BS ISO 11270-2014 Intelligent transport systems Lane keeping assistance systems (LKAS) Performance requirements and test procedures《智能运输系统 车道保持辅助系统(LKAS) 性能要求和试验程序》.pdf

《BS ISO 11270-2014 Intelligent transport systems Lane keeping assistance systems (LKAS) Performance requirements and test procedures《智能运输系统 车道保持辅助系统(LKAS) 性能要求和试验程序》.pdf》由会员分享，可在线阅读，更多相关《BS ISO 11270-2014 Intelligent transport systems Lane keeping assistance systems (LKAS) Performance requirements and test procedures《智能运输系统 车道保持辅助系统(LKAS) 性能要求和试验程序》.pdf（30页珍藏版）》请在麦多课文档分享上搜索。

1、BSI Standards PublicationBS ISO 11270:2014Intelligent transport systems Lane keeping assistancesystems (LKAS) Performancerequirements and testproceduresBS ISO 11270:2014 BRITISH STANDARDNational forewordThis British Standard is the UK implementation of ISO 11270:2014.The UK participation in its prep

2、aration was entrusted to TechnicalCommittee EPL/278, Intelligent transport systems.A list of organizations represented on this committee can beobtained on request to its secretary.This publication does not purport to include all the necessaryprovisions of a contract. Users are responsible for its co

3、rrectapplication. The British Standards Institution 2014. Published by BSI StandardsLimited 2014ISBN 978 0 580 70604 2ICS 03.220.20; 35.240.60Compliance with a British Standard cannot confer immunity fromlegal obligations.This British Standard was published under the authority of theStandards Policy

4、 and Strategy Committee on 31 May 2014.Amendments issued since publicationDate Text affectedBS ISO 11270:2014 ISO 2014Intelligent transport systems Lane keeping assistance systems (LKAS) Performance requirements and test proceduresSystmes intelligents de transport Systmes daide au suivi de voie Exig

5、ences de performance et modes opratoires dessaiINTERNATIONAL STANDARDISO11270First edition2014-05-15Reference numberISO 11270:2014(E)BS ISO 11270:2014ISO 11270:2014(E)ii ISO 2014 All rights reservedCOPYRIGHT PROTECTED DOCUMENT ISO 2014All rights reserved. Unless otherwise specified, no part of this

6、publication may be reproduced or utilized otherwise in any form or by any means, electronic or mechanical, including photocopying, or posting on the internet or an intranet, without prior written permission. Permission can be requested from either ISO at the address below or ISOs member body in the

7、country of the requester.ISO copyright officeCase postale 56 CH-1211 Geneva 20Tel. + 41 22 749 01 11Fax + 41 22 749 09 47E-mail copyrightiso.orgWeb www.iso.orgPublished in SwitzerlandBS ISO 11270:2014ISO 11270:2014(E) ISO 2014 All rights reserved iiiContents PageForeword ivIntroduction v1 Scope . 12

8、 Normative references 13 Terms and definitions . 14 Symbols and abbreviated terms . 34.1 Symbols . 34.2 Abbreviated terms . 35 Requirements 35.1 Functionality . 35.2 Basic driver interface and intervention capabilities 45.3 Minimum functionality 55.4 Operational limits . 55.5 Failure reactions 56 Pe

9、rformance evaluation test methods . 66.1 Environmental conditions . 66.2 Test course conditions 66.3 Test vehicle conditions . 66.4 Test system installation and configuration 66.5 Test procedure . 7Annex A (informative) Example for a track for the test procedure in a curve. 9Annex B (informative) Na

10、tional road markings .11Bibliography .19BS ISO 11270:2014ISO 11270:2014(E)ForewordISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing International Standards is normally carried out through ISO tec

11、hnical committees. Each member body interested in a subject for which a technical committee has been established has the right to be represented on that committee. International organizations, governmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closel

12、y with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.The procedures used to develop this document and those intended for its further maintenance are described in the ISO/IEC Directives, Part 1. In particular the different approval criteria nee

13、ded for the different types of ISO documents should be noted. This document was drafted in accordance with the editorial rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives). Attention is drawn to the possibility that some of the elements of this document may be the subject of patent

14、 rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of any patent rights identified during the development of the document will be in the Introduction and/or on the ISO list of patent declarations received (see www.iso.org/patents). Any trade name used i

