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ETSI TR 103 593 V0.0.16 (2018-10)

59

ETSI TR 103 593 V0.0.16 (2018-10)

System Reference Document (SRDoc);

Transmission characteristics;

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

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TECHNICAL REPORT

Reference

DTR/ERM-576

Keywords

Radio, SRDoc

ETSI

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Contents

Intellectual Property Rights5

Foreword5

Modal verbs terminology5

Executive summary5

Introduction5

1Scope6

2References6

2.1Normative references6

2.2Informative references6

3Definitions, symbols and abbreviations8

3.1Definitions8

3.2Symbols8

3.3Abbreviations8

4Comments on the System Reference Document8

4.1User defined subdivisions of clause(s) from here onwards8

5Presentation of system and technology8

5.1Background8

5.2Vehicle safety programmes11

5.2.1New Car Assessment Programs (NCAP)12

5.2.2Euro NCAP12

5.2.3US NCAP13

5.3Future autonomous driving vehicles14

6Market information17

6.1Situation for current vehicles17

6.2Market penetration, autonomous driving vehicles18

7Technical information19

7.1Detailed technical description19

7.1.1mm-wave technology19

7.1.2Influence of the bumper fascia20

7.1.3Tx bandwidth and Tx power23

7.2Status of technical parameters25

7.2.1Current ITU and European common allocations25

7.2.2Sharing and compatibility studies already available25

7.3Information on relevant standards 26

8Radio spectrum request and justification26

9Regulation28

9.1Current regulation28

9.2Proposed regulation28

9.2.1Proposed revisions to ECC Dec (04)0329

9.2.2Proposed revisions to EC decision 2004/545/EC30

Annex A: Detailed Market information31

A1.1General31

A1.2 Adaptive Light Control32

A1.3Forward Collision Warning32

A1.3Automatic Emergency Braking33

A1.5Automatic Cruise Control (ACC)34

A1.6Traffic Sign Recognition / Intelligent Speed Control34

A1.7Enhanced Blind Spot Monitoring35

A1.8Lane Keep Assist36

A1.9Lane Change Assist36

A1.10Traffic Jam Assist37

A1.11Rear Cross Traffic Alert38

A1.12Rear Cross Traffic Alertsee A1.11 double entry/ clarify with Magna38

A1.13Front Junction-Intersection Assist39

A1.14Highway Chauffer clarify with Magna40

A1.15Rear – Auto Emergency Braking41

A1.16Automatic Lane Change42

A1.17Automated Parking Assist (APA)42

A1.18Home Zone Automated Parking (HZAP)43

A1.19Valet Parking44

A1.20Highway Pilot44

A2.1General45

A2.2Trains (locomotive and train cars,…)45

A2.3Tram/Metro48

A2.4Construction / farming vehicles (outdoor)49

A2.5Industrial vehicles / Material handling (indoor/outdoor)50

A2.6Ships (boats and small vessels)52

A2.7Aircrafts via taxiing / wing tips52

Annex B: summary of Regulations in selected countries for 76-77 GHz and 77 - 81 GHz radar sensors53

Annex : Change History56

History57

Intellectual Property Rights

Essential 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

The present document may include trademarks and/or tradenames which are asserted and/or registered by their owners. ETSI claims no ownership of these except for any which are indicated as being the property of ETSI, and conveys no right to use or reproduce any trademark and/or tradename. Mention of those trademarks in the present document does not constitute an endorsement by ETSI of products, services or organizations associated with those trademarks.

Foreword

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

Modal verbs terminology

In 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

1Scope

The 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 present document is limited to Ground based vehicular applications.

It includes in particular:

· Market information

· Technical information including expected sharing and compatibility issues

· Regulatory issues.

2References2.1Normative references

Normative references are not applicable in the present document.

2.2Informative references

References are either specific (identified by date of publication and/or edition number or version number) or nonspecific. 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]: "".

[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 003Harmonisation of frequency bands to be designated for road transport information systems, Lisbon, February 1991

[i.4]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]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

[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 radiocommunication 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)

[i.26]Recommendation 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.

etc.

