BS ISO 22178-2009 Intelligent transport systems - Low speed following (LSF) systems - Performance requirements and test procedures《智能运输系统 低速跟踪(LSF)系统 性能要求和试验程序》.pdf

《BS ISO 22178-2009 Intelligent transport systems - Low speed following (LSF) systems - Performance requirements and test procedures《智能运输系统 低速跟踪(LSF)系统 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 22178-2009 Intelligent transport systems - Low speed following (LSF) systems - Performance requirements and test procedures《智能运输系统 低速跟踪(LSF)系统 性能要求和试验程序》.pdf（40页珍藏版）》请在麦多课文档分享上搜索。

1、BS ISO22178:2009ICS 43.040.15NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBRITISH STANDARDIntelligent transportsystems Lowspeed following(LSF) systems Performancerequirements and testproceduresThis British Standardwas published under theauthority of the StandardsPolicy and S

2、trategyCommittee on 31 August2009 BSI 2009ISBN 978 0 580 58135 9Amendments/corrigenda issued since publicationDate CommentsBS ISO 22178:2009National forewordThis British Standard is the UK implementation of ISO 22178:2009.The UK participation in its preparation was entrusted to TechnicalCommittee EP

3、L/278, Road transport informatics.A list of organizations represented on this committee can be obtained onrequest to its secretary.This publication does not purport to include all the necessary provisionsof a contract. Users are responsible for its correct application.Compliance with a British Stand

4、ard cannot confer immunityfrom legal obligations.BS ISO 22178:2009Reference numberISO 22178:2009(E)ISO 2009INTERNATIONAL STANDARD ISO22178First edition2009-04-01Intelligent transport systems Low speed following (LSF) systems Performance requirements and test procedures Systmes intelligents de transp

5、ort Systmes suiveurs basse vitesse (LSF) Exigences de performance et mthodes dessai BS ISO 22178:2009ISO 22178:2009(E) PDF disclaimer This PDF file may contain embedded typefaces. In accordance with Adobes licensing policy, this file may be printed or viewed but shall not be edited unless the typefa

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10、ww.iso.org Published in Switzerland ii ISO 2009 All rights reservedBS ISO 22178:2009ISO 22178:2009(E) ISO 2009 All rights reserved iiiContents Page Foreword iv Introduction v 1 Scope . 1 2 Normative references . 1 3 Terms and definitions 1 4 Symbols and abbreviated terms . 3 5 Classification types o

11、f LSF systems 4 6 Requirements 4 6.1 Basic control strategy 4 6.2 Applicable target vehicle . 6 6.3 Functionality 8 6.4 Basic driver interface and intervention capabilities . 10 6.5 Operational limits 11 6.6 Activation of brake lights. 12 6.7 Failure reactions . 12 6.8 Combination with other systems

12、 13 7 Performance evaluation test methods 13 7.1 Environmental conditions 13 7.2 Test target specification 14 7.3 Detection zone test. 14 7.4 Target discrimination test 15 7.5 Automatic deceleration test. 17 7.6 Automatic retargeting capability test (type 2 LSF system only) 18 7.7 Curve capability t

13、est. 19 Annex A (normative) Technical information 23 Bibliography . 28 BS ISO 22178:2009ISO 22178:2009(E) iv ISO 2009 All rights reservedForeword ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing

14、 International Standards is normally carried out through ISO technical 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 liais

15、on with ISO, also take part in the work. ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization. International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2. The main task of te

16、chnical committees is to prepare International Standards. Draft International Standards adopted by the technical committees are circulated to the member bodies for voting. Publication as an International Standard requires approval by at least 75 % of the member bodies casting a vote. Attention is dr

17、awn to the possibility that some of the elements of this document may be the subject of patent rights. ISO shall not be held responsible for identifying any or all such patent rights. ISO 22178 was prepared by Technical Committee ISO/TC 204, Intelligent transport systems. BS ISO 22178:2009ISO 22178:

18、2009(E) ISO 2009 All rights reserved vIntroduction The main system function of low speed following is to control vehicle speed adaptively to a forward vehicle by using information about: (1) ranging to forward vehicles, (2) the motion of the subject (LSF equipped) vehicle and (3) driver commands (se

