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| 本文作者： 蘇珊珊 | 2021-05-19 14:40 |
目前，國際上公認的主要有兩大自動駕駛分級標準，分別由美國高速公路安全管理局（NHTSA）和國際自動機工程師學會（SAE）于2013年、2014年首次提出。
值得注意的是，SAE的自動駕駛分級標準（即SAE J3016） 已經于2016年得到了美國交通運輸部DOT（NHTSA為其下屬部門）的正式認可——DOT出臺的指導性文件《聯邦自動車輛政策（Federal automatic Vehicles Policy）》提到，制造商有責任“根據SAE International公布的定義確定其系統的AV（自動駕駛車輛）級別”。
現在，SAE所定義的自動駕駛分級已經成了業內最通用的參照標準，許多國家的自動駕駛分級均參考自SAE J3016。
我國工信部于去年宣布完成的《汽車駕駛自動化分級》推薦性國家標準，即與SAE的分級類似，同樣基于DDT、ODD等條件的不同，將駕駛自動化的程度分為L0-L5級。
自2014年首次公布，SAE J3016與時俱進，截至目前，已經分別于2016年、2018年、2021年發布了三次更新。
上月底，SAE聯合ISO合作發布了最新版本的分級標準。
最新版本的SAE J3016新增多個術語，并對原來一些容易產生誤解的概念做了進一步的改進和澄清，同時也對一些術語進行了更具邏輯性的分組歸類。
根據SAE官方的說法，此次改動主要包括以下7處：
1、進一步明確了SAE L3和SAE L4之間的區別，包括預備接管的用戶角色、SAE L3級自動駕駛自動fallback的可能性、SAE L4級自動駕駛向車內用戶發出警報的可能性；
2、針對兩種不同的遠程支持功能，新增了附加術語和定義——遠程協助和遠程駕駛。與此同時，執行這些不同功能的用戶被劃分為：遠程協助員和遠程駕駛員；
3、SAE L1和L2級駕駛自動化系統已被命名為“駕駛員支持系統（Driver Support Systems）”，與SAE L3-L5級所用術語“自動駕駛系統（Automated Driving Systems）”相對應；
4、詳細闡述了持續性駕駛自動化（sustained driving automation）的分類，是如何與更廣義的輔助駕駛和主動安全功能相匹配的；
5、給出了“不將警示和瞬時駕駛干預系統納入自動駕駛分級”的理由；
6、車輛類型被劃分為常規車輛（Conventional Vehicle）、雙模車輛（Dual-mode Vehicle）和ADS專用車輛（ADS-dedicated Vehicle），并給出了相應的定義；
7、定義并詳細闡述了故障緩解策略（failure mitigation strategy）的概念。
不過，通過與2018年版本的原文檔進行對比，新智駕發現：2021年的更新遠不止以上這些，所做的改動多達11168處，其中比較重要的改動主要集中在第3章DEFINITION（定義）。
為此，新智駕從中提煉出了二十處左右的重大改動，并列于下文，與諸君共享。
注：新智駕公眾號對話框回復“SAE更新”即可下載2018及2021年的完整版SAE J3016。
1、章節3.21 OPERATIONAL DESIGN DOMAIN (ODD)，相比原來增加了NOTE 1、EXAMPLE 1 和 EXAMPLE 5。
NOTE 1: While Level 3 and 4 ADS features/vehicles are designed to operate exclusively within their respective ODDs, some ODD conditions are subject to rapid change during on-road operation (e.g., inclement weather, obscured lane lines). Such transient changes in the operating environment do not necessarily represent an “ODD exit,” as the ADS determines when such a change in conditions requires fallback performance (whether by the fallback- ready user or ADS).
雖然L3和L4級ADS功能/車輛的設計只適用于在各自的ODDs范圍內運行，但在道路運行過程中，一些ODD情況會迅速變化（例如，惡劣的天氣、模糊的車道線）。操作環境中的這種瞬變變化不一定代表“退出ODD”，因為ADS決定了在這些變化中何時才需要執行fallback（無論是由預備接管用戶執行，還是由ADS執行）。
EXAMPLE 1: A Level 1 ACC driver support feature is designed to provide longitudinal vehicle motion control support to the driver on fully access-controlled freeways under fair weather conditions.
L1級ACC（自適應巡航技術）駕駛員支持功能，設計用于在晴朗的天氣條件下，為駕駛員在受控通道高速公路上提供縱向的車輛運動控制的支持。
EXAMPLE 5: A level 3 ADS highway feature with an ODD requirement of clearly visible lane lines encounters a short stretch of roadway with obscured lane lines. The ADS feature is able to compensate for brief periods of faded or missing lane markings through other means (e.g., sensor fusion, digital map, lead vehicle following) and continues to operate the vehicle for a brief period before the lane lines again become clearly visible. A short while later, the lane lines again become obscured and remain so for longer duration, causing the ADS feature to issue a request to intervene to the fallback-ready user.
