GB/T 44721-2024 English PDF (GB/T44721-2024)

GB/T 44721-2024: Intelligent and connected vehicle - General technical requirements for automated driving system
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GB/T 44721-2024
GB
NATIONAL STANDARD OF THE
PEOPLE’S REPUBLIC OF CHINA
ICS 43.020
CCS T 40
Intelligent and connected vehicle - General technical
requirements for automated driving system
ISSUED ON: SEPTEMBER 29, 2024
IMPLEMENTED ON: SEPTEMBER 29, 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 ... 6
4 General requirements ... 7
5 Dynamic driving task execution ... 9
6 DDT fallback... 10
7 Human-machine interaction ... 14
8 Instruction manual ... 18
Appendix A (Normative) Special requirements for the safety of ADS ... 20
Appendix B (Informative) Correspondence table between technical requirements and
test types ... 27
Bibliography ... 30
Intelligent and connected vehicle - General technical
requirements for automated driving system
1 Scope
This document specifies the overall requirements, dynamic driving task execution
requirements, dynamic driving task backup requirements, human-machine interaction
requirements, etc. for automated driving system.
This document applies to M-category and N-category vehicles equipped with
automated driving system.
2 Normative references
The following documents are referred to in the text in such a way that some or all of
their content constitutes requirements of this document. For dated references, only the
version corresponding to that date is applicable to this document; for undated references,
the latest version (including all amendments) is applicable to this document.
GB/T 34590.1, Road vehicles - Functional safety - Part 1: Vocabulary
GB/T 34590.3-2022, Road vehicles - Functional safety - Part 3: Concept phase
GB/T 40429-2021, Taxonomy of driving automation for vehicles
GB/T 41798, Intelligent and connected vehicles - Track testing methods and
requirements for automated driving functions
GB/T 43267-2023, Road vehicles - Safety of the intended functionality
GB/T 44298-2024, Intelligent and connected vehicles - Symbols for controls,
indicators and tell-tales
GB/T 44373-2024, Intelligent and connected vehicle - Terms and definitions
GB/T 44719, Intelligent and connected vehicle - Methods and requirements of road
test for automated driving functions
4.7 In active state, ADS shall perform all dynamic driving tasks (DDT) and shall not
cause unreasonable safety risks.
4.8 In active state, when ADS performs dynamic driving tasks (DDT), it shall comply
with road traffic regulations.
4.9 In active state, when ADS performs dynamic driving tasks (DDT), it shall comply
with reasonable expectations of other road users.
4.10 When ADS is in active state, for any device or system required to support the driver
in resuming manual driving, it shall be confirmed whether the device or system is in an
operational state suitable for manual driving. If the relevant device or system is in an
inappropriate operational state, ADS shall implement reasonable control strategies.
Note: Required devices or systems include defogger, windshield wipers, lighting
devices, etc.
4.11 In active state, ADS shall not cause any reasonably foreseeable and preventable
collision.
4.12 When ADS is in active state and a collision is unavoidable, reasonable control
strategies shall be implemented to reduce accident injuries or losses.
4.13 When ADS is in active state and a vehicle collision is detected, the vehicle shall
be brought to a standstill unless otherwise stated by the vehicle manufacturer.
4.14 When ADS is in active state, and the operational design conditions (ODC) are
about to be not met or have been not met, a reasonable control strategy shall be
implemented.
4.15 In active state, ADS shall effectively exchange information with other road users.
Note: Information interaction methods include turn signals, brake lights, etc.
4.16 In active state, ADS shall not disrupt normal traffic flow and thus reduce overall
traffic efficiency.
4.17 ADS shall not present unreasonable risks due to hazards caused by abnormal
functional performance and shall comply with Appendix A.
4.18 ADS shall not present unreasonable risks due to hazards caused by intended
functions or insufficient implementation of its functions, and shall comply with
Appendix A.
4.19 Vehicles equipped with ADS shall be equipped with a data storage system for
automated driving (DSSAD).
4.20 Based on the review of the ADS development and design process and materials,
test methods such as simulation test, track test, and road test shall be reasonably selected
to verify that ADS meets the requirements of this document. The test type can be
selected by referring to Appendix B.
