Pay attention to the official account and reply "221123" to provide the original text of relevant standards for download
Terminal logistics distribution, that is, the "last mile" of logistics distribution, refers to the logistics delivered to consumers, and is a logistics activity with the direct purpose of satisfying customers in the distribution link. In the entire operation process of logistics, it generally refers to the stage when the package is from the last delivery point of the logistics service provider to the consumer. Typical terminal logistics scenarios include express delivery scenarios, supermarket retail scenarios, takeaway scenarios, mobile retail scenarios, etc.
Unmanned delivery means that there is no or a small amount of human participation in the delivery process of goods, and the delivery of goods is carried out by replacing manual labor or human-machine cooperation with machines. It can not only effectively reduce the cost of terminal delivery, improve delivery efficiency, reduce carbon dioxide emissions, but also satisfy customers The ever-increasing distribution requirements improve customer satisfaction and conform to the development direction of electric and unmanned terminal distribution. The difficulty of realizing unmanned terminal logistics scenarios such as express delivery scenarios, supermarket retail scenarios, takeaway scenarios, and mobile retail scenarios is different. Generally speaking, the difficulty is from high to low, takeaway scene > supermarket retail scene > express delivery scene > mobile retail scene.
The unmanned delivery industry is currently in the early stage of development, has not yet formed a mature business model, and the relevant standard system is not yet sound. In the next five years, domestic self-driving terminal delivery vehicles will usher in a period of rapid development, and by 2025, the number of vehicles will reach 60,000. In recent years, with local governments and standardization organizations attaching great importance to unmanned delivery standards, certain breakthroughs have been made in the fields of unmanned delivery service standards and unmanned delivery vehicle standards. However, in terms of the infrastructure of the Internet of Vehicles for unmanned delivery, the relevant standards are still blank.
Text | Wu Dongsheng
Full text 5 4 00 , expected to read 14 minutes
(1) Overall situation of unmanned delivery standards
In terms of standards for unmanned delivery services , on March 10, 2020, the Commercial Industry Committee of the China Council for the Promotion of International Trade issued the group standard "T/CCPITCSC 042-2020 Specifications for Contactless Delivery Services" . On November 19, 2020, the national standard "GB/T39451-2020 Specifications for Contactless Delivery of Commodities" was officially released and implemented.
On June 30, 2022, the Society of Automotive Engineers of China released the first series of group standards in China on the "Competence Requirements for Automated Delivery Vehicle Practitioners", which filled the standard gap for the safe operation of automatic delivery vehicles, including "T/CSAE 265.1-2022 Automatic Delivery Competency Requirements for Automobile Employees Part 1: Safety Officer" and "T/CSAE 265.2-2022 Competency Requirements for Automated Distribution Vehicle Employees Part 2: Maintenance Staff" . This series of group standards is the combination of Meituan's own operation practice, in cooperation with Beijing Chewang Technology Development Co., Ltd., Beijing Institute of Technology, China Automobile Institute Intelligent Network Technology Co., Ltd., Shenzhen Future Intelligent Network Transportation System Industry Innovation Center, White Rhino Smart It was jointly formulated by Dada (Beijing) Technology Co., Ltd., Beijing Baidu Zhixing Technology Co., Ltd., Beijing Jingdong Dry Stone Technology Co., Ltd., Shenzhen Vocational and Technical College, and Beijing Changping Vocational School. This series of standards classifies and refines the professional capabilities of automatic delivery vehicle safety personnel and maintenance personnel from the perspective of post capability requirements and business operation procedures.
In terms of unmanned delivery vehicles , the Zhongguancun Zhitong Intelligent Transportation Industry Alliance released "T/CMAX117-2018 Technical Requirements for Service-Type Electric Autonomous Wheeled Vehicles", which was released on September 30, 2018 and will be implemented on October 1, 2018. In 2021, the Zhongguancun Zhitong Intelligent Transportation Industry Alliance will re-release "T/CMAX 117.1-2021 Service Electric Autonomous Wheeled Vehicles Part 1: Technical Requirements" , which will be released on October 10, 2021 and will be implemented on November 10, 2021. This standard specifies the technical requirements for service-type electric self-driving wheeled vehicles, and is applicable to the development and testing of low-speed electric wheeled vehicles with automatic driving functions.