3Definitions, symbols and abbreviations3.1Definitions

For the purposes of the present document, the [following] terms and definitions [given in ... and the following] apply:

3.2Symbols

rDielectric constant

ΧeDielectric susceptibility: r -1

3.3Abbreviations

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

AEBAutomatic Emergency Braking

NCAPNew Car Assessment Program

Euro NCAP European New Car Assessment Program

US NCAPUS New Car Assessment Program

NHTSANational Highway Transportation Safety Administration (USA)

FCWForward Collision Warning

LDWLane Departure Warning

LKSLane Keeping-Assist System

RRITU-R Radio Regulations

VRU-AEBVulnerable Roadway User – Automatic Emergency Braking (pedestrians & bicyclists)

Short range radar

Mid range radar

Long range radar

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

5Presentation of system and technology

5.1Background

Radar 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.

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.

Tab. X 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)

Phased out by 2022

reference

Front

SRR

Stop-and-go

Use consistent terms as in Annex A

Rear corners

SRR


76.00 GHz – 77.00 GHz

Front

LRR

Adaptive cruise control

Front corners

MRR

Front cross traffic alert

Rear corners

MRR


77-81GHz

In 05/2018 a first product received equipment type approval in USA

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

Remarks:

· 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.

· Editors Note: review this bullet point The fast development which took place over time lead to some inconsistency in naming: 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 radars used for example by airplanes or ships. Other documents (like also this document) use the term “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)”.

Current 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]). More details are given in section 5.2.

Through fusion of several such radar sensors and other environment perception sensors a sensing performance is on the horizon, powerful enough for automated driving. Highly automated [L3-L4 autonomous driving levels as described in section 5.4] and fully automated cars [L5] 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. More details are given in section 5.3.Comment by Nick Long: Terms should be explained at first occurrence

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

In parallel, over time the radio regulation for automotive radars has been developed in Europe and other regions worldwide. 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],

The underlying 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 from [i.9] to protect primary radio services (e.g. Radio astronomyie, Radiolocation):Comment by Kallenborn: This would be perfectly fitting to clause 8 as justification of the request

Editors note : is possible to put full quotes from ECC Report in the document“… Decides …

2. that the 79 GHz frequency range (77-81 GHz) is designated for Short Range Radar (SRR) equipment on a

non-interference and non-protected basis with a maximum mean power density of -3 dBm/MHz e.i.r.p.

associated with an peak limit of 55 dBm e.i.r.p.;

3. that the maximum mean power density outside a vehicle resulting from the operation of one SRR equipment

shall not exceed -9 dBm/MHz e.i.r.p.; …”

.

It has should be noted that in the Radio Regulations (RR) there has since been for many years a primary allocations to the Radiolocation service from 76-77,5 GHz and from 78-81 GHz. At the World Radio Conference 2015, the gap 77,5-78 GHz was allocated to the Radiolocation Service on a co-primary basis including but limited to ground based vehicles radars as outlined in the RR Footnote 5.559B [i.21]:Comment by Nick Long: Further details of these allocations would be usefulComment by author: Needs to be further discussed how to structure this

· “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.”

The frequency range 77-81 GHz plays a key role for future radar sensors because of its large available bandwidth. In 01/2018 Recommendation ITU-R M.2057-1 has beenwas published [i.22 ] providing updates for the systems characteristics of automotive radars operating in the frequency band 76 - 81 GHz for intelligent transport systems applications

But for several reasons, so far up to 2018 , no automotive radar sensor for the range 77 – 81 GHz was placed on the market in Europe:Comment by Nick Long: Is this correct? A date at which it applies would be good.

a) For many years, the RF circuit technology was not powerful enough to support that range at acceptable cost. 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.Comment by Nick Long: This does not explain why there are 76-77 GHz radars but not 77-81 GHz ones.

b) For many years, a regulation 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).