當一項ODD要求有清晰可見的車道線的L3級ADS高速公路功能，遇上了一小段車道線模糊的道路，ADS功能能夠通過其他手段（如傳感器融合、數字地圖、前車跟蹤）對短時間內褪色或丟失的車道標記進行補償，并在車道線再次清晰可見之前繼續操作車輛一小段時間。之后，如果車道線再次變得模糊，并持續較長時間的話，就會導致ADS功能向預備接管用戶發出干預請求。
（2021版）
（2018版）
2、章節3.25 REQUEST TO INTERVENE （干預請求），將該術語所描述的范圍限定在了L3級自動駕駛，同時補充了大段注解。
具體來看，即釋義部分從原來的：
Notification by an ADS to a fallback-ready user indicating that……
由自動駕駛系統發送給預備接管用戶的通知，意味著……
變成了：
An alert provided by a Level 3 ADS to a fallback-ready user indicating that……
由L3級自動駕駛系統向預備接管用戶發出的警報，意味著……
新增NOTE：
As previously noted in this document, it may be possible for a passenger in a Level 4 or 5 ADS-operated vehicle to also resume manual operation of the vehicle under certain conditions, provided that the vehicle and feature are designed for this (e.g., a dual-mode vehicle or a conventional vehicle with a Level 4 sub-trip feature). However, even when alerted by the ADS to take over vehicle operation, a passenger of such a vehicle is not required to do so to ensure competent operation, as Level 4 and 5 ADS features/vehicles are capable of automatically achieving a minimal risk condition when necessary. Thus, such an alert to a passenger of a Level 4 or 5 ADS-operated vehicle is not a “request to intervene” as defined herein for Level 3 ADS-equipped vehicles.
如文檔前面所述，由L4或L5級ADS操作的車輛中的乘客，也可以在某些特定條件下，恢復的車輛的人工操作，前提是車輛和功能是為此而設計的（如，雙模汽車或有著L4級sub-trip功能的常規車輛）。不過，即使被ADS提醒接管車輛，該車輛的乘客也不需要這樣做以確保合格的操作，因為L4和L5級ADS功能/車輛能夠在必要時自動實現風險最小化。因此，對于由L4或L5級ADS操作的車輛的乘客而言，這樣的警報并不是搭載L3級自動駕駛系統的車輛中所定義的“干預請求”。
（2021版）
（2018版）
3、章節3.30 USAGE SPECIFICATION （使用規范），新增EXAMPLE 1 ：
A Level 2 feature provides lateral and longitudinal vehicle motion control support to the driver on fully access-controlled freeways.
L2級功能，為司機在封閉的高速公路上，提供橫向和縱向的車輛運動控制支持。
EXAMPLE 3則在原來的基礎上增加了一些細節，由原來的：
Level 4 driving automation in designated urban centers.
在指定的市中心使用的L4級自動化駕駛。
變成：
A Level 4 ADS-DV operates at low speeds in designated urban centers.
在指定的市中心進行低速行駛的L4級自動駕駛專用車輛。
（2021版）
（2018版）
4、章節3.31 [HUMAN] USER（指在自動駕駛中的人類角色），從原來的4個（1 – driver, 2 – passenger, 3 – DDT fallback-ready user, and 4 – driverless operation dispatcher）變成了5個（1 - driver, 2 - passenger, 3 - DDT fallback-ready user, 4 - driverless operation dispatcher, and 5 - remote assistant），新增的一項為“遠程協作員”。
（2021版）
（2018版）
該章節對以上人類角色術語一一進行了解釋和舉例，并進行了部分調整，具體有以下幾點：
1）3.31.1 [HUMAN] DRIVER，NOTE的內容由原來的：
In a vehicle equipped with a driving automation system, a driver may assume or resume performance of part or all of the DDT from the driving automation system during a given trip.
在裝有駕駛自動化系統的車輛中，駕駛員可以在給定的行程中承擔或恢復執行部分或全部的自動駕駛系統DDT。
變成：
This definition of ‘driver’ does not include a robotic test device designed to exercise steering, braking, and acceleration during certain dynamic test maneuvers.
“駕駛員”的定義不包括設計用于在某些動態測試工況中練習轉向、剎車和加速的機器人測試裝置。
此外，3.31.1章節下面所列的細分術語，也從原來的[CONVENTIONAL] DRIVER （傳統駕駛員）和 REMOTE DRIVER（遠程駕駛員），更新為 IN-VEHICLE DRIVER （車艙內駕駛員 ）和 REMOTE DRIVER（遠程駕駛員）。
從釋義上看， IN-VEHICLE DRIVER （車艙內駕駛員 ）和原來的[CONVENTIONAL] DRIVER （傳統駕駛員）并無不同，均指：可以車內手動操作制動、加速、轉向和變速器齒輪選擇輸入裝置以操作車輛的駕駛員。
只不過， IN-VEHICLE DRIVER在原來的基礎上新增了NOTE 2、NOTE 3。
NOTE 2: “Conventional driver” is an acceptable synonym for in-vehicle driver.
“Conventional driver”可以被接受為in-vehicle driver的同義詞。
NOTE 3: In a conventional or dual-mode vehicle equipped with a driving automation system, an in-vehicle driver, who may be a passenger or a fallback-ready user during ADS engagement, may assume or resume performance of part or all of the DDT from the driving automation system during a given trip.
在配備了駕駛自動化系統的常規或雙模車輛中，車內駕駛員(可能是乘客，也可能是ADS啟用時的預備接管用戶)可以在給定的行程中執行或恢復執行駕駛自動化系統的部分或全部DDT。
（2021版）
（2018版）
2）3.31.3 [DDT] FALLBACK-READY USER章節中，進一步細分出了兩個子術語 IN-VEHICLE FALLBACK-READY USER（車內預備接管用戶）和 REMOTE FALLBACK-READY USER（遠程預備接管用戶），此處詳見新增術語部分。
與此同時，[DDT] FALLBACK-READY USER這一術語刪掉了EXAMPLE，但相似的情景描述被用作新增子術語的舉例。
（2021版）
（2018版）
3）3.31.4 DRIVERLESS OPERATION DISPATCHER（無人駕駛操作調度員），新增NOTE：
NOTE: A dispacher(s) may also perform other fleet operations functions.
