Paper：自动驾驶领域SAE标准之《道路机动车辆驾驶自动化系统相关术语的分类和定义》官方英文原文翻译与解读(二)
目录
自动驾驶领域SAE标准之《道路机动车辆驾驶自动化系统相关术语的分类和定义》官方英文原文翻译与解读(二)
4. TAXONOMY OF DRIVING AUTOMATION
5.1 LEVEL or CATEGORY 0 - NO DRIVING AUTOMATION 1级或0级-无驾驶自动化
5.2 LEVEL or CATEGORY 1 - DRIVER ASSISTANCE 一级或一级-驾驶员协助
5.3 LEVEL or CATEGORY 2 - PARTIAL DRIVING AUTOMATION 级或二类-部分驾驶自动化
5.4 LEVEL or CATEGORY 3 - CONDITIONAL DRIVING AUTOMATION 级或3类-条件驾驶自动化
5.5 LEVEL or CATEGORY 4 - HIGH DRIVING AUTOMATION 级或4类高驾驶自动化
5.6 LEVEL [CATEGORY] 5 - FULL DRIVING AUTOMATION 级[类]5 -全驾驶自动化
6. SIGNIFICANCE OF OPERATIONAL DESIGN DOMAIN (ODD) 操作设计域的意义(ODD)
7.1 Autonomous, Self-Driving, Driverless, Unmanned, Robotic 自动驾驶，自动驾驶，无人驾驶，无人驾驶，机器人
7.2 Automated or Autonomous Vehicle 自动驾驶或自动驾驶车辆
8. ADDITIONAL DISCUSSION 额外的讨论
8.1 Level are assigned, rather than measured 等级是指定的，而不是测量的
8.2 Levels are Mutually Exclusive 级别是相互排斥的
8.3 User request to perform the DDT when a level 3, 4 or 5 ADS is engaged 当3级、4级或5级广告被激活时，用户要求执行DDT
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Paper：自动驾驶领域SAE标准之《道路机动车辆驾驶自动化系统相关术语的分类和定义》官方英文原文翻译与解读(一)
Paper：自动驾驶领域SAE标准之《道路机动车辆驾驶自动化系统相关术语的分类和定义》官方英文原文翻译与解读(二)
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The terms defined above inform a taxonomy of driving automation consisting of six discrete and mutually exclusive levels (see section 8.2). Central to this taxonomy are the respective roles of the (human) user and the driving automation system in relation to each other. Because changes in the functionality of a driving automation system change the role of the (human) user, they provide a basis for categorizing such systems. For example:
| 上面定义的术语将自动驾驶分为六个独立且互斥的级别(见8.2节)。这种分类法的中心是(人类)用户和驾驶自动化系统各自的角色。因为驱动自动化系统的功能变化会改变(人类)用户的角色，所以它们为分类这样的系统提供了基础。例如:
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| The vehicle also fulfills a role in this driving automation taxonomy, but the role of the vehicle does not change the role of the user in performing the DDT. In this way, driving automation systems are categorized into levels based on: 1. Whether the driving automation system performs either the longitudinal or the lateral vehicle motion control subtask of the DDT. 2. Whether the driving automation system performs both the longitudinal and the lateral vehicle motion control subtasks of the DDT simultaneously. 3. Whether the driving automation system also performs the OEDR subtask of the DDT. 4. Whether the driving automation system also performs DDT fallback. 5. Whether the driving automation system is limited by an ODD. Table 1 (below) summarizes the six levels of driving automation in terms of these five elements. | 在驾驶自动化分类中，车辆也扮演一个角色，但车辆的角色并不改变用户在执行DDT时的角色。 通过这种方式，驱动自动化系统被分为以下级别: 1. 驾驶自动化系统是否执行纵向或横向车辆运动控制的DDT子任务。 2. 驱动自动化系统是否同时执行DDT的纵向和横向车辆运动控制子任务。 3.驱动自动化系统是否也执行DDT的OEDR子任务。 4. 驾驶自动化系统是否也会执行DDT回退。 5. 驱动自动化系统是否受到奇数的限制。 表1(下表)从这五个方面总结了驾驶自动化的六个级别。 |
| Table 1 - Summary of levels of driving automation
| 表1 -驾驶自动化水平的摘要 持续的横向和纵向车辆运动控制、OEDR、DDT fallback、ODD
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| Figure 8 - Simplified logic flow diagram for assigning driving automation level to a feature
| 图8 -为一个特性分配驱动自动化级别的简化逻辑流程图
执行完整的DDT和DDT回退，在一个有限的ODD范围内?
