Standardization Roadmap for Automated Driving - Edition 2019 - VDA
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
Standardization Roadmap for Automated Driving Edition 2019
Standardization Roadmap for Automated Driving Edition 2019
4 Content Content 5
Content
§
06 08 10 14 16 18
Foreword Introduction Standardization in the Funded Research Projects Landscape of Bodies and Topics of this Map
Context of Automated and and Standardization Committees
Connected Driving ·· Terminology
·· Management / engineering standards
·· Driver assistance / driving functions
·· Testing
·· Systems, networks, data and their
interface definition
·· HMI (Human Machine Interaction)
46 48
Management Summary Standards Directory6 Foreword Foreword 7
Foreword
People are currently changing their mobility behavior more Standards are a strategic tool of the industry. With
rapidly than ever before. Both customers and society expect its external DIN standards committee for automotive
solutions for environmentally friendly, sustainable and safe engineering, the VDA assumes its role for the auto-
mobility. It is our mission to meet these expectations. The motive industry at the national and international level
change in mobility is shaped by the automotive industry. to create a normative framework. This standardization
Our industry has initiated a transformation process that roadmap sets the strategic guidelines for automated
is fundamentally changing products, technologies and driving in the process of setting standards, which
services. We will reinvent the car and mobility. Two areas were drawn up jointly with the member companies, and
of innovation will be of outstanding importance: electro thus provides an overview of the standardization
mobility and alternative drives on the one hand, digitalization activities already underway.
and automated driving on the other. A simple look at the
worldwide patent applications for automated and connected
driving shows how successful we are: around half of the
patents in this field are filed by German companies.
Consequently, the German automotive industry occupies Bernhard Mattes, President
the first place internationally. German Association of the Automotive Industry e. V.8 Introduction Introduction 9
Introduction VDA and Standards
Committee Automotive
With this strategy paper, the VDA is
representing the automotive industry and
the Automotive Standards Committee,
a joint institution of DIN and VDA, offer
a platform for the formation and further
development of a collective strategy in the
field of standards and standardization.
Methodology of this roadmap Implementation Aspects
The starting point of this initiative was a workshop where various 39 recommendations for action were for-
national standards bodies presented their individual projects mulated in this roadmap, that are to be
and respective committees. The result of this workshop was addressed and pursued. This roadmap
the decision to draw up a standardization roadmap. In addition, marks the starting point of a strategy
coordination was deemed necessary due to the complexity and that is intended to be further developed
the integration of different domains. as needed in order to do justice to the
dynamics of the topic.
The following editorial teams created discussion rounds and
provided the input for this roadmap:
Aims of this Roadmap ·· Terms (Terminology / Definitions)
The aim of this standardization roadmap is to develop a cross- ·· Requirements for sensors and actuators
body and cross-domain strategy for standards and standardiza-
tion of products and infrastructure concerning the automated ·· Human-machine interface and interaction
driving of vehicles on public roads. Furthermore, this roadmap
provides an overview of the existing standardization bodies and ·· Data communication and data formats
projects that affect automated and connected driving.
·· Driver assistance systems / Driving functions
Automation and connectivity cause an increase in product
complexity as well as in interoperability and infrastructure ·· Simulation model requirements
requirements. The automotive industry incorporates unified
norms and standards to reduce the costs and improve the ·· Management and development process requirements
robustness of products and services. In standards and publicly
accessible standardization, it is important to utilize the poten- Subsequently, a core editorial team was created to further refine
tial of standardization accordingly at the precompetitive stage. the document.
In the automotive industry internationally oriented standard-
ization is a given, while consortium standardization is gaining Chapters 1 to 5 are aimed at technical, political and strategic
new significance. This roadmap serves as a starting point for a decision-makers; chapter 6 contains details for experts regarding
new assessment of and approach to standards and standard- which projects are being worked on in which committees and
ization in order to operate in a more active and needs-orient- should be discussed in the future. The final chapter contains a
ed manner in the future. management summary that summarizes the essential statements.10 Standards in the Context of Automated and Connected Driving Standards in the Context of Automated and Connected Driving 11
Standards in the Context of Standards promote
Automated and Connected and accelerate customer
Driving acceptance.
§
Automated and connected driving supports the goal of further reducing the number
of accidents, increasing road safety and reducing environmental pollution. In an ageing
society, it also serves to maintain mobility and reduce the macroeconomic costs of
transport. This requires the development of highly automated driving functions. It also
enables the implementation of new mobility services such as “car-on-demand”, “robot
taxi” and public shuttles, as well as more efficient use of space in urban areas.
Standards are industry-driven and offer the industry an ideal Affected and interested experts can be involved in the pro-
tool to independently publish the current state of the art in auto- cess of setting standards. The interests of all participants are
motive technology through a recognized, open and transparent balanced by the recognized and transparent process. At the
procedure supported by the VDA and DIN Automotive Stan- same time, however, this advantage of standardization means an
dards Committee. obligation for all participants to adhere to the specified process.
In a complex and innovative field, the use of management and Due to the range of different topics, the landscape of standards
engineering standards is an efficient way to define horizontal bodies is diverse, making the creation of an overview challeng-
requirements for processes and at the same time remain open ing and always in flux. New, agile approaches to the coordina-
to new technologies. tion of standards activities are urgently needed in order to make
efficient use of existing resources within the industry.
The standardization process
In the future, the importance of publishing the state of the art
in a timely manner, virtually accompanying development, will In addition to classical standards, consortium standardization is
increase. ISO offers two possibilities to publish documents at particularly important in the field of automated and connected
the level below an “International Standard” (IS), as a “Public driving. This landscape of standards bodies, and thus the focus,
is worldwide accepted and
Available Specification” (PAS) or as a “Technical Specification” are subject to constant change.
