J.12 Lane Keeping Support System Confirmation Test (Working Draft), August, 2021.pdf

LANE KEEPING SUPPORT SYSTEM

CONFIRMATION TEST

(Working Draft)

August 2021

U.S. Department of Transportation National Highway Traffic Safety Administration

1200 New Jersey Avenue, SE Washington, DC 20590

J.12

LANE KEEPING SUPPORT SYSTEM CONFIRMATION TEST

FOR THE NEW CAR ASSESSMENT PROGRAM

TABLE OF CONTENTS

1.0 PURPOSE AND APPLICATION

2.0 GENERAL REQUIREMENTS

3.0 SECURITY

4.0 GOOD HOUSEKEEPING

5.0 TEST SCHEDULING AND MONITORING

6.0 TEST DATA DISPOSITION

7.0 VEHICLES AND EQUIPMENT AQUISITION

9.0 PHOTOGRAPHIC DOCUMENTATION

10.0 DEFINITIONS

11.0 PRETEST AND FACILITY REQUIREMENTS

12.0 TEST EXECUTION AND TEST REQUIREMENTS

13.0 POST TEST REQUIREMENTS

14.0 REPORTS

15.0 DATA SHEETS

16.0 REFERENCES ............................................................................... Error! Bookmark not defined.

1.0 PURPOSE AND APPLICATION

This laboratory test procedure provides the specifications for confirming the existence of Lane Keeping Support (LKS) system hardware on light vehicles with gross vehicle weight ratings (GVWR) of up to 10,000 pounds. Current LKS technology is designed to actively mitigate lane departures through brake and/or steering input. The system relies on sensors to recognize a lane delimiting edge line. As such, the test procedures described in the document rely on painted or taped lines present on the test course to emulate those found on public roadways. Although it is impossible to predict what technologies could be used by future LKS systems (e.g., magnetic markers, RADAR reflective striping, ultra violet paint, infrared, etc.), it is believed that minor modifications to these procedures, when deemed appropriate, could be used to accommodate the evaluation of alternative or more advanced LKS systems.

The requirements of this indicant test procedure must be strictly adhered to. The Contractor's in-house test procedure must have NHTSA approval prior to conducting the first test of a particular fiscal year program. The Contractor's test procedure cannot deviate in any way from the NHTSA procedure without the prior approval of the NHTSA Contracting Officer’s Representative (COR).

2.0 GENERAL REQUIREMENTS

The LKS tests described in this document evaluates the ability to prevent unintended lane departures in, two different departure directions, to the left and right, and with three different styles of roadway markings, continuous white lines, discontinuous yellow lines, and discontinuous raised pavement markers

3.0 SECURITY

The Contractor shall provide appropriate security measures to protect test vehicles and equipment during the entire test program and shall be responsible for all equipment removed from test vehicles before and after the test. Vehicle equipment thefts or act of vandalism must be reported to NHTSA authorities immediately. Under no circumstances shall any vehicle components be removed during a visitor inspection unless authorized by New Car Assessment Program (NCAP) engineers. All data developed from the test program shall be protected.

Rules for Contractors

A. No vehicle manufacturer's representative(s), or anyone other than the Contractor's personnel working on the contracts and NHTSA personnel, shall be allowed to inspect NHTSA vehicles or witness vehicle preparations and/or testing without prior permission of the NCAP. Such permission can never be assumed.

B. All communications with vehicle manufacturers shall be referred to the NCAP, and at no time shall the Contractor release test data without the permission of the NCAP.

C. Unless otherwise specified, the vehicle manufacturer's representatives shall only be authorized to visit the Contractor's test facility on the day that the test is scheduled, and the representatives must be escorted by NHTSA and/or Contractor personnel.

D. Test vehicle inspection by the vehicle manufacturer's representative(s) shall be limited to 30 minutes prior to the start of vehicle test. Post-test inspection shall be limited to 1 hour after

Contractor personnel have completed their test tasks.

E. Photographs and videos of the test vehicle, associated test equipment, and test event shall be allowed. However, test personnel shall not be included in any photographic coverage and videotaping of vehicle preparation must be approved by NCAP. The Contractor's personnel shall not respond to any questions from the manufacturer's representatives regarding this test program.

All questions shall be referred to the COR, an NCAP representative present at the test site, or to

NCAP.

F. The Contractor shall permit public access to and inspection of the test vehicles and related data during the times specified by the NHTSA COR. NHTSA shall advise interested parties that such access and inspection shall be limited to a specified day, and specified hours and require prior approval from the NCAP. The Contractor shall refer all visit requests from vehicle manufacturer's representatives and consumers to the NCAP. This service shall be included as an incidental part of the test program and will not result in any additional cost to NHTSA. The Contractor shall make his own arrangements with interested parties for expenses incurred beyond providing access and inspection services. All inquiries by manufacturers concerning the test program (vehicle, procedures, data, etc.) shall be directed to NCAP representatives.

G. The Contractor's personnel shall not respond to any questions from the manufacturer's representatives regarding this test program. All questions shall be referred to the COR, an NCAP representative present at the test site, or to NCAP.

4.0 GOOD HOUSEKEEPING

The Contractor will maintain the entire test area, vehicle pre-test preparation facility, instrumentation building, and equipment configuration and performance verification test laboratory in a clean, organized and painted condition. All test instrumentation must be set up in an orderly manner consistent with good engineering practices.

5.0 TEST SCHEDULING AND MONITORING

The Contractor shall commence testing within four (4) weeks after receipt of the first test vehicle.