On November 16, 2020, the China Intelligent Transportation Association released "T/CITSA 05-2020 Technical Requirements for Short-distance Intelligent Unmanned Vehicle Delivery Services" . This standard specifies the general requirements, test methods and performance evaluation of short-distance intelligent unmanned vehicles for delivery services, and is applicable to short-distance intelligent unmanned vehicles for delivery services.
On September 26, 2021, the Economic and Information Bureau of Shunyi District, Beijing issued the local standard "Guidelines for the Implementation of Unmanned Delivery Vehicle Management" , summarizing the practical experience of Shunyi unmanned delivery management, encouraging enterprises to explore various commercial operation models, and actively Explore how to promote industrial development while supervising safety, and establish management systems for network security, data security protection, and software upgrades.
On October 28, 2021, the Shenzhen Intelligent Transportation Industry Association released the group standard of "Low-speed Unmanned Vehicle Urban Commercial Operation Safety Management Regulations Part 4 Goods Distribution Low-speed Unmanned Vehicle" . This standard stipulates the additional technical requirements, operational requirements and safety management requirements for low-speed unmanned vehicles such as low-speed unmanned vehicles, medium and low-speed unmanned delivery vehicles, and low-speed unmanned mobile sales vehicles. The type can be referred to for implementation, which is suitable for the research and development, production, operation and testing of low-speed unmanned vehicles for goods distribution.
On July 19, 2022, under the guidance of the National Four-Wheel All-Terrain Vehicle Standardization Technical Committee, more than 30 enterprises and institutions including Songhong Intelligent, Shanghai Automobile Inspection, and Shanghai Automobile Science and Technology Innovation Platform led by Tongji University participated in the preparation of the low-speed all-terrain vehicle. The national standard for people and vehicles "General Technical Requirements for Low-Speed Drive-by-Wire Chassis" has completed the draft for comments and announced it on the relevant website.
Society of Automotive Engineers of China, China Intelligent Connected Vehicle Industry Innovation Alliance and Beijing Institute of Technology, JD.com, Meituan, China Automobile (Beijing) Intelligent Connected Vehicle Research Institute Co., Ltd., China Automobile Institute Intelligent Connected Technology Co., Ltd., Dongfeng Yuexiang Technology Co., Ltd. and other institutions, schools and enterprises jointly set up projects and formulate relevant standards for functional unmanned vehicles such as technical requirements and evaluation methods. Among them , "Functional Unmanned Vehicle Part 1: Terms and Definitions", "Functional Unmanned Vehicle Part 2: General Technical Requirements" and "Functional Unmanned Vehicle Autonomous Driving Function Site Test Methods and Requirements" three group standards The project has been initiated and is scheduled to be released by the end of this year. Among them, "Functional Unmanned Vehicle Part 1: Terms and Definitions" defines terms and definitions related to product technology, development and testing, and platform operation; "Functional Unmanned Vehicle Part 2: Overall Technical Requirements" specifies functional General technical requirements for unmanned vehicles in terms of safety, vehicle performance, autonomous driving capability, cloud platform, remote takeover, etc. The group standard system for intelligent networked vehicles is planned in the "Guidelines for the Construction of Group Standard System for Intelligent Networked Vehicles". General requirements for scenario testing, test passing conditions, test methods and functional requirements.
(2) "T/CMAX 117.1-2021 Service Electric Self-Driving Wheeled Vehicles Part 1: Technical Requirements"
The standard specifies the technical requirements for service-type electric self-driving wheeled vehicles, and is applicable to the development and testing of low-speed electric wheeled vehicles with automatic driving functions.
Service-type electric self-driving wheeled vehicles refer to low-speed electric wheeled vehicles with automatic driving functions. The service-type electric self-driving wheeled vehicle has the following characteristics: without the active operation of human beings, the vehicle can automatically and safely drive on the road, and perform goods delivery, catering delivery, road cleaning, supervision and patrol, etc.