調度員也可以執行其他的車隊運營功能。
（2021版）
（2018版）
4）3.31.5 REMOTE ASSISTANT 為新增術語，詳見新增術語部分。
5、2018版被分別列為獨立章節的CONVENTIONAL VEHICLE、 [ADS-EQUIPPED] DUAL-MODE VEHICLE、ADS-DEDICATED VEHICLE (ADS-DV) 被歸類至章節3.32 [MOTOR] VEHICLE 處，做了更具邏輯性的分組，即車輛被明確劃分為了常規車輛、雙模車輛和ADS專用車輛三種類型。
其中，[ADS-EQUIPPED] DUAL-MODE VEHICLE、ADS-DEDICATED VEHICLE (ADS-DV) 的具體內容有所調整：
1）3.32.2 [ADS-EQUIPPED] DUAL-MODE VEHICLE（【配備自動駕駛系統】雙模車輛），為了配合文檔其他地方的術語調整進行了部分改動，并新增 NOTE 3 。
具體來看，2021版尤其強調了雙模車輛必須是在給定ODD內的常規操作工況下進行無人操作，以及雙模車輛在進行無人操作時，駕駛員也可以坐在駕駛位上。
2021版：
An ADS-equipped vehicle designed to enable either driverless operation under routine/normal operating conditions within its given ODD (if any), or operation by an in-vehicle driver, for complete trips.
一種搭載了ADS的車輛，可以在給定ODD（如果有的話）的常規/正常操作條件下進行無人駕駛操作，也可以由車內駕駛員進行操作，從而完成整個行程。
NOTE 1: When operated by the ADS, dual-mode vehicles enable driverless operation, although a human driver could also be present in the driver's seat.
由ADS操作時，雙模車輛可以實現無人駕駛操作，與此同時駕駛員也可以坐在駕駛座上。
NOTE 2: An ADS sub-trip feature that is usable during only part of a trip, such as a feature designed to perform the complete DDT during traffic jams on freeways, would not be sufficient to classify its host vehicle as a dual-mode vehicle because it would not be capable of driverless operation for a complete trip.
一項只可在部分行程中使用的自動駕駛系統sub-trip功能（如，可以在高速公路發生交通堵塞時執行全部DDT的功能），不足以將車輛歸類為雙模車輛，因為它不能在行駛全程進行無人駕駛操作。
NOTE 3: A vehicle equipped with a Level 5 feature in which at any time the driver can choose to engage the feature, or can choose to operate the vehicle manually, would be classified as a dual-mode vehicle.
當一輛具備L5級自動駕駛功能的汽車的駕駛員，可以在任何時候選擇啟用自動駕駛功能，或選擇人工操作車輛時，那么這輛車就可以被歸類為雙模車輛。
2018版：
A type of ADS-equipped vehicle designed for both driverless operation and operation by a conventional driver for complete trips.
一種配備ADS的車輛，既可用于無人駕駛操作，也可由傳統駕駛員操作完成整個行程。
NOTE 1: An ADS-equipped dual-mode vehicle may be designed such that it can be dispatched in driverless operation.
一輛裝備ADS的雙模車輛，可以被設計用于無人駕駛操作。
NOTE 2: An ADS feature that is usable during only part of a trip, such as a feature designed to perform the complete DDT during traffic jams on freeways, would not be sufficient to classify its host vehicle as a dual-mode vehicle because it would not be capable of driverless operation for a complete trip.
一項只可在部分行程中使用的ADS功能，（如，可以在高速公路發生交通堵塞時執行全部DDT的功能），不足以將車輛歸類為雙模車輛，因為它不能在行駛全程進行無人駕駛操作。
2）3.32.3 ADS-DEDICATED VEHICLE (ADS-DV)（自動駕駛系統專用車輛）的釋義由原來的：
A vehicle designed to be operated exclusively by a level 4 or level 5 ADS for all trips within its given ODD limitations (if any)
在給定的ODD限制內（如果有的話），全部行程都由L4或L5級ADS進行專門的操作的車輛。
調整為：
An ADS-equipped vehicle designed for driverless operation under routine/normal operating conditions during all trips within its given ODD (if any)
一種搭載了ADS的車輛，可以在給定的ODD內（如果有的話），實現常規/正常運行條件下的全程的無人駕駛操作。
即2018版定義的 ADS-DV 專指設計用于L4、L5級自動駕駛的車輛，而最新版則指出只要是搭載了ADS系統（L3-L5）的車輛即為ADS-DV。
基于這一改動，2018版本中，將ADS-DV 定義為無人駕駛車輛的NOTE 2 不再成立，故被刪去。
這一定義范圍的變動，早在2018版的NOTE 1中就已有跡可循：
After considerable debate, the restriction of ADS-DV to driving automation levels 4 and 5, only, remains unchanged in this version of J3016. Further discussion of possibly including level 3 with a remote fallbackready user into this definition will be addressed in the next revision of J3016 which will be done jointly with ISO.
