J.6 Blind Spot Detection System Confirmation Test (Working Draft), May, 2020.pdf

DRAFT TEST PROCEDURE. ASSEMBLED FOR DISCUSSION PURPOSES ONLY.

BLIND SPOT DETECTION

SYSTEM CONFIRMATION TEST

(WORKING DRAFT)

May 2020

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

1200 New Jersey Avenue SE Washington, DC 20590

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

J.6

DISCLAIMER

This publication is distributed by the U.S. Department of Transportation, National Highway Traffic Safety Administration, in the interest of information exchange.

The opinions, findings, and conclusions expressed in this publication are those of the authors and not necessarily those of the Department of Transportation or the National Highway Traffic Safety Administration. The United States Government assumes no liability for its contents or use thereof. If trade or manufacturers’ names or products are mentioned, it is because they are considered essential to the object of the publication and should not be construed as an endorsement. The United States Government does not endorse products or manufacturers.

Suggested APA format citation:

National Highway Traffic Safety Administration (2020, May). Blind spot detection system confirmation test (working draft). Washington, DC: National Highway Traffic Safety Administration.

Technical Report Documentation Page

1. Report No.

Working Draft

2. Government Accession No. 3. Recipient's Catalog No.

4. Title and Subtitle

Blind Spot Detection System Confirmation Test

5. Report Date

May 2020

6. Performing Organization Code

NSR-120

7. Author(s) 8. Performing Organization

Report No.

9. Performing Organization Name and Address

NHTSA Vehicle Research and Test Center P.O. Box 37 East Liberty, OH 43319

10. Work Unit No. (TRAIS)

11. Contract or Grant No.

12. Sponsoring Agency Name and Address

National Highway Traffic Safety Administration 1200 New Jersey Avenue S.E.

Washington, DC 20590

13. Type of Report and Period:

Draft Research Test Procedure

14. Sponsoring Agency Code

15. Supplementary Notes

16. Abstract

This draft test procedure provides specifications used by the National Highway Traffic Safety Administration (NHTSA) to research Blind Spot Detection (BSD) system performance on light vehicles with gross vehicle weight ratings (GVWR) of up to 10,000 lbs (4,536 kg). The tests described in this document emulate two straight road, real-world scenarios where the subject vehicle (SV) blind zone is breached by a single principal other vehicle (POV).

17. Key Words:

Blind Spot Detection, Advanced Crash Avoidance Technology, Test Track Performance Evaluation

18. Distribution Statement:

This document is available to the public from the National Technical Information Service Springfield, VA 22161

19. Security Classif. (of this report) Unclassified

20. Security Classif. (of this page) Unclassified

21. No. of Pages

22. Price

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized

BLIND SPOT DETECTION SYSTEM CONFIRMATION TEST

TABLE OF CONTENTS

GLOSSARY

1.0 PURPOSE AND APPLICATION

2.0 GENERAL REQUIREMENTS

3.0 DEFINITIONS

4.0 PRETEST AND FACILITY REQUIREMENTS

5.0 TEST EXECUTION AND TEST REQUIREMENTS

6.0 REFERENCES

GLOSSARY

ASTM formerly known as the American Society for Testing and Materials, and as ASTM International since 2001

BSD blind spot detection

GVWR gross vehicle weight rating

NHTSA National Highway Traffic Safety Administration

POV principal other vehicle

SAE formerly known as the Society of Automotive Engineers, and as SAE International since 2006

SV subject vehicle

U.S. DOT United States Department of Transportation

REVISION HISTORY

Date Revision

05/20/2010 Original draft, dated June 2019.

04/29/2020

• Version dated May 2020.

• Minor typographical corrections.

• Revision history section added.

• Definition of the SV blind zone specified in S3.2 has been simplified, and is more directly related to the Type A closing vehicle requirements specified in ISO 17387:2008 [1].

• The Road Test Surface specification in S4.1 is now harmonized with that used in the May 2020 NHTSA BSI draft research test procedure.