Subsequent tests will be conducted, if requested, at a minimum of one (1) vehicle test per week. The NHTSA COR will make adjustments to the test schedule in cases of unusual circumstances such as inclement weather or difficulty experienced by the Agency in the procurement of a particular vehicle make and model. All testing shall be coordinated to allow monitoring by the COR.

6.0 TEST DATA DISPOSITION

The Contractor shall make all preliminary test data available to the COR within two hours after the test event if so requested by Agency personnel. Under no circumstances shall this preliminary data be furnished to non-Agency personnel. The Contractor shall analyze the preliminary test results as directed by the COR.

6.1 Test Data

The Contractor shall deliver to NCAP the final data, videos and digital photos within one (1) week after the test.

6.2 Test Report

The final test report shall include all of the items indicated in Sections 14.3.4 and 14.3.5 of this test procedure. The Contractor and the COR shall agree on the specific approach to submitting the final test report to the COR. The agreed-upon approach must assure that the COR will be able to generate and retain the number of both electronic and hard copies of the final test report required by the COR.

Approaches that may be agreed upon include, but are not limited to, submitting CDs or DVDs and loading an electronic copy of the test report to a NHTSA database portal provided by the COR. If the COR and the Contractor decide on sending the final test report in electronic from, as hard copy, or both through the mail, materials should be sent to the attention of the COR at following address:

U.S. Department of Transportation National Highway Traffic Safety Administration New Car Assessment Program (NRM-110) 1200 New Jersey Avenue, SE

6.2.1 Report Submission

Submission of a Quicklook report shall be submitted to the COR within one (1) day of testing.

All final test reports shall be submitted to the COR within four (4) weeks from the date of the vehicle test.

6.2.2 Text/Data Sheet Submission

The Contractor shall submit, via email, one electronic version of the text and data sheet portion only of the test report in Microsoft Word format within four (4) weeks from the date of the vehicle test. Additional data in any format may be requested by the COR.

The Contractor may also be requested to upload the data electronically to a NHTSA database portal provided by the COR.

6.3 Test Video/Photographs

NCAP shall receive one (1) copy of the color videos or movies from each camera described in Section 9 and for each test described in Section 12, and the copies shall be mailed directly to NCAP within four (4) weeks of the vehicle test. The master print for each of the LKS test videos shall be retained by the Contractor, but will be made available to the NCAP upon request.

NCAP shall receive one (1) copy of the high-quality color photographs required for each test as part of the final test report, and the copies shall be mailed directly to NCAP within four (4) weeks of the vehicle test. The master print for each of the test photographs shall be retained by the Contractor, but will be made available to NCAP upon request. See Section 9.2 for a description of the photographs to be taken during LKS confirmation test.

6.4 Data Loss

6.4.1 Conditions for Retest

An invalid test is one which does not conform precisely to all requirements/specifications of the laboratory test procedure and Statement of Work applicable to the test.

The contracting officer of NHTSA is the only NHTSA official authorized to notify the Contractor that a retest is required.

No test report is required for any test which is determined to be invalid unless NHTSA specifically decides to require the Contractor to submit such report. Invalidated test reports will not be publicly released.

RETEST CONDITIONS

Failure of the Contractor to obtain the above data and to maintain acceptable limits of test parameters in the manner outlined in this test procedure shall require a retest at the expense of the Contractor and will include the cost of the vehicle replacement and retest at the Contractor's expense. The provisions of this paragraph apply to, but are not limited to, the Contractor maintaining proper speed tolerance, and test data acquisition, reduction, and processing.

The Contractor shall also be responsible for obtaining usable data from all primary channels.

Failure to produce such data shall also be at the expense of the Contractor and shall include vehicle replacement and retest unless the New Car Assessment Program determines that the data loss occurred through conditions beyond reasonable and foreseeable control of the Contractor.

Should it become necessary for the Contractor to procure another test vehicle, it must have identical equipment and options as the original vehicle. The retested vehicle shall be retained without fee by the testing facility until its disposal is authorized by the COR.

6.4.2 Conditions for Partial Payment

The Contractor shall exercise reasonable and foreseeable control to insure that no data is lost or rendered useless. If some non-critical data (such as camera failure) and critical data (vehicle position data) are not obtained and the test is accepted by the Agency, the Agency will not pay for the missing or lost data.

6.5 Data Retention by Contractor

The Contractor shall retain at no extra cost to the agency, reproducible copies of all data tapes (analog and digital), videos, and still photograph negatives or electronic files.

6.6 Data Availability to the Public

The Contractor shall provide interested parties with copies of test reports, test CDs/DVDs, test data tapes, test films, and test still photographs at a reasonable cost to the purchaser, but only after the NCAP representative has advised the Contractor that the results of that particular test have been released to the public by the Agency.

6.7 Indicant Failure Notification

Any indication of a “test failure” shall be communicated by telephone to COR within 24 hours of the test.

NOTE: In the event of a failure, a post-test calibration check of some critically sensitive test equipment and instrumentation may be required for verification of accuracy. The necessity for the calibration shall be at the COR's discretion and shall be performed without additional cost to the NCAP.

