GB/T 44461.1-2024_English: PDF (GB/T44461.1-2024)
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Intelligent and connected vehicle - Technical requirements and testing methods for combined driver assistance system - Part 1: Single-lane manoeuvre
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GB/T 44461.1-2024
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Standard ID | GB/T 44461.1-2024 (GB/T44461.1-2024) | Description (Translated English) | Intelligent and connected vehicle - Technical requirements and testing methods for combined driver assistance system - Part 1: Single-lane manoeuvre | Sector / Industry | National Standard (Recommended) | Classification of Chinese Standard | T40 | Classification of International Standard | 43.020 | Word Count Estimation | 18,195 | Date of Issue | 2024-08-23 | Date of Implementation | 2024-08-23 | Drafting Organization | Shanghai Automotive Group Co., Ltd., China Automotive Technology Research Center Co., Ltd., Huawei Technologies Co., Ltd., BYD Auto Industry Co., Ltd., Geely Automobile Research Institute (Ningbo) Co., Ltd., Dongfeng Commercial Vehicle Co., Ltd., FAW Jiefang Automobile Co., Ltd., China Merchants Testing Vehicle Technology Research Institute Co., Ltd., BMW (China) Service Co., Ltd., Mercedes-Benz Mercedes-Benz (China) Investment Co., Ltd., Volkswagen (China) Investment Co., Ltd., ZF Automotive Technology (Shanghai) Co., Ltd., Guangzhou Xiaopeng Automobile Technology Co., Ltd., Shanghai Songhong Intelligent Automobile Technology Co., Ltd., Xiangyang Daan Automobile Testing Center Co., Ltd., China Automotive Engineering Research Institute Co., Ltd., Guangzhou Automobile Group Co., Ltd., Pan Asia Automotive Technology Center Co., Ltd., Chery Automobile Co., Ltd. | Administrative Organization | National Technical Committee for Standardization of Automobiles (SAC/TC 114) | Proposing organization | Ministry of Industry and Information Technology of the People's Republic of China | Issuing agency(ies) | State Administration for Market Regulation, National Standardization Administration |
GB/T 44461.1-2024
GB
NATIONAL STANDARD OF THE
PEOPLE’S REPUBLIC OF CHINA
ICS 43.020
CCS T 40
Intelligent and Connected Vehicle - Technical Requirements
and Testing Methods for Combined Driver Assistance
System - Part 1.Single-lane Manoeuvre
ISSUED ON. AUGUST 23, 2024
IMPLEMENTED ON. AUGUST 23, 2024
Issued by. State Administration for Market Regulation;
Standardization Administration of the People’s Republic of China.
Table of Contents
Foreword... 3
Introduction... 4
1 Scope... 5
2 Normative References... 5
3 Terms and Definitions... 5
4 General Requirements... 7
5 Performance Requirements... 8
6 Test Methods... 13
Appendix A (normative) Functional Safety Requirements... 19
Bibliography... 23
Intelligent and Connected Vehicle - Technical Requirements
and Testing Methods for Combined Driver Assistance
System - Part 1.Single-lane Manoeuvre
1 Scope
This document specifies the general requirements and performance requirements and describes
the test methods for the single-lane manoeuvre of intelligent and connected vehicles.
This document is applicable to Category-M and Category-N vehicles equipped with single-lane
manoeuvre system.
NOTE. in the absence of confusion, the “single-lane manoeuvre system” in this document is
referred to as the “system” in short.
2 Normative References
The contents of the following documents constitute indispensable clauses of this document
through the normative references in the text. In terms of references with a specified date, only
versions with a specified date are applicable to this document. In terms of references without a
specified date, the latest version (including all the modifications) is applicable to this document.
GB 5768.3 Road Traffic Signs and Markings - Part 3.Road Traffic Markings
GB/T 12534 Motor Vehicles - General Rules of Road Test Method
GB 34660 Road Vehicles - Requirements and Test Methods of Electromagnetic Compatibility
GB/T 44373 Intelligent and Connected Vehicle - Terms and Definitions
3 Terms and Definitions
The terms and definitions defined in GB/T 44373, and the following are applicable to this
document.
3.1 single-lane manoeuvre system
A combined driver assistance system that continuously controls the lateral and longitudinal
motion of the vehicle based on the surrounding driving environment and assists the driver in
controlling the vehicle to drive only in a selected single lane.
3.2 lane
A state, in which, the system does not perform any lateral or longitudinal motion control on the
vehicle.
3.9 partial active state
A state, in which, the system does not perform lateral and longitudinal motion control on the
vehicle at the same time but assists the driver in performing lateral or longitudinal motion
control.
3.10 active state
A state, in which, the system assists the driver in continuously controlling the lateral and
longitudinal motion of the vehicle.