(TS). These guidelines allow content to be published, which can
then be further developed into an IS.
transparent.
The “Technical Report” (TR) offers the opportunity to keep a
record of recommendations for future developments and to pub-
lish first experiences with new technologies.12 Standards in the Context of Automated and Connected Driving Standards in the Context of Automated and Connected Driving 13
Recommendations for action
01 03 05
Standards are an indus- ISO is the preferred platform The further need-based
try-driven tool that allows for global, precedent-setting development of standards,
the industry and all interest- standards. For particular standardization and regu-
ed parties to independently technical content, consor- lation as tools for the auto-
design technical specifica- tium standardization can be motive industry should be
tions. Standards can only a suitable instrument. coordinated by the VDA.
be successful, if potential
04
is analyzed early on and
translated into action across
bodies. It is essential to de-
sign a normative framework Activities concerning stan-
in a pro-active international dards and standardization
Industrial nations such manner, enabling new tech-
nologies and creating a uni-
require central coordination
within the VDA. Require-
as China and Japan use
form understanding within ments and capacities of
the industry. coordination are:
standardization strategically 02
· Creation of an overview of
tools for standards and
standardization as well as
as an instrument, shaping All available instruments
for setting standards
active refinement of com-
mittees and consortia.
the state of the art by
should be used (IS, PAS,
TR and TS). The use of · Development of central
standards that define strategies; the implemen-
standardizing technical methods or requirements
for development and
management processes
tation of individual stan-
dardization projects
obviously remains indus-
solutions. The German should be intensified.
Standards that are open to
try-driven.
automotive industry partly
various technologies are · Fast consensus building
powerful tools that have within the automotive
proven their worth. industry, wherever it does
neglect standardization. not contradict the idea of
competition.14 Funded Research Projects and Standards Funded Research Projects and Standards 15
Funded Research Projects and
Standards
Due to its social and economic importance, automated driving meets strong political
support. This is reflected, among other things, by the formation of a strategy for auto-
mated and connected driving at the political level. This support will still be continued
in the 20th legislative period. In addition to enabling automated driving in the context
of road traffic law, the support is also visible in the initiation and funding of research
projects. These projects are carried out at both the German and European levels, for
example as part of the framework programs “Horizon 2020” and “GEAR 2030”. The
results of this research must be examined to determine the extent to which meaningful
standardizations can be derived from them.
The German automotive industry plays a significant role in shaping the future of auton-
omous and connected driving. In doing so, it is setting current and future standards by
developing attractive vehicle functions and innovative products. Funded projects see
the need for standardization in many areas of the automation of driving functions and
the subsequent step to autonomous (driverless) driving.
The VDA supports these objectives to provide a basis for effective standards work
through funding projects via the VDA flagship initiative.
Recommendations for action
01
Due to the increased importance of standardization in
funded research projects, the DIN Automotive Standards
Committee should be involved. The aim is to ensure that Funded projects should
support a systemic approach
the results of the funded project are used sustainably in
standards, and that synergies are exploited. The pre-
paration of concrete standards drafts as partial project
results accelerates the process and ensures the use
of the project results. to standardization.16 Landscape of Bodies and committes Landscape of Bodies and committes 17
Landscape of Bodies
and committes
The landscape of bodies working on automated and con- ISO has a large number of committees and working groups that
nected driving is constantly growing in contrast to the area include automated and connected driving projects. ISO TC22
of standards, which is rather focused on limited topics. The “Road Vehicles” and ISO TC204 “Intelligent transport systems”
cross-body commitment of the participating partners and the form the core of the activities in the respective focus areas of
participation of the consortium standardization organizations both TCs. It is urgently necessary that close cooperation in a
are unavoidable and are already the case for the automotive spirit of partnership is practiced, because of the many interfac-
industry. This roadmap pursues a cross-domain approach. es, and that an active exchange is established. In recent years,
there have been frequent talks and agreements have been made
to support this cooperation.
Landscape of Bodies and committees
Automotive Electronic Information
Engineering Standardization Engineering Standardization Technology Standardization
Decision making Decision making Semi-consortial International Consortia
Consultation Consultation (Excerpt of relevant consortia)
ISO IEC ITU 3GPP
(International (International (International (3rd Generation
Organization for Electrotechnical Telecommuni- Parntership
Standardisation) Commission) cation Union) Project)
International
Standardization
ACEA
(European
Auomobile
Manufacturers‘ CENELEC ETSI
CEN Association) (Comité (European Tele- 5GAA
(Comité Européen de communications (5G Automotive
Européen de Clepa Normalisation Standards Association)
Regional European
Normalisation) (European Electrotech Institute)
Standardization
Association nique)
of Automotive ASAM
Suppliers)
NFC
(Near Field
Bitkom Commu-
DIN DIN nication)
The toolbox for standards
(Deutsches (Deutsches
Institut für VDA Institut für IEEE
Normung) Normung) (Institute of
VDE Electrical
and standardization is being
and Electronics
VDI Engineers)
National DKE
Standardization (Deutsche
VDMA Car 2 Car
Kommission
(Car 2 Car
sorted to facilitate the use
NAAutomobil Elektrotechnik)
Communication
ZVEI Consortium)
None-consortially organized! (weighted votes or one vote/member) Voting right Commenting right
of the “right” tool.
SDOs (Standardization Organizations) NGOs/Liaison Consortial Semi-consortial Independent Publication of (de-facto) standards
Source: VDA18 Topics of this Map Topics of this Map 19 Topics of this Map Terminology Management / Engineering Standards Driver assistance / Driving functions Testing Networks, data and their interface definition HMI (Human Machine Interaction)
20 Terminology Terminology 21
Terminology
Recommendations for action
01 02 03
There are numerous and Terms should be adopted The SAE J3016 “Taxonomy
redundant definitions from other standardization and Definitions for
of terms, so no new bodies or consortium Terms Related to Driving
competing definitions standardization. The Automation Systems for
should be introduced. following principle should On- Road Motor Vehicles”
Cross-domain be adhered to: “Terms is a central document for
harmonization should be should be kept by there the definition of the various
pursued. origin. Do not introduce levels of automation.