执行完整的DDT，但不执行DDT回退，在一个有限的ODD范围内?
执行纵向和横向车辆运动控制(在持续的基础上)，但不完成OEDR?
执行纵向或横向车辆运动控制(在持续的基础上)，但不完成OEDR?
执行没有DDT或者DDT回退？
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| Figure 8 shows a simplified logic diagram for classifying driving automation features. Note that the information required to answer the questions posed in this figure cannot be empirically derived (see 8.1). Table 2 (below) details the six levels of driving automation with reference to the roles (if any) that the user and the driving automation system play in performing the DDT and the DDT fallback. (NOTE: This assignment of roles refers to technical aspects of vehicle operation rather than to legal aspects.) The descriptions provided in column 2 of Table 2 indicate the role (if any) of the user in performing part or all of the DDT and/or performing the DDT fallback, while the descriptions provided in column 3 indicate the role (if any) of the driving automation system in performing the same. As in Table 1, "system" refers to the driving automation system or ADS, as appropriate. Note that the foregoing roles are determined by the design of the driving automation system in combination with the instructions provided to the user, regardless of malfunction in a particular driving automation system or a user’s mis-performance of their role in a given circumstance. (See 8.1.) | 图8显示了对驱动自动化特性进行分类的简化逻辑图。注意，回答本图中所提出的问题所需的资料不能根据经验得出(见8.1)。 表2(下)详细列出了驾驶自动化的六个级别，并参照用户和驾驶自动化系统在执行DDT和DDT后备方案时所扮演的角色(如果有的话)。(注:此角色分配是指车辆运营的技术方面，而不是法律方面。) 提供的描述在表2的第2列中显示用户的角色(如果有的话)在执行部分或全部执行DDT的DDT和/或回退,而第三列中提供的描述显示的作用(如果有的话)驾驶自动化系统在执行相同的。如表1所示，“系统”指的是驾驶自动化系统或ADS(视情况而定)。 请注意，上述角色是由驱动自动化系统的设计和提供给用户的说明共同决定的，无论在特定的驱动自动化系统中发生故障或用户在给定的环境中错误地执行其角色。(参见8.1)。 |
Table 2 - Roles of human driver and driving automation system by level of driving automation 表2 -按驾驶自动化程度划分的人类驾驶员和驾驶自动化系统的角色
| Automation | Role of User | Role of Driving Automation System |
| DRIVER PERFORMS THE DYNAMIC DRIVING TASK (DDT) DRIVER执行动态驱动任务(DDT) | ||
| Level 0 - No Driving Automation | Driver (at all times): • Performs the entire DDT | Driving Automation System (if any): • Does not perform any part of the DDT on a sustained basis (although other vehicle systems may provide warnings or support, such as momentary emergency intervention) |
| Level 1 - Driver Assistance | Driver (at all times): • Performs the remainder of the DDT not performed by the driving automation system • Supervises the driving automation system and intervenes as necessary to maintain safe operation of the vehicle • Determines whether/when engagement or disengagement of the driving automation system is appropriate • Immediately performs the entire DDT whenever required or desired | Driving Automation System (while engaged): • Performs part of the DDT by executing either the longitudinal or the lateral vehicle motion control subtask • Disengages immediately upon driver request |
| Level 2 - Partial Driving Automation | Driver (at all times): • Performs the remainder of the DDT not performed by the driving automation system • Supervises the driving automation system and intervenes as necessary to maintain safe operation of the vehicle • Determines whether/when engagement and disengagement of the driving automation system is appropriate • Immediately performs the entire DDT whenever required or desired | Driving Automation System (while engaged): • Performs part of the DDT by executing both the lateral and the longitudinal vehicle motion control subtasks • Disengages immediately upon driver request |
| AUTOMATED DRIVING SYSTEM (ADS) PERFORMS THE ENTIRE DYNAMIC DRIVING TASK (DDT) 自动驾驶系统执行整个动态驾驶任务(DDT) | ||