19、e Figure 1 Functional LSF elements). Based upon the information acquired, the controller (identified as “LSF control strategy” in Figure 1) sends commands to actuators for carrying out its longitudinal control strategy and also sends status information to the driver. Figure 1 Functional LSF elements

20、 The goal of LSF is a partial automation of the longitudinal vehicle control to reduce the drivers workload. This International Standard may be used as a system level standard by other standards, which extend the LSF to a more detailed standard, e.g. for specific detection and ranging sensor concept

21、s or higher level of functionality. Therefore, issues like specific requirements for the detection and ranging sensor function and performance or communication links for co-operative solutions will not be considered here. BS ISO 22178:2009BS ISO 22178:2009INTERNATIONAL STANDARD ISO 22178:2009(E) ISO

22、 2009 All rights reserved 1Intelligent transport systems Low speed following (LSF) systems Performance requirements and test procedures 1 Scope This International Standard contains the basic control strategy, minimum functionality requirements, basic driver-interface elements, minimum requirements f

23、or diagnostics and reaction to failure, and performance test procedures for low speed following (LSF) systems. An LSF system is primarily intended to reduce the drivers workload of repeatedly operating the accelerator and the brake pedal under congested traffic in order to keep a proper following di

24、stance 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

25、 system. The LSF system does not normally provide speed regulator control. 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referen

26、ced document (including any amendments) applies. ISO 2575, Road vehicles Symbols for controls, indicators and tell-tales 3 Terms and definitions 1)For the purposes of this document, the following terms and definitions apply. 3.1 clearance distance from the forward vehicles trailing surface to the su

27、bject vehicles leading surface 3.2 congested traffic traffic condition where the driver, at lower speed, repeatedly starts, follows a forward vehicle, and stops in order to keep a proper following distance behind the forward vehicle 3.3 cutting out situation in which the target vehicle changes lanes

28、 from behind a preceding vehicle 1) Definitions are in accordance with the Glossary of ISO/TC 204/WG 14. BS ISO 22178:2009ISO 22178:2009(E) 2 ISO 2009 All rights reserved3.4 forward vehicle vehicle in front of, and moving in the same direction and travelling on the same roadway as, the subject vehic

29、le 3.5 go operation driver action to convey to the system the intention of placing the subject vehicle in motion EXAMPLE Operation of the accelerator pedal and operation of a switch for starting the subject vehicle. 3.6 low speed following LSF function that allows the subject vehicle to follow a for

30、ward vehicle in low speed ranges such as congested traffic at an appropriate distance by controlling the engine and/or power train and the brakes 3.7 LSF following state condition where the system controls the clearance to the target vehicle according to the selected time gap 3.8 LSF hold state cond

31、ition where the system controls the subject vehicle to be kept stationary 3.9 LSF retargeting state temporary target-lost period during a transition to the next target vehicle 3.10 maximum operational speed maximum speed the LSF system can attain while in following control 3.11 minimum operational s

32、peed minimum speed the LSF system can maintain while in following control 3.12 slow moving object object in front of the subject vehicle that is moving at less than MAX 1,0 m/s, 10 % of the subject vehicle speed in the direction of the centreline of the subject vehicle 3.13 stationary object object

33、in front of the subject vehicle that is stationary 3.14 steady state condition whereby the value of the described parameter does not change with respect to time, distance, etc. 3.15 subject vehicle vehicle equipped with the LSF system in question and related to the topic of discussion 3.16 target ve

34、hicle vehicle that the subject vehicle follows BS ISO 22178:2009ISO 22178:2009(E) ISO 2009 All rights reserved 33.17 time gap value calculated from vehicle speed, v, divided by clearance, c NOTE See Figure 2. Figure 2 Time gap 4 Symbols and abbreviated terms CTT Coefficient for Test Target (for infr

35、ared reflectors) (m2/sr) c clearance, inter vehicle distance (m) cminminimum clearance under steady state conditions for all speeds (including hold state) (m) cmin(v) minimum steady state clearance at speed v (m) dmaxdistance, maximum detection range on straight roads (m) dAdistance between source a

