the driver’s head position and eyelid movement etc.) could evaluate the driver’s involvement in the monitoring task and ability to intervene immediately. Potential technical solutions range from detecting the driver’s manual operations to monitoring cameras to detect the driver’s head position and eyelid movement. transition demand. This can however be lighter solutions than for level 3 because the system is able to transfer the vehicle to a minimal risk condition in the ODD. 5. Emergency braking measures must be accomplished by the system and not expected from the driver (due to secondary activities). 5. Emergency braking measures must be accomplished by the system and not expected from the driver (due to secondary activities). Driver Tasks 1. Determine when activation or deactivation of assistance system is appropriate. 1. Determine when activation or deactivation of the system is appropriate. 1. Determine when activation or deactivation of the automated driving system is appropriate. 1. Determine when activation/deactivation of the automated driving system is appropriate. 1. Activate and deactivate the automated driving system. 2. Monitor the driving environment. Execute either longitudinal (acceleration/braking) or lateral (steering) dynamic driving task. 2. Execute the OEDR by monitoring the driving environment and responding if necessary (e.g. emergency vehicles coming). 2. Does not need to execute the longitudinal, lateral driving tasks and monitoring of the environment for operational decisions in the ODD. 2. Does not need to execute the longitudinal, lateral driving tasks and monitoring of the environment in the ODD. 2. Does not need to execute the longitudinal, lateral driving and monitoring of the environment during the whole trip. 3. Supervise the dynamic driving task executed by driver assistance system and intervening immediately when required by the environment and the system (warnings). 3. Constantly supervise the dynamic driving task executed by the system. Although the driver may be disengaged from the physical aspects of driving, he/she must be fully engaged mentally with the driving task and shall immediately intervene when required by the environment or by the system (no transition demand by the system, just warning in case of misuse or failure). 3. Shall remain sufficiently vigilant as to acknowledge the transition demand and, acknowledge vehicle warnings, mechanical failure or emergency vehicles (increase lead time compared to level 2). 3. May be asked to take over upon request within lead time. However the system does not require the driver to provide fallback performance under the ODD. 3. Determine waypoints and destinations .
4. The driver shall not perform secondary activities which will hamper him in intervening immediately when required. 4. The driver shall not perform secondary activities which will hamper him in intervening immediately when required. 4. May turn his attention away from the complete dynamic driving task in the ODD but can only perform secondary activities with appropriate reaction times. It would be beneficial if the vehicle displays were used for the secondary activities. 4. May perform a wide variety of secondary activities in the ODD. 4. May perform a wide variety of secondary activities during the whole trip. Consideration points on development of vehicle regulation 1. Consider whether regulatory provision for longitudinal (accelerating, braking) and lateral control (steering) are necessary. 1. Consider which regulatory provision for longitudinal (accelerating, braking) and lateral control (steering) are necessary including the monitoring of the driving environment. 1. Consider which regulatory provision for longitudinal (accelerating, braking) and lateral control (steering) are necessary including the monitoring of the driving environment for any decisions happening in the use case (for example Emergency vehicles). Note: Preliminary analysis only- subject further review. 1. Consider which regulatory provision for longitudinal (accelerating, braking) and lateral control (steering) are necessary including the monitoring of the driving environment for any decisions (for example Emergency vehicles). 2. Consider regulatory provision to ensure the system is deactivated immediately upon request by the human driver. 2. Consider regulatory provision to ensure the system: i) Permits activation only under conditions for which it was designed, and ii) Deactivates immediately upon request by the driver. However the system may momentarily delay deactivation when immediate driver takeover could compromise safety. 2. Consider regulatory provision to ensure the system: i) Permits activation only under conditions for which it was designed, and ii) Deactivates immediately upon request by the driver. However the system may momentarily delay deactivation when immediate driver takeover could compromise safety. 2. Depending upon the vehicle configuration, consider regulatory provision to ensure the system: i) Permits activation only under conditions for which it was designed, and ii) Deactivates immediately upon request by the driver. However the system may momentarily
