ETSI TR 103 593 V0.0.20 (2019-03)

System Reference Document (SRDoc);Transmission characteristics;

Technical characteristics for radiodetermination equipment for vehicular applications within the frequency range 77 GHz - 81

GHz

<<

TECHNICAL REPORT

ReferenceDTR/ERM-576

KeywordsRadio, SRDoc

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ContentsIntellectual Property Rights.................................................................................................................................

Foreword.............................................................................................................................................................

Modal verbs terminology....................................................................................................................................

Executive summary.............................................................................................................................................

Introduction.........................................................................................................................................................

1 Scope.........................................................................................................................................................

2 References.................................................................................................................................................2.1 Normative references...........................................................................................................................................2.2 Informative references.........................................................................................................................................

3 Definitions, symbols and abbreviations....................................................................................................3.1 Definitions...........................................................................................................................................................3.2 Symbols...............................................................................................................................................................3.3 Abbreviations.......................................................................................................................................................

4 Comments on the System Reference Document.......................................................................................4.1 User defined subdivisions of clause(s) from here onwards.................................................................................

5 Presentation of system and technology.....................................................................................................5.1 Background on current technology......................................................................................................................5.2 Description of future technology.......................................................................................................................

6 Market information.................................................................................................................................6.1 Situation for current vehicles.............................................................................................................................6.2 Market forecast for conventional and for autonomous driving vehicles...........................................................

7 Technical information.............................................................................................................................7.1 Detailed technical description............................................................................................................................7.1.1 Required Tx bandwidth and Tx power for sensor use categories................................................................177.1.2 mm-wave technology...................................................................................................................................187.1.3 Interference Mitigation techniques..............................................................................................................187.1.4 Influence of the bumper fascia.....................................................................................................................197.2 Status of technical parameters...........................................................................................................................7.2.1 Current ITU and European common allocations...............................................................................................7.2.2 Sharing and compatibility studies already available.........................................................................................7.3 Information on relevant standards ....................................................................................................................

8 Radio spectrum request and justification................................................................................................

9 Regulation...............................................................................................................................................9.1 Current regulation..............................................................................................................................................9.2 Proposed regulation...........................................................................................................................................9.2.1 Proposed revisions to ECC Dec (04)03.......................................................................................................309.2.2 Proposed revisions to EC decision 2004/545/EC........................................................................................31

Annex A: Detailed Market information........................................................................................................33

A1.1 General...............................................................................................................................................................A1.2 Adaptive Light Control......................................................................................................................................A1.3 Forward Collision Warning...............................................................................................................................A1.3 Automatic Emergency Braking.........................................................................................................................A1.5 Automatic Cruise Control (ACC)......................................................................................................................A1.6 Traffic Sign Recognition / Intelligent Speed Control........................................................................................A1.7 Enhanced Blind Spot Monitoring......................................................................................................................A1.8 Lane Keep Assist...............................................................................................................................................A1.9 Lane Change Assist...........................................................................................................................................A1.10 Traffic Jam Assist..............................................................................................................................................

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A1.11 Rear Cross Traffic Alert....................................................................................................................................A1.12 Rear Cross Traffic Alertsee A1.11 double entry/ clarify with Magna..........................................................A1.13 Front Junction-Intersection Assist.....................................................................................................................A1.14 Highway Chauffer clarify with Magna..........................................................................................................A1.15 Rear – Auto Emergency Braking.......................................................................................................................A1.16 Automatic Lane Change....................................................................................................................................A1.17 Automated Parking Assist (APA)......................................................................................................................A1.18 Home Zone Automated Parking (HZAP)..........................................................................................................A1.19 Valet Parking.....................................................................................................................................................A1.20 Highway Pilot....................................................................................................................................................A2.1 General...............................................................................................................................................................A2.2 Trains (locomotive and train cars,…)................................................................................................................A2.3 Tram/Metro........................................................................................................................................................A2.4 Construction / farming vehicles (outdoor).........................................................................................................A2.5 Industrial vehicles / Material handling (indoor/outdoor)...................................................................................

A.3 Vehicle safety programmes....................................................................................................................A3.1 Vehicle safety programmes...............................................................................................................................A3.2 New Car Assessment Programs (NCAP)..........................................................................................................A3.3 EU NCAP..........................................................................................................................................................A3.4 US NCAP..........................................................................................................................................................A3.5 Future autonomous driving vehicles..................................................................................................................

Annex B: summary of Regulations in selected countries for 76-77 GHz and 77 - 81 GHz radar sensors.......

Annex C Radar Basics......................................................................................................................................C.1 Maximum range.................................................................................................................................................C.2 Definition of sensor performance parameters....................................................................................................C.3 SNR...................................................................................................................................................................C.4 Antenna properties.............................................................................................................................................

Annex : Change History.................................................................................................................................62

History...............................................................................................................................................................

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Intellectual Property RightsEssential patents

IPRs essential or potentially essential to the present document may have been declared to ETSI. The information pertaining to these essential IPRs, if any, is publicly available for ETSI members and non-members, and can be found in ETSI SR 000 314: "Intellectual Property Rights (IPRs); Essential, or potentially Essential, IPRs notified to ETSI in respect of ETSI standards", which is available from the ETSI Secretariat. Latest updates are available on the ETSI Web server (https://ipr.etsi.org).

Pursuant to the ETSI IPR Policy, no investigation, including IPR searches, has been carried out by ETSI. No guarantee can be given as to the existence of other IPRs not referenced in ETSI SR 000 314 (or the updates on the ETSI Web server) which are, or may be, or may become, essential to the present document.

Trademarks

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ForewordThis Technical Report (TR) has been produced by ETSI Technical Committee Electromagnetic compatibility and Radio spectrum Matters (ERM) .

Modal verbs terminologyIn the present document "should", "should not", "may", "need not", "will", "will not", "can" and "cannot" are to be interpreted as described in clause 3.2 of the ETSI Drafting Rules (Verbal forms for the expression of provisions).

"must" and "must not" are NOT allowed in ETSI deliverables except when used in direct citation.

Executive summary

Introduction

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1 ScopeThe present document describes radio determination equipment for vehicular applications within the frequency range 77 GHz - 81 GHz which may require a change of the present frequency designation / utilization within the EU/CEPT.

This document is limited to Ground based vehicular applications.

This document provides information on the existing and intended applications, the technical parameters, the relation to the existing spectrum regulation (ECC/DEC(04)03 and 2004/545/EC) and it reflects the WRC -2015 decision (RR footnote 5.559B and ITU-R recommendation M.2057 and ITU-R report M.2322) on automotive ground-based radar). The current regulation should be reviewed in the light of the results of WRC - 2015.

The WRC 2015 decision refers to ground-based radar applications, including automotive radars. The presentis document is limited to Ground based vehicular applications.

It includes in particular:

Market information Technical information including expected sharing and compatibility issues Regulatory issues.

2 References2.1 Normative referencesNormative references are not applicable in the present document.

2.2 Informative referencesReferences are either specific (identified by date of publication and/or edition number or version number) or non-specific. For specific references, only the cited version applies. For non-specific references, the latest version of the referenced document (including any amendments) applies.

NOTE: While any hyperlinks included in this clause were valid at the time of publication ETSI cannot guarantee their long term validity.

The following referenced documents are not necessary for the application of the present document but they assist the user with regard to a particular subject area.

[i.1] ERC/REC 70-03, Relating to the use of Short Range Devices (SRD), 22 May 2018

[i.2] Commission Implementing Decision (EU) 2017/1483 of 8 August 2017 amending Decision 2006/771/EC on harmonisation of the radio spectrum for use by short-range devices and repealing Decision 2006/804/EC

[i.3] ERC Report 003 Harmonisation of frequency bands to be designated for road transport information systems, Lisbon, February 1991

[i.4] -WITDRAWN- ERC/DEC/(92)02 ERC Decision of 22 October 1992 on the frequency bands to be designated for the coordinated introduction of Road Transport Telematic Systems (ERC/DEC/(92)02)

[i.5] -WITHDRAWN- ECC Decision of 15 March 2002 on the frequency bands to be designated for the co-ordinated introduction of Road Transport and Traffic Telematic Systems (ECC/DEC/(02)01)

[i.6] ETSI TR 101 982 V1.2.1 (2002-07), Radio equipment to be used in the 24 GHz band; System Reference Document for automotive collision warning Short Range Radar

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[i.7] ECC Report 23, Compatibility of automotive collision warning Short Range Radar operating at 24 GHz with FS, EESS and Radio Astronomy, Cavtat, May 2003

[i.8] ETSI TR 102 263 V1.1.2 (2004-02), Road Transport and Traffic Telematics (RTTT); Radio equipment to be used in the 77 GHz to 81 GHz band; System Reference Document for automotive collision warning Short Range Radar

[i.9] ECC Report 56, Compatibility of automotive collision warning short range radar operating at 79 GHz with radio communication services, Stockholm, October 2004

[i.10] ECC/DEC(04)03, The frequency band 77-81 GHz to be designated for the use of Automotive Short Range Radars, Approved 19 March 2004, Corrected 6 March 2015

[i.11] EC Decision 2004/545/EC, Commission Decision of 8 July 2004 on the harmonisation of radio spectrum in the 79 GHz range for the use of automotive short-range radar equipment in the Community

[i.12] ECC/DEC(04)10, ECC Decision of 12 November 2004 amended 01 June 2012 on the frequency bands to be designated for the temporary introduction of Automotive Short Range Radars (SRR)

[i.13] COMMISSION IMPLEMENTING DECISION (EU) 2017/2077 of 10 November 2017 amending Decision 2005/50/EC on the harmonisation of the 24 GHz range radio spectrum band for the time-limited use by automotive short-range radar equipment in the Community

[i.14] ETSI TR 102 664 V1.2.1 (2010-04), Road Transport and Traffic Telematics (RTTT); Short range radar to be used in the 24 GHz to 27,5 GHz band; System Reference Document

[i.15] ECC Report 158, The impact of 26 GHz SRR applications using ultra-wideband (UWB) technology on radio services, Cardiff, January 2011

[i.16] ETSI EN 301 091-1 V2.1.1 (2017-01), Radar equipment operating in the 76 GHz to 77 GHz range; harmonised Standard covering the essential requirements of article 3.2 of Directive 2014/53/EU; Part 1: Ground based vehicular radar

[i.17] ETSI EN 302 264 V2.1.1 (2017-05), Short Range Radar equipment operating in the 77 GHz to 81 GHz band; Harmonised Standard covering the essential requirements of article 3.2 of Directive 2014/53/EU

[i.18] H. Meinel: Automotive Radar – History, state-of-the-art and future trends, EuRAD 2012.