The curb weight of service-type electric self-driving wheeled vehicles should not exceed 1200kg. The maximum loading quality of service-type electric self-driving wheeled vehicles shall not exceed 600kg. Vehicle length ≤ 3000mm, vehicle height ≤ 1900mm, vehicle width ≤ 1200mm. The maximum driving speed of service-type electric self-driving wheeled vehicles should not exceed 15 km/h. The service-type electric self-driving wheeled vehicle should be used normally in an environment with an ambient temperature of -10 °C to +45 °C and a relative humidity of 10% to 85%. Service-type electric self-driving wheeled vehicles should operate under the coverage of public telecommunication networks or private networks. The service-type electric self-driving wheeled vehicle should start and accelerate no more than 5 km/h within 4 seconds. The maximum reversing speed of service-type electric self-driving wheeled vehicles should not exceed 5 km/h. When the braking initial speed of the service-type electric self-driving wheeled vehicle is 15 km/h, the braking distance under full load in dry state is ≤3m, and the braking distance under full load in wet state is ≤4m. When the service-type electric self-driving wheeled vehicle is fully loaded, its climbing ability should be 0% to 15%, and the vehicle is not allowed to stop or slip backwards. The minimum turning radius of the service-type electric self-driving wheeled vehicle shall not be greater than 4.5 m.
The information security of service-type electric self-driving wheeled vehicles should meet the following requirements: it should be able to communicate with its main data center in two directions, and the communication security function should comply with the regulations in T/ITS 0024-2015 and YD/T 2575-2016; Network security protection measures, network security should meet the requirements of GB/T 38628-2020; data security and other information security aspects should meet the requirements of the current national or industry standards for this type of product.
(3) "T/CITSA 05-2020 Technical Requirements for Short-distance Intelligent Unmanned Vehicle Delivery Service"
The standard stipulates the general requirements, test methods and performance evaluation of short-distance intelligent unmanned vehicles for distribution services, and is applicable to short-distance intelligent unmanned vehicles for distribution services.
Short-distance intelligent unmanned vehicles refer to pure electric drive, the maximum mass of the full load should not exceed 1200kg, the maximum design speed is 20km/h~40km/h, and it has the function of automatic driving, which can automatically and safely drive on the roads in a specific area to carry goods Driverless vehicles for delivery.
Short-distance intelligent unmanned vehicles are generally composed of chassis systems, power systems, electrical systems, unmanned driving systems, body systems, box systems, distribution information interaction systems, and car networking systems. According to different operating scenarios, express cabinets, sales Cabinets, external monitoring equipment, human-computer interaction equipment, etc.
The maximum fully loaded mass of short-distance intelligent unmanned vehicles should not exceed 1200kg. 2000mm≤vehicle length≤3000mm, 1300mm≤vehicle height≤1800mm, 900mm≤vehicle width≤1200mm. The acceleration time of short-distance intelligent unmanned vehicles from 0 to 10km/h should not be less than 2s. When the short-distance intelligent unmanned vehicle is fully loaded, its climbing gradient should not be less than 20%, and the vehicle must not stop or slip backwards. The turning radius of the short-distance intelligent unmanned vehicle is ≤4.5m. When the short-distance intelligent unmanned vehicle is fully loaded, the braking distance requirements: a) 10km/h braking distance ≤ 1.1m; b) 15km/h braking distance ≤ 2m; c) 20km/h braking distance ≤ 3m. The driving range of short-distance intelligent unmanned vehicles should be greater than 100km. The maximum cargo space of short-distance intelligent unmanned vehicle container is not less than 1.5m 3 . The maximum load capacity of the short-distance intelligent unmanned vehicle container is not less than 300kg.
The requirements for the automatic driving ability of short-distance intelligent unmanned vehicles are as follows: identification and response of traffic signs and markings, identification and response of traffic lights, detection and response of static obstacles (curbs above 15cm, cone-shaped traffic signs of 50cm*35cm, 70cm* 200cm isolation fence/guardrail, etc.), detection and response of pedestrians and non-motor vehicles, detection and response of motor vehicles in front, detection and response of motor vehicles in front (autonomous path planning, and autonomous driving according to the rules, should be able to achieve fixed-point parking, parking The average error of the longitudinal and lateral positions does not exceed 0.5m), crossing traffic, automatic U-turn capability, automatic emergency braking (to ensure that the vehicle does not collide when driving straight ahead at a speed of 10km/h and below, and to ensure that the vehicle is not greater than 5km No collision occurs when turning at /h speed, to ensure that the vehicle does not collide when reversing at a speed not greater than 5km/h), manual takeover, etc.
(4) "Low-speed unmanned vehicle urban commercial operation safety management specification part 4 goods distribution low-speed unmanned vehicle"
The standard stipulates additional technical requirements, operational requirements and safety management requirements for low-speed unmanned vehicles such as low-speed unmanned vehicles, medium and low-speed unmanned delivery vehicles, and low-speed unmanned mobile sales vehicles. Other vehicle types with similar operating modes can be implemented as a reference. The standard applies to the research and development, production, operation and testing of low-speed unmanned vehicles for goods distribution.
