1.1 当物体出现在A-UGV路径中并且在车辆安全传感器的停止检测范围内时，该测试方法测量自动/自动/自主无人地面车辆（A-UGV）动能的减少，在这种情况下，期望的反应是车辆停止，而不是通过在替代路径上行驶来避开障碍物。该试验方法仅测量A-UGV的性能，不测量对负载稳定性的影响。本试验方法描述了ANSI/ITSDF B56中所述的一个试件的使用。 5.可以使用ANSI/ITSDF B56.5中的其他试件。此测试方法适用于A-UGV制造商、安装人员和用户。本试验方法不能代替ANSI/ITSDF B56.5或其他规范性标准要求的安全试验。 1.2 执行位置-- 该试验方法应在试验实验室或实施仪器和环境试验条件的地点进行。按照实践中的规定记录环境条件 F3218 . 1.3 单位-- 以国际单位制表示的数值应视为标准。 括号中给出的值不是精确的数学转换为英寸磅单位。它们是接近近似的等效物，用于指定材料尺寸或数量，以避免测试设备的过度制造成本，同时保持测试方法结果的可重复性和再现性。括号中给出的这些值仅供参考，不被视为标准值。 1.4 本标准并不旨在解决与其使用相关的所有安全问题（如有）。 本标准的使用者有责任在使用前制定适当的安全、健康和环境实践，并确定监管限制的适用性。 1.5 本国际标准是根据世界贸易组织技术性贸易壁垒委员会发布的《关于制定国际标准、指南和建议的原则的决定》中确立的国际公认的标准化原则制定的。 ====意义和用途====== 4.1 假设车辆停留在其路径上，并且障碍物出现在停车区内，则车辆将与障碍物相撞。即使在停车区内，障碍物检测也应使用非接触式传感或接触式保险杠使车辆尽早减速。ANSI/ITSDF B56.5:2012讨论了一种检测标准试件的测试方法，该方法超过了50 % 和100 % 车辆额定速度。 4.2 该测试方法可适用于A-UGV，用于测试障碍物感应能力和非自动驾驶模式下的自动制导工业车辆- ANSI/ITSDF B56.5中所述的限制区域。 4.3 研究人员 2. , 3. 使用安装在A-UGV上的二维（2D）激光探测和测距（LADAR）传感器。与早期试验中试件是静态的相比，在这些试验中，A-UGV和试件都在移动。2D传感器安装在A-UGV上，以水平扫描，光束在地板上方约10厘米（4英寸）并平行于地板，仅限于检测最大停车距离（滑行或制动）处的车辆路径（车辆宽度）。 请注意，传感器扫描宽度可以设置为任何宽度，包括ANSI/ITSDF B56.5标准，车辆的非危险区车辆路径宽度加0.5米（1.6英尺）。试件进入异常区内的A-UGV路径，被安全传感器检测到，并计算和分析试件到A-UGV的距离和A-UGV停止距离测量值。

1.1 This test method measures an automatic/automated/autonomous-unmanned ground vehicle (A-UGV) kinetic energy reduction when objects appear in the A-UGV path and within the stop-detect range of the vehicle safety sensors in situations in which the desired reaction is for the vehicle to stop as opposed to avoiding the obstacle by traveling on an alternative path. The test method measures the performance of the A-UGV only and does not measure the effect on the stability of loads. This test method describes the use of one test piece as described in ANSI/ITSDF B56.5. Other test pieces from ANSI/ITSDF B56.5 could be used. This test method is intended for use by A-UGV manufacturers, installers, and users. This test method does not substitute for required safety testing under ANSI/ITSDF B56.5 or other normative standards. 1.2 Performing Location— This test method shall be performed in a testing laboratory or the location where the apparatus and environmental test conditions are implemented. Environmental conditions are recorded as specified in Practice F3218 . 1.3 Units— The values stated in SI units are to be regarded as the standard. The values given in parentheses are not precise mathematical conversion to inch-pound units. They are close approximate equivalents for the purpose of specifying material dimensions or quantities that are readily available to avoid excessive fabrication costs of test apparatuses while maintaining repeatability and reproducibility of the test method results. These values given in parentheses are provided for information only and are not considered standard. 1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. 1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ====== 4.1 Assuming the vehicle stays on its path and an obstacle appears within the stop zone, the vehicle will collide with the obstacle. Even within the stop zone, obstacle detection should cause the vehicle to slow down as early as possible using non-contact sensing or contact bumpers. ANSI/ITSDF B56.5:2012 discusses a test method to detect standard test pieces beyond the minimum vehicle stopping distance at 50 % and 100 % of vehicle rated speeds. 4.2 This test method can apply to A-UGVs for testing obstacle-sensing capabilities and automatic guided industrial vehicles in automatic mode of operation in non-restricted areas as described in ANSI/ITSDF B56.5. 4.3 Researchers 2 , 3 used two-dimensional (2D) laser detection and ranging (LADAR) sensors mounted to an A-UGV. In contrast to the earlier experiments in which the test piece was static, in these experiments the A-UGV and the test piece were both moving. The 2D sensor was mounted to the A-UGV to scan horizontally with the beam approximately 10 cm (4 in.) above and parallel to the floor and confined to detecting the vehicle path (vehicle width) at the maximum stopping distance (coasting or braking). Note that the sensor scan width can be set to any width, including the ANSI/ITSDF B56.5 standard, non-hazard zone vehicle path width of the vehicle plus 0.5 m (1.6 ft). The test piece entered the A-UGV path within the exception zone, was detected by the safety sensor, and the distance of the test piece to the A-UGV and the A-UGV stopping distance measurements were calculated and analyzed.