7.0 VEHICLES AND EQUIPMENT AQUISITION

7.1 Acceptance of Test Vehicles

The Contractor has the responsibility of accepting leased or NHTSA-provided test vehicles from either new car dealers, leasing companies, or vehicle transporters. In all instances, the Contractor acts on NHTSA’s behalf when signing an acceptance of test vehicles. Copies of all vehicle transfer documents and transfer logs shall be maintained by the contractor during this contract. The Contractor must check to verify the following:

A. All options listed on the “window sticker” are present on the test vehicle.

B. Wheels and tires are the same as listed.

C. There are no dents or other interior or exterior flaws.

D. The vehicle has been properly prepared and is in running condition.

E. The spare tire, jack, lug wrench, and tool kit (if applicable) are located in the vehicle cargo area.

The Contractor shall check for damage that may have occurred during transit or prior use. The COR is to be notified of any damage prior to preparation of the vehicle for testing.

7.2 Notification of COTR

The COR must be notified within 24 hours after a vehicle has been delivered.

7.3 Government Furnished Equipment (GFE)

No government furnished equipment will be available or provided to conduct the LKS tests.

8.0 INSTRUMENTATION AND CALIBRATION

8.1 Test Equipment

A. Portable tire pressure gage with an operating pressure of at least 700kPa (100 psi), graduated increments of 1.0 kPa (0.1 psi) and an accuracy of at least + 2.0% of the applied pressure.

B. Global Positioning System (GPS), comprised of a base station and rover, with post-processing software. Hardware and software solution shall provide position data (latitude and longitude) with at least 0.4 in (1.0 cm) of static accuracy (Novatel ProPak-V3 and Waypoint GrafNav or equivalent), and update at a rate of at least 10 Hz.

C. Data acquisition system to record the LDW/LKS alert status (on or off), time, GPS data, and a yaw rate sensor. GPS data shall be collected with a sample rate of at least 20 Hz. Since the CAN broadcast rate is a vehicle-dependent (e.g., subject to update rate, bus traffic, prioritization, etc.), specifying a sample rate to collect CAN data is not possible. Rather, CAN data shall be sampled as it is transmitted by the vehicle.

D. Signal conditioning shall consist of amplification, anti-alias filtering, and digitizing. Amplifier gains are to be selected to maximize the signal-to-noise ratio of the digitized data.

8.1.2 Filter Design

A. Digital data obtained from a GPS/Inertial Measurement Unit (IMU) that has already had anti-alias filtering applied does not need any further filtering, assuming the data is in real time (updates of 10 milliseconds and a latency of 3.5 milliseconds).

B. Anti-alias filtering should be performed on analog data obtained from a GPS/IMU and designed using the following minimum specifications:

1. The minimum sampling rate should be 400 Hz and a multiple of 200 Hz. If the channel is an alert channel, then the minimum sampling rate of alert channels should be four (4) times the frequency determined in the power density spectrum

(PDS).

2. Passband should be set between zero (0) and five (5) Hz.

3. Signal error as a result from passband ripples should be less than 1%.

4. Stopband frequencies should be attenuated to less than 1%.

C. Anti-alias filtering does not need to be performed on alert channels. If anti-aliasing is performed on alert channels, follow the minimum specifications listed above. The absolute value of alert channels is not the desired variable; instead, the time of onset is of interest.

D. If anti-alias filtering is not performed:

1. The minimum sampling rate of alert channels should be four (4) times the frequency determined in the PSD.

2. Data shall be filtered using a phase-less, narrowband filter to distinguish the actual signal from background noise. Passband frequency should be set to minimize the delay of the signal to reach maximum value in 0.1 seconds, but should be narrow enough to eliminate noise of non-alert frequencies.

E. All digital and analog data should then be down sampled to 100 Hz (this will synchronize all of the data channels). The data should then be filtered to eliminate mid-range frequencies that were not eradicated by anti-alias filtering. The filter should have the following specifications:

1. A 6th order Butterworth filter performed in both forward and reverse directions.

2. 5 Hz passband frequency, except for SV yaw rate (can be achieved by selecting a

10 Hz corner frequency).

3. 3 Hz for SV yaw rate.

8.2 Calibration

Before the Contractor initiates the test program, a test instrumentation calibration system must be implemented and maintained in accordance with established calibration practices. Guidelines for setting up and maintaining such calibration systems are described in “International Organization for Standards (ISO) 100 12- 1, "Quality Assurance Requirements for Measuring Equipment," Part 1 : "Meteorological Confirmation System for Measuring Equipment;" American National Standards Institute (ANSI)/National Conference of Standards Laboratories (NCSL) 2540-1, "General Requirements for Calibration Laboratories and Measuring and Test Equipment;" or comparable alternative standards to MIL-C- 45662A approved by the NHTSA COR. The calibration system shall be set up and maintained as follows:

A. Standards for calibrating the measuring and test equipment will be stored and used under appropriate environmental conditions to assure their accuracy and stability.

B. All measuring instruments and standards shall be calibrated by the Contractor, or a commercial facility, against a higher order standard at periodic intervals not exceeding twelve

(12) months. Records showing the calibration traceability to the National Institute of Standards and Technology (NIST) shall be maintained for all measuring and test equipment. The calibration frequency can be increased if deemed necessary by NHTSA.

C. All measuring and test equipment and measuring standards will be labeled with the following information:

1. Date of calibration

2. Date of next scheduled calibration

3. Name of the organization and the technician who calibrated the equipment

D. A written calibration procedure shall be provided by the Contractor which includes as a minimum the following information for all measurement and test equipment:

1. Type of equipment, manufacturer model number, etc.

2. Measurement range

3. Accuracy

4. Calibration interval

5. Type of standard used to calibrate the equipment (calibration traceability of the standard must be evident)

6. The actual procedures and forms used to perform the calibrations.

E. Records of calibration for all test instrumentation shall be kept by the Contractor in a manner that assures the maintenance of established calibration schedules. All such records shall be readily available for inspection when requested by the COR and shall be included in the final test report. The calibration system will need the acceptance of the COR before testing commences.

