SIST-TS CEN/TS 17395:2020

SLOVENSKI STANDARD
SIST-TS CEN/TS 17395:2020
01-januar-2020
Inteligentni transportni sistemi - e-Varnost - e-Klic za avtomatizirana in avtonomna
vozila
Intelligent transport systems - eSafety - eCall for automated and autonomous vehicles
Intelligente Transportsysteme - eSafety - eCall für automatisierte und autonome
Fahrzeuge
Systèmes de transport intelligents - eSafety - eCall pour les véhicules automatisés et
autonomes
Ta slovenski standard je istoveten z: CEN/TS 17395:2019
ICS:
35.240.60 Uporabniške rešitve IT v IT applications in transport
prometu
SIST-TS CEN/TS 17395:2020 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

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SIST-TS CEN/TS 17395:2020


CEN/TS 17395
TECHNICAL SPECIFICATION

SPÉCIFICATION TECHNIQUE

November 2019
TECHNISCHE SPEZIFIKATION
ICS 35.240.60
English Version

Intelligent transport systems - eSafety - eCall for
automated and autonomous vehicles
Systèmes de transport intelligents - eSécurité - eCall Intelligente Transportsysteme - eSafety - eCall für
pour les véhicules automatisés et autonomes automatisierte und autonome Fahrzeuge
This Technical Specification (CEN/TS) was approved by CEN on 23 September 2019 for provisional application.

The period of validity of this CEN/TS is limited initially to three years. After two years the members of CEN will be requested to
submit their comments, particularly on the question whether the CEN/TS can be converted into a European Standard.

CEN members are required to announce the existence of this CEN/TS in the same way as for an EN and to make the CEN/TS
available promptly at national level in an appropriate form. It is permissible to keep conflicting national standards in force (in
parallel to the CEN/TS) until the final decision about the possible conversion of the CEN/TS into an EN is reached.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and
United Kingdom.





EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2019 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TS 17395:2019 E
worldwide for CEN national Members.

