自动驾驶Level标准(2018版)

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自动驾驶的新标准, 由SAE international 提供的 2018年7月发布的Level标准书.

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SURFACE VEHICLE

RECOMMENDED PRACTICE

J3016™

JUN2018

Issued 2014-01

Revised 2018-06

Superseding J3016 SEP2016

(R) Taxonomy and Definitions for Terms Related to Driving Automation

Systems for On-Road Motor Vehicles

RATIONALE

This revision of Recommended Practice J3016 adds several new terms and definitions, corrects a few errors, and adds

further clarification (especially in Section 8) to address frequently misunderstood concepts. As in the previous version, it

fgfunctional 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 (for further

elaboration, see 8.1). Standardiz31ing levels of driving automation and supporting terms serves several purposes, including:

1. Clarifying the role of the (human) driver, if any, during driving automation system engagement.

2. Answering questions of scope when it comes to developing laws, policies, regulations, and standards.

3. Providing a useful framework for driving automation specifications and technical requirements.

4. 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:

1. Be descriptive and informative rather than normative.

2. Provide functional definitions.

3. Be consistent with current industry practice.

4. Be consistent with prior art to the extent practicable.

5. Be useful across disciplines, including engineering, law, media, public discourse.

6. Be clear and cogent and, as such, it should avoid or define ambiguous terms.

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The document 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 Project and by the Crash Avoidance Metrics

Partnership (CAMP) Automated Vehicle Research (AVR) Consortium, respectively.

Italicized terms used in this Recommended Practice are also defined herein. Bracketed text within a term name indicates

optional inclusion when using term (i.e., braketed text may be unncessary, given the usage context).

1. SCOPE

This SAE Recommended Practice 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. 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) 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 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 Automated Driving System (ADS) features

(i.e., levels 3-5) that perform the complete DDT, crash avoidance capability is part of ADS functionality.

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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

ANSI D16.1-2007 Manual on Classification of Motor Vehicle Traffic Accidents

SAE J670 Vehicle Dynamics Terminology (J670:JAN2008)

SAE 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,” available at https://www.regulations.gov/document?D=NHTSA-2014-0070-0003.

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 3.8) 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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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 within its given ODD limitations (if any).

NOTE 1: After considerable debate, the restriction of ADS-DV to driving automation levels 4 and 5, only, remains

unchanged in this version of J3016. Further discussion of possibly including level 3 with a remote fallback-

ready user into this definition will be addressed in the next revision of J3016 which will be done jointly with

ISO.

NOTE 2: 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 (within given ODD

limitations, if any) and thus requires a (human) driver for all or part of a given trip (see Section 7). Instead,

this document defines the term “driverless operation,” which encourages specificity in usage to avoid

imprecision and misunderstanding.

NOTE 3: An ADS-DV might be designed without user interfaces designed to be operable by a conventional human

driver, such as braking, accelerating, steering, and transmission gear selection input devices.

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 or after

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 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 mapped roads in the US that are navigable by a human driver.

The user simply inputs a destination, and the ADS-DV automatically navigates to that destination.

3.4 [DRIVERLESS OPERATION] DISPATCHING ENTITY

An entity that dispatches an ADS-equipped vehicle(s) in driverless operation.

NOTE: The functions carried out by a dispatching entity may be divided among one or several agents, depending

on the usage specification for the ADS-equipped vehicle(s) in question.

EXAMPLE: A fleet of level 4 closed campus ADS-dedicated vehicles is placed into service by a driverless operation

dispatching entity, which engages the ADS for each vehicle after verifying its operational readiness and

disengages the ADS when each vehicle is taken out of service.

3.5 CONVENTIONAL VEHICLE

A vehicle designed to be operated by a conventional driver during part or all of every trip.

NOTE 1: A conventional vehicle may be equipped with one or more level 1 or 2 driving automation system features

that support the driver in performing the DDT, but do not perform the complete DDT, as well as level 3 and

4 ADS features that require a conventional driver to operate the vehicle during portions of each trip.

NOTE 2: While it may be counterintuitive to call a vehicle equipped with an ADS “conventional,” it is appropriate in

this context because a conventional driver is required for at least part of every trip. As emphasized below,

J3016 classifies the driving automation level of features rather than of vehicles (although, in the special

case of an ADS-DV, the classification of the ADS and the vehicle are effectively the same).

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EXAMPLE 1: A vehicle with no driving automation system features that is designed to be operated by a conventional

driver throughout all trips.

EXAMPLE 2: A vehicle equipped with level 1 adaptive cruise control, level 1 lane centering, and a level 3 ADS feature

designed to perform the complete DDT during traffic jams on fully access-controlled freeways. The level 3

ADS traffic jam feature requires the user to drive the vehicle to the freeway before engaging the feature, as

well as again driving the vehicle upon exiting the freeway in order to complete the trip.

EXAMPLE 3: A vehicle equipped with a level 4 parking valet feature designed to allow the user to exit the vehicle near a

parking lot and then dispatch it to a parking space.

3.6 DISPATCH [IN DRIVERLESS OPERATION]

To place an ADS-equipped vehicle into service in driverless operation by engaging the ADS.

NOTE 1: The term “dispatch” as used outside of the context of ADS-equipped vehicles, is generally understood to

mean sending a particular vehicle to a particular pick-up or drop-off location for purposes of providing a

transportation service. In the context of ADS-equipped vehicles, and as used herein, this term includes

software-enabled dispatch of multiple ADS-equipped vehicles in driverless operation that may complete

multiple trips involving pick-up and drop-off of passengers or goods throughout a day or other pre-defined

period of service, and which may involve multiple agents performing various tasks related to the dispatch

function. In order to highlight this specialized use of the term dispatch, the term is modified and conditioned

by the stipulation that it refers exclusively to dispatching vehicles in driverless operation. Consideration of

whether a more appropriate term and definition should be specified for this concept will be taken up in the

next revision of J3016, which will be developed jointly with ISO.

NOTE 2: Only ADS-equipped vehicles capable of driverless operation (namely, an ADS-DV or a dual-mode vehicle)

are potentially subject to being dispatched.

3.7 DRIVING AUTOMATION

The performance by hardware/software systems of part or all of the DDT on a sustained basis.

3.8 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).

3.9 [DRIVING AUTOMATION SYSTEM] FEATURE or APPLICATION

A level 1-5 driving automation system’s design-specific functionality at a given level of driving automation within a particular

ODD, if applicable.

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.

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