[i.19] Texas Instruments: AWR1243, 76-to-81 GHz High Performance Automotive MMIC, http://www.ti.com/product/AWR1243

[i.20] F. Pfeiffer: Analyse und Optimierung von Radomen für automobile Radarsensoren, Dissertation 2009 (in German)

[i.21] ITU Radio Regulations, edition of 2016

[i.22] Recommendation ITU-R M.2057-1 (01/2018) Systems characteristics of automotive radars operating in the frequency band 76 - 81 GHz for intelligent transport systems applications

[i.23] European Commission 2018/0145[COD]: Proposal for a Regulation of the European Parliament and of the Council on type-approval requirements for motor vehicles and their trailers, and systems, components and separate technical units intended for such vehicles, as regards their general safety and the protection of vehicle occupants and vulnerable road users, amending Regulation (EU) 2018/… and repealing Regulations (EC) No 78/2009, (EC) No 79/2009 and (EC) no 661/2009 (Text with EEA relevance) {SEC(2018)270 final} – {SWD(2018) 190 final} – {SWD(2018)191 final}

[i.24] European Commission: Benefit and Feasibility of a Range of New Technologies and Unregulated Measures in the fields of Vehicle Occupant Safety and Protection of Vulnerable Road Users (March 2015)

[i.25] Department Of Transportation, National Highway Traffic Safety Administration, [Docket No. NHTSA-2015-0119], New Car Assessment Program (NCAP)

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[i.26] Report ITU-R M.2322-0 (11/2014) Systems characteristics and compatibility of automotive radars operating in the frequency band 77.5 - 78 GHz for sharing studies.

[i.27] DAT Report 2016, DAT Group, https://www.dat.de/fileadmin/media/download/DAT-Report/DAT-Report-2016.pdf

[i.28] https://www.prnewswire.com/news-releases/automotive-radar-market---expected-to-reach-121-billion-by-2025-300575733.html

[i.29] MOSARIM documents

MOSARIM webpage no longer available (03/2019). CORDIS factsheet of the project is available

https://cordis.europa.eu/project/rcn/94234/factsheet/en

[i.30] NTHSA Radar congestion study

https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/documents/13790_radarstudy_092518_v2b-tag.pdf

[i.31] SAE website: automated driving levels

[i.32] Report: Measurements of Automotive Radar Emissions received by a Radio Astronomy Observatory –Kitt Peak Measurements

https://library.nrao.edu/public/memos/edtn/EDTN_219.pdf

[i.33] IEEE paper: Reduced Interference of 79GHz UWB Automotive Radars to Radio Astronomy Stations by Signal Integration Effectshttps://ieeexplore.ieee.org/document/6101015

https://www.researchgate.net/publication/254010829_Reduced_interference_of_79GHz_UWB_automotive_radars_to_radio_astronomy_stations_by_signal_integration_effects

[i.34] IMIKO public funded project website (german only)

https://www.elektronikforschung.de/projekte/imiko-radar

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3 Definitions, symbols and abbreviations 3.1 DefinitionsFor the purposes of the present document, the [following] terms and definitions [given in ... and the following] apply:

3.2 Symbolsr Dielectric constantΧe Dielectric susceptibility: r -1

3.3 AbbreviationsFor the purposes of the present document, the [following] abbreviations [given in ... and the following] apply:

AEB Automatic Emergency BrakingNCAP New Car Assessment ProgramEuro NCAP European New Car Assessment Program US NCAP US New Car Assessment ProgramNHTSA National Highway Transportation Safety Administration (USA)FCW Forward Collision WarningLDW Lane Departure WarningLKS Lane Keeping-Assist SystemRR ITU-R Radio Regulations VRU-AEB Vulnerable Roadway User – Automatic Emergency Braking (pedestrians & bicyclists)

Ultra short range radar Short range radar

Mid range radar Long range radar HAD Highly Automated Driving

4 Comments on the System Reference Document 4.1 User defined subdivisions of clause(s) from here onwards

5 Presentation of system and technology

5.1 Background on current technologyRadar sensors for supporting the driver of a vehicle have been under development by companies in Europe, the United States and Asia for several decades [i.18]. Early prototypes were operated in various frequency ranges such as 10 GHz, 16 GHz, 24 GHz, 35 GHz, 50 GHz or 94 GHz.

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Then, in 1996, the first series busses and trucks were equipped in the United States with front and side looking collision warning radars, operating at approximately 10 GHz and 24 GHz.

A few years later, the first series cars were equipped with

- front looking radars for adaptive cruise control, operating in the band 76-77 GHz, - rear corner radars for parking support and blind spot detection, operating in the 24 GHz ultra-wideband range

rear corner radars for blind spot detection and lane change assistance, operating in the 24 GHz narrow band range.

Since then, advances in RF circuit integration, advances in microcontroller performance and advances in software algorithms helped to further improve the sensor performance, to add additional assistance functions and to reduce the sensor price so that today millions of 24 GHz (narrow band) and 76-77 GHz radar sensors per year are installed in new vehicles, ranging from small city cars up to luxury cars, thus supporting more and more drivers in safer driving.

It should be noted, that due to a change in regulation in Europe automotive radars in 24.25 GHz – 26.65 GHz (UWB ) will be phased out by 2020 [i.12] Since this band is one of the 5G pioneer bands, it is expected that all other administrations following implementation of IMT-2020, will phase out regulation for UWB automotive radars in the near future.

Tab. 1 gives an overview of current use cases.

Frequency range Mounting position in vehicle

Classification Non-exhaustive list of typical Use-cases

24.05 GHz – 24.25 GHz

Front MRR Distance warning

Rear corners MRR Blind-spot detection, lane change assistance, rear cross traffic alert, precrash rear, exit assistance

24.25 GHz – 26.65 GHz (UWB)

Will be Phased out in Europe by 2022

Front SRR Stop-and-go

Rear corners SRR Blind-spot detection, lane change assistance, rear cross traffic alert, precrash rear, exit assistance

76.00 GHz – 77.00 GHz

Front LRR Adaptive cruise control

Front corners MRR Front cross traffic alert

Rear corners MRR Blind-spot detection, lane change assistance, rear cross traffic alert, precrash rear, exit assistance

77-81GHz Fill fill

List of use case are missing

Up to now (02/2019), only 2 products received equipment type approval in the US

Tab. 1: Overview of radar sensors and use cases in current vehicles.

Remarks:

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The regulation for 24GHz UWB radar sensors are time limited to 2022. The functions that are currently provided by 24GHz UWB radar sensors are envisaged to be implemented in 79GHz sensors.

The regulation of 24GHz NB and 76GHz radar sensors are not time limited and will see continued use in the future.

The fast development which took place over time lead to some inconsistency in naming and the usage of terms with regards to automotive radar categories: In some documents all automotive radars are called “short range radars (SRR)” because the maximum measurement range of up to approx.. 250 m is short compared to several kilometers for other radars used for example by airplanes or ships. Documents dealing specifically with automotive radars use the terms to describe certain categories based on the function and application of the auto radar sensor. Typically 3 categories of automotive radar sensors are described. The exact value for the measurement range of a category is not consistent and depends on each document. It should be noted that to ensure stable function in the given measurement range of a sensor, the RF-coverage range of the device must be larger. Typical values for the 3 categories are “short range radar (SRR)” only for devices with a maximum measurement range of up to approx. 30 m, while devices with up to 150 m are called “mid-range radar (MRR)” and devices up to 250m are called “long range radar (LRR)”.

In parallel, over time the radio regulation for automotive radars has been developed in Europe Starting with 24 GHz narrowband (see [i.1], [i.2], which has been available for a long time as a ISM band, followed by 76-77 GHz between 1991 and 2002 (see [i.3], [i.4], [i.5]), 24 GHz Ultra-wideband between 2002 and 2011 (see [i.6], [i.7], [i.12], [i.13], [i.14], [i.15]) and finally 79 GHz ultra-wideband in 2004 (see [i.8], [i.9], [i.10], [i.11],

It should be noted that some of the above referenced documents have been withdrawn in the meantime and they are listed here to provide a full picture of the development over the years.

5.2 Description of future technology

Development roadmaps foresee further price/performance improvements of a single sensor allowing also new use cases and thus further improvement of road traffic safety.

In part the growth is motivated by governments setting mandatory requirements for car manufacturers to include features like AEB (Automatic Emergency Breaking, Pedestrian Detection (VRU-AEB), or product rating agencies like Euro NCAP assigning higher ratings if safety functions are available as optional or standard equipment. (see [i.23], [i.24], [i.25]).

Figure 1 gives an overview of past and future safety functions initiated by different organisations / authorities in different countries.

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Figure 1 provides an overview of past and future safety functions.

Recently, the European Commission has issued a proposal [i.23] for the mandatory inclusion of multiple ADAS technologies The current proposal addresses the main problem of persistent high number of road accidents that in turn leads to a high number of fatalities and severe injuries and provides measures to increase safety at vehicle level so as to either avoid and lower the number of accidents or lower the severity of un-avoided accidents to limit the number of fatalities and severe injuries. [i.24]Editors note: Helmut to check if this is a direct quote from [i.24]

Figure 2: European Commission views on the need for regulatory action

The European Commission is proposing that within 3 years all new models introduced on the market must have 11 advanced safety features, such as:

o Advanced emergency braking

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o Alcohol interlock installation facilitation (cars, vans, trucks, buses)o Drowsiness and attention detection (cars, vans, trucks, buses)o    Distraction recognition / prevention (cars, vans, trucks, buses)o    Event (accident) data recorder (cars and vans)o    Emergency stop signal (cars, vans, trucks, buses)o    Intelligent speed assistance (cars, vans, trucks, buses)o    Lane keeping assist (cars, vans)o   Reversing camera or detection system (cars, vans, trucks, buses)

Further measures are proposed to be added a few years later.

