3.7 DRIVING MODE 驅動方式
A type of vehicle operation with characteristic DDT requirements (e.g., expressway merging, high-speed cruising, low-speed traffic jam, etc.).
NOTE: In the previous version of this document, the term driving mode was used more extensively. In this updated version, operational design domain is the preferred term for many of these uses. 一種具有DDT特性要求的車輛運作方式(如高速公路并軌、高速巡航、低速堵車等)。
注意:在本文檔的前一個版本中，術語駕駛模式被更廣泛地使用。在這個更新的版本中，操作設計域是這些用途的首選術語。
3.8 DYNAMIC DRIVING TASK (DDT) 動态駕駛任務
All of the real-time operational and tactical functions required to operate a vehicle in on-road traffic, excluding the strategic functions such as trip scheduling and selection of destinations and waypoints, and including without limitation:
1. Lateral vehicle motion control via steering (operational);
2. Longitudinal vehicle motion control via acceleration and deceleration (operational);
3. Monitoring the driving environment via object and event detection, recognition, classification, and response preparation (operational and tactical)
4. Object and event response execution (operational and tactical);
5. Maneuver planning (tactical); and
6. Enhancing conspicuity via lighting, signaling and gesturing, etc. (tactical).
NOTE 1: For simplification and to provide a useful shorthand term, subtasks (3) and (4) are referred to collectively as object and event detection and response (OEDR) (see 3.15).
NOTE 2: In this document, reference is made to “complete(ing) the DDT.” This means fully performing all of the subtasks of the DDT, whether by the (human) driver, by the driving automation system, or by both.
NOTE 3: Figure 1 displays a schematic view of the driving task. For more information on the differences between operational, tactical, and strategic functions of driving, see 8.4. 在道路交通中操作車輛所需的所有實時操作和戰術功能，不包括戰略功能，如旅行計劃和目的地和路徑點的選擇，包括但不限于:
1. 通過轉向控制車輛橫向運動(操作);
2. 通過加速和減速的縱向車輛運動控制(操作);
3.通過對象和事件檢測、識别、分類和響應準備(操作和戰術)監控駕駛環境
4. 對象和事件響應執行(操作和戰術);
5. 政策規劃(戰術);和
6. 通過燈光、信号和手勢等增強可視性(戰術上)。
注1:為了簡化和提供一個有用的速記術語，子任務(3)和(4)被統稱為對象和事件檢測和響應(OEDR)(見3.15)。
注2:在本檔案中，參考“完成DDT”。“這意味着完全執行DDT的所有子任務，無論是由(人類)駕駛員、駕駛自動化系統，還是由兩者共同完成。
注3:圖1顯示的是驅動任務示意圖。關于駕駛的操作、戰術和戰略功能的差異的更多資訊，見8.4。
Figure 1 - Schematic view of driving task showing DDT portion
For purposes of DDT performance, level 1 encompasses automation of part of the innermost loop (i.e., either lateral vehicle motion control functionality or longitudinal vehicle motion control functionality and limited OEDR associated with the given axis of vehicle motion control); level 2 encompasses automation of the innermost loop (lateral and longitudinal vehicle motion control and limited OEDR associated with vehicle motion control), and levels 3-5 encompass automation of both inner loops (lateral and longitudinal vehicle motion control and complete OEDR). Note that DDT performance does not include strategic aspects of driving (e.g., determining whether, when and where to travel).
圖1 -顯示DDT部分的駕駛任務示意圖
為了達到DDT性能的目的，1級包含了部分最内層回路的自動化(即，橫向車輛運動控制功能或縱向車輛運動控制功能，以及與給定的車輛運動控制軸相關的有限OEDR);2級包含最内層的自動化回路(橫向和縱向車輛運動控制和與車輛運動控制相關的有限OEDR)， 3-5級包含兩個内層回路的自動化回路(橫向和縱向車輛運動控制和完整OEDR)。注意DDT的性能不包括駕駛的戰略方面(例如，決定是否、何時和到哪裡旅行)。
3.9 DYNAMIC DRIVING TASK (DDT)] FALLBACK 動态駕駛任務
The response by the user or by an ADS to either perform the DDT or achieve a minimal risk condition after occurrence of a DDT performance-relevant system failure(s) or upon ODD exit.
