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J3016是自动驾驶的行业标准,详细描述了自动驾驶的分级定义,fallback处理流程等!
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SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely
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Copyright © 2016 SAE International
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying,
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on this Technical Report, please visit
http://standards.sae.org/J3016_201609
SURFACE VEHICLE
RECOMMENDED PRACTICE
J3016™
SEP2016
Issued 2014-01
Revised 2016-09
Superseding J3016 JAN2014
(R) Taxonomy and Definitions for Terms Related to Driving Automation Systems
for On-Road Motor Vehicles
RATIONALE
This Recommended Practice provides a taxonomy describing the full range of levels of driving automation in on-road motor
vehicles and includes functional definitions for advanced levels of driving automation and related terms and definitions. This
Recommended Practice does not provide specifications, or otherwise impose requirements on, driving automation systems.
Standardizing levels of driving automation and supporting terms serves several purposes, including:
• Clarifying the role of the (human) driver, if any, during driving automation system engagement.
• Answering questions of scope when it comes to developing laws, policies, regulations, and standards.
• Providing a useful framework for driving automation specifications and technical requirements.
• Providing clarity and stability in communications on the topic of driving automation, as well as a useful short-hand that
saves considerable time and effort.
This document has been developed according to the following guiding principles, namely, it should:
• Be descriptive and informative rather than normative.
• Provide functional definitions.
• Be consistent with current industry practice.
• Be consistent with prior art to the extent practicable.
• Be useful across disciplines, including engineering, law, media, public discourse.
• Be clear and cogent and, as such, it should avoid or define ambiguous terms.
The current revision contains updates that reflect lessons learned from various stakeholder discussions, as well as from
research projects conducted in Europe and the United States by the AdaptIVe Consortium and by the Crash Avoidance
Metrics Partnership (CAMP) Automated Vehicle Research (AVR) Consortium, respectively.
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SAE INTERNATIONAL J3016™ SEP2016 Page 2 of 30
These revisions, while substantial, preserve the original SAE J3016:JAN2014 level names, numbers, and functional
distinctions, as well as the supporting terms. However, this version of J3016:
• Clarifies and rationalizes taxonomical differentiator(s) for lower levels (levels 0-2).
• Clarifies the scope of the J3016 driving automation taxonomy (i.e., explains to what it does and does not apply).
• Modifies existing, and adds new, supporting terms and definitions.
• Adds more rationale, examples, and explanatory text throughout.
Italicized terms used in this Recommended Practice are also defined herein.
1. SCOPE
This Recommended Practice provides a taxonomy for motor vehicle driving automation systems that perform part or all
of the dynamic driving task (DDT) on a sustained basis and that range in level from no driving automation (level 0) to full
driving automation (level 5). It provides detailed definitions for these six levels of driving automation in the context of
motor vehicles (hereafter also referred to as
“vehicle” or “vehicles”) and their operation on roadways. 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 users of vehicles of all classes and driving automation levels (including no driving automation), as well
as
motorcyclists, pedal cyclists, and pedestrians.
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) driver, the driving automation system, and other
vehicle systems and components. These other vehicle systems (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. “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 and automated emergency braking, and certain types of driver
assistance systems, such as lane keeping assistance, 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 and, rather, merely 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.
It
should, however, be noted that crash avoidance features, including intervention-type active safety systems, may be
included in vehicles equipped with driving automation systems at any level. For ADS-equipped vehicles (i.e., levels 3-5) that
perform the complete DDT, crash avoidance capability is part of ADS functionality.
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SAE INTERNATIONAL J3016™ SEP2016 Page 3 of 30
2. REFERENCES
The following publications form a part of this specification to the extent specified herein. Unless otherwise indicated, the
latest issue of SAE publications shall apply.
2.1 Applicable Documents
J670 Vehicle Dynamics Terminology (J670:JAN2008).
J3063 Active Safety Systems Terms & Definitions (J3063:NOV2015).
49 U.S.C. § 30102(a)(6) (definition of motor vehicle).
Gasser, Tom et al. “Legal consequences of an increase in vehicle automation”, July 23, 2013,
available at
http://bast.opus.hbz-nrw.de/volltexte/2013/723/pdf/Legal_consequences_of_an_increase_in_vehicle_automation.pdf.
Michon, J.A., 1985. A CRITICAL VIEW OF DRIVER BEHAVIOR MODELS: WHAT DO WE KNOW, WHAT SHOULD WE
DO? In L. Evans & R. C. Schwing (Eds.). Human behavior and traffic safety (pp. 485-520). New York: Plenum Press,
1985.
Crash Avoidance Metrics Partnership – Automated Vehicle Research Consortium, “Automated Vehicle Research for
Enhanced Safety – Final Report,” (in publication).
National Highway Traffic Safety Administration. “Preliminary Statement of Policy Concerning Automated Vehicles,”, May
30, 2013, available at http://www.nhtsa.gov/About+NHTSA/Press+Releases/U.S.+Department+of+Transportation+Releases+
Policy+on+Automated+Vehicle+Development.
Smith, Bryant Walker. Engineers and Lawyers Should Speak the Same Robot Language, in ROBOT LAW (2015), available
at https://newlypossible.org
.
3. DEFINITIONS
3.1 ACTIVE SAFETY SYSTEM (SAE J3063:NOV2015)
Active safety systems are vehicle systems that sense and monitor conditions inside and outside the vehicle for the purpose
of identifying perceived present and potential dangers to the vehicle, occupants, and/or other road users, and automatically
intervene to help avoid or mitigate potential collisions via various methods, including alerts to the driver, vehicle system
adjustments, and/or active control of the vehicle subsystems (brakes, throttle, suspension, etc.).
