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

Automated valet parking systems (AVPSs) perform level 4 automated driving of individual or multiple unoccupied vehicles within a prescribed area of a parking facility. This document specifies performance requirements for the operation functions, the environmental conditions within parking facilities where automated vehicle operation is performed, and the test procedures to verify the performance requirements. An AVPS is comprised of physically separated sub-systems distributed among vehicles, facility equipment and user domains. The functionalities of AVPSs are realized by cooperation of these sub-systems, which are, in many cases, provided by different organizations. This document defines the system architecture and the communication interfaces between the sub-systems at the logical level. An AVPS manages its system participants (i.e. AVPS-compliant vehicles and parking facilities) and provides interfaces to other facility users and involved persons (e.g. system operators, facility managers). This document contains requirements for the management functions such as checking compatibility between vehicles and parking facilities, performing remote assistance and recovery when automated driving cannot be performed, and executing operation stop commands in response to the actions of other facility users. AVPSs are intended for use by a service provider upon receiving authority over vehicles from individual service recipients. This document does not include parking automation technologies that are solely based on usage by an individual user. If the vehicle is put into driverless operation directly by the user, this is not considered to be part of the AVPS.

Motorway chauffeur systems (MCS) perform Level 3 automated driving on limited access motorways with the presence of a fallback-ready user (FRU). MCS can be implemented in various forms capable of responding to different driving scenarios. This document describes a framework of MCS including system characteristics, system states/transition conditions and system functions. MCS are equipped with a basic set of functionalities to perform in-lane operation and can also be equipped with additional functionalities such as lane changing. This document specifies requirements of the basic set of functionalities and test procedures to verify these requirements. The requirements include vehicle operation to perform the entire dynamic driving task (DDT) within the current lane of travel, to issue a request to intervene (RTI) before disengaging, and to extend operation and temporarily continue to perform the DDT after issuing an RTI. This document describes one specific form of system engagement. Other forms are possible. These other system engagement forms, especially those provided in combination with other driving automation system features, are not within the scope of this document. Requirements and test procedures for the additional functionalities are provided in other parts of the ISO 23792 series. Means related to setting a destination and selecting a route to reach the destination are not within the scope of this document. This document applies to MCS installed in light vehicles.

This document specifies basic control strategies, minimum functional requirements, basic driver interface elements, and test procedures for verifying the system requirements for collision evasive lateral manoeuvre systems (CELM). A CELM is a safety system aimed at supporting the driver’s vehicle operation by avoiding collisions with objects in the forward path of the vehicle. When a collision is predicted, the CELM controls lateral movement of the vehicle by generating yaw moment. The lateral control manoeuvres can be performed automatically by CELM or can be initiated by the driver and supported by CELM. Specific methods for object detection and other environmental perception technologies are not described in this document. This document applies to light vehicles and heavy trucks. Vehicles equipped with trailers are not within the scope of this document.

This document defines the terms and definitions related to truck platooning systems (TPS), and the mode transitions in the platooning control system (PCS). The PCS is comprised of two main functions: the platooning operation control function (POCF) and the platooning manoeuvre control function (PMCF). This document specifies: — POCF and PMCF governing how vehicles join and leave platoons; — PMCF governing longitudinal and lateral control of each vehicle; NOTE PMCF makes reference to current International Standards, such as ISO 20035, ISO 11270 and ISO 21717, where appropriate. — functional evaluation test methods for POCF and PMCF. This document also describes: — the data to be communicated for POCF and PMCF in vehicle to vehicle (V2V) messages and optionally in vehicle to infrastructure (V2I) messages, including local roadside and broader network and cloud; — strategies for forming platoons, such as ad-hoc or planned formation, and types of truck platooning systems, such as top-down management and peer-to-peer. This document covers: — platooning of heavy goods vehicles of multiple brands and fleets, operated by on-board drivers. Light trucks, buses and passenger cars are excluded; — level 1 and 2 driving automation systems, which provide driver support and operate under the continuous supervision of the drivers. The functions and operations of the back office (BO) are out of scope of this document.

