BS ISO 22735:2021 pdf download.Road vehicles — Test method to evaluate the performance of lane-keeping assistance systems.
For the purposes of this document, the terms and definitions given in ISO 8855. ISO 15037-1 and the
following apply.
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distance to line crossing DTLC remaining lateral distance (perpendicular to the line) between the inner side of the lane marking and most outer edge of the tyre, before the vehicle under test (VUT) (3.5) crosses the line, assuming that the VUT would continue to travel with the same lateral velocity towards the lane marking
3.2 lane keeping assistance system LKAS heading correction system that is applied automatically by the vehicle In response to the detection of the vehicle that is about to drift beyond a delineated edge line of the current travel lane
Note I to entry: There are two kinds of LKAS: lane centring LKAS where steering intervention is constantly occurring to keep the vehicle running along the centreline of lane and lane departure prevention LKAS where steering intervention only occurs when the vehicle is imminent to cross the lane boundary. Different performance metrics can be applied for each system.
4 Variables
4.1 Coordinate systems
The road fixed reference system XE-YE-ZE, as shown in Figure 1. is fixed to the lane, and the vehicle fixed reference system X-Y-Z is fixed to the centre of gravity (CG) of VUT.
4.2 Lateral deviation from path (YVUT error)
The lateral deviation from path is determined as the lateral distance between the centre of the front of the VUT when measured in parallel to the intended path as shown in Figure 1. This measure applies during both the straight-line approach and the curve that establishes the lane departure.5 Measuring equipment
5.1 General
VUT shall be equipped with data measurement and acquisition system to sample and record data with an accuracy of at least:
— longitudinal speed to 0,1 km/h;
— lateral and longitudinal position to 0,03 m;
— heading angle to 0,1°;
— yaw rate to 0,1°/s;
— longitudinal acceleration to 0,1 m/s2
— steering wheel velocity to 1,0°/s.
5.2 Transducer installation
The requirements of ISO 15037-1:2019, 5.2 shall apply. In addition, it shall be ensured that transient vehicle pitch changes do not adversely affect the measurement of the velocity and position variables for the chosen transducer system.
5.3 Calibration
All transducers shall be calibrated according to the manufacturer instructions. In some cases, calibration may be performed immediately before testing.
If parts of the measuring system used can be adjusted such calibration shall be performed immediately before the beginning of the tests.
5.4 Data processing
Filter the measured data as follows:
— position and speed are not filtered and are used in their raw state;
— acceleration with a 12-pole phaseless Butterworth filter with a cut off frequency of 10 Hz;
— yaw rate with a 12-pole phaseless Butterworth filter with a cut off frequency of 10 Hz;
— force with a 12-pole phaseless Butterworth filter with a cut off frequency of 10 Hz.
6 Test conditions
6.1 General
The test conditions shall be in accordance with ISO 15037-1:2019, Clause 6, unless otherwise specified below.
6.2 Test data
General data on the test vehicle and test conditions shall be recorded as specified in
ISO 15037-1:2019, 6.4.1.
6.3 Test track
6.3.1 General
All tests shall be carried out on a smooth, clean, dry and uniform paved road surface.
Conduct tests on a dry (no visible moisture on the surface), uniform, solid-paved surface with a consistent slope between level and I %. The test surface shall have a minimal peak braking coefficient (PBC) of 0,9.
The surface shall be paved and should not contain any irregularities (e.g. large dips or cracks, manhole covers or reflective studs) within a lateral distance of 3,0 m to either side of the test line(s) and with a longitudinal distance of 30 m ahead of the VIJT from the point after the test is complete.BS ISO 22735 pdf free download.