經過多方爭論，ADS-DV對L4和L5的駕駛自動化級別的限制在此次版本中保持不變。關于可能將帶有遠程預備接管用戶的L3納入此定義的進一步討論將在J3016的下一個修訂版中進行，該修訂版將與ISO共同完成。
2021版本的NOTE 1 同樣對此次改動作出了說明：
In contrast to previous versions of this document, which specified that an ADS-DV was limited to Levels 4 and 5, this revised definition of an ADS-DV also allows for the possibility of a Level 3 ADS-DV if the remote fallback-ready user can be receptive to both ADS-issued requests to intervene and to evident DDT performance-relevant system failures in the vehicle. Once either of these conditions occurs, the remote fallback-ready user begins to perform the DDT fallback in (virtually) real time using wireless means. (See also 3.24 and 3.22.)
與本文檔之前的版本不同，之前的版本規定ADS-DV只能限制在L4和L5級，這一次修訂后的ADS-DV定義則考慮了L3級ADS-DV的可能性，前提是遠程預備接管用戶既能接受ADS發出的干預請求，也能對車輛發生的與DDT操作相關的系統故障作出響應。一旦這些情況發生，遠程預備接管用戶就要開始通過無線的方式，（幾近）實時地執行DDT fallback。
2021版的NOTE 2，則在原來NOTE 3 的基礎上進行了修改：
更新版本：
An ADS-DV might be designed without user interfaces designed to be operable by an in-vehicle driver, such as braking, accelerating, steering, and transmission gear selection input devices, or it might be designed so that these devices are inoperative under routine/normal operating conditions.
ADS-DV的車內可能會沒有為車內駕駛員設計的可操作的用戶界面，如制動、加速、轉向和變速器齒輪選擇輸入裝置，也可能會被設計成這些設備在常規/正常操作條件下不起作用。
2018版本：
An ADS-DV might be designed without user interfaces designed to be operable by a conventional human driver, such as braking, accelerating, steering, and transmission gear selection input devices.
ADS-DV的車內可能會沒有為傳統人類駕駛員設計的可操作的用戶界面，如制動、加速、轉向和變速器齒輪選擇輸入裝置。
（2021版）
（2018版）
6、第4章 TAXONOMY OF DRIVING AUTOMATION（駕駛自動化的分類），其中的表格1和表格3較之前有所調整。
1）Table 1 - Summary of levels of driving automation（駕駛自動化級別總結），將L1-L2級自動駕駛，進一步明確歸類為 Driver Support （駕駛員支持），L3-L5級別的自動駕駛功能則被歸類為Automated Driving （自動駕駛）。
值得注意的是，2018版的文件中已經初步定義了 Driver Support 所指代的即為L1、L2級別自動駕駛功能，而此次更新的版本不僅在提及L1、L2級自動駕駛時多次使用了這一描述（2018版僅在定義該術語時提及），還在總結表格中進一步明確了其與指代L3-L5級自動駕駛的Automated Driving的對應關系。
（2021版）
（2018版）
2）Table 3 - User roles while a driving automation system is engaged （駕駛自動化系統中的用戶角色），L4、L5的Remote User（遠程用戶）在原來的 Driverless operation dispatcher（無人駕駛操作調度程序）的基礎上增加了一個新角色：remote assistant（遠程協助員），與前文的調整相對應。
（2021版）
（2018版）
7、第5章 LEVELS OR CATEGORIES OF DRIVING AUTOMATION（自動駕駛的級別或分類），詳述了各級別自動駕駛具體所指的內容，其中L1、L3、L4、L5各級的內容都有所調整，進一步厘清了自動駕駛的功能分級。
1）章節5.2 Level or Category 1 - Driver Assistance（L1級，駕駛員輔助），新增NOTE 2、NOTE 3，進一步詮釋了現在常用的兩個名詞 driver assistance、ADAS所指代的具體功能和情況，同時還指出在某些技術文件中ADAS一詞的使用范圍過于寬泛。
NOTE 2: The term “driver assistance” as a modifier is also commonly used to describe automotive features that are not considered to be driving automation system features, because they do not provide sustained performance of part or all of the DDT.
作為修飾語的“駕駛員輔助”一詞通常也用于描述不被認為是駕駛自動化系統功能的汽車功能，因為它們不能持續執行部分或全部的DDT。
NOTE 3: The term “Advanced Driver Assistance Systems” (ADAS) is commonly used to describe a broad range of features, including those that provide warnings and/or momentary intervention, such as forward collision warning (FCW) systems, lane keeping assistance (LKA) systems, and automatic emergency braking (AEB) systems, as well as some convenience features that involve Level 1 driver support features, such as ACC and certain parking assistance features. As such, the term ADAS is too broad and imprecise for use in a technical definitions document.
“高級駕駛員輔助系統”(ADAS)一詞通常用于描述一系列功能，包括提供預警和/或瞬時干預的功能，如前向碰撞預警(FCW)系統、車道保持輔助(LKA)系統和自動緊急制動(AEB)系統，以及一些涉及L1駕駛員支持功能的便利功能，如ACC和某些泊車輔助功能。因此，ADAS一詞在技術定義文件中使用過于寬泛和不精確。
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2）章節5.4 Level or Category 3 - Conditional Driving Automation （L3，有條件的駕駛自動化），新增NOTE 1、NOTE 6。
NOTE 1: Unlike Level 1 and 2 driver support features, all Level 3 and 4 ADS features are designed to monitor and enforce their ODD limitations while engaged, and to prevent engagement or operation outside of their prescribed ODD.
