ETSI TR 102 495-7 V1.2.1 (2010-03)

Electromagnetic compatibility and Radio spectrum Matters (ERM); System Reference Document; Short Range Devices (SRD); Technical characteristics for SRD equipment using Ultra Wide Band Sensor technology (UWB); Part 7: Location tracking and sensor applications for automotive and transportation environments operating in the frequency bands from 3,1 GHz to 4,8 GHz and 6 GHz to 8,5 GHz

RTR/ERM-TGUWB-009-7

General Information

• Status: Published
• Publication Date: 25-Mar-2010
• Technical Committee: ERM TGUWB - Ultra Wide Band
• Current Stage: 12 - Completion
• Due Date: 26-Mar-2010
• Completion Date: 26-Mar-2010

Standards Content (Sample)

Technical Report
Electromagnetic compatibility
and Radio spectrum Matters (ERM);
System Reference Document; Short Range Devices (SRD);
Technical characteristics for SRD equipment using
Ultra Wide Band Sensor technology (UWB);
Part 7: Location tracking and sensor applications for
automotive and transportation environments operating in the
frequency bands from 3,1 GHz to 4,8 GHz and 6 GHz to 8,5 GHz

2 ETSI TR 102 495-7 V1.2.1 (2010-03)

Reference
RTR/ERM-TGUWB-009-7
Keywords
radar, radio, short range, SRDoc, testing, UWB
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3 ETSI TR 102 495-7 V1.2.1 (2010-03)
Contents
Intellectual Property Rights . 5
Foreword . 5
Introduction . 5
1 Scope . 7
2 References . 7
2.1 Normative references . 7
2.2 Informative references . 8
3 Definitions, symbols and abbreviations . 9
3.1 Definitions . 9
3.2 Symbols . 9
3.3 Abbreviations . 9
4 Comments on the System Reference Document . 10
5 Executive summary . 10
5.1 Background information . 10
5.2 Application technical summary and market information . 10
5.2.1 Category A: Location tracking in public transportation (road and rail vehicles) . 10
5.2.2 Category B: Location tracking and positioning in the automotive environment . 11
5.2.3 Category C: Sensing in the automotive environment . 12
5.3 Radio spectrum requirements and justification . 13
6 Current regulations . 13
7 Proposed regulations . 13
8 Requested ECC and EC actions . 14
9 Expected ETSI actions . 15
Annex A: Detailed market information . 16
A.1 Range of applications . 16
A.2 Market size and value . 16
A.2.1 Market potential for BIBO based EFM as envisaged under category A . 16
A.2.2 Market potential for Automotive Positioning Systems as envisaged under category B . 17
A.2.3 Market potential for Automotive Sensor Systems as envisaged under category C . 17
A.3 Traffic evaluation . 18
Annex B: Detailed Technical information . 19
B.1 Detailed technical description . 19
B.1.1 Public Transportation Systems . 19
B.1.1.1 Status of development of electronic fare management systems based on automatic detection of user
media . 19
B.1.1.2 Summary description . 22
B.1.2 Category B: Automotive Location Positioning Systems . 23
B.1.2.1 "Keying Application" . 23
B.1.2.2 Personal Car Communication System. 23
B.1.2.3 UWB tracking function for a car finding application (e.g. in a parking area) . 24
B.1.3 Category C: Automotive Sensor Systems . 24
B.1.3.1 Communication between truck and trailer . 25
B.1.3.2 Inside Vehicle Command and Control Communications . 25
B.1.3.3 Engine compartment . 26
B.1.3.4 Tire Pressure Monitoring System (TPMS) . 27
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4 ETSI TR 102 495-7 V1.2.1 (2010-03)
B.2 Technical justification for spectrum . 29
B.2.1 Technical justification for proposed power levels . 29
B.2.1.1 Category A: Location tracking in public transportation (road and rail vehicles) . 30
B.2.1.2 Category B/C: Location tracking, positioning, and sensing in the automotive environment . 30
B.2.2 Technical justification for bandwidth . 31
B.2.2.1 Category A . 32
B.2.2.2 Category B . 32
B.2.2.3 Category C . 33
Annex C: Expected compatibility issues . 34
C.1 Coexistence issues . 34
C.2 Current ITU allocations . 34
C.3 Sharing issues . 34
C.3.1 Sharing issues for Public Transportation Systems . 34
C.3.2 Sharing issues for Automotive Location Systems . 35
C.3.3 Sharing issues for Automotive Sensor Systems . 35
C.3.3.1 Smart tire system . 35
Annex D: Bibliography . 36
History . 37