36、nd projected area A (m) dtarget_limitdistance above which the system shall not regard a target vehicle (m) d0distance below which detection of a target vehicle is not required (m) d1distance below which neither distance measurement nor determination of relative speed is required (m) l length (of a s

37、ide of a RADAR test reflector) (m) R curve radius (m) Rminminimum curve radius (m) RCS RADAR Cross Section (m2) v true subject vehicle speed over ground (m/s) vcircle_startvehicle speed as it enters a curve of radius R (m/s) vmaxmaximum operational speed (m/s) vminminimum operational speed (m/s) vve

38、hicle_endvehicle speed at the end of a test (m/s) vvehicle_startvehicle speed at the start of a test (m/s) BS ISO 22178:2009ISO 22178:2009(E) 4 ISO 2009 All rights reservedA projected (utilized) area (m2) At illuminated surface (m2) Et intensity of irradiation (W/m2) I radiated intensity (W/sr) Iref

39、 radiated intensity in a given direction (W/sr) wavelength (m) gap, time gap between vehicles (s) maxmaximum selectable time gap (s) max(v)maximum possible steady state time gap at a given speed v (s) minminimum selectable time gap (s) min(v)minimum steady state time gap at speed v (s) radiation sou

40、rce (W) ref radiated power (W) t incident radiated power (W) solid angle (sr) 0solid angle of the source (sr) 5 Classification types of LSF systems Two types of LSF systems are addressed in this International Standard. The type 1 LSF system follows the target vehicle that is recognized when the driv

41、er activates the system. The type 2 LSF system follows the target vehicle that is recognized when the driver activates the system and it retargets the target vehicle automatically until the system is deactivated. 6 Requirements 6.1 Basic control strategy LSF systems shall, as a minimum, provide the

42、following control strategy and state transitions (see Figure 3). The following constitutes the fundamental behaviour of LSF systems. In the LSF following state, the vehicle speed will be controlled automatically to maintain a clearance to a target vehicle (for car-following capability, see 6.3.2). (

43、Type 2 LSF system) In the LSF following state, a new target vehicle will be chosen automatically (for automatic retargeting capability, see 6.3.3). BS ISO 22178:2009ISO 22178:2009(E) ISO 2009 All rights reserved 5 (Type 2 LSF system) In the LSF retargeting state, the subject vehicle shall not accele

44、rate (for automatic retargeting capability, see 6.3.3). After the subject vehicle has come to a stop, the system shall transfer to the LSF hold or stand-by state (for deactivation conditions, see 6.3.5). In the LSF hold state, automatic brake control will be accomplished for keeping the subject vehi

45、cle stationary (for hold capability, see 6.3.4). aThe transition is driven after self-diagnostics by manual operation or automatically performed. bThe transition is driven by a manual operation of the on-off switch of the LSF system. Automatic switch-off function can be activated upon detecting any

46、failure. cThe drivers operation to deactivate the system or the conditions specified in 6.3.5. dOptional state. Figure 3 LSF states and transitions BS ISO 22178:2009ISO 22178:2009(E) 6 ISO 2009 All rights reserved6.2 Applicable target vehicle 6.2.1 General The LSF system shall regard the forward veh

47、icles that conform to the following conditions from 6.2.2 to 6.2.4 as a target vehicle. 6.2.2 Detection targets The LSF system shall detect moving vehicles. The LSF system shall regard a stopped vehicle that was tracked before it stopped as a target vehicle. It is optional to design LSF systems to r

48、egard an object that is already stationary or slow-moving when detected as a target vehicle. When stationary objects or slow-moving objects are not regarded as a target vehicle, the driver shall be informed, as a minimum, by a statement in the vehicle owners manual. 6.2.3 Detection range on straight

49、 roads Key 1 subject vehicle 2 forward vehicle aDetection of vehicle not required. bDetection of vehicle required. cDetection of vehicle and determination of range. Figure 4 Range of detection If a forward vehicle is present within the distance range of d1to dmax, the LSF system shall measure the range between the forward and subject vehicles (see Figure 4). Within this range, the forward vehicle shall be detected within a lateral area of at least the subject vehicle width. dm