NOTE 1: The DDT and the DDT fallback are distinct functions, and the capability to perform one does not necessarily entail the ability to perform the other. Thus, a level 3 ADS, which is capable of performing the entire DDT within its operational design domain (ODD), may not be capable of performing the DDT fallback in all situations that require it and thus will issue a request to intervene to the DDT fallback-ready user when necessary.
NOTE 2: At level 3, an ADS is capable of continuing to perform the DDT for at least several seconds after providing the fallback-ready user with a request to intervene. The DDT fallback-ready user is then expected to achieve a minimal risk condition if s/he determines it to be necessary.
NOTE 3: At levels 4 and 5, the ADS must be capable of performing the DDT fallback, as well as achieving a minimal risk condition. Level 4 and 5 ADS-equipped vehicles that are designed to also accommodate operation by a driver (whether conventional or remote) may allow a user to perform the DDT fallback if s/he chooses to do so. However, a level 4 or 5 ADS need not be designed to allow a user to perform DDT fallback and, indeed, may be designed to disallow it in order to reduce crash risk (see 8.3).
NOTE 4: While a level 4 or 5 ADS is performing the DDT fallback, it may be limited by design in speed and/or range of lateral and/or longitudinal vehicle motion control (i.e., it may enter so-called “limp-home mode”). 使用者或廣告的響應，要麼執行DDT，要麼在DDT性能相關的系統故障發生後或在臨時退出時實作最小風險。
注1:DDT和DDT回退是不同的功能，執行其中一項的能力并不一定意味着執行另一項的能力。是以，能夠在其操作設計域(ODD)内執行整個DDT的3級ADS，可能無法在所有需要它的情況下執行DDT回退，是以會在必要時向DDT回退準備好的使用者發出幹預請求。
注2:在第3級，ADS能夠在向準備好的後備使用者提供幹預請求後繼續執行DDT至少幾秒鐘。如果DDT後備使用者認為有必要，則應将風險降至最低。
注3:在第4級和第5級時，廣告必須有能力執行DDT補救，同時達到最低的風險條件。配備了4級和5級ads的車輛，在設計上也可适應司機的操作(無論是傳統的還是遠端的)，如果使用者選擇這樣做，則可以允許使用者執行DDT回退。然而，4級或5級廣告不需要設計成允許使用者執行DDT回退，實際上，可能設計成不允許這樣做，以降低撞車風險(見8.3)。
注4:當4級或5級ADS執行DDT撤退時，它可能會受到速度和/或橫向和/或縱向車輛運動控制範圍的設計限制(也就是說，它可能會進入所謂的“跛行home模式”)。
EXAMPLE 1: A level 1 adaptive cruise control (ACC) feature experiences a system failure that causes the feature to stop performing its intended function. The human driver performs the DDT fallback by resuming performance of the complete DDT.
EXAMPLE 2: A level 3 ADS feature that performs the entire DDT during traffic jams on freeways is not able to do so when it encounters a crash scene and therefore issues a request to intervene to the DDT fallback-ready user. S/he responds by taking over performance of the entire DDT in order to maneuver around the crash scene. (Note that in this example, a minimal risk condition is not needed or achieved.)