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Contents Page
European foreword . 3
Introduction . 3
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 5
4 Symbols and abbreviations . 9
5 Conformance . 9
6 General overview of the eCall session for 112-European eCall for automated and
autonomous vehicles . 10
6.1 Context . 10
6.2 Categories of vehicles . 10
6.3 Basic requirements for automated and autonomous vehicles . 10
6.3.1 General . 10
6.3.2 Basic EN15722 MSD field: number of passengers . 11
6.3.3 Additional OAD field for vehicles operating in automated/autonomous mode . 11
7 General Requirements . 13
7.1 Automatic or manual . 13
7.2 Triggering conditions . 13
7.3 Specification of the automated and autonomous vehicle use case OAD . 13
7.4 Data requirements . 14
7.4.1 MSD Data Requirements . 14
7.4.2 ‘Automated or Autonomous 1’ ‘AA1’optional additional data concept ‘Object
Identifier’ . 14
7.4.3 ‘Automated or Autonomous Vehicle ’ optional additional data concept ‘AA1’ . 15
Annex A (normative) ASN.1 definition of OAD for automated and automatic vehicles . 17
Bibliography. 19
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European foreword
This document (CEN/TS 17395:2019) has been prepared by Technical Committee CEN/TC 278
“Intelligent transport systems”, the secretariat of which is held by NEN.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
According to the CEN/CENELEC Internal Regulations, the national standards organisations of the
following countries are bound to announce this Technical Specification: Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland,
Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Republic of
North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United
Kingdom.
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Introduction
eCall (an emergency call generated either automatically via activation of in-vehicle sensors or manually
by the vehicle occupants; which, when activated provides notification and relevant location information
to the most appropriate Public Safety Answering Point, by means of mobile wireless communications
networks, and carrying a defined standardized minimum set of data (MSD) notifying that there has been
an incident), as defined in EN 16072, EN 16062, EN 15722, and EN 16454, became a regulated
requirement (for new model vehicles of Category M1 and N1 [cars and light vans]) under EN regulation
as from April 2018.
CEN/TS 17184 further enables eCall using IMS packet switched networks, and CEN/TS 17182 enables
eCall using an ITS-station in a C-ITS equipped vehicle. CEN/TS 17249 parts 2 – 6 extend eCall support to
all other categories of vehicle. CEN/TS 17132 enables eCall using satellite. eCall support is now therefore
possible for all categories of vehicle and via a wide range of communication media.
However, the advent of automated and autonomous vehicles presents a new challenge to the ‘Public
Service Answering Point’ (PSAP). Traditional eCall is predicated on the paradigm of a dialogue involving
the driver of the vehicle / vehicle occupants and a PSAP. In the case of an automated or autonomous
vehicle there may be, at the time of the crash, no person on board the vehicle (as it moves between picking
up clients in a CCAM paradigm), or there may be persons on board but the vehicle is not under their
control, but may be controlled by a centralized system.
When a PSAP receives an eCall from a vehicle, the PSAP attempts to talk to the occupants of the vehicle.
At the moment, if it is an automated or autonomous vehicle that is empty as it moves between picking up
clients, this will result in a so-called ‘silent’ call, where the PSAP does not know if the occupants are
unconscious, dead, or have left the vehicle, or in this case, that no-one was in the vehicle at the time of the
incident. This makes it very difficult for the PSAP to determine what resources to send to the incident.
Clearly, a PSAP will want to be able accord a different priority to an empty vehicle than to one carrying
people.
Additionally, a PSAP, in dialogue with the driver of an affected vehicle, will often ask the driver (who is
the controller of the vehicle) for information about the status of the vehicle, or instruct the driver to
switch the car power off, or switch hazard lights on, etc. But if a CCAM vehicle is under the control of a
central operator, and not the occupants of the vehicle, the PSAP cannot expect the occupants of the vehicle
to have the knowledge or control to be able to respond appropriately.
Therefore, in the case of an automated or autonomous vehicle, the MSD needs to provide additional data
to identify that it is an automated/autonomous vehicle, and whether or not it is under the control of an
on-board driver or a CCAM operation centre (and if the latter how to contact the operator), the number
of persons on board at the time of the incident, and whether or not the vehicle has rolled over.
This document defines an ‘Optional Additional Data’ (OAD) concept to be sent in the event that an eCall
is triggered, as part of the MSD, in the case where the vehicle is an automated vehicle or an autonomous
vehicle,
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1 Scope
This document defines additional data to be sent in the event that an eCall is triggered, as part of the MSD,
in the case where the vehicle is an automated vehicle or an autonomous vehicle, to identify:
1) The vehicle is an automated/autonomous vehicle
2) The number of persons on board at the time of the incident
3) Whether or not the vehicle has rolled over
4) Whether the pedestrian airbag has been deployed
5) Whether it is (a) driver initiated automation or (b) centrally controlled automation
6) And if (b) telephone number or internet contact coordinates to contact the vehicle controller.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
EN 15722, Intelligent transport systems - ESafety - ECall minimum set of data
EN 16072:2015, Intelligent transport systems - ESafety - Pan-European eCall operating requirements
EN 16454, Intelligent transport systems - ESafety - ECall end to end conformance testing
EN 16062, Intelligent transport systems - ESafety - eCall high level application requirements (HLAP) using
GSM/UMTS circuit switched networks
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
• IEC Electropedia: available at http://www.electropedia.org/
• ISO Online browsing platform: available at https://www.iso.org/obp
3.1
112-eCall
circuit switched eCall using the single European emergency call number supporting Teleservice 12
3.2
automated vehicle
vehicle that is ‘connected’ by wireless communications to other vehicles and the infrastructure combined
with sensing its environment and navigating without human input
3.3
autonomous vehicle
vehicle that is sensing its environment and navigating without human input, but may not have wireless
connectivity to other vehicles and the infrastructure
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3.4
cooperative, connected and automated mobility
CCAM
cooperation, connectivity, and automation are complementary technologies that reinforce each other and
enable services such as ‘mobility as a service’(MaaS) (a shift away from personally-owned modes of
