自动驾驶系统2.0 安全愿景（英）

2.0

AUTOMATEDDRIVINGSYSTEMS

AVisionforSafety

器NHTSA

INTRODUCTORYMESSAGE

Today,ourcountryisonthevergeofoneofthemostexcitingandimportantinnovationsintransportationhistory—thedevelopmentofAutomatedDrivingSystems(ADSs),commonlyreferredtoasautomatedorself-drivingvehicles.

Thefutureofthisnewtechnologyissofullofpromise.It’safuturewherevehiclesincreasinglyhelpdriversavoid

crashes.It’safuturewherethetimespentcommutingisdramaticallyreduced,andwheremillionsmore—includingtheelderlyandpeoplewithdisabilities–gainaccesstothefreedomoftheopenroad.And,especiallyimportant,it’safuturewherehighwayfatalitiesandinjuriesaresignificantlyreduced.

SincetheDepartmentofTransportationwasestablishedin1966,therehavebeenmorethan2.2millionmotor-

vehicle-relatedfatalitiesintheUnitedStates.Inaddition,afterdecadesofdecline,motorvehiclefatalitiesspikedbymorethan7.2percentin2015,thelargestsingle-yearincreasesince1966.Themajorfactorin94percentofallfatalcrashesishumanerror.SoADSshavethepotentialtosignificantlyreducehighwayfatalitiesbyaddressingtherootcauseofthesetragiccrashes.

TheU.S.DepartmentofTransportationhasaroletoplayinbuildingandshapingthisfuturebydevelopinga

regulatoryframeworkthatencourages,ratherthanhampers,thesafedevelopment,testinganddeploymentofautomatedvehicletechnology.

Accordingly,theDepartmentisreleasingAVisionforSafetytopromoteimprovementsinsafety,mobility,andefficiencythroughADSs.

SecretaryElaineL.Chao

U.S.DepartmentofTransportation

AVisionforSafetyreplacestheFederalAutomatedVehiclePolicyreleasedin2016.Thisupdatedpolicyframeworkoffersapathforwardforthesafedeploymentofautomatedvehiclesby:

•Encouragingnewentrantsandideasthatdeliversafervehicles;

•MakingDepartmentregulatoryprocessesmorenimbletohelpmatchthepaceofprivatesectorinnovation;and

•Supportingindustryinnovationandencouragingopencommunicationwiththepublicandwithstakeholders.

Thankstoaconvergenceoftechnologicaladvances,thepromiseofsaferautomateddrivingsystemsisclosertobecomingareality.

Fromreducingcrash-relateddeathsandinjuries,toimprovingaccesstotransportation,toreducingtrafficcongestionandvehicle

emissions,automatedvehiclesholdsignificantpotentialtoincreaseproductivityandimprovethequalityoflifeformillionsofpeople.

AVisionforSafetyseekstofacilitatetheintegrationofADStechnologybyhelpingtoensureitssafetestinganddeployment,aswellasencouragingthedevelopmentofsystemsthatguardagainstcyber-attacksandprotectconsumerprivacy.

OurgoalattheDepartmentofTransportationistobegoodstewardsofthefuturebyhelpingtousherinthisneweraof

transportationinnovationandsafety,andensuringthatourcountryremainsagloballeaderinautonomousvehicletechnology.

AUTOMATEDDRIVINGSYSTEMS2.0:AVISIONFORSAFETYi

iiAUTOMATEDDRIVINGSYSTEMS2.0:AVISIONFORSAFETY

EXECUTIVESUMMARY

Theworldisfacinganunprecedentedemergenceofautomation

technologies.Inthetransportationsector,where9outof10seriousroadwaycrashesoccurduetohumanbehavior,automatedvehicletechnologiespossessthepotentialtosavethousandsoflives,aswellasreducecongestion,enhancemobility,andimproveproductivity.

TheFederalGovernmentwantstoensureitdoesnotimpedeprogresswithunnecessaryorunintendedbarrierstoinnovation.SafetyremainsthenumberonepriorityfortheU.S.DepartmentofTransportation

(DOT)andisthespecificfocusoftheNationalHighwayTrafficSafetyAdministration(NHTSA).