Description new competing definitions!”
In the context of standardization, terminology includes the determination and defini-
Constructive
tion of a given term. The associated requirement to use a uniform scope of terms is all accompaniment and review
04 05
the more important when working together across domains. Furthermore, a uniform
language strengthens the acceptance of new technologies by the customer.
of the SAE’s newly planned
project to also create a
In standards, there are various approaches and levels regarding the scope at which
terminology is applied.
document including a
Global guidance should be Investigation and definition of user-friendly definition.
1. No determination within a document. given; there is an urgent levels of artificial intelligence It should be examined to
2. Terms are defined within a document and thus a uniform interpretation
need for coordination in automobiles what extent this harmonizes
is ensured at least for the contents of the document. between ISO and IEC. with or contradicts the
3. Uniform definitions are used within a committee or a document series. current approach of
4. Uniform terms are set and defined within a standardization body.
Step 1 within ISO and IEC “supportive”, “automated”
and “autonomous”.
ISO and IEC have each implemented the third level through an online database. Through
the OBP (Online Browsing Platform), ISO offers various search options, including defini- Step 2 between ISO and IEC
tions or general keywords. At the IEC, the IEV (international electro technical vocabulary)
defines different classes of terms that can be searched for.
Moreover, further approaches and, above all, different definitions of terms exist at the
The aim would be
various consortium standardization organizations. consolidation at the ISO OBP.22 Terminology Management / Engineering Standards 23
Management / Engineering
Standards
Description
Management and engineering standards define framework conditions and process
requirements. Since new technologies are always highly relevant to competition, man-
agement and engineering standards offer the possibility to achieve a generic stan-
dardization independent of concrete and detailed technical solutions without the need
to disclose content relevant to competition. Such standards are already widespread in
many areas of application and becoming increasingly important.
In this section standardization projects are analyzed that specify framework conditions
for the introduction of automated driving functions. These framework conditions affect
requirements concerning vehicle development, vehicle operation and the necessary
infrastructure. The focus here is not on specific product requirements or technical
requirements for components and systems, but on management requirements aimed
at ensuring the framework conditions for the development and safe, reliable operation
of automated driving functions.
Projects:
Standardized management ·· Functional safety requirements for E / E systems and components ISO 26262-1 to -12
“Road Vehicles - Functional Safety”
and engineering process
·· Requirements concerning the safety of the intended function ISO PAS 21448
“Road Vehicles - Safety of the Intended Functionality”
·· Requirements concerning data security management ISO/SAE 21434
requirements ensure
“Road vehicles - cybersecurity engineering”
·· Quality management requirements for the automotive industry IATF 16949
“Quality management system requirements for automotive production and relevant
technological openness.
service parts organizations”
·· Project idea for software update requirements during vehicle operation24 Management / Engineering Standards Management / Engineering Standards 25
Recommendations for Action
01 02 03 04 05 06
Requirements must be Management requirements Requirements concerning Requirements concerning The recognition of vehicles Standardized management
provided concerning must be defined to ensure operators of highly the operational management in emergency situations rules can support the coop-
infrastructure facilities (road the interaction between automated vehicle fleets of automated vehicles and such as operations eration of vehicle manufac-
markings, traffic signs, vehicle and infrastructure are to be defined, including vehicle fleets should be by police, emergency turers, testing organizations
etc.) that are necessary for facilities for the entirety of associated initial and described normatively. This physicians or firefighters and authorities involved in
the introduction and safe its life cycle. The project periodic inspections. The affects the operation of during the use of an the approval of vehicles with
and reliable operation of describes interfaces suitability and competence vehicle fleets for passenger automated driving function automated driving functions.
automated driving functions. and requirements for of the operator, as and freight transport must be reliably guaranteed. This ensures the certifica-
A distinction must be organizations providing described by a standard, including availability Requirements on the tion of the parties involved
made based on the type of automated driving functions should be confirmed by management, parking, operation and testing of and the process flow on
infrastructure facility and (OEM) and authorities certification. Changes in service, refueling, access signaling devices of the basis of corresponding
the associated requirements providing the necessary the business activity of the authorization and fault emergency vehicles and standards.
depending on the type of infrastructure (road traffic operator (e.g. Taxi versus management. Requirements on automated vehicles
driving function and the authorities, etc.). delivery service) or the are defined for the with regard to optical/
systems required in the extension/alteration of the management, the employees acoustic recognition or the
vehicle (video camera, laser, functionality of the operated and the organization of the introduction of additional
and radar). vehicles should be taken company. identification possibilities via
into account as well as data transmission must be
requirements concerning described normatively.
these change processes.26 Management / Engineering Standards Management / Engineering Standards 27
Recommendations for Action
07 08 09 10 11 12
High-precision maps Regulatory requirements An important requirement The introduction of auto- The AI requirements for au- The extension of IATF 16949
contain all the information must be met for the approval in emergency situations is mated driving functions is tomotive applications should by the introduction of a
required for automated of automated driving func- for the vehicle to follow a intended to make traffic be described normatively. “Life Cycle Management” is
driving, including traffic tions. In the future, these defined specification in a safer and to minimize human A first step would be the recommended.
signs and traffic guidance regulatory requirements will human-oriented manner. “inadequacies” in the per- definition of different AI
systems. The nature of be examined using several Research on this topic has a formance of driving tasks. levels for vehicle application.