F. Test equipment shall receive a pre- and post-test zero and calibration check. This check shall be recorded by the test technician(s) and submitted with the final report.

NOTE: In the event of a failure to meet the standard's minimum performance requirements, additional calibration checks of some critically sensitive test equipment and instrumentation may be required for verification of accuracy. The necessity for the calibration will be at the COR's discretion and will be performed without additional cost the NCAP.

8.3 Test Vehicle Measurement and Preparation

A. The vehicle tires shall be inflated to the recommended cold inflation pressure as specified on the vehicle placard or optional tire inflation pressure label.

B. All non-consumable fluids must be at 100 percent capacity. Fuel must be maintained at least

75 percent capacity during the testing.

C. The vehicle shall be loaded with one driver and all required equipment during the testing.

Where possible, the equipment shall be placed on the passenger side of the vehicle. The vehicle weight should be measured and recorded with the driver and all required equipment included.

D. Vehicle dimensional measurements shall be taken. For purposes of this test procedure, vehicle dimensions shall be represented by a two-dimensional polygon defined by the lateral and longitudinal dimensions relative to the centroid of the vehicle using the standard SAE coordinate system. The overall vehicle length (longitudinal aspect of the polygon) shall be measured from the foremost point on the front bumper to the rear-most point on the rear bumper. Vehicle width is the distance between two planes parallel to the longitudinal centerline defined by the left- and right-side outermost edges of the vehicle’s body. Use of a highly accurate measurement arm (FARO® or equivalent) is recommended for making the vehicle dimension measurements.

E. The vehicle’s wheelbase and the lateral and longitudinal locations where the plane of the outside edge of each tire makes contact with the road shall be measured and recorded. This plane is defined by running a perpendicular line from the outer most edge of the tire to the ground.

F. The lateral, longitudinal, and vertical position of the GPS antenna shall be measured and recorded.

9.0 PHOTOGRAPHIC DOCUMENTATION

Each shall be documented on a color video camera. Sun or light glare must be minimized so that views of the test are visible for visual analysis.

9.1 Cameras Required

CAMERA 1: Real-time video inside of the test vehicle.

CAMERA 2: Real-time video camera to one side of the most significant even area of the test.

CAMERA 3: A still camera to document the vehicle.

CAMERA 4: Real-time video clearly documenting the LKS driver-vehicle interface (DVI) during at least one test sequence (e.g., left departures approaching / driving over a solid white line).

9.2 Informational Placards

Vehicle identification placards shall be positioned so that at least one placard will be visible in the field-of-view for at least one video camera for any one shot. The following information is to be shown:

A. Vehicle's NHTSA Number

B. The words “NCAP LANE KEEPING SUPPORT SYSTEM CONFIRMATION TEST”

C. Test date

D. Name of contract laboratory

E. Vehicle year, make, and model

9.3 Test Film Title and Ending

Test video shall include the following title frames:

A. “The following Lane Keeping Support system test was conducted under contract with the

National Highway Traffic Safety Administration by (name and location of test laboratory)”

B. LANE KEEPING SUPPORT SYSTEM CONFIRMATION TEST

TEST VEHICLE MODEL YEAR, MAKE, AND MODEL

NHTSA No. CXXXXX

DATE OF TEST EVENT

CONTRACT NO.: DTNH22-XX-X-XXXXX

C. The ending frame shall state “THE END”

9.4 Film Editing

The film shall be edited in the following sequence:

A. Title B. Pretest Coverage C. Real Time Pan Coverage D. Post-test Coverage E. “The End”

Any vehicle failures shall be completely documented.

9.5 Still Photographs

The following still photographs (8 x 10 inch or 81/2 x 11 inch color prints properly focused for clear images) are required for the test:

A. Pretest left side view of test vehicle B. Pretest right front three-quarter view of test vehicle C. Photograph of equipment installed in vehicle D. Photograph of certification label E. Photograph of tire placard F. Photograph of the vehicle in a test mode G. Photograph of any LKS driver-vehicle interface (DVI)

10.0 DEFINITIONS

A Lane Keeping Support (LKS) system is a driver assistance system that actively guides the heading of the driver’s vehicle when it is about to drift beyond a delineated edge line of their current travel lane by gently counter steering and/or applying differential braking.

11.0 PRETEST AND FACILITY REQUIREMENTS

11.1 Detailed Test and Quality Control Procedures Required

Prior to conducting any test, Contractors are required to submit a detailed in-house test procedure to the COR which includes:

A. A step-by-step description of the methodology to be used that follows the necessary protocols outlined in this document.

B. A written Quality Control (QC) Procedure which shall include calibrations, the data review process, report review, and the people assigned to perform QC on each task.

C. A complete listing of test equipment which shall include instrument accuracy and calibration dates.

D. Detailed check off lists to be used during the test and during data review. These lists shall include all test procedure requirements. Each separate check off sheet shall identify the lab, test date, vehicle, and test technicians. These check sheets shall be used to document that all requirements and procedures have been complied with for each test. The check sheets should be kept on file.

There shall be no contradiction between the laboratory test procedure and the Contractor's in-house test procedure. The procedures shall cover all aspects of testing from vehicle receipt to submission of the final report. Written approval of the procedures must be obtained from the COR before initiating the test program so that all parties are in agreement.

11.2 Road Test Surface

Tests are conducted on a dry, uniform, solid-paved surface. Surfaces with irregularities, such as dips and large cracks, are unsuitable, as they may confound test results. The test surface shall have high contrast line markings defining a single roadway lane edge.