This document specifies performance requirements and test procedures for systems capable of warning the subject vehicle driver of a potential crossing-path collision with other vehicles at intersecting road segments. Vehicle-to-vehicle intersection collision warning systems (VVICW) rely on vehicle-to-vehicle (V2V) communications and relative positioning between the subject vehicle and crossing-path vehicles (remote vehicles). V2V data, such as position, speed and heading are used to evaluate if an intersection collision is imminent between the subject and remote vehicles. The performance requirements laid out in this document specify the warning criteria for these systems. In addition, VVICW operate in specified subject and remote vehicle speed ranges, road intersection geometries and target vehicle types. Moreover, the requirements for the V2V data will be specified. The scope of this document includes operations on intersecting road segments (physically intersecting roads), and motor vehicles including cars, trucks, buses and motorcycles. Responsibility for the safe operation of the vehicle remains with the driver.

This document describes [motor] vehicle driving automation systems that perform part or all of the dynamic driving task (DDT) on a sustained basis. It provides a taxonomy with detailed definitions for six levels of driving automation, ranging from no driving automation (Level 0) to full driving automation (Level 5), in the context of [motor] vehicles (hereafter also referred to as “vehicle” or “vehicles”) and their operation on roadways: Level 0: No Driving Automation Level 1: Driver Assistance Level 2: Partial Driving Automation Level 3: Conditional Driving Automation Level 4: High Driving Automation Level 5: Full Driving Automation These level definitions, along with additional supporting terms and definitions provided herein, can be used to describe the full range of driving automation features equipped on [motor] vehicles in a functionally consistent and coherent manner. “On‑road” refers to publicly accessible roadways (including parking areas and private campuses that permit public access) that collectively serve all road users, including cyclists, pedestrians, and users of vehicles with and without driving automation features. The levels apply to the driving automation feature(s) that are engaged in any given instance of on-road operation of an equipped vehicle. As such, although a given vehicle may be equipped with a driving automation system that is capable of delivering multiple driving automation features that perform at different levels, the level of driving automation exhibited in any given instance is determined by the feature(s) that are engaged. This document also refers to three primary actors in driving: the (human) user, the driving automation system, and other vehicle systems and components. These other vehicle systems and components (or the vehicle in general terms) do not include the driving automation system in this model, even though as a practical matter a driving automation system may actually share hardware and software components with other vehicle systems, such as a processing module(s) or operating code. The levels of driving automation are defined by reference to the specific role played by each of the three primary actors in performance of the DDT and/or DDT fallback. “Role” in this context refers to the expected role of a given primary actor, based on the design of the driving automation system in question and not necessarily to the actual performance of a given primary actor. For example, a driver who fails to monitor the roadway during engagement of a Level 1 adaptive cruise control (ACC) system still has the role of driver, even while s/he is neglecting it. Active safety systems, such as electronic stability control (ESC) and automatic emergency braking (AEB), and certain types of driver assistance systems, such as lane keeping assistance (LKA), are excluded from the scope of this driving automation taxonomy because they do not perform part or all of the DDT on a sustained basis, but rather provide momentary intervention during potentially hazardous situations. Due to the momentary nature of the actions of active safety systems, their intervention does not change or eliminate the role of the driver in performing part or all of the DDT, and thus are not considered to be driving automation, even though they perform automated functions. In addition, systems that inform, alert, or warn the driver about hazards in the driving environment are also outside the scope of this driving automation taxonomy, as they neither automate part or all of the DDT, nor change the driver’s role in performance of the DDT (see 8.13). It should be noted, however, that crash avoidance features, including intervention-type active safety systems, may be included in vehicles equipped with driving automation systems at any level. For automated driving system (ADS) features (i.e., Levels 3 to 5) that perform the complete DDT, crash mitigation and avoidance capability is part of ADS functionality (see also 8.13).

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.

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 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 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/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 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.

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.

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 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 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.