ETSI TR 102 892 V1.1.1 (2011-06)

Electromagnetic compatibility and Radio spectrum Matters (ERM); SRD radar equipment using Wideband Low Activity Mode (WLAM) and operating in the frequency range from 24,05 GHz to 24,50 GHz; System Reference Document

DTR/ERM-TGSRR-053

General Information

• Status: Published
• Publication Date: 14-Jun-2011
• Technical Committee: ERM TGSRR - ERM Automotive and surveillance radar
• Current Stage: 12 - Completion
• Due Date: 27-Jul-2011
• Completion Date: 15-Jun-2011

Standards Content (Sample)

Technical Report
Electromagnetic compatibility
and Radio spectrum Matters (ERM);
SRD radar equipment using
Wideband Low Activity Mode (WLAM) and operating in the
frequency range from 24,05 GHz to 24,50 GHz;
System Reference Document
2 ETSI TR 102 892 V1.1.1 (2011-06)

Reference
DTR/ERM-TGSRR-053
Keywords
radar, radio, RTTT, short range, SRD, SRDOC
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3 ETSI TR 102 892 V1.1.1 (2011-06)
Contents
Intellectual Property Rights . 5
Foreword . 5
Executive summary . 5
Introduction . 6
1 Scope . 7
2 References . 7
2.1 Normative references . 7
2.2 Informative references . 7
3 Definitions, symbols and abbreviations . 9
3.1 Definitions . 9
3.2 Symbols . 9
3.3 Abbreviations . 10
4 Comments on the System Reference Document . 10
5 Background information. 10
5.1 The current situation, 24 GHz NB versus 24 GHz WLAM . 10
5.2 The 24 GHz UWB Radars . 11
5.3 The socio-economic benefits . 12
6 Market information. 12
6.1 General . 12
6.2 Availability of 24 GHz NB radar and WLAM applications . 12
6.3 Production volumes . 13
6.4 Outlook . 13
7 Technical information . 14
7.1 Detailed technical description . 14
7.2 Status of technical parameters . 14
7.2.1 Current ITU and European Common Allocations . 14
7.2.2 Sharing and compatibility studies (if any) already available . 15
7.2.3 Sharing and compatibility issues still to be considered. 15
7.2.3.1 Scenario with WLAM in calibration mode . 15
7.2.3.2 Scenario with WLAM in rear parking mode . 16
7.3 Parameters . 16
7.4 Information on relevant standard(s) . 17
8 Radio spectrum request and justification . 18
9 Regulations . 18
9.1 Current regulations . 18
9.2 Proposed Regulation and Justification . 18
Annex A: Detailed market information . 19
A.1 Applications . 19
A.2 Market . 21
A.2.1 Socio-economic benefit and Safety contribution . 21
Annex B: Technical information . 23
B.1 Technical description . 23
B.1.1 24 GHz NB systems overview . 23
B.1.2 Design considerations to go from 24 GHz NB to WLAM systems . 23
B.1.3 WLAM activation. 24
B.1.3.1 WLAM activation principle . 24
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4 ETSI TR 102 892 V1.1.1 (2011-06)
B.1.3.2 WLAM activation conditions . 25
B.2 Technical justifications for spectrum . 25
B.2.1 Power issues . 25
B.2.2 Frequency issues . 27
B.2.3 WLAM activity factor . 27
B.2.3.1 Activation conditions of the WLAM mode . 27
B.2.3.2 Controllability of the WLAM mode . 28
B.2.3.3 Scenario 1: Active braking for Pedestrian Protection Support (APPS) . 28
B.2.3.4 Scenario 2: rear parking mode . 30
B.2.3.5 Low-Power Calibration Mode . 30
B.2.3.6 Summary of the activity factor for the WLAM mode . 31
B.2.3.7 Statistics about travel duration . 31
B.2.3.8 Rear Parking scenario . 32
B.2.3.8.1 Time per rear parking manoeuvre . 32
B.2.3.8.2 Dimensions of Parking Lots (reference for the shadowing effect) . 33
B.2.3.9 EBU view about the SAP/SAB deployment at 24 GHz . 33
B.3 Information on performance benchmarking with other short range radar solutions . 34
Annex C: Bibliography . 35
History . 36

ETSI
5 ETSI TR 102 892 V1.1.1 (2011-06)
Intellectual Property Rights
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 (http://webapp.etsi.org/IPR/home.asp).