Through fusion of several such radar sensors and other environment perception sensors a sensing performance is on the horizon, powerful enough for automated driving. Following a proposal by SAE (society of automotive engineers), the introduction of autonomous vehicles is planned to be realized in five levels (see Fig. 4) .

Editors note : there is a later version of the document dated 201806

Also in 2016, SAE updated its classification, called J3016_201609

Editors note: clarify the status of the SAE levels. What is the status of the source document?

Figure 4: Five levels towards autonomous driving as proposed by SAE J3016 reference.

Editors note: clarify if the latest version of the document contains different definitions for the levels

Additional information and the figure is available in [i.31]Add reference number [i.YY]

Highly automated autonomous driving level 4 and fully automated cars of level 5 are expected to provide new forms and modes of transportation, changing the way mobility is provided. To ensure safety in highly automated vehicles and fully automated vehicles, multiple technologies will be required to perceive and access the driving environment. High robustness will be critical to providing safe & reliable transportation. New mobility services such as shared ownership and ride sharing will increase the actual usage time of devices included on these platforms due to higher utilization.

Figure 5 provides a time line for the different levels of automation and the expected number of radar sensors that will be deployed in such vehicles.

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Figure 5: levels of autonomous driving and required number of automotive radar sensors per vehicle and realized functions. (EUMW 2018 Source YOLE )

A description of current and future use cases as considered here is provided in Annex A.1.

In clause 7 it is shown that to realize those new functions, the current regulation for the band 79 GHz – 81 GHz needs to be updated.

20190211Editors note: above text needs to be extended

6 Market information20190313 : Thomas Reitmayer will provide Material for the Munich meeting

Continental to elaborate on section 6 20190211: difficult to find public available material

Editors note: use material from Microwave week Madrid 2018

Find material / get permission : EUMW 2018 workshop WW02 first presentation YOLE developpment ( could be used in 6.1 and 6.2: parts of the material reach up to 2030)check availability

In total for this chapter 1-2 pages

Take sources / references . ( market research reports can only be used if copyright has been cleared )

From CEPT reports 36 / 37 (published 2010) a certain density of radar equipped vehicles per square kilometer is known. Density 123 vehicles/ km2 ( highway) and 330 vehicles/km2 (urban)

But the average number of radars per vehicles will increase.

In future each car will be equipped with at last one radar sensor. The average number of radar sensors per vehicle might be higher.

A typical radar configuration of a car could be the following : one front-looking, two backward looking and two sideward looking front and back on each side

Maximum configuration .. depending of the implemented functionality >10

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6.1 Situation for current vehicles Market research shows, that the number of vehicles, that are equipped with assistive safety functions increased over the last X years. The assistive safety functions typically depend on different sensor technologies such as radar, camera, lidar.

German DAT report shows for 2016 that 11 percent of German drivers buying a new car chose an ACC radar system and 9 percent chose a lane-change-assist radar system [i.27].

Editors note check if the Editors note check if the Yole material from EUMW 2018 provides some info on current vehicles

6.2 Market forecast for conventional and for autonomous driving vehicles

According to “Research and Markets”, the global automotive radar market will reach a volume of approx.. 12 billion US$ is 2025 [i.28].

Figure 8 shows an estimation of how conventional vehicle and such of higher automation levels are expected to split up in the coming years. Furthermore, it shows a projection of the applied sensor technologies.

Figure 8: Automated driving systems market development (source MAGNA? Or YOLE )

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Figure 9 shows a alternative projection for the split-up.

Figure 9: estimated market share for SAE automation levels (source MAGNA)

It becomes obvious that the total number of radar sensors on the roads in conventional cars and in more automated cars will increase considerably.

To realize that, sufficient spectrum is needed.-->further develop this thought and move to chapter 8

Editors note 20190211: further develop this topic and thought, use more general text: As per 2018 first robo-taxis were implemented and brought on the street (WAYMO…)

This technologies are no longer future plans, but reality ..

Editors note 20190313:

UN ECE regulation use “sensor”, but certain functionality can only provide by radar sensors

Coming regulation: turn assist for truck more radars on the road

Emergency breaking for passenger cars more radars on the road

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7 Technical information

7.1 Detailed technical description 7.1.1 Required Tx bandwidth and Tx power for sensor use categoriesThe provided estimations of the required bandwidth and transmit power in table 2 are for current- and in table 3 for current and future use cases.

To realize the standard radar based functions as described in chapter 5.1 in the band 77 GHz – 81 GHz, the bandwidth and power levels as given in Table 2 are needed (this estimation is based on the experience with current radar systems operating in 76-77GHz).

Sensor category

Detection performance

modulation bandwidth

Typical mean e.i.r.p.(channel power)

Resulting typical mean power density

Example applications

Ultra short range radar

Parking pole at 1m

3 GHz 0 dBm -35 dBm / MHz

Parking support

Short range radar

Pedestrian (-10dBsm) at 30m

750 MHz 10 dBm -18 dBm / MHz

Blind spot detection

Mid range radar

Motor cycle (0dBsm) or car at 150 m

450 MHz 20 dBm -6 dBm / MHz

Lane change assist

Long range radar

Motor cycle at 250m

250 MHz 30 dBm 6 dBm / MHz

Adaptive cruise control

Table 3 shows the likely of values for future systems if operated in the band 77GHz - 81GHz. The future requirements for radar based functions will increase, therefore the values given in the table are based on the functional requirements as outlined in chapter 5.2 and are derived using relations on radar performance given in Annex C.

Sensor category

Detection performance

modulation bandwidth (OBW)

Range resolution

(practical values = theoretical values +10% margin)

Typical mean power (e.i.r.p.)

Resulting typical mean power density

Example applications

Ultra short range radar

Parking pole at 1m

Pedestrian @ 6m

2000-4000 MHz

8.3 – 4.1cm 10 dBm -23 to -25 dBm / MHz

Parking support

Rear AEB

Short range Pedestrian (- 1000-3000 16.5 – 5.5cm 27 dBm -3 to -8 Blind spot

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radar 10db sm) at 35m

MHz dBm / MHz detection

VRU AEB

Mid range radar

Motor cycle (0dB sm) discrimination adjacent to truck (20 dB sm) at 195 m

Pedestrian (-10 dB sm) @ 100m

500-1650 MHz

33 – 10cm 45 dBm 18 – 13 dBm / MHz

Lane change assist

Highway Chauffer

Long range radar

Motor cycle at 250m

Pedestrian @ 150m

200-1000 MHz

82.5 - 16.5cm 50 dBm 27 -20 dBm / MHz

Adaptive cruise control

HAD

In conclusion, the considered uses cases for radar based functions require a larger Tx power spectral density in order to meet the desired probability of detection.

7.1.2 mm-wave technologyIntegrated mm-wave technology has evolved since the making available of the band in Europe in 2004.

Because of progress in semiconductor technology, active components evolved from discrete RF transistors and diodes over GaAs-based oscillator, amplifier and mixer MMICs over SiGe-based transceiver MMICs to CMOS-based radar system chips (RSCs). Today several semiconductor manufacturers, offer highly integrated RSCs covering the frequency ranges 76 GHz – 77 GHz and 77 GHz – 81 GHz with very similar fundamental RF properties, for example [i.19]:

Typical key parameters meters of such chipsets are Transmitter output power typ. 12 dBm (76 – 81 GHz) Receiver noise figure typ. 15 dB (76 - 77 GHz), typ. 16 dB (77 - 81 GHz).

Because of progress in simulation tools and materials, antennas evolved in bandwidth and general performance.

It is concluded that bandwidth and power levels as given in Table 3 are achievable.

7.1.3 Interference Mitigation techniques With an increasing number of radar sensors on the roads, the avoidance of interference becomes more and more challenging.

During the last years, Mutual interference between automotive radars was described in various publications.

Analysing and developing counter measures against mutual interference is becoming an important topic over the years. Resulting from this consideration, the automotive industry set up MOSARIM (MOre Safety for All by Radar Interference Mitigation). MOSARIM was set up as a public funded project under the EU FP 7 framework Thisthis project went 3 years from 2010-2012 with participation of OEMs and automotive radar sensor manufactures. The project proposed countermeasures and mitigation techniques in 6 different domains. The full details for the measures in each domain can be found in the MOSARIM reports. [i.29]

Example approaches to handling interference are:

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adapting the timing of a sensor (limited by period after which the car needs an update from the sensor on the environmental situation, typically 40 – 100ms)

adapting the frequency range used by a sensor (limited by frequency regulation). repairing disturbed receive signals in processing after digitization. Random timing Coded signals

Some of the proposed countermeasures and mitigation techniques are implemented in current sensors, while other techniques do need further evaluation and development before they could be implemented in commercial available sensors

Several entities continue to study the mutual interference between automotive radars. In 12/2018 NTHSA published a study analysing the interference situation between automotive radars and proposes mitigation techniques building and developing further approaches from the MOSARIM project. [i.30]. However, analysis of the approach taken in this study show, that the used models were too simplistic and therefore the obtained results were too negative.

In 2018 OEMs and Sensor manufacturers concluded that there is a need for further studies and further development of the MOSARIM results. This lead to the creation of a new public funded project. This project is funded by the German Federal Ministry of Education and Research (BMBF). The project name is IMIKO and it was started in 11/2018 and will run until 10/2021. Details for the IMIKO project are available on the project website [i.34]

7.1.4 Influence of the bumper fasciaThe bumper fascia is the plastic structure attached to the front and rear of a vehicle. The fascia may or may not be painted. The presence and the design of the fascia is dictated by the vehicle manufacturer, not by the sensor manufacturer.

