ETSI TR 103 416 V1.1.1 (2016-07)

System Reference document (SRdoc); Short Range Devices (SRD) using Ultra Wide Band (UWB); Technical characteristics and spectrum requirements for UWB based vehicular access systems for operation in the 3,4 GHz to 4,8 GHz and 6 GHz to 8,5 GHz frequency ranges

DTR/ERM-558

General Information

• Status: Published
• Publication Date: 30-Jun-2016
• Technical Committee: ERM - EMC and Radio Spectrum Matters
• Current Stage: 12 - Completion
• Due Date: 05-Jul-2016
• Completion Date: 01-Jul-2016

Standards Content (Sample)

TECHNICAL REPORT
System Reference document (SRdoc);
Short Range Devices (SRD) using Ultra Wide Band (UWB);
Technical characteristics and spectrum requirements for UWB
based vehicular access systems for operation in the
3,4 GHz to 4,8 GHz and 6 GHz to 8,5 GHz frequency ranges

2 ETSI TR 103 416 V1.1.1 (2016-07)

Reference
DTR/ERM-558
Keywords
access control, radio, SRDoc, UWB
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3 ETSI TR 103 416 V1.1.1 (2016-07)
Contents
Intellectual Property Rights . 5
Foreword . 5
Modal verbs terminology . 5
Introduction . 5
1 Scope . 7
2 References . 7
2.1 Normative references . 7
2.2 Informative references . 7
3 Definitions and abbreviations . 8
3.1 Definitions . 8
3.2 Abbreviations . 8
4 Comments on the System Reference document . 9
5 Presentation of the system or technology . 9
5.1 Background information: Vehicular Access Functionalities . 9
5.2 Vehicular access systems using UWB. 10
5.2.1 Introduction. 10
5.2.2 Category A: Triggered UWB transmission for proximity verification . 10
5.2.2.1 Introduction . 10
5.2.2.2 System requirements (UWB) . 11
5.2.2.3 Technical description . 12
5.2.2.4 Mitigation factors . 12
5.2.3 Category B: Triggered UWB transmission for proximity monitoring . 13
5.2.3.1 Introduction . 13
5.2.3.2 System requirements (UWB) . 14
5.2.3.3 Technical description . 14
5.2.3.4 Mitigation factors . 15
5.2.4 Category C: Periodic UWB beacons for proximity detection . 16
5.2.4.1 Introduction . 16
5.2.4.2 System requirements (UWB) . 16
5.2.4.3 Technical description . 17
5.2.4.4 Mitigation factors . 17
6 Market information. 17
7 Technical information . 17
7.0 General . 17
7.1 Differences in the assumptions for compatibility studies . 17
8 Radio spectrum request and justification . 18
8.1 Technical justification . 18
8.2 Business importance . 19
9 Regulations . 19
9.1 Proposed changes in the regulation . 19
9.2 Expected ECC and ETSI actions . 19
Annex A: Market information . 21
A.1 Market size and value . 21
A.1.1 Introduction . 21
A.1.2 Market potential . 21
Annex B: Technical information . 22
B.1 Technical description . 22
B.1.1 Usage Profile, Activity Factor . 22
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4 ETSI TR 103 416 V1.1.1 (2016-07)
B.1.1.1 Category A: Systems using triggered UWB transmission for proximity verification . 22
B.1.1.2 Category B: Systems using triggered UWB transmission for proximity monitoring. 22
B.1.1.2.1 Calculation 1 Comfort Open/Close, Remote (Control) Parking . 22
B.1.1.2.2 Calculation 2 Leaving vehicle . 23
B.1.1.3 Category C: Systems using periodic UWB beacons for proximity detection . 23
B.1.2 Worst case considerations . 23
B.1.2.1 Category A . 23
B.1.2.1.1 Activity factor with max. Ton and typical usage profile . 23
B.1.2.1.2 Long-term duty-cycle vs. worst-case usage . 23
B.1.2.2 Category B . 24
B.1.2.2.1 Activity factor with max. Ton and typical usage profile . 24
B.1.2.2.2 Long-term duty-cycle vs. worst-case usage . 24
B.1.2.3 Category C . 24
B.2 Technical justification for spectrum . 24
B.2.1 Introduction . 24
B.2.2 Link budget . 25
B.2.2.1 Path loss and range requirements . 25
B.2.2.2 System budget with exterior limits (Mean PSD ≤ -53,3 dBm/MHz) . 26
B.2.2.3 Antenna Design for Exterior Limits . 26
B.2.2.4 Conclusion for systems complying with exterior limit . 28
B.2.2.5 System budget without exterior limits (Mean PSD ≤ -41,3 dBm/MHz) . 28
Annex C: Relation to existing spectrum regulation . 29
C.1 Relation the existing studies . 29
C.1.1 Introduction . 29
C.1.2 Radio-Altimeters . 29
History . 31