the information and the building blocks. An analysis clear focus, which should be Human performance and the
13 14
formats used in providing is recommended as to how based on the specifications acceptance of possible and
this map data, as well the future approval process of the ethics committee. In tolerable errors in society
as the algorithm and the can be supported by stan- the medium term, it would must serve as a compari-
requirements for timely dards. be necessary to analyze son for the “performance of Requirements for automated Requirements concerning
dynamic adaptation of whether standards and the vehicle”. The automated driving in mixed operation the use of automated vehi-
the maps in the event of a legal requirements can vehicle must be better but with non-automated vehicles cles across borders should
change of traffic signs are to support vehicle developers. cannot be “infallible”. should be described norma- be described normatively.
be standardized. In the shorter term, it A socially recognized model tively. In order to guarantee The project should investi-
would be necessary to as the basis for comparabili- optimal safety during mixed gate the necessity of tech-
clarify the procedure and ty and a benchmark for “safe operation, the project should nical measures and develop
testing requirements of automated driving functions” carry out investigations on them if necessary.
the handover routine in could be described in a mixed operation as well as
case the vehicle is no standard. define rules, test procedures
longer able to perform and standards.
the driving task. This also
includes specifications as
to what the vehicle must do
depending on the concrete
situation if the driver does
not assume the driving task
in accordance with the
specifications.28 Driver Assistance / Driving Functions Driver Assistance / Driving Functions 29
Driver Assistance / Ongoing and planned ISO projects:
Driving Functions TC
TC204/WG14
ISO-No.
20035
2015 2017
CACC
2019 2021 2023 2025 Description of function:
Cooperative ACC system incl. V2V and V2I
TC204/WG14 19237 PDCMS Pedestrian protection
TC204/WG14 22078 BDCMS Bicyclist protection
TC204/WG14 15622 ACC-rev ACC systems with external input of speed
TC204/WG14 19638 RBDPS Road Boundary Departure Prevention System
TC204/WG14 21717 PADS Partially automated in-lane driving system
TC204/WG14 21202 PALS Partially Automated Lane Change System
TC204/WG14 22737 LSAD L4 driving at low speeds
TC204/WG14 23375 CELM Collision evasive lateral manoeuvre system
TC204/WG14 20901 EEBL Emergency electronic brake light system
Description
TC204/WG14 23376 VVICW V2V intersection collision warning system
This chapter deals with driving functions and driver assistance The growing importance of assisted and automated driving TC204/WG14 22377 FSV2V* Functional safety for V2V cooperative functions
systems. A distinction must be made between comfort-oriented for the automotive industry has led to an increasing number of
TC204/WG14 Open Truck-Platooning* Controlstrategy for truck platooning
functions and functions that increase safety. Driver assistance projects that carry out standardization without systems already
systems may well serve both objectives. The usual standards being available on the market. Adequate requirements must be TC204/WG14 23792-1 MCS-1 Motorway chauffeur – general specification
procedure in the past 20 years was to specify standards for defined for these projects.
TC204/WG14 23792-2 MCS-2 Motorway chauffeur without lane-change (L3)
these functions after assistance systems were introduced on the
market, placing minimal requirements on the system. TC204/WG14 23792-3 MCS-3* Motorway chauffeur with lane-change (L3)
TC204/WG14 23792-4 MCS-4* Motorway chauffeur including merging (L3)
TC204/WG14 23792-5 MCS-5* Motorway chauffeur including routing (L3 or L4)
New WG14 Project Ideas: TC204/WG14 Open Highway pilot* Highly automated driving on highways (L4)
TC204/WG14 Open Robot-Taxi* Urban automated taxi (L4)
·· Minimum risk condition TC204/WG14 23793-1 Fallback-1 Fallback functions – general specification
TC204/WG14 23793-2 Fallback-2 Fallback functions for L3-systems
·· Map based automated speed adaptation system
TC204/WG14 23793-3 Fallback-3* Fallback functions for L4-systems
·· Highway chauffeur / pilot
TC204/WG14 20900 PAPS Partially automated parking systems incl. remote
·· Crossing intersection system with low speed TC204/WG14 23374 AVPS Valet parking
TC22/SC33/WG16 22133 TOMC Kommunication for functional tests
·· Automated merging system on highway
TC22/SC33/WG16 19206-1 ASTE-1 Test-target for rear-end of passenger cars
·· Truck Platooning (Functional safety)
TC22/SC33/WG16 19206-2 ASTE-2 Test-target for pedestrian
·· Truck Platooning (Control strategy) TC22/SC33/WG16 19206-3 ASTE-3 Test-target for 3D-passenger cars
TC22/SC33/WG16 19206-4 ASTE-4 Test-target for cyclist
·· Automatic lane change without driver confirmation
TC22/SC33/WG16 19206-5 ASTE-5 Test-target for motorcycles
·· ITS-station security services
TC22/SC33/WG16 19206-6 ASTE-6 Test-target for animals
The WG14 “Vehicle/roadway warning and control systems” of the ISO TC204 “Intelligent transport systems” has pub- TC22/SC33/WG3 22735 LKAS-Test Test for lane keeping
lished numerous projects that can be found in the standards directory. New WG14 project ideas include an emergency
TC22/SC33/WG3 22733-1 AEBS-Test-C2C AEB-Test method Car-to-Car
stop system (“Dead man system”) for level 4. German cooperation is planned but should also be arranged for levels 2
and 3. The “Highway chauffeur/pilot”, a level 3 system, is also under discussion; German participation has not yet been TC22/SC33/WG3 22733-2 AEBS-Test-C2V AEB-Test method Car-to-Vulnerable Road User
secured here. Also, for the new projects “Automated merging system on highway” for level 3 and “Crossing intersection
TC22/SC33/WG9 Open AD-Testing Set of standards for test szenarios
system with low speed” no German participation is planned. There are project ideas for “Truck Platooning” (“Functional
safety” and “Control strategy”), which, however, do not show any progress as of now.
