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ETSI TR 103 593 V0.0.9 (2018-05)

System Reference Document (SRDoc);Transmission characteristics;

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

81GHz

<<

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..........................................................................................................................................................5.2 Vehicle safety programmes.................................................................................................................................5.3 Current vehicles...................................................................................................................................................5.4 Coming autonomous driving vehicles...............................................................................................................

6 Market information.................................................................................................................................6.1 situation for current vehicles.............................................................................................................................6.2 Market penetration, autonomous driving vehicles.............................................................................................

7 Technical information.............................................................................................................................7.1 Detailed technical description............................................................................................................................7.1.1 Influence of the bumper fascia.....................................................................................................................157.1.2 Bandwidth / TX power.................................................................................................................................167.2 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.......................................................................................................189.2.2 Proposed revisions to EC decision 2004/545/EC........................................................................................19

Annex A: Detailed Market information........................................................................................................21

Annex B: summary of Regulations in selected countries for 76-77 GHz and 77 - 81 GHz radar sensors.................................................................................................................................................22

Annex : Change History.................................................................................................................................25

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

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.

ForewordThis Technical Report (TR) has been produced by {ETSI Technical Committee|ETSI Project|<other>} <long techbody> (<short techbody>).

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 …

NOTE: the scope of this document is limited to automotive applications

Note: scope needs to be developed

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] <Standard Organization acronym> <document number><version number/date of publication>: "<Title>".

[i.12] H. Meinel: Automotive Radar – History, state-of-the-art and future trends, EuRAD 2012.

[i.2] Texas Instruments: AWR1243, 76-to-81 GHz High Performance Automotive MMIC, http://www.ti.com/product/AWR1243

[i.3] F. Pfeiffer: Analyse und Optimierung von Radomen für automobile Radarsensoren, Ddissertation 2009 (in German)

etc.

3 Definitions, symbols and abbreviations3.1 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

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

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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 Radar sensors for supporting the driver of a vehicle are under development by companies in Europe, the United States and Asia since several decades [i.1]. Early prototypes operated in various frequency ranges like 10 GHz, 16 GHz, 24 GHz, 35 GHz, 50 GHz or 94 GHz.

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

A few years later, the first series cars where equipped with front looking radars for adaptive cruise control, operating in the 77 GHz band.

A few years later, the first series cars where equipped with rear corner radars for parking support and blind spot detection, operating in the 24 GHz ultra-wideband range.

A few years later, the first series cars where equipped with 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 and 77 GHz radar sensors per year are installed in new vehicles, ranging from small city cars up to luxury cars.

In part this trend 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 by assigning higher ratings if safety functions are available as optional or standard equipment.

Current development roadmaps foresee further price/performance improvements of a single sensor but also the fusion of several radar sensors and also other environment sensors to achieve a sensing performance powerful enough for automated driving. Highly automated [L3-L4] 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.

In parallel, over time the radio regulation for automotive radars has been further developed in Europe and other regions worldwide. For example The regulation for the 76-77GHz band was changed during this time as well ( editors note compile some text highlight that the reasoning for the changes in 76-77 GHz might have been differenent!).

With the decision of Word Radio Conference 2015, the range 77-81GHz was allocated to the Radio Location Service on a co-primary basis including ground based vehicles as outlined in FN5.559B (reference )

That frequency range plays a key role for future radar sensors because of its large bandwidth.

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In Europe, that range was regulated already in 2004, but then only with the intention to be used for realising the assistance functions “parking support” and “blind-spot detection” as a replacement for 24 GHz ultra-wideband radars which expire latest in 2022.

To assess the impact of automotive radars into incumbent users in the band, studies were performed that resulted into ECC report 56. For this report the parameters of available automotive radars at that time were taken. reference Based on the studies, an ECC decision and a EC decision was developed for automotive radars in 77GHz - 81GHz. reference

But for several reasons, so far, no automotive radar sensor for the range 77 – 81 GHz was placed on the market:

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.