• The allowable lane width specified in S4.3 has been changed to 11.5 to 12 ft (3.5 to

3.7 m). It was previously 12 to 14 ft (3.7 to 4.3 m).

• The lower bound of the ambient temperature range specified in S4.4.1 has been reduced to -4°F (-20°C) from 45°F (7°C).

• The method used to represent SV and POV dimensions with two-dimensional polygons has been added to S4.5.

• A provision to use GVT revision G or greater as the POV (i.e., in lieu of an actual vehicle) has been added to S4.6.

• The BSD data flag accurage specification listed in Table 1 has been changed to a “rise and fall time ≤ 10 ms” from “output response ≤ 10 ms”.

• S5.1.1.1 now specifies an instrumentation warm-up procedure.

• An error in the S5.1.2.2 definition of the “zero position” between the SV and POV has been corrected. The zero position is now taken to be when the front-most location of the POV just contacts a vertical plane that defines the rearmost location of the SV.

• The method used to select the proper driver-configurable BSD setting is now specified in S5.2.

• The upper threshold of allowable POV lateral velocities during the straight lane converge and diverge test specified in S5.4.1 has been reduced to 0.75 ft/s (0.75 m/s) from 2.5 ft/s (1.5 m/s).

• The evaluation criteria specified in S5.4.1.4 and S5.4.2.4 now state the BSD alert must “be presented by a time no later than 300 ms after” the POV enters the SV blind zone. This specification previously required the BSD alert to activate within 300 ms of the POV entering the SV blind zone, which could be interpreted as being more restrictive regarding permissible BSD alert onset timing.

REVISION HISTORY (continued)

Date Revision

04/29/2020

• The straight lane pass-by tests validity period described in S5.4.2.1 has been revised.

The new validity period begins 4 seconds (previously 5 seconds) before the front-most part of the POV (previously the rearmost part of the POV) reaches a plane defined by the rear-most part of the SV perpendicular to the SV centerline.

• The straight lane pass-by evaluation criteria specified in S5.4.2.4 now states the SV BSD alert must remain on while the front-most part of the POV resides behind line A. Previously, the BSD alert was required to be on when any part of the POV was in the SV blind zone.

• The BSD onset headway evaluation criteria listed in Section 5.4.2.4 Table 4 have been corrected to correspond to a nominal TTC of 2.5 seconds.

1.0 PURPOSE AND APPLICATION

This draft test procedure provides specifications used by the National Highway Traffic Safety Administration (NHTSA) to research blind spot detection (BSD) system performance on light vehicles with gross vehicle weight ratings (GVWR) of up to 10,000 lbs (4,536 kg). The tests described in this document emulate two straight road, real-world scenarios where the subject vehicle (SV) blind zone is breached by a single principal other vehicle (POV).

Current BSD technology relies on sensors to detect the presence of other vehicles in the equipped vehicle’s left and right blind zones. Although it is impossible to predict what technologies may be used by future BSD systems (e.g., vehicle-to-vehicle communication), it is believed that minor modifications to these procedures, when deemed appropriate, could be used to accommodate the evaluation of alternative or more advanced BSD systems.

2.0 GENERAL REQUIREMENTS

This document describes the methods used by NHTSA to research BSD operation on the test track. In the first scenario, the POV is driven at the same speed as the SV, at a constant headway.

After a brief period of steady-state driving, the POV enters, then exits the SV blind zone from the side of the vehicle. In the second scenario, the POV is driven by the SV in an adjacent lane at a speed greater than the SV. During this pass-by, the POV enters, then exists the SV blind zone. In both scenarios, BSD performance is assessed by comparing the proximity of the POV to the SV at the time of the BSD alert to the SV blind zone defined in Section 3.2.