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5 ETSI TR 103 416 V1.1.1 (2016-07)
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 (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.
Foreword
This Technical Report (TR) has been produced by ETSI Technical Committee Electromagnetic compatibility and Radio
spectrum Matters (ERM).
Modal verbs terminology
In the present document "should", "should not", "may", "need not", "will", "will not", "can" and "cannot" are to be
interpreted as described in clause 3.2 of the ETSI Drafting Rules (Verbal forms for the expression of provisions).
"must" and "must not" are NOT allowed in ETSI deliverables except when used in direct citation.
Introduction
The present document includes necessary information to support the co-operation under the MoU between ETSI and the
Electronic Communications Committee (ECC) of the European Conference of Post and Telecommunications
Administrations (CEPT).
Ultra Wide Band (UWB) technologies enable security-critical vehicular access control applications. The deployment of
UWB in the modern automobile will significantly enhance the security of existing Passive Keyless Entry and Start
Systems (PKES), also known as Keyless-Go and/or PASE (PAssive Start and Entry).
PKES systems represent the state-of-the-art technology for vehicle access and security systems on its long-term
evolution from mechanical locks to electronic access systems and beyond. Highly convenient, the system allows car
owners to open and start their vehicle by smart detection of the presence of the key in proximity of the car (less than
2 meters) and also inside the car. The system typically operates when pulling the door handle to open or pushing a
START button to start the engine.
UWB technology for PKES
In order to further enhance the security of PKES systems (and access systems in general), UWB technology plays an
important role with respect to proximity detection. More precisely, UWB-based PKES will prevent a number of attacks
on current PKES systems - namely the so-called "relay attack" - by measuring the true time-of-flight distance between
the car and the key and therefore make the cars significantly more secure and safer, without reducing the availability of
the access or start function (due to false alarms).
UWB technology enables low-power, precise and secure time-of-flight (ToF) distance measurement between the key
fob and the car in order to make a bullet-proof secure open and engine start. Unlike other technologies for distance
measurement, UWB can provide a high precision even under Non-Line-Of-Sight (NLOS) conditions, which gives this
technique a unique advantage if high reliability is required. Therefore, UWB is appropriate for highest security, system
intelligence and convenience.
For car owners, UWB technology brings the highest security and safe operation for a car access system. For
automakers, UWB technology enables the highest security grade compliant with existing and future regulations.
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6 ETSI TR 103 416 V1.1.1 (2016-07)
Beyond the core access functionality, UWB will support the automakers' effort towards smart cars where centimetre-
precise location of the keyfob around and in the car enables new services.
The present document has been created by ERM TGUWB.
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7 ETSI TR 103 416 V1.1.1 (2016-07)
1 Scope
The present document provides information on the use of UWB technology in vehicular access control applications, the
technical parameters, the relation to the existing spectrum regulation and additional new radio spectrum requirements
for UWB equipment for the operation in vehicular access control applications in the band below 10 GHz.
The applications can be divided in 3 different categories:
• Category A: Vehicular access systems using triggered UWB transmission for proximity verification
• Category B: Extended vehicular access systems using triggered UWB transmission for proximity
monitoring
• Category C: Vehicular access systems using periodic UWB beacons for proximity detection
The present document includes necessary information to support the co-operation between ETSI and the Electronic
Communications Committee (ECC) of the European Conference of Post and Telecommunications Administrations
(CEPT), including:
• Detailed market information (annex A).
• Technical information (annex B).
• Relation to existing spectrum regulation (annex C).
2 References
2.1 Normative references
As informative publications shall not contain normative references this clause shall remain empty.
2.2 Informative 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
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] ECC Report 170, Tallinn, October, 2011: "Specific UWB applications in the bands 3.4 - 4.8 GHz
and 6 - 8.5 GHz Location tracking Applications for Emergency Services (LAES), Location
Tracking applications type 2 (LT2) and location tracking and sensor applications for automotive
and transportation environments (LTA)".