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.
Foreword
This Technical Report (TR) has been produced by ETSI Technical Committee Electromagnetic compatibility and Radio
spectrum Matters (ERM).
Executive summary
The European Union's eSafety Initiative in 2003 established the goal to reduce the number of road fatalities by 50 % up
to the year 2010. According to some accident studies referred to in TR 102 664 [i.9], rear-end collisions dominate in
collision statistics.
nd
The 2 Mandate of the European Commission on SRR [i.4] calls for alternative regulatory options for short range
radars. The proposed regulation is based on the existing 24 GHz NB radar operating in the 24,05 GHz to 24,25 GHz
band and is related to a supplementary mode for an extension band which ranges from 24,25 GHz to 24,50 GHz and
operates with a low-activity factor. In certain driving situations, this supplementary mode will be activated. It extends
the usable radar bandwidth from 200 MHz (ISM Mode) to 450 MHz (WLAM Mode).
WLAM is seen as being complementary to existing regulations for automotive radar applications. This regulatory
solution does not compete with long range solutions which can be addressed by 77 GHz to 79 GHz. The addition of the
WLAM extension mode to the present 24 GHz NB radars will minimize the investment required. The present document
describes the need for an improvement of the existing 24 GHz NB automotive radars. The following information is
important to note:
1) The 24 GHz NB technology has been successfully deployed since it covers most of the short/mid-range
driving assistance and safety features required to the front and rear of the car, based on a 200 MHz bandwidth.
2) Many car-makers have invested in the 24 GHz NB technology which is in line with the frequency allocation
strategy defined by the CEPT and European Commission.
3) The WLAM mode will improve the 24 GHz NB technology in specific driving situations, where a larger
bandwidth is required to discriminate specific targets such as pedestrians in parking lots or cities.
4) The WLAM mode is expected to comply with the protection of the passive services between 23,6 GHz to
24 GHz.
5) The WLAM mode is not seen to impact the fixed services implemented between 24,5 GHz and 26,5 GHz.
6) The WLAM mode is using a bandwidth also designated for SAP/SAB temporary applications, which are
unidirectional fixed links.
7) The radar technology is available. A short term safety benefit can be achieved at a limited add-on development
cost.
Add-on system cost due of additional sensors for front radar WLAM activation and pedestrian recognition and time for
the implementation of these technologies are not regarded in the present document.
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6 ETSI TR 102 892 V1.1.1 (2011-06)
Introduction
The present document has been developed to support the co-operation between ETSI and the Electronic
Communications Committee (ECC) of the European Conference of Post and Telecommunications Administrations
(CEPT) for internal reference within ETSI.
The European Commission has issued a new Mandate [i.4] to the ECC related to automotive Short Range Radars
(SRR), whose purpose is divided in two different parts. Part 1 of the Mandate is linked to the fundamental review as
defined in EC Decision 2005/50/EC [i.1] related to the harmonization of the 24 GHz range radio spectrum band for the
time-limited use by automotive short-range radar equipment in the community.
According to Part 2, this mandate also requires studies regarding alternative solutions for radar-based road-safety
applications. An open question raised is on:
"CEPT is mandated to, where any alternative bands are to be considered for automotive short-range radar
systems, propose appropriate technical and regulatory measures to ensure the protection of existing radio
services in or near any such bands."
ECC WGFM has requested ETSI TC ERM to create an ETSI System Reference document on WLAM. ERM#39
adopted a new work item for the creation of such an ETSI System Reference document. The present document is
intended to deliver the technical characteristics necessary to describe the spectrum needs, the expected usage scenario
and technical performance and implementation aspects for 24 GHz WLAM equipment. In addition, related market
information is provided.
Status of the pre-approval draft
The present document has been agreed by TC-ERM TGSRR.
Final approval for publication as ETSI Technical Report is expected after ERM #42.