EXAMPLE 3: A level 4 ADS-dedicated vehicle (ADS-DV) that performs the entire DDT within a geo-fenced city center experiences a DDT performance-relevant system failure. In response, the ADS-DV performs the DDT fallback by turning on the hazard flashers, maneuvering the vehicle to the road shoulder and parking it, before automatically summoning emergency assistance. (Note that in this example, the ADS-DV automatically achieves a minimal risk condition.) 例1:一個1級自适應巡航控制(ACC)特征經曆了系統故障，導緻特征停止執行其預期的功能。駕駛員通過恢複完全的DDT執行DDT回退。
例子2:在高速公路上的交通堵塞期間執行整個DDT的3級ADS功能在遇到撞車場景時就不能這麼做了，是以它會向DDT備用使用者發出幹預請求。她/他的反應是接管整個DDT的性能，以操縱墜機現場。(注意，在本例中，不需要或不實作最小風險條件。)
例子3:一輛4級ads專用車輛(ADS-DV)在一個有地理圍欄的城市中心執行整個DDT任務時，遭遇了與DDT性能相關的系統故障。作為回應，ADS-DV通過打開危險閃光器，操縱車輛到路肩并停車，然後自動召喚緊急援助，執行DDT撤退。(注意，在這個例子中，ADS-DV自動實作了最小風險條件。)
The following Figures 2 through 6 illustrate DDT fallback at various levels of driving automation.
Figure 2 - Use case sequence at Level 3 showing ADS engaged, a vehicle failure and the user resuming control
Figure 3 - Use case sequence at Level 3 showing ADS engaged, and ADS failure and the user resuming control
Figure 4 - Use case sequence at Level 3 showing ADS engaged, exiting the ODD and the user resuming control
下面的圖2到圖6說明了在駕駛自動化的不同級别上DDT的回退。
圖2 -第3級的用例序列顯示廣告已被激活、車輛故障和使用者恢複控制
圖3 -第3級的用例序列顯示廣告參與，廣告失敗和使用者恢複控制
圖4 -第3級的用例序列顯示廣告已被占用、退出奇數和使用者恢複控制
Figure 5 - Use case sequence at Level 4 showing ADS engaged, an ADS failure and the system achieving a minimal risk condition
Figure 6 - Use case sequence at Level 4 showing ADS engaged, approaching ODD exit and the system achieving a minimal risk condition
圖5 -第4級的用例序列顯示ADS參與，一個ADS失敗和系統實作最小風險條件
圖6 -第4級的用例序列顯示ADS參與，接近奇數出口，系統達到最小風險條件
3.10 LATERAL VEHICLE MOTION CONTROL 車輛橫向運動控制
The DDT subtask comprising the activities necessary for the real-time, sustained regulation of the y-axis component of vehicle motion.
NOTE: Lateral vehicle motion control includes the detection of the vehicle positioning relative to lane boundaries and application of steering and/or differential braking inputs to maintain appropriate lateral positioning. DDT子任務包括實時、持續調節車輛運動的y軸分量所必需的活動。
注意:橫向車輛運動控制包括檢測車輛相對于車道邊界的定位，以及應用轉向和/或差動制動輸入來保持适當的橫向定位。
3.11 LONGITUDINAL VEHICLE MOTION CONTROL
The DDT subtask comprising the activities necessary for the real-time, sustained regulation of the x-axis component of vehicle motion.
NOTE: Longitudinal vehicle motion control includes maintaining set speed as well as detecting a preceding vehicle in the path of the subject vehicle, maintaining an appropriate gap to the preceding vehicle and applying propulsion or braking inputs to cause the vehicle to maintain that speed or gap. DDT子任務包括實時、持續調節車輛運動x軸分量所必需的活動。
注意:車輛縱向運動控制包括保持設定的速度，以及在目标車輛的路徑上檢測前車，與前車保持适當的間隙，并應用推進或制動輸入來使車輛保持該速度或間隙。
Figure 7 - Diagram showing vehicle axes of motion (SAE J670:JAN2008)
圖7 -顯示車輛運動軸的圖表(SAE J670: 2008年1月)
3.12 MINIMAL RISK CONDITION 最小的風險狀況
A condition to which a user or an ADS may bring a vehicle after performing the DDT fallback in order to reduce the risk of a crash when a given trip cannot or should not be completed.