NHTSA’smissionistosavelives,preventinjuries,andreducethe

economiccostsofroadwaycrashesthrougheducation,research,safetystandards,andenforcementactivity.Asautomatedvehicletechnologiesadvance,theyhavethepotentialtodramaticallyreducethelossoflife

eachdayinroadwaycrashes.TosupportindustryinnovatorsandStatesinthedeploymentofthistechnology,whileinformingandeducatingthepublic,andimprovingroadwaysafetythroughthesafeintroductionof

thetechnology,NHTSApresentsAutomatedDrivingSystems:AVisionforSafety.ItisanimportantpartofDOT’smultimodaleffortstosupportthesafeintroductionofautomationtechnologies.

Inthisdocument,NHTSAoffersanonregulatoryapproachtoautomatedvehicletechnologysafety.Section1:VoluntaryGuidanceforAutomatedDrivingSystems(VoluntaryGuidance)supportstheautomotiveindustryandotherkeystakeholdersastheyconsideranddesignbestpractices

forthetestingandsafedeploymentofAutomatedDrivingSystems

(ADSs-SAEAutomationLevels3through5–Conditional,High,andFullAutomationSystems).Itcontains12prioritysafetydesignelementsfor

consideration,includingvehiclecybersecurity,humanmachineinterface,crashworthiness,consumereducationandtraining,andpost-crashADSbehavior.

Giventhedevelopingstateofthetechnology,thisVoluntaryGuidance

providesaflexibleframeworkforindustrytouseinchoosinghowto

addressagivensafetydesignelement.Inaddition,tohelpsupport

publictrustandconfidence,theVoluntaryGuidanceencouragesentitiesengagedintestinganddeploymenttopubliclydiscloseVoluntarySafetySelf-Assessmentsoftheirsystemsinordertodemonstratetheirvaried

approachestoachievingsafety.

VehiclesoperatingonpublicroadsaresubjecttobothFederalandStatejurisdiction,andStatesarebeginningtodraftlegislationtosafelydeployemergingADSs.TosupporttheStatework,NHTSAoffersSection2:

TechnicalAssistancetoStates,BestPracticesforLegislaturesRegardingAutomatedDrivingSystems(BestPractices).Thesectionclarifiesand

delineatesFederalandStaterolesintheregulationofADSs.NHTSA

remainsresponsibleforregulatingthesafetydesignandperformance

aspectsofmotorvehiclesandmotorvehicleequipment;Statescontinuetoberesponsibleforregulatingthehumandriverandvehicleoperations.

ThesectionalsoprovidesBestPracticesforLegislatures,which

incorporatescommonsafety-relatedcomponentsandsignificant

elementsregardingADSsthatStatesshouldconsiderincorporating

inlegislation.Inaddition,thesectionprovidesBestPracticesforState

HighwaySafetyOfficials,whichoffersaframeworkforStatestodevelopproceduresandconditionsforADSs’safeoperationonpublicroadways.Itincludesconsiderationsinsuchareasasapplicationsandpermissionstotest,registrationandtitling,workingwithpublicsafetyofficials,and

liabilityandinsurance.

Together,theVoluntaryGuidanceandBestPracticessectionsservetosupportindustry,Governmentofficials,safetyadvocates,andthepublic.AsourNationandtheworldembracetechnologicaladvancesinmotorvehicletransportationthroughADSs,safetymustremainthetoppriority.

Overthecomingmonthsandyears,NHTSA,alongwithotherFederalagencies,whererelevant,willcontinuetotakealeadershiproleinencouragingthesafeintroductionofautomatedvehicletechnologiesintothemotorvehiclefleetandonpublicroadwaysintheareasofpolicy,research,safetystandards,freightandcommercialuse,infrastructure,andmasstransit.