4 General Requirements
4.1 Functional Requirements
The system shall have clear activation conditions. In the active state, it shall assist the driver in
controlling the vehicle to drive in the selected lane, and allow the driver to adjust settings, for
example, cruising speed. In addition, it shall not affect the activation of emergency assistance
functions, for example, automatic emergency braking.
4.2 Self-inspection
The system shall complete self-inspection before entering the active state and be equipped with
at least the following self-inspection functions. When an abnormal state is detected, it shall not
enter the active state.
a) Check whether the relevant electrical components are normally operating;
b) Check whether the relevant sensing elements are normally operating.
4.3 State Switching
4.3.1 Each time the vehicle is powered on / ignited, after the driver performs the system
activation mode specified by the vehicle manufacturer, the system shall enter the partial active
state or active state.
NOTE. the operation of the vehicle’s automatic start-stop system is not considered as vehicle
power-on / ignition.
4.3.2 The system shall respond at any time to the driver performing a single operation specified
by the vehicle manufacturer that brings the system from the partial active state or active state
into the inactive state. After this operation, and after the driver performs the system activation
mode specified by the vehicle manufacturer, the system shall re-enter the partial active state or
active state.
4.4 Prompt Signal
4.4.1 The system shall at least continuously emit an optical prompt signal in the partial active
state and active state, and at least optically distinguish the inactive state, partial active state and
active state of the system.
4.4.2 If the system has a fault in the partial active state and active state, the system shall send
out a fault indication message. This fault indication message shall at least include an optical
prompt signal and be distinguished from other indication information of the system.
4.4.3 The optical signal shall be clearly visible to the driver in the normal driving position even
during the day.
4.5 Driver Monitoring
When the system is in the active state, and the vehicle speed is between the larger value of 10
km/h and vsmin-SL, and vsmax-SL, at least the hands-off detection method shall be adopted to
continuously detect whether the driver is performing the corresponding dynamic driving task.
4.6 System Intervention Strategy
The system shall respond to the driver’s active intervention in vehicle motion control.
4.7 Electromagnetic Compatibility
The electromagnetic compatibility of the system shall comply with the requirements of GB
34660.
4.8 Functional Safety
The functional safety of the system shall comply with the requirements of Appendix A.
5 Performance Requirements
5.1 Lateral Motion Control
5.1.1 In accordance with 6.5, carry out the test. The lateral distance between the vehicle under
test and the lane boundary line shall be maintained at (W/2 0.3) m.
5.1.2 In accordance with 6.6, carry out the test. The outer edge of any wheel of the vehicle
under test shall not cross the inner edge of the lane boundary line.
5.1.3 In accordance with 6.7.2 a) or 6.7.3 a), carry out the test. The outer edge of any wheel of
the vehicle under test shall not cross the inner edge of the lane boundary line. The lateral
acceleration of the vehicle when the system is in the active state shall not be greater than the
maximum lateral acceleration declared by the vehicle manufacturer. The maximum lateral
acceleration shall be within the range of the maximum value and the minimum value in Table
from the previous stage. This signal lasts for at least 5 s, or until the driver takes hold
of the steering wheel again.
Regarding the relevant requirements for holding the steering wheel in b) and c), if the driver
slightly turns the steering wheel in the mode specified by the vehicle manufacturer, it is also
deemed to be in compliance with the requirements.
5.4 Driver Intervene
In accordance with 6.9, carry out the test. The system shall ensure that the driver can intervene
in the driving of the vehicle with a steering force of no more than 50 N.
6 Test Methods
6.1 Test Conditions
6.1.1 Test road
The test road shall comply with the following requirements.
a) The test road surface shall be compacted and free of irregularities (such as. large
inclination angles, cracks, manhole covers or reflective bolts, etc.) that may cause
abnormal operation of the sensor.
b) The test road shall contain at least two lanes of long straights and curves.
c) The test road surface shall be dry and flat, with no visible moisture on the surface.
d) The land width of the test road shall be 3.5 m ~ 3.75 m, and the straight length shall
not be less than 1 km.
e) The test road shall be equipped with lane markings, and it shall be ensured that the
lane markings are clearly visible. The lane markings shall comply with the
requirements of GB 5768.3.
f) The radius of curvature of the straight test road shall be greater than or equal to 5 km.
The curved test road shall be a straight section connected to a curved section, with the
length of the curve supporting the completion of the test. This curve is divided into a
fixed curvature part and a variable curvature part. The fixed curvature part has a radius
of curvature of RBC, and the variable curvature part is the connecting section of the
straight section and the fixed curvature part, and its curvature shall linearly change
with the length of the curve, gradually increasing from 0 to 1/RBC; the curvature
change rate dc/ds shall not exceed 4 105 m2, as shown in Figure 5.