11.2.1 Line Markings

The LKS tests described in this document require use of three (3) different types of lane markings. All lines shall meet USDOT specifications as required by the Manual on Uniform Traffic Control Devices (MUTCD) and be considered in “very good condition”1 .

If the LKS tests described in this test procedure require a lane delineated with lines on both sides of the lane, the lane widths shall be measured from inside edge to inside edge, and these lines shall be spaced 12 to 14 ft (3.7 to 4.3 m) apart.

11.2.1.1 Lane Marker Width

The width of the edge line marker shall be 4 to 6 in (10 to 15 cm). This is considered to be a normal width for longitudinal pavement markings under Section 3A.05 of the MUTCD1.

11.2.1.2 Line Marking Color and Reflectivity

Lane marker color and reflectivity shall meet all applicable standards. These standards include those from the International Commission of Illumination (CIE) for color and the American Society for Testing and Materials (ASTM) on lane marker reflectance. Methods for determining lane marker characteristics are discussed in the RDCWS FOT by NIST2.

11.2.2 Line Styles

The tests described in this document require the use of three lane line configurations: continuous solid white, discontinuous dashed yellow, and discontinuous raised pavement markers. This section describes these line types.

11.2.2.1 Continuous White Line

1 Federal Highway Administration. Manual on Uniform Traffic Control Devices. http://mutcd.fhwa.dot.gov/index.htm.

2 Szabo, S., Norcross, R., Recommendations for Objective Test Procedures for Road Departure Crash Warning Systems. NISTIR 7288, February 2006.

http://mutcd.fhwa.dot.gov/index.htm

A continuous white line is defined as a white line that runs for the entire length of the test course.

11.2.2.2 Dashed Yellow Line

As stated in the MUTCD, and as shown in Figure 1, a discontinuous dashed yellow line is defined as by a series of 10 ft (3 m) broken (dashed) yellow line segments, spaced 30 ft (9 m) apart1.

11.2.2.3 Raised Pavement Marker Line

California Standard Plans indicates raised pavement markers are commonly used in lieu of painted strips for marking roads in California. Other states, mainly in the southern part of the United States, rely on them as well. These markers may be white or yellow, depending on the specific application, following the same basic colors of their analogous white and yellow painted lines. Following the California 2006 Standard Plans, three types of raised pavement markings are used to form roadway lines. It is believed that these types of roadway markings are the hardest for an LDW sensor system to process. Type A and Type AY are non-reflective circular domes that are approximately 4 in (10 cm) in diameter and approximately 0.7 in (1.8 cm) high. Type C and D are square markings that are retro reflective in two directions measuring approximately 4 x 4 x 0.5 in (10 x 10 x 5 cm), and Type G and H that are the same as C and D only retro reflective in a single direction.

For the tests described in this document, raised pavement markers shall be setup following California Standard Plan A20A, Detail 4 as shown in Figure 2. Note that in this figure, the squares are Type D yellow reflectors and the circles are yellow Type AY discs.

11.2.3 Pavement Friction

All maneuvers are to be performed on a dry, high-friction road test surface with a peak friction coefficient

10 ft 30 ft

Figure 1. MUTCD Discontinuous Dashed Line Specifications

Figure 2. California Standard Plan A20A, Detail 4.

(PFC) of 0.9 when measured using an ASTM E1136 standard reference test tire, in accordance with ASTM Method E1337–90, at a speed of 40 mph (64.4 km/h), without water delivery.

11.3 Ambient Conditions

11.3.1 Ambient Temperature

The ambient temperature shall be between 32° F (0° C) and 100° F (38° C).

11.3.2 Wind Speed

The maximum wind speed shall be no greater than 22 mph (35 km/h).

11.3.3 Inclement Weather

Tests should not be performed during periods of inclement weather. This includes, but is not limited to, rain, snow, hail, fog, smoke, or ash.

11.3.4 Visibility

Unless specified otherwise, the tests shall be conducted during daylight hours with good atmospheric visibility defined as an absence of fog and the ability to see clearly for more than 3 miles (5000 meters).

Tests shall not be conducted with the vehicle oriented into the sun during very low sun angle conditions, where the sun is oriented 15 degrees or less from horizontal, and potential camera “washout” or system inoperability could result.

Unless stated otherwise, all tests shall be conducted such that there are no overhead signs, bridges, or other significant structures over, or near, the testing site. Each trial shall be conducted with no vehicles, obstructions, or stationary objects within one lane width of either side the vehicle path.

11.4 Calibration Data

It is strongly recommended that calibration data be collected prior to tests of each configuration to assist in resolving uncertain test data.

A. The distance measured by the speed sensor along a straight line between the end points of a surveyed linear roadway standard of 1000 ft (300 m) or more, observed and recorded manually from the speed sensor display.

B. Five to fifteen seconds of data from all instrument channels is required as the test vehicle is driven in a straight line on a level, uniform, solid-paved road surface at 60 mph (97 km/h).

11.5 Vehicle Gear Selection

All tests shall be performed with automatic transmissions in ‘‘Drive’’ or with manual transmissions in the highest gear capable of sustaining the desired test speed. Manual transmission clutches are to remain engaged during all maneuvers.

11.6 Instrumentation Required

Each test vehicle is to be equipped with instrumentation and a data acquisition system. Equipment location and weight specifications are presented in Table 1.