Target version Pre-approval date version
V1.1.1 A s m Date Description
th
V1.1.1 0.0.1 December 30 , Rapporteur's draft for consideration in
2009 ERM TG SRR
st nd
V1.1.1 0.0.2 1 February 2010 2 draft from rapporteur with some
comments incorporated from ETSI
members
th
V1.1.1 0.0.3 4 February 2010 Review Josef Schuermann
th
V1.1.1 0.0.4 9 February 2010 c Check by the rapporteur
th
V1.1.1 0.0.5 9 February 2010 Output version of ERM TG SRR#4
th
V1.1.1 0.0.6 26 February 2010 Revised Draft
th
V1.1.1 0.0.7 4 March 2010 Revision for TGSRR #5 approval
th
V1.1.1 0.08 7 March 2010 Approved by TGSRR #M5 and
editorially revised for submission to
ERM #40 for approval for publication
th
V1.1.1 0.09 10 August 2010 Revised draft including inputs from AbC
st
V1.1.1 0.010 Oct. 21 2010 Revised draft for TGSRR #7 approval
th st
V1.1.1 0.011 Nov. 5 2010 Revised draft after TGSRR#7 E.Amiot,
+ GR comments
th
V.1.1.1 0.012 Nov. 8 2010 Revised after TGSRR#7 GoTo meeting
for ERM #42 approval
th
V1.1.1 0.013 Jan 10 2011 Final revised draft after TGSRR#7
GoTo and ERM42 updated with last
SE24 inputs and for internal enquiry

ETSI
7 ETSI TR 102 892 V1.1.1 (2011-06)
1 Scope
The present document provides information on short range device equipment using the Wideband Low Activity Mode
(WLAM) and operating in the frequency range from 24,05 GHz to 24,50 GHz noting that the WLAM mode is activated
in certain use cases. The primary application focus is pedestrian detection and protection.
The present document includes the necessary information to support the co-operation between ETSI and the ECC
including:
• market information;
• technical information;
• regulatory issues.
2 References
References 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
reference document (including any amendments) applies.
Referenced documents which are not found to be publicly available in the expected location might be found at
http://docbox.etsi.org/Reference.
NOTE: While any hyperlinks included in this clause were valid at the time of publication ETSI cannot guarantee
their long term validity.
2.1 Normative references
The following referenced documents are necessary for the application of the present document.
Not applicable.
2.2 Informative references
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] Commission Directive 2005/50/EC of 11 August 2005 on the reclassification of hip, knee and
shoulder joint replacements in the framework of Council Directive 93/42/EEC concerning medical
devices.
NOTE: Notified under document number C(2005)34.
[i.2] CEPT ECC/DEC/(04)10: ECC Decision of 12 November 2004 on the frequency bands to be
designated for the temporary introduction of Automotive Short Range Radars (SRR)
(2004/545/EC) and (2005/50/EC) amended 5 September 2007.
[i.3] CEPT ECC/DEC/(04)03: ECC Decision of 19 March 2004 on the frequency band 77-81 GHz to
be designated for the use of Automotive Short Range Radars.
[i.4] 2nd Mandate of the European Commission on SRR (document RSCOM08-81 Final of 7
November 2008).
[i.5] CEPT ERC Report 36: "Sharing between the Fixed Service and the Radio Astronomy Service in
the Frequency Range 3.4 GHz - 105 GHz".
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8 ETSI TR 102 892 V1.1.1 (2011-06)
[i.6] Commission Decision 2004/545/EC 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 (notified
under document number C(2004) 2591)(Text with EEA relevance).
NOTE: Notified under document number C(2004)2591.
[i.7] CEPT/ERC/Recommendation 74-01E: "Unwanted Emissions in the Spurious Domain".
[i.8] CEPT/ERC/Recommendation 70-03: "Relating to the use of Short Range Devices (SRD)".
[i.9] ETSI TR 102 664 (V1.2.1): "Electromagnetic compatibility and Radio spectrum Matters (ERM);
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.10] Commission Decision 2009/381/EC of 13 May 2009 amending Decision 2006/771/EC on
harmonisation of the radio spectrum for use by short-range devices (Text with EEA relevance).
NOTE: Notified under document number C(2009) 3710).
