under free-flowing traffic conditions. ACC can be augmented with other capabilities, such as forward obstacle warning.

ISO 22179:2009 contains the basic control strategy, minimum functionality requirements, basic driver interface elements, minimum requirements for diagnostics and reaction to failure, and performance test procedures for full speed range adaptive cruise control (FSRA) systems. FSRA is fundamentally intended to provide longitudinal control of equipped vehicles while travelling on highways (roads where non-motorized vehicles and pedestrians are prohibited) under free-flowing and congested traffic conditions. FSRA provides support within the speed domain of standstill up to the designed maximum speed of the system. The system will attempt to stop behind an already tracked vehicle within its limited deceleration capabilities and will be able to start again after the driver has input a request to the system to resume the journey from standstill. The system is not required to react to stationary or slow moving objects {in accordance with ISO 15622 [adaptive cruise control (ACC)]}.

ISO 22178:2009 contains the basic control strategy, minimum functionality requirements, basic driver-interface elements, minimum requirements for diagnostics and reaction to failure, and performance test procedures for low speed following (LSF) systems. An LSF system is primarily intended to reduce the driver's workload of repeatedly operating the accelerator and the brake pedal under congested traffic in order to keep a proper following distance behind the target vehicle for a relatively long period on roadways where there are no objects like pedestrians and bicyclists who might interrupt motorized traffic flow. An LSF system provides automatic car-following at lower speed by use of a driver interface mechanism and a speed adjustment system. The LSF system does not normally provide speed regulator control.

ISO 17361:2007 specifies the definition of the system, classification, functions, human-machine interface (HMI) and test methods for lane departure warning systems. These are in-vehicle systems that can warn the driver of a lane departure on highways and highway-like roads. The subject system, which may utilize optical, electromagnetic, GPS or other sensor technologies, issues a warning consistent with the visible lane markings. The issuance of warnings at roadway sections having temporary or irregular lane markings (such as roadwork zones) is not within the scope of ISO 17361:2007. ISO 17361:2007 applies to passenger cars, commercial vehicles and buses. The system will not take any automatic action to prevent possible lane departures. Responsibility for the safe operation of the vehicle remains with the driver.

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.

ISO 15622:2002 specifies the basic control strategy, minimum functionality requirements, basic driver interface elements, minimum requirements for diagnostics and reaction to failure, and performance test procedures for Adaptive Cruise Control (ACC) systems. ACC is fundamentally intended to provide longitudinal control of equipped vehicles while travelling on highways under free-flowing traffic conditions. ACC may be augmented with other capabilities, such as forward obstacle warning.

ISO 15623:2002 specifies performance requirements and test procedures for systems capable of warning the driver of short inter-vehicle distance and closing speed which may cause a rear-end collision with other vehicles, including motor cycles, ahead of the subject vehicle while it is operating at ordinary speed. ISO 15623:2002 is applicable to operations on roads with curve radii over 125 m as well as higher radius curves.