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5 ETSI TR 102 495-7 V1.2.1 (2010-03)
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).
The present document is part 7 of a multi-part deliverable covering Electromagnetic compatibility and Radio spectrum
Matters (ERM); Short Range Devices (SRD); Technical characteristics for SRD equipment using Ultra Wide Band
technology (UWB) as identified below:
Part 1: "Building material analysis and classification applications operating in the frequency band from 2,2 GHz
to 8 GHz";
Part 2: "Object Discrimination and Characterization (ODC) applications for power tool devices operating in the
frequency band of 2,2 GHz to 8,5 GHz";
Part 3: "Location tracking applications type 1 operating in the frequency band from 6 GHz to 8,5 GHz for
indoor, portable and mobile outdoor applications";
Part 4: "Object Identification for Surveillance applications (OIS) operating in the frequency band from 2,2 GHz
to 8,5 GHz";
Part 5: "Location tracking applications type 2 operating in the frequency bands from 3,4 GHz to 4,8 GHz and
from 6 GHz to 8,5 GHz for person and object tracking and industrial applications";
Part 6: Void.
Part 7: "Location tracking and sensor applications for automotive and transportation environments
operating in the frequency bands from 3,1 GHz to 4,8 GHz and 6 GHz to 8,5 GHz".
Introduction
Ultra Wide Band (UWB) radio technology enables a new generation of location tracking and sensor devices and opens
new markets with a variety of innovative applications. UWB radio location and sensor devices with an operating
bandwidth of several hundreds of MHz up to several GHz allow tens of centimetre-level accuracy, real-time localization
and positioning even in the presence of severe multipath effects caused by walls, furniture or any other harsh radio
propagation environments.
It is a viable positioning and sensor technology that meets industrial requirements in the following markets:
1) Healthcare.
2) Workplace/Smart Office.
3) Public buildings.
4) Security.
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6 ETSI TR 102 495-7 V1.2.1 (2010-03)
5) Defence training.
6) Entertainment.
7) Logistics, warehouses.
8) Manufacturing assembly lines.
9) Road and rail vehicles sensor networks.
10) Public transportation.
The purpose of producing the present document is to lay a foundation for industry to quickly bring innovative and
useful products to the market.
Status of pre-approval draft
The present document has been created by ERM TG31C. It has undergone ETSI internal consultation. Final approval
for publication as ETSI Technical Report is given at ERM#37 (March 2009).
Target version Pre-approval date version
(see note)
V1.1.1 a s m Date Description
th
V1.1.1 0.0.7 Approved by TG31C and sent to ETSI
15 October 2008
ERM for consultation and subsequent
approval.
th
V1.1.1 0.0.8 Document updated during ERM#36.
4 November 2008
V1.1.1 0.0.9 7 November 2008 ETSI internal enquiry version resulting
from ERM#36.
V1.1.1 0.0.10 10 November 2008 Clean version of v1.1.1_0.0.9 for ETSI
internal enquiry.
V1.1.1 0.0.11 10 December 2008 Resolution of the internal ETSI
consultation at the TG31c#18 meeting.
V1.1.1 0.0.12 5 January 2009 Clean version of V1.1.1_0.0.11 including
a few minor editorials.
V1.1.1 0.0.13 16 January 2009 Editorial improvement of version
V1.1.1_0.0.12.
V1.1.1 0.0.14 16 January 2009 Clean version of V1.1.1_0.0.13 with a few
comments left in.
V1.1.1 0.0.15 21 January 2009 Comments left in from V0.0.14 resolved
in this version.
V1.2.1 0.0.1 21 September 2009 Update of application A, B and C
according to recent EC regulation and
ECC WGFM investigations.
NOTE: See clause A.2 of EG 201 788 [i.12].

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7 ETSI TR 102 495-7 V1.2.1 (2010-03)
1 Scope
The present document covers a system description and the corresponding spectrum requirements for devices using
UWB radio technology operating in the frequency range from 3,1 GHz to 4,8 GHz and from 6 GHz to 8,5 GHz which
are in automotive or public transportation environments (e.g. installed in road and rail vehicles).
The operating radio link distance is limited typically to a maximum of about 30 meters, whereby some application
scenarios show challenging operating conditions which impose the requirements stated in the present document.
Some applications described in the present document will enhance the safety of the passengers, but these applications
are not safety critical.
UWB based applications under the scope of the present document typically rely on small, cost and energy effective,
lightweight tags/sensors which are attached inside or outside the vehicle, to objects or parts of the vehicle to be
monitored, or are explicitly carried by passengers. They may also form an integral part of portable electronic equipment
carried by passengers (such as future generation mobile phones equipped with an additional UWB air interface).
They are connected to one or more "reference stations", also in the scope of the present document, placed inside the
vehicle, which collect the data and communicate, when needed, via a UWB signal to the tags/sensors.
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).
• Expected compatibility issues (annex C).
2 References
References are either specific (identified by date of publication and/or edition number or version number) or
non-specific.
• For a specific reference, subsequent revisions do not apply.
• Non-specific reference may be made only to a complete document or a part thereof and only in the following
cases:
- if it is accepted that it will be possible to use all future changes of the referenced document for the
purposes of the referring document;
- for informative references.
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 indispensable for the application of the present document. For dated
references, only the edition cited applies. For non-specific references, the latest edition of the referenced document
(including any amendments) applies.
Not applicable.
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8 ETSI TR 102 495-7 V1.2.1 (2010-03)
2.2 Informative references
The following referenced documents are not essential to the use of the present document but they assist the user with
regard to a particular subject area. For non-specific references, the latest version of the referenced document (including
any amendments) applies.
[i.1] CEPT/ERC Report 25