與Level 1和Level 2的駕駛員支持功能不同，所有Level 3和Level 4自動駕駛功能的設計目的，都是為了可以在系統運轉時監視和強制執行其ODD限制，并防止使用或操作超出其規定的ODD。
NOTE 6: Although automated DDT fallback performance is not expected of Level 3 ADS features, a Level 3 feature may be capable of performing the DDT fallback and achieving a minimal risk condition under certain, limited conditions.
雖然自動化的DDT fallback 操作不屬于L3級ADS功能，但L3級自動駕駛功能可能能夠執行DDT fallback，并在某些有限條件下實現風險最小化。
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3）章節 5.5 Level or Category 4 - High Driving Automation（L4，高度駕駛自動化），其中釋義、
NOTE 2均有更新，且調整部分均與用戶對于干預請求的響應相關。
其中釋義部分，由原來的：
The sustained and ODD-specific performance by an ADS of the entire DDT and DDT fallback, without any expectation that a user will respond to a request to intervene .
在不期望用戶響應干預請求的情況下，由包含所有DDT和DDT fallback的ADS執行的持續和特定ODD的操作。
更新為：
The sustained and ODD-specific performance by an ADS of the entire DDT and DDT fallback .
由包含所有DDT和DDT fallback的ADS執行的持續和特定ODD的操作。
另外，NOTE 2 補充了部分新內容，即下文加粗部分：
……Unlike at Level 3, the Level 4 feature user is not a DDT fallback-ready user while the ADS is engaged (see Example 2 below), and thus is not expected to respond to a request to intervene in order to perform the fallback. Nevertheless, in the case that a Level 4 sub-trip feature reaches its ODD limit, the ADS may issue an alert to the passenger that s/he should resume driving in order to complete their trip. (Note that in this latter case, the alert in question is not a request to intervene, because it does not signal the need for fallback performance.)
（……和 L3 不同的是，在啟用自動駕駛系統時，L4級自動駕駛的用戶角色并不是DDT 預備接管用戶，因此，該用戶不需要響應干預請求，對車輛進行接管。不過，在L4級的sub-trip功能觸及ODD邊界的情況下，自動駕駛系統可能會向乘客發出警報，要求她/他恢復駕駛以完成行程。（要注意的是，在后者的情況下，問題警報并不是一種干預請求，因為它并不意味著需要進行接管。）
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4）章節 5.6 Level or Category 5 - Full Driving Automation（L5，完全駕駛自動化），同樣在釋義部分刪掉了“without any expectation that a user will respond to a request to intervene（不指望用戶響應干預請求）”。
由原來的：
The sustained and unconditional (i.e., not ODD-specific) performance by an ADS of the entire DDT and DDT fallback without any expectation that a user will respond to a request to intervene.
在不期望用戶響應干預請求的情況下，由包含所有DDT和DDT fallback的ADS執行的持續和無條件的（即，不是ODD特定的）操作。
調整為：
The sustained and unconditional (i.e., not ODD-specific) performance by an ADS of the entire DDT and DDT fallback.
由包含所有DDT和DDT fallback的ADS執行的持續和無條件的（即，非特定ODD）操作。
與此同時，NOTE 1也修改并增加了部分內容，更加強調了L5級自動駕駛不僅可以處理人類駕駛員可以應對的道路狀況，也可以處理世界上其他的所有路面狀況。
具體調整如加粗部分所示：
2018版：
“Unconditional/not ODD-specific” means that the ADS can operate the vehicle under all driver-manageable road conditions within its region of the world.
“無條件/非特定ODD”意味著ADS可以在其所在世界范圍內的所有駕駛員可控的道路條件下操作車輛。
2021版：
“Unconditional/not ODD-specific” means that the ADS can operate the vehicle on-road anywhere within its region of the world and under all road conditions in which a conventional vehicle can be reasonably operated by a typically skilled human driver.
“無條件/非特定ODD”意味著ADS可以在其所在世界范圍內的任何道路上，以及在所有常規車輛能夠被老練的駕駛員合理操作的道路條件下，對車輛進行操作。
最后，NOTE 3 關于干預請求的部分也有所刪改。
由原來的：
The user does not need to supervise a level 5 ADS, nor be receptive to a request to intervene while it is engaged.
用戶既不需要監管L5級自動駕駛，也不需要在系統啟用時接受干預請求。
刪減為：
The user does not need to supervise a Level 5 ADS.
用戶不需要監管L5級自動駕駛。
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8、章節8.6 DDT Fallback versus Failure Mitigation Strategy（動態駕駛任務接管 VS 故障緩解策略）略有刪改，主要是將L2級自動駕駛排除在該章節所描述的范圍外。
改動和刪減的地方如下文加粗部分所示。
2018版：
Vehicles equipped with level 2 and level 3 driving automation features may have an additional failure mitigation strategy designed to bring the vehicle to a controlled stop wherever the vehicle happens to be, if the driver fails to supervise the feature’s performance (level 2), or if the fallback-ready user fails to perform the fallback when prompted (level 3). For example, if the fallback-ready user of a level 3 traffic jam feature fails to respond to a request to intervene after traffic clears (an out-of-ODD condition), the vehicle may have a failure mitigation strategy designed to bring the vehicle to a controlled stop in its present lane of travel and turn on the hazard lamps. Figure 12 displays a sample use case sequence.