Level ≤ 1 Level 2 Level 3 Level 4 *start of project not confirmed.30 Driver Assistance / Driving Functions Driver Assistance / Driving Functions 31
Recommendations for Action
01 02 03
The WG14 of ISO TC204 An analysis concerning the In addition to the definition
contains a large number of minimum risk condition is of driving functions, driv-
new project ideas. These necessary. A discussion is er assistance systems and
ideas do not necessarily currently taking place on corresponding requirements
reflect the strategy of the the regulatory side. A rec- and tests, measurement
German automotive indus- ommendation as to whether and, in principle, evaluation
try for the introduction of and how supplementary of customer acceptance are
new AD systems. An analy- standardization could be also important. An analysis
sis concerning which proj- helpful should be sought as to whether standardized
ects should be supported (cf. New project ideas WG14 procedures are necessary
or supplemented and which “Fallback Functions”). and carry potential for set-
should be classified as criti- ting standards would need
cal would be desirable. to be carried out.
04 05 06
An analysis of the manufac- An analysis of security Harmonization of projects
turer-independent use of requirements for future AD with valid legal requirements
driver assistance systems systems (cf. New project or legal requirements that
using connectivity technol- ideas WG14 “ITS- Station are to be changed.
ogies such as V2V and V2I Security Services”) is
07
should be carried out. necessary.
SAE is also very active in the Demand-oriented
standards promote
field of assisted and automat-
ed functions. An overview
should be created and an
exchange about future activi-
ties should be carried out. technology acceptance.32 Testing Testing 33
Testing
Description Test Scenarios Simulation
In the field of testing, standards are of great importance to increase the reproducibility The development and testing of automated and autonomous Simulation is another important tool for development and
and comparability of results. The aim of setting standards was not to evaluate system driving functions, on the other hand, poses new and extensive testing. International standards that place requirements on
performance, but merely to use standards to increase the comparability of test results questions to be answered that reach into all new topics needed simulation models in order to ensure the validity of the results
and reproducibility. A list of vehicle dynamics and chassis components standards to make this technology possible and that have not been part for defined driving maneuvers have already been published. In
contained in ISO TC22 / SC33 is included in the list of standards. These driving maneu- of the core competencies of the automotive industry so far. For order to validate future driving functions and systems for auto-
vers anchored in the standard form only a basic set of maneuvers. In order to evaluate this purpose, WG9 “Test scenario of autonomous driving vehicle” mated vehicles, simulation offers a very efficient way to obtain
the driving behavior of a vehicle, a large number of tests and driving maneuvers are was newly founded in ISO TC22/SC33. In a first step, this work- fast and reproducible results by modifying individual parame-
necessary to cover the specific requirements of certain vehicle types, drive architectures, ing group will define the required contents of test scenarios, ters. These results are well documented and thus facilitate dis-
markets and manufacturers. including the definition of terminology. Furthermore, classifica- cussion across domains. Therefore, a very concretely formulated
tions, principles, concepts, requirements for data collection and new project idea for standardization in the context of simulation
In addition to the standardization of driver assistance systems in ISO TC204, data storage will be defined, if necessary. Due to the signifi- already exists, which can also be classified as an engineering
there are new ISO projects in WG3 “Driver assistance and active safety functions” cantly higher complexity, and to allow for the greatest possible standard. The objective is to create a normative structure with
of ISO TC22 / SC33 to increase comparability in system evaluation. flexibility and free competition while making use of the potential firmly defined terms and a uniform method for the application of
of standardization, engineering standards have been identified models and their characteristics with regard to driving dynam-
as a solution for this area, as well. ics, driver assistance systems and automatic driving.
Test Equipment
Finally, test equipment is another important factor to increase
reproducibility when testing automated driving functions and to
set uniform data acquisition requirements. In the WG16 “Active
safety test equipment” of the ISO TC22/SC33, two parts of the
ISO 19206 series of standards in 2018 were published in 2018,
which, in part 1, define requirements for a vehicle rear test body
and, in part 2, for a pedestrian test body. Further parts of this
series of standards are currently being developed.
Projects of ISO TC22 / SC33 / WG3 “Driver assistance and active safety functions”: New proposal of ISO TC22 / SC33 in WG11 “Simulation”:
ISO 22733-1 Road vehicles – Test method to evaluate the performance of autonomous braking systems – Part 1: Car to car ISO 11010-1 Passenger cars – Simulation model taxonomy – Part 1: Vehicle dynamics maneuver
Road vehicles – Test method to evaluate the performance of autonomous braking systems – Part 2: Car to
ISO 22733-2 vulnerable road user
ISO 22735 Road vehicles – Test method to evaluate the performance of lane-keeping assistance systems34 Testing Testing 35
Recommendations for Action
01 02 03
Active involvement in the It is already visible in the Development of the ISO
WG9 “Test scenarios” of naming of the ISO 11010 19206-5: Motorcycle as a
ISO TC22/SC33 in order project proposal “Part 1: Target. It would be neces-
to use the potential of Driving maneuvers” that a sary and urgent to develop
standardization for system complete series of standards a standard analogous to the
evaluation. may be developed here. In ISO 19206 series. Especially
the area of sensor modeling, camera-based recognition of
environment simulation, etc., the motorcycle from the front
further potential is visible is important for further devel-
Test scenarios are to define a methodology
analogous to the project
proposal currently being
opment work and a uniform
test body would be advan-
tageous. In France, UTAC
the driving maneuvers worked out. However, the
experts at AK11 “Simulation”
has created a corresponding
project. However, there is no
for automated and
are specialized in mapping discernible implementation
driving behavior. Therefore, and project management for
the working group should a completion in the foresee-
connected driving. be extended with further
experts.
able future, as of now.36 Testing Systems, Networks, Data and their Interface Definition 37
Systems, Networks, Data
and their Interface Definition
Automobile Networks
With the transition from assisted to automated driving, the requirements of in-vehi-
cle communication with regard to higher bandwidths and lower latency, as well as
error-free data transmission are increasing. The figure shows various standards and
their emergence.