3.0 DEFINITIONS

3.1 Blind Spot Detection

A BSD system is a warning-based driver assistance system designed to help the driver recognize that another vehicle is approaching, or being operated within, the blind spot of their vehicle in an adjacent lane. Should the driver initiate a lane change toward this other vehicle, the BSD presents an alert before a collision is expected to occur. Depending on the implementation, BSD activation may or may not require the driver to operate their turn signal indicator during their lane change, however the SV turn signals are not used during the tests performed in this test procedure.

3.2 SV Blind Zone

For the tests described in this document, SV blind zones are defined by two rectangular regions that extend to the side and rear of the SV (see Figure 1). Each rectangle is 8.2 ft (2.5 m) wide and is represented by lines parallel to the longitudinal centerline of the vehicle; lines D and E for the left side of the vehicle and lines F and G for the right side of the vehicle. Lines E and F run parallel to the centerline of the SV and are located 1.6 ft (0.5 m) from the outermost edge of the SV’s body excluding the side view mirror(s). The length of the rectangle (in the longitudinal direction) starts at line A, which is located at the rearmost part of the SV side mirror housing, in the housing’s fully-extended operating position, and runs perpendicular to the SV’s longitudinal centerline, to line C, which is also perpendicular to the SV’s longitudinal centerline. For the tests described in this document, the distance between lines A and C depends on the test scenario and differential speed (Δv) between the SV and the POV. Line B is perpendicular to the SV’s longitudinal centerline and located at the rearmost (trailing) edge of the SV.

Figure 1. Minimum Blind Zone Coverage (not drawn to scale).

8.2 ft (2.5 m)

8.2 ft (2.5 m)

1.6 ft (0.5 m)

BL

IN

D

ZO

N E

BL

IN

D

ZO

N E

C

B

A

D

E F

G

1.6 ft (0.5 m)

For the Straight Lane Converge and Diverege test scenario:

𝐵𝐵𝐵𝐵���� = 9.8 𝑓𝑓𝑓𝑓 (3 m)

For the Straight Lane Pass-by test scenario:

𝐵𝐵𝐵𝐵���� = 2.5 ∗ ∆𝑣𝑣

where Δv is the differential speed between the POV and the SV,

4.0 PRETEST AND FACILITY REQUIREMENTS

4.1 Road Test Surface

The road test surface used for the tests described in this document shall be dry (without visible moisture on the surface), straight, and flat, with a consistent slope between level and one percent. The road surface shall be constructed from asphalt or concrete and shall be free of irregularities, undulations, and/or cracks that could cause the SV to pitch excessively. The surface shall be free of excessive tire skid marks, pavement seam sealer, and/or other high-contrast surface markings that could potentially confound lane line identification and/or tracking.

4.2 Line Markings

All lane lines described in this document shall meet Federal Highway Administration (FHWA) specifications as required by the Manual on Uniform Traffic Control Devices (MUTCD) and be considered in “very good condition” [2].

4.2.1 Lane Line Styles

The following lane line styles are acceptable for the tests described in this document:

A. Discontinuous dashed white

B. Discontinuous dashed yellow

C. Solid white

4.2.2 Line Marking Color and Reflectivity

Lane line marker color and reflectivity shall meet all applicable standards. These standards include those from the International Commission of Illumination (CIE) for color and the ASTM International for lane marker reflectance. Methods for determining lane marker characteristics are discussed in the Road Departure Crash Warning Systems (RDCWS) Field Operational Test (FOT) by the National Institute of Standards and Technology (NIST) [3].

4.2.3 Line Marker Width

The width of the edge line marker shall be 4 to 6 in. (10 to 15 cm). This is a normal width for longitudinal pavement markings under Section 3A.05 of the MUTCD [2].

4.3 Lane Width

Each of the three lanes required by this test procedure shall be delineated with two lane lines.

Measured from inside edge to inside edge, these lines shall be spaced 11.5 to 12 ft (3.5 to 3.7 m) apart.

4.4 Ambient Conditions

4.4.1 Ambient Temperature

The ambient temperature shall be between -4 °F (-20 °C) and 104 °F (40 °C).