c) The European regulation was drafted in 2004 ([i.10], [i.11]) with the intention only for parking support and blind-spot detection and as such does not necessarily meet current use cases. The 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.

d) The current regulation ([i.10], [i.11]) contains a mean power density limit of -9 dBm/MHz e.i.r.p. defined outside the vehicle which creates the difficult split responsibility with respect to ensuring sensor compliance because the sensor manufacturer does not manufacture the bumper fascia.

e) The European regulation also deviates from regulations in other regions of the world (see Annex B), increasing the development effort for sensor manufacturers and thus making such a product less attractive.

f) The use of the band 76-77 GHz is in the meanwhile permitted in Europe for a wide range of radar applications (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), which 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 these 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 sectionsclause 8.

EDITORS Note: we worked up to here in 20180911 drafting session

Editors Note: Reference whether this is correct for the 77-81 GHz band. [Confirmation that automotive radars devices in this bandwidth have not been submitted for and granted FECC certification, and placed on the market needs to be confirmed ALPS sensor filing is on FCC database ].

5.2Vehicle safety programmes

There 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.

5.2.1New 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. .[i.XX] Editors note: reference to the NCAP website /

5.2.2Euro 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 X 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

Figure X: Euro NCAP Feature Roadmap thru 2025

5.2.3US 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.[9]

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.” Editors note: add the reference for this quote

Figure XX provides a more detailed information of the already in the EuroU NCAP included tests for radar based safety functions and the timeline for the implementation of the tests for more sophisticated radar based 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]Comment by Nick Long: If this is a direct quote, leave it as it is but put in “”.If not a direct quote, suggest the word remaining or residual.

Editors note: Helmut to check if this is a direct quote from [i.24]

Figure XXX: 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:

· Advanced emergency braking

· Alcohol interlock installation facilitation (cars, vans, trucks, buses)

· 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.

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

Editors note: keep track changes until Helmut to review the above paragraph, if it still cover sthe original intention

5.43Future autonomous driving vehicles

Following a proposal by SAE (society of automotive engineers), the introduction of autonomous vehicles is planned to be realized in five levels (see Figs. X and XX) .

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

Editors note: Copy right with SAE for this pictures need to be clarified

Add reference number [i.YY]

Figure XX: gives a mMore detailed description forof the SAE levels offor automation.

Editors note: Copy right with SAE for this pictures need to be clarified

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

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

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

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

Editors note: figure is provided by Magna check source and reference and copyright clearance

Vehicles capable for higher levels of autonomous driving will have and use more radar sensors. Figure YY provides a time line for the different levels of automation and the expected number of radar sensors that will be deployed in such vehicles.

Figure YY: levels of autonomous driving and required number of automotive radar sensors per vehicle

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

ExampleTypical approaches to handling interference are:

· 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

To have enough frequency range available for adapting the frequency range it is important to also use MRR and LRR in the range 77 GHz – 81 GHz. (See 5.1 bullet f)

But this is only possible if the current European regulation for the range 77 GHz – 81 GHz is revised as proposed in this document.

6Market information

Continental to elaborate on section 6

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)

In total for this chapter 1-2 pages Comment by Kallenborn: Market information on 24 Ghz radars were provided in A.2 of TR 101 982 and for 77-81 GHz in A.2 of 102 263; updated information should be provided here for 77-81 GHz

6.1Situation 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 that …

Develop further

Volkswagen report on fitment rates?

DAT report : https://www.dat.de/fileadmin/media/download/DAT-Report/DAT-Report-2016.pdf,

Table page 10

The safety functions on today´s vehicles depend on different sensor technologies. Depending on the implementation sensor, combinations of the technologies are used in a vehicle.

More text

A current market research shows the estimated worldwide development

6.2Market penetration, autonomous driving vehicles

The penetration for autonomous driving vehicles will increase over the next 15 years. One radar manufacturer provides information on their estimation of the increase of the market penetration broken down to the SAE levels of automation.

