本文件描述了在可持续的基础上执行部分或全部动态驾驶任务（DDT）的[机动]车辆驾驶自动化系统。它为六个级别的驾驶自动化提供了详细定义的分类法，从无驾驶自动化（0级）到全驾驶自动化（5级），在[机动]车辆（以下也称为“车辆”或“车辆”）及其在道路上的运行:0级:无驾驶自动化1级:驾驶员辅助2级:部分驾驶自动化3级:有条件驾驶自动化4级:高驾驶自动化5级:全驾驶自动化这些级别的定义，以及本文提供的其他支持术语和定义，可用于以功能一致和连贯的方式描述[机动]车辆上的全系列驾驶自动化功能。“道路上”是指公共道路（包括允许公共进入的停车区和私人校园），这些道路共同为所有道路使用者服务，包括骑自行车的人、行人和具有或不具有驾驶自动化功能的车辆使用者。 这些级别适用于在装备车辆的任何给定道路操作实例中使用的驾驶自动化功能。因此，尽管给定的车辆可能配备能够提供多种驾驶自动化功能的浮动自动化系统，这些功能可以在不同级别上执行，但在任何给定情况下表现出的驾驶自动化水平都是由所使用的功能决定的。本文件还提到了驾驶中的三个主要参与者:（人类）用户、驾驶自动化系统，以及其他车辆系统和部件。这些其他车辆系统和组件（或通用术语中的车辆）不包括该模型中的驾驶自动化系统，尽管实际上驾驶自动化系统可能与其他车辆系统共享硬件和软件组件，例如处理模块或操作代码。驾驶自动化的级别是通过参考三个主要参与者中的每一个在执行DTT和/或DDT回退中所扮演的特定角色来定义的。 在这种情况下，“角色”是指给定主要参与者的预期角色，基于所讨论的驾驶自动化系统的设计，而不一定是指给定的主要参与者的实际表现。例如，在1级自适应巡航控制（ACC）系统启用期间未能监控道路的驾驶员仍然有驾驶员的作用，即使他/她忽略了这一点。主动安全系统，如电子稳定控制（ESC）和自动紧急制动（AEB），以及某些类型的驾驶员辅助系统，如车道保持辅助（LKA），被排除在该驾驶自动化分类的范围之外，因为它们不是在持续的基础上执行部分或全部的DTD，而是在潜在的危险情况下提供瞬时干预。由于主动安全系统动作的瞬时性，它们的干预不会改变或消除驾驶员在执行部分或全部DDT中的作用，因此即使它们执行自动化功能，也不被视为实现自动化。 此外，向驾驶员通报、警告或警告驾驶环境中的危险的系统也不在本驾驶自动化分类的范围内，因为它们既不能自动执行部分或全部的驾驶员尽职调查，也不能改变驾驶员在驾驶员尽职调查性能中的作用（见8.13）。然而，需要注意的是，防撞功能，包括干预型主动安全系统，可以包括配备有任何级别的驾驶自动化系统的车辆。对于执行完整DT的自动驾驶系统（ADS）功能（即3至5级），碰撞缓解和避免能力是ADS功能的一部分（另请参见8.13）。

This document describes [motor]vehicle driving automation systems that perform part or all of thedynamic driving task(DDT) on asustainedbasis. It provides a taxonomy with detailed definitions for six levels ofdriving automation, ranging from nodriving automation(Level 0) to fulldriving automation(Level 5), in the context of [motor]vehicles(hereafter also referred to as “vehicle” or “vehicles”) and theiroperationon roadways:Level 0:No Driving AutomationLevel 1:Driver AssistanceLevel 2:Partial Driving AutomationLevel 3:Conditional Driving AutomationLevel 4:High Driving AutomationLevel 5:Full Driving AutomationThese level definitions, along with additional supporting terms and definitions provided herein, can be used to describe the full range ofdriving automation featuresequipped on [motor]vehiclesin a functionally consistent and coherent manner. “On-road” refers to publicly accessible roadways (including parking areas and private campuses that permit public access) that collectively serve all roadusers, including cyclists, pedestrians, andusersofvehicleswith and withoutdriving automation features.The levels apply to thedriving automation feature(s) that are engaged in any given instance of on-roadoperationof an equippedvehicle. As such, although a givenvehiclemay be equipped with adriving automation systemthat is capable of delivering multipledriving automation featuresthat perform at different levels, the level ofdriving automationexhibited in any given instance is determined by thefeature(s) that are engaged.This document also refers to three primary actors in driving: the (human)user, thedriving automation system, and othervehiclesystems and components. These othervehiclesystems and components (or thevehiclein general terms) do not include thedriving automation systemin this model, even though as a practical matter adriving automation systemmay actually share hardware and software components with othervehiclesystems, such as a processing module(s) oroperatingcode.The levels ofdriving automationare defined by reference to the specific role played by each of the three primary actors in performance of theDDTand/orDDT fallback. “Role” in this context refers to the expected role of a given primary actor, based on the design of thedriving automation systemin question and not necessarily to the actual performance of a given primary actor. For example, adriverwho fails to monitor the roadway during engagement of a Level 1 adaptive cruise control (ACC) system still has the role ofdriver, even while s/he is neglecting it.Active safety systems, such as electronic stability control (ESC) and automatic emergency braking (AEB), and certain types ofdriverassistance systems, such as lane keeping assistance (LKA), are excluded from the scope of thisdriving automationtaxonomy because they do not perform part or all of theDDTon asustainedbasis, but rather provide momentary intervention during potentially hazardous situations. Due to the momentary nature of the actions ofactive safety systems, their intervention does not change or eliminate the role of thedriverin performing part or all of theDDT, and thus are not considered to bedriving automation, even though they perform automated functions. In addition, systems that inform, alert, or warn thedriverabout hazards in the driving environment are also outside the scope of thisdriving automationtaxonomy, as they neither automate part or all of theDDT, nor change thedriver’s role in performance of theDDT(see8.13).It should be noted, however, that crash avoidancefeatures, including intervention-typeactive safety systems, may be included invehiclesequipped withdriving automation systems at any level. Forautomated driving system(ADS)features(i.e., Levels 3 to 5) that perform the completeDDT, crash mitigation and avoidance capability is part ofADSfunctionality (see also8.13).