delay deactivation when immediate driver takeover could compromise safety. 3. Consider the warning strategy to be used. This might include warning/informing the driver in due time when an intervention by the driver is needed. 3. Consider regulatory provision to ensure the system automatically deactivates only requesting the driver to take-over with a sufficient lead time; including − under certain, limited circumstances − transition (at least initiate) to minimal risk condition if the driver does not take over. It would be beneficial if the vehicle displays used for the secondary activities were also used to improve the human takeover process. 3. Consider regulatory provision to ensure the system automatically transfer the vehicle to a minimal risk condition preferably outside of an active lane of traffic if design/boundary conditions are no longer met. 3. Consider regulatory provision to ensure the system automatically transfer the vehicle to a minimal risk condition preferably outside of an active lane of traffic. 4. Consider the driver availability recognition function to evaluate the driver’s involvement in the monitoring task and ability to intervene immediately. For example, as hands-on detection or monitoring cameras to detect the driver’s head position and eyelid movement etc. 4. Consider regulatory provision for driver availability recognition is used to ensure the driver is in the position to take over when requested by the system. 4. Consider regulatory provision for driver availability recognition is used to ensure the driver is in the position to take over when requested by the system transition demand at the end of the ODD. 5. Consider regulatory provision for emergency braking measures by the system. 5. Consider regulatory provision for emergency braking measures by the system. 4. Consider regulatory provision for emergency braking measures by the system.
Examples of the necessary system performance requirements Override (e.g. steering, braking, accelerating) function by the driver Necessary in general Unnecessary when driverless mode. Otherwise necessary in general. However the system may momentarily delay deactivation when immediate human takeover could compromise safety. Unnecessary Aspects of arrangement that ensures the driver’s involvement in dynamic driving tasks (driver monitoring, etc.) Detection of hands- off when Level 1 addresses LKAS. Detection of hands-off. Detecting the driver availability recognition function to evaluate the driver’s involvement in the monitoring task and ability to intervene immediately (e.g. hands off detection, head and/or eye movement and/or input to any control element of the vehicle). Detection of driver’s availability to take over the driving task upon request or when required: e.g. seated/unseated, driver availability recognition system (e.g. head and/or eye movement and/or input to any control element of the vehicle). Unnecessary when driverless operation/use case. Necessary when driver is requested to take over at the end of ODD. In these circumstances, this can be lighter solutions than for level 3 because the system is able to transfer the vehicle to a minimal risk condition in the ODD. Unnecessary Aspects of arrangement that ensures the driver’s resumption of dynamic driving tasks (transition periods to the driver, etc.) Aspect of transition demand procedure. Not applicable Consideration of the methods used to reengage the driver following system request (including minimal risk maneuver and cognitive stimulation- if applicable the vehicle infotainment system showing non-driving relevant content to be deactivated automatically when transition demand is issued). Unnecessary when driverless operation/use case but 3 requirement when the end of the ODD is reached. Unnecessary
System reliability Consideration shall be given to evaluation of the system reliability and redundancy as necessary. recognition of surrounding environment (sensing, etc.) The area to be monitored (depends on the system function). The area to be monitored necessary for lateral and longitudinal control (depends on the system function, while recognizing it is the task of the driver to perform OEDR). The area to be monitored necessary for lateral and longitudinal control (depends on the system function, while recognizing it is the task of the driver to perform OEDR). Additionally the system may perform OEDR function. The area to be monitored depends on the system function (Lateral and longitudinal directions). It is the task of the system to perform OEDR. Recording of system status (inc. system behavior) (DSSA-Data Storage System for ACSF, EDR, etc.) Unnecessary Unnecessary The driver’s operations and the system status (incl. system behavior). The driver’s operations and the system status (incl. system behavior). The system status (incl. system behavior)). Necessary if the information communication in connected vehicles, etc. affects the vehicle control
ACSF Cat.B1 (Steering Function hands-on) Lane Change Assist], Cat.D [Smart LCA]) ACSF Cat.E* (Continuous Lane Guidance hands-off) Urban and interurban roads Category B1 in combination with longitudinal Control To be discussed by R79 IWG ACSF: Cat. B1 in combination with C, D Requirements need to be developed