TheOfficeoftheUnderSecretaryforPolicy(OST-P)istheoffice

responsibleforservingasaprincipaladvisortotheSecretaryand

providesleadershipinthedevelopmentofpoliciesfortheDepartment,generatingproposalsandprovidingadviceregardinglegislativeand

regulatoryinitiativesacrossallmodesoftransportation.TheUnder

SecretarycoordinatestheDepartment’sbudgetdevelopmentandpolicydevelopmentfunctions.TheUnderSecretaryalsodirectstransportationpolicydevelopmentandworkstoensurethattheNation’stransportationresourcesfunctionasanintegratednationalsystem.

See

/policy

.

TheOfficeoftheAssistantSecretaryforResearchandTechnology

(OST-R)istheleadofficeresponsibleforcoordinatingDOT’sresearch

andforsharingadvancedtechnologieswiththetransportationsystem.TechnicalandpolicyresearchonthesetechnologiesoccursthroughtheIntelligentTransportationSystems(ITS)ResearchProgram,theUniversityTransportationCenters,andtheVolpeNationalTransportationResearchCenter,whichmakeinvestmentsintechnologyinitiatives,exploratory

studies,pilotdeploymentprogramsandevaluationsinintelligentvehicles,infrastructure,andmulti-modalsystems.

See

and

/research-technology

.

TheFederalMotorCarrierSafetyAdministration(FMCSA)isthelead

FederalGovernmentagencyresponsibleforregulatingandproviding

operationalsafetyoversight(forinstance,hoursofserviceregulations,

drugandalcoholtesting,hazardousmaterialssafety,vehicleinspections)formotorcarriersoperatingcommercialmotorvehicles(CMVs),such

astrucksandbuses,andCMVdrivers.FMCSApartnerswithindustry,

safetyadvocates,andStateandlocalgovernmentstokeepourNation’sroadwayssafeandimproveCMVsafetythroughfinancialassistance,

regulation,education,enforcement,research,andtechnology.

See

.

TheFederalHighwayAdministration(FHWA)supportsStateandlocalgovernmentsinthedesign,construction,andmaintenanceofthe

Nation’shighwaysystem(FederalAidHighwayProgram)andvarious

Federalandtriballands(FederalLandsHighwayProgram).Through

financialandtechnicalassistancetoStateandlocalgovernments,FHWAisresponsibleforensuringthatAmerica’sroadsandhighwayscontinuetobeamongthesafestandmosttechnologicallysoundintheworld.

See

.

TheFederalTransitAdministration(FTA)providesfinancialandtechnicalassistancetolocalpublictransitsystems,includingbuses,subways,

lightrail,commuterrail,trolleys,andferries.FTAalsooverseessafetymeasuresandhelpsdevelopnext-generationtechnologyresearch.

See

.

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AUTOMATEDDRIVINGSYSTEMS2.0:AVISIONFORSAFETY

TABLEOFCONTENTS

Section1:VoluntaryGuidance

Overview 1

ScopeandPurpose 2

ADSSafetyElements 5

SystemSafety 5

OperationalDesignDomain 6

ObjectandEventDetectionandResponse 7

Fallback(MinimalRiskCondition) 8

ValidationMethods 9

HumanMachineInterface 10

VehicleCybersecurity 11

Crashworthiness 12

Post-CrashADSBehavior 13

DataRecording 14

ConsumerEducationandTraining 15

Federal,State,andLocalLaws 15

VoluntarySafetySelf-Assessment 16

Section2:TechnicalAssistancetoStates

Overview 19

FederalandStateRegulatoryRoles 20

BestPracticesforLegislatures 21

BestPracticesforStateHighwaySafetyOfficials 22

Conclusion 25

Endnotes 26

iv

AUTOMATEDDRIVINGSYSTEMS2.0:AVISIONFORSAFETY

SECTION1:VOLUNTARYGUIDANCE

ForAutomatedDrivingSystems

OVERVIEW

TheU.S.DepartmentofTransportation(DOT)throughtheNational

HighwayTrafficSafetyAdministration(NHTSA)isfullycommittedto

reachinganeraofcrash-freeroadwaysthroughdeploymentofinnovativelifesavingtechnologies.Recentnegativetrendsinautomotivecrashes

underscoretheurgencytodevelopanddeploylifesavingtechnologiesthatcandramaticallydecreasethenumberoffatalitiesandinjurieson

ourNation’sroadways.NHTSAbelievesthatAutomatedDrivingSystems(ADSs),includingthosecontemplatingnodriveratall,havethepotentialtosignificantlyimproveroadwaysafetyintheUnitedStates.