[i.11] ECC Report 23: "Compatibility of automotive collision warning Short Range Radar operating at
24 GHz with FS, EESS and Radio Astronomy" .
[i.12] CEPT/ECC Report 002: "Harmonisation of the Frequency usage within the additional frequency
band of 2500-2690 MHz to be made available for IMT-2000/UMTS systems in Europe".
[i.13] Regulation (EC) No 661/2009 of the European Parliament and of the council of 13 July 2009
concerning type-approval requirements for the general safety of motor vehicles, their trailers and
systems, components and separate technical units intended therefor.
[i.14] INSEE (Institut national de la statistique et des études économiques) website: "Statistics on
accidents with pedestrians in France in 2008".
NOTE: http://www.insee.fr/fr/default.asp.
[i.15] INSEE (Institut national de la statistique et des études économiques) website: "Overview of car
accidents in France in 2008".
NOTE: http://www.insee.fr/fr/default.asp.
[i.16] INSEE (Institut national de la statistique et des études économiques) Première N 1129-March
2007. Statistics of the distance between employees home and work in France. Website.
NOTE: http://www.insee.fr/fr/themes/document.asp?reg_id=0&ref_id=ip1129.
[i.17] ETSI EN 300 440 (all parts): "Electromagnetic compatibility and Radio spectrum Matters (ERM);
Short range devices; Radio equipment to be used in the 1 GHz to 40 GHz frequency range".
[i.18] ETSI EN 302 858: "Electromagnetic compatibility and Radio spectrum Matters (ERM); Road
Transport and Traffic Telematics (RTTT); Short range radar equipment operating in the 24,05
GHz to 24,25 GHz frequency range for automotive application; Part 1: Technical characteristics
and test methods".
[i.19] ETSI EN 302 288-2 (V1.3.2): "Electromagnetic compatibility and Radio spectrum Matters (ERM);
Short Range Devices; Road Transport and Traffic Telematics (RTTT); Short range radar
equipment operating in the 24 GHz range; Part 2: Harmonized EN covering the essential
requirements of article 3.2 of the R&TTE Directive ".
[i.20] ITU Draft report SM.2153: "Technical and operating parameters and spectrum use for short range
radiocommunication devices".
[i.21] Commission Decision 2006/771/EX of 9 November 2006 on harmonisation of the radio spectrum
for use by short-range devices.
[i.22] ERC/REC 25-10: "Frequency Ranges for the use of temporary terrestrial audio and video
SAP/SAB LINKS".
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9 ETSI TR 102 892 V1.1.1 (2011-06)
[i.23] Commission Decision 2008/411/EC of 21 May 2008 on the harmonisation of the 3 400-3 800
MHz frequency band for terrestrial systems capable of providing electronic communications
services in the Community.
[i.24] Draft CEPT Brief on AI 1.5.
[i.25] Radio Frequency Devices, Section 15.245.
[i.26] RSS-210: "Low-power Licence-exempt Radiocommunication Devices (All Frequency Bands):
Category I Equipment".
[i.27] CEPT/ECC-PT FM45: "Digital Broadcasting Issues".
3 Definitions, symbols and abbreviations
3.1 Definitions
For the purposes of the present document, the following terms and definitions apply:
activity factor: actual on-the-air time divided by active session time or actual on-the-air emission time within a given
time window
bandwidth: range of frequencies, expressed in Hertz (Hz), that can pass over a given transmission channel
duty cycle: ratio of the total on time of the "message" to the total off-time in any one hour period
frequency allocation (of a frequency band): entry in the Table of Frequency Allocations of a given frequency band
for the purpose of its use by one or more terrestrial or space radiocommunication services or the radio astronomy
service under specified conditions
Industrial Scientific and Medical bands (ISM): frequency bands in which non-radio RF emissions can be allocated
Narrowband (NB): classification for the spectral width of a transmission system
occupied bandwidth: bandwidth of an emission defined as 10 dB bandwidth of the power spectral density
Power Spectral Density (dBm/Hz) (PSD): ratio of the amount of power to the used radio measurement bandwidth
NOTE: It is expressed in units of dBm/Hz or as a power in unit dBm with respect to the used bandwidth. In case
of measurement with a spectrum analyser the measurement bandwidth is equal to the RBW.