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 reference to ANNEX B .

c) The formulation of the European regulation as it was drafted in 2004 with the intention only to parking support and blind-spot detection does not meet nowadays needs any more. Those are more general and include also functions with larger detection ranges and thus larger required transmit power reference.

d) The formulation of the European regulation with considering also bumper fascia influences creates an unclear situation with respect to sensor homologation because the sensor manufacturer does not produce the bumper fascia. More stringent requirements (editors note : sensor manufacture cannot declare the conformance to the powerlimit outside the vehicle since bumper … is involved and outside his responsibilityFE to further develop this text) from the new Radio Equipment Directive, in force since 2014, for placing equipment on the market make the current formulation even more difficult to fulfill reference.

e) The formulation of the European regulation as of c) and d) also deviates from regulations in other regions of the world, increasing the development effort for sensor manufacturers and thus making such a product less attractive.

f) New use of 76-77GHz for all kind of ground based vehicles in CEPT regulation : create more general spectrum use in this band, especially for automotive vehicles. The use of the 76-77GHz for this kind of applications was not foreseen when the 77-81Ghz regulation was implemented.

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 sections.

Summary/ reference to situation in 76-77GHz:

Editors Note : Give reasons why 76-77GHz regulation is better example: no bumper / higher power levels / similar requirements world wide

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 ECC certification, and placed on the market needs to be confirmed ].

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5.2 Vehicle safety programmes Ask Magna colleagues, if they could provide further material and text for this section

There are several vehicle testing organizations existing, that rate the available vehicles based on their defined standards. The OEMs are usually interested in fulfilling all requirements of the standards in order to get good ratings for their vehicles. The organizations have already developed tests to assess the safety functions that are available for the vehicles. The test organizations develop the test requirements further taking into account further scenarios taking into account the current available technologies

NCAP is the most important vehicle testing programme working on several regions world wide.In Europe the EU NCAP is developing test requirements and time schedules when they will be included in the tests.

Figure X gives an overview of the current timeline for the implementation of new safety related radar based functions in the EU ENCAP tests.

Explanation : who is behind EU ENCAP: structure / ….

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Figure XX provides a more detailed information of the already in the EU NCAP included tests for radar based safety functions and the timeline for the implementation of the tests for more sophisticated radar based functions.

EU NCAP

Editors note: add conclusions based on that section

5.3 Current vehicles Based on the historic development as described in chapter 5.1, current vehicles use the following radar technologies to provide certain functions. Current vehicles use radar sensors as compiled in Table X:

A list of use cases is provided in Annex A

Frequency range Mounting position in vehicle

Classification Non-exhaustive list of typical Use-cases

24.05 GHz – 24.25 GHz

Front MRR Distance warning

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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 until 2022

reference

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 Currently not in use

Tab. X: Overview of radar sensors in current vehicles.

Footnote:

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.

Editors note: text required to show the motivation / development to move from 24Ghz UWB to 79GHz, and that depending on the application and use case 24GHz NB and 76Ghz will be used in future as well

Check with line of argumentation ECC Report 56 and ECC/DEC 04/03 to be consistent (Frank Ernst)

5.4 Coming autonomous driving vehicles

The 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) concept of autonomy-levels for vehicles was introduced by the SAE (society of automotive engineers). The concept is layed out in SAE J3016 reference The ongoing developments in this field refer to this classification. The classification specifies 5 levels of automation as given in Fig X

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

Figure XX gives a more detailed description for the SAE levels of automation.

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

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With increasing automation level, the number of sensors needed in a car considerably increases because of redundancy reasons and because of 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 exemplary configuration of these sensors on a car.

Figure Y: (REPLACE BY MAGNA PICTURE) Exemplary configuration of sensors on an autonomous vehicle (level XXXXXXXX).

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

Typical approaches to avoid 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). r epairing disturbed receive 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.