15、n this document is information given for the convenience of users and does not constitute an endorsement.For an explanation on the meaning of ISO specific terms and expressions related to conformity assessment, as well as information about ISOs adherence to the WTO principles in the Technical Barrie

16、rs to Trade (TBT) see the following URL: Foreword - Supplementary informationThe committee responsible for this document is ISO/TC 204, Intelligent transport systems.iv ISO 2014 All rights reservedBS ISO 11270:2014ISO 11270:2014(E)IntroductionThe main system function of a Lane Keeping Assistance Sys

17、tem (LKAS) is to support the driver in keeping the vehicle within the current lane. LKAS acquires information on the position of the vehicle within the lane and, when required, sends commands to actuators to influence the lateral movement of the vehicle. LKAS provides status information to the drive

18、r.Issues such as specific requirements for the detection sensor function and its performance, or the communication links for co-operative solutions, will not be considered here. ISO 2014 All rights reserved vBS ISO 11270:2014BS ISO 11270:2014Intelligent transport systems Lane keeping assistance syst

19、ems (LKAS) Performance requirements and test procedures1 ScopeThis International Standard 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 K

20、eeping 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 highwa

21、ys 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

22、 temporary or irregular lane markings (such as roadwork zones) is not within the scope of this International Standard. This International Standard is applicable to passenger cars, commercial vehicles, and buses.2 Normative referencesThe following documents, in whole or in part, are normatively refer

23、enced in this document and are indispensable for its application. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies.ISO 2575, Road vehicles Symbols for controls, indicators and tell-tales3 Te

24、rms and definitionsFor the purposes of this document, the following terms and definitions apply.3.1subject vehiclevehicle equipped with LKAS as defined herein3.2system statesone of several stages or phases of system operation (see Figure 1)3.2.1LKAS off statesystem is switched off3.2.2LKAS on states

25、ystem is switched on3.2.3LKAS stand-by statesystem is switched on but the activation criteria are not all met3.2.4LKAS active statesystem is switched on and the activation criteria are metINTERNATIONAL STANDARD ISO 11270:2014(E) ISO 2014 All rights reserved 1BS ISO 11270:2014ISO 11270:2014(E)3.3lane

26、area of roadway that a vehicle would be expected to travel along in the absence of any obstruction without the drivers desire to change the path of travel3.4visible lane markingdelineators intentionally placed on the borderline of the lane that are directly visible to the driver while driving (e.g.

27、not covered by snow, etc.)3.5incidental visible road featurevisible patterns on the road surface that were not explicitly intended to delineate the boundaries of the lane, but which are indicative of the position of the laneNote 1 to entry: These can include such features as pavement seams or edges

28、and curbs.3.6lane boundaryborderline of the lane that is determined by a visible lane marking; and in the absence of a visible lane marking, by incidental visible road features or other means such as GPS, magnetic nails, etcNote 1 to entry: In the case of a visible lane marking, the boundary is at t

29、he center thereof.3.7time to line crossingTTLCcalculated time to lane departureNote 1 to entry: For example, the most simple calculation method of this time (TTLC) is to divide lateral distance (D) between the predetermined part of the vehicle and the lane boundary by rate of departure (V_depart) of

30、 the vehicle relative to the lane. (TTLC = D/V_depart)3.8suppression requestdriver request or a system feature intended to prevent an LKAS action if an intentional lane departure is detected3.9lane keeping actionsactions which the system performs to influence the lateral movement of the subject vehi

31、cle with the intention of helping the driver to keep the vehicle within the lane3.10rate of departureV_departcomponent of subject vehicles approach velocity at a right angle to the lane boundary3.11visibilitydistance at which the illuminance of a non-diffusive beam of white light with a colour tempe

32、rature of 2 700 K is decreased to 5 % of its original light source illuminance3.12automatic drivingsystem that drives the vehicle without the driver being in the vehicle control loop, e.g. without a hand on the steering wheel or feet on the pedals2 ISO 2014 All rights reservedBS ISO 11270:2014ISO 11

33、270:2014(E)3.13failuremechanical or electronic malfunction which causes a persistent loss of performance or functionNote 1 to entry: Temporary performance reductions, for example, due to bad weather conditions, bad lane markings, or temporarily occurring sensor blindness, are not considered a failur