resolution: degree to which a measurement can be determined is called the resolution of the measurement
separation: capability to discriminate two different events (e.g. two frequencies in spectrum or two targets over range)
Spread Spectrum techniques: methods by which electromagnetic energy generated in a particular bandwidth is
deliberately spread in the frequency domain, resulting in a signal with a wider bandwidth
ultra wideband: classification for the spectral width of a transmission system
wideband: classification for the spectral width of a transmission system
3.2 Symbols
For the purposes of the present document, the following symbols apply:
ΔR Range separation
dBm dB relative to one milliwatt
f Frequency
P Power
R Distance
td tone duration
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10 ETSI TR 102 892 V1.1.1 (2011-06)
T Time
3.3 Abbreviations
For the purposes of the present document, the following abbreviations apply:
ACAS Automotive Collision Avoidance System
ACC Automotive Cruise Control
APPS Active braking for Pedestrian Protection Support
BSD Blind Spot Detection
CTA Cross-Traffic Alert (Rear)
CW Continuous Wave
e.i.r.p. equivalent isotropically radiated power
EBU European Broadcasting Union
ECC Electronic Communications Committee
ECU Electronic Control Unit
ESP Electronic Stability Program
EuroNCAP European New Car Assessment Program
FCC Federal Communications Commission
FCW Forward Collision Warning
FMCW Frequency Modulated Continuous Wave
GaAs Gallium Arsenide
INSEE Institut National de la Statistique et des Etudes Economiques (France)
ISM Industrial Scientific, Medical
LCA Lane Change Assist
LRR Long Range Radar
MRR Mid Range Radar
MU/y Million units per year
n/a not applicable
NB Narrow Band
PMSE Programme Making Special Events
PROD production
RF Radio Frequency
SAB Service Ancillary to Bradcasting
SAP Services Ancillary to Production
SiGe Silicon Germanium
SRD Short Range Device
SRR Short Range Radar
UWB UltraWideBand
WLAM Wideband Low Activity Mode
4 Comments on the System Reference Document
Comments during AbC were received and considered in the present document.
5 Background information
5.1 The current situation, 24 GHz NB versus 24 GHz WLAM
The recent and successful deployment of the 24 GHz NB (Narrow-Band) radar technology has some limitations in
object resolution but it was shown that this technology:
• Can address many of the short and mid range driving assistance and road safety features with a 200 MHz
bandwidth: the first launch was related to rear applications (Blind Spot Detection & Lane Change Assist in
2006/7), followed by front applications (Front Collision Warning in 2009).
ETSI
11 ETSI TR 102 892 V1.1.1 (2011-06)
• Can be implemented, as noted in the ITU Draft report SM.2153 [i.20], Appendix 1, in the category "detection
of movement and alert".
• Can be implemented on all class of cars.
• Will generate significant sales (> 1 Mu/y expected next year) which will support enhanced cost reductions thus
speed-up the safety feature deployment. New low-cost sensors are expected in the 2012-2013 time-frame.
The 24 GHz NB radar technology is mainly used for rear applications The introduction of this technology for front
applications will be limited to short/mid range applications.
The 24 GHz NB radar technology is covered by a new harmonized standard EN 302 858 [i.18] and cannot cover
parking aids because of the limited bandwidth. Parking is not a priority function for such radars since the ultrasonic
technology is standard for lower end cars.
The WLAM concept is a way to improve the existing 24 GHz NB technology, to improve the detection of objects in
critical driving situations, i.e. pedestrian detection in parking lots.
Present NB-24 GHz REAR type applications are used in:
• Blind Spot Detection (10 m warning) in production.
• Cross Traffic Alert (25 m warning) in production.
• Lane Change Assist (70 m warning) in production.
• Rear Pre-Crash (60 m range) in production.
Present NB-24 GHz FRONT applications are predicted for the 2010-2013 time-frame to the market:
• Forward collision warning.
• Front pre-crash and automatic braking.
• Low-cost ACC, zero speed up to 130 km/h.
