Standards List

This document addresses light-duty vehicles, such as passenger cars, pick-up trucks, light vans and sport utility vehicles (motorcycles excluded) equipped with Manoeuvring Aids for Low Speed Operation (MALSO) systems. It specifies the minimum functionality requirements which the driver can generally expect of the device, i.e. detection of and information on the presence of relevant obstacles within a defined (short) detection range. It defines 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.
MALSO systems use object-detection devices (sensors) for ranging in order to provide the driver with information based on the distance to obstacles. Although sensing technology is not addressed in this document, technology does affect the performance-test procedures set up in Clause 7. The current test objects are defined based on systems using ultrasonic sensors, which reflect the most commonly used technology at the time of publication. For other sensing technologies which will potentially emerge in the future, these test objects shall be checked and changed if required.
Visibility-enhancement systems like video-camera aids without distance ranging and warning are not covered by this document.
Reversing aids and obstacle-detection devices on heavy commercial vehicles are not addressed by this document.

Motorway chauffeur systems perform Level 3 automated driving on limited access motorways with the presence of a fallback-ready user. MCS can be implemented in various forms capable of responding to different driving scenarios. This document describes a framework of MCS including system characteristics, system states/transition conditions and system functions. MCS can be implemented in various forms capable of responding to different driving scenarios. This document describes a framework of MCS including system characteristics, system states/transition conditions and system functions.
MCS are equipped with a basic set of functionalities to perform in-lane operation and can also be equipped with additional functionalities such as lane changing.
This document specifies requirements of the basic set of functionalities and test procedures to verify these requirements. The requirements include vehicle operation to perform the entire dynamic driving task within the current lane of travel, to issue a request to intervene before disengaging, and to extend operation and temporarily continue to perform the DDT after issuing an RTI.
This document describes one specific form of system engagement. Other forms are possible. These other system engagement forms, especially those provided in combination with other driving automation system features, are not within the scope of this document.
Requirements and test procedures for the additional functionalities are provided in other parts of the ISO 23792 series.
Means related to setting a destination and selecting a route to reach the destination are not within the scope of this document. This document applies to MCS installed in light vehicles.

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 Partially Automated In-Lane Driving Systems (PADS).
This document is applicable to passenger cars, commercial vehicles and buses. It is not applicable to automated driving systems of level 3 or higher (as defined in SAE J3016:2016).

This document contains the basic control strategy, minimum functionality requirements, basic driver interface elements, minimum requirements for reaction to failure, and performance test procedures for PALS.
PALS perform part or all of lane change tasks under the driver’s initiation and supervision. PALS are intended to function on roads with visible lane markings, where non-motorized vehicles and pedestrians are prohibited (e.g. access controlled highway), and to perform a lane change into a lane with traffic moving in the same direction. Support on sections of roadway with temporary or irregular lane markings (such as roadwork zones) is not within the scope of this document.
This document does not describe functionalities based on combinations with longitudinal control systems such as those standardized in ISO 22839 (FVCMS) or ISO 15622 (ACC).
The driver always assumes responsibility for this system and the driver’s decisions and operations take priority at all times.
Use of PALS is intended for light-duty and heavy-duty vehicles (heavy trucks and buses).
This document does not address any functional or performance requirements for detection sensors, nor any communication links for co-operative solutions.

This document addresses light vehicles,[1] for example passenger cars, pick-up trucks, light vans and sport utility vehicles (motorcycles excluded), equipped with partially-automated parking systems (PAPS).
This document establishes minimum functionality requirements that the driver can expect and that are to be taken into account by the manufacturer.
There are two possible types of PAPS configuration.
— Type 1: the system is supervised by the conventional driver located in the driver’s seat.
— Type 2: the system is supervised by the remote driver (present within or outside the vehicle), who is not necessarily located in the driver’s seat. The vehicle remains in the line of sight of the remote driver.
This document addresses minimum requirements and conditions for safety, system performance and function, including human-machine interface (HMI) information content and a description of system operating states, for both types of system.
The requirements include the driver, who supervises the safety throughout the system manoeuvres.
System test requirements are also addressed, including test criteria, method and conditions.

This document specifies the concept of operation, minimum functionality, system requirements, system interfaces, and test procedures for Pedestrian Detection and Collision Mitigation Systems (PDCMS). It specifies the behaviours that are required for PDCMS, and 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.
PDCMS reduce the severity of pedestrian collisions that cannot be avoided, and may reduce the likelihood of fatality and severity of injury. PDCMS require information about range to pedestrians, motion of pedestrians, motion of the subject vehicle (SV), driver commands and driver actions. PDCMS detect pedestrians ahead of time, determine if detected pedestrians represent a hazardous condition, and warn the driver if a hazard exists. PDCMS estimate if the driver has an adequate opportunity to respond to the hazard. If there is inadequate time available for the driver to respond, and if appropriate criteria are met, PDCMS determine that a collision is imminent. Based upon this assessment, PDCMS will activate CWs and vehicle brakes to mitigate collision severity. This document, while not a collision avoidance standard, does not preclude a manufacturer from implementing collision avoidance with PDCMS.
Systems that include other countermeasures such as evasive steering are not within the scope of this document.
Responsibility for the safe operation of the vehicle remains with the driver.
This document applies to light duty passenger vehicles (see 3.6). It does not apply to other vehicle categories such as heavy vehicles or motorcycles. PDCMS are not intended for off-road use.