An advantage of radar sensors against other automotive environmental sensors is that they can be installed behind the bumper fascia, invisible from the outside. This makes it possible to install these sensors virtually everywhere on the vehicle allowing for 360 degrees detection.

Develop line of argumentation given that the real starting point of the discussion is -9dBm since this appears to be the basis for the RAS interference studies and not -3dBm/MHz . This potentially makes discussion of facia loss irrelevant to requesting the change (reference to the request in chapter 9)

General description of transmission absorption reflection of the radar signal due to a fascia

Figure 10: Illustration of radiated power splitting up into three components during interaction with bumper fasica (source: Rohde&Schwarz).

The bumper fascia normally consists of several layers, see example in Fig.11.

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Figure 11: Cross section of an exemplary bumper fascia (source: HELLA).

Metallic particles inside the paint have a large influence on its dielectric properties (dielectric constant r or dielectric susceptibility χe, see Fig. 12).

Figure 12: Dependency of dielectric susceptibility from weight content of metal (eg. aluminium) inside the paint [i.20].

Magna will provide a translated version of this figure

If a bumper colour mismatch is observed during production, then the layer stack of base coat, paint and clear coat may be repeated multiple times, resulting in the range of 10of 10 dielectric layers or more.

The below presented figures with simulation results are based on the solution of the Fresnel equation.

Fig 13, for a planar fascia bumper with one layer stack of base coat, paint and clear coat, shows the one-way attenuation at 0° incident angle versus frequency.

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Air in front of fascia

Clear coat (typ. 30µm thick)

Paint (typ. 15µm thick, can contain metallic particles)

Base coat (typ. 10µm thick)

Basic plastic (typ. 2.8mm thick)

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Fig 14, for a planar fascia bumper with one layer stack of base coat, paint and clear coat, shows the one-way attenuation at 79 GHz.

Fig 15, for a planar fascia bumper with two layer stacks of base coat, paint and clear coat,shows the one-way attenuation at 79 GHz for eps_r=20 and both polarisations.

Fig 16, for a planar fascia bumper with two layer stacks of base coat, paint and clear coat, shows the one-way attenuation at 79 GHz for eps_r=20 and both polarisations for various basic plastic thicknesses.

Fig. 13: Example of one way attenuation at 0° incident angle for planar fascia with a single stack consisting of primer, metallic paint and clear paint layers. In this figure, six different metallic concentrations are considered corresponding to six different paint colours.

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Fig. 14: Example of one-way attenuation at 79 GHz for planar fascia with a single stack consisting of primer, metallic paint and clear paint layers. In this figure, six different metallic concentrations are considered corresponding to six different paint colours

Fig. 15: Example one-way attenuation at 79 GHz for planar fascia with two stacks of 3 layers each, consisting of primer, metallic paint and clear paint.

Fig. 16: Example of one way attenuation at 79 GHz for planar fascia with two layer stacks of primer, metallic paint and clear paint and varying basic plastic thicknesses.

.

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It becomes obvious that the attenuation of the bumper fascia depends on the frequency, the incident angle, the structure of the paint, the polarisation, the number of layer stacks and thickness of basic plastic. In addition, but not considered more in detail here, also the actual curved 3D shape of the fascia, varying from vehicle model to vehicle model, influences the attenuation.

The automotive industry believes that bumper attenuation has relatively small variations. Therefore, it is concluded that power limits applied to the sensor alone would be acceptable. This avoids the situation of split responsibility between the sensor and vehicle manufacturer and also avoids the need to specify or refer to bumper attenuation within a harmonized standard for a sensor.

7.2 Status of technical parameters

7.2.1 Current ITU and European common allocations

The following table lists the existing spectrum allocation s and applications that are in major use in Europe according to the up-to-date relevant provisions of Article 5 of ITU Radio Regulations and those of the European Common Frequency Allocations Table defined in ERC Report 25 [i.27].

TableX : Spectrum allocations and major European uses in candidate frequency range 74 GHz-81 GHz

75,5 GHz - 76 GHz

RR 5.561 ECA35

BROADCASTING BROADCASTING-SATELLITE FIXEDFIXED-SATELLITE (SPACE-TO-EARTH)Amateur Amateur-Satellite

FixedRadiodetermination applications AmateurAmateur-satellite Space research

76 GHz - 77,5 GHz

RR5.149

Amateur-Satellite AmateurRADIO ASTRONOMY RADIOLOCATIONSpace Research (space-to-Earth)

Amateur-satellite Radio astronomy Amateur Radiolocation (civil) Railway applicationsTransport and Traffic Telematics (76-77 GHz) Radiodetermination applicationsShort Range Radars (77-81 GHz)

77,5 GHz - 78 GHz

RR5.149

RADIOLOCATION (5.559B) AMATEUR-SATELLITESpace Research (space-to-Earth) AMATEUR

Short Range Radars (77-81 GHz) Radiodetermination applications Radio astronomyAmateur Amateur-satellite

78 GHz - 79 GHz

RR5.149 RR5.560

Amateur Amateur-Satellite Radio AstronomySpace Research (space-to-Earth) RADIOLOCATION

Radio astronomy Amateur-satellite Amateur Radiolocation (civil)Short Range Radars (77-81 GHz) Radiodetermination applications

79 GHz - 81 GHz

RR5.149

RADIO ASTRONOMY RADIOLOCATIONAmateur-Satellite Amateur

Radiodetermination applications Short Range Radars (77-81 GHz) Radiolocation (civil)Radio astronomy AmateurAmateur-satellite

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Pertinent RR/ECA footnotes quoted verbatim from ERC Report 25 [i.17]:

ECA 35: In Europe the band 75,5-76 GHz is also allocated to the Amateur and Amateur Satellite services.

RR5.149: In making assignments to stations of other services to which the bands:…76-86GHz, … are allocated, administrations are urged to take all practicable steps to protect the radio astronomy service from harmful interference. Emissions from spaceborne or airborne stations can be particularly serious sources of interference to the radio astronomy service (see Nos. 4.5 and 4.6 and Article 29). (WRC-07)

RR5.559B: The use of the frequency band 77,5-78 GHz by the radiolocation service shall be limited to short- range radar for ground-based applications, including automotive radars. The technical characteristics of these radars are provided in the most recent version of Recommendation ITU-R.M.2057 [i.22]. The provisions of No. 4.10 do not apply. (WRC-15)

RR5.560: In the band 78-79 GHz radars located on space stations may be operated on a primary basis in the earth exploration-satellite service and in the space research service.

RR5.561: In the band 74-76 GHz, stations in the fixed, mobile and broadcasting services shall not

cause harmful interference to stations of the fixed-satellite service or stations of the broadcasting-satellite service operating in accordance with the decisions of the appropriate frequency assignment planning conference for the broadcasting-satellite service. (WRC-2000)

7.2.2 Sharing and compatibility studies already availableIn 2004, when developing the regulation for automotive radars in Europe compatibility studies against the relevant radio services were conducted.

The assumed technical parameters for automotive radars in ECC Rep 56 were based on the available technology at that time. The parameters and the description of automotive radars that were used in the studies were presented in ETSI TR 102 263 [i.8] At that time, it was assumed that the 79 GHz radars would use the same technology as at that time available 24 GHz UWB radars would use.

Since then radar technology has evolved, so that the assumptions taken at that time can be considered outdated. Despite the evolution in radar technology, the relevant regulation has not been updated since then.

In preparation of implementing a national regulation for 79GHz, several countries carried out individual studies and analysis.

In 2011, another proposal was presented In [i.33], a theoretical study on interference between 79 GHz automotive radars and radio astronomy stations (RAS) was performed taking the following mitigation effects into account:the automotive radar is considered as instantaneously wideband because of much faster modulation speeds than the RAS integration time.the automotive radar signal reaching the RAS contains a random phase modulation because of vehiclemovement / vibrations / limited quality of VCO.That results in the interference signal appearing at the RAS as incoherent band-limited noise.Furthermore, due to vehicle driving, the antenna gain in the direction from the vehicle to a RAS varies duringRAS integration time and a statistical distribution is considered for that.From all that the study derives and proposes a mitigation factor to be considered in addition to a classical I / N calculation.”

In 2012, in preparation for the development of a regulation for 79GHz automotive radars in the US a test was conducted at Kitt Peak mm wave observatory [i.32]. For the test 2 automotive radar manufacturers provided

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samples. In order to be able to detect the signal of the automotive radars at the observatory an additional plane reflector was used to redirect the beam from the receiver to the ground, rather than utilizing the main dish surface in order to simulate a direct line of sight interference situation.

It was concluded that an avoidance zone of 30-40 km around the observatory would be needed, in order to keep the interference from an automotive radar below the threshold defined in RA.769-2. Further on it was concluded that in areas without direct line of sight situation or by applying mitigation measures as described in the report, smaller avoidance zones might suffice.

In the preparation process for WRC-2015, AI 1.18, a report Rep M.2322 [i.26] was developed analyzing the compatibility between the existing services and automotive radar in the band 77-81GHz. The technical parameters of the automotive radars that were used in the studies are given in ITU-R Rep M.2057 [i.22].The studies provided in the report were conducted only based on the consideration of power levels. It is noted in the report, that no SRS (space-to-Earth) systems have been identified to date in the frequency range 76 GHz to 81 GHz.The report concludes that the theoretical studies and observations presented indicate that the required separation distance between automotive radars and incumbent services could range from less than 1 km to up to 42+ km, depending on the interference scenario and deployment environment. These results were based on worst-case assumptions and did not take into account the effects of terrain shielding, terrain occupation and the implementation of mitigation techniques to reduce the possibility of interference to incumbent services. When these factors are taken into account, the possibility of co-channel interference to incumbent services from automotive radars is sufficiently low and manageable. Therefore, it can be concluded that in the 77.5-78 GHz band, sharing is feasible between automotive radars and incumbent services.

It was further concluded, that any potential cases of interference between automotive radars and incumbent services could be addressed by mitigation factors such as terrain shielding, emission power limits and quiet zones.