Category-M3 urban buses is 65% of the loading mass; the other vehicles shall be full-
loaded, and the passenger mass and loading requirements shall comply with the
provisions of GB/T 12534.
c) During the test, the load of the vehicle under test shall not be adjusted.
6.2.2 If the system can actively adjust the headway by the driver, then, during the test, the
headway of the system shall be set to the minimum headway.
6.2.3 The tires used in the test shall be run-in to normal condition, and the tire pressure shall be
the cold inflation pressure recommended by the vehicle manufacturer.
6.3 Target Vehicle
The target vehicle shall be a passenger car, and the wheelbase shall be within the range of 2.0
m ~ 3.0 m. As an alternative, a flexible target with characterization parameters representative
of the above-mentioned vehicle and adapted to the system sensors can also be adopted.
6.4 Test Equipment
During the test, the test instruments and equipment shall comply with the following
requirements.
a) The frequency of the sampling and storage of dynamic data is not lower than 100 Hz.
b) Accuracy requirements.
1) Longitudinal speed. 0.1 km/h;
2) Lateral speed. 0.05 m/s;
3) Lateral acceleration. 0.02 m/s2;
4) Longitudinal acceleration. 0.02 m/s2;
5) Lateral position. not greater than 0.02 m;
6) Longitudinal position. not greater than 0.02 m.
c) Perform data filtering on the lateral acceleration data using a fourth-order Butterworth
filter with a cutoff frequency of 0.5 Hz.
6.5 Test without Target Vehicle
After the tester executes the system activation mode specified by the vehicle manufacturer, the
vehicle under test starts the stable driving test along the straight test road with the larger value
of vsminset-SL and 30 km/h as the cruising speed. After 5 seconds, set the cruising speed of the
vehicle under test to 80 km/h. When, the vehicle under test reaches the cruising speed and
maintains it for 5 s, set the cruising speed to the larger value of vsminset-SL and 30 km/h. After the
or more different speed ranges with the same maximum lateral acceleration, then, it is sufficient
to conduct the test only in one of the multiple speed ranges where the above situation exists.
6.7.2 If the vehicle under test does not have the ability to decelerate in curves, then, the
following maximum lateral acceleration test shall be performed.
a) Among all the vehicle speed ranges, in which, the system can be activated as declared
by the vehicle manufacturer, respectively select a vehicle under test speed and a radius
of curvature of the curve that will cause the vehicle’s lateral acceleration to be 80% ~
90% of the declared maximum lateral acceleration for the test. The tester executes the
system activation mode specified by the vehicle manufacturer and sets the vehicle
speed that meets the above requirements as the cruising speed. After the vehicle under
test reaches the cruising speed and enters the curve, the test starts. After the vehicle
under test exits the test curve, the test ends. Before the test ends, the tester cannot
interfere with the driving control of the vehicle.
b) Among all the vehicle speed ranges, in which, the system can be activated as declared
by the vehicle manufacturer, respectively select a vehicle under test speed and a radius
of curvature of the curve that will cause the vehicle’s lateral acceleration to be more
than 0.3 m/s2 higher than the declared maximum lateral acceleration for the test. The
tester executes the system activation mode specified by the vehicle manufacturer and
sets the vehicle speed that meets the above requirements as the cruising speed. After
the vehicle under test reaches the cruising speed and enters the curve, the test starts.
After the vehicle under test deviates from the original lane, the test ends. Before the
test ends, the tester cannot interfere with the driving control of the vehicle.
6.7.3 If the vehicle under test has the ability to decelerate in curves, then, the following
maximum lateral acceleration test shall be performed.
a) If the system’s curve deceleration function can be turned off, then, turn off this
function and follow 6.7.2 a) to carry out the test. If it cannot be turned off, among all
the vehicle speed ranges, in which, the system can be activated as declared by the
vehicle manufacturer, respectively select a vehicle under test speed and a radius of
curvature of the curve that will cause the vehicle’s lateral acceleration to be 80% ~
90% of the declared maximum lateral acceleration for the test. The tester executes the
system activation mode specified by the vehicle manufacturer and sets the vehicle
speed that meets the above requirements as the cruising speed. After the vehicle under
test reaches the cruising speed and enters the curve, the test starts. During the test, the
speed of the vehicle under test is always maintained at this cruising speed. After the
vehicle under test exits the test curve, the test ends. Before the test ends, the tester
cannot interfere with the lateral driving control of the vehicle.
b) If the system’s curve deceleration function can be turned off, then, turn off this
function and follow 6.7.2 b) to carry out the test. If it cannot be turned off, among all
the vehicle speed ranges, in which, the system can be activated as declared by the
vehicle manufacturer, respectively select a vehicle under test speed and a radius of
Appendix A
(normative)
Functional Safety Requirements
A.1 Overview
When vehicle safety-related electrical / electronic systems have a malfunction, it will lead to
potentially harmful events. GB/T 34590 (all parts) clarifies the functional safety requirements
that vehicle safety-related electrical / electronic systems need to comply with within the safety
life cycle, so as to avoid or reduce risks caused by system malfunctions.