| Level 3 – Conditional Driving Automation | Driver (while the ADS is not engaged): • Verifies operational readiness of the ADS-equipped vehicle • Determines when engagement of ADS is appropriate • Becomes the DDT fallback-ready user when the ADS is engaged DDT fallback-ready user (while the ADS is engaged): • Is receptive to a request to intervene and responds by performing DDT fallback in a timely manner • Is receptive to DDT performance-relevant system failures in vehicle systems and, upon occurrence, performs DDT fallback in a timely manner • Determines whether and how to achieve a minimal risk condition • Becomes the driver upon requesting disengagement of the ADS | ADS (while not engaged): • Permits engagement only within its ODD ADS (while engaged): • Performs the entire DDT • Determines whether ODD limits are about to be exceeded and, if so, issues a timely request to intervene to the DDT fallback-ready user • Determines whether there is a DDT performance-relevant system failure of the ADS and, if so, issues a timely request to intervene to the DDT fallback-ready user • Disengages an appropriate time after issuing a request to intervene • Disengages immediately upon driver request |
| Level 4 - High Driving Automation | Driver/dispatcher (while the ADS is not engaged): • Verifies operational readiness of the ADS-equipped vehicle • Determines whether to engage the ADS • Becomes a passenger when the ADS is engaged only if physically present in the vehicle Passenger/dispatcher (while the ADS is engaged): • Need not perform the DDT or DDT fallback • Need not determine whether and how to achieve a minimal risk condition • May perform the DDT fallback following a request to intervene • May request that the ADS disengage and may achieve a minimal risk condition after it is disengaged • May become the driver after a requested disengagement | ADS (while not engaged): • Permits engagement only within its ODD ADS (while engaged): • Performs the entire DDT • May issue a timely request to intervene • Performs DDT fallback and transitions automatically to a minimal risk condition when: • A DDT performance-relevant system failure occurs or • A user does not respond to a request to intervene or • A user requests that it achieve a minimal risk condition • Disengages, if appropriate, only after: • It achieves a minimal risk condition or • A driver is performing the DDT • May delay user-requested |
| Level 5 - Full Driving Automation | Driver/dispatcher (while the ADS is not engaged): • Verifies operational readiness of the ADS-equipped vehicle • Determines whether to engage the ADS • Becomes a passenger when the ADS is engaged only if physically present in the vehicle Passenger/dispatcher (while the ADS is engaged): • Need not perform the DDT or DDT fallback • Need not determine whether and how to achieve a minimal risk condition • May perform the DDT fallback following a request to intervene • May request that the ADS disengage and may achieve a minimal risk condition after it is disengaged • May become the driver after a requested disengagement ADS (while not engaged): • Permits engagement of the ADS under all driver-manageable on-road conditions | ADS (while engaged): • Performs the entire DDT • Performs DDT fallback and transitions automatically to a minimal risk condition when: • A DDT performance-relevant system failure occurs or • A user does not respond to a request to intervene or • A user requests that it achieve a minimal risk condition • Disengages, if appropriate, only after: • It achieves a minimal risk condition or • A driver is performing the DDT • May delay a user-requested disengagement |
Table 3, below, describes a user’s role with respect to an engaged driving automation system operating at a particular level of driving automation at a particular point in time. A user occupying a given vehicle can have one of three possible roles during a particular trip: 1) driver, 2) DDT fallback-ready user or 3) passenger. A remote user of a given vehicle (i.e., who is not seated in the driver’s seat of the vehicle during use) can also have one of three possible roles during a particular trip: 1) remote driver, 2) DDT fallback-ready user or 3) dispatcher.