NOTE 1: At levels 1 and 2, the driver may or may not achieve a minimal risk condition in response to a vehicle fault condition or driving automation system failure.
NOTE 2: At level 3, given a DDT performance-relevant system failure in the ADS or vehicle, the DDT fallback-ready user is expected to achieve a minimal risk condition when s/he determines that it is necessary.
NOTE 3: At levels 4 and 5, the ADS is capable of automatically achieving a minimal risk condition when necessary (i.e., due to ODD exit, if applicable, or a DDT performance-relevant system failure in the ADS or vehicle). The characteristics of automated achievement of a minimal risk condition at levels 4 and 5 will vary according to the type and extent of the system failure, the ODD (if any) for the ADS feature in question, and the particular operating conditions when the system failure or ODD exit occurs. It may entail automatically bringing the vehicle to a stop within its current travel path, or it may entail a more extensive maneuver designed to remove the vehicle from an active lane of traffic and/or to automatically return the vehicle to a dispatching facility. 使用者或廣告可以在執DDT補救措施後，将車輛帶來，以減少在某一特定旅程不能或不應該完成時發生撞車的風險。
注1:在1級和2級，駕駛員在響應車輛故障或駕駛自動化系統故障時可能達到或不達到最小風險條件。
注2:在第3級，如果在廣告或車輛中出現與DDT性能相關的系統故障，則DDT後備使用者在認為有必要時，應将風險降到最低。
注3:在級别4和5時，ADS能夠在必要時自動達到最低風險條件(例如，由于奇數出口，如果适用，或在ADS或車輛中的DDT性能相關的系統故障)。自動化實作最小風險的特征條件在4和5的水準會有所不同根據系統故障的類型和程度上,廣告功能的奇怪的(如果有的話),和特定的操作條件當系統發生故障或奇怪的退出。它可能包括自動将車輛停在其目前行駛路徑内，或者可能需要更廣泛的機動，旨在将車輛從活躍的交通車道上移開和/或自動将車輛送回排程設施。
EXAMPLE 1: A level 2 driving automation system feature that allows a user to stand outside of the vehicle and initiate an automated parking maneuver via wireless device automatically brings the vehicle to a stop within its current travel path when it experiences a DDT performance-relevant system failure.
EXAMPLE 2: A level 4 ADS feature designed to operate a vehicle at high speeds on freeways experiences a DDT performance-relevant system failure and automatically removes the vehicle from the active lane of traffic before coming to a stop.
EXAMPLE 3: A level 4 ADS feature designed to operate a vehicle at high speeds on freeways receives a request by a passenger to stop and automatically removes the vehicle from the active lane of traffic before coming to a stop.
EXAMPLE 4: A vehicle in which a level 4 ADS is installed experiences a DDT performance-relevant system failure in its primary electrical power system. The ADS utilizes a backup power source in order to achieve a minimal risk condition. 例子1:一個2級駕駛自動化系統的特性，當遇到與DDT性能相關的系統故障時，使用者可以站在車輛外，通過無線裝置啟動自動停車操作，自動将車輛停在目前行駛路徑内。
例子2:設計為在高速公路上高速行駛的車輛的4級ADS功能遭遇了與DDT性能相關的系統故障，并在停車前自動将車輛移出活躍車道。
例子3:一個4級ADS功能設計用于在高速公路上行駛的車輛，它接收到一名乘客的停車請求，并在停車前自動将車輛從活躍車道上移開。
例子4:安裝了4級ADS的汽車在主要電力系統中遭遇了與DDT性能相關的系統故障。ADS采用備用電源，以達到最小的風險條件。
3.13 (DDT PERFORMANCE-RELEVANT) SYSTEM FAILURE (與DDT性能相關的)系統故障
A malfunction in a driving automation system and/or other vehicle system that prevents the driving automation system from reliably sustaining DDT performance (partial or complete).