Projects of the ISO TC22 / SC33 in the WG16 “Active Safety Test Equipment”: Automobile Networks
Road vehicles – Test devices for target vehicles, vulnerable road users and other objects, for assessment of active Automated
ISO 19206-1 safety functions – Part 1: Requirements for passenger vehicle rearend targets
ISO 21111
Road vehicles – Test devices for target vehicles, vulnerable road users and other objects, for assessment of active
ISO 19206-2 safety functions – Part 2: Requirements for pedestrian targets Automotive Ethernet Open Alliance
Road vehicles – Test devices for target vehicles, vulnerable road users and other objects, for assessment of active IEEE 802.3bw: 2015
ISO 19206-3 safety functions – Part 3: Requirements for passenger vehicle 3D targets
FlexRay FlexRay-Consortium ISO 17458
Bandwidth
Road vehicles – Test devices for target vehicles, vulnerable road users and other objects, for assessment of active
ISO 19206-4 safety functions – Part 4: Requirements for bicyclist targets MOST MOST-Consortium ISO 21806
Road vehicles – Test devices for target vehicles, vulnerable road users and other objects, for assessment of active safety CAN-FD Bosch CAN-FD ISO 11898: 2015
ISO/PWI 19206-5 functions – Part 5: Requirements for powered two-wheeler targets
CAN Bosch-Protocol (CAN 2.0 A und 2.0 B) ISO 11898, SAE J2284, SAE J1939
Road vehicles – Test object monitoring and control for active safety and automated/autonomous vehicle testing –
ISO/PWI 22133-1 Part 1: Communication protocols and interfaces LIN LIN.-Consortium (1.3 und 2.0) ISO 17987
Assisted
Road vehicles – Test object monitoring and control for active safety and automated/autonomous vehicle testing –
ISO/PWI 22133-2 Part 2: Test scenario description formats
1985 1998 2000 2003 2010 2018
Source: VDA38 Systems, Networks, Data and their Interface Definition Systems, Networks, Data and their Interface Definition 39
“Extended Vehicle” Sensor Interfaces
Since 2014, the WG6 “Extended vehicle/remote diagnostics” of The ISO project “Extended vehicle” comprises several series of In the ISO TC22/SC31 the WG9 “Sensor interface for automated
the ISO TC22/SC31 “Data communication” has been working on standards. ISO 20077 describes methodological requirements for driving functions” was newly founded to work on a new project
the large-scale standards project “extended vehicle”. The goal the use of vehicle data via the web interface, as well as general to define the logical interface between individual sensors and
is to create a web-based platform that external service providers terms. The ISO 20078 series of standards defines the require- their fusion. The image shows the complex structure of func-
can use to access vehicle data in a secure and standardized ments for the web interface proper regarding data content, tions, sensors, the fusion unit and raw data. The aim of the proj-
manner. The automotive industry is already creating the technical safety and access control. ISO 20080 defines a first “Extended ect is to reduce the complexity of automated driving functions
prerequisites to enable external service providers to offer mobility vehicle” application, radio-supported diagnostic access for by standardizing the output signals of radar, lidar, cameras and
services to drivers in the future. This way, providers can retrieve repair service providers. ultrasonic sensors.
and receive data via the manufacturers’ IT centers (backend serv-
ers). The web platforms themselves are designed individually by
each manufacturer. However, the necessary standards and norms
are developed within the framework of ISO, which define, for
example, structures, processes and, above all, safety mechanisms.
„Extended vehicle“ Sensor Interfaces
AD function 1 AD function 2 AD function m
Methodology 1
1) logical Interface between the fusion unit
and automated driving functions
ISO 20077-1 – General Information
Environment model: Fused Objects, free space information, etc.
ISO 20077-2 – Design Methodology
Scope of standardization
Fusion unit
Remote Diagnostic Other Remote … Other Remote
Supvport (RDS) Applications Applications 2
(e. g. Fleet (e. g. Fleet 2a) Standardization of the logical interface · Detections / · Detections · Detections · Detections
ISO 20080 Management) Management) between a single sensor and the fusion: Features · Objects · Objects · Objects
· encapsulation of technical complexity · Objects … …
· objects and detections to enable · Lane markings
object level and feature level fusion · Landmarks
Tech. Annex Tech. Annex …
ExVe RDS ExVe …
2b) Electrical and mechanical interface CV * Tracking Tracking USS ECU
between sensor and the fusion Algorithm internal IF internal IF
Web Services e. g
real time
ISO 20078-1 – ExVe Content
Raw data: Frame Raw data: Reflections Raw data: Reflections Raw data: Reflections
ISO 20078-2 – ExVe Access 3
ISO 20078-3 – ExVe Security 3) interface on raw data level (front end)
ISO 20078-4 – ExVe Control Other, future
ISO 20077 internal IF internal IF
Interfaces (tbd)
Camera … Radar LIDAR USS …40 Systems, Networks, Data and their Interface Definition Systems, Networks, Data and their Interface Definition 41
For automated driving, on-board sensors, appropriate software and highly accurate
Intelligent Transport System (ITS) maps are required in order to reliably map the environment of a vehicle. In addition,
automated driving functions can provide significant support in the medium and long
term with the help of connectivity. Connectivity may refer to either communication
between vehicles (Car-2-Car) and/or between vehicles and infrastructure, for example
communication between vehicles and traffic control centers (Car-2-Infrastructure).