下面的表3描述了用户在某一特定时间点在某一特定级别的驾驶自动化系统上所扮演的角色。在一个特定的旅程中，占用一个给定车辆的用户可以有三种可能的角色之一:1)司机，2)DDT后备用户或3)乘客。一个特定车辆的远程用户(即在使用过程中没有坐在驾驶座位上的人)在特定旅程中也可以有以下三种可能的角色:1)远程司机，2)DDT后备用户或3)调度员。
Table 3 - User roles while a driving automation system is engaged
表3 -驾驶自动化系统使用时的用户角色
| NOTE: A vehicle equipped with a level 4 or 5 ADS may also support a driver role. For example, in order to complete a given trip, a user of a vehicle equipped with a level 4 ADS feature designed to operate the vehicle during high-speed freeway conditions will generally choose to perform the DDT when the freeway ends; otherwise the ADS will automatically perform DDT fallback and achieve a minimal risk condition as needed. However, unlike at level 3, this user is not a DDT fallback-ready user while the ADS is engaged. | 注意:配备4级或5级ADS的车辆也可以支持驾驶员的角色。例如，为了完成给定的旅程，一辆配备了4级ADS功能的汽车的用户通常会在高速公路结束时选择执行DDT;否则，广告将自动执行DDT回退，并在需要时实现最小的风险条件。然而，与第3级不同的是，当广告被使用时，这个用户并不是DDT的后备用户。 |
5. LEVELS OR CATEGORIES OF DRIVING AUTOMATION
| As discussed above, the level of driving automation is based on the functionality of the driving automation system, as determined by an allocation of roles in DDT and DDT fallback performance between that system and the (human) user (if any). The manufacturer of a driving automation system determines that system’s requirements, operational design domain (ODD), and operating characteristics, including the level of driving automation, as defined below. The manufacturer also defines the proper use of that system. The lower two levels of driving automation (1-2) refer to cases in which the (human) driver continues to perform part of the DDT while the driving automation system is engaged. The upper three levels of driving automation (3-5) refer to cases in which the Automated Driving System (ADS) performs the entire the DDT on a sustained basis while it is engaged. | |
| The performance by the driver of the entire DDT, even when enhanced by active safety systems. | 整个DDT的性能由驾驶员决定，即使主动安全系统增强了性能。 |
| The sustained and ODD-specific execution by a driving automation system of either the lateral or the longitudinal vehicle motion control subtask of the DDT (but not both simultaneously) with the expectation that the driver performs the remainder of the DDT. NOTE: A level 1 feature performing either the lateral or the longitudinal vehicle motion control subtask of the DDT is capable of only limited OEDR within its dimension (lateral or longitudinal), meaning that there are some events that the driving automation system is not capable of recognizing or responding to. Therefore, the driver must supervise the driving automation system performance by completing the OEDR subtask of the DDT as well as performing the other dimension of vehicle motion control. See Figure 1 (discussing the three primary subtasks of the DDT). | 驾驶自动化系统持续执行车辆横向或纵向运动控制任务(但不能同时执行)，并期望驾驶员执行剩余的运动控制任务。 注:1级特性进行横向或纵向车辆运动控制子任务的DDT的能力有限OEDR在其维度(横向或纵向),也就是说,有些事件的驾驶自动化系统不能识别或回应。因此，驾驶员必须通过完成DDT的OEDR子任务以及执行车辆运动控制的其他维度来监督驾驶自动化系统的性能。请参见图1(讨论DDT的三个主要子任务)。 |
| The sustained and ODD-specific execution by a driving automation system of both the lateral and longitudinal vehicle motion control subtasks of the DDT with the expectation that the driver completes the OEDR subtask and supervises the driving automation system. NOTE: A level 2 driving automation feature is capable of only limited OEDR, meaning that there are some events that the driving automation system is not capable of recognizing or responding to. Therefore the driver supervises the driving automation system performance by completing the OEDR subtask of the DDT. See Figure 1 (discussing the three primary subtasks of the DDT). | 驾驶自动化系统对车辆横向运动控制和纵向运动控制的子任务进行持续和奇数特定的执行，期望驾驶员完成OEDR子任务并监督驾驶自动化系统。 注:2级驾驶自动化功能的OEDR是有限的，这意味着有些事件是驾驶自动化系统无法识别或响应的。因此，驾驶员通过完成DDT的OEDR子任务来监督驾驶自动化系统的性能。请参见图1(讨论DDT的三个主要子任务)。 |