ThepurposeofthisVoluntaryGuidanceistosupporttheautomotive

industry,theStates,andotherkeystakeholdersastheyconsiderand

designbestpracticesrelativetothetestinganddeploymentofautomatedvehicletechnologies.ItupdatestheFederalAutomatedVehiclesPolicy

releasedinSeptember2016andservesasNHTSA’scurrentoperatingguidanceforADSs.

TheVoluntaryGuidancecontains12prioritysafetydesignelements.1

Theseelementswereselectedbasedonresearchconductedbythe

TransportationResearchBoard(TRB),universities,andNHTSA.Each

elementcontainssafetygoalsandapproachesthatcouldbeusedto

achievethosesafetygoals.Entitiesareencouragedtoconsidereach

safetyelementinthedesignoftheirsystemsandhaveaself-documentedprocessforassessment,testing,andvalidationofthevariouselements.Asautomateddrivingtechnologiesevolveatarapidpace,nosinglestandardexistsbywhichanentity’smethodsofconsideringasafetydesign

elementcanbemeasured.Eachentityisfreetobecreativeandinnovativewhendevelopingthebestmethodforitssystemtoappropriatelymitigatethesafetyrisksassociatedwiththeirapproach.

Inaddition,tohelpsupportpublictrustandconfidenceinthesafetyofADSs,thisVoluntaryGuidanceencouragesentitiestodiscloseVoluntarySafetySelf-Assessmentsdemonstratingtheirvariedapproachesto

achievingsafetyinthetestinganddeploymentofADSs.2

EntitiesareencouragedtobeginusingthisVoluntaryGuidanceonthedateofitspublication.NHTSAplanstoregularlyupdatetheVoluntaryGuidancetoreflectlessonslearned,newdata,andstakeholderinputastechnologycontinuestobedevelopedandrefined.

Foroverallawarenessandtoensureconsistencyintaxonomyusage,NHTSAadoptedSAEInternational’sLevelsofAutomationandotherapplicableterminology.3

NHTSA’SMISSION

Savelives,preventinjuries,andreduce

economiccostsduetoroadtraffic

crashes,througheducation,research,

safetystandards,andenforcementactivity.

1

AUTOMATEDDRIVINGSYSTEMS2.0:AVISIONFORSAFETY

SECTION1:VOLUNTARYGUIDANCE

SCOPEANDPURPOSE

ThroughthisVoluntaryGuidance,NHTSAissupportingentitiesthataredesigningADSsforuseonpublicroadwaysintheUnitedStates.

Thisincludestraditionalvehiclemanufacturersaswellasotherentities

involvedwithmanufacturing,designing,supplying,testing,selling,

operating,ordeployingADSs,includingequipmentdesignersand

suppliers;entitiesthatoutfitanyvehiclewithautomatedcapabilitiesor

equipmentfortesting,forcommercialsale,and/orforuseonpublic

roadways;transitcompanies;automatedfleetoperators;“driverless”taxicompanies;andanyotherindividualorentitythatoffersservicesutilizingADStechnology(referredtocollectivelyas“entities”or“industry”).

ThisVoluntaryGuidanceappliestothedesignaspectsofmotorvehiclesandmotorvehicleequipmentunderNHTSA’sjurisdiction,includinglow-speedvehicles,motorcycles,passengervehicles,medium-dutyvehicles,andheavy-dutyCMVssuchaslargetrucksandbuses.TheseentitiesaresubjecttoNHTSA’sdefect,recall,andenforcementauthority.4Forentitiesseekingtorequestregulatoryaction(e.g.,petitionforexemptionor

interpretation)fromNHTSA,aninformationalresourceisavailableontheAgency’swebsiteat

/technology-innovation/automated-

vehicles

,alongwithotherassociatedreferencesandresources.