4.4.2 Wind Speed

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

4.4.3 Inclement Weather

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

4.4.4 Visibility

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 (4.8 km). Tests shall not be conducted 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.

All tests shall be conducted such that there are no overhead signs, bridges, or other significant structures over, or near, the testing site. Except for the POV, each trial shall be conducted with no vehicles, obstructions, or stationary objects within one lane width of either side the SV path.

4.5 Subject Vehicle and Principal Other Vehicle Dimensions

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 corners of the polygon are located where the planes used to define the front, rear, and sides of the vehicle (excluding the exterior sideview mirrors) intersect.

• The front of the vehicle is defined by a vertical plane perpendicular to the vehicle’s longitudinal centerline, located at the leading edge of the vehicle.

• The rear of the vehicle is defined by a vertical plane perpendicular to the vehicle’s longitudinal centerline, located at the trailing edge of the vehicle.

• The left side of the vehicle is defined by a vertical plane parallel to the vehicle’s longitudinal centerline and located at the left outermost edge of the vehicle’s body excluding the exterior side mirror.

• The right side of the vehicle is defined by a vertical plane parallel to the vehicle’s longitudinal centerline and located at the right outermost edge of the vehicle’s body excluding the exterior side mirror.

4.6 Principal Other Vehicle Specifications

4.6.1 Actual Vehicle Specifications

When an actual vehicle is used as the POV, it shall be a high-production mid-sized passenger car from 175 to 197 in. (445 to 500 cm) long, and 70 to 76 in (178 to 193 cm) wide measured at the widest part of the vehicle, exclusive of signal lamps, marker lamps, outside rearview mirrors, flexible fender extensions, and mud flaps, determined with doors and windows closed and the wheels in the straight-ahead position. The color of the actual vehicle used as the POV is unrestricted.

4.6.2 Surrogate Vehicle Specifications

If a surrogate vehicle is used as the POV for the tests described in this document, it shall be the Global Vehicle Target (GVT), revision G or later. The visual, radar (24 and 76-77 GHz), and lidar characteristics of the GVT are representative of a compact hatchback, and are intended to maximize the ability of the SV to detect the POV in the most realistic manner possible without compromising SV driver safety. The construction of the GVT is designed to minimize the potential for SV damage should an SV-to-POV collision occur. The GVT is secured to a robotic platform to accurately and repeatably control its movement. The combination of the robotic platform and GVT must meet the requirements detailed in TB025 - Global Vehicle Target specification for Euro NCAP v1.0 [4].

4.7 Instrumentation Required

A description overview of the sensors used for the tests described in this document is provided in Table 1.

4.7.1 SV and POV Position

The position of the SV and POV relative to their respective travel lanes, and the position of the SV relative to the POV, shall be measured within the applicable test validity period. The sensors used for these measurements are not constrained provided they meet the range, resolution, and accuracy specifications provided in Table 1.

4.7.2 Vehicle Speed

The lateral and longitudinal velocities of the SV and POV (where applicable) shall be measured within the test validity period. The sensors used for this measurement are not constrained provided they meet the range, resolution, and accuracy specifications in Table 1.

4.7.3 Yaw Rate

SV and POV yaw rate shall be measured. Alternatively, differentially corrected GPS may be used to provide data to calculate yaw rate in lieu of direct measurement, provided the resulting accuracy is comparable.

Table 1 – Recommended Measurements and Measurement Specifications

Type Output Range Resolution Accuracy

Various Lateral and Longitudinal position of SV and POV

650 ft (200 m)

2 in.

(5 cm)

At least 3.9 in (10 cm) absolute

Speed sensors SV and POV lateral and longitudinal velocity

0.1 – 62 mph (0.1 -100 km/h)

0.1 mph (0.2 km/h)

+/- 0.25% of full scale range

Rate sensor SV and POV yaw rate +/- 100 deg/s 0.01 deg/s +/- 0.25% of full scale range

Position sensor SV throttle and brake pedal positions

0 – 100 percent (normalized) 0.1 percent 0.1 percent

Data flag* (BSD) BSD alert status 0 – 10 VDC

(nominally) N/A Rise and fall time ≤ 10 ms

Video recorded messages

Visual/audible vehicle BSD alerts presented to the driver N/A At least 720p N/A

Vehicle dimensional measurements

Location of SV and POV GPS antennas; SV and POV centerlines; front-most SV bumper position; and rear-most POV and SOV bumper positions.

