GB/T 20608-2006 PDF English
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Intelligent transportation systems -- Adaptive cruise control systems -- Performance requirements and test procedures
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GB/T 20608-2006: Intelligent transportation systems -- Adaptive cruise control systems -- Performance requirements and test procedures
---This is an excerpt. Full copy of true-PDF in English version (including equations, symbols, images, flow-chart, tables, and figures etc.), auto-downloaded/delivered in 9 seconds, can be purchased online: https://www.ChineseStandard.net/PDF.aspx/GBT20608-2006
GB
NATIONAL STANDARD OF THE
PEOPLE’S REPUBLIC OF CHINA
ICS 03.220.20; 35.240.60
R 87
Intelligent transportation systems - Adaptive cruise control
systems - Performance requirements and test procedures
Issued on: NOVEMBER 07, 2006
Implemented on: APRIL 01, 2007
Issued by. General Administration of Quality Supervision, Inspection and
Quarantine of PRC;
National Standardization Administration.
Table of Contents
Foreword... 3
Introduction... 4
1 Scope... 5
2 Normative references... 5
3 Terms, definitions, symbols... 5
3.1 Terms and definitions... 5
3.2 Symbols... 7
4 ACC system type and state... 9
4.1 ACC system type... 9
4.2 ACC system state... 10
5 Performance requirements... 10
5.1 Basic control strategy... 10
5.2 Basic performance... 11
5.3 Basic human-machine interaction functions... 14
5.4 Operational restrictions... 16
5.5 Brake light control (only applicable to ACC2 system)... 16
5.6 Fault handling... 16
6 Test method for performance evaluation... 18
6.1 Test environment conditions... 18
6.2 Test target parameters... 18
6.3 Detection distance test... 18
6.4 Target recognition ability test... 19
6.5 Curve adaptability test... 20
Appendix A (Normative) Related technical descriptions... 25
References... 34
Intelligent transportation systems - Adaptive cruise control
systems - Performance requirements and test procedures
1 Scope
This standard specifies the basic control strategy, minimum functional requirements,
basic human-machine interaction interface, minimum requirements for fault diagnosis
and handling, performance test procedures of the adaptive cruise control (hereinafter
referred to as ACC) system.
This standard applies to the performance test of the ACC system.
2 Normative references
The provisions in following documents become the provisions of this Standard through
reference in this Standard. For the dated references, the subsequent amendments
(excluding corrections) or revisions do not apply to this Standard; however, parties who
reach an agreement based on this Standard are encouraged to study if the latest versions
of these documents are applicable. For undated references, the latest edition of the
referenced document applies.
GB/T 4782 Road vehicles - Controls, indicators and tell-tales - Vocabulary
UN ECE-R13-H Uniform provisions for the approval of passenger car braking
performance
3 Terms, definitions, symbols
3.1 Terms and definitions
The following terms and definitions apply to this standard.
3.1.1
Active brake control
Braking control action applied by the ACC system instead of the driver.
3.1.2
- When ACC is in operation, the vehicle automatically controls the speed to maintain
a certain time gap or a pre-set speed (whichever is lower) with the forward vehicle.
The conversion between these two control modes can be automatically completed
by the ACC system.
- The time gap in a stable state can be adjusted automatically by the system or by the
driver (see 5.3.1).
- When the speed of the subject vehicle is lower than the minimum working speed
vlow, the transition from "ACC waiting state" to "ACC working state" shall be
prohibited. In addition, if the system is in "ACC working state" and the speed is
lower than vlow, the automatic acceleration function shall be prohibited. At this time,
the ACC system can automatically switch from "ACC working state" to "ACC
waiting state" (see 5.3.2).
- If there are multiple forward vehicles, the ACC system shall automatically choose
to follow the closest forward vehicle in the lane (see 5.2.5.3).
5.2 Basic performance
5.2.1 Control mode
The control mode (time gap control and vehicle speed control) shall be automatically
switched.
5.2.2 Time gap
τmin is the minimum available steady-state time gap, which can be applied to ACC
control under various vehicle speeds v. τmin (v) shall be greater than or equal to 1 s; it
shall provide at least one time gap τ in the range of 1.5 s ~ 2.2 s.
5.2.3 Subject vehicle speed
The speed of the subject vehicle that can be controlled by the ACC system.
5.2.4 Stationary targets
Response to stationary targets is not a function that the ACC system shall have. If the
ACC system cannot respond to static targets, this shall be stated in the vehicle's user
manual.
5.2.5 Tracking
5.2.5.1 Overview
Under steady state, the ACC system shall comply with the minimum time gap critical
value specified in 5.2.2.
5.3.1.5 The wheel locking time in the automatic braking state (applicable only to the
ACC2 system) shall not exceed the ABS allowable value. The ACC system does not
interfere with the ABS.
5.3.1.6 The wheel slip time caused by the engine power control of the ACC system shall
not exceed the traction control system allowable value. The ACC system does not
interfere with the traction control system.
5.3.1.7 The ACC system can appropriately adjust the time gap to adapt to changes in
the driving environment (such as bad weather), but the adjusted time gap shall not be
lower than the driver's setting value.
5.3.1.8 If the ACC system allows the driver to select the desired time gap, one of the
following methods shall be adopted.
a) If the ACC system still stores the most recently selected time gap value after being
turned off (see Figure 3), then when the system is reactivated, the time gap value
shall be displayed to the driver;
b) If the ACC system does not store the most recently selected time gap value after
being turned off (see Figure 3), then the time gap value shall be set to the default
value (greater than or equal to 1.5 s).