[i.2] ETSI EN 302 065-1 (V2.1.0) (2016-04): "Short Range Devices (SRD) using Ultra Wide Band
technology (UWB); Harmonised Standard covering the essential requirements of article 3.2 of the
Directive 2014/53/EU; Part 1: Requirements for Generic UWB applications".
[i.3] ETSI EN 302 065-3 (V2.1.0) (2016-04): "Short Range Devices (SRD) using Ultra Wide Band
technology (UWB); Harmonised Standard covering the essential requirements of article 3.2 of the
Directive 2014/53/EU; Part 3: Requirements for UWB devices for ground based vehicular
applications".
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8 ETSI TR 103 416 V1.1.1 (2016-07)
[i.4] Commission Decision 2009/343/EC of 21 April 2009 amending Decision 2007/131/EC on
allowing the use of the radio spectrum for equipment using ultra-wideband technology in a
harmonised manner in the Community.
[i.5] Commission Decision 2007/131/EC of 21 February 2007 on allowing the use of the radio
spectrum for equipment using ultra-wideband technology in a harmonised manner in the
Community.
[i.6] ECC/DEC/(06)04: "UWB technology in bands below 10.6 GHz".
[i.7] IEEE P802.15-08-0576-00-0006, H. Sawada: "Channel Models between body surface and wireless
access point for UWB Band".
[i.8] Zhang et. al.: "UWB Systems for Wireless Sensor Networks", March 2009.
[i.9] D. Pozar: "Directivity of omnidirectional antennas", Article in IEEE Antennas and Propagation
Magazine vol.35(5), pages 50 - 51 November 1993.
3 Definitions and abbreviations
3.1 Definitions
For the purposes of the present document, the following terms and definitions apply:
activity factor: reflects the effective transmission time ratio
range resolution: ability to resolve two targets at different ranges
3.2 Abbreviations
For the purposes of the present document, the following abbreviations apply:
CAN Controller Area Network
CEPT Conference Europeenne des Administrations de Postes et des Telecommunications
dBm deciBel relative to 1 mW
DC Duty Cycle
ECC Electronic Communications Committee
EIRP, e.i.r.p. equivalent isotropically radiated power
EN European Norm
ERM Electromagnetic compatibility and Radio spectrum Matters
HPBW Half Power Beam Width
ID Identification Device
LDC Low Duty Cycle
LF Low-Frequency
LOS Line Of Sight
LTA Location and Tracking Applications
NLOS Non-Line-Of-Sight
PASE PAssive Start and Entry
PKE Passive Keyless Entry
PKES Passive Keyless Entry and Start
PSD Power Spectral Density
RF Radio Frequency
RSSI Receive Signal Strength Indication
RX Receiver
SRD Short Range Device
TGUWB Task Group Ultra-wide Band
ToF Time-of-Flight
Ton Transmitter on time
TPC Transmit Power Control
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9 ETSI TR 103 416 V1.1.1 (2016-07)
TRX Transceiver
TX Transmitter
UWB Ultra Wide Band
4 Comments on the System Reference document
Void.
5 Presentation of the system or technology
5.1 Background information: Vehicular Access Functionalities
Today's vehicular access systems appear with different embodiments and functionality:
• The classic Passive Access System is triggered by the user pulling the door handle. The car starts the
communication and sends a message to wake up the key - typically Low-Frequency (LF) signals (e.g. at
20 kHz or 125 kHz) are used for that. The received LF field strength (RSSI) at the key is also used to locate
the key inside or outside the vehicle. The key response is typically transmitted via RF (e.g. 434 MHz) and may
include subsequent bidirectional RF communication. The system response times are often enhanced by using
capacitive sensors in the door handles to start the communication flow even before the user pulls the handle.
• Advanced Passive Access Systems do detect the presence of the user already in advance and at distances up
to 5-10 m, in order to realize functions like "Welcome Lighting" or "Approach Unlock". This "presence
detection" is realized by the car periodically transmitting an LF wake-up message, in order to trigger a key
response. Systems using RF wake-up messages instead of LF are also conceivable.
• The vehicle Passive Start is always triggered by the user pushing the START button. The communication for
key authentication then follows the classic Passive Access flow (LF Wake-Up, RF Response). Passive Start is
a very basic functionality that is being widely introduced in order to replace the mechanical steering lock
(enhanced security and comfort). It appears also in vehicles that are not equipped with Passive Access.
The "Passive Start" functionality should not be confused with the " automatic start-stop system" (as described
e.g. in https://en.m.wikipedia.org/wiki/Start-stop_system), which is used to reduce fuel consumption. The
"automatic start-stop system" does not require additional authentication and thus will be neglected for the
purpose of the present document.
• Extended functions in the context of vehicle access are (re-)using the authentication and localization
capabilities to provide or enhance user safety and security:
- "Comfort Open" and "Comfort Closing" are used to open or close vehicle windows or convertible tops.