NOTE 1: This definition applies to vehicle fault conditions and driving automation system failures that prevent a driving automation system from performing at full capability according to design intention.
NOTE 2: This term does not apply to transient lapses in performance by a level 1 or 2 driving automation system that are due to inherent design limitations and that do not otherwise prevent the system from performing its part of the DDT on a sustained basis. 自動駕駛系統和/或其他車輛系統中的故障，妨礙自動駕駛系統可靠地維持(部分或全部)DDT性能。
注1:此定義适用于車輛故障情況和駕駛自動化系統故障，這些故障導緻駕駛自動化系統無法按照設計意圖充分發揮作用。
注2:本術語不适用于1級或2級自動駕駛系統由于固有的設計限制而導緻的性能暫失，否則無法阻止系統持續執行其部分的DDT。
EXAMPLE 1: A level 1 driving automation system that performs the lateral vehicle motion control subtask of the DDT experiences a DDT performance-relevant system failure in one of its cameras, which prevents it from reliably detecting lane markings. The feature causes a malfunction indication message to be displayed in the center console at the same time that the feature automatically dis-engages, requiring the driver to immediately resume performing the lateral vehicle motion control subtask of the DDT.
EXAMPLE 2: A level 3 ADS experiences a DDT performance-relevant system failure in one of its radar sensors, which prevents it from reliably detecting objects in the vehicle’s pathway. The ADS responds by issuing a request to intervene to the DDT fallback-ready user. The ADS continues to perform the DDT, while reducing vehicle speed, for several seconds to allow time for the DDT fallback-ready user to resume operation of the vehicle in an orderly manner.
EXAMPLE 3: A vehicle with an engaged level 3 ADS experiences a broken tie rod, which causes the vehicle to handle very poorly giving the fallback-ready user ample kinesthetic feedback indicating a vehicle malfunction necessitating intervention. The fallback-ready user responds by resuming the DDT, turning on the hazard lamps, and pulling the vehicle onto the closest road shoulder, thereby achieving a minimal risk condition.
EXAMPLE 4: A level 4 ADS experiences a DDT performance-relevant system failure in one of its computing modules. The ADS transitions to DDT fallback by engaging a redundant computing module(s) to achieve a minimal risk condition. 例子1:一個一級自動駕駛系統在執行DDT的橫向車輛運動控制子任務時，其中一個攝像頭出現了與DDT性能相關的系統故障，這使得它無法可靠地檢測車道标記。該功能會導緻故障訓示資訊顯示在中控台上，同時該功能會自動斷開，要求司機立即恢複執行DDT的橫向車輛運動控制子任務。
例子2:一個3級ADS的雷達傳感器出現了與DDT性能相關的系統故障，這使得它無法可靠地探測到車輛路徑上的物體。廣告的回應是向DDT後備使用者發出幹預請求。ADS繼續執行DDT，同時降低車速，為DDT後備使用者留出時間，以有序地恢複車輛的操作。
例子3:一輛擁有3級ADS的汽車經曆了一個斷裂的拉杆，這将導緻車輛處理得非常糟糕，給準備就緒的使用者充足的動覺回報，表明車輛故障需要進行幹預。應急使用者的反應是繼續使用DDT，打開危險燈，并将車輛拖到最近的路肩，進而實作最小的風險條件。
例子4:一個等級4的ADS在它的一個計算子產品中遭遇了與DDT性能相關的系統故障。ADS通過引入備援計算子產品來實作向DDT回退的過渡，以實作最小的風險條件。
3.14 MONITOR 監控
A general term referencing a range of functions involving real-time human or machine sensing and processing of data used to operate a vehicle, or to support its operation.
NOTE 1: The terms below describing types of monitoring should be used when the general term “monitor” and its derivatives are insufficiently precise.