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

Check

· VDA (ask Mr Toppel)

· ACEA /CLEPA

· OICA

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

· old studies from 24GHz studies ECC Report 23

· TR101982 SRDoc on 24GHz radar

Add source / reference MAGNA

Subchapter: Market penetration / density

Information from ACEA/CLEPA (Frank to ask) /OESA

Commission document on digital single market

7Technical information

General overview , slide 9 from Magna contribution goes there

7.1Detailed technical description 7.1.1mm-wave technology

Integrated 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 technically similar radar performance can be realised in the range 77 GHz – 81 GHz as is today realised in the range 76 GHz – 77 GHz.

.

7.1.2Influence of the bumper fascia

The 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.

Editors note: shall we add a diagram on attenuation versus frequency

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

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

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)

Figure X: Cross section of an exemplary bumper fascia.

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

Figure XX: 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 10 dielectric layers or more.

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

Fig Y, 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 YY, 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 YYY, 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. Y: 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. YY: 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. YYY: 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.

.

It becomes obvious that the attenuation depends on 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 harmonised standard for a sensor.

7.1.23Tx Bbandwidth and Tx power

In 2004 when the current European 79GHz regulation was developed(ECC Rep 056, ETSI TR 102263), it was assumed that the 79GHz band will be used only for high-resolution, ultra wide-band, short range radars where each radar uses the full available bandwidth of 4 GHz., very similar to ultra wide-band radars then operating at 24GHz.

Table Z now gives an overview of Tx bandwidth and Tx power required for the use cases as given in Annex A.1.

Sensor category

Typical modulation bandwidth

Typical peak e.i.r.p.

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

Resulting typical mean power density

Example applications

Ultra short range radar

3 GHz

5 dBm

0 dBm

-35 dBm / MHz

Parking support

Short range radar

750 MHz

15 dBm

10 dBm

-18 dBm / MHz

Blind spot detection

Mid range radar

450 MHz

25 dBm

20 dBm

-6 dBm / MHz

Lane change assist

Long range radar

250 MHz

35 dBm

30 dBm

6 dBm / MHz

Automatic cruise control

Feature

Reference

Typical Tx Bbandwidth

Typical range

Approx Tx powerComment by author: Add power levels

Peak and / or average value tbd

Adaptive light control

A1.2

Less than 1 GHz

XYZ m

Tbd

Forward collision warning

A1.3

1 GHz

Less than 500 m

Tbd

Automatic emergency breaking

A1.4

1 GHz

Less than 300 m

Automatic cruise control

A1.5

1 GHz

Less than 300 m

Traffic sign recognition/ intelligent speed control

A1.6

1 GHz

100 m

Enhanced blind spot monitoring

A1.7

Less than 500 MHz

Less than 100 m

Lane keep assist

A1.8

Less than 500 MHz

500 m

Lane change assist

A1.9

Less than 500 MHz

Less than 150 m

HELLA proposal: delete large table

Traffic jam assist

A1.10

2 GHz

100 m

Rear cross traffic alert

A1.11

2 GHz

100 m

Rear cross traffic alert

A1.12

Front junction – intersection assist

A1.13

4 GHz

Less than 100 m

Highway chauffeur

A1.14

Rear auto emergency breaking

A1.15

4 GHz

Less than 10 m

Automatic lane change

A1.16

2 GHz

Less than 50 m

Automated parking assist (APA)

A1.17

4 GHz

Less than 10 m

Home zone automated parking (HZAP)

A1.18

4 GHz

Less than 10 m

Valet parking

A1.19

4 GHz

Less than 10 m

High way pilot

A1.20

4 GHz

500 m

Tab. Z: Overview of considered use cases with approx. required Tx bandwidth and Tx power.

In conclusion, the considered uses cases come along with requirements for bandwidth and Tx power, partly different from what was assumed for the current European 79GHz regulation.