There are classes of real world scenarios that cannot be addressed by 24 GHz NB radar systems. A real world scenario
is typically a pedestrian emerging from between two parked vehicles. Spacing between parked vehicles is often on the
order of (or less than) the 24 GHz NB resolution capability, thus the NB radar would be unable to identify sufficiently a
pedestrian location as compared to wideband radar systems.
The 79 GHz long range radar (ACC) does not cover short range radar and is designed for longer range cruise control
maintaining a minimum distance to the foregoing vehicles.
The 24 GHz NB radar technology has a significantly lower cost than the 77 GHz technology, which means that the
24 GHz NB radar technology has a high growth rate and is being implemented on middle-class and family cars.
5.2 The 24 GHz UWB Radars
In 2004 and 2005, two frequency bands were identified for the introduction of automotive UWB SRR (Short Range
Radar) technology in Europe [i.1], [i.2], [i.3], [i.6]:
• the 24 GHz frequency range (i.e. 21,65 GHz to 26.65 GHz), as a temporary band for UWB SRR systems
(24 GHz UWB SRR);
• the 79 GHz frequency range (i.e. 77 GHz to 81 GHz), as a permanent band for UWB SRR systems (79 GHz
UWB SRR).
The European frequency regulation currently requires UWB SRR to migrate from 24 GHz to 79 GHz spectrum in the
year 2013. Decision 2005/50/EC [i.1] on the 24 GHz frequency range stipulates that a fundamental review of the
Decision should be carried out by 31 December 2009.
In the course of the fundamental review the EC issued a mandate in 2 parts on SRRs and requested a CEPT Report and
a report for SRRs and alternative technologies.
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12 ETSI TR 102 892 V1.1.1 (2011-06)
Recently the ECC approved CEPT Report 36 [i.5] "Report from CEPT to the European Commission in response to
Part 1 of the Mandate on Automotive Short-Range Radar systems (SRR)" for submission to EC.
The ECC approved CEPT Report 37 "Report from CEPT to the European Commission in response to Part 2 of the
Mandate on Automotive Short-Range Radar systems (SRR)" for submission to EC.
The reports concludes in particular the following:
• The semiconductor technology for 79 GHz is now available, system integration and validation of 79 GHz
UWB products will not meet the target transition date of 2013. ". .The European frequency regulation for
24 GHz automotive radar is based on a frequency shift to 79 GHz technology in 2013. Today 79 GHz
technology is not yet mature to make this step in time".
• The existing regulation for UWB SRR in the 24 GHz frequency range should not be modified. "As a
conclusion for the 23,6 GHz to 24 GHz band and the EESS case, it appears clearly that there is no room for
substantial change of status of SRR 24 GHz and related provisions".
The assessment of the automotive short range radar scenario falls within Part 2 of the new EC Mandate on SRR and
aims to consider the possibility to allow alternative bands for SRR systems. It has been developed by WGFM Project
Team FM47 on UWB in parallel with ongoing compatibility studies performed within WGSE Project Team SE24.
The inclusion of WLAM compatibility study in the SRR-Mandate 2 was supported by WG-FM:
• "WG-FM also encourages the compatibility analysis to be developed on a technology neutral basis so as to
address various technological approaches foreseen within the automotive industry in this frequency range for
implementing road-safety applications" - liaison statement WG-FM to WG-SE, dated February 13, 2009.
• As a consequence the compatibility study is being performed by SE24, and it was decided to start an SRDoc in
parallel.
5.3 The socio-economic benefits
The European Union's eSafety Initiative in 2003 established the goal to reduce the number of road fatalities by 50 % up
to the year 2010. There are over 40 000 fatalities on the roads every year in the EU member states, resulting from
1,4 million accidents, with an equivalent cost of around € 200 billion/year, or 2 % of EU GDP.
WLAM radars contribute to the socio-economic benefit primarily by the reduction of pedestrian injury severity as
shown in annex A, clause A.2 in more details.
6 Market information
6.1 General
The WLAM concept improves the existing Narrow Band technology and is capable of detecting short range and
mid-range objects with limited object resolution in front of vehicles.
The 24 GHz NB radar technology has achieved a reliable performance in complex environments for BSD, LCA, FCW
(available in city) and CTA (parking environment).