4.21 For ADS whose operational design domain (ODD) includes highways or urban
roads, the track test, if carried out, shall at least be in accordance with GB/T 41798; the
road test, if carried out, shall at least be in accordance with GB/T 44719; and the
simulation test, if carried out, shall at least be in accordance with the relevant national
standards for simulation test methods for automated driving functions.
5 Dynamic driving task execution
5.1 ADS shall be able to continuously identify whether its operational design conditions
(ODC) are met.
5.2 The perception system of ADS shall have a detection range that is compatible with
the ODC of ADS.
5.3 ADS shall be able to determine the vehicle’s position and detect objects and events
in the surrounding environment.
Note: Common objects include roads (including road type, road surface conditions,
road geometry, lane characteristics, road edges, etc.), road facilities (including
traffic signs, traffic lights, etc.), targets (including motor vehicles, non-motor
vehicles, pedestrians, obstacles, etc.), weather environment (including weather,
lighting conditions, etc.), and digital information environment (including
wireless communication, location signals, etc.).
5.4 ADS shall be able to detect the position of targets and the moving speed of dynamic
targets.
5.5 ADS shall perform reasonable control strategies to deal with the performance
degradation of the perception system.
Note: Performance degradation generally refers to the performance degradation
caused by aging of the sensor itself.
5.6 ADS shall perform reasonable control strategies to deal with targets that are detected
but cannot be identified.
5.7 ADS shall perform reasonable control strategies to deal with safety risks in
undetectable areas.
Note: Undetectable areas include blind spots caused by sensor layout and perception
range, blind spots caused by other road users or obstacles, and blind spots caused
by road topology or shape.
6.1.3 Monitoring of driver’s capability to perform dynamic driving tasks (DDT)
6.1.3.1 For ADS that requires a conventional driver to take over, at least two effective
indicators shall be used to determine whether the driver has the capability to perform
the dynamic driving task (DDT), and the determination cycle shall be reasonable.
Note: Indicators include specific human-machine interaction actions, eye states, head
movements, or body movements.
6.1.3.2 For ADS that requires a conventional driver to take over, when ADS is in active
state and the driver is judged to be incapable of performing a dynamic driving task
(DDT), ADS shall immediately issue a clear takeover capability deficiency warning
signal. Each issued takeover capability deficiency warning signal shall be turned off
when any of the following conditions are met:
a) The driver is detected to have recovered the capability to perform the dynamic
driving task (DDT);
b) ADS issues an intervention request;
c) ADS implements the Minimum Risk Manoeuvre (MRM);
d) ADS exits.
6.2 Takeover
6.2.1 General requirements
For ADS that requires a conventional driver to take over, the control strategy for issuing
intervention requests and responding to driver takeover shall be safe, reliable and
effective, and shall be able to detect in a timely manner whether the driver has taken
over.
6.2.2 Issuing an intervention request
6.2.2.1 For ADS that requires a conventional driver to take over, there shall be clear
intervention request triggering conditions, and ADS shall be able to identify all
situations where an intervention request is required. Except for the special
circumstances in 6.2.2.2 c) and 6.2.2.3, when any of the conditions in 7.1.2.1 is not met
or the takeover capability is insufficient when the prompt signal reaches the set duration,
ADS shall issue an intervention request.
6.2.2.2 The issuing timing of the intervention request shall ensure that the driver has
sufficient time to safely take over the vehicle, at least meeting the following
requirements.
a) For planned takeover events, ADS shall initiate an intervention request at an
appropriate moment to ensure that the Minimum Risk Manoeuvre (MRM) can
bring the vehicle to a standstill before the planned takeover event occurs, even
if the driver does not take over.
b) For unplanned takeover events, ADS shall issue an intervention request in a
timely manner when the event is detected.