N/A 0.04 in.

(1 mm)

0.04 in.

(1 mm)

SV-to-POV static range

Distance to POV reference point (typically the longitudinal center of gravity (CG)) and rear-most POV bumper position.

N/A 2 in.

(5 cm)

At least 3.9 in.

(10 cm) absolute

*Use of a photocell within a light-blocking enclosure around the BSD alert is the preferred way of measuring system onset, operation, and termination, provided the BSD alert includes a visual component. If the use of a microphone is required, it should be placed close to the source of the sound. A unidirectional accelerometer may be used to capture tactile alerts in the steering wheel and/or driver’s seat..

4.7.4 BSD Alert Data Flag

When activated, the BSD system shall present an auditory alert, a visual alert, haptic vibration (e.g., from the steering wheel or driver’s seat), haptic vehicle cue (e.g., a brake pulse), or any combination thereof. This output shall be recorded, synchronized with the other recorded data channels, and used as the measure of when the system warns the driver.

5.0 TEST EXECUTION AND TEST REQUIREMENTS

5.1 Pre-Test Initialization and Calibration

5.1.1 Instrumentation Initialization

All instrumentation shall be secure and properly configured. With all instrumentation off, the SV and POV shall be driven to an outdoor location unobstructed by buildings, overpasses, or other structures capable of interfering with the ability of the GPS sensors to acquire satellite-based position information and real-time base station corrections (where applicable). At this location, the instrumentation shall be turned on, and static and dynamic GPS initializations be performed.

1. Instrumentation Warm-up

A. Once the instrumentation installed in the SV and POV is powered on, a warm-up period of at least 15 minutes shall occur before the tests described in Section 5.3 are performed.

B. The static and dynamic initialization processes described in Sections 5.1.1.1 and

5.1.1.2 may be performed during the warm-up period.

2. Static initialization

A. Where applicable, the transmissions of the SV and POV shall be placed in park.

B. The SV and POV shall remain at rest until transmissions from least 6 GPS satellites have been obtained and indicated by the vehicle’s respective instrumentation.

3. Dynamic initialization

A. The SV and POV shall be driven in a straight line, at a speed of at least 35 mph

(56.3 km/h) for at least 350 ft (107 m).

B. The SV and POV shall be driven in three figure 8 patterns. The radii of the turns shall be approximately 20 ft (6 m).

C. Steps 5.1.1.2.A and 5.1.1.2.B shall be repeated until the instrumentation indicates that the required accuracies for position have been achieved.

5.1.2 Static Instrumentation Calibration

Calibration data shall be collected prior to the tests specified in S5.4.1 and S5.4.2 to assist in resolving uncertain test data.

1. The SV and POV shall be centered in the same travel lane with the same orientation (i.e., each must face the same direction).

2. The front-most location of the POV shall be positioned such that it just contacts a vertical plane that defines the rearmost location of the SV. This is the “zero position.”

3. The zero position shall be documented prior to, and immediately after, conduct of a test series.

A. If the zero-position reported by the data acquisition system differs by more than

±2 in (±5 cm) from that measured during collection of the pre-test static calibration data file, the pre-test longitudinal offset shall be adjusted to output zero and another pre-test static calibration data file shall be collected.

B. If the zero-position reported by the data acquisition system differs by more than

±2 in (±5 cm) from that measured during collection of the post-test static calibration data file, the tests performed between collection of that post-test static calibration data file and the last valid pre-test static calibration data file shall be repeated.