According to market figures, 24 GHz NB radars are now increasingly used in the automotive market since they can
realize most of the driving assistance features (range up to 150 m). This should be considered in combination with ACC
for highway driving as the medium range offered by 24 GHz NB radar would not be suited for highway scenarios.
6.2 Availability of 24 GHz NB radar and WLAM applications
24 GHz NB radars are already in production for front and rear applications; they can address also the mid-range
applications since the 24 GHz technology has a higher cost reduction potential.
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13 ETSI TR 102 892 V1.1.1 (2011-06)
The limitations specific to NB radars with a 200 MHz bandwidth can be noticed in critical environments - such as
parking. limitations on pedestrian detection can be solved by an increase of the bandwidth operating at a low activity
factor, which reduces the interference risk with existing services.
The 30 cm object resolution of the 450 MHz WLAM mode will be similar to the resolution of a 77 GHz ACC and pre-
crash systems (e.g. bandwidth < 500 MHz used in Japan). The combination of WLAM sensors with ultrasonic sensors
will allow an enhanced resolution in the very short range, and can be used for pedestrian detection in city and parking
conditions however the resolution in critical situations is below the capability of UWB SRRs.
24 GHz NB Radars found a successful market using the current GaAs technology market growth will increase once the
cheaper SiGe technology is introduced around the 2013 time frame.
The success of 24 GHz NB radars can be first explained by its availability, which allows gradual implementation of
some driving assistance and road safety applications in cars. Some industry suppliers have announced that ACC Stop
and Go with pre-crash applications is foreseen for production in 2013. These radar based systems would fit the
proposed EU regulation to mandate automatic emergency braking systems for medium and heavy commercial vehicles
from 2013 onwards [i.13].
6.3 Production volumes
The production of 24 GHz NB radars are projected for over 1Mu/y by end 2010, mainly for rear applications
By the end of 2013, the production is anticipated to exceed 3 Mu/y.
After 2013, the deployment of front applications and low-cost radars will enhance the growth.
6.4 Outlook
The implementation of the WLAM mode with an extended frequency range of 24,05 GHz to 24,50 GHz will remedy
some limitations encountered by the 24 GHz NB radars in certain driving conditions, with a primary focus on pedestrian
detection.
The key-benefits are:
• the improvement of an existing radar 24 GHz NB radar standard technology which has a worldwide frequency
allocation;
• to complement the existing detection devices supporting pedestrian detection (ultrasonic sensors), by using the
radars already available on the car to improve field of view and detection range;
• benefit from the relatively high power of the 24 GHz NB radars over a larger bandwidth, to better discriminate
pedestrian in parking or city environments;
• get an easy and immediate safety benefit due to the large deployment of the 24 GHz NB technology for the
rear radar applications;
• generate new opportunities based on cheap 24 GHz NB mid range ACC radars, which could also support
pedestrian detection when a front camera will be available.
Critical factors
Some industry stakeholders believe that there are indeed some limitations compared to 77 GHz to 79 GHz systems,
mainly on the range resolution and the detection range. Proposed enhancement of this technology (by WLAM) is to
address some critical "pedestrian protection" scenarios but would still leave some long range features and some specific
safety scenarios uncovered. For example current 24 GHz NB radars are likely to be less effective in dealing with
accident situations involving a single vehicle and a stationary object.
The 24 GHz NB radar improvement by the extension range beyond the ISM band limits creates a new situation and
challenge for global harmonization and compatibility studies in many countries are needed for effective worldwide
deployment of the extension range.
WLAM performance is in between the lower performing 24 GHz NB radar and the higher performing UWB SRR with
regard to the object resolution.
ETSI
14 ETSI TR 102 892 V1.1.1 (2011-06)
7 Technical information
7.1 Detailed technical description
24 GHz NB radars with a 200 MHz bandwidth have limitations which can be noticed in critical environments - such as
parking. limitations on pedestrian detection. These can be solved by WLAM which increases the bandwidth but
operates at a low activity factor, which reduces the interference risk with existing services.