如果駕駛員無法監管自動駕駛功能的操作（L2），或者如果預備接管用戶沒能在提示時執行fallback（L3），搭載了L2或L3級駕駛自動化功能的車輛就可能會采取一種額外的故障緩解策略，讓車輛在任何地方都能被控制停止。例如，如果在交通恢復通暢（一種ODD之外的情境）后，用于應對交通阻塞的L3級自動駕駛功能中的預備接管用戶沒能響應干預請求，那么車輛就會采取故障緩解策略，控制車輛在當前行駛車道上停下，并打開危險提示燈。圖12顯示了一個示例用例序列。
2021版：
ADS-equipped vehicles may have an additional failure mitigation strategy designed to bring the vehicle to a controlled stop wherever the vehicle happens to be. For example, if the in-vehicle fallback-ready user of a Level 3 sub-trip traffic jam feature fails to respond to a request to intervene after traffic clears (an out-of-ODD condition), the vehicle may have a failure mitigation strategy designed to bring the vehicle to a controlled stop in its present lane of travel and turn on the hazard lamps. Figure 13 displays a sample use case sequence.
搭載了ADS的車輛可能會有一種額外的故障緩解策略，可以讓車輛在任何地方都能被控制停止。例如，如果L3級的 sub-trip交通堵塞功能中的車內預備接管用戶，沒能在交通恢復通暢（一種ODD之外的情境）后響應干預請求，那么車輛可能就會采取故障緩解策略，控制車輛在當前行駛車道上停下，并打開危險提示燈。圖13顯示了一個示例用例序列。
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9、新增章節： 8.13 Placing this Document in the Broader Context of Driver Assistance, Driving Automation, and Active Safety Features（將本文檔置于駕駛員輔助、自動駕駛和主動安全功能更廣泛的背景下）。
In the broadest view of driver assistance and driving automation, various features can be categorized according to three overarching operational concepts (referred to as “Principles of Operation”) described in the technical paper, “The Principles of Operation Framework: A Comprehensive Classification Concept for Automated Driving Functions.” Features that provide status information (e.g., state of electric propulsion system charge, oil pressure, weather conditions, etc.), or that alert drivers to actual or potential hazards (e.g., lane departure or blind spot warnings) fall under Principle of Operation A (status alerts and warnings). Features that provide sustained automation of part or all of the DDT fall under Principle of Operation B (Sustained driving automation). And features that provide momentary, intermittent vehicle motion control action (not sustained—e.g., automatic emergency braking) fall under Principle of Operation C (crash avoidance intervention). A given vehicle may be equipped with several features that operate according to different Principles of Operation.
從駕駛員輔助和駕駛自動化的最廣泛的角度來看，各種功能都可以根據技術文檔《操作框架的原則：自動駕駛功能的綜合分類概念》中描述的三個總體操作概念（稱為：操作原則）進行分類。提供狀態信息（例如，電力推進系統的充電狀態、油壓、天氣狀況等）或提醒司機實際或潛在危險（例如，車道偏離或盲點警告）的功能屬于操作原則A（狀態警報和警告）。提供部分或全部DDT的持續自動化的功能屬于操作原則B（持續駕駛自動化）。提供短暫的、間歇性的車輛運動控制動作（非持續的——例如，自動緊急制動）的功能屬于操作原則C（避免碰撞干預）。一輛給定的車輛可能會配備若干功能，且這些功能會按照不同的操作原則進行操作。
This document provides a taxonomy for driving automation system features that fall under Principle of Operation B according to the aforementioned categories. Driving automation system features perform part or all of the DDT on a sustained basis and, as such, fundamentally alter or eliminate the role of the driver in operating the vehicle. Features that fall into Principles of Operation A or C are not classifiable under the taxonomy described in this document, either because they do not directly affect vehicle motion control (A), or because they do not provide sustained performance of part or all of the DDT (C). It should be noted, however, that an individual feature may incorporate the functionality according to more than one Principle of Operation, such as a crash avoidance feature (C) that provides a warning to the driver (A) when it is engaged. Similarly, the crash avoidance capabilities otherwise provided by features that fall under Principle of Operation C on vehicles operated by human drivers are nevertheless performed as part of the sustained driving automation (B) provided by ADS-operated vehicles. For example, automatic emergency braking (AEB), which automatically brakes the vehicle to avoid a collision with a vehicle/object in its forward path, is not a standalone feature on an ADS-DV. However, emergency braking in response to the actions of other road users and to objects and events in traffic is included in the ADS’s overall driving automation capabilities.