4. Static data files shall be collected prior to, and immediately after, conduct of the test series described in S5.4.1 and S5.4.2. The pre-test static files shall be reviewed prior to test conduct to confirm that all data channels are operational and properly configured.

5.2 Driver-Configurable BSD System Settings

Any driver-configurable elements of the BSD system (e.g., the onset timing of the alert) shall be set to (1) the latest of two available settings; or (2) the middle setting; or (3) midpoint and then the next latest setting. Figure 2 visually describes this process, where the setting to be used for the tests described in this document are shown in green.

Figure 2. BSD system settings used for testing.

5.3 BSD Pre-Test System Initialization

Some SVs may require a brief period of initialization (e.g., verification of sensor alignment and detection readiness) before their respective BSD system performance can be properly assessed.

If a manufacturer-specific initialization procedure is required, NHTSA will obtain the appropriate procedure from the respective vehicle manufacturer, and provide it to the contractor. The contractor shall perform any NHTSA-provided initialization schedule prior to performing the tests described in this test document.

5.4 Test Scenarios

5.4.1 Straight Lane Converge and Diverge Test

For the duration of each Straight Lane Converge and Diverge test, shown in Figure 3, the SV and POV shall be driven at a speed of 45 mph (72 km/h), and the front-most part of the POV shall be

3.3 ft (1 m) ahead of the rear-most part of the SV. Each of the three lanes used in this scenario shall be straight and parallel to each other. The use of cruise control (conventional or adaptive) is permitted as long as the test tolerances specified in S5.4.1.1 are satisfied.

This test begins with the POV two lanes away from the SV. Once the vehicles have been driven in this formation for 2.5 seconds, the POV shall perform a single lane change into the lane adjacent to the SV using a lateral velocity of 0.8 to 2.5 ft/s (0.25 to 0.75 m/s). Once the lane change is completed, the POV shall continue in a straight lane for at least 2.5 seconds, and then perform a lane change back into its original lane using a lateral velocity of 0.8 to 2.5 ft/s (0.25 to

0.75 m/s). The test shall conclude once the POV has remained in the original travel lane for at least 1 second.

POV converge and diverge lateral velocities, assessed over the lane line:

0.8 – 2.5 ft/s (0.25 – 0.75 m/s)

3.3 ft (1 m)

POV

SV

Figure 3. Straight Lane Converge and Diverge test. POV converge and diverge from the left is shown.

Lateral distance before converge onset

>13.1 ft (4 m)

Lateral distance after diverge completion

>19.7 ft (6 m)

Lateral distance after converge completion

4.9 ft (1.5 m)

The Straight Lane Converge and Diverge Test includes POV approaches towards the SV from the left and right. The SV and POV turn signals shall not be activated during any test trial.

5.4.1.1 Test Validity Criteria

Each Straight Lane Converge and Diverge Test trial must satisfy the following validity criteria from a time 2.5 seconds prior to initiating the first POV lane change, to a time 1.0 second after completion of the final POV lane change. If any data channel, for either or both vehicles, exceeds an allowable tolerance within the validity period of a given test trial, that trial shall be deemed invalid. To assess whether the lateral distance specifications between SV and POV were satisfied, the closest distance between adjacent sides of the polygons used to represent each vehicle shall be compared.

• SV and POV: 45 mph ± 1 mph (72 km/h ± 1.6 km/h) for entire trial

• Front-most part of the POV to rear-most part of the SV: 1 ± 0.5 m (3.3 ± 1.6 ft) ahead of SV rear for entire trial

• SV yaw rate: ± 1.0 deg/sec when not performing a lane change maneuver

• Lateral distance between SV and POV before POV begins the converge lane change:

>4m (13.1 ft)

• Lateral distance between SV and POV when the POV is in the lane adjacent to the SV:

1.5 ± 0.5 m (4.9 ± 1.6 ft)

• Lateral distance between SV and POV after the POV completes the diverge lane change: >6m (19.7 ft)

• POV lateral velocity of during its lane changes: 0.25 to 0.75 m/s (0.8 to 2.5 ft/s). POV lateral velocity shall be assessed at the instant the vehicle first crosses the lane line separating the initial and adjacent travel lanes.

