class of adaptive cruise control systems, which allows the subject vehicle to follow a forward vehicle at an appropriate distance by controlling the engine and/or power train and the brake above a certain minimum velocity

actions which the system performs to influence the lateral movement of the subject vehicle with the intention of helping the driver to keep the vehicle within the lane

function that causes application of the brake(s), not applied by the driver

state in which the system controls speed and/or clearance

driving automation system that is only able to perform part of the DDT

NOTE 1 to entry Driver support systems include level 1 and level 2 driving automation.

the lateral clearance of a target vehicle is defined as the lateral distance between the side of the subject vehicle and the near side of a target vehicle.

driving automation system that is able to perform the entire DDT on a sustained basis

NOTE 1 to entry The abbreviated form (“ADS”) is the most preferred form and the alternative form (“Automated Driving System”) uses initial capitals to avoid confusion with the more general “driving automation system”.

value of pre-collision urgency parameter (PUP), relative to an expected collision, for which FVCMS initiates a countermeasure

part in which the forces opposing the movement of the vehicle develop

NOTE 1 to entry It can be a friction brake (when the forces are generated by friction between two parts of the vehicle moving relatively to one another); an electrical brake (when the forces are generated by electro-magnetic action between two parts of the vehicle moving relatively but not in contact with one another); a fluid brake (when the forces are generated by the action of a fluid situated between two parts of the vehicle moving relatively to one another); an engine brake (when the forces are derived from an artificial increase in the braking action, transmitted to the wheels, of the engine).

NOTE 2 to entry Definition according to ECE-R 13-H, transmission control devices are not considered as brakes.

distance, Xv, travelled by a vehicle with the speed of v, from the time the driver receives CIWS warning until the vehicle comes to a complete stop

NOTE 1 to entry This includes the distance travelled during the driver perception and reaction time.

any vehicle that is closing on the subject vehicle from behind, or any vehicle that is located in one of the adjacent zones

system is in on state and the system has inadequate information

NOTE 1 to entry The system cannot make a decision whether the warning criteria are met or not because of fault in GNSS device, lack of map data, or other reasons.

system is in available state and the warning criteria are not all met

NOTE 1 to entry The system periodically judges whether the criteria are met in order to transition to the warning state.

third derivative with respect to time of the position of an object; equivalently the rate of change of the acceleration of an object; considered a measure of harshness of vehicle motion

time needed for a vehicle approaching the intersection at a speed of v to travel the distance, X, from its current location to the stop line

travel time from the current position of the subject vehicle to the curvature point of interest and defined as follows tSV = Scurrent/Vcurrent where Vcurrent is the current speed of the subject vehicle

curve detection range of the CSWS

NOTE 1 to entry For the curvature points that have radius of curvature ≤RC and the distances from the subject vehicle to the curved roads are < SLAD, the curvature point is considered to be a curvature point of interest.

urgent indication to the driver of an imminent threat (collision) with an obstacle

calculated time to lane departure

NOTE 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 the vehicle relative to the lane. (TTLC = D/V_depart).

all real-time operational and tactical functions required to operate a vehicle in on-road traffic

NOTE 1 to entry The DDT includes lateral vehicle motion control, longitudinal vehicle motion control, monitoring the driving environment, object and event response execution, manoeuvre planning and enhancing conspicuity.

NOTE 2 to entry The DDT excludes strategic functions such as trip scheduling and selection of destinations and waypoints.

the closing vehicle warning function is defined as a function that detects closing vehicles in one or more of the rear zones and warns the driver per the requirements given in ISO 17387

indication presented to the driver that the ERBA system has completed its state transition from OFF (or standby) to ON and is now ready for operational use

NOTE The method of presentation of this indication may be visual or audible or any combination so desired by the system designer.

provides the driver information on the specific distance between the subject vehicle and the obstacle

single vehicle or combination of vehicles defined as Category 1-2 or Category 2 in the United Nations Economic and Social Council World Forum for Harmonization of Vehicle Regulations (WP.29) TRANS/WP.29/1045

NOTE 1 to entry A truck is in the heavy vehicle category.

optical radar reflectivity of the target, which is defined as the radiated intensity towards the receiver (Iref – W/sr) measured at target level, immediately after the reflection; divided by the intensity of irradiation received from the transmitter (Et – W/m2) measured at target level, immediately before the reflection

NOTE 1 to entry The units for RCTT value are in m2/sr.

<driving automation> vehicle designed to be operated by a person during part or all of every trip.

maximum speed the LSF system can attain while in following control

NOTE 1 to entry LKAS is not required to function if the speed is larger than vmax.

value of PUP, relative to an expected collision, for which initiation of a specific countermeasure shall be required

deceleration that, if constant, would enable the subject vehicle to match the warning threshold speed for the target curvature point of interest

minimum speed the LSF system can maintain while in following control

NOTE 1 to entry LKAS is not required to funcion if the vehicle speed is less than vmin.

the minimum subject vehicle (SV) speed for which FVCMS must be capable of activating a countermeasure

function that allows the subject vehicle to follow a forward vehicle in low speed ranges such as congested traffic at an appropriate distance by controlling the engine and/or power train and the brakes

set of operating conditions under which a given driving automation system or feature thereof is specifically designed to function

EXAMPLE 1 ADS feature designed to operate a vehicle only on fully access-controlled freeways in low-speed traffic, under fair weather conditions and optimal road maintenance conditions (e.g. good lane markings and not under construction).