WRC-2015 adopted RES 759, that lead to the development of a new report analyzing the compatibility between the Radio Location Service and the Radio Astronomy Service in the frequency band 76-81GHz .This report considers automotive radar sensors as typical examples for the Radio Location Service in the band.

The new report RA.[coexistence] is currently in draft stage and will be published in June 2019.

20190313: Mr John will contribute to this section for the Munich meeting

Past studies ignored the radar modulation (FM sweep) used by automotive radars and by doing that neglected mitigation effects and thus achieved too stringent requirements against automotive radars.

…

20190317: Editors note: material provided by Mr John

Here, it is now proposed to achieve additional mitigation by also considering the time-frequency-dependency of automotive radar emissions.

Today, automotive radars typically use analogue modulation schemes with linear chirps (see illustration in Fig. 17). Chirp durations are in the order of 10 ms for slow chirps or in the order of 10 µs for fast chirps.

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Fig. 17: Illustration of analogue modulated radar transmit emission.

Newly under consideration for automotive radars are digital modulation schemes, for example with phase modulation or OFDM (see illustration in Fig. 18).

Fig. 18: Illustration of digital modulated radar transmit emission.

In all cases the emission follows a periodic cycle to duration TCylce (in the order of 50 ms) which is subdivided into an active measurement interval of duration TEmission (in the order of 20 ms) and a processing of sampled results (duration TCycle – TEmission).

what is given here is more like a proposal for mitigation methods . The studies are listed as factual info, not for the sake of discussion

Here, it is now proposed to achieve additional mitigation by also considering the modulation of automotive radars.

Today, automotive radars typically use analogue modulation schemes:

Slow chirping FMCW, for example with 200 MHz modulation in 10 ms. Fast chirping FMCW (chirp sequency), for example with 200 MHz modulation in 10 µs.

Insert figure showing frequency versus time

Newly under research for automotive radars are digital modulation schemes:

Phase-modulated CW (PMCW), for example … OFMD, for example …

Insert figure showing frequency versus time

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7.3 Information on relevant standards

Type Application Frequency Ranges [GHz]

ETSI Standard Status Remark

ResponsibleETSI TC ERM

Generic Short Range Devices (SRD) 40 to 246 GHz

EN 305 550 [Error: Reference source not found]

EN Approval Procedure (ENAP) started

RED compliant TG28

SRD Tank Level Probing radar (TLPR)

4,5 to 7 GHz, 8,5 to 10,6 GHz, 24,05 to 27 GHz, 57 to 64 GHz, 75 to 85 GHz

EN 302 372 [Error: Reference source not found]

Cited in the OJEU

RED compliant TGUWB

SRD Level Probing Radar (LPR)

6 to 8,5 GHz, 24,05 to 26,5 GHz, 57 to 64 GHz, 75 to 85 GHz

EN 302 729 [Error: Reference source not found]

Cited in the OJEU

RED compliant TGUWB

AmateurCommercially available amateur radio equipment

not specified in the standard

EN 301 783 [Error: Reference source not found]

Cited in the OJEU

RED compliant TG26

Table 4

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8 Radio spectrum request and justification20190313: Ernst and Kallenborn will review for Munich meeting

The current regulation for automotive radars in the frequency range 77-81 GHz ([i.10], [i.11]) was developed and introduced in 2004 on the basis of non-interference/ non-protection, with accordingly very stringent limits based on the results from [i.9] to protect primary radio services (e.g. Radio astronomy, Radiolocation). This resulted in the current existing regulation [i.10] and [i.11].

This includes the following elements

that the 79 GHz frequency range (77-81 GHz) is designated for Short Range Radar (SRR) equipment on anon-interference and non-protected basis with a maximum mean power density of -3 dBm/MHz e.i.r.p.associatedassociated with an peak limit of 55 dBm e.i.r.p.;

that the maximum mean power density outside a vehicle resulting from the operation of one SRR equipmentshall not exceed -9 dBm/MHz e.i.r.p.; …”

World Radio Conference 2015 decided to allocate the frequency band 77,5-78 GHz to the Radiolocation Service on a co-primary basis but limited to ground based radars as outlined in the RR Footnote 5.559B [i.21]. With this decision the full frequency range 76-81 GHz is now allocated to the Radio Location Service. Details about the status and the allocations are given in article 5 of the RR [i.21]

The frequency range 77-81 GHz plays a key role for future radar sensors because of its large available bandwidth. In ITU-R 01/2018 Recommendation ITU-R M.2057 [i.22] was developed to provide the system characteristics of automotive radars operating in the frequency band 76 - 81 GHz for intelligent transport systems applications.

Up to 2018 , no automotive radar sensor for the range 77 – 81 GHz was placed on the market in Europe for the following reasons. :

[a)] For many years, the RF circuit technology was not powerful enough to support the frequency at range at acceptable cost. (Ultra Wide Band radar around 26 GHzZ was more cost effective at that time) With the introduction of SiGe and CMOS RF devices some years ago that situation now has improved. Especially the migration to CMOS based RF technologies, permit the integration of RF and processing capabilities within devices, significantly reducing the cost for radar devices. These SoC (system on Chip) reference to subsection platforms provide the ability to implement digital modulations to significantly improve the efficient and effective use of spectrum through coding schemes. Improvements in technology facilitate sophisticated technics to enhance mutual co-existence between multiple devices utilizing both transmitter and receiver interference mitigation and ejection, such as code correlation, permitting higher densities of devices to securely and safely co-exist in close proximity.

a)[b)] It this to be noted that the bands 76-77 GHz and 77-81 GHz are covered under separate regulations. The band 76-77 GHz is covered under the short range device decision [i.2]. The band 77-81 GHz is covered by an ECC decision designating the band for automotive short range radar [i.10]. This has to be taken into account when comparing the situation in the 2 neighboring bands.

[c)] For many years, a regulation for automotive radar in this of that band was not available in important automotive markets outside Europe. With the decision of World Radio Conference 2015 that situation started to improve as seen for example by the recent respective new regulation in the United States and in other regions and countries. (see Annex B).

b)[d)] The European regulation was drafted in 2004 ([i.10], [i.11]) with the intention to transfer the known functions of 24 GHz UWB radars (only for parking support and blind-spot detection) to the 79 GHz band and as such does not necessarily meet current use cases.

c) The current regulation ([i.10], [i.11]) includes a mean power density limit of -9 dBm/MHz e.i.r.p. defined outside the vehicle. This creates a difficult split responsibility with respect to ensuring sensor compliance because the sensor manufacturer does not manufacture the bumper fascia and can therefore not control the RF properties of the fascia.

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d) As per today, The current European regulation (from 2004) differs from regulations in other regions of the world (see Annex B), this leads to an increased development effort for sensor manufacturers and thus making a product operating in the frequency band 77-81GHz less attractive. Region specific versions of a radar sensor would be required.

e) The today?use cases for application of radar technology include the need for multi-mode capability – effectively the characteristics of both short range and long range devices – in a single unit to support effective solutions for safety enhancement in ground based vehicles. These needs are more general and include also functions with larger detection ranges and thus larger required transmit power.

[e)] The use of the band 76-77 GHz is in the meanwhile permitted in Europe for a wide range of radar applications defined as transport and traffic telematics devices [i.2] In the European regulation, the Usage includes Annex 5 of [i.1] for ground based vehicles, infrastructure systems, obstacle detection radars for rotorcraft use; Annex 4 of [i.1] for obstruction/vehicle detection at railway level crossings. This creates a more general spectrum use in this band with more potential interferers for all radars. This evolution of use in the 76-77 GHz was not foreseen when the 77-81GHz regulation was developed.

To overcome the above mentioned shortcomings of the current regulatory situation in Europe se weaknesses and to foster the further development of driver assistance systems it is proposed here to further develop the European regulation for automotive radars in the range 77 – 81 GHz as described in detail in the following.

No Topic

1 Change:

the scope of the current regulation from automotive short range radars to

Ground based vehicles

2 Change:

definition of limits from PFD to fixed power limits

3 Establish:

the 50dBm mean power limit

4 Maintain:

Current 55dBm peak power

5 Removal:

of the fixed bumper attenuation

Proposal for mitigation techniques

Proposal for a band-plan to be implemented in the regulation

Correlation between TX power and TX BW ?

Minimum segment 250MHz usage of multiples of 250MHz

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9 Regulation20190313: Ernst and Kallenborn will review for Munich meeting

9.1 Current regulationThe operation of automotive radars is regulated under ECC Decision (04)03 [i.12]and EC decision 2004/545/EC [i.11] reference. The ECC decision contains provisions on the mounting and operation of a sensor mounted on a vehicle. The document contains the limit of maximum mean power density outside a vehicle, and assumes a fixed attenuation of the bumper behind which the sensor is mounted.

At the time when the 79GHz regulation was developed in 2004, it was assumed that the 79GHz band will would be used for ultra wide band radars that at that time were operating in 24GHz.

In the current regulation a fixed bumper loss of -6dB is assumed, to ensure a maximum mean power density of -9dBm/MHz outside the vehicle. The manufacturer of a radar sensor cannot directly control the compliance with the power levellimit outside the vehicle, as sourcing and specification of the bumper and mounting and assembly of these elements are not within the responsibility of the radar sensor manufacturer are within the responsibility of the vehicle manufacturer.

With the publication adoption of the RE-directive reference this split of responsibility for compliance is not allowed any more. For automotive radars, the responsibility to comply with the limit of -3dBm/MHz is in the remit of the component manufacturer. The responsibility to comply with the limit of -9dBm/MHz outside the bumper would be under the responsibilitythat of the vehicle manufacturer. Based on the requirements of the RE-D, it would make itIt is impossible for the component manufacturer to declare the conformity with the -9dBm/MHz limit as given in the regulation .

Under the current regulation reference operate on a non-protection, non-interference basis. With

Note: develop table for the current ITU/ECC/EC

9.2 Proposed regulationIt is proposed to revise the existing ECC Decision [i.11] and EC decision [i.12] in the following pointsas summarised below.

