Standards List

This document defines the message, data structures, and data elements to support exchanges between the roadside equipment and vehicles to address applications to improve safety, mobility and environmental efficiency. In order to verify that the defined messages will satisfy these applications, a systems engineering process has been employed that traces use cases to requirements and requirements to messages and data concepts. This document consists of a single document that contains the base specification and a series of annexes. The base specification lists the derived information requirements (labelled informative) and references to other standards for message definitions where available. Annex A contains descriptions of the use cases addressed by this document. Annexes B and C contain traceability matrices that relate use cases to requirements and requirements to the message definitions (i.e. data frames and data elements). The next annexes list the base message requirements and application-oriented specific requirements (requirements traceability matrix) that map to the message and data concepts to be implemented. As such, an implementation consists of the base plus an additional group of extensions within this document. Details on information requirements, for other than SPaT, MAP, SSM, and SRM messages are provided in other International Standards. The focus of this document is to specify the details of the SPaT, MAP, SSM, and SRM supporting the use cases defined in this document. Adoption of these messages varies by region and their adoption can occur over a significant time period. This document covers the interface between roadside equipment and vehicles. Applications, their internal algorithms, and the logical distribution of application functionality over any specific system architecture are outside the scope of this document.

This document defines and specifies component facets supporting the exchange and shared usage of data and information in the field of traffic and travel. The component facets include the framework and context for exchanges, the data content, structure and relationships necessary and the communications specifications, in such a way that they are independent from any defined technical platform. This document establishes specifications for data exchange between any two instances of the following actors: — Traffic information centres (TICs); — Traffic control centres/Traffic management centres (TCCs/TMCs); — Service providers (SPs). This document can also be applied for use by other actors, e.g. car park operators. This document includes the following types of information: — use cases and associated requirements, and features relative to different exchange situations; — different functional exchange profiles; — abstract elements for protocols; — data model for exchange (informational structures, relationships, roles, attributes and associated data types required). In order to set up a new technical exchange framework, it is necessary to associate one functional exchange profile with a technical platform providing an interoperability domain where plug-and-play interoperability at a technical level can be expected. The definition of such interoperability domains is out of scope of this document but can be found in other International Standards or Technical Specifications (e.g. the ISO 14827 series). This document is restricted to data exchange. Definition of payload content models is out of the scope of this document.

This Recommendation outlines the technologies and characteristics for dedicated short range communications (DSRC) in the 5.8 GHz band. This Recommendation includes an active (transceiver) method and a backscatter (transponder) method as DSRC technologies available for intelligent transport systems (ITS). This Recommendation further includes a DSRC-application sub-layer (DSRC-ASL) which allows for multiple DSRC applications and IP-based (Internet protocol) network applications. The technical and operational characteristics of both methods and the DSRC-ASL are described.

This document presents: - a concise tutorial on location referencing methods; - applicable location referencing specifications, standards and directives; - an introduction into challenges given by a multiplicity of different location referencing systems.

This document 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:
Level 0: No Driving Automation
Level 1: Driver Assistance
Level 2: Partial Driving Automation
Level 3: Conditional Driving Automation
Level 4: High Driving Automation
Level 5: Full Driving Automation
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 all road users, including cyclists, pedestrians, and users of vehicles with and without driving automation features.
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 (ESC) and automatic emergency braking (AEB), and certain types of driver assistance systems, such as lane keeping assistance (LKA), 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, but rather 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, even though they perform automated functions. In addition, systems that inform, alert, or warn the driver about hazards in the driving environment are also outside the scope of this driving automation taxonomy, as they neither automate part or all of the DDT, nor change the driver’s role in performance of the DDT (see 8.13).
It should be noted, however, 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 to 5) that perform the complete DDT, crash mitigation and avoidance capability is part of ADS functionality (see also 8.13).

This document contains the basic control strategy, minimum functionality requirements, basic driver interface elements, minimum requirements for diagnostics and reaction to failure, and performance test procedures for Adaptive Cruise Control (ACC) systems.
ACC systems are realised as either Full Speed Range Adaptive Cruise Control (FSRA) systems or Limited Speed Range Adaptive Cruise Control (LSRA) systems. LSRA systems are further distinguished into two types, requiring manual or automatic clutch. Adaptive Cruise Control is fundamentally intended to provide longitudinal control of equipped vehicles while travelling on highways (roads where non-motorized vehicles and pedestrians are prohibited) under free-flowing and for FSRA-type systems also for congested traffic conditions. ACC can be augmented with other capabilities, such as forward obstacle warning. For FSRA-type systems the system will attempt to stop behind an already tracked vehicle within its limited deceleration capabilities and will be able to start again after the driver has input a request to the system to resume the journey from standstill. The system is not required to react to stationary or slow moving objects