EXAMPLE 2 ADS-dedicated vehicle designed to operate only within a geographically-defined area, and only during daylight at speeds not exceeding 25 mph.

NOTE 1 to entry The conditions can include environmental, geographical, time-of-day, and/or other restrictions.

NOTE 2 to entry The conditions can require the presence or absence of certain traffic or roadway characteristics.

outermost limit of the warning threshold

<driving automation> response by a person to perform the DDT or by an ADS to achieve a minimal risk condition when the response is triggered upon violation of the defined operational design domain constraints or in response to a DDT performance-relevant driving automation system failure

NOTE 1 to entry This term includes the response of a person to perform the DDT in a manner to quickly achieve a minimal risk condition.

measure of the reflective strength of a radar target measured in square meters, and defined as 4π times the ratio of the power per unit solid angle scattered in a specified direction to the power per unit area in a radio wave incident on the scatterer from a specified direction

characteristic of the brightness of the scene of which the image sensor captures the image

phase in which there is no longitudinal control by ACC system and the system is ready for activation by the driver

material entity that can affect the vehicle's operation

EXAMPLE steering wheel, lever, pedal, knob, button, touch screen

NOTE 1 to entry Input devices include those used to control the motion of the vehicle (e.g. a brake pedal), the state of vehicular equipment (e.g. headlight control), the configuration of the vehicle (e.g. temperature control), etc.

vehicle travelling at or below “A” km/h within a traffic flow

NOTE The value for “A” is to be determined according to the road configuration and speed limit.

driver request or a system feature intended to prevent an LKAS action if an intentional lane departure is detected

time that it will take a subject vehicle to collide with the target vehicle assuming the relative acceleration between the subject vehicle (SV) and target vehicle (TV) remains constant

average distance between the front of one vehicle and another in a continuous traffic flow

NOTE This parameter is inversely proportional to the density of traffic.

real-time parameter that signifies the urgency of a potential future collision

component which detects objects in at least part of the region entirely ahead of the front bumper

relative velocity between the subject vehicle and the detected obstacle, regardless of whether one or both is/are stationary or moving

forward adjacent vehicle that has a lateral component of motion towards the path of the subject vehicle

distance travelled by a vehicle from the time the driver judged what action to take until the time the brake is applied after having been notified of a traffic impediment

automated lateral control (i.e. steering) of the vehicle by the APS during the parking manoeuvre while the driver has control of the vehicle speed and driving direction

minimum area in which APS is able to search the environment for suitable parking slots

the subject vehicle’s overtaking speed is defined as the difference between the subject vehicle’s speed and the target vehicle’s speed when the subject vehicle is overtaking the target vehicle

NOTE A positive overtaking speed indicates that the subject vehicle is moving faster than the target vehicle.

component of subject vehicle’s approach velocity at a right angle to the lane boundary

driver that performs the dynamic driving task using the vehicle's built-in input devices to control the longitudinal and lateral movement of the vehicle

malfunction in a vehicle system that prevents the driving automation system from reliably performing its portion of the DDT on a sustained basis

NOTE 1 to entry The malfunction can be internal to the driving automation system or part of another vehicle system.

component or set of components which detects objects in the monitoring range

specific three-dimensional   around the vehicle, which is divided into rear and front corner m.r., front, rear-1 and rear-2 m.r

NOTE The covered monitoring ranges depend on the intended use of the system.

vehicle that limits the parking slot to the rear or the front

object in front of the subject vehicle which is stationary

condition where the system controls the clearance to the target vehicle according to the selected time gap

phase in which the system is active during standstill

NOTE 1 to entry Applied for FSRA-type systems only.

state in which the system controls the clearance to the target vehicle according to the selected time gap

state in which the system controls the speed according to the set speed

assisted parking manoeuvre is finished and APS gives the full control of the vehicle back to the driver

one of several stages or phases of system operation

system capable of measuring the dimensions of a parking slot, calculating an applicable trajectory, performing lateral control of the vehicle while manoeuvring into the slot and giving needed instructions to the driver

heavy single-chassis vehicle providing propulsion, control, and crew (driver) accommodation, with the primary purpose of controlling and transporting one or more separate load-carrying trailers

hardware and software system that is able to perform part or all of the DDT on a sustained basis

NOTE 1 to entry In contrast to this generic term for any level 1-5 system, the specific term for a level 3-5 system is “Automated Driving System (ADS).” Given the similarity between the generic term, “driving automation system,” and the level 3-5-specific term, “Automated Driving System,” the latter term is intentionally capitalized when spelled out and reduced to its acronym, “ADS”, as much as possible, while “driving automation system” should not be.

NOTE 2 to entry A driving automation system includes any system capable of level 1-5 driving automation.