Since communication in the field of “Intelligent traffic systems” important standards mandates in the field of ITS. It promotes
requires standardized interfaces, the European Commission standards in the information and communication technologies
has been investing in various research projects in this field segment of cooperative ITS and thus indirectly contributes to
since the beginning of the new millennium. The results of automated driving. The following image shows the interactions
these research projects have also been transferred to stan- between national activities concerning the creation of Europe-
dards (mainly in CEN and ETSI). The European mandate M/453 an and international standards for cooperative systems within
EN to set standards for co-operative ITS (C-ITS), which was the framework of national and European legislation.
directed at CEN and ETSI, can be regarded as one of the most
ITS
European Commission National Politic (e.g. BMVI)
ITS-measures
ITS-Organisation & programs
Amsterdam Group Mandate
M/453
Mobility Support
European ITS Platform + SAE
ETSI CEN ISO IEEE
TC-ITS TC278/WG16 TC204/WG18
UR:BAN ITU
Coorperative ITS Corridor
Converge
Further technical reports and specifications have been published in ETSI under the
following C-ITS domains:
·· (Interoperability) tests CAR 2 CAR DIN-NA052-00-71 GA
COMMUNICATION CONSORTIUM Intelligent Transport Systems
·· Requirements concerning dedicated C-ITS applications
Source: VDA
·· OSI-layer (facility, transport, network)
·· Management
The list of standards lists all essential standards that were developed under mandate
·· Security M /453 and that are currently relevant for the introduction of ITS, and thus also for
automated and connected driving.42 Systems, Networks, Data and their Interface Definition Systems, Networks, Data and their Interface Definition 43
5G Recommendations for action
01 02 03
Ten years ago, IEEE developed a WiFi variant that enables the In Europe, 3GPP publications will be delivered to ETSI to be
implementation of ITS-applications for C2C communication. IEEE recognized as EN standards. The following project proposals are
802.11p defines the main requirements of the physical OSI-layer. under consideration:
On this basis, international (Wireless access in-vehicular envi-
ronments, Wave) and European (ETSI-ITS-G5) standards were ·· ETSI TR 138 900: LTE; 5G; study on channel model for fre-
published on the higher OSI-layer (see also the previous tables). quency spectrum above 6 GHz Regarding intelligent Standardized conformity Urban ITS is another new
In addition to direct ITS communication (C2C and C2I) via ·· ETSI TS 133 185: LTE; 5G; security aspects for LTE support of
transport systems, many tests will play a key role in field of action mandated
WiFi, the continuing development of mobile radio standards vehicle-to-everything (V2X) services standards have already the successful introduction by the EU, which has been
has brought these into the focus of C-ITS-applications, as well.
Although the standards developed in 3GPP (3rd Generation ·· ETSI TR 121 914: digital cellular telecommunications system
been developed and of automated and directed at the standards
Partnership Project) such as 3G or 4G (LTE) still suffer limitations (Phase 2+) (GSM); universal mobile telecommunications published. Others are under connected driving. These bodies CEN and ETSI. It is
compared to ITS-G5 (or WAVE) for C-ITS applications, the in- systems (UMTS); LTE; 5G
troduction of the fifth generation of mobile radio (5G) indicates
development. The essential tests will be necessary not relevant for the automotive
that the performance of ITS-G5 can be surpassed. Founded in step, the field introduction only for communication, but industry and for automated
2016, as a representative in 3GPP the 5G Automotive Association System components of C-ITS, is still pending. For across domains. Missing driving regarding the
(5GAA), a global group of the telecommunications and automo-
tive industries, is advancing the introduction of 5G for C-ITS. The introduction of automated and autonomous functions standards this means the standards for conformity following fields of application,
increases the complexity of the systems. In this respect it makes
sense to investigate the standardization of certain system com-
future introduction of C-ITS tests must be developed and should be actively
ponents, e.g. requirements concerning energy supply, vehicle in Europe and the world (analysis necessary) and supported by the automotive
electrical systems.
will lead to the application existing standards revised, if industry:
of many existing standards necessary.
Testing requirements and will cause revisions · Optimized Traffic flow
The introduction of new communication technologies also during the introduction, control
requires standardized test procedures to ensure the validity of
vehicle networks, their interfaces and communication.
which will require to be
actively accompanied by the · Geofencing in terms of
automotive industry. reducing environmental
pollution; communication
with other road users44 HMI (Human Machine Interaction) HMI (Human Machine Interaction) 45
HMI
(Human Machine Interaction)
Description
With the increasing automation of individual traffic, the task of Various useful standards have already been developed at the
the driver of a vehicle, and thus also the interaction between driver international level, such as the ISO 15008 “Specifications and test
and vehicle, are changing. In order to keep the manufacturers’ procedures for in-vehicle visual presentation”.
promise “Automation makes driving more comfortable and safer”,
high quality requirements must be applied in the design of the
human machine interface. Innovative displays and operating con-
cepts are intended to facilitate the monitoring of an automated
vehicle and enable driver intervention in a safe manner.