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

Increased accuracy and resolution requirements

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Editors note: develop further this secticon

Editors notes pictures / graphics :

Vehicles showing typical sensor configuration for autonomous driving vehicle

6 Market informationContinental to elaborate on section 6

In total for this chapter 1-2 pages

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 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

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

6.2 Market 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

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

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

Add source / reference MAGNA

Subchapter: Market penetration / density

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

Commission document on digital single market

7 Technical informationGeneral overview , slide 9 from Magna contribution goes there

7.1 Detailed technical description Frank Ernst will have a look at that and rephrase the text to become more neutral, and to avid copy right issues –verify whether the paragraphs require their own sub heading

Refer to automotive radars , descriptions

Integrated mm-wave technology has evolved since the making available of the band. Today, among several semiconductor manufacturers, for example the company Texas Instruments offers highly integrated MMICs covering the frequency range 76 GHz – 77 GHz and 77 GHz – 81 GHz with very similar fundamental RF properties [i.2]:

Editors note: check with TI for copy right issues : literature can be referenced , but data sheets cannot be referenced

Transmitter output power typ. 12 dBm (76 – 81 GHz) Receiver noise figure typ. 15 dB (76 - 77 GHz), typ. 16 dB (77 - 81 GHz).

This means that technically similar radar performance can be realized in the range 77 GHz – 81 GHz as is realized in the range 76 GHz – 77 GHz.

79GHz radars are also required for autonomous driving for midrange. Therefore the same transmit properties as for 76Ghz radars are needed.

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7.1.1 Influence of the bumper fasciaMr John will work on this section

The bumper fascia is the plastic cover that might be painted of the metal bumper of a vehicle.

AnOne advantage of radar sensors against other automotive environmental sensors is that they can be installed behind the bumper fascia, invisible from the outside. Making it possible to install these sensors virtually everywhere at the vehicle allowing for 360 degrees detection .Bumper loss depending on bumper material and coating. The bumper fascia normally consists of several layers, see example in Fig. X.

Figure X: Cross section of an exemplary bumper fascia.

Editors note: add picture here to show the layer structure (Pfeifer PhD Thesis ) In the production of a bumper :

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

ETSI

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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Figure XX: Dependency of dielectric susceptibility from weight content of metal (aluminium) inside the paint [i.3].

If during production errors are observed in the painting, then the layer stack of base coat, paint and clear coat is repeated up to two times, giving then a total of up to 10 dielectric layers.

For a planar fascia bumper with one layer stack of base coat, paint and clear coat Fig. Y now shows the one-way attenuation at 79 GHz. (solution of respective Fresnel equations)Source of the graphics

For a planar fascia bumper with two layer stacks of base coat, paint and clear coat Fig. YY shows the one-way attenuation at 79 GHz for eps_r=20 and both polarisations. (solution of respective Fresnel equations)

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Fig. Y: Exemplary one way attenuation at 79 GHz for planar fascia with single layer stack of base coat, metallic paint and clear paint (six different metallic contents giving six different values for relative dielectric constant r).

Fig. YY: Exemplary one way attenuation at 79 GHz for planar fascia with two layer stacks of base coat, metallic paint and clear paint.

Definition : Eps_r : dielectric constant

Attenuation might cause problems for sensors that require a wide field of view

It becomes obvious that the attenuation depends on the incident angle, the paint, the polarisation and the number of layer stacks. Additionally, but not shown here, it depends on the thickness of the basic plastic.

Add additional diagram for different polarization

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Because of these dependencies stated above that and because the radar sensor manufacturer is not the manufacturer of the bumper fascia and does not specify the mechanical properties of the fascia , it is impossible difficult to have a generic limit for radiated power including behind a bumper fascia in a regulation.

7.1.2 Bandwidth / TX power At the time when the 79GHz regulation was developed in 2004, it was assumed that the 79GHz band will be used for ultra wide band radars that at that time were operating in 24GHz. The 24GHz radars at that time used a bandwidth of 4GHz.

Since then many more functions for the use of radar sensors in vehicles have been invented

As technology is evolving and mode sophisticated functions were developed, it was found, that a typical high-resolution sensor would require approximately 1.5GHz.