NOTE 3 to entry Driving automation levels are defined in ISO/SAE 22736, which is also known as SAE J3016.

NOTE 4 to entry Driving automation levels include “level 1 driving automation”, “level 2 driving automation”, “level 3 ADS”, “level 4 ADS” and “level 5 ADS”.

points that is composing roads in digital map

NOTE 1 to entry Roads are composed of points and links which reflect the shape and position of the road in the digital map.

central angle between the curve start point and the curve end point

driver support system that provides either sustained lateral or sustained longitudinal vehicle motion control within a specific operational design domain with the expectation that a conventional driver completes the DDT

NOTE 1 to entry Other driving automation levels include “level 2 driving automation”, “level 3 ADS”, “level 4 ADS”, and “level 5 ADS”.

<driving automation> person who is able to operate the vehicle if the Level 3 ADS issues a request to intervene or if that person otherwise identifies a condition that requires intervention to perform the DDT

distance from the location where the warning starts to the target curvature point of interest

ADS designed with the expectation that the fallback-ready user is available to intervene

NOTE 1 to entry Level 3 ADSs are restricted to operating within a specific ODD.

NOTE 2 to entry Other driving automation levels include “level 1 driving automation”, “level 2 driving automation”, “level 4 ADS”, and “level 5 ADS”.

NOTE 3 to entry The user can intervene due to an ADS-issued request, a DDT performance-relevant system failure, or other reasons.

ADS that is capable of unconditional (i.e. not ODD-specific) operation and providing its own fallback, without any expectation that a human driver will respond to a request to intervene

NOTE 1 to entry Other driving automation levels include “level 1 driving automation”, “level 2 driving automation”, “level 3 ADS” and “level 4 ADS”.

systems capable of warning the driver of a potential collision with another vehicle in the forward path of the subject vehicle, excluding conditions where the subject and forward vehicle are not in the same direction of travel

delineators intentionally placed on the borderline of the lane that are directly visible by the driver while driving (e.g. not covered by snow, etc.)

NOTE Refer to ISO 17361 Annex A for country 165 specific visible lane marking definitions.

location where the warning is issued on the road, which corresponds to a warning trigger point set in the system

NOTE 1 In the case of TTLC, the warning threshold shifts depending on the rate of departure.

NOTE 2 The warning threshold is placed within the warning threshold placement zone.

vehicles, both moving and stationary, considered potential hazards that can be detected by this system

EXAMPLE Motor vehicles only, that is cars, trucks, buses, and motorcycles.

ADS-equipped vehicle designed for only driverless operation for complete trips

DEPRECATED: autonomous vehicle - vehicle integrated with an ADS

NOTE 1 to entry The terms “automated vehicle” and “AV” are often used in a colloquial form. However, these terms can be used to mean either an “ADS-equipped vehicle” or a “vehicle with an engaged ADS”. The term “ADS- equipped vehicle” is preferred since it is more precise and descriptive in its meaning.

NOTE 2 to entry The term “autonomous vehicle” is also often used in a colloquial form and is even less well defined. The term is particularly problematic because the word “autonomous” has been used for a long time in the robotics and artificial intelligence research communities to signify systems that have the ability and authority to make decisions independently and self-sufficiently. Due to its imprecise and overly broad meaning, use of the term “autonomous vehicle” is discouraged.

NOTE 3 to entry This term can be, and when possible should be, refined by identifying the level of automation. For example, the terms “level 5 ADS-equipped vehicle” and “level 5 automated vehicle” should be interpreted as “ADS-equipped vehicle where the ADS is a level 5 ADS”.

NOTE 4 to entry This term only describes the capabilities of the vehicle, not its operational state. In other words, the term applies as long as the ADS is connected to the vehicle, whether the DDT is actively engaged or not.

vehicle in front of and moving in the same direction and travelling on the same roadway as the subject vehicle

act of driving to the inner side of a curve, which can lead to an intentional lane departure

phase in which direct access for activation of “ACC active state” is disabled

system is switched off

input device designed to be electronically connected to a vehicle even when the vehicle is not in close proximity

driver that performs the dynamic driving task without using the vehicle's built- in input devices to control the longitudinal and lateral movement of the vehicle

NOTE 1 to entry A remote driver can use a variety of physical input devices, but none that are built into the vehicle.

the rear clearance of a target vehicle is defined as the distance between the rear of the subject vehicle and the front of the target vehicle as measured along a straight line, or optionally, as estimated along the target vehicle’s estimated path

NOTE This definition applies to target vehicles in the rear zones only.

system is switched on

FVCMS countermeasure that responds to the detection of a very likely rear-end collision by automatically activating braking to quickly reduce the relative velocity, within the minimum requirements

the coverage zone is defined as the entire area to be monitored by a LCDAS; in other words, a target vehicle located within the coverage zone will be detected by the system

NOTE 1 to entry A system’s coverage zone will consist of a specific subset of the following zones: left adjacent zone, right adjacent zone, left rear zone, and right rear zone.

acoustical signal (e.g. pulses, speech) which is used to present relevant information to the driver