9.2.1 Proposed revisions to ECC Dec (04)03 no Reference Proposed change Background

1 Full document Change Term

automotive short range radars

To

High resolution automotive radars

to avoid confusion between the rf coverage of the device and the implemented functions

to align the terminology with ITU

2 Considering l delete this part of the sentence To reflect the decision of WRC-15 , which allocates the frequency band 77GHz - 81GHz to ground based radar applications on a co-

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..therefore SRR must operate on a non-interference and non-protected basis in accordance with the Radio Regulations.

primary status, reference to footnote 5.559B

5.559B The use of the frequency band 77.5-78 GHz by the radiolocation service shall be limited to short-range radar for ground-based applications, including automotive radars. The technical characteristics of these radars are provided in the most recent version of Recommendation ITU-R M.2057. The provisions of No. 4.10 do not apply. (WRC-15)

3 Decides 2 delete the section

on a non-interference and non-protected basis

To reflect the decision of WRC-15 on automotive radars, which allocates the frequency band 77GHz - 81GHz to ground based radar applications on a co-primary status, Reference to footnote 5.559B

5.559B The use of the frequency band 77.5-78 GHz by the radiolocation service shall be limited to short-range radar for ground-based applications, including automotive radars. The technical characteristics of these radars are provided in the most recent version of Recommendation ITU-R M.2057. The provisions of No. 4.10 do not apply. (WRC-15)

4 Decides 2 delete the section replace

maximum mean power density of -3dBm/MHz e.i.r.p.

add by

maximum mean power of 3750dBm mean e.i.r.p.

based on the technical considerations in chapter 8 and the consideration in chapter 9.1,

5 Decides 3 Delete Decides 3 completely based on the technical considerations in chapter 7,8 and the consideration in chapter 9.1,

6

Table 6

9.2.2 Proposed revisions to EC decision 2004/545/EC

no Reference Proposed change Background

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1 Full document Change Term

automotive short range radars

To

High resolution automotive radars

to avoid confusion between the rf coverage of the device and the implemented functions

to align the terminology with ITU

2 Article 3,

First paragraph, last sentence

Delete

..on a non-interference and non-protected basis

To reflect the decision of WRC-15 , which allocates the frequency band 77GHz - 81GHz to ground based radar applications on a co-primary status, reference to footnote 5.559B

5.559B The use of the frequency band 77.5-78 GHz by the radiolocation service shall be limited to short-range radar for ground-based applications, including automotive radars. The technical characteristics of these radars are provided in the most recent version of Recommendation ITU-R M.2057. The provisions of No. 4.10 do not apply. (WRC-15)

3 Article 3,

Second paragraph

delete the section replace

maximum mean power density of -3dBm/MHz e.i.r.p.

add by

maximum mean power of 3750dBm mean e.i.r.p.

based on the technical considerations in chapter 8 and the consideration in chapter 9.1,

4 Article 3,

Third paragraph

Delete completely based on the technical considerations in chapter 7,8 and the consideration in chapter 9.1,

TABLE 7

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Annex A:Detailed Market informationMarket numbers

Automotive radars are a key technology for autonomous driving vehicles .

A.1 Advanced Driving Assistance Systems: descriptions of features & use cases

A1.1 GeneralAutomotive radar sensors are designed to realize a variety of different driver assistant functions. The summary of the Examples are provided in table 1. The details for the listed features are provided in the following subsections

Figure A.1: tbd

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Complete column for number of sensors / sensor fusion

Check with Magna colleagues the list provided is there any difference between A1.11 and A1.12

Consideration spectrum requirement for one sensor / multiple sensors (sensor fusion) per vehicle ?

A1.2 Adaptive Light Control Typical BW less than 1 GHz

Typical range XYZ m

Matrix lighting is adapted based on inputs from ADAS sensors to control illumination on oncoming traffic, while providing maximum ilumination for roadway, road signs, intersections or points of interest.

Closed loop illumination control of traffic signs, etc. to achieve optimum illumination to enhance FCM detection potential. Blanking, shaping, highlighting, adaptive aiming and path planning potential.

Figure A.2: tbd

Key System Elements:

Matrix LED Lighting,

Radar

Camera

Localization

A1.3 Forward Collision WarningTypical BW 1GHz

Typical range less than 500m

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Forward Collision Warning provides a early warning to the driver of a potential collision risk, prompting action by the driver to mitigate the risk. Ignoring the warning, causes the AEB function to be activated, where equipped.

Figure A.3: tbd

Key System Elements:

Radar

Camera

A1.3 Automatic Emergency BrakingTypical BW 1GHz

Typical range less than 300m

AEB alerts drivers to collisions with vehicles in their path. If they do not react to the alerts, it automatically brakes to mitigate or avoid a collision. This can be demonstrated two ways: 1) camera only and 2) fusion of a camera and Radar.

Figure A.4: tbd

Key System Elements:

Radar

Camera

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Braking Control

A1.5 Automatic Cruise Control (ACC) Typical BW 1GHz

Typical range 300m

ACC is normally used under highway conditions and in essence, is a system which maintains a constant distance or time to a lead vehicle when the vehicle is on highway (road where non-motorised vehicles and pedestrians are prohibited). In combination with Front Corner Radar, Pedestrian & VRU (Vulnerable Roadway User with AEB, LKA features, urban scenarios above 30 kph are supported..

Figure A.5: tbd

Key System Elements:

Radar

Camera

Braking Control

A1.6 Traffic Sign Recognition / Intelligent Speed Control Typical BW 1GHz

Typical range 100m

The traffic sign and traffic light recognition system provides advisory, warning or intervention actions based on inputs from the detected signs or traffic lights. The source of information shall be an electronic map data with a system that

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can read the actual road signs. The combination of both technologies, apart from scoring more points in NCAP, shall be a reliable source of information for a variety of other functionalities, e.g. bend speed warning, temporary roadworks and for areas where mapping has not yet been undertaken (e.g. new road builds). The traffic light functionality shall be an optical based system.

Figure A.6: tbd

Key System Elements:

Navigation data

Camera

Braking Control includes radar

A1.7 Enhanced Blind Spot Monitoring

Typical BW below 500MHz

Typical range below 100m

Enhanced blind spot monitoring is a convenience feature, providing the driver with a warning, typically located in the rearview mirror, for vehicles in the blind spot zone or quickly approaching the vehicle. Coverage includes merging scenarios, with the incorporation of lane marking information. Vehicles approaching in the adjacent lane are reported up to 30m behind the vehicles (10m/s closing speed maximum). Where Lane Keep Assist is included, steering counter torque will be provided to the driver, providing an indication that a lane change is not recommended. The driver always maintains control of the decision to change lanes.

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Figure A.7: tbd

Key System Elements:

Radar

Camera

A1.8 Lane Keep AssistTypical BW less than 500MHz

Typical range 500m

EYERIS® solutions for lane detection are optimized for every kind of lane marking, thus providing a reliable performance in every market and every corner of the world.

EYERIS® features either signal a warning to the driver prior to lane departure or automatically intervene with the car’s controls to deter the driver from moving out of their lane.

Figure A.8: tbd

Key System Elements:

Steering and/or Braking Control (including radar)

Camera

A1.9 Lane Change AssistTypical BW less than 500MHz

Typical range less than 150m

Lane Change Assist and cross traffic alert system extended the warning zone to support warnings at up to 70m behind the vehicle or in crossing traffic situations. Required to support high speed overtaking for European Autobahn scenarios and performance exceeding NHTSA NCAP BSD requirement.

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Figure A.9: tbd

Key System Elements:

Front Camera

Corner radar, see clause A1.1.

A1.10 Traffic Jam Assist

Typical BW 2GHz

Typical range 100m

ACC (see clause A1.5) is normally used under highway conditions and in essence, is a system which maintains a constant distance or time to a lead vehicle when the vehicle is on highway (road where non-motorised vehicles and pedestrians are prohibited). Traffic Jam Assist acts in combination with Front Corner Radar, LiDAR, Pedestrian & VRU (Vulnerable Roadway User) with AEB, LKA features, in urban scenarios to provide full speed range ACC capabilities including Stop & Go traffic. The system maintains the current driving lane, permitting the driver to complete lane changes.

Figure A.10: tbd

Key System Elements:

Camera

Radar

Corner Radar

Lidar

Steering &/or Braking Control

A1.11 Rear Cross Traffic AlertTypical BW 2GHz

Typical range 100m

Backing in a busy shopping mall parking lot (cars, shopping carts, pedestrians walking), the cross traffic alert system scans for traffic, pedestrians and range to surrounding objects. The driver is issued warnings via a mirror icon. In combination with Rear Pedestrian AEB, an expanded range of coverage is realized with the fusion of UPA, SVS and corner radar for enhanced security.

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Figure A.11: tbd

Key System Elements:

Corner Radar,

Rear Camera,

UPA,

SVS,

Braking Control

A1.12 Rear Cross Traffic Alertsee A1.11 double entry/ clarify with Magna

If the vehicle is stationary, the driver attempts to pull away and the system detects one or more targets which may be at risk of collision, either within the intended lane / path of travel or which are likely to move into the lane / path of travel, the system shall provide a warning to the driver indicating location of the target at risk..

Figure A.12: tbd

Key System Elements:

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Front Camera,

Front Corner Radar,

UPA,

SVS,

Braking Control

A1.13 Front Junction-Intersection AssistTypical BW 4GHz

Typical range below 100m

If the vehicle is stationary and the driver attempts to initiate forward motion which causes risk of collision due to some form of cross traffic or object which is stationary ahead, the system shall inhibit the pull-away.

Figure A.13: tbd

Key System Elements:

Camera,

Corner Radar,

SVS,

UPA,

Braking Control

A1.14 Highway Chauffer clarify with Magna

Covers several cateogries that are already covered above . sensor fusion application/ multi sensor

This feature is an on-demand autonomy solution that allows the driver to enable Level 3 (SAE) driving. The driver’s readiness and ability to resume control is continuously monitored. The driver is required to monitor the driving task, and when requested to take back control, they will be given 3 seconds to do so.