The low-speed unmanned delivery vehicle can realize the safe delivery of the logistics package to the designated delivery location, remind the recipient to take the logistics package and receive the return instruction, and safely return to the low-speed unmanned vehicle at the designated location. The low-speed unmanned mobile sales vehicle can realize the safe delivery of sales items to the designated location, and can complete the low-speed unmanned vehicle of the whole process of sales.
The outer dimensions of low-speed unmanned vehicles should generally meet the size requirements of the corresponding occasions (for example, the normal driving of electric bicycles, bicycles and other means of transportation should not be affected in non-motorized lanes), and the size recommendations in the table below should be referred to as much as possible .
It shall have the normal local takeover driving function or the remote driving function. When the automatic driving system sends out a takeover reminder, the driver or remote driver can directly take over the vehicle. When the driver or remote driver applies the brakes, it can directly take over the vehicle. The takeover method is recommended to be divided into remote takeover method and local takeover method. The local takeover method is divided into local remote control takeover method and local machine operation takeover method (such as wired handle, etc.). The vehicle shall provide a backup takeover control channel for emergency safety parking.
The operator of the unmanned vehicle is responsible for ensuring the safety of the unmanned vehicle during operation, and adopts the corresponding security implementation strategy according to the security implementation plan; the operator should follow the vehicle to ensure the safety of the vehicle and complete the specific scene actions that need to be performed in the corresponding task according to the operation task (obstacle avoidance, measurement, etc.); the operator should deal with the problems encountered in the operation of the vehicle, communicate the solution with the corresponding personnel, and record the cause of the problem; the operator should be responsible for the daily return of the vehicle's recorded data and fill in the log; operation The staff shall be responsible for daily maintenance such as vehicle cleaning, sanitation and epidemic prevention.
(5) Draft for comments on "General Technical Requirements for Low-Speed Drive-by-Wire Chassis"
The standard stipulates the general technical requirements for the wire-controlled chassis used for four-wheel low-speed unmanned transport platforms, and is applicable to unmanned transport platforms that operate in closed areas and open roads according to predetermined routes, and whose speed does not exceed 25km/h. Drive-by-wire chassis.
Within the design operating range of the low-speed control-by-wire chassis, it should not cause unreasonable safety risks to traffic participants in the driving area, and ensure compliance with driving rules. If the driving conditions no longer meet the requirements of its normal operating range, the low-speed drive-by-wire chassis should be able to automatically transition to the minimum risk state.
The control-by-wire chassis should be able to handle faults in different grades, at least including warning, power limit (speed limit), and stop function processing. After the chassis failure is repaired, it should be able to support reset-related operations to release driving restrictions. For the failure of the chassis that cannot be driven automatically, if such a failure has little impact on the system and cannot be repaired immediately, a corresponding fault bypass function should be provided to perform temporary maintenance and maneuvering of the vehicle. Validity detection and safe processing are required for key control signals, such as loss of control commands, abnormal control commands, etc.
The chassis should be equipped with an emergency stop button at a conspicuous position on the outside. After taking pictures, the power will be turned off to stop, and the chassis can be powered on again after reset. The front and rear of the chassis should be equipped with anti-collision devices, which can stop driving when the vehicle hits an obstacle at a speed of 10km/h.
The communication protocol should be able to ensure the communication between the chassis and the intelligent driving system. The communication protocol should define such as chassis running status (ready, not ready), control mode (remote control, automatic driving, no control, etc.), automatic driving takeover request, driving information (driving torque command, actual value of driving torque fed back, motor speed, motor rotation direction), braking information (braking torque command, feedback actual value of braking torque, parking command, parking status value, redundant braking status (if equipped)), steering information (wheel end angle), Basic information (gear position, SOC, fault information, vehicle speed, wheel speed, longitudinal acceleration, lateral acceleration, yaw rate, tire pressure, mileage, etc.).