本文檔根據上述分類，進行了歸屬于操作原則B的駕駛自動化系統功能的分類。駕駛自動化系統的功能是持續地執行部分或全部DDT，因而，從根本上改變或消除了駕駛員在駕駛車輛中的作用。屬于操作原則A或C的功能，在本文檔的描述中沒有被分類，因為他們既不直接影響車輛運動控制（A）,也不執行持續的部分或全部DDT（C）。不過，值得注意的是，一個單獨的功能也可以根據多個操作原則合并功能，如對司機進行警報提示（A）的避免碰撞功能（C）。類似地，人類所駕駛的車輛上的避免碰撞能力，雖然屬于操作原則C，但也可以表現為由ADS操作車輛提供的持續性駕駛自動化（B）的部分。例如，自動緊急制動（AEB）可以自動剎車以避免與前進道路上的車輛/物體發生碰撞，但這并不是ADS-DV的獨立功能。不過，為了避開其他道路使用者的行動以及交通物體、事件的緊急剎車，是包含在ADS整體的駕駛自動化能力中的。
此次更新版本共新增11個術語，具體如下：
3.7.1 MANEUVER-BASED FEATURE
A driving automation system feature equipped on a conventional vehicle that either:
一種安裝在常規車輛上的駕駛自動化系統功能，要么：
1.Supports the driver by executing a limited set of lateral and/or longitudinal vehicle motion control actions sufficient to fulfil a specific, narrowly defined use case (e.g., parking maneuver), while the driver performs the rest of the DDT and supervises the Level 1 or Level 2 feature’s performance (i.e., Level 1 or Level 2 driver support features);
通過執行一組有限的橫向和/或縱向的車輛運動控制動作來滿足特定的、狹義的用例（如，停車機動），以支持駕駛員執行其余的DDT（動態駕駛任務），并對L1或L2級自動駕駛功能的操作進行監管（即L1或L2的駕駛員支持功能）；
or
2. Executes a limited set of lateral and longitudinal vehicle motion control actions, as well as associated object and event detection and response (OEDR) and all other elements of the complete DDT in order to fulfil a specific, narrowly defined use case without human supervision (Level 3 or 4 ADS features).
要么，在沒有人類監管的情況下，執行一組有限的橫向和縱向的車輛運動控制動作，以及相關的OEDR（目標和事件探測與響應）和其余所有的DDT，以完成一項特定的、狹義的用例（L3或L4級自動駕駛功能）。
EXAMPLE 1: A Level 1 parking assistance feature automatically performs the lateral vehicle motion control actions necessary to parallel park a vehicle, while the driver performs the longitudinal vehicle motion control actions and supervises the feature.
EXAMPLE 2: A Level 2 parking assistance feature automatically performs the lateral and longitudinal vehicle motion control actions necessary to parallel park a vehicle under the supervision of the driver.
EXAMPLE 3: A Level 3 highway overtaking assistance feature automatically performs the lateral and longitudinal vehicle motion control actions, as well as associated OEDR, necessary to pass a slower-moving vehicle on a multi-lane highway when activated by the driver or fallback-ready user.
3.7.2 SUB-TRIP FEATURE （sub-trip 功能）
A driving automation system feature equipped on a conventional vehicle that requires a human driver to perform the complete DDT for at least part of every trip.
一種搭載在傳統車輛上的駕駛自動化系統功能，要求人類駕駛員在每次行駛過程中的至少部分時間內，實現全部的DDT操作。
NOTE: Sub-trip features require a human driver to operate the vehicle between the point-of-origin and the boundary of the feature’s ODD and/or after leaving the feature’s ODD until the destination is reached (i.e., trip completion).
EXAMPLE 1: A Level 1 adaptive cruise control (ACC) feature performs longitudinal vehicle motion control functions to support the driver in maintaining consistent headway to a lead vehicle in its lane when travelling at higher speeds.
EXAMPLE 2: A Level 2 highway feature performs lateral and longitudinal vehicle motion control functions to support the driver in maintaining position within its lane of travel, as well as consistent headway to a lead vehicle in its lane when travelling at higher speeds.
EXAMPLE 3: A Level 3 traffic jam feature performs the complete DDT on a fully access-controlled freeway in dense traffic, but requires a human driver to operate the vehicle upon ODD exit (e.g., when traffic clears, as well as before entering the congested freeway, and again upon exiting it).
EXAMPLE 4: During a given vehicle trip, a user with a Level 4 automated parking feature dispatches the vehicle in driverless operation for the purpose of finding a parking space in a nearby designated parking facility. Following a period of shopping, the user retrieves the vehicle via dispatch in order to begin his/her trip home.
3.7.3 FULL-TRIP FEATURE （full-trip 功能）
ADS features that operate a vehicle throughout complete trips.
可以在整個行駛過程中操作車輛的自動駕駛功能。
EXAMPLE 1: A Level 4 ADS-DV is dispatched in driverless operation for purposes of providing ride-hailing services to customers located within its geo-fenced area of operation.
EXAMPLE 2: A Level 5 dual-mode vehicle is dispatched in driverless operation by its owner to go to a designated airport, pick up several family members, and bring them home. All vehicle occupants remain passengers throughout the return trip.
3.11 FAILURE MITIGATION STRATEGY（故障緩解策略）
A vehicle function (not an ADS function) designed to automatically bring an ADS-equipped vehicle to a controlled stop in path following either: (1) prolonged failure of the fallback-ready user of a Level 3 ADS feature to perform the fallback after the ADS has issued a request to intervene, or (2) occurrence of a system failure or external event so catastrophic that it incapacitates the ADS, which can no longer perform vehicle motion control in order to perform the fallback and achieve a minimal risk condition. (See 8.6.)
一種車輛功能（不是自動駕駛功能），設計用于使搭載了自動駕駛系統的車輛可以在以下路徑中被控制停止：（1）L3級自動駕駛系統請求干預，但經過較長的時間后，預備接管用戶沒有執行接管；或（2）發生了災難性的系統故障或外部事件，以致于自動駕駛系統無法通過控制車輛動作以執行fallback，達到最小風險狀態。
NOTE: Some vehicles equipped with Level 2 driver support features may be designed to brake a vehicle to a full stop if the driver fails to indicate his/her continued supervision of feature performance during engagement. Although that is similar in function to a failure mitigation strategy as defined above, the term “failure mitigation strategy” is reserved for ADS features that do not require driver supervision.