| The sustained and ODD-specific performance by an ADS of the entire DDT with the expectation that the DDT fallback-ready user is receptive to ADS-issued requests to intervene, as well as to DDT performance-relevant system failures in other vehicle systems, and will respond appropriately. NOTE 1: The DDT fallback-ready user need not supervise a level 3 ADS while it is engaged but is expected to be prepared to resume the DDT when the ADS issues a request to intervene, such as when a DDT performance-relevant system failure occurs. NOTE 2: A level 3 ADS’s DDT fallback-ready user is also expected to be receptive to evident DDT performance-relevant system failures in vehicle systems that do not necessarily trigger an ADS-issued request to intervene, such as a broken body or a suspension component. NOTE 3: In the event of a DDT performance-relevant system failure in a level 3 ADS or in the event that the ADS will soon exit its ODD, the ADS will issue a request to intervene within sufficient time for a typical person to respond appropriately to the driving situation at hand. NOTE 4: An “appropriate” response by a DDT fallback-ready user to a request to intervene may entail bringing the vehicle to a minimal risk condition or continuing to operate the vehicle after the ADS has disengaged. EXAMPLE: An ADS feature capable of performing the entire DDT in low-speed, stop-and-go freeway traffic. | 一个ADS对整个DDT的持续和特定的性能，期望DDT后备用户能够接受ADS发出的干预请求，以及其他车辆系统中与DDT性能相关的系统故障，并将作出适当的响应。 |
| The sustained and ODD-specific performance by an ADS of the entire DDT and DDT fallback, without any expectation that a user will respond to a request to intervene. EXAMPLE 2: A level 4 ADS feature capable of performing the entire DDT during sustained operation on a motorway or freeway (i.e., within its ODD). (Note: The presence of a user in the driver’s seat who is capable of performing the DDT is envisioned in this example, as driver performance of the DDT would have been necessary before entering, and would again be necessary after leaving, the motorway or freeway. Thus, such a feature would alert the user that s/he should resume vehicle operation shortly before exiting the ODD, but if the user fails to respond to such an alert, the ADS will nevertheless perform the DDT fallback and achieve a minimal risk condition automatically.) | 通过一个完整的DDT和DDT的广告的持续和特定的性能，没有任何期望用户会响应干预的请求。 例子2:关卡4的ADS能够在高速公路或高速公路的持续运行中执行整个DDT(游戏邦注:即在其奇数范围内)。(注:在这个例子中，可以想象驾驶座位上有一个能够使用DDT的人，因为司机在进入高速公路之前必须使用DDT，离开高速公路后也必须使用。因此，这样的功能会提醒用户，他/她应该在离开奇数之前不久恢复车辆操作，但如果用户没有响应这样的警报，广告将执行DDT回退，自动实现最小的风险条件。) |
| The sustained and unconditional (i.e., not ODD-specific) performance by an ADS of the entire DDT and DDT fallback without any expectation that a user will respond to a request to intervene. NOTE 1: “Unconditional/not ODD-specific” means that the ADS can operate the vehicle under all driver-manageable on-road conditions. This means, for example, that there are no design-based weather, time-of-day, or geographical restrictions on where and when the ADS can operate the vehicle. However, there may be conditions not manageable by a driver in which the ADS would be unable to complete a given trip (i.e., white-out snow storm, flooded roads, glare ice, etc.) until or unless the adverse conditions clear. At the onset of such unmanageable conditions the ADS would perform the DDT fallback to achieve a minimal risk condition (e.g., by pulling over to the side of the road and waiting for the conditions to change). NOTE 2: In the event of a DDT performance-relevant system failure (of an ADS or the vehicle), a level 5 ADS automatically performs the DDT fallback and achieves a minimal risk condition NOTE 3: The user does not need to supervise a level 5 ADS, nor be receptive to a request to intervene while it is engaged. EXAMPLE: A vehicle with an ADS that, once programmed with a destination, is capable of operating the vehicle throughout complete trips on public roadways, regardless of the starting and end points or intervening road, traffic, and weather conditions. | 5持续的和无条件的(也就是，不是特定于奇数的)执行一个完整的DDT和DDT的广告，而不期望用户会响应一个干预的请求。 |
| Conceptually, the role of a driving automation system vis-à-vis a user in performance of part or all of the DDT is orthogonal to the specific conditions under which it performs that role: A specific implementation of adaptive cruise control, for example, may be intended to operate only at high speeds, only at low speeds, or at all speeds. For simplicity, however, J3016’s taxonomy collapses these two axes into a single set of levels of driving automation. Levels 1 through 4 expressly contemplate ODD limitations. In contrast, level 5 expressly disavows any such limitations. Accordingly, accurately describing a feature (other than at level 5) requires identifying both its level of driving automation and its operational design domain (ODD). As provided in the definitions above, this combination of level of driving automation