Table 1. Test Equipment Location and Weight

Equipment Description Typical Location Nominal Weight

Data Acquisition System Rear passenger side seat 58 lbs (26 kg)

GPS

Antenna mounted to the roof at the vehicle’s longitudinal center of gravity with minimal lateral offset. GPS acquisition and ancillary equipment are typically installed in the vehicle’s trunk.

27 lbs (12 kg)

11.6.1 Data Collection

Data sampling rate specifications can be found in S8.1.D. Data collection shall be automatically initiated approximately three seconds before the start of the test maneuver (e.g., via use of an optical beam pickup sensor that transmits a signal when the vehicle is driven over a retro-reflective marker).

11.6.2 Sensors and Sensor Locations

A brief description of the sensors used for the tests described in this document is provided in Table 2.

Table 2. Recommended Sensor Specifications

Type Output Range Resolution Accuracy

Longitudinal Speed Sensor1 Vehicle Speed

0.1 – 60 mph (0.1 - 100 km/h)

0.1 mph

(0.2 KM/H)

+/- 0.25% of full scale

Rate Sensor1 Yaw Rate +/- 100 deg/s 0.01 deg/s +/- 0.25% of full scale

Various Lateral Position in respect to the road edge

0 – 6.0 ft (0 – 1.8m)

2.0 in (5.0 cm)

< 4 in (10 cm) absolute

Various Lateral Velocity in respect to the road edge

0 – 5 ft/s (0 – 1.5 m/s)

0.33 ft/s (0.1 m/s)

+/- 0.33 ft/s (0.1 m/s)

Data Flag (Test Start)

Signal from sensor that initiates maneuver when driven over a retro-reflective marker

0 – 10V N/A Output response better than 10 ms

Vehicle Dimensional Measurements

2-D polygon describing the vehicle N/A 0.05 in

(1.0 mm)

0.05 in (1.0 mm)

Supplemental Data Flag

(LKS)

Signal from LKS system indicating if the LKS system is in operation

0 – 10V (optional:

could be a binary flag from CAN Bus)

N/A Output response better than 10 ms

Supplemental Data Flag (Steering Wheel Release)

Signal from a micro switch indicating when the driver has released the steering wheel during an LKS test

0 – 10V N/A Output response better than 10 ms

1Differentially corrected GPS may be used to provide data to calculate vehicle speed and yaw rate in lieu of direct measurement provided the resulting accuracy is comparable.

11.6.2.1 Vehicle Speed

Vehicle speed shall be measured. Use of contact or non-contact-based speed sensors is acceptable.

Alternatively, GPS based sensors that have an update rate ≥ 100 Hz are acceptable. Sensor outputs are to be transmitted not only to the data acquisition system, but also to a dashboard display unit. This allows the driver to accurately monitor vehicle speed.

11.6.2.2 Yaw Rate

Yaw rate shall be measured. Corrected GPS may be used to provide data to calculate yaw rate in lieu of direct measurement, provided the resulting accuracy is comparable.

11.6.2.3 Lateral Position

Lateral position can be measured by several different sensors and/or measurement techniques provided they meet the range, resolution, and accuracy specifications provided in Table 2. The measurement should provide data indicating the lateral distance from the vehicle to the road edge line.3 Lateral distance is calculated by comparing the vehicle’s position (offset from the antenna position and the two-dimensional polygon of the vehicle) to the road edge lines that have been surveyed. Laterally, the outside edge of the two-dimensional polygon will be the front left tire and front right tire for leftward and rightward departure tests, respectively.

NOTE: Other methods such as video based photometric measurements and inertial measurement system data that are supplemented with GPS may be acceptable4, provided the Contractor can demonstrate the resulting measurements are at least as accurate as those produced via differentially corrected GPS data.

Figure 3. Vehicle and Maneuver Diagram (Rightward Departure)

11.6.2.3.1 Axis System

To simplify interpretation of lateral position and speed, different coordinate systems may be used for left and right lane departures.

11.6.2.4 Lateral Velocity

Lateral velocity with respect to the road edge can be calculated using high precision, high update rate (10 Hz or greater), post-processed differential corrected GPS data. Using a static survey of a lane line, data from the vehicle is compared to the survey. Lateral distance and angle with regard to the lane line are calculated and then used to compute a lateral velocity using trigonometry.5

Vlat = Vfwd * Sine Θ where:

3 Currently, NHTSA is using post-processed, differentially-corrected global position system (GPS) data to objectively measure vehicle position relative to the lane line.

4 Szabo, S., Norcross, R., An Independent Measurement System for Performance Evaluation of Road Departure Crash Warning Systems. NISTIR 7287. January 2006.

5 Burgett, A., Ranganathan, R., Srinivasan, G., Development Of Objective Tests For Evaluation Lane-Keeping/Road Departure Driver Assistance Systems, Proceedings from ESV 2007. Paper Number 07-0155.

R = 1200 m

Offset

Vlat = Lateral velocity perpendicular to the vehicle in reference to the road edge.

Vfwd = Forward velocity of the vehicle.

Θ = Angle between the vehicle heading and the road edge.

NOTE: Other methods such as video based photometric measurements and inertial measurement system data that are supplemented with GPS may be acceptable3, provided the Contractor can demonstrate the resulting measurements are at least as accurate as those produced via differentially-corrected GPS data.