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Highway Chauffer handles all required driving on limited access highways with driver supervision. It handles lane management, speed modulation, and path planning.

Figure A.14: tbd

Key System Elements:

Front Radar(s)

Camera,

Driver Monitoring,

Steering & Braking Control

A1.15 Rear – Auto Emergency BrakingTypical BW 4GHz

Typical range less than 10m

Ultrasonic-only or ultrasonic+camera-fusion provides obstacle detection and evaluation for Rear Automatic Emergency Braking (Rear AEB). The feature will automatically brake in case an object is in the path of the vehicle supporting NCAP requirements. Detection of the entire FMVSS 111 and NCAP reduces harsh emergency braking by providing control of rear backing speeds & comfort stops

Figure A.15: tbd

Key System Elements:

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UPA,

Rear Camera,

Radar,

Braking Control

A1.16 Automatic Lane ChangeTypical BW 2GHz

Typical range 50m or less

Automated Lane Change Assist supplements ACC function to autonmously initiate and execute an overtaking manuever. System anticipates the need for overtaking manuever, monitors the driving situation and available opportunities to change lanes, selects the desired opportunity, initiates turn signal, changes lanes & adjusts speed to match the traffic flow. Automatically returns to the original lane after passing the preceeding vehicle

Figure A.16: tbd

Key System Elements:

Camera

360° Radar,

Steering & Braking Control

A1.17 Automated Parking Assist (APA)Typical BW 4GHz

Typical range less than 10m

Ultrasonic-only or camera+ultrasonic-fusion automated parking systems detects obstacles in the vehicle’s path, open parking spots and performs parallel or perpendicular parking maneuvers to park the car automatically.

In combination with obstacle detection, the Rear Automatic Emergency Braking (Rear AEB) feature will automatically brake in case an object is in the path of the vehicle supporting NCAP requirements

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Figure A.17: tbd

Key System Elements:

UPA,

SVS

Steering Control,

Braking Control

A1.18 Home Zone Automated Parking (HZAP)Typical BW 4GHz

Typical range less that 10m

An Ultrasonic or UPA+Vision fusion system for assisting the driver by automating the repetitive tasks such as parking in/out of known (learned) parking spots. Once the desired spot and the associated approach are stored through a short learning/training session, HZAP system will maneuver the vehicle autonomously to a memorized parking spot

Figure A.18: tbd

Key System Elements:

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Secure Connectivity, UPA,

SVS,

Radar

Steering & Braking Control

A1.19 Valet ParkingTypical BW 4GHz

Typical range less that 10m

The driver exits the vehicle at a drop-off area and uses a remote control system, such as a fob or smart phone application, to send the vehicle away to park itself. The driver has no further interaction with the vehicle and the vehicle parks itself in a suitable parking location. The space is allocated by a carpark control system. After some time, either predefined or upon driver request the vehicle drives itself to a pickup area to meet the driver, (the summon function). The system should be capable of communicating with the driver using a remote device to allow the driver to go to the vehicle rather than summon the vehicle.

Figure A.19: tbd

Key System Elements:

Secure Connectivity,

Camera,

360° Radar,

UPA,

LiDAR

Steering & Braking Control

A1.20 Highway PilotSome sensors in this application would need

Typical BW 4GHz

Typical range 500m

Function based on sensor fusion

This feature is an on-demand autonomy solution that allows the driver to enable Level 4 (SAE) driving. If the driver is required to take back control, they will be given 10 seconds to do so. Enhanced biometric, driver monitoring required.

Highway Pilot handles all required driving on limited access highways with driver supervision. It handles lane management, speed modulation, and path planning.

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Figure A.20: tbd

Key System Elements:

Secure Connectivity

Camera,

360° Radar,

UPA,

LiDAR,

Driver Monitoring,

Steering & Braking Control

A.2 Advanced Driving Assistance Systems for other kind of ground based vehicles: descriptions of features & use cases

A2.1 GeneralRadar sensor covered by EN 301 091-3 [i.X] are designed to realize a variety of different driver assistant functions and safety supporting functions. Based on the complexity with classes were specified to simply/generalize the RX-tests.

More details are also provided within TR 102 704 [i.X]

A2.2 Trains (locomotive and train cars,…)Short summary about use – cases and figures provided in this clause

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Figure A.21: tbd

Figure A.21: tbd

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Figure A.22: Example train construction vehicles

Figure A.23: Examples catenary detection and position measurement

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Figure A.24: Examples catenary detection and position measurement

Figure A.25: collision avoidance

A2.3 Tram/MetroUse-cases: collision warning/avoidance and speed over ground

Figures:

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Figure A.25:

A2.4 Construction / farming vehicles (outdoor)Use- cases (very comparable with automotive use-case):

- Collision avoidance (crossing collision avoidance / back over collision avoidance / side looking (blind spot)

Huge and heavy vehicles with lot of “blind spots” increase of safety

- Autonomous devices (automatic coordinated pace)

- (correct/real) speed over ground

Figure A.26:

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Figure A.27:

Figure A.27:

A2.5 Industrial vehicles / Material handling (indoor/outdoor)Use-cases (fork lifts, working platform):

- Collision avoidance (if people working in pulled out situation detection ground objects, blind spot detection)

- Autonomous devices

- Distance measurement (height over ground / height over headfirst)

Benefit for such sensors:

- Vehicles with lot of “blind spots” and if

- working indoor difficult to estimate the distance till the celling (headfirst), walls or obstacles on the ground increase of safety

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Figure A.28:

Figure A.29:

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Figure A.30:

A.3 Vehicle safety programmes A3.1 Vehicle safety programmesThere are several vehicle testing organisations, which rate the available vehicles based on various defined standards. The OEMs are usually interested in fulfilling all requirements of the standards in order to get good ratings for their vehicles. The testing organisations have already developed tests to assess the safety functions that are available for the vehicles. The test organisations develop the test requirements taking into account historical accident and fatality data, the associated state of available technologies, the expected impact of improvements of enhanced driver awareness and/or controlled intervention. In many instances, features have migrated from providing driver warnings (LDW, FCW) to providing automatic reaction to known high collision risk scenarios (LKS, AEB) involving control of the vehicle’s braking or steering system.

A3.2 New Car Assessment Programs (NCAP) NCAP is one of the most important vehicle testing programme working on several regions worldwide. In Europe, the Euro NCAP is developing feature requirements, performance & test requirements and time schedules when they will be included in the tests. These roadmaps are communicated as targeted implementation dates against which OEMs develop technology application strategies to achieve desired ratings for their vehicles. Generally, OEMs target to make available the technology to reach the maximum possible rating, while also supporting consumer choice with packages including safety technology bundled into available optional content.

A3.3 EU NCAP

Euro NCAP is a voluntary vehicle safety rating system created by the Swedish Road Administration, the Fédération Internationale de l’Automobile and International Consumer Research & Testing, and backed by the European Commission, seven European governments, as well as motoring and consumer organizations in every EU country. The program is modelled after the New Car Assessment Program (NCAP), introduced in 1979 by the U.S. National Highway Traffic Safety Administration. Other areas with similar (but not identical) programmes include Australia and New Zealand with ANCAP, Latin America with Latin NCAP and China with C-NCAP. Figure A.31 gives an overview of the current timeline for the implementation of new safety related radar based functions in the Euro NCAP tests. [i.XX] Editors note: reference to the Euro NCAP website

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Figure A.313: Euro NCAP Feature Roadmap thru 2025

A3.4 US NCAP Within the USA, the Department of Transportation’s (DOT), National Highway Traffic Safety Administration (NHTSA) administers the New Car Assessment Program (NCAP). Most recently [i.25], NHTSA has conducted requests for comment on proposals for changes to the NCAP requirements for 2018 and beyond. While the US-NCAP proposals mirror the Euro NCAP in several areas, test procedures and priorities reflect analysis of the past accidents data to affect the greatest potential benefit considering conditions in the US market. Similarly, NCAP regulations in other regions reflect the unique conditions in the market, including local supply availability, setting priorities and timetables for implementation. For global OEM’s, features supporting the global NCAP portfolio of capabilities and performance requirements are necessary. Accordingly, automotive radar technologies require regulatory modification to support the increasing demands for broader perception capabilities to achieve the safety enhancement desired cost effectively.

The relevant NCAP testing organisations publish safety reports on new cars, and award 'star ratings' based on the performance of the vehicles in a variety of crash tests, including front and side impacts, collisions with posts, and impacts with pedestrians. The top overall rating is five stars.

Testing is not mandatory, with vehicle models being independently chosen by Euro NCAP or voluntarily submitted for testing by the manufacturers. In Europe, new cars are certified as legal for sale under the Whole Vehicle Type Approval regime that does not always apply the same requirements as Euro NCAP. Euro NCAP has stated their position as “Legislation sets a minimum compulsory standard whilst Euro NCAP is concerned with best possible current practice. Progress with vehicle safety legislation can be slow, provides no further incentive to improve, whereas Euro NCAP provides a continuing incentive by regularly enhancing its assessment procedures to stimulate further improvements in vehicle safety.”

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Combined, the regulatory actions of the EU Commission and the market based product ratings of the Euro NCAP roadmaps will accelerate the implementation of radar based and radar data used in fusion solutions with other perception technologies such as cameras and lidar. Globally, similar actions are underway to address the growing social impact of roadway fatalities, injuries, and accidents.

A3.5 Future autonomous driving vehicles

Figure A.32: More detailed description of the SAE levels for automation.

In Germany, currently series cars up to level 2 are allowed to be used on the roads. First series cars are available carrying all technology to in principle also support level 3. For levels 4 and 5, fleets of test cars are collecting data on especially assigned roads.

With increasing automation level, the number of sensors needed in a car considerably increases for redundancy reasons and measurement accuracy reasons. Typically, these types of sensors are used:

Radar Lidar Video

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By additionally using communication between vehicles the data set used by a car to decide on its next actions can be further improved.

