# A Systematic Review of Perception System and Simulators for Autonomous Vehicles Research
## 6 Legislation  
### Standardization Concepts for Autonomous Driving  
The systems that provide the autonomous driving capabilities are formed by sensors and actuators that communicate through networks and are controlled by microcontrollers, which makes software a key factor. With tens of millions of lines of code (code for applications, operating systems and middleware), aspects related to security and protection arouse great concern. In order to regulate the aforementioned aspects, the specific standard for car protection ISO 26262 [108] has been developed. It is an adaptation of the functional protection standard IEC 61508, which focuses on the needs of the electrical and electronic systems installed in passenger cars, and applies to all activities within the lifecycle of these systems related to protection, including software quality requirements.  
The standard uses Automotive Safety Integrity Levels (ASIL) to offer a measure of the risk associated with a subsystem. These levels go from A to D, A being the lowest level of integrity and D the highest, that is, the most demanding with the most requirements.  
The parameters of risk severity, probability of exposure, and controllability determine the ASIL. The parameter of controllability requires special attention. It is assumed that the driver is in proper driving conditions, has the proper training for driving (driving license) and complies with all applicable legal regulations, including corresponding requirements to avoid risks with other road users; the driver must comply with traffic laws. It is necessary to adapt the laws, so that when an automatic driving system is in operation, the driver does not have to pay attention, unless the system requests his intervention. The correct operation of the notification to the driver and the request for human control is essential. If the notification fails, it is possible that the human driver is not paying attention and cannot avoid the danger. If the request fails, the system should continue to carry out the control instead of allowing the driver to intervene.  
These situations should always be assigned to the highest control class (C3), which means that less than 90% of drivers or other road users are generally able, or barely able, to avoid the hazard. Part 6 of the 26262 standard is dedicated to the software development process to produce code reliable enough to run a system and meet the required ASIL level.  
The J3016 standard of the SAE (Society of Automotive Engineers) divides the driving automation into six classes: from non-automatic (level 0) to fully automatic (level 5). SAE levels 3 or higher, are based on software to collect data from the sensors in order to create a model of the environment and then, depending on the objective, decide on how to assist the driver or control the vehicle. It also covers other critical tasks, such as determining if the sensors are working correctly, when to notify the driver and when to activate the request for human control. It is vital that this software responds reliably. Other software tasks, such as modeling the sensor data, may be less critical, but even this will require analyzing the risk.  
The aforementioned safety and protection aspects for all the agents involved in the automation of driving are being analyzed in depth by the competent authorities in traffic and road safety. In the following section, an analysis of the current legislation regarding autonomous driving is made.