ISO/SAE PAS 22736:2021 道路机动车辆驾驶自动化系统相关术语的分类和定义

标准编号：ISO/SAE PAS 22736:2021

中文名称：道路机动车辆驾驶自动化系统相关术语的分类和定义

英文名称：Taxonomy and definitions for terms related to driving automation systems for on-road motor vehicles

发布日期：2021-08

标准范围

本文件描述了在持续的基础上执行部分或全部动态驾驶任务(DDT)的[机动车]驾驶自动化系统。它提供了一个分类法，详细定义了驾驶自动化的六个级别，范围从无驾驶自动化（0级）到完全驾驶自动化（5级），在[机动车]车辆（以下也称为“车辆”或“车辆”）及其在道路上的操作:0级:无驾驶自动化1级:驾驶员辅助第二级:部分驾驶自动化第3级:有条件驾驶自动化第四级:驾驶自动化程度高第5级:全驾驶自动化这些级别定义以及本文提供的附加支持术语和定义可以用于以功能一致和连贯的方式描述装备在[机动车]车辆上的全部范围的驾驶自动化特征。“On？road”是指共同为所有道路使用者（包括骑自行车者、行人以及具有和不具有驾驶自动化功能的车辆使用者）服务的公众可进入的道路（包括允许公众进入的停车区和私人校园）。这些级别适用于在装备车辆的道路操作的任何给定实例中参与的驾驶自动化特征。因此，尽管给定车辆可以配备有能够递送以不同级别执行的多个驾驶自动化特征的驾驶自动化系统，但是在任何给定实例中表现出的驾驶自动化水平由所接合的(一个或多个)特征确定。本文件还提到了驾驶中的三个主要参与者:（人类）用户、驾驶自动化系统以及其他车辆系统和部件。这些其他车辆系统和部件(或一般术语中的车辆)不包括该模型中的驾驶自动化系统，即使作为实际事项，驾驶自动化系统实际上可以与其他车辆系统共享硬件和软件部件，诸如(一个或多个)处理模块或操作代码。驾驶自动化的水平是通过参考三个主要参与者中的每一个在执行DDT和/或DDT回退中所扮演的具体角色来定义的。在本文中，“角色”是指基于所讨论的驾驶自动化系统的设计，给定主要参与者的预期角色，而不一定是给定主要参与者的实际表现。例如，在接合1级自适应巡航控制（ACC）系统期间未能监控道路的驾驶员仍然具有驾驶员的角色，即使他/她忽略了该角色。主动安全系统，如电子稳定控制（ESC）和自动紧急制动（AEB），以及某些类型的驾驶员辅助系统，如车道保持辅助（LKA），被排除在此驾驶自动化分类的范围之外，因为它们不持续执行部分或全部DDT，而是在潜在危险情况下提供瞬时干预。由于主动安全系统动作的瞬时性质，它们的干预不会改变或消除驾驶员在执行部分或全部DDT中的作用，因此不被认为是驾驶自动化，即使它们执行自动化功能。此外，告知、警告或警告驾驶员驾驶环境中的危险的系统也不在本驾驶自动化分类法的范围之内，因为它们既不使部分或全部DDT自动化，也不改变驾驶员在DDT性能中的作用（见8。13).然而，应该注意的是，包括干预型主动安全系统的碰撞避免特征可以包括在配备有任何级别的驾驶自动化系统的车辆中。对于执行完整DDT的自动驾驶系统（ADS）功能（即3至5级），碰撞缓解和避免能力是ADS功能的一部分（另见8.13）。

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 AutomationLevel 1: Driver AssistanceLevel 2: Partial Driving AutomationLevel 3: Conditional Driving AutomationLevel 4: High Driving AutomationLevel 5: Full Driving AutomationThese 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).

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