The user starts the action with a button press and needs to keep the button pressed to keep it going. The
action stops immediately once the user releases the button. Furthermore, the function is only activated if
the user is in the vicinity of the car (e.g. 5 m). This supports the intention that the user is monitoring the
action and can stop it at any time.
- The upcoming function "Remote (Control) Parking" (also known as "Piloted Parking") enables the user
to move the car without being inside, in order to park it into narrow parking lots or garages. The user still
is obliged to monitor and start/stop the action by actively operating a remote control, e.g. the key, within
a limited range around the vehicle. In particular, this function requires to start the engine from outside
the vehicle, which is done by the user pushing a key button (or button combination) instead of the
START button inside the car.
- "Walk Away Locking" automatically locks the vehicle once the user leaves the vicinity of the car.
- "Door Lock Warning" is a function that warns the user if he leaves the car unlocked, or an open door or
window prevents safe locking of the car. To do this, the vehicle transmits the locking status (e.g. along
with other vehicle status information) to the user, as long as the user is in the vicinity of the car.
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5.2 Vehicular access systems using UWB
5.2.1 Introduction
In this clause, a set of access control applications using UWB technologies will be presented. The goal of this
presentation will be the identification of the key requirements and features of the applications. Furthermore, the
operational environment for the specific application will be identified and analysed in order to understand the potential
interference behaviour and the corresponding mitigation factors.
For the purpose of the present document, the vehicular access systems are clustered into three categories:
1) Category A: Vehicular access systems using triggered UWB transmission for proximity verification.
These systems are characterized by short (single) UWB transmissions after a user triggered event.
2) Category B: Extended vehicular access systems using triggered UWB transmission for proximity
monitoring.
These systems are characterized by periodic UWB transmissions for a limited time.
The initialization is a user triggered event. The duration is either based on a user interaction and/or a
pre-defined time-out and/or connection loss.
3) Category C: Vehicular access systems using periodic UWB beacons for proximity detection.
These systems are characterized by periodic UWB transmissions ("beacons"), which are sent by the vehicle in
order to trigger an ID device action ("Wake-Up"). Typically, no ID device is in range and thus no response is
sent after a vehicle beacon.
Once a response from an ID device is received by the vehicle, the subsequent communication can be viewed as
"triggered communication".
5.2.2 Category A: Triggered UWB transmission for proximity verification
5.2.2.1 Introduction
This clause applies to systems where UWB communication is used to verify the proximity (or position) of an
ID-device carried by the user.
The core characteristic of these systems is that UWB transmissions are triggered by the system following a user
event and the communication time is very short (e.g. just a single or few UWB transmissions).
In general, those systems may still include non-UWB communication links (like LF or RF). For example, the Wake-Up
message for the key is still transmitted via an LF-link.
The (triggered) UWB communication will be used to perform:
• distance bounding (to avoid relay attacks); and/or
• all or parts of the data exchange for authentication; and/or
• localization of the key.
The following functions from clause 5.1 can be realized using this category:
• Classic Passive Access;
• Advanced Passive Access (using non-UWB beacons for ID-device wake-up);
• Passive Start;
• Remote Start (e.g. for Piloted Parking).
All functionalities have in common that the UWB communication is triggered only if there has been a successful (uni-
or bidirectional) communication on a non-UWB link before and/or there was a specific (intentional) user action.
With respect to the "Advanced Passive Access" function it is pointed out that, in the context of this clause, the periodic
wake-up messages ("beacons") are not using UWB technology, but conventional LF or RF technology.
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The UWB communication may be initiated on either side:
1) Triggered UWB communication, initiated by key: Key is being activated by the car (e.g. LF beacon after user
touching the door handle), and is triggering the UWB transmission (see figure 1).
2) Triggered UWB communication, initiated by car: Car system is activated by the key (e.g. user pushing a key
button), and is triggering the UWB transmission (see figure 1).
UWB communication ("UWB link") may comprise the exchange of several frames.