5.4.1.2 End-of-Test Instructions

1. After the validity period is complete, A. The SV driver shall manually apply force to the brake pedal, bring the vehicle to a stop, and place the transmission in park.

B. The POV shall be braked to a stop.

2. The Straight Lane Converge and Diverge test trial is complete.

5.4.1.3 Number of Test Trials

Seven valid trials per POV approach direction shall be performed for the Straight Lane Converge and Diverge Test scenario, for a total of 14 tests overall. If the test conductor performs more than 7 trials per approach direction within this scenario, the first 7 trials satisfying all test tolerances per approach direction shall be used to assess the SV performance.

5.4.1.4 Evaluation Criteria

During converge lane changes, the BSD alert must be presented by a time no later than 300 ms after any part of the POV enters the SV blind zone defined by the intersections of lines A, C, D, and E for left side tests, and of lines A, C, F, and G for right side tests, and shall remain on while any part of the POV resides within the SV blind zone. During the diverge lane changes, the BSD alert may remain active when the lateral distance between the SV and POV is >3 m (9.8 ft), but ≤6 m (19.7 ft). The BSD shall not be active once the lateral distance between the SV and POV >6 m (19.7 ft).

5.4.2 Straight Lane Pass-by Test

In the Straight Lane Pass-by Test scenario, shown in Figure 4, the POV approaches and then passes by the SV while being driven in an adjacent lane. For each trial, the SV and POV are driven at one of the four constant speed combinations described in Table 3. The lateral distance between the SV and POV, defined as the closest distance between adjacent sides of the polygons used to represent each vehicle, shall nominally be 1.5 m (4.9 ft) for the duration of each test trial.

The Straight Lane Pass-by Test scenario includes POV approaches towards the SV from adjacent lanes to the left and right of the SV. The SV and POV turn signals shall not be activated during any test trial.

5.4.2.1 Test Validity Criteria

Each Straight Lane Pass-by Test trial must satisfy the validity criteria defined in Table 3 during an interval defined as (1) 4 seconds before the front-most part of the POV reaches a plane defined

45 mph (72 km/h)

50, 55, 60, or 65 mph mph (81, 89, 97,or 105 km/h)

POV

SV

Figure 4. Straight Lane Pass-by test. Left-side POV Pass-by is shown.

Lateral distance during validity period:

4.9 ft (1.5 m) by the rear-most part of the SV perpendicular to the SV centerline; to 2 seconds after the rearmost part of the POV passes beyond a plane defined by the front most part of the SV perpendicular to the SV centerline. If any data channel, for either or both vehicles, exceeds an allowable tolerance within the validity period of a given test trial, that trial shall be deemed invalid.

Table 3 – Straight Lane Pass-by Test Speed and Headway Validity Criteria

SV speed 45 ± 1 mph (72.4 ± 1.6 km/h)

45 ± 1 mph (72.4 ± 1.6 km/h)

45 ± 1 mph (72.4 ± 1.6 km/h)

45 ± 1 mph (72.4 ± 1.6 km/h)

POV speed 50 ± 1 mph (80.5 ± 1.6 km/h)

55 ± 1 mph (88.5 ± 1.6 km/h)

60 ± 1 mph (96.6 ± 1.6 km/h)

65 ± 1 mph (104.6 ± 1.6 km/h)

SV-to-POV differential speed

5 ± 1 mph (8.0 ± 1.6 km/h)

10 ± 1 mph (16.1 ± 1.6 km/h)

15 ± 1 mph (24.1 ± 1.6 km/h)

20 ± 1 mph (32.2 ± 11.6 km/h)

Longitudinal distance between SV and POV at validity period onset (nominally a 4 second gap)

29.3 ft (8.9 m)

58.7 ft (17.9 m)