34、e.3.14straightsegment of road which curvature is less than 1/5 000 m4 Symbols and abbreviated terms4.1 SymbolsTable 1 Symbols and meaningsSymbol MeaningD distance between the predetermined part of the vehicle and the lane boundaryLKAS_curvature_rate_max maximum rate of change of curvature which is a

35、llowed for the curve test trackLKAS_curve_time minimum duration of the curve test after entering the curveLKAS_Lat_Acel_max maximum lateral acceleration which is allowed to be induced by a lane keeping actionLKAS_Lat_Jerk_max maximum lateral jerk which is allowed to be induced by a lane keeping acti

36、onLKAS_Offset_max maximum value by which the outer edges of the tyres of the vehicle are allowed to exceed the lane boundaryV_depart rate of departurevmax LKAS is not required to function if the vehicle speed is larger than vmaxvmin LKAS is not required to function if the vehicle speed is less than

37、vmin4.2 Abbreviated termsTTLC time to line crossing5 Requirements5.1 FunctionalityFigure 1 LKAS states and transitions ISO 2014 All rights reserved 3BS ISO 11270:2014ISO 11270:2014(E)LKAS provides support for safe lane keeping operations by drivers and do not perform automatic driving nor prevent po

38、ssible lane departures. The responsibility for the safe operation of the vehicle always remains with the driver. LKAS shall, as a minimum, provide the following operations and state transitions. The following constitutes the fundamental behaviour of LKAS. The transition from LKAS off to LKAS on can

39、be performed by the driver or automatically, e.g. after the ignition is switched on and no system failure has occurred. The transition from LKAS on to LKAS off can be performed by the driver or automatically, for instance after the ignition is switched off or a system failure has occurred. LKAS shal

40、l be operational for speeds between vmin and vmax. vmin = 20 m/s, vmax = 30 m/s, or the maximum possible vehicle speed, whichever is less. It is allowed to be operational in a wider speed range. In LKAS stand-by state, the system shall evaluate the activation criteria. LKAS shall not perform any lan

41、e keeping actions. One of the activation criteria shall be that the system has determined the position of the vehicle within the lane relative to the visible lane markings of its own lane. It is up to the manufacturer to decide whether it is necessary to detect one or both visible lane markings of t

42、he own lane. Other criteria to be selected by the manufacturer can be the type of the lane marking (e.g. solid or dashed), a minimum vehicle speed, driver actions, steering angle, and other vehicle conditions. If all of the selected activation criteria are met, the system shall transition from LKAS

43、stand-by to LKAS active state. This transition can be done automatically or by a driver confirmation. In LKAS active state, the system shall evaluate the activation criteria. If any one of the selected activation criteria is not met, the system shall transition from LKAS active to LKAS stand-by stat

44、e. In the LKAS active state, the system can perform lane keeping actions to influence the lateral movement of the subject vehicle with the intention of helping the driver to keep the vehicle within the lane when an unintended lane departure is likely. A lane keeping action influences the lateral mov

45、ement of the subject vehicle with respect to the lane in such a way that the TTLC increases compared to the vehicle movement without a lane keeping action (unless the driver overrides the system). The system can detect suppression requests to minimize nuisance lane keeping actions. The suppression r

46、equest can be issued, e.g. if the driver operates a turn signal.5.2 Basic driver interface and intervention capabilitiesThe system shall provide the following controls and intervention capabilities:5.2.1 Operation elements and system reactions The driver shall be provided with means to override the

47、lane keeping action at any time. Such means shall include turning the steering wheel. Specific driver actions can be considered as a suppression request. The driver shall be provided with the means to transition from LKAS on to LKAS off and to keep the system in the LKAS off state. Such transition s

48、hall be possible regardless of whether the system is in the LKAS active or the LKAS stand-by state. The driver shall be provided with the means to transition from LKAS off to LKAS on. Drivers shall be informed of the conditions that result in LKAS activation and deactivation by the vehicle owners ma

49、nual.5.2.2 Display elements The information about whether the LKAS is in LKAS on state shall be accessible to the driver, e.g. in a pull down menu. It shall be displayed whether LKAS is in LKAS active state, except if the vehicle is equipped with a combination of systems that assist the driver to keep the vehicle inside the lane, e.g. with lane 4 ISO 2014 All rights reservedBS ISO 11270:2014ISO 11270:2014(E)departure warning system and LKAS. In this case, it shall be displayed whether at least one of the systems is in