Figure 1: Triggered UWB communication, initiated by key

Figure 2: Triggered UWB communication, initiated by car
5.2.2.2 System requirements (UWB)
The basic system requirements for UWB can be summarized as follows:
• Several independent channels.
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12 ETSI TR 103 416 V1.1.1 (2016-07)
• Non interruptible operation (short latencies, defined response timings).
• Fast system response, to avoid "wall-effect" (door has not unlocked fast enough).
• Performance: Highest possible link budget due to vehicle and body-shielding effects.
• Space Diversity at vehicle to cope with body shielding effects and metallized windows.
5.2.2.3 Technical description
The target technical parameters of a vehicular access control system for proximity verification.
Table 1: Target technical parameters of a Category A system
System Parameter Value/Description
Signal Type UltraWideBand (UWB)
Frequency Range 3,4 GHz to 4,8 GHz and/or 6 GHz to 8,5 GHz
Transmit Power (EIRP) -41,3 dBm/MHz (Max), without exterior limit
Operational Bandwidth System dependent, typ. > 500 MHz
Data Rates System dependent
Tx to Rx Range typ. 10 m or less
Antenna Diversity System dependent
Existing mitigation techniques TPC and/or LDC
Trigger-before-talk (see clause 5.2.2.4)
Proposed additional mitigation technique
Duration of bidirectional UWB communication typ. 200 msec or less
(1 trigger)
Cumulative Ton-time (per vehicle device) during typ. 10 msec or less, max. 50 msec
bidirectional UWB communication (1 trigger)
LDC requirements (see ETSI EN 302 065-3 [i.3],
clause 4.5.3) will be kept in any case:
Ton max < 5 msec
Toff mean < 38 msec (averaged over 1 sec)
∑Toff > 950 msec per second
NOTE: For more market information see annex A. For detailed technical information, see annex B.