and ODD is called a usage specification, and a given feature satisfies a given usage specification. Because of the wide range of possible ODDs, a wide range of possible features may exist in each level (e.g., level 4 includes parking, high-speed, low-speed, geo-fenced, etc.). For this reason, SAE J3016 provides less detail about the ODD attributes that may define a given feature than about the respective roles of a driving automation system and its user. ODD is especially important to understanding why an ADS is not level 5 merely because it operates an ADS-dedicated vehicle. Unlike a level 5 ADS, a level 4 ADS has a limited ODD. Geographic or environmental restrictions on an ADS-DV may reflect the ODD limitations of its ADS (or they may reflect vehicle design limitations). Figure 9 illustrates the orthogonality of ODD relative to levels of driving automation. | 从概念上讲,驾驶自动化系统的作用性能相对于用户的部分或全部DDT是正交的具体情况下,它执行角色:自适应巡航控制系统的具体实现,例如,也许是为了操作只有在高速,只在低速或速度。 不过，为了简单起见，J3016的分类法将这两个轴合并为一组单独的驾驶自动化级别。等级1到等级4明确地考虑了奇数的限制。相比之下，第5级明确否认任何此类限制。 因此，准确地描述一个特征(level 5除外)需要同时识别其驾驶自动化水平和操作设计领域(ODD)。如上面的定义所述，这种驱动自动化级别和奇数的组合称为使用规范，给定的特性满足给定的使用规范。 因为可能性的范围很广，所以每个关卡都可能存在各种可能的功能(例如，第4个关卡包括停车、高速、低速、地理围栏等)。出于这个原因，SAE J3016提供的关于驱动自动化系统及其用户各自角色的详细信息比定义给定特性的奇数属性要少。 ODD对于理解为什么ADS不是第5级的特别重要，因为它运行的是一个专门的ADS车辆。与5级广告不同的是，4级广告有一个有限的奇数。对ADS- dv的地理或环境限制可能反映了其广告的ODD限制(或者反映了车辆设计的限制)。 图9说明了ODD相对于驾驶自动化水平的正交性。 |
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Figure 10 - Illustrates the significance of ODD relative to the levels. | 图10 -说明了奇数相对于水平的重要性。 |
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Figure 11 - ODD relative to levels | 图11 -奇数相对水平 |
| For the sake of clarity, this section identifies certain deprecated terms that are not used in this Recommended Practice either because they are functionally imprecise (and therefore misleading) and/or because they are frequently misused by application to lower levels of driving automation (i.e., levels 1 and 2) in which the driving automation system does not perform the entire DDT. | 为了清晰,本节确定某些弃用的术语是不习惯在这个推荐的做法,因为他们在功能上是不准确的(因此误导)和/或因为他们经常被应用于低水平的滥用驾驶自动化(即水平1和2)的驾驶自动化系统不执行整个DDT |
| Vernacular terms such as those above are sometimes used—inconsistently and confusingly—to characterize driving automation systems and/or vehicles equipped with them. Because automation is the use of electronic or mechanical devices to replace human labor, based on the Oxford English Dictionary, automation (modified by “driving” to provide context) is the appropriate term for systems that perform part or all of the DDT. The use of other terms can lead to confusion, misunderstanding, and diminished credibility. 7.1.1 Autonomous This term has been used for a long time in the robotics and artificial intelligence research communities to signify systems that have the ability and authority to make decisions independently and self-sufficiently. Over time, this usage was casually broadened to not only encompass decision making, but to represent the entire system functionality, thereby becoming synonymous with automated. This usage obscures the question of whether a so-called “autonomous vehicle” depends on communication and/or cooperation with outside entities for important functionality (such as data acquisition and collection). Some driving automation systems may indeed be autonomous if they perform all of their functions independently and self-sufficiently, but if they depend on communication and/or cooperation with outside entities, they should be considered cooperative rather than autonomous. Some vernacular usages associate autonomous specifically with full driving automation (level 5), while other usages apply it to all levels of driving automation, and some state legislation has defined it to correspond approximately to any ADS at or above level 3 (or to any vehicle equipped with such an ADS). Additionally, in jurisprudence, autonomy refers to the capacity for self-governance. In this sense, also, “autonomous” is a misnomer as applied to automated driving technology, because even the most advanced ADSs are not “self-governing.” Rather, ADSs operate based on algorithms and otherwise obey the commands of users. For these reasons, this document does not use the popular term “autonomous” to describe driving automation. 