7.2Status of technical parameters

7.2.1Current ITU and European common allocations

Result of WRC-2015 : quote from RR on 77-81GHz including al footnotes

77-81GHz covered in ECC/DEC(04)/03

7.2.2Sharing and compatibility studies already available

Initial studies on ECC Report 56 derived the PSD that are currently valid in Europe / CEPT Report 36

Kitt peak measurement exercise (2012)

IEEE paper on Japanese study (2011): contact authors of the paper to get the background and how this was reflected and further used what is the difference from this study compared to the other (old) studies on the table

M.2322 2% loss in data included? , what was the method used in M.2322

New material : Japanese Study ,

Study RA.[Coexsistence] (2018-09)protection distance/ was the 2000s and the 2% taken into account . Is this material helpful for us

Editors note:

Question: which minimum safety distance to RAS is accepted by the car industry

New Set of technical arguments

draw up a picture for Europe with a line of new technical arguments

Assumed technical parameters for automotive radars in ECC Rep 56 were based on the available technology at that time. It was assumed that the 79GHz radars would use the same technology as the at that time available 24GHzt UWB radars would use.technology evolved , assumptions outdated

The most recent study was performed in preparation of WRC-2015 and resulted in report ITU-R M.2322 [i.26].

The conclusions for automotive radars with parameters as in [i.22] there were:

a) “…interference probability from automotive radars to amateur or amateur satellite stations is very low.”

b) “…no SRS (space-to-Earth) systems have been identified to date in the frequency range 76 GHz to 81 GHz.”

c) “Some administrations have concluded that the possibility of interference to RAS from automotive radars is sufficiently low and that the propagation characteristics of the band, translate in practice to a minimal interference potential to RAS operations. However, in some parts of the world, mitigation measures such as proper power emission limits might be needed to avoid potential interference to the radio astronomy service; some administrations permit the operation of automotive radars with specified emission power limits…. It is hoped that the radio astronomy community and the automotive radar manufacturers will continue their cooperative efforts to examine and implement mitigation techniques that can be employed to address potential interference concerns….“

But that study was only performed on the basis of power levels.

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 sequence), 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

Compare and draw from material in Rep M.2322 on the location of radio astronomy observatories in 79GHz.

limited number of observatories in Europe operating in the band interference probability low .

Most

Radio Amateurs : draw conclusions from Report M.2322

7.3Information on relevant standards Comment by Kallenborn: Add i.16, i.17 and possibly helicopter radars, fixed radars etc…

Type

Application

Frequency Ranges [GHz]

ETSI Standard

Status

Remark

Responsible

ETSI TC ERM

Generic

Short Range Devices (SRD)

40 to 246 GHz

EN 305 550 [Error! Reference source not found.i.13]

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.i.3]

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


Cited in the OJEU

RED compliant

TGUWB

Amateur

Commercially available amateur radio equipment

not specified in the standard


Cited in the OJEU

RED compliant

TG26

8Radio spectrum request and justification

Editors Note: Magna : highlighted that the proposal is not technology neutral enough also the categories need to be revised .

Editors Note: The protection of all primary users need to be taken into account: Radio astronomy, amateur radio service

If slow or fast chirps are used:

77 GHz – 81 GHz as in [i.26] with:

· max 33 dBm e.i.r.p. peak

· max. 10 dBm at transmitter output

but only if additional condition on modulation is fulfilled:

· tbd (constant dwell and sweep time)

If a digital modulation scheme is used:

77 GHz – 81 GHz like in current regulation, but without the fascia aspect:

· max. -6 dBm/MHz average power spectral density.

Potential SE24 studies should take into account all mitigation elements that are on the table

Points on which the request is basedComment by Kallenborn: Replace with text from 5.1

· TX power: increase allowed power in the band / alignment / harmonization will increase usability / development of equipment

· Removal Bumperloss/ bumper fascia from regulation (considering the split responsibility between OEM and sensor manufacturer)

· PSD change to power level

· Change SRR in EC and ECC dec from automotive short range radar into high resolution automotive radar Comment by Nick Long: Here we may have to disagree….

· [OOB provide proposal for the studies ]

· Harmonization of regulation would help increase market share

Note: Technical & market information must be included to support all recommended changes in the proposed regulation.