Recommendations for Action
Current projects of ISO TC22/SC39 “Ergonomics” and SAE projects on HMI:
01 ISO/TS 14198 Road vehicles
Ergonomic aspects of transport information and control systems – Calibration tasks
for methods which assess driver demand due to the use of in-vehicle systems
Based on a second ISO · Collecting measurement · Determining human Measurement and Analysis of driver visual behaviour with respect to transport
ISO 15007 Road vehicles
workshop on automated results of the transfer per- influence in different information and control systems
driving, the following fu- formance from test drives transition scenarios
Human state, performance in human state and performance in automated driving
ture fields of action have as well as extensive field ISO/TR 21959-1 Road vehicles systems (ADS) – Part 1: Terms and definitions of human state and performance
emerged and should be studies in technical reports
Human state, performance in human state and performance in automated driving
pursued by the automotive and derive corresponding ISO/TR 21959-2 Road vehicles systems (ADS) – Part 2: Experimental guidance to investigate human takeover state
industry: recommendations. and performance
ISO/TR 21974 Naturalistic Driving Studies – Defining and Annotating – Safety Critical Events
· Determining the effects · Defining Driver Interaction
of automated driving tran- with Level 2 Vehicles Ergonomic aspects of external visual communication from automated vehicles to
sitions on the performance ISO/TR 23049 Road vehicles other road users
of the transfer
SAE J3134™ ADS Equipped Vehicle Signal and Marking Lights (Work in Progress)46 Management Summary Management Summary 47
Management Summary
There will be particular time spans with a very high workload (blue area) for which the
This cross-body and cross-domain standardization roadmap has resulted in 39 provision of sufficient capacities for standards work should be planned. In principle,
recommendations for action. These recommendations for action include both content- concentration and cooperation are always required in standards and standardization in
order not to leave the creation to other stakeholders, but to take it in one’s own hands
related and process-related aspects and will increase the effectiveness and significance and adapt it to one’s own needs.
of standardization for automated and connected driving.
The VDA including the DIN Automotive Standards Committee provides the platform and
the necessary support for standards tasks to NAAutomobil. Success and effectiveness
As an instrument of the economy, standards and standardiza- For innovative fields, the need to put new technologies on depend on the active participation of experts. This document and its further, needs-
tion projects offer the opportunity to publish the state of the art the road and to provide a state of the art for certain regulatory based, refinement provide the basis for the advancement of standards and standardiza-
through recognized, open and transparent procedures. guidelines is of great importance. tion activities in the field of automated and connected driving.
Enabler for L3 and L4 Basic Requirements
The following topics were clustered across bodies and evaluated in terms of the
time span (light blue/blue bars) in which significant standards and standardization
activities can be expected with regard to the importance of introducing Level 3 Sensing, Data Recording & HD Maps
systems:
Terms and definitions
· Terms & Definitions
target range
· Human Interaction Connectivity
· Safety, Privacy & Security Human interaction
· Verification & Validation Safety, Privacy, Security, and SOTIF
· Sensing & Data Recording & HD Maps
Artificial Intelligence
· Connectivity
Verification & Validation
· Artificial Intelligence 2015 2020 2025
Intensive standardization necessary Standardization in progress48 Standards Directory Standards Directory 49
Standards Directory
Intelligent Transport System – Forward Vehicle Collision Mitigation Systems –
ISO TC204 / WG14 „Vehicle / roadway warning and control systems”: ISO 22839 FVCMS Operation, Performance, and Verification Requirements
Intelligent transport systems – Curve speed warning systems (CSWS) – Intelligent transport systems – Devices to aid reverse manoeuvres – Extended-range
ISO 11067 CSWS Performance requirements and test procedures ISO 22840 ERBA backing aid systems (ERBA)
Intelligent transport systems – Lane keeping assistance systems (LKAS) –
ISO 11270 LKAS Performance requirements and test procedures ISO 26684 CIWS Cooperative Intersection Signal Information and Violation Warning Systems (CIWS)
Transport information and control systems – Adaptive Cruise Control Systems –
ISO 15622 ACC Performance requirements and test procedures
Transport information and control systems – Forward vehicle collision warning systems –
ISO 15623 FVCWS Performance requirements and test procedures Vehicle dynamic standards of ISO TC22 / SC33 „Vehicle dynamics and chassis components“
Transport information and control systems – Traffic Impediment Warning Systems (TIWS) –
ISO TS 15624 TIWS System requirements ISO 3888-1:2018 Passenger cars – Test track for a severe lane-change manoeuvre – Part 1: Double lane-change
Intelligent Transport Systems – Assisted Parking System – Parking with reference to other
ISO 16787 APS parked vehicles – Performance and Test Procedures
ISO 3888-2:2011 Passenger cars – Test track for a severe lane-change manoeuvre – Part 2: Obstacle avoidance
Intelligent transport systems – Lane departure warning systems – Performance requirements
ISO 17361 LDWS and test procedures ISO 4138:2012 Passenger cars – Steady-state circular driving behaviour – Open-loop test methods
Transport information and control systems – Manoeuvring Aids for Low Speed Operation
ISO 17386 MALSO (MALSO) – Performance requirements and test procedures
ISO 7401:2011 Road vehicles – Lateral transient response test methods – Open-loop test methods
Intelligent transport systems – Lane change decision aid systems (LCDAS) –
ISO 17387 LCDAS Performance requirements and test procedures ISO 7975:2018 Passenger cars – Braking in a turn – Open-loop test method
Intelligent transport systems – External hazard detection and notification systems –
ISO 18682 HNS Basic requirements ISO 9815:2010 Road vehicles – Passenger-car and trailer combinations – Lateral stability test
Intelligent transport systems – Pedestrian detection and collision mitigation systems (PDCMS) –
ISO 19237 PDCMS Performance requirements and test procedures
ISO 9816:2018 Passenger cars – Power-off reaction of a vehicle in a turn – Open-loop test method
Intelligent transport systems – Road Boundary Departure Prevention Systems (RBDPS) –
ISO 19638 RBDPS Performance requirements and test procedures ISO 12021:2010 Road vehicles – Sensitivity to lateral wind – Open-loop test method using wind generator input
Intelligent transport systems – Vehicle / roadway warning and control systems – Report on
ISO TR 20545 RoVAS standardisation for vehicle automated driving systems (RoVAS) / Beyond driver assistance systems
ISO 13674-1:2010 Road vehicles – Test method for the quantification of on-centre handling – Part 1: Weave test
Intelligent transport systems – Low speed following (LSF) systems –
ISO 22178 LSF Performance requirements and test procedures
ISO 13674-2:2006 Road vehicles – Test method for the quantification of on-centre handling – Part 2: Transition testYou can also read