NOTE: For purposes of this report, systems that meet the definition of active safety systems are considered to have a
design purpose that is primarily focused on improving safety rather than comfort, convenience or general driver
assistance. Active safety systems warn or intervene during a high risk event or maneuver.
3.2 AUTOMATED DRIVING SYSTEM (ADS)
The hardware and software that are collectively capable of performing the entire DDT on a sustained basis, regardless of
whether it is limited to a specific operational design domain (ODD); this term is used specifically to describe a level 3, 4, or
5 driving automation system.
NOTE: In contrast to ADS, the generic term “driving automation system” (see 3.5) refers to any level 1-5 system or feature
that performs part or all of the DDT on a sustained basis. Given the similarity between the generic term, “driving
automation system,” and the level 3-5-specific term, “Automated Driving System,” the latter term should be
capitalized when spelled out and reduced to its acronym, ADS, as much as possible, while the former term should
not be.
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SAE INTERNATIONAL J3016™ SEP2016 Page 4 of 30
3.3 ADS-DEDICATED VEHICLE (ADS-DV)
A vehicle designed to be operated exclusively by a level 4 or level 5 ADS for all trips.
NOTE 1: An ADS-DV is a truly “driverless” vehicle. However, the term “driverless vehicle” is not used herein because it
has been, and continues to be, widely misused to refer to any vehicle equipped with a driving automation system,
even if that system is not capable of always performing the entire DDT and thus involves a (human) driver for
part of a given trip. This is the only category of ADS-operated vehicle that requires neither a conventional nor
remote driver during routine operation.
NOTE 2: An ADS-DV might be designed without user interfaces, such as braking, accelerating, steering, and transmission
gear selection input devices designed to be operable by a human driver.
NOTE 3: A level 4 ADS-DV by design does not operate outside of its ODD (subject to note 4 below).
NOTE 4: ADS-DVs might be operated temporarily by a conventional or remote driver: 1) to manage transient deviations
from the ODD, 2) to address a system failure or 3) while in a marshalling yard before being dispatched.
EXAMPLE 1: A level 4 ADS-DV designed to operate exclusively within a corporate campus where it picks up and
discharges passengers along a specific route specified by the ADS-DV dispatcher.
EXAMPLE 2: A level 4 ADS-DV designed to operate exclusively within a geographically prescribed central business
district where it delivers parts and supplies using roads (but not necessarily routes) specified by the ADS-
DV dispatcher.
EXAMPLE 3: A level 5 ADS-DV capable of operating on all roads that are navigable by a human driver. The user simply
inputs a destination, and the ADS-DV automatically navigates to that destination.
3.4 DRIVING AUTOMATION
The performance of part or all of the DDT on a sustained basis.
3.5 DRIVING AUTOMATION SYSTEM or TECHNOLOGY
The hardware and software that are collectively capable of performing part or all of the DDT on a sustained basis; this term
is used generically to describe any system capable of level 1-5 driving automation.
NOTE: 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 should be capitalized when spelled out and reduced
to its acronym, ADS, as much as possible, while the former term should not be. (See 3.2)
3.6 [DRIVING AUTOMATION SYSTEM] FEATURE or APPLICATION
A driving automation system’s design-specific functionality at a specific level of driving automation within a particular ODD.
NOTE 1: A given driving automation system may have multiple features, each associated with a particular level of driving
automation and ODD.
NOTE 2: Each feature satisfies a usage specification.
NOTE 3: Features may be referred to by generic names (e.g., automated parking) or by proprietary names.
EXAMPLE 1: A level 3 ADS feature that performs the DDT, excluding DDT fallback, in high-volume traffic on fully access-
controlled freeways.
EXAMPLE 2: A
level 4 ADS feature that performs the DDT, including DDT fallback, in a specified geo-fenced urban
center.
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SAE INTERNATIONAL J3016™ SEP2016 Page 5 of 30
3.7 DRIVING MODE
A type of vehicle operation with characteristic DDT requirements (e.g., expressway merging, high-speed
cruising, low-
speed traffic jam, etc.).
NOTE: In the previous version of this document, the term driving mode was used more extensively. In this updated version,
operational design domain is the preferred term for many of these uses.
3.8 DYNAMIC DRIVING TASK (DDT)
All of the real-time operational and tactical functions required to operate a vehicle in on-road traffic, excluding the strategic
functions such as trip scheduling and selection of destinations and
waypoints, and including without limitation:
1. Lateral vehicle motion control via steering (operational);
2. Longitudinal vehicle motion control via acceleration and deceleration (operational);
3. Monitoring the driving environment via object and event detection, recognition, classification, and response
preparation (operational and tactical)
4. Object and event response execution (operational and tactical);
5. Maneuver planning (tactical); and
6. Enhancing conspicuity via lighting, signaling and gesturing, etc. (tactical).
NOTE 1: For simplification and to provide a useful shorthand term, subtasks (3) and (4) are referred to collectively as
object and event detection and response (OEDR) (see 3.15).
NOTE 2: In this document, reference is made to “complete(ing) the DDT.” This means fully performing all of the subtasks
of the DDT, whether by the (human) driver, by the driving automation system, or by both.
NOTE 3: Figure 1 displays a schematic view of the driving task. For more information on the differences between
operational, tactical, and strategic functions of driving, see 8.4.
Figure 1 - Schematic view of driving task showing DDT portion
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