InterstatemotorcarrieroperationsandCMVdriversfallunderthe

jurisdictionofFMCSAandarenotwithinthescopeofthisVoluntary

Guidance.Currently,pertheFederalMotorCarrierSafetyRegulations(FMCSRs),atrainedcommercialdrivermustbebehindthewheelatalltimes,regardlessofanyautomateddrivingtechnologiesavailableon

theCMV,unlessapetitionforawaiverorexemptionhasbeengranted.

FormoreinformationregardingCMVoperationsandautomateddrivingtechnologies,includingguidanceonFMCSA’spetitionprocess,see

.

ThisVoluntaryGuidancefocusesonvehiclesthatincorporateSAE

AutomationLevels3through5–AutomatedDrivingSystems(ADSs).

ADSsmayincludesystemsforwhichthereisnohumandriverorfor

whichthehumandrivercangivecontroltotheADSandwouldnotbeexpectedtoperformanydriving-relatedtasksforaperiodoftime.5Itisanentity’sresponsibilitytodetermineitssystem’sautomationlevelinconformitywithSAEInternational’spublisheddefinitions.

ThepurposeofthisVoluntaryGuidanceistohelpdesignersofADSs

analyze,identify,andresolvesafetyconsiderationspriortodeployment

usingtheirown,industry,andotherbestpractices.Itoutlines12safety

elements,whichtheAgencybelievesrepresenttheconsensusacross

theindustry,thataregenerallyconsideredtobethemostsalientdesignaspectstoconsiderandaddresswhendeveloping,testing,anddeployingADSsonpublicroadways.Withineachsafetydesignelement,entitiesareencouragedtoconsideranddocumenttheiruseofindustrystandards,

bestpractices,companypolicies,orothermethodstheyhaveemployedtoprovideforincreasedsystemsafetyinreal-worldconditions.The

12safetydesignelementsapplytobothADSoriginalequipmentandtoreplacementequipmentorupdates(includingsoftwareupdates/upgrades)toADSs.

ThisVoluntaryGuidanceprovidesrecommendationsandsuggestions

forindustry’sconsiderationanddiscussion.ThisGuidanceisentirely

voluntary,withnocompliancerequirementorenforcementmechanism.ThesolepurposeofthisGuidanceistosupporttheindustryasit

developsbestpracticesinthedesign,development,testing,anddeploymentofautomatedvehicletechnologies.

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AUTOMATEDDRIVINGSYSTEMS2.0:AVISIONFORSAFETY

NHTSA’SENFORCEMENTAUTHORITY

SeveralStateshavesoughtclarificationofNHTSA’senforcementauthoritywithrespecttoADSs.AsDOTisaskingStatestomaintainthedelineationofFederalandStateregulatoryauthority,NHTSAunderstandsthatStatesarelookingfor

reassurancethattheFederalGovernmenthastoolstokeeptheirroadwayssafe.

NHTSAhasbroadenforcementauthoritytoaddressexistingandnew

automotivetechnologiesandequipment.TheAgencyiscommandedby

Congress6toprotectthesafetyofthedrivingpublicagainstunreasonablerisksofharmthatmayarisebecauseofthedesign,construction,orperformance

ofamotorvehicleormotorvehicleequipment,andtomitigaterisksofharm,includingrisksthatmayariseinconnectionwithADSs.Specifically,NHTSA’s

enforcementauthorityconcerningsafety-relateddefectsinmotorvehicles

andmotorvehicleequipmentextendsandappliesequallytocurrentand

emergingADSs.AsNHTSAhasalwaysdone,whenevaluatingnewautomotivetechnologies,itwillbeguidedbyitsstatutorymission,thelawsitisobligatedtoenforce,andthebenefitsofthetechnology.

3

AUTOMATEDDRIVINGSYSTEMS2.0:AVISIONFORSAFETY

SECTION1:VOLUNTARYGUIDANCE

SAEAUTOMATIONLEVELS

FullAutomation

0

No

Automation

Zeroautonomy;

thedriverperforms

alldrivingtasks.

1

Driver

Assistance

Vehicleiscontrolled

bythedriver,but

somedrivingassist

featuresmaybe

includedinthe

vehicledesign.