11.6.2.5 Determination of Steering Release Point

A set of pre-test run calibration runs are accomplished in order to determine the steering release point for the test runs. Data are collected at each of the nominal lateral speeds with the LKS system switched off for both left and right departure directions. Analogous runs are then accomplished with the only difference being that the LKS system is switched on. From these paired LKS-off and LKS-on runs, steering wheel torque, vehicle speed, and yaw rate data are compared to determine where there are notable differences that indicate the beginning of the LKS intervention. The steering release point is then chosen such that there is sufficient time between the steering release and the LKS intervention to avoid any potential interference between the steering controller and the LKS (i.e., at least 0.25 sec, or 5 m longitudinally), while at the same time not releasing the steering wheel earlier than necessary.

11.6.2.6 Test Start Data Flag

The Test Start Flag is a data channel that indicates the status of a signal used to initiate data collection.

It is recommended that an optical beam pickup sensor mounted on the center front of the vehicle be used to transmit this signal. In this application, the sensor provides a voltage output (open collector) with five

(5) ms response time after crossing a retro-reflective line placed on the test surface.

11.6.2.7 Data Flags For Supplemental LKS Evaluations

11.6.2.7.1 LKS Activation Data Flag

LKS interventions may rely on different hardware than that used by a vehicle’s LDW system, and may be initiated at a different time than the LDW alerts. For this reason, an additional data flag indicating when an LKS intervention occurs is necessary during conduction of the supplemental LKS tests. The output may be recorded from the CAN bus, directly from a discrete signal, and/or any other method that allows for a clear indication of when the warning was issued in relation to the other vehicle data being collected. At the direction of the COR, use of a vehicle’s CAN bus shall be performed in accordance with the vehicle manufacturer-provided specifications.

11.6.2.7.2 Steering Controller Release Data Flag

During conduct of the supplemental LKS tests, a steering wheel controller is engaged to maintain vehicle speed and position and conduct the test maneuver. The time at which the disengaged should be recorded during each trial.

11.7 Alternate Mode of Operation

If the LKS system is operating in a failure mode (e.g., the system is not operational due to environmental, mechanical, or software-related reasons), the system shall suppress LKS alerts and notify the driver of the failure condition.

12.0 TEST EXECUTION AND TEST REQUIREMENTS

If the Lane Keeping Support system provides multiple sensitivity settings, at least one setting must meet the criterion of the test procedure.

12.1 Static Instrumentation Calibration

A zero calibration should be performed for the GPS system in the SV to align the lateral zero for the GPS system prior to testing.

An acceptable tolerance is ± 2.0 in (± 5 cm) of the actual zero. The GPS must be re-zeroed or recalibrated for any value outside of the acceptable tolerance. Records of the calibration must be provided with the test report.

12.1.2 LKS System Initialization

Before LKS system performance can be properly assessed, some vehicles require a brief period of initialization. During this time, diagnostics to verify functionality and sensor calibrations is performed. If system initialization is required by a particular LKS system, the New Car Assessment Program (NCAP) will obtain the appropriate procedure from the respective vehicle manufacturer and provide it to the Contractor. The Contractor shall perform any NCAP-provided initialization schedule prior to performing the tests specified below.

12.2 Test Maneuver Overview

12.2.1 Calibration and Test Summary

The test procedure is derived from the Euro NCAP, titled “Euro NCAP Test Protocol – Lane Support Systems (LSS)6”. There are some additions to the ENCAP requirements though the test procedure remains substantially unchanged. These include: left and right lane departures for dashed, solid and Botts dots lane delineations as well as a road edge departure test and secondary lane departures.

Initial pretest, LKS-Off, calibration runs for the Low Lateral Speed tests should typically be conducted as a series first, followed by a series of Low Lateral Speed tests runs pairs. In each of these pairs, the first run is the calibration run with the LKS system off. The data from this run is compared with the corresponding calibration run made with the LKS on to determine the steering release point for the corresponding LKS test run. If the results of the Low Lateral Speed runs (velocity in the range of 0.2 to

0.5 m/s) indicate acceptable LKS performance, the test series is continued beginning with a lateral speed of 0.6 m/s. For these tests, the sequence is:

1. calibration run with LKS off

2. calibration run with LKS on

3. determination of steering release point

6 European New Car Assessment Programme (Euro NCAP). (2019, July). Test Protocol – Lane Support Systems, Version 3.0.2.

See section 7.2.5, Lane Keep Assist tests.

4. test run

5. review of data

If the system performance is adequate for that test run, the sequence is continued with lateral speed increased by 0.1 m/sec until either the performance results are no longer acceptable or a lateral speed of 1.0 m/s is achieved.

12.2.2 Lane Keeping Support Test Maneuver – Delineated Edge Detection

To begin a test trial, the SV shall be driven in a straight line, parallel to the delineated by a single solid or dashed line test track at a constant speed of 45 mph (72.4 km/h). The distance to the delineated lane edge for each run (lateral position) varies based on the lateral velocity of each run and is shown below in Table

3. The steering controller is then engaged and used to control the vehicle path and location with respect to the lane marking. At a predetermined point along the test course, the steering controller initiates a steering input to achieve the target lateral velocity by following a path that consists of a 1200 m radius arc followed by a straight line as seen in Figure 4. At a predetermined point prior to LKS intervention, the steering controller shall completely detach from the steering wheel to allow unhindered LKS steering intervention.

The LKS test is concluded when one of the follow occurs:

1. The LKS system fails to prevent a lane/road departure

2. A secondary lane departure occurs as a result of over correction for the first maneuver within a test. If there is not enough test track to determine if a secondary departure occurs, then

3. 5.0 seconds after the LKS system intervenes such that the SV departure was prevented.

After each valid run, the lateral velocity will be incrementally increased by 0.1 m/s from 0.1 to 0.5 m/s. If the results of these tests indicate acceptable LKS performance, the test series is continued with lateral speeds of 0.6 to 1.0 m/s.