88.0 ft (26.8 m)

117.3 ft (35.8 m)

SV yaw rate ± 1.0 deg/sec ± 1.0 deg/sec ± 1.0 deg/sec ± 1.0 deg/sec

Lateral distance between SV and POV

4.9 ± 1.6 ft (1.5 ± 0.5 m)

4.9 ± 1.6 ft (1.5 ± 0.5 m)

4.9 ± 1.6 ft (1.5 ± 0.5 m)

4.9 ± 1.6 ft (1.5 ± 0.5 m)

5.4.2.2 End-of-Test Instructions

1. After the validity period is complete, A. The SV driver shall manually apply force to the brake pedal, bring the vehicle to a stop, and place the transmission in park.

B. The POV shall be braked to a stop.

2. The Straight Lane Pass-by test trial is complete.

5.4.2.3 Number of Test Trials

Seven valid trials per POV approach orientation (i.e., left or right side of the SV), per pass-by speed, shall be performed for the Straight Lane Pass-by Test scenario, for a total of 56 tests overall. If the test conductor performs more than 7 trials per each approach direction pass-by speed combination within this scenario, the first 7 trials satisfying all test tolerances per test condition shall be used to assess the SV performance.

5.4.2.4 Evaluation Criteria

The BSD alert must be presented by a time no later than 300 ms after the front-most part of the POV enters the blind zone defined by the intersections of lines A, C, D, and E for left side tests and of lines A, C, F, and G for right side tests, and shall remain on while the front-most part of the POV resides behind line A. The BSD alert shall not be active once the longitudinal distance between the front-most part of the SV and the rear-most part of the POV exceeds the BSD termination distances specified in Table 4.

Table 4 – Straight Lane Pass-by BSD Evaluation Criteria

SV Speed POV Speed BSD Onset Headway1

BSD Termination Headway2

45 ± 1 mph (72 ± 1. 6 km/h)

50 ± 1 mph (80.5 ± 1. 6 km/h)

≤300 ms after 𝐵𝐵𝐵𝐵���� = 18.3 ft (5.6 m)

>7.3 ft (2.2 m)

55 ± 1 mph (88.5 ± 1. 6 km/h)

≤300 ms after 𝐵𝐵𝐵𝐵���� = 36.7 ft (11.2 m)

>14.7 ft (4.5 m)

60 ± 1 mph (96.6 ± 1. 6 km/h)

≤300 ms after 𝐵𝐵𝐵𝐵���� = 55.0 ft (16.8 m)

>22.0 ft (6.7 m)

65 ± 1 mph (104.6 ± 1. 6 km/h)

≤300 ms after 𝐵𝐵𝐵𝐵���� = 73.3 ft (22.4 m)

>29.3 ft (8.9 m)

1 The BSD onset headway nominally occurs 2.5 seconds before the front-most part of the POV passes by the rear-most part of the SV.

2 The BSD termination headway nominally occurs 1 second after the rear-most part of the POV passes by the front-most part of the SV.

6.0 REFERENCES

1. International Organization for Standardization. (2008, May). ISO 17387-2008(E). Table 3 from

Intelligent transport systems – Lane change decision aid systems (LCDAS) – Performance requirements and test procedures, First edition. Geneva: Author.

2. Federal Highway Administration. (2012, May). Manual on Uniform Traffic Control Devices for Streets and Highways, 2009 Edition. Washington, DC: Author.

https://mutcd.fhwa.dot.gov/pdfs/2009r1r2/pdf_index.htm.

3. Szabo, S., & Norcross, R. (2006, January 6). Recommendations for objective test procedures for road departure crash warning systems. (Report No. NISTIR 7288). Gaithersburg, MD:

National Institute of Standards and Technology, Intelligent Systems Division.

4. Secretariat, Euro NCAP. (May 2018). Global Vehicle Target Specification Version 1.0. TB 025.

https://mutcd.fhwa.dot.gov/pdfs/2009r1r2/pdf_index.htm