2

Partial

Automation

Vehiclehascombined

automatedfunctions,

likeaccelerationand

steering,butthedriver

mustremainengaged

withthedrivingtask

andmonitorthe

environmentat

alltimes.

3

ConditionalAutomation

Driverisanecessity,

butisnotrequired

tomonitorthe

environment.

Thedrivermustbe

readytotakecontrol

ofthevehicleatall

timeswithnotice.

ii

l

4

High

Automation

Thevehicleiscapable

ofperformingall

drivingfunctions

undercertain

conditions.Thedriver

mayhavetheoption

tocontrolthevehicle.

ii

l

5

Full

Automation

Thevehicleiscapable

ofperformingall

drivingfunctions

underallconditions.

Thedrivermay

havetheoptionto

controlthevehicle.

4

AUTOMATEDDRIVINGSYSTEMS2.0:AVISIONFORSAFETY

ADSSAFETYELEMENTS

1.SystemSafety

Entitiesareencouragedtofollowarobustdesignandvalidation

processbasedonasystems-engineeringapproachwiththegoalofdesigningADSsfreeofunreasonablesafetyrisks.Theoverallprocessshouldadoptandfollowindustrystandards,suchasthefunctional

safety7processstandardforroadvehicles,andcollectivelycovertheentireoperationaldesigndomain(i.e.,operatingparametersand

limitations)ofthesystem.Entitiesareencouragedtoadoptvoluntaryguidance,bestpractices,designprinciples,andstandardsdevelopedbyestablishedandaccreditedstandards-developingorganizations

(asapplicable)suchastheInternationalStandardsOrganization(ISO)andSAEInternational,aswellasstandardsandprocessesavailable

fromotherindustriessuchasaviation,space,andthemilitary8and

otherapplicablestandardsorinternalcompanyprocessesastheyarerelevantandapplicable.SeeNHTSA’sJune2016report,AssessmentofSafetyStandardsforAutomotiveElectronicControlSystems9,

whichprovidesanevaluationofthestrengthsandlimitationsofsuchstandards.

Thedesignandvalidationprocessshouldalsoconsiderincluding

ahazardanalysisandsafetyriskassessmentforADSs,forthe

overallvehicledesignintowhichitisbeingintegrated,andwhen

applicable,forthebroadertransportationecosystem.Additionally,theprocessshalldescribedesignredundanciesandsafetystrategiesforhandlingADSmalfunctions.Ideally,theprocessshouldplace

significantemphasisonsoftwaredevelopment,verification,and

validation.Thesoftwaredevelopmentprocessisonethatshould

bewell-planned,well-controlled,andwell-documentedtodetectandcorrectunexpectedresultsfromsoftwareupdates.Thoroughandmeasurablesoftwaretestingshouldcomplementastructuredanddocumentedsoftwaredevelopmentandchangemanagementprocessandshouldbepartofeachsoftwareversionrelease.

Industryisencouragedtomonitortheevolution,implementation,

andsafetyassessmentofartificialintelligenceandotherrelevant

softwaretechnologiesandalgorithmstoimprovetheeffectivenessandsafetyofADSs.

Designdecisionsshouldbelinkedtotheassessedrisksthat

couldimpactsafety-criticalsystemfunctionality.Designsafety

considerationsshouldincludedesignarchitecture,sensors,

actuators,communicationfailure,potentialsoftwareerrors,reliability,potentialinadequatecontrol,undesirablecontrolactions,potential

collisionswithenvironmentalobjectsandotherroadusers,potentialcollisionsthatcouldbecausedbyactionsofanADS,leavingthe

roadway,lossoftractionorstability,andviolationoftrafficlawsanddeviationsfromnormal(expected)drivingpractices.

Alldesigndecisionsshouldbetested,validated,andverifiedas

individualsubsystemsandaspartoftheentirevehiclearchitecture.

Entitiesareencouragedtodocumenttheentireprocess;allactions,changes,designchoices,analyses,associatedtesting,anddata

shouldbetraceableandtransparent.