NOTE 2: The following four terms (1 – monitor the driver, 2 – monitor the driving environment, 3 – monitor vehicle performance, and 4 – monitor driving automation system performance) describe categories of monitoring (see Scope regarding primary actors).
NOTE 3: The driver state or condition of being receptive to alerts or other indicators of a DDT performance-relevant system failure, as assumed in level 3, is not a form of monitoring. The difference between receptivity and monitoring is best illustrated by example: A person who becomes aware of a fire alarm or a telephone ringing may not necessarily have been monitoring the fire alarm or the telephone. Likewise, a user who becomes aware of a trailer hitch falling off may not necessarily have been monitoring the trailer hitch. By contrast, a driver in a vehicle with an active level 1 ACC system is expected to monitor the driving environment and the ACC performance and otherwise not to wait for an alert to draw his/her attention to a situation requiring a response. See 3.18 below. 一種通用術語，指一系列功能，包括用于操縱車輛或支援其操作的人或機器的實時傳感和資料處理。
注1:當“監測”及其衍生物的總稱不夠精确時，應使用以下描述監測類型的術語。
注2:以下四個術語(1 -監控駕駛員，2 -監控駕駛環境，3 -監控車輛性能，4 -監控駕駛自動化系統性能)描述了監控的類别(見主要參與者範圍)。
注3:駕駛員狀态或狀态接受警報或與DDT性能相關的系統故障的其他名額，如3級所假定的，不是一種監測形式。接收能力和監測能力之間的差別可以用一個例子來最好地說明:一個人意識到火災警報或電話鈴聲可能并不一定是在監測火災警報或電話。同樣地，如果使用者發現一個挂車挂掉了，他也不一定一直在監控挂車挂。相比之下，配備1級主動ACC系統的車輛的駕駛員則需要監控駕駛環境和ACC性能，否則就無需等待警報來吸引他/她對需要響應的情況的注意。請參閱下面的3.18。
3.14.1 MONITOR THE USER
The activities and/or automated routines designed to assess whether and to what degree the user is performing the role specified for him/her.
NOTE 1: User monitoring in the context of driving automation is most likely to be deployed as a countermeasure for misuse or abuse (including over-reliance due to complacency) of a driving automation system, but may also be used for other purposes.
NOTE 2: User monitoring is primarily useful for levels 2 and 3, as below these levels evidence from the field has not identified significant incidence of misuse or abuse of driving automation technology, and above these levels the ADS is always capable of achieving a minimal risk condition automatically, so user misuse/abuse is not relevant.
3.14.1監控使用者
設計用來評估使用者是否以及在多大程度上執行了為其指定的角色的活動和/或自動化例程。
注1:自動駕駛環境下的使用者監控很可能被用于防止駕駛自動化系統的誤用或濫用(包括因自滿而過度依賴)，但也可能用于其他目的。
注2:使用者監控主要是用于水準2和3,如下這些領域沒有确定的證據水準的發病率顯著誤用或濫用的駕駛自動化技術,以上這些水準的廣告總是能夠自動實作最小的風險狀況,是以使用者誤用或濫用是不相關的。
3.14.2 MONITOR THE DRIVING ENVIRONMENT
The activities and/or automated routines that accomplish real-time roadway environmental object and event detection, recognition, classification, and response preparation (excluding actual response), as needed to operate a vehicle.
NOTE: When operating conventional vehicles that are not equipped with an engaged ADS, drivers visually sample the road scene sufficiently to competently perform the DDT while also performing secondary tasks that require short periods of eyes-off-road time (e.g., adjusting cabin comfort settings, scanning road signs, tuning a radio, etc.). Thus, monitoring the driving environment does not necessarily entail continuous eyes-on-road time by the driver.
