| Nosaukums | <p>This document describes [motor] <em>vehicle</em> <em>driving automation system</em>s that perform part or all of the <em>dynamic driving task</em> (<em>DDT</em>) on a <em>sustained</em> basis. It provides a taxonomy with detailed definitions for six levels of <em>driving automation</em>, ranging from no <em>driving automation</em> (Level 0) to full <em>driving automation</em> (Level 5), in the context of [motor] <em>vehicles</em> (hereafter also referred to as “<em>vehicle</em>” or “<em>vehicles</em>”) and their <em>operation</em> on roadways:</p>
<p>Level 0: No Driving Automation</p>
<p>Level 1: Driver Assistance</p>
<p>Level 2: Partial Driving Automation</p>
<p>Level 3: Conditional Driving Automation</p>
<p>Level 4: High Driving Automation</p>
<p>Level 5: Full Driving Automation</p>
<p>These level definitions, along with additional supporting terms and definitions provided herein, can be used to describe the full range of <em>driving automation</em> <em>features</em> equipped on [motor] <em>vehicles</em> 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 <em>users</em>, including cyclists, pedestrians, and <em>users</em> of <em>vehicles</em> with and without <em>driving automation</em> <em>features</em>.</p>
<p>The levels apply to the <em>driving automation</em> <em>feature</em>(s) that are engaged in any given instance of on-road <em>operation</em> of an equipped <em>vehicle</em>. As such, although a given <em>vehicle</em> may be equipped with a <em>driving automation system</em> that is capable of delivering multiple <em>driving automation</em> <em>features</em> that perform at different levels, the level of <em>driving automation</em> exhibited in any given instance is determined by the <em>feature</em>(s) that are engaged.</p>
<p>This document also refers to three primary actors in driving: the (human) <em>user</em>, the <em>driving automation system</em>, and other <em>vehicle</em> systems and components. These other <em>vehicle</em> systems and components (or the <em>vehicle</em> in general terms) do not include the <em>driving automation system</em> in this model, even though as a practical matter a <em>driving automation system</em> may actually share hardware and software components with other <em>vehicle</em> systems, such as a processing module(s) or <em>operating</em> code.</p>
<p>The levels of <em>driving automation</em> are defined by reference to the specific role played by each of the three primary actors in performance of the <em>DDT</em> and/or <em>DDT fallback</em>. “Role” in this context refers to the expected role of a given primary actor, based on the design of the <em>driving automation system</em> in question and not necessarily to the actual performance of a given primary actor. For example, a <em>driver</em> who fails to monitor the roadway during engagement of a Level 1 adaptive cruise control (ACC) system still has the role of <em>driver</em>, even while s/he is neglecting it.</p>
<p><em>Active safety systems</em>, such as electronic stability control (ESC) and automatic emergency braking (AEB), and certain types of <em>driver</em> assistance systems, such as lane keeping assistance (LKA), are excluded from the scope of this <em>driving automation</em> taxonomy because they do not perform part or all of the <em>DDT</em> on a <em>sustained</em> basis, but rather provide momentary intervention during potentially hazardous situations. Due to the momentary nature of the actions of <em>active safety systems</em>, their intervention does not change or eliminate the role of the <em>driver</em> in performing part or all of the <em>DDT</em>, and thus are not considered to be <em>driving automation</em>, even though they perform automated functions. In addition, systems that inform, alert, or warn the <em>driver</em> about hazards in the driving environment are also outside the scope of this <em>driving automation</em> taxonomy, as they neither automate part or all of the <em>DDT</em>, nor change the <em>driver</em>’s role in performance of the <em>DDT</em> (see 8.13).</p>
<p>It should be noted, however, that crash avoidance <em>features</em>, including intervention-type <em>active safety systems</em>, may be included in <em>vehicles</em> equipped with <em>driving automation system</em>s at any level. For <em>automated driving system</em> (<em>ADS</em>) <em>features</em> (i.e., Levels 3 to 5) that perform the complete <em>DDT</em>, crash mitigation and avoidance capability is part of <em>ADS</em> functionality (see also 8.13).</p> |