3.13 FLEET OPERATIONS [FUNCTIONS] （車隊運營）
The activities that support the management of a fleet of ADS-equipped vehicles in driverless operation, which may include, without limitation:
在無人駕駛操作中，支持自動駕駛車隊管理的活動，包括但不限于：
? Ensuring operational readiness.
? Dispatching ADS-equipped vehicles in driverless operation (i.e., engaging the ADSs prior to placing the vehicles in service on public roads).
? Authorizing each trip (e.g., payment, trip route selection).
? Providing fleet asset management services to vehicles while in-use (e.g., managing emergencies, summoning or providing remote assistance as needed, responding to customer requests and break-downs).
? Serving as the responsible agent vis-a-vis law enforcement, emergency responders and other authorities for vehicles while in use.
? Disengaging the ADS at the end of service.
? Performing vehicle repair and maintenance as needed.
3.23 REMOTE ASSISTANCE（遠程協助）
Event-driven provision, by a remotely located human (see 3.31.5), of information or advice to an ADS-equipped vehicle in driverless operation in order to facilitate trip continuation when the ADS encounters a situation it cannot manage.
在無人駕駛操作中，由遠程人員為裝有ADS（自動駕駛系統）的車輛提供事件驅動的信息或建議，以便在ADS遇到無法控制的情況時繼續行駛。
NOTE 1: Remote assistance does not include real-time DDT or fallback performance by a remote driver. Rather, the ADS performs the complete DDT and/or fallback, even when assisted by a remotely located human.
NOTE 2: Remote assistance may include providing an ADS with revised goals and/or tasks.
NOTE 3: The remote assistance function does not include providing strategic instruction regarding selection of destinations or trip initiation timing (i.e., dispatch functions), even if the same person performs both remote assistance and dispatching functions.
EXAMPLE 1: A Level 4 ADS-DV encounters an unannounced area of road construction within its ODD. The ADS-DV communicates to a remotely located human that it is unable to proceed around the construction. The remotely located human provides a new pathway for the vehicle to follow around the construction zone that allows the ADS-DV to automatically proceed and complete its trip.
EXAMPLE 2: A Level 4 ADS-DV detects an object in its lane that appears to be too large to drive over and stops. A remote assistant uses the vehicle’s cameras to identify that the object is an empty bag that can be safely driven through/over, and provides the instruction to the ADS-DV to proceed.
3.24 REMOTE DRIVING （遠程駕駛）
Real-time performance of part or all of the DDT and/or DDT fallback (including, real-time braking, steering, acceleration, and transmission shifting), by a remote driver.
部分或全部的DDT和/或DDT fallback（包括實時剎車、轉向、加速和變速器換擋）的實時操作，都由遠程駕駛員完成。
NOTE 1: A receptive remote fallback-ready user becomes a remote driver when s/he performs the fallback.
NOTE 2: The remote driver performs or completes the OEDR and has the authority to overrule the ADS for purposes of lateral and longitudinal vehicle motion control.
NOTE 3: Remote driving is not driving automation.
NOTE 4: Remote driving of a vehicle by a human is sometimes referred to as “teleoperation.” However, “teleoperation” is not defined consistently in the literature, and thus, to avoid confusion, is not used herein.
3.26 ROUTINE/NORMAL [ADS] OPERATION （自動駕駛系統常規操作）
Operation of a vehicle by an ADS within its prescribed ODD, if any, while no DDT performance-relevant system failure is occurring.
ADS在其規定的ODD（如果有的話）范圍內操作車輛，且沒有發生與DDT的操作相關的系統故障。
NOTE: Routine/normal ADS operation includes vehicle responses to objects and events that are safety- and time-critical, as well as vehicle responses to the same that are not safety- and time-critical.
3.31.3.1 IN-VEHICLE FALLBACK-READY USER （車內預備接管用戶）
A fallback-ready user of a conventional vehicle with an engaged Level 3 ADS feature who is seated in the driver’s seat.
一位坐在車內駕駛員座位上的預備接管用戶，且這輛車具備L3級的自動駕駛功能。
EXAMPLE: A Level 3 ADS sub-trip feature designed to perform the DDT in congested traffic on certain freeways encounters emergency responders who are rerouting traffic to the exit due to a serious crash; the ADS issues a request to intervene. The in-vehicle fallback-ready user becomes a driver and performs the fallback by manually operating the vehicle.
3.31.3.2 REMOTE FALLBACK-READY USER （遠程預備接管用戶）
A fallback-ready user of a Level 3 ADS-equipped vehicle in driverless operation who is not in the driver’s seat.
指在無人駕駛操作中，沒有坐在車內駕駛員座位上的預備接管用戶，且該車輛搭載了L3級自動駕駛系統。
EXAMPLE: A Level 3 ADS-DV encounters a crash scene for which emergency personnel are re-routing traffic; the ADS issues a request to intervene. The remote fallback-ready user becomes a remote driver and performs the fallback by remotely operating the vehicle.
3.31.5 REMOTE ASSISTANT （遠程協助員）
A human(s) who provides remote assistance to an ADS-equipped vehicle in driverless operation.
在無人駕駛操作中，為自動駕駛車輛提供遠程協助的人。
NOTE: A remote assistant(s) may also perform other fleet operations functions.
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