3.14.2監控駕駛環境
活動和/或自動化例程，完成實時道路環境對象和事件檢測、識别、分類和響應準備(不包括實際響應)，根據需要操作車輛。
注意:在駕駛沒有安裝廣告的正常車輛時，駕駛員可以在視覺上對道路場景進行充分的采樣，以勝任執行DDT的工作，同時還可以執行需要短時間眼觀窗外的次要任務(例如，調整機艙舒适度設定、掃描路牌、調整收音機等)。是以，監控駕駛環境并不一定需要駕駛員持續盯着道路的時間。
3.14.3 MONITOR VEHICLE PERFORMANCE (FOR DDT PERFORMANCE-RELEVANT SYSTEM FAILURES)
The activities and/or automated routines that accomplish real-time evaluation of the vehicle performance, and response preparation, as needed to operate a vehicle.
NOTE: While performing the DDT, level 4 and 5 ADSs monitor vehicle performance. However, for level 3 ADSs, as well as for level 1 and 2 driving automation systems, the human driver is assumed to be receptive to vehicle conditions that adversely affect performance of the DDT (see definition of receptivity at 3.18).
EXAMPLE 1: While a level 2 driving automation system is engaged in stop-and-go traffic, a malfunctioning brake caliper causes the vehicle to pull slightly to the left when the brakes are applied. The human driver observes that the vehicle is deviating from its lane and either corrects the vehicle’s lateral position or disengages the driving automation system entirely.
EXAMPLE 2: While a level 4 ADS is engaged in stop-and-go traffic, a malfunctioning brake caliper causes the vehicle to pull to the left when the brakes are applied. The ADS recognizes this deviation, corrects the vehicle’s lateral position and transitions to a limp-home mode until the vehicle achieves a minimal risk condition.
3.14.3監控車輛性能(針對與DDT性能相關的系統故障)
完成車輛性能實時評估和響應準備的活動和/或自動化程式，如操作車輛所需。
注:在執行DDT時，4級和5級ADSs監控車輛的性能。然而，對于3級ADSs，以及1級和2級駕駛自動化系統，人類駕駛員被認為能夠接受對DDT性能産生不利影響的車輛條件(見3.18的接受度定義)。
例1:當一個2級自動駕駛系統處于走走停停的交通狀态時，一個失靈的制動卡鉗導緻車輛在刹車時輕微地向左拉。駕駛員觀察到車輛偏離車道時，要麼糾正車輛的橫向位置，要麼完全脫離駕駛自動化系統。
例子2:當四級ADS處于走走停停的交通狀态時，一個失靈的制動卡鉗導緻車輛在刹車時向左拉。ADS能夠識别這種偏差，糾正車輛的橫向位置，并切換到跛置模式，直到車輛達到最小風險狀态。
3.14.4 MONITOR DRIVING AUTOMATION SYSTEM PERFORMANCE
The activities and/or automated routines for evaluating whether the driving automation system is performing part or all of the DDT appropriately.
NOTE 1: The term monitor driving automation system performance should not be used in lieu of supervise, which includes both monitoring and responding as needed to perform the DDT and is therefore more comprehensive.
NOTE 2: Recognizing requests to intervene issued by a driving automation system is not a form of monitoring driving automation system performance, but rather a form of receptivity.
NOTE 3: At levels 1-2, the driver monitors the driving automation system’s performance .
NOTE 4: At higher levels of driving automation (levels 3-5), the ADS monitors its own performance of the complete DDT.
EXAMPLE 1: A conventional driver verifies that an engaged ACC system is maintaining an appropriate gap while following a preceding vehicle in a curve.
EXAMPLE 2: A remote driver engaging a level 2 automated parking feature monitors the pathway of the vehicle to ensure that it is free of pedestrians and obstacles.