5.2.2.4 Mitigation factors
In this clause the main identified mitigation factors will be presented. These mitigation factors will be used in
conjunction with the potential interference and coexistence investigations.
Mitigation factors for vehicular access control systems using triggered UWB communication for proximity verification:
• Trigger-before-talk:
- UWB transmission is only initiated when necessary, in particular if the system indicates that UWB
devices are in range.
- Wake-up mechanism for polling is not UWB.
- Only the physical proximity of a key triggers UWB communication.
• Very low activity factor (typ. < 0,00035 %):
- Low duty-cycle for the communication due to short packages (small amount of data for command,
authentication and/or status transfer).
- Usage profile of functions is low.
• Once UWB communication is established, TPC can be used as additional mitigation.
• Low risk of aggregate transmissions (uncoordinated networks, ad-hoc communication):
- Door openings are uncoordinated events. Even in parking lots, door openings are single and sporadic
events.
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5.2.3 Category B: Triggered UWB transmission for proximity monitoring
5.2.3.1 Introduction
This clause applies to systems, where UWB communication is used to monitor the proximity (or position) of an
ID-device carried by the user.
The core characteristic of these systems is that UWB transmissions are triggered by the system following a user
event and the communication is repeated for a limited time to check for the user's presence or exact location.
The time limitation for the UWB transmissions is based on:
• a stop trigger by the user (e.g. button release);
• a stop trigger by the UWB ranging (user too far away);
• a time-out (e.g. ID device is not moved for 60 sec);
• loss of connection (e.g. ID device out of range).
In general, these systems may still include non-UWB communication links (like LF or RF). For example, the Wake-Up
message for the key is still transmitted via an LF-link.
The (triggered) UWB communication will be used to perform:
• distance bounding (to avoid relay attacks); and/or
• all or parts of the data exchange for authentication; and/or
• localization of the key.
The following functions from clause 5.1 can be realized using this category:
• extended vehicle access functions with user interaction:
- Comfort-Open, Comfort-Close;
- Remote (Control) Parking.
• extended vehicle access functions without user interaction:
- Walk Away Locking;
- Door Lock Warning.
All functionalities have in common that the UWB communication is triggered only if there has been a successful
communication on a non-UWB link before and/or there was a specific user action (e.g. user leaves car).
With respect to functions with user interaction (Comfort-Open, Comfort-Close), it should be pointed out that they
typically have a very low activity factor, but are critical concerning response time.
With respect to functions without user interaction (Walk Away Locking, Door Lock Warning) it is pointed out that their
usage profile will be similar to the ones for Passive Access. This suggests that, due to the longer activation time, the
activity factor might be not very small any more. However, as response time for those functions is not that critical, they
can benefit very much from TPC mitigation, e.g. most of the frames can be sent at small power levels, and only for
worst-case scenarios (e.g. user is at the edge of the system range) some of the frames are sent at higher power levels.
The UWB communication may be initiated on the key side or the car side.
UWB communication ("UWB link") is repeated for a limited time, until a stop trigger, timeout or connection loss
occurs. Figure 3 shows such a scenario for the case that the car system is activated by the key (e.g. user pushes key
button) and triggers the UWB communication.
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Figure 3: Triggered UWB communication, with limited repetitions
5.2.3.2 System requirements (UWB)
The basic system requirements can be summarized as follows:
• Several independent channels.
• Non interruptible operation (short latencies, defined response timings).
• Fast system response time (< 200 msec) for functions with user interaction.
• Medium system response time (< 500 msec) for functions without user interaction.
• Performance: Highest possible link budget due to vehicle and body-shielding effects.
• Space Diversity at vehicle to cope with body shielding effects and metallized windows.
5.2.3.3 Technical description
The typical technical parameters of a vehicular access control system proximity monitoring.
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15 ETSI TR 103 416 V1.1.1 (2016-07)
Table 2: Example technical parameter of a typical UWB based vehicular access control system
System Parameter Value/Description
Signal Type UltraWideBand (UWB)
Frequency Range 3,4 GHz to 4,8 GHz and/or 6 GHz to 8,5 GHz
Transmit Power (EIRP) -41,3 dBm/MHz (Max)
without exterior limit
Operational Bandwidth System dependent, typ. > 500 MHz
Data Rates System dependent
Tx to Rx Range typ. 10 m or less
Antenna Diversity System dependent
Existing Mitigation techniques TPC and/or LDC
Additional mitigation technique Trigger-before-talk
Duration of bidirectional UWB communication typ. 200 msec or less (for 1 UWB communication)
(1 interval)
Cumulated Ton-time (per vehicle device) typ. 5 msec or less per interval; max. 50 msec
during bidirectional UWB communication
(1 interval) LDC requirements (see ETSI EN 302 065-3 [3],
clause 4.5.3) will be kept in any case:
Ton max < 5 msec
Toff mean < 38 msec (averaged over 1 sec)
∑Toff > 950 msec per second
Duration of UWB communication repetitions typ. < 30 sec for functions with user interaction
(for proximity monitoring) typ. < 60 sec for functions without user interaction
Repetition interval of vehicle transmissions typ. > 200 msec for functions with user interaction
typ. > 500 msec for functions without user interaction
NOTE: For more market information see annex A. For detailed technical information, see annex B.