Add section on relation between TX power and new envisaged functions for automotive radars in 77-81GHz

7.2 Status of technical parameters

7.2.1 Current ITU and European common allocationsResult of WRC-2015

7.2.2 Sharing and compatibility studies already availableInitial studies on ECC Report 56 / CEPT Report 36

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 24GHt UWB radars would use.technology evolved , assumptions outdated

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

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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


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

AmateurCommercially available amateur radio equipment

not specified in the standard


Cited in the OJEU

RED compliant TG26

8 Radio spectrum request and justificationPoints on which the request is based

RE-D: Requirement (-9dbm/MHz Limit) vs responsibilities OEM , device manufacturer cannot control the compliance to this requirement

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

Bumperloss/ bumper fascia PSD change to power level Change SRR in EC and ECC dec into automotive radar [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 into account the original regulation needs to be revised to become applicable for more general radar types .

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

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9 Regulation

9.1 current regulationThe operation of automotive radars is regulated under ECC Decision (04)03 and EC decision 2004/545/EC 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 implies 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 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 specified, to ensure a maximum mean power density of -9dBm/MHz outside the vehicle. The manufacturer of a radar sensor cannot control the compliance with the power limit 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 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 would be under the responsibility of the vehicle manufacturer. Based on the requirements of the RE-D, it would make it 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 and EC decision in the following points

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

..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

5.559B 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)

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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

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

add

maximum 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

9.2.2 Proposed 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

5.559B The use of the frequency band 77.5-78 GHz by the radiolocation service shall be limited to short-range radar for

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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

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

add

maximum 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,

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Annex A:Detailed Market informationMarket 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

A1.1 GeneralAutomotive radar sensor covered by EN 301 091-1 [i.4], EN 302 288 [i.5] and EN 302 264 [i.6] are designed to realize a variety of different driver assistant functions. Examples are provided in table X. Based on the complexity with classes were specified to simply/generalize the RX-tests

Figure A.1: tbd

A1.2 Adaptive Light ControlMatrix lighting is adapted based on inputs from ADAS sensors to control illumination on oncoming traffic, while providing maximum lamination 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.

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Mahler Michael (C/AGT), 03/28/18,

Figure is a placeholder such a picture with kind/number of radars as used within the clause below

Figure A.2: tbd

Key System Elements:

Matrix LED Lighting,

Radar

Camera

Localization

A1.3 Forward Collision WarningForward 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

A1.3 Automatic Emergency Braking

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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

A1.5 Automatic Cruise Control (ACC) 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

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A1.6 Traffic Sign Recognition / Intelligent Speed Control 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

A1.7 Enhanced Blind Spot Monitoring 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

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Camera

A1.8 Lane Keep Assist 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

A1.9 Lane Change AssistLane 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.

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A1.10 Traffic Jam AssistACC (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

A1.11 Rear Cross Traffic AlertBacking 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


Corner Radar,

Rear Camera,

UPA,

SVS,

Braking Control

A1.12 Rear Cross Traffic AlertIf 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,

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Front Corner Radar,

UPA,

SVS,

Braking Control

A1.13 Front Junction-Intersection AssistIf 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

A1.14 Highway ChaufferThis 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.

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Figure A.14: tbd


Front Radar(s)

Camera,

Driver Monitoring,

Steering & Braking Control

A1.15 Rear – Auto Emergency BrakingUltrasonic-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

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A1.16 Automatic Lane ChangeAutomated 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,


A1.17 Automated Parking Assist (APA)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


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Mahler Michael (C/AGT), 03/28/18,

What is 360 radar some explanation in A1.1 necessary

UPA,

SVS

Steering Control,

Braking Control

A1.18 Home Zone Automated Parking (HZAP)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


A1.19 Valet ParkingThe 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.

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Figure A.19: tbd


Secure Connectivity,

Camera,

360° Radar,

UPA,

LiDAR


A1.20 Highway PilotThis 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,

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LiDAR,

Driver Monitoring,


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

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

Figure A.21: tbd

Figure A.21: tbd

ETSI

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

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

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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:

A2.6 Ships (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

A2.7 Aircrafts via taxiing / wing tips

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


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


Power * Other**


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


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)


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


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Country / Region


Power * Other**


Power * Other

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

Peak: 55 dBm


FCC part 95M 50 dBmPeak: 55 dBm


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

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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 , 2018

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HistoryDocument history

<Version> <Date> <Milestone>

Latest changes made on 2017-07-10

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skeleton - docbox.etsi.org€¦ · web viewwith the decision of word radio conference 2015, ......

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