Table 3. Initial Lateral Offset Target Lateral Speed (m/s) Lateral Position Offset from Lane Marking (m)

0.1 0.42

0.2 0.76

0.3 1.04

0.4 1.04

0.5 1.13

0.6 1.14

0.7 1.27

0.8 1.36

0.9 1.45

1.0 1.50

Repeat the previous tests until a vehicle has been tested in two departure directions (left and right) using three styles of roadway markings (continuous white lines, discontinuous yellow lines, and discontinuous Botts dot raised pavement markers).

Dashed Left

Dashed Right

Solid Left

Solid Right

Botts Dots Left

Botts Dots Right

Figure 4. Steering Input to Achieve Target Lateral Velocity

In addition, the vehicle shall be tested without the use of any delineated lane edge. This will test the system’s ability to detect the road edge and prevent a lane departure.

12.3 Lane Keeping Support Test Maneuver – Lane Edge Detection

To begin a test trial, the vehicle shall be driven in a straight line, parallel to the delineated test track at a constant speed of 45 mph (72.4 km/h). The distance to the delineated lane edge, or road edge if applicable, for each run (lateral position) varies based on the lateral velocity of each run and is shown in Table 3. The steering controller is then engaged and used to control the vehicle path and location with respect to the lane marking. At a predetermined point along the test course, the steering controller initiates a steering input to achieve the target lateral velocity by following a path that consists of a 1200 m radius arc followed by a straight line as seen in Figures 5 through 7. At a predetermined point prior to LKS intervention, the steering controller shall completely detach from the steering wheel to allow unhindered LKS steering intervention.

The LKS test is concluded when one of the follow occurs:

1. The LKS system fails to prevent a lane/road departure.

2. A secondary lane departure occurs as a result of over correction for the first maneuver within a test. If there is not enough test track to determine if a secondary departure occurs, then

3. 5.0 seconds after the LKS system intervenes such that the SV departure was prevented.

After each valid run, the lateral velocity will be incrementally increased by 0.1 m/s from 0.2 to 0.5 m/s for departures at the front passenger side only as seen below in Figures 5 through 7.

Figure 5. Dashed/Solid Centerline and No Line Next to Road Edge

Figure 6. Dashed/Solid Centerline and Solid Line Next to Road Edge

Figure 7. Dashed/Solid Centerline and Dashed Line Next to Road Edge

12.4 Test Validity Conditions

Vehicle Speed: 72.4 ± 2 km/h (45 ± 1.2 mph)

Lateral Velocity: ± 0.05 m/s from the target velocities listed in Table 3.

Steering Wheel Velocity: ± 15 deg/sec

Lateral Deviation from Test Path: 0 ± 0.05 m/s

12.5 LKS Pass or Fail Criteria

The test outputs from each trial shall be used to produce a pass or fail measure. The measure will be based on whether the LKS system provided the initial lane departure and did not result in a secondary lane departure.

For an individual trial to successfully pass the test,

1. Test speed and lateral speed conditions must be satisfied.

2. The test vehicle may not cross the inside edge of the lane marking by more than 0.4 m

(1.3 ft).

3. No secondary lane departures may occur.

13.0 POST TEST REQUIREMENTS

13.1 Vehicle Data and Test Documentation

The Contractor shall collect all data necessary to complete the final test report data sheets and provide details of any problem areas.

13.2 Post-Test Vehicle Inspection

The Contractor shall inspect the test vehicle after all testing is completed. Any vehicle modifications or damage shall be restored to the as-delivered condition or the vehicle shall be declared “totaled” and shall be disposed of as a totally destroyed vehicle. Disposition of the vehicle shall be determined by the Government. Any damage incurred to the vehicle during the actual tests, except damage caused by negligence of the Contractor, shall be the responsibility of the Government.

14.0 REPORTS

14.1 Monthly Status Reports

The Contractor shall submit a monthly Test Status Report and a Vehicle or Equipment Status Report to the COR (both reports shown in this section). The Vehicle Status Report shall be submitted until all vehicles or items of equipment are disposed of.

14.2 Test Anomalies

In the event of an apparent test failure, a post-test calibration check of critically sensitive test equipment and instrumentation may be required for verification of accuracy. The necessity for the calibration shall be at the COR's discretion and shall be performed without additional costs to the NCAP.

14.3 Final Test Report

14.3.1 Copies

The Contractor shall provide the COR with electronic files that contain the following: (1) a JPG of the vehicle in its test mode, taken with a resolution of at least 800 x 600 pixels, and (2) test video footage.

In addition to these electronic files, the Contractor shall provide the COR with a copy or copies of each Final Test Report.

The above documentation shall be submitted to the COR according to the schedule and in the manner indicated in Section 6.2.

14.3.2 Requirements

The Final Test Report, associated documentation (including video) is relied upon as the chronicle of the test. The Final Test Report will be released to the public domain after review and acceptance by the COR.

For these reasons, each final report must be a complete document capable of standing by itself.

The Contractor should use detailed descriptions of all test events. Any events that are not directly associated with the test program, but are of technical interest should also be included. The Contractor should include as much detail as possible in the report.

Instructions for the preparation of the first three pages of the final test report are provided below for the purpose of standardization.

14.3.3 First Three Pages

Front Cover – A heavy paperback cover (or transparency) shall be provided for the protection of the final report. The information required on the cover is as follows:

(A) Final Report Number such as NCAP-ABC-XX-001 where, NCAP is the New Car Assessment Program ABC are the initials for…