5.3.1.9 If the vehicle is equipped with both the ACC system and the conventional cruise
control system, the two shall not switch automatically.
5.3.2 Display
5.3.2.1 Provide the driver with the most basic feedback information, including the ACC
system state and set speed, etc. They can be combined to display the output, for example,
the set speed information is only displayed when the ACC system is in working state,
meanwhile the display shall not affect driving behavior.
5.3.2.2 If the ACC system is turned off or fails, the driver shall be prompted in time;
the prompt symbol shall comply with the provisions of GB/T 4782.
5.3.2.3 If the vehicle is equipped with both the ACC system and the conventional cruise
control system, the driver shall be prompted to the system that is currently in working
state.
5.3.2.4 It is recommended to use the information "Vehicle detected" to indicate that the
ACC system has detected a forward vehicle, which can be used as a reference target for
control. This information is not mandatory.
5.3.3 Symbols
If symbols are used to identify the functions and fault conditions of the ACC system,
they shall comply with the provisions of GB/T 4782.
5.4 Operational restrictions
The prerequisite for the ACC system to perform forward acceleration operation is that
the vehicle speed is above the minimum cruising speed (vlow), vlow ≥ 5 m/s1).
When the ACC system is in the process of automatic shutdown and the vehicle speed
is lower than vlow, sudden withdrawal of the braking force is not allowed.
The minimum set vehicle speed (vset_min) shall be. vset_min ≥ 7 m/s and vset_min ≥ vlow.
The average deceleration of the ACC system shall not be greater than 3.0 m/s2 (averaged
by sampling values over a length of 2 s).
The average rate of change of the deceleration of the ACC system shall not be greater
than 2.5 m/s3 (averaged by sampling values over a length of 1 s).
The automatic acceleration (amax) of the ACC system shall not exceed 2.0 m/s2.
5.5 Brake light control (only applicable to ACC2 system)
If the ACC system performs automatic braking operation during operation, the brake
light shall be turned on. The brake light can also be turned on, when the ACC system
performs other deceleration operations. The brake light's lighting action shall be
completed within 100 ms after the ACC system starts braking operation. To prevent the
brake light from flickering, the brake light can be kept on for a reasonable time after
the ACC ends braking.
5.6 Fault handling
Tables 4 and 5 list the prompt information when the ACC system fails.
The faults listed in Tables 4 and 5 shall immediately prompt the driver (except for
transmission faults in ACC2 system); the prompt information shall be maintained until
the system is turned off.
The system self-check shall be completed before the ACC system is restarted. The self-
check process can be triggered by the ignition switch or the ACC system switch.
1) The minimum cruising speed of the existing conventional cruise control system is 5 m/s.
6 Test method for performance evaluation
6.1 Test environment conditions
The test environment conditions are as follows.
a) The test site is a flat and dry asphalt or concrete road surface;
b) The temperature shall be within the range of 0 °C ~ 40 °C;
c) The horizontal visibility shall be greater than 1 km.
6.2 Test target parameters
6.2.1 When using infrared laser radar for testing.
- The infrared test target is defined by the infrared coefficient CTT of a test target
and the cross section of the test target;
- The minimum reflection cross section of test targets A and B is 20 cm2;
- Test target A is a diffuse reflector, and its CTT = (2 ± 0.2) m2/sr (see Appendix A);
- Test target B is a diffuse reflector, and its CTT = (1 ± 0.1) m2/sr.
6.2.2 When using millimeter wave radar for testing.
- The test target is defined by the scattering cross section (RCS) of the radar signal;
- The frequency range is 50 GHz ~ 95 GHz;
- The RCS of test target A shall be 10 m2;
- The RCS of test target B shall be 3 m2;
- For significantly different frequency ranges, RCS shall be re-determined and
redefined (see Appendix A).
6.3 Detection distance test
The vehicle reference plane is a rectangle, which has a width equivalent to the width of
the vehicle, a height of 0.9 m, a height of 0.2 m from the ground. It is determined based
on comprehensive consideration of the cross-sections of different positions of the
vehicle and the height limit of the car. During the test, at least the reflector located in
Appendix A
(Normative)
Related technical descriptions
A.1 Horizontal detection area of ACCII, ACCIII, ACCIV systems
A.1.1 Overview
On the set straight road and fixed radius curve, the detection and ranging area shall at
least cover the nearest forward vehicle. The lane length depends on the vehicle speed;
the detection area is subject to the maximum vehicle speed and lateral acceleration.
Based on the above viewpoints, the horizontal detection area (HDA) can be used as a
reference for designing corresponding sensors.
The definition of HDA is based on the following assumptions and definitions (see
Figure A.1).
a) The driving trajectory of the subject vehicle and the forward vehicle is a circle
with a radius of R;
Note. A straight road can be regarded as a circle with infinite radius or zero curvature.
b) The radius R is greater than or equal to Rmin;
c) To simplify the test process, the width of the subject vehicle and the forward
vehicle can be ignored 2). The speed of the vehicle v is less than or equal to vset_max;
d) When the vehicle travels at the maximum speed vcircle on a curve, the absolute
value of its lateral acceleration does not exceed alateral_max;
e) The detection preview distance on the curve will be greater than τmax (vcircle) × v;
f) The preview distance is limited by the maximum detection distance dmax defined
in 5.2.5.2.
2) In reality, the vehicle is not driving in the middle of the lane and has a lateral offset, while a standard vehicle
generally has distributed reflectors that can compensate for the effect of this lateral offset.
......
Source: Above contents are excerpted from the full-copy PDF -- translated/reviewed by: www.ChineseStandard.net / Wayne Zheng et al.
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