To take this the above points into account the original regulation in [i.11)a nd [i.12] needs to beshould be revised to become applicable for more general radar types . The main change would be to replace the mean power density limit of -3/-9 dBm/MHz e.i.r.p. by a mean power limit of 50 dBm.

Develop the detailed request in here

Are the applications still considered UWB ?

No BW limitations for automotive radars in this band ?

It is foreseen that 79GHz radar sensors will be a key sensor technology for autonomous driving vehicles.

Editors notes

List of Minimum and maximum requests for changes

Order of the steps for the requests

1 request changes as proposed

2 long term approach merge 76-77 and 77-81Ghz regulation

Goal (session 20180713)

Proposals from flip chart

Option 4: introduce dwell time to protect RAS?

Sophisticated approach

Perspective: consider situation in 5 years / 10 Years

Requested power in the band: 8dBm/ MHz or 13dBm/MHz

Avoid limits

Avoid PSD / prefer rather power levels

no GPS based switch off for 79GHz Radars ( autonomous driving vehicles)

get rid of bumper fascia in the regulation and get the additional 6dB as limit increase

in 2004 in ECC Rep 56 / CEPT Rep 36 was stated that LRR and MRR are not compatible : LRR / SRR now could work together justification ?

Separate the 77-81 GHz in specific sections: structure the usage of the band with regard to technologies , eg to get a coexistence or smooth transition from analogue to digital modulation schemes

Straight approach

S: Request for 50dBm (unlikely to get through, will open long discussions)

Justification / reasons are required anyhow

Modest approach

M1:Request for 30dBm for 4 GHz ?

M2:Request for 50dBm in certain portions of the band / mitigation (mask)

M3:Request for 50dBm plus additional time domain condition eg dwell time

->TG SRR needs to assess carefully the situation and already existing studies if M proposal is chosen

TG SRR #35 decided to go the M route

would need time to produce and develop the resulting request

link to the applications listed in A

9Regulation

9.1current Current regulation

The 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, which implieand 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 was specifiedis 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

9.2Proposed regulation

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

9.2.1Proposed 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

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

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

5.559BThe 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


4

Decides 2

delete the section replace

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

add by

maximum mean power of 50dBm 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

9.2.2Proposed revisions to EC decision 2004/545/EC

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

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


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 50dBm 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,

Annex A:Detailed Market information

Market numbers

Automotive radars are a key technology for autonomous driving vehicles .

Note: take material from Magna contribution: use case list from the TS document

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

A1.1General

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

Figure A.1: tbd

Table X provides an overview of technical key parameters of features that rely on automotive radar sensors. Detailed descriptions for the features are provided in the following subchapters

Editors note for the table

What is the message / conclusion we want to convey with this info: eg only few use cases need full 4GHz BW, they have a typical range of less than 10m, others have less BW and have much larger typical range

Do we want to maintain the table in the annex or would another location better suited

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

A1.3Forward Collision Warning

Typical BW 1GHz

Typical range less than 500m

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


Radar

Camera

A1.3Automatic Emergency Braking

Typical BW 1GHz


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


Radar

Camera

Braking Control

A1.5Automatic 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


Radar

Camera

Braking Control

A1.6Traffic 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 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


Navigation data

Camera

Braking Control includes radar

A1.7Enhanced 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.

Figure A.7: tbd


Radar

Camera

A1.8Lane Keep Assist

Typical 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


Steering and/or Braking Control (including radar)

Camera

A1.9Lane Change Assist

Typical BW less than 500MHz


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.

Figure A.9: tbd


Front Camera

Corner radar, see clause A1.1.

A1.10Traffic 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


Camera

Radar

Corner Radar

Lidar

Steering &/or Braking Control

A1.11Rear Cross Traffic Alert

Typical 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.

Figure A.11: tbd


Corner Radar,

Rear Camera,

UPA,

SVS,

Braking Control

A1.12Rear 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


Front Camera,

Front Corner Radar,

UPA,

SVS,

Braking Control

A1.13Front Junction-Intersection Assist

Typical 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


Camera,

Corner Radar,

SVS,

UPA,

Braking Control

A1.14Highway 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.