5.2.3.4 Mitigation factors
In this clause the main identified mitigation factors will be presented. These mitigation factors will be used in
conjunction with the potential interference and coexistence investigations.
Mitigation factors for vehicular access control systems using triggered UWB communication for proximity monitoring:
• Trigger-before-talk:
- UWB transmission is only initiated when necessary, in particular if the system indicates that UWB
devices are in range.
• Very low activity factor (typ. < 0,005 %) (especially true for functions with user interaction, due to usage
profile):
- Low duty-cycle for the communication due to short packages (small amount of data for command,
authentication and/or status transfer).
- Usage profile of functions is low.
- Wake-up mechanism for polling is not UWB.
- Only the physical proximity of a key triggers UWB communication.
• Once UWB communication established, TPC can be used as a mitigation (especially true for functions
without user interaction, due to lower response time requirements).
• Low risk of aggregate transmissions (uncoordinated networks, ad-hoc communication).
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16 ETSI TR 103 416 V1.1.1 (2016-07)
5.2.4 Category C: Periodic UWB beacons for proximity detection
5.2.4.1 Introduction
This clause applies to systems, where UWB communication is used to detect the proximity of an ID-device carried by
the user.
The core characteristic of these systems is that periodic UWB transmissions ("beacons") are sent by the vehicle in
order to trigger an ID device action ("Wake-Up"). Typically, no ID device is in range and thus no response is sent upon
a vehicle beacon.
In general, those systems are intended to replace the classical LF- or RF based beacon technology be UWB beacons. In
particular, the Wake-Up message and all data communication is done via UWB.
The periodic UWB beacons will be used to perform:
• ID device wake-up; and/or
• parts of the data exchange for authentication.
The following functions from clause 5.1 can be realized using this category:
• Advanced Passive Access (using UWB beacons for wake-up).
Once a response from an ID device is received by the vehicle, the subsequent communication can be viewed as
"triggered communication".
Figure 4: UWB beacons sent by car
5.2.4.2 System requirements (UWB)
The basic system requirements can be summarized as follows:
• Several independent channels.
• Non interruptible operation (short latencies, defined response timings).
• Fast system response, to avoid "wall-effect" (door has not unlocked fast enough).
• Performance: Highest possible link budget due to vehicle and body-shielding effects.
• Space Diversity at vehicle to cope with body shielding effects and metallized windows.
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17 ETSI TR 103 416 V1.1.1 (2016-07)
5.2.4.3 Technical description
The typical technical parameter of a vehicular access control system proximity detection.
Table 3: Example technical parameter of a typical UWB based vehicular access control system
System Parameter Value/Description
Signal Type UltraWideBand (UWB)
Frequency Range 3,4 GHz to 4,8 GHz and/or 6 GHz to 8,5 GHz
Transmit Power (EIRP) -41,3 dBm/MHz (Max)
Operational Bandwidth System dependent, typ. > 500 MHz
Data Rates System dependent
Tx to Rx Range typ. 10 m or less
Antenna Diversity System dependent
Existing mitigation techniques LDC, TPC
Additional mitigation techniques none
Duration of bidirectional UWB communication no communication, just beacons
Cumulated Ton-time (per vehicle device) during typ. 1 msec or less; max. 5 msec
bidirectional UWB communication (1 beacon)
LDC requirements (see ETSI EN 302 065-3 [3], clause 4.5.3)
will be kept in any case:
Ton max < 5 msec
Toff mean < 38 msec (averaged over 1 sec)
∑Toff > 950 msec per second
∑Ton < 18 sec per hour
Repetition interval of vehicle transmissions (beacon typ. > 200 msec
interval)
5.2.4.4 Mitigation factors
The main mitigation factor is LDC only.
6 Market information
See annex A.
7 Technical information
7.0 General
Technical information can be found in annexes B and C.
7.1 Differences in the assumptions for compatibility studies
Compared to the LTA applications considered in section 4 of ECC Report 170 [i.1], the new PKES applications have a
very low activity factor and often use trigger-before-talk as a mitigation technique. Based on that it will be proposed to
not ask PKES application A and B to comply with the exterior limit.
A comparison of the mitigation techniques of PKES applications A, B and C compared to the LTA applications used in
ECC Report 170 [i.1] will be provided in this clause.
The assumptions and calculated mitigations for the aggregated compatibility studies for LTA applications can be found
in ECC Report 170 [i.1], table 35.
To take into account the trigger-before-talk mitigation, the activity factor calculation is updated based on the usage
profiles and the duty-cycle of the protocol of clause B.1.1. The resulting values are shown in table 4.
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18 ETSI TR 103 416 V1.1.1 (2016-07)
Table 4: Mitigation for PKES equipment category A, B and C
Mitigations Category A: Category B: Category C:
Vehicular access control Vehicular access control Vehicular access control
application application application
for proximity verification for proximity monitoring for proximity detection
Peak power mitigation 0 dB 0 dB 0 dB
Low Duty Cycle < 0,5 % / 1 sec < 0,5 % / 1 sec < 0,5 % / 1 sec
Trigger-before-talk (UWB yes yes no
transmissions only upon a
trigger)
Activity factor, including duty- typ. max. typ. max. max.
cycle 0,00035 % 0,00174 % 0,005 % 0,01 % 0,5 %
(calculations see clause B.1) (54,5 dB) (47,6 dB) (43 dB) (39,9 dB) (23 dB)
0,0067 % 0,033 %
(41,7 dB) (34,8 dB)
Sum of Mitigations More than 47 dB More than 34 dB More than 23 dB

From table 4 it can be concluded that PKES category A and B (whose are manually triggered by the users) are to be
considered with much lower activity factors as assumed in ECC Report 170 [i.1]; the mitigation factors for category A
and B are between 34 dB and 47 dB, compared to 13 dB and 23 dB assumed in ECC Report 170 [i.1], and thus for these
PKES cate
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