The acceleration performance of the vehicle should meet the requirements of the application scenario. When fully loaded, the acceleration time from 0 to 25km/h is not more than 7s; when it is unloaded, the acceleration time from 0 to 7km/h is not less than 1s. The reversing speed should meet the requirements of the application scenario, and the maximum reversing speed should not exceed 5km/h. When fully loaded, its climbing gradient should not be less than 20%, and the vehicle should not stop or slip backward during climbing. When fully loaded, it should meet the 20% hill start function. When fully loaded, on a dry road surface with an adhesion coefficient of not less than 0.7, if the full load does not exceed 1000kg, the braking distance from 25km/h to 0km/h shall not exceed 4m, and the braking distance from 20km/h to 0km/h shall not exceed 3m, 15km The braking distance from /h to 0km/h does not exceed 2m, and the braking distance from 10km/h to 0km/h does not exceed 1m. If the full load is greater than 1000kg but less than 3500kg, the braking distance from 25km/h to 0km/h shall not exceed 9m.
- END -
▎Recommended reading
One of the standard interpretation series: release of line signs, road traffic signal controller from control to service
Standard Interpretation Series 2: The national Internet of Vehicles industry standard system completes the jigsaw puzzle of each sector (with standard download)
Standard Interpretation Series 3: What kind of technical architecture is needed for smart high-speed construction?
Standard Interpretation Series 4: What are the grading standards for the Smart Road?
Standard Interpretation Series Five: What is collaborative autonomous driving?
Standard Interpretation Series Six: Progress in Internet of Vehicles Network Security Standards
Standard Interpretation Series VII: Technology Evolution from Holographic Intersection to Digital Twin Intersection
A detailed explanation of the technical specifications of intelligent networked roads in various cities
Full scan of smart highway construction standards and guidelines (Part 1)
Full scan of smart highway construction standards and guidelines (Part 2)
A detailed explanation of the progress of the Internet of Vehicles standard organization and technical standards
▎Good book recommendation
01
With the acceleration of the industrialization of 5G Internet of Vehicles, following the publication of "5G and Internet of Vehicles Technology" in 2020 and "From Cloud to Edge: Edge Computing Industry Chain and Industry Applications" in 2021, in 2022 Dr. Wu Dongsheng will lead the "5G Industry Application "The author team launched another masterpiece - "The Future of the Internet of Vehicles: 5G Internet of Vehicles Innovative Business Model".
Published by Chemical Industry Press, this book focuses on the business model of 5G Internet of Vehicles and explores the future sustainable development of Internet of Vehicles.
Dr. Wu Dongsheng Editor-in-Chief
Wu Dongsheng, Ph.D., Southeast University. He is currently the senior vice president of Gosuncn Technology Group Co., Ltd., the vice chairman of the Guangdong-Hong Kong-Macao Greater Bay Area Autonomous Driving Industry Alliance, the director of the Guangzhou Vehicle-Road Collaborative Industry Innovation Alliance, and the director of the Operation Center of the Guangzhou Intelligent Networked Vehicle Demonstration Zone. Committed to the research and application innovation of 5G, intelligent network connection, automatic driving, big data, artificial intelligence and other technologies. Published dozens of papers in provincial and municipal periodicals, edited books such as "5G and Internet of Vehicles Technology", participated in the compilation of "Guangzhou Intelligent Networked Vehicle and Smart Transportation Industry Development Report (2020)", etc.
purchase link
02
Published by People's Posts and Telecommunications Press, this book focuses on 5G and interprets edge computing from a point-to-plane perspective . On the basis of introducing the connotation and core technology of edge computing in the 5G era, it focuses on analyzing and introducing the situation of the edge computing industry chain and the application of seven typical industries of edge computing.
The industrial chain covers upstream, midstream and downstream. Typical industry applications include the transportation industry (autonomous driving, intelligent network connection, intelligent transportation, and smart roads), security industry, cloud gaming industry, industrial Internet, energy Internet, smart city, and smart home.
purchase link
03
This book systematically analyzes the overall architecture, system standards, key technologies, typical services and application scenarios of 5G IoV, comprehensively scans and analyzes the latest developments in global and domestic IoV, and analyzes the challenges and challenges faced by the 5G IoV industry development. Prospecting and forecasting future development prospects is of reference value for practitioners who are committed to 5G and Internet of Vehicles industry research, standardization and related product realization.
purchase link
about Us
"5G Industry Application" is a research and consulting platform that gathers senior experts in the TMT industry. It is committed to providing enterprises and individuals with objective, in-depth and highly commercially valuable market research and consulting services in the 5G era, helping enterprises to use 5G to achieve strategic transformation and business refactor. This official account focuses on providing the latest developments and in-depth analysis of the 5G industry, covering communications, media, finance, automobiles, transportation, industry and other fields.