The 30 cm object resolution of the 450 MHz WLAM mode will be similar to the resolution of a 77 GHz ACC and
pre-crash systems (e.g. bandwidth < 500 MHz used in Japan). The combination of WLAM sensors with ultrasonic
sensors will allow an enhanced resolution in the very short range, and can be used for pedestrian detection in city and
parking conditions however the resolution in critical situations is below the capability of UWB SRRs.
The narrowband radar can switch from the "ISM-only mode" to the WLAM mode when certain traffic or driving
situations are sensed or identified.
The automatic switching between the "ISM mode" and the WLAM is initiated by the vehicle's electronic control unit by
processing information from additional sensors such as a front camera for detection of pedestrians in the vehicle path,
the usage of the reverse gear (parking situation) or active braking in order to complement passive protection of the
driver and passengers. In the forward mode, the WLAM can be activated for vehicle speeds above 20 km/h (when
triggered).
Consequently, the usage activity factor of the WLAM is limited, and is typically in the range of less than 0,5 % of the
time when the vehicle is in use.
WLAM systems will have the flexibility to operate with an increased bandwidth of 450 MHz (200 MHz in the standard
mode) and a low activity factor. The WLAM mode is activated for specific driving situations, to improve the detections
of critical environments when the separation of targets is difficult (i.e. pedestrian detection support in parking lots).
7.2 Status of technical parameters
7.2.1 Current ITU and European Common Allocations
Table 1 gives allocations in the range of 24,25 GHz to 24,50 GHz.
Table 1: Existing allocations in the 24,05 GHz to 24,50 GHz band
Frequency Band Allocations Applications
24,05 GHz to 24,25 GHz RADIOLOCATION Amateur (24,0 GHz to 24,25 GHz)
Amateur ISM (24,0 GHz to 24,25 GHz)
Earth Exploration-Satellite (active) Non-specific SRDs (24,0 GHz to 24,25 GHz)
Fixed SAP/SAB and ENG/OB (24,0 GHz to 24,5 GHz)
Mobile Defence systems
Detection of movement
Weather satellites
Detection of movement (24,05 GHz to 27,0 GHz)
24,25 GHz to 24,45 GHz FIXED SAP/SAB and ENG/OB (24,0 GHz to 24,5 GHz)
MOBILE Detection of movement (24,05 GHz to 27,0 GHz)
SAP/SAB P to P audio links (24,25 GHz to 24,5 GHz)
SAP/SAB P to P video links (24,25 GHz to 24,5 GHz)
24,45 GHz to 24,5 GHz FIXED SAP/SAB and ENG/OB (24,0 GHz to 24,5 GHz)
MOBILE Detection of movement (24,05 GHz to 27,0 GHz)
SAP/SAB P to P audio links (24,25 GHz to 24,5 GHz)
SAP/SAB P to P video links (24,25 GHz to 24,5 GHz)
Legend:
The standard mode: in green.
WLAM bandwidth extension: in yellow.

The 24 GHz-ISM band has been implemented for the "Movement Detection & Alert" category in all the main countries,
since supported by a ITU recommendation for SRDs (Short Range Devices).
ETSI
15 ETSI TR 102 892 V1.1.1 (2011-06)
The standards applying are usually based on either the FCC standard or the EU standard.
Step by step, 200 MHz with 20 dBm max. e.i.r.p. has been allocated in all the countries. In May, the 200 MHz has been
completed and approved in Japan.
Table 2: Overview of NB Radar standards applied in different regions
Countries Standard
Identical/Similar to
USA/CANADA FCC (Part 15.249 [i.25])
MEXICO FCC (Part 15.249 [i.25])
BRAZIL FCC (Part 15.249 [i.25])
CHINA/TAIWAN FCC (Part 15.249 [i.25])

EUROPEAN COMMUNITY EN 302 288-2 [i.19] (V1.3.2) new harmonized standard recently approved
Rest of EUROPE EN 302 288-2 [i.19] (V1.3.2)
RUSSIA EN 302 288-2 [i.19] (V1.3.2)
KOREA EN 302 288-2 [i.19] (V1.3.2)

JAPAN ARIB
The currently available regulations in other administrations for WLAM are the following:
• USA: Parts 15.245 (see note 3) and 15.249 (see note 4), in general Part 15 [i.25].
• Canada: RSS-210 [i.26].
Table 2 provides an
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