7.1.2 Self-driving The meaning of this term can vary based on unstated assumptions about the meaning of driving and driver. It is variously used to refer to situations in which no driver is present, to situations in which no user is performing the DDT, and to situations in which a driving automation system is performing any part of the DDT. 7.1.3 Driverless and Unmanned These terms are frequently misused to describe any vehicle equipped with a level 2 or higher driving automation system. Because “driver” can have many meanings, “driverless” can confuse rather than clarify. (Under J3016’s definitions, an engaged level 3, 4, or 5 ADS displaces a (human) driver.) The term “unmanned” suggests the absence of a person in a vehicle, which can also be misleading because it does not distinguish between a vehicle remotely operated by a human driver and an ADS-operated vehicle in which there are no occupants that have the ability to operate the vehicle. 7.1.4 Robotic This term is sometimes used to connote level 4 or 5 driving automation, such as a closed-campus ADS-DV or a “robotic taxi,” but it is technically vague because any automation technology could be considered to be “robotic,” and as such it conveys no useful information about the ADS or vehicle in question. | 在描述自动驾驶系统和/或配备自动驾驶系统的车辆时，人们有时会不一致地、令人混淆地使用上述术语。根据《牛津英语词典》，自动化是使用电子或机械设备来取代人工劳动，因此自动化(通过“driving”来修饰以提供上下文)是对执行部分或全部DDT的系统的合适术语。使用其他术语会导致混淆、误解和降低可信度。 |
| This Recommended Practice recommends against using terms that make vehicles, rather than driving, the object of automation, because doing so tends to lead to confusion between vehicles that can be operated by a (human) driver or by an ADS and ADS-DVs, which are designed to be operated exclusively by an ADS. It also fails to distinguish other forms of vehicular automation that do not involve automating part or all of the DDT. Moreover, a given vehicle may be equipped with a driving automation system that is capable of delivering multiple driving automation features that operate at different levels; thus, the level of driving automation exhibited in any given instance is determined by the feature(s) engaged. As such, the recommended usage for describing a vehicle with driving automation capability is “level [1 or 2] driving automation system-equipped vehicle” or “level [3, 4, or 5] ADS-equipped vehicle.” The recommended usage for describing a vehicle with an engaged system (vs. one that is merely available) is “level [1 or 2] driving automation system-engaged vehicle” or “level [3, 4, or 5] ADS-operated vehicle.” | 7这推荐实践建议不要使用术语,使汽车,而不是开车,自动化的对象,因为这样做会导致混淆的车辆,可以由一个(人类)司机或一个广告和ADS-DVs,由一个设计为专门经营广告。它还未能区分其他形式的车辆自动化,不涉及自动化DDT的部分或全部。 |
| In colloquial discourse, the term “control” is sometimes used to describe the respective roles of a (human) driver or a driving automation system (e.g., “the driver has control”). The authors of this Recommended Practice strongly discourage, and have therefore deliberately avoided, this potentially problematic colloquial usage. Because the term “control” has numerous technical, legal, and popular meanings, using it without careful qualification can confuse rather than clarify. In law, for example, “control,” “actual physical control,” and “ability to control” can have distinct meanings that bear little relation to engineering control loops. Similarly, the statement that the (human) driver “does not have control” may unintentionally and erroneously suggest the loss of all human authority. The preferred terms “DDT performance” (as explained in the definition of DDT above) and “operate” (also a defined term, above) reduce potential confusion by specifically describing what the (human) driver or driving automation system actually does in terms of performing part or all of the DDT. This Recommended Practice does use the terms lateral vehicle motion control and longitudinal vehicle motion control, both of which are explicitly defined in terms of specific engineering functions. If “control” is to be used in a particular driving automation context, it should be carefully qualified. To this end, the one using the term “should first describe the control system they actually intend: the goals, inputs, processes, and outputs to the extent they are determined by a human designer and the authority of the human or computer agents to the extent they are not.” See Bryant Walker Smith, Engineers and Lawyers Should Speak the Same Robot Language |
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