3.14.4監控駕駛自動化系統性能
用于評估駕駛自動化系統是否正确執行部分或全部DDT的活動和/或自動化程式。
注1:術語“監控駕駛自動化系統性能”不能代替“監督”，“監督”包括在執行DDT時的監控和響應，是以更全面。
注2:識别駕駛自動化系統發出的幹預請求不是一種監控駕駛自動化系統性能的形式，而是一種接受的形式。
注3:在1-2級，駕駛員監控駕駛自動化系統的性能。
注4:在更進階别的駕駛自動化水準(3-5級)，ADS監控自己的完整DDT性能。
例1:一名傳統駕駛員驗證在彎道上跟随前一輛車時，ACC系統是否保持了适當的間隙。
例2:遠端駕駛員使用2級自動停車功能監控車輛的路徑，以確定車輛沒有行人和障礙物。
3.15 OBJECT AND EVENT DETECTION AND RESPONSE (OEDR) 對象和事件檢測與響應(OEDR)
The subtasks of the DDT that include monitoring the driving environment (detecting, recognizing, and classifying objects and events and preparing to respond as needed) and executing an appropriate response to such objects and events (i.e., as needed to complete the DDT and/or DDT fallback). DDT的子任務包括監測駕駛環境(檢測、識别和分類對象和事件，并準備響應)和對這些對象和事件執行适當的響應(如，需要完成DDT和/或DDT復原)。
3.16 OPERATE [A MOTOR VEHICLE] 操作[機動車輛]
Collectively, the activities performed by a (human) driver (with or without support from one or more level 1 or 2 driving automation features) or by an ADS (level 3-5) to perform the entire DDT for a given vehicle during a trip.
NOTE 1: The term “drive” is not used in this document, however, in many cases it could be used correctly in lieu of “operate.”
NOTE 2: Although use of the term operate/operating implies the existence of an “operator,” this term is not defined or used in this document, which otherwise provides very specific terms and definitions for the various types of ADS-equipped vehicle users (see 3.24). 總的來說，是指(人類)司機(有或沒有一個或多個1級或2級自動駕駛功能的支援)或ADS(3-5級)在一輛給定車輛的旅程中執行整個DDT的活動。
注1:術語“驅動器”在本文檔中沒有使用，但是，在很多情況下，它可以正确地代替“操作”。
注2:雖然“操作/操作”一詞的使用意味着“操作員”的存在，但本檔案并未對該詞作出定義或使用，本檔案為各種配備ads的車輛使用者提供了非常具體的術語和定義(見3.24)。
3.17 OPERATIONAL DESIGN DOMAIN (ODD) 操作設計域(奇數)
The specific conditions under which a given driving automation system or feature thereof is designed to function, including, but not limited to, driving modes.
NOTE 1: An ODD may include geographic, roadway, environmental, traffic, speed, and/or temporal limitations. A given ADS may be designed to operate, for example, only within a geographically-defined military base, only under 25 mph, and/or only in daylight.
NOTE 2: An ODD may include one or more driving modes. For example, a given ADS may be designed to operate a vehicle only on fully access-controlled freeways and in low-speed traffic, high-speed traffic, or in both of these driving modes.
NOTE 3: In the previous version of this document, the term driving mode was used more extensively. In this updated version, ODD is the preferred term for many of these uses.
NOTE 4: Section 6 discusses the significance of ODDs in the context of the levels of driving automation. 給定的駕駛自動化系統或其特征被設計用于工作的特定條件，包括但不限于駕駛模式。
注1:奇數可能包括地理、道路、環境、交通、速度和/或時間限制。例如，一個給定的廣告可能被設計成隻在地理上定義的軍事基地内運作，時速低于25英裡，和/或隻在白天運作。
注2:奇數可能包括一種或多種駕駛模式。例如，一個給定的ADS可能被設計成隻在完全入口控制的高速公路、低速交通、高速交通或這兩種駕駛模式下運作車輛。
注3:在本文檔的前一版本中，術語駕駛模式被廣泛使用。在這個更新的版本中，奇數是這些用法的首選術語。
注4:第6節讨論了在駕駛自動化水準的背景下，機率的重要性。
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