transportation and towards mobility solutions that are consumed as a service) through a unified gateway
that creates and manages the trip using an automated vehicle to respond to a request for a journey, drive
to the pickup point, collect the passengers and take them to the destination, then move on to its next pick-
up point
Note 1 to Entry: The key concept behind MaaS is to offer both the travellers and goods mobility solutions based on
the travel needs.
3.6
data
representations of static or dynamic objects in a formalized manner suitable for communication,
interpretation, or processing by humans or by machines
3.7
data concept
any of a group of data structures (i.e. object class, property, value domain, data elements, message,
interface dialogue, association) referring to abstractions or things in the natural world that can be
identified with explicit boundaries and meaning and whose properties and behaviour all follow the same
rules
3.8
data element
single unit of information of interest (such as a fact, proposition, observation, etc.) about some (entity)
class of interest (e.g. a person, place, process, property, concept, state, event) considered to be indivisible
in a particular context
3.9
driver
operator in control of the vehicle and managing its movements on the road
3.10
eCall
emergency call generated either automatically via activation of in-vehicle sensors or manually by the
vehicle occupants; when activated it provides notification and relevant location information to the most
appropriate Public Safety Answering Point, by means of mobile wireless communications networks,
carries a defined standardized minimum set of data (MSD) notifying that there has been an incident that
requires response from the emergency services, and establishes an audio channel between the occupants
of the vehicle and the most appropriate Public Safety Answering Point
3.11
eCall service
end-to-end emergency service to connect occupants of an affected vehicle to the most appropriate PSAP
via an audio link across a PLMN together with the transfer of a minimum set of data to the PSAP
3.12
eCall transaction
establishment of a mobile wireless communications session across a public wireless communications
network and the transmission of a minimum set of data from a vehicle to a Public Safety Answering Point
and the establishment of an audio channel between the vehicle and the PSAP
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3.14
identifier
any label, symbol or token that names or identifies an entity or a collection of data or the means of
designating or referring to a specific instance of a data concept
3.15
in-vehicle system
IVS
equipment within the vehicle that manages the eCall session and provides or has access to in-vehicle data
required for the minimum set of data and any other data that is to be sent as part of or complementary to
the minimum set of data to effect the eCall transaction via a public mobile wireless communications
network providing a link between the vehicle and a means of enacting the eCall service via a public mobile
wireless communications network
3.16
minimum set of data
MSD
content of an eCall message to the PSAP operator receiving the emergency call in the form of a
standardized data concept comprising data elements containing information about the location of the
incident, providing detail characterising the vehicle, and potentially sometimes also providing additional
data that is deemed relevant and is essential for the performance of the eCall service
3.17
mobile wireless communications network
wireless communications network with homogeneous handover between network access points
3.18
most appropriate PSAP
PSAP defined beforehand by responsible authorities to cover emergency calls from a certain area or for
emergency calls of a certain type
Note 1 to entry: See also PSAP.
Note 2 to entry: A number of different instantiations of PSAP service are supported within this document. A PSAP
can be a Public Authority or a private service provider operating on behalf of the responsible authorities.
(3.27)(3.27)
3.19
network access point
beacon, antenna or similar source of signal propagation and receipt together with equipment to manage
communication sessions with users operating within the operating reach of the network access point and
provide connectivity for the users within the operating reach of the single access point to a wider
communications network
Note 1 to entry: A network access point may but does not need to provide homogeneous or heterogeneous handover
to another network access point.
3.20
optional additional data
part of the Minimum Set of Data allocated for additional optional data provided in a format determined
in EN 15722 and is an ‘optional’ additional data field contained within and transmitted as part of the MSD;
Note 1 to entry: any additional data element(s) should each consist of two parts:
a) A relative ‘object identifier’ (OID) and
b) the data content
Note 2 to entry: The following notes are copied from EN 15722 and originally sourced from ISO 24978
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"NOTE 1: Examples: Additional data may contain a reference to an external source of relevant information (such as
a phone number, a website URL/URI, etc. where further information may be found), or additional data specific to
the vehicle or incident (e.g. battery temperature in the case of an electric or hybrid vehicle; number of roll-overs;
URL/URI to the technical specifications to a particular vehicle model; etc.). Optional additional data should not
include any data concerning or identifying a person (personal data) unless the transfer of such data has been
explicitly and expressly prior instructed and authorized by the person who is identified by the data and its provision
should in any event only be provided only in accordance with European Union and National privacy regulations
pertaining at the time of the transfer of any such personal data.
NOTE 2: CEN TC278 WG15 or a body nominated by it should allocate an ‘Object Identifier’ (OID) for each ‘Optional
additional data concept’. Within the MSD the ‘Optional Additional Data concept’ used should be identified by a
‘relative OID’, i.e. it will only contain the arcs of the object identifier of the concept starting below the eCall MSD
‘Optional Additional Data concept’ object identifier. See EN 15722. Additional data should be represented using an
ASN.1representation definition that itself is made available to emergency services/PSAPs.
NOTE 3: When sending an MSD containing this additional data, using GSM/UMTS (EN 16062), the addition of such
data shall never cause the total (UPER encoded) MSD message length to exceed the maximum available number of
bytes (total message length = 140 bytes)."
3.21
passenger
person who is travelling in a vehicle, but who is not driving it or working on it
3.22
public safety answering point
PSAP
physical location working on behalf of the national authorities where emergency calls are first received
under the responsibility of a public authority or a private organization recognized by the national
government
Note 1 to entry: See also most appropriate PSAP.
Note 2 to entry: A number of different instantiations of PSAP service are suppor
...