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| Darbības sfēra | <p>This document describes [motor] <em>vehicle</em> <em>driving automation system</em>s that perform part or all of the <em>dynamic driving task</em> (<em>DDT</em>) on a <em>sustained</em> basis. It provides a taxonomy with detailed definitions for six levels of <em>driving automation</em>, ranging from no <em>driving automation</em> (Level 0) to full <em>driving automation</em> (Level 5), in the context of [motor] <em>vehicles</em> (hereafter also referred to as “<em>vehicle</em>” or “<em>vehicles</em>”) and their <em>operation</em> on roadways:</p>
<p>Level 0: No Driving Automation</p>
<p>Level 1: Driver Assistance</p>
<p>Level 2: Partial Driving Automation</p>
<p>Level 3: Conditional Driving Automation</p>
<p>Level 4: High Driving Automation</p>
<p>Level 5: Full Driving Automation</p>
<p>These level definitions, along with additional supporting terms and definitions provided herein, can be used to describe the full range of <em>driving automation</em> <em>features</em> equipped on [motor] <em>vehicles</em> 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 <em>users</em>, including cyclists, pedestrians, and <em>users</em> of <em>vehicles</em> with and without <em>driving automation</em> <em>features</em>.</p>
<p>The levels apply to the <em>driving automation</em> <em>feature</em>(s) that are engaged in any given instance of on-road <em>operation</em> of an equipped <em>vehicle</em>. As such, although a given <em>vehicle</em> may be equipped with a <em>driving automation system</em> that is capable of delivering multiple <em>driving automation</em> <em>features</em> that perform at different levels, the level of <em>driving automation</em> exhibited in any given instance is determined by the <em>feature</em>(s) that are engaged.</p>
<p>This document also refers to three primary actors in driving: the (human) <em>user</em>, the <em>driving automation system</em>, and other <em>vehicle</em> systems and components. These other <em>vehicle</em> systems and components (or the <em>vehicle</em> in general terms) do not include the <em>driving automation system</em> in this model, even though as a practical matter a <em>driving automation system</em> may actually share hardware and software components with other <em>vehicle</em> systems, such as a processing module(s) or <em>operating</em> code.</p>
<p>The levels of <em>driving automation</em> are defined by reference to the specific role played by each of the three primary actors in performance of the <em>DDT</em> and/or <em>DDT fallback</em>. “Role” in this context refers to the expected role of a given primary actor, based on the design of the <em>driving automation system</em> in question and not necessarily to the actual performance of a given primary actor. For example, a <em>driver</em> who fails to monitor the roadway during engagement of a Level 1 adaptive cruise control (ACC) system still has the role of <em>driver</em>, even while s/he is neglecting it.</p>
<p><em>Active safety systems</em>, such as electronic stability control (ESC) and automatic emergency braking (AEB), and certain types of <em>driver</em> assistance systems, such as lane keeping assistance (LKA), are excluded from the scope of this <em>driving automation</em> taxonomy because they do not perform part or all of the <em>DDT</em> on a <em>sustained</em> basis, but rather provide momentary intervention during potentially hazardous situations. Due to the momentary nature of the actions of <em>active safety systems</em>, their intervention does not change or eliminate the role of the <em>driver</em> in performing part or all of the <em>DDT</em>, and thus are not considered to be <em>driving automation</em>, even though they perform automated functions. In addition, systems that inform, alert, or warn the <em>driver</em> about hazards in the driving environment are also outside the scope of this <em>driving automation</em> taxonomy, as they neither automate part or all of the <em>DDT</em>, nor change the <em>driver</em>’s role in performance of the <em>DDT</em> (see 8.13).</p>
<p>It should be noted, however, that crash avoidance <em>features</em>, including intervention-type <em>active safety systems</em>, may be included in <em>vehicles</em> equipped with <em>driving automation system</em>s at any level. For <em>automated driving system</em> (<em>ADS</em>) <em>features</em> (i.e., Levels 3 to 5) that perform the complete <em>DDT</em>, crash mitigation and avoidance capability is part of <em>ADS</em> functionality (see also 8.13).</p> |
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