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


Front Radar(s)

Camera,

Driver Monitoring,

Steering & Braking Control

A1.15Rear – Auto Emergency Braking

Typical BW 4GHz


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


UPA,

Rear Camera,

Radar,

Braking Control

A1.16Automatic Lane Change

Typical 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


Camera

360° Radar,Comment by Mahler Michael (C/AGT): What is 360 radar some explanation in A1.1 necessary


A1.17Automated Parking Assist (APA)

Typical BW 4GHz


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

Figure A.17: tbd


UPA,

SVS

Steering Control,

Braking Control

A1.18Home 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


Secure Connectivity, UPA,

SVS,

Radar


A1.19Valet Parking

Typical 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


Secure Connectivity,

Camera,

360° Radar,

UPA,

LiDAR


A1.20Highway Pilot

Some sensors in this application would need

Typical BW 4GHzComment by author: Are those 2 needed in 1 sensor , or is this provided vy 2 sensors with different properties

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.

Figure A.20: tbd


Secure Connectivity

Camera,

360° Radar,

UPA,

LiDAR,

Driver Monitoring,


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

A2.1General

Radar 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]

A2.2Trains (locomotive and train cars,…)

Short summary about use – cases and figures provided in this clause

Detection of „known“ objects for a defined breaking /stopping

Correct speed over ground and reaction if „breaking“ needs to be corrected (shorter)

Rolling detection

Detection of foreign objects emergency breaking

Measurement of height and lateral position (continuous evaluation status condition during usage).

To detect alien objects (e.g. clamps)

To avoid damages during construction

Could also be used for Hybrid vehicles to detect catenary

see Figure A.23

Figure A.21: tbd

Figure A.21: tbd

Figure A.22: Example train construction vehicles

Figure A.23: Examples catenary detection and position measurement

Figure A.24: Examples catenary detection and position measurement

Figure A.25: collision avoidance

A2.3Tram/Metro

Use-cases: collision warning/avoidance and speed over ground

Figures:

Figure A.25:

A2.4Construction / 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:

Figure A.27:

Figure A.27:

A2.5Industrial 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

Figure A.28:

Figure A.29:

Figure A.30:

A2.6Ships (boats and small vessels)

Marine collision avoidance

· watercrafts and other objects

· shore and infrastructure

Marine docking assistance

· docking support

· assistance with bad visibility

Benefit for such sensors:

· Huge and slow “steering” (reaction) vehicles with “blind spots” / long breaking distances

increase of safety

A2.7Aircrafts via taxiing / wing tips

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.

For most 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 process

regulation is on PC

-

-

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


India

-

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

37 dBm

-

not regulated

Japan

ARIB STD-T48 2.2

10 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)


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


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


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


USA

FCC part 95M

50 dBmPeak: 55 dBm


FCC part 95M

50 dBmPeak: 55 dBm


* ) Power EIRP - if not otherwise stated

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

ETSI TR 103 593 V0.0.16 (2018-10)

58

ETSI

Annex :Change History

Date

Version

Information about changes

<#>

02/2018

0.0.3

TG SRR # 32: outcome of drafting session Feb 14th,2018

03/2018

0.0.4

TG SRR # 32: outcome of drafting session March 14th, 2018

03/2018

0.0.5

TG SRR # 32: outcome of drafting session March 16th, 2018

04/2018

0.0.6

Outcome of drafting session April 3rd,2018

04/2018

0.0.7

Input document for drafting session April 25th,2018

04/2018

0.0.8

Output document drafting session April 25th, 2018

05/2018

0.0.9

Output document drafting session May 22nd, 2018

06/2018

0.0.10

Output document drafting session June 18th,2018

06/2018

0.0.11

Output document drafting session June 28th, 2018

07/2018

0.0.12

Output document drafting session July 6th, 2018

07/2018

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, 2018

10/2018

0.0.16

Output document drafting session October 16th, 2018

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