The functional safety requirements of the single-lane manoeuvre system include requirements
for documentation, verification and validation of functional concept and functional safety
concept. They are not aimed at the nominal performance of the system, nor are they used as a
specific guide for the functional safety development of the system. Instead, they are the methods
followed during the design and the information available during system verification and
validation, so as to prove that the system realizes the functional concept and functional safety
concept in non-faulty and faulty states.
A.2 Documentation
A.2.1 Requirements
Corresponding documentation shall be available to describe the functional concept of the
system, the functional safety concept developed to achieve the safety objectives, as well as the
safety strategy, the development process and methods, so as to demonstrate that the system.
a) Ensure that the system can realize the functional concept and functional safety
concept in both non-faulty and faulty states through design;
b) The development process and methods are applicable.
A.2.2 System description
A.2.2.1 The functional concept of the system shall be described, that is, a list of purposes and
functional descriptions.
A.2.2.2 The scope of the system shall be defined, subsystems and elements shall be clarified,
and external systems or elements with interactive relations shall be identified.
A.2.2.3 The operating conditions and constraints of the system shall be defined, and the limits
of the effective working scope shall be stated for the corresponding system functions.
A.2.3 System layout and schematic diagram
A.2.3.1 List of system components
A list of components shall be provided, which shall include all component units of the system,
and shall also list other vehicle systems required to achieve the relevant control functions.
A system layout and schematic diagram shall be provided based on these component units,
which shall clearly demonstrate the component distribution and interconnection.
A.2.3.2 Unit functions
The functions of each unit of the system shall be outlined, and the signal connections between
this unit and other units or other vehicle systems shall be demonstrated. Marked block diagrams
or other schematic diagrams may be used, or illustrations may be aided by diagrams.
A.2.3.3 Interconnection
Use circuit diagrams, piping diagrams and layout diagrams to respectively illustrate the
interconnections of the electronic transmission chain, hydraulic transmission chain and
mechanical connection devices within the system.
A.2.3.4 Signal flow, operational data and priority order
The transmission chain between units shall have clear corresponding relations with signals and
operating data.
If the priority order affects the performance or safety described in this document, the priority
order of signals and operating data in the multiple data channels shall be determined.
A.2.3.5 Unit identification
Each unit shall be clearly and unambiguously identified (for example, identification of
hardware, identification of software content or software output) and appropriate descriptions
shall be provided.
When a unit or a single processor that integrates multiple functions appears multiple times in
the block diagram, for clarity and ease of explanation, only one hardware identification mark is
used. Identification marks shall be used to confirm that the device provided is consistent with
the corresponding documentation.
The identification marks shall clearly indicate the version of the hardware and software. If the
version change causes changes in the functions described in this document, the identification
marks shall be changed accordingly.
A.2.4 Hazard analysis and risk assessment
The functional faults of the system shall be analyzed and classified.
Hazard analysis and risk assessment at the vehicle level shall be carried out based on the target
usage scenarios and target users of the vehicle under system control. In addition, the
corresponding automotive safety integrity level (ASIL) and safety objectives shall be defined,
2) Abnormal functional performance;
3) Safety risks in the non-faulty state.
b) Safety analysis at the system level, which may adopt potential failure mode and
effects analysis (FMEA), fault tree analysis (FTA) or other similar methods suitable
for system safety analysis.
c) Check the validation plan and validation results. Validation shall be based on
hardware-in-the-loop (HIL) testing, real vehicle road test or other appropriate
methods.
A.2.6.2 For each fault condition defined in A.2.6.1, warning signals to the driver, maintenance
personnel and testing institution personnel shall be listed.
A.2.6.3 The corresponding measures shall be described to ensure that the safe operation of the
vehicle will not be hindered when the performance of the system is affected by environmental
conditions, such as. climate, temperature, dust ingress, water ingress and ice blockage, etc.
A.3 Verification and Validation
A.3.1 Requirements
The functional concept and functional safety concept of the system shall be verified and
validated as described in the relevant documents in A.2.
A.3.2 Verification and validation of functional concept
Functional test of the vehicle system in the non-faulty state shall be carried out in accordance
with the functional concept of A.2.2, so as to confirm the normal operation of the system.
A.3.3 Verification and validation of functional safety concept
The effect of a fault within the component shall be simulated by applying corresponding signals
to the electrical / electronic components or mechanical components, so as to check the reaction
when a single component fails.
The controllability and human-machine interaction (HMI) in the non-faulty and faulty states in
A.2.5.1 shall be verified and validated.
The results of verification and validation shall be consistent with A.2.5, and the adequacy of
the functional safety concept and its implementation effects shall be demonstrated.
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