This technical report will define use cases and a high-level, functional reference architecture for connected, automated vehicles. It will describe the use cases where the vehicle interacts with external entities and describe a high-level functional architecture for how the vehicle processes this information

This document covers the assisted parking system (APS) for light-duty vehicles, e.g. passenger cars, pick-up trucks, light vans and sport utility vehicles (motorcycles excluded) equipped with such APS. This document establishes minimum functionality requirements that the driver can expect of the system, such as the detection of suitable parking spaces, calculation of trajectories and lateral control of the vehicle. Information on the presence of relevant obstacles in the driving path of the vehicle can also be included in the functionality of such systems. This document also sets minimum requirements for failure indication as well as performance test procedures. It includes rules for the general information strategy, but does not restrict the kind of information or display system.
APS is intended to provide automated parking assistance functionality to the driver. The APS searches the environment adjacent to the vehicle for suitable parking areas between other parked vehicles or markings on the road such as painted lines, evaluates the required information to calculate parking trajectories and sends steering commands to an electronic interface of the steering system for lateral control of the vehicle during the parking manoeuvre.
The basic APS function is to assist the driver with lateral control of the vehicle during parking manoeuvres. As an optional extension, APS can also offer limited longitudinal control of the vehicle movement, e.g. braking assistance while manoeuvring into the parking slot.
This document contains requirements for the lateral control capability of APS. It does not address longitudinal control.
During the parking manoeuvre, the driver can take over the control of the vehicle movement at any time and is also fully responsible for the parking manoeuvre.
APS uses object-detection devices for detection and ranging in order to search the environment for suitable parking areas. Such devices can be sensors with distance information or vision-based systems. In addition, sensors or counters, as well as relevant data available on the vehicle network (e.g. CAN), may be used to calculate the position of the vehicle relative to the parking area.
APS is an extension of systems which inform the driver about obstacles in parking manoeuvres (e.g. ISO 17386 and ISO 22840).
This document does not include assisted parking systems, reversing aids and obstacle-detection devices for use on heavy commercial vehicles or on vehicles with trailers.

This document focuses on automated braking at velocities below 10 km/h (2.78 m/s) and specifically aims to avoid or mitigate collisions with pedestrians, other road users (e. g. vehicles) and stationary objects including infrastructure elements (e. g. walls, pillars). These collisions mainly occur during reversing manoeuvres but this document also addresses collisions in other directions during low speed manoeuvring.
ABLS requires information about the position and motion of the object, motion of the subject vehicle and driver actions, and determines if the evaluated situation represents a collision risk. If an imminent collision risk exists ABLS will automatically activate a brake action to avoid or at least mitigate the collision.
This standard provides minimum requirements and test procedures. The standard will not define test objects, but will refer to the ISO 19206 series for test objects to be used.
Basically, the human driver is assumed to perform or at least supervise all driving manoeuvres because the ABLS application is restricted to support only SAE Level 0 up to level 2 systems. Evasive steering manoeuvres are not part of the standard.
This standard applies to light vehicles[1] only. Vehicles equipped with trailers are not within the scope of this document.

This document specifies the concept of operation, minimum functionality, system requirements, system interfaces, and test procedures for bicyclist detection and collision mitigation systems (BDCMS). It also defines the system test criteria necessary to verify that a given implementation meets the requirements of this document. Implementation choices are left to system designers, wherever possible.
BDCMS are fundamentally intended to provide emergency braking (EB) of equipped vehicles in order to mitigate collision severity between the subject vehicle (SV) and a bicyclist. BDCMS detect bicyclists forward of the SV, determine if the detected bicyclists are in a hazardous situation with respect to the SV, and initiate EB if a hazardous situation exists and a collision is imminent. Systems that include other countermeasures such as evasive steering are outside the scope of this document.
This document defines two types of BDCMS (based on operation in different ambient illuminance) and two classes of BDCMS (based on operation on different vehicle size classes). This document does not apply to motorcycles. The operational design domain is public roads. BDCMS is not intended for off-road use.
Responsibility for the safe operation of the vehicle remains with the driver.
Licensable motor vehicles intended for use on public roads (i.e. motorcycles, cars, light trucks, buses, motor coaches), and other heavy vehicles as hazards are outside the scope of this document and are covered under ISO 22839.
Pedestrians are outside the scope of this document and are covered under ISO 19237.
Annex A contains informative information relative to BDCMS.