This document specifies the general framework and the automated driving bus (ADB) system components for operating ADBs in public transport networks, including:
a) the general framework and the operation scheme for public transport systems in cooperation with ADBs;
b) definitions of system components for operating ADBs; and
c) definitions of functions and requirements of each system component for providing transport services with ADBs.
This document is applicable to bodies in public transport systems and services including transportation operators, public transport governing authorities and relevant industries.

This part of ISO 14813 provides a description of the primary services that an ITS implementation can provide to ITS users. Those services with a common purpose can be collected together in “'ITS service domains'” and within these there can be a number of “'ITS service groups'” for particular parts of the domain. This part of ISO 14813 identifies thirteen service domains, within which numerous groups are then defined.
In this version of this part of ISO 14813 an indication has been provided to show the relationship of each service to Cooperative-ITS. Cooperative-ITS provides services that have previously been unavailable, notably those for ITS users who are on the move. For many other services, Cooperative-ITS can actually be seen as a 'delivery mechanism' that can be used to enhance their use and availability. Thus for some services, Cooperative-ITS is essential, whilst for others it adds value. However for a small number of services it is not relevant.
This part of ISO 14813 is intended for use by at least two groups of people involved in the ITS sector. The first group is those looking for ideas about the services that ITS implementations can provide and the second is for those who are developing standards.
For the first group, this part of ISO 14813 provides service descriptions that can act as the catalyst for more detailed descriptions. It is possible for the level of detail to differ from one ITS implementation to another, depending on whether or not a national ITS architecture is involved, and whether this architecture is based directly on services, or on groups of functions.
For standards developers, this part of ISO 14813 is applicable to the working groups of ISO TC 204 and other Technical Committees who are developing standards for the ITS sector and associated sectors whose boundaries cross into the ITS sector (such as some aspects of public transport (transit), plus inter-modal freight and fleet management). This part of ISO 14813 is designed to provide information and explanation of services that can form the basis and reason for developing standards.
This part of ISO 14813 is in itself, by its nature, advisory and informative. It is designed to assist the integration of services into a cohesive reference architecture, plus interoperability and the use of common data definitions. Specifically, services defined within the service groups shall be the basis for definition of 'use cases', 'user needs' or 'user service requirements' depending on the methodology being used to develop the resultant ITS architecture functionality, along with definition of applicable data within data dictionaries, as well as applicable communications and data exchange standards.

An intelligent transport system (ITS) reference architecture is a tool that describes how an ITS delivers one or more ITS services. It includes a high-level description of the major elements and the interconnections among them that are needed for the service(s) to be provided to stakeholders. It provides the framework around which the interfaces, specifications, and detailed ITS designs can be standardized within ITS standards.
By contrast, ITS standards are often focused on design details. While the development of these standards may be initiated by a single ITS user need, they are often (and properly) written in a generic format that allows for application in a broad array of contexts. However, this can present a challenge to the reader in understanding the original purpose of a standard and whether the standard is intended for other environments.
This document defines documentation rules for standards that define interfaces between or among system elements of an ITS reference architecture. This includes:
a) requirements for documenting aspects of the ITS reference architecture;
b) terminology to be used when documenting or referencing aspects of the ITS reference architecture.
In compiling this document, the authors have assumed that contemporary systems engineering practices are used. Such practices are not defined within this document.

This document provides a formal means to achieve consistency in the use of ASN.1 when specifying data types that are to be used in ITS International Standards. This is designed to ensure unambiguous and interoperable data exchange while providing consistent documentation of these exchanges. This document provides the necessary specifications to ensure consistent interpretation by providing formal references to several standards and in some cases specifying additional rules to promote greater consistency among standards.
This document does not require the use of ASN.1 for anything other than providing data type definitions in a common and flexible form. This document makes specific provision for the support of:
— Embedding other extant standardised encoding formats, e.g. jpg, while maintaining interoperability and reuse within ITS;
— Allowing alternative representations of data type definitions, e.g. XML schema;
— Allowing alternative encoding of defined data.
The rules presented in this document enable data types to be recorded in a common ITS data registry, and in ITS International Standards, in a common and consistent form.