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AUTOMATEDDRIVINGSYSTEMS2.0:AVISIONFORSAFETY

SECTION1:VOLUNTARYGUIDANCE

2.OperationalDesignDomain

EntitiesareencouragedtodefineanddocumenttheOperational

DesignDomain(ODD)foreachADSavailableontheirvehicle(s)as

testedordeployedforuseonpublicroadways,aswellasdocumenttheprocessandprocedureforassessment,testing,andvalidation

ofADSfunctionalitywiththeprescribedODD.TheODDshould

describethespecificconditionsunderwhichagivenADSorfeatureisintendedtofunction.TheODDisthedefinitionofwhere(suchaswhatroadwaytypesandspeeds)andwhen(underwhatconditions,suchasday/night,weatherlimits,etc.)anADSisdesignedtooperate.

TheODDwouldincludethefollowinginformationataminimumtodefineeachADS’scapabilitylimits/boundaries:

•Roadwaytypes(interstate,local,etc.)onwhichtheADSisintendedtooperatesafely;

•Geographicarea(city,mountain,desert,etc.);

•Speedrange;

•EnvironmentalconditionsinwhichtheADSwilloperate(weather,daytime/nighttime,etc.);and

•Otherdomainconstraints.

AnADSshouldbeabletooperatesafelywithintheODDforwhichitisdesigned.InsituationswheretheADSisoutsideofitsdefinedODDorinwhichconditionsdynamicallychangetofalloutside

oftheADS’sODD,thevehicleshouldtransitiontoaminimal

riskcondition.10ForaLevel3ADS,transitioningtoaminimalrisk

conditioncouldentailtransitioningcontroltoareceptive,fallback-readyuser.11IncasestheADSdoesnothaveindicationsthatthe

userisreceptiveandfallback-ready,thesystemshouldcontinuetomitigatemanageablerisks,whichmayincludeslowingthevehicledownorbringingthevehicletoasafestop.Tosupportthesafe

introductionofADSsonpublicroadwaysandtospeeddeployment,theODDconceptprovidestheflexibilityforentitiestoinitiallylimitthecomplexityofbroaderdrivingchallengesinaconfinedODD.

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AUTOMATEDDRIVINGSYSTEMS2.0:AVISIONFORSAFETY

3.ObjectandEventDetectionandResponse

ObjectandEventDetectionandResponse(OEDR)12referstothe

detectionbythedriverorADSofanycircumstancethatisrelevanttotheimmediatedrivingtask,aswellastheimplementationoftheappropriatedriverorsystemresponsetosuchcircumstance.For

thepurposesofthisGuidance,anADSisresponsibleforperformingOEDRwhileitisengagedandoperatinginitsdefinedODD.

Entitiesareencouragedtohaveadocumentedprocessfor

assessment,testing,andvalidationoftheirADS’sOEDRcapabilities.WhenoperatingwithinitsODD,anADS’sOEDRfunctionsare

expectedtobeabletodetectandrespondtoothervehicles(inandoutofitstravelpath),pedestrians,bicyclists,animals,andobjectsthatcouldaffectsafeoperationofthevehicle.

AnADS’sOEDRshouldalsoincludetheabilitytoaddressawidevarietyofforeseeableencounters,includingemergencyvehicles,temporaryworkzones,andotherunusualconditions(e.g.,policemanually

directingtrafficorotherfirstrespondersorconstructionworkerscontrollingtraffic)thatmayimpactthesafeoperationofanADS.

NormalDriving

Entitiesareencouragedtohaveadocumentedprocessfortheassessment,testing,andvalidationofavarietyofbehavioral

competenciesfortheirADSs.Behavioralcompetencyrefersto

theabilityofanADStooperateinthetrafficconditionsthatitwill

regularlyencounter,includingkeepingthevehicleinalane,obeyingtrafficlaws,followingreasonableroadetiquette,andrespondingtoothervehiclesorhazards.13WhileresearchconductedbyCaliforniaPATH14providedasetofminimumbehavioralcompetenciesfor

ADSs,15thefullcomplementofbehavioralcompetenciesaparticul