Fig. A.336 shows an example configuration of these sensors on a car.

Figure A.336: Example configuration of sensors on an autonomous vehicle (Level 3-4).

Vehicles capable for higher levels of autonomous driving will have and use more radar sensors.

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Annex B:summary of Regulations in selected countries for 76-77 GHz and 77 - 81 GHz radar sensors

The overview provides a summary of selected market areas and countries and illustrates the radio spectrum regulations for radars operating in the frequency range 76 GHz to 81 GHz. The presented table is a snapshot of the regulation at the time when the document was developed. For reference to most recent local regulatory documents should be consulted.

It is important to note, that for most countries of the listed countries the regulation and therefore approval scheme and related standard is split for the two frequency bands 76 -77 GHz and 77 – 81 GHz. In 2017 the FCC in the US has merged the frequency regulation for the whole frequency band, which is illustrated by listed frequency range.

Key parameters like power requirements and frequency band are shown.

Summary of the situation in key market countries

For 76 GHz – 77 GHz the technical requirements for acceptance are in principle homogenous and aligned over the listed countries and regions. Only a few countries deviate regarding the typical power parameters and the method applied for verification (examples: reference to conducted power).

For 77 – 81 GHz quite a number of countries do not have yet a regulation or are about to work out new regulations and standards. In addition the power requirements show big variation. Specifically the limitation of power density for dedicated usage (vehicle) or in relation to bandwidth will restrict the usage and function of related sensors.

Table1: Regulations in selected countries for 76-77 GHz and 77 - 81 GHz radar sensors

Country / Region

  Regulation / Radio Standard

Power * Other**

  Regulation / Radio Standard

Power * Other

    76 - 77 GHz       77-81 GHz    Australia   Radio

communications (Low InterferencePotential Devices) Class Licence 2000Version of 27 July 2011

Peak: 44 dBm

    Radio communications (Low InterferencePotential Devices) Class Licence 2000Version of 27 July 2011

Peak: 55 dBm

Freq. Range 77 - 81 GHZ

Brazil   NATIONAL AGENCY FOR COMMUNICATIONSACT NO 11542 OF August 23, 2017

not moving: 200nW/cm²,front looking:60uW/cm²,side/backward looking:30uW/cm²[all at 3m]

    not regulated

regulation in process?

   

Canada   Industry CanadaRSS-251, Issue 1November 2014

50 dBmPeak: 55 dBm

    regulation in processregulation is on PC

- -

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Country / Region

  Regulation / Radio Standard

Power * Other**

  Regulation / Radio Standard

Power * Other

    76 - 77 GHz       77-81 GHz    China   Micropower (Short

Distance) Radio Equipments(revison of regulation in process)

Peak: 55 dBm

    regulation in process

   

Europe   EN 301 091 50 dBmPeak: 55 dBm

    EN 302 264 -3 dBm / MHz(sensor)-9 dBm / MHz(car)Peak: 55 dBm

Freq. Range 77 - 81 GHZ

India - Very Low Power Radio Frequency Devices /Equipment for Short Range Radar Systems

37 dBm   - not regulated    

Japan   ARIB STD-T48 2.210 dBm condburst power(40 dBi Gain -> 50 dBm)

    ARIB STD-T111 1.1

Now full 4GHz is allowed

10 dBm condburst power(35 dBi Gain -> 45 dBm)

(When OBW is less than 2 GHz, less than 5uW/MHz)

Freq. Range 76 - 81 GHZ

South Korea

  Technical Standards for Radio Equipment

(RRL Notification 2006-84 (2006.8.23))9. Automotive Radar System

10 dBm cond individual antanna(50 dBm)

    Frequency band 77GHz-81GHz allocated, standard still to be released

  Freq. Range 77 - 81 GHZ

Russia - Appendix 1, Resolution of State Radio Frequency Committee No. 10-09-03 of 29 October 2010"Wireless Alarm and Motion Detection Devices"

35 dBm   - Appendix 1, Resolution of State Radio Frequency Committee No. 10-09-03 of 29 October 2010"Wireless Alarm and Motion Detection Devices"

-3dBm / MHz

Freq. Range 77 - 81 GHZ

Singapore - IMDA TS SRDIssue 1, 1 October 2016

37 dBmStationary: 23.5 dBm

  - IDA TS UWBIssue 1 Rev 1, May 2011

-3dBm / MHzPeak: 55 dBm

Freq. Range 77 - 81 GHZ

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Country / Region

  Regulation / Radio Standard

Power * Other**

  Regulation / Radio Standard

Power * Other

    76 - 77 GHz       77-81 GHz    USA   FCC part 95M 50 dBm

Peak: 55 dBm

Freq. Range 76 - 81 GHZ

  FCC part 95M 50 dBmPeak: 55 dBm

Freq. Range 76 - 81 GHZ

* ) Power EIRP - if not otherwise stated**) Frequency range is 76GHz -77GHz - if not otherwise stated

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Annex C Radar Basics C.1 Maximum range Based on the radar range equation the maximum range can be calculated in an ideal situation (e.g. no rain, no multipath,

no bumper loss, etc.)

Rmax=4√ Pt ∙ RCS∙c2∙ G2

(4 π)3 ∙ f c2∙ Pmin

Formula 1 Radar Range Equation

Where

Rmaxis the maximum range of the radar

Pt is the transmit power of the radar

RCS is the Radar Cross Section

c is the speed of light

G is the TX/RX antenna gain

f c❑ is the carrier frequency

Pminis the minimum detectable signal power of the radar

P e.i.r.p. is Pt * G

According to typical values known from development of 77 GHz automotive radar sensors:

E-Band 76-81 GHz antennas have approximately 20 dBi antenna gain,

Radar Cross Section of a pedestrian -10 dBsm, a motorcycle 0 dBsm and a car 5 dBsm,

a minimum detection threshold of -90 dBm,

the maximum range for a short range radar (SRR) detecting a pedestrian is calculated based on the maximum output power.

Example: Required e.i.r.p. transmit power considering optimal conditions to detect a pedestrian at a certain range.

Range [m] P e.i.r.p. [dBm]

70,1 55

39,4 45

22,2 35

9,4 20

Table B. 1: Exemplary range for a given output power under the given radar parameters above

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Considering a signal bandwidth of 750 MHz of a typical SRR that is operating in the 79 GHz band it is allowed to use Pmax = -9 dBm/MHz + 10*log(750) MHz = 18.7 dBm maximum, which would only allow to detect pedestrians in approximately 9 m range according to the table above under the considered conditions.

Therefore, higher Power spectral density or a maximum output power level is required in 79 GHz band.

C.2 Definition of sensor performance parameters Parameter Remarks

Detection range Max. range is determined by min. SNR to achieve a desired min. probability of detection and a max. probability of false alarm, see Annex A.2

Range resolution For frequency modulated radars:= c0 / (2 modulation bandwidth)

For pulsed modulated radars:= c0 * pulse duration / 2

Separation of two objects in range = 2 * range resolution

Min. difference between detection ranges of two objects for them to be separated because of detection range

Object (micro-) Doppler speed Max. relative speed is determined by used ADC sampling rate

(micro-) Doppler speed resolution = c0 / (2 * carrier frequency * transmit time)

Separation of two objects in (micro-) Doppler speed

= 2 * (micro-) Doppler speed resolution

Min. difference between relative speeds of two objects for them to be separated because of speed

Tx, Rx antenna -3dB beam width Determined by antenna and radome design

Separation of two objects in angle = object range * sin (-3dB beam width / 2)

Min. difference between angles of two objects for them to be separated because of angle

C.3 SNRFor target reflector in antenna near-field:

Receive signal S in FFT spectrum = XXXXXXXXXXXXXXXXXX * Rx conversion gain

For target reflector in antenna far-field:

Receive signal S in FFT spectrum = Tx e.i.r.p. * path loss * target strength * path loss * Rx antenna gain * Rx conversion gain

with:

path loss = lambda² / (4 pi object range)²

target strength = RCS * 4 pi / lambda²

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Thermal noise signal N in FFT spectrum = Boltzmann constant * temperature * IF bandwidth * Noise figure * Rx conversion gain / FFT gain

SNR = Receive signal S in FFT spectrum / Thermal noise signal N in FFT spectrum

C.4 Antenna propertiesAntenna size 60° * Lambda / (-3dB beam width)

Far-field range 2 * antenna size² / Lambda

Far-field antenna gain Efficiency * (pi * antenna size / Lambda)²

(source: https://www.electronics-notes.com/articles/antennas-propagation/parabolic-reflector-antenna/antenna-gain-directivity.php)

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Annex :Change History

Date Version Information about changes<Month year> <#> <Changes made are listed in this cell>02/2018 0.0.3 TG SRR # 32: outcome of drafting session Feb 14th,201803/2018 0.0.4 TG SRR # 32: outcome of drafting session March 14th, 201803/2018 0.0.5 TG SRR # 32: outcome of drafting session March 16th, 201804/2018 0.0.6 Outcome of drafting session April 3rd,201804/2018 0.0.7 Input document for drafting session April 25th,201804/2018 0.0.8 Output document drafting session April 25th , 201805/2018 0.0.9 Output document drafting session May 22nd , 201806/2018 0.0.10 Output document drafting session June 18th ,201806/2018 0.0.11 Output document drafting session June 28th , 201807/2018 0.0.12 Output document drafting session July 6th , 201807/2018 0.0.13 Output document drafting session July 12th , 2018 ( morning)07/2018 0.0.14 Output document drafting session July 13th , 2018 09/2018 0.0.15 Output document drafting session September 11th , 201810/2018 0.0.16 Output document drafting session October 16th , 2018 11/2018 0.0.17 Output document drafting sessions TG SRR M37 Nov 29th , 2018 01/2019 0.0.18 Output document drafting session Jan 18th , 2019 02/2019 0.0.19 Output document drafting session Feb 11th , 201903/2019 0.0.20 Output document drafting session March 13th , 2019

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HistoryDocument history

<Version> <Date> <Milestone>

Latest changes made on 2017-07-10

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