Note: Unplanned takeover events refer to events where ADS is not aware of in advance
but is required to issue an intervention request, such as temporary road
construction, disappearance of lane markings, etc.
c) For failures that affect the operation of ADS, ADS shall immediately issue an
intervention request when the failure is detected. If the failure is a severe ADS
failure or a severe vehicle failure, ADS may directly execute the Minimum Risk
Manoeuvre (MRM) without issuing an intervention request.
6.2.2.3 If an event occurs in which the driver cannot be guaranteed sufficient time to
take over the vehicle, as stated by the vehicle manufacturer, ADS shall not issue an
intervention request and immediately implement the Minimum Risk Manoeuvre
(MRM).
Example: If the enterprise declares that it cannot guarantee the driver sufficient time
to take over the vehicle under “Event X” and proves the rationality of the declaration,
then ADS does not need to and cannot issue an intervention request under “Event X”.
6.2.3 Intervention request phase
6.2.3.1 During the process of issuing an intervention request, ADS shall remain active
and perform the full dynamic driving task (DDT).
6.2.3.2 Except in special circumstances declared by the vehicle manufacturer, ADS
shall not bring the vehicle to a standstill during the process of issuing the intervention
request.
6.2.3.3 During the process of issuing an intervention request, the intervention request
shall be escalated within a reasonable period of time after issuance and remain in the
escalated state until the intervention request is terminated.
6.2.3.4 The time from the issuance of an intervention request to its termination due to
the execution of the Minimum Risk Manoeuvre (MRM) shall be no less than 10 seconds,
so that the driver has sufficient time to take over the vehicle.
Note: In the case where the driver continues to fail to take over, the timing relationship
between the intervention request issuance, escalation and the start of MRM
execution is shown in Figure 1.
6.3.2.1 The Minimum Risk Manoeuvre (MRM) shall be terminated only when ADS is
exited or the vehicle is stationary by ADS.
6.3.2.2 When the Minimum Risk Manoeuvre (MRM) is terminated due to the vehicle
being stationary, the hazard warning signal shall not be turned off due to ADS exit.
7 Human-machine interaction
7.1 Activation and exit
7.1.1 General requirements
7.1.1.1 ADS shall be equipped with a dedicated operating method for the user to activate
and exit ADS, which shall prevent reasonably foreseeable user misuse.
Note: Dedicated operating methods include dedicated controls or dedicated operating
methods for controls.
7.1.1.2 When ADS is active, at least one means of exiting ADS shall remain visible to
the user.
7.1.1.3 Each time the vehicle is ignited (powered on) (except for automatic engine start
and stop), ADS shall be in an inactive state.
7.1.2 Activation
7.1.2.1 For ADS that requires a conventional driver to take over, ADS shall only be
activated when the driver performs the activation operation and all of the following
conditions are met:
a) The driver is sitting in the driving position and wearing a seat belt;
b) The driver has the ability to perform dynamic driving tasks (DDT);
c) There are no failures that affect the operation of ADS;
d) The data storage system for automated driving (DSSAD) is in a recordable state;
e) The vehicle is not performing any software upgrade that affects the operation of
ADS;
f) In addition to a) ~ e), other operational design conditions (ODC) declared by the
vehicle manufacturer.
7.1.2.2 For ADS that does not require a conventional driver to take over, ADS shall be
activated only when the user performs an activation operation and all of the following
conditions are met:
a) There are no failures that affect the operation of ADS;
b) The data storage system for automated driving (DSSAD) is in a recordable state;
c) The vehicle is not performing any software upgrade that affects the operation of
ADS;
d) In addition to a) ~ c), other operational design conditions (ODC) declared by the
vehicle manufacturer.
7.1.3 Exit
7.1.3.1 ADS shall exit when any of the following conditions are met:
a) The user exits ADS through a dedicated operation method;
b) The driver intervenes in lateral motion control in accordance with 7.2.2.1;
c) The driver intervenes in the longitudinal motion control in accordance with
7.2.3.1 and 7.2.3.2, and the driver holds the steering wheel;
d) During the intervention request or the implementation of the Minimum Risk
Manoeuvre (MRM), in addition to a) ~ c), ADS shall confirm that the driver is
holding the steering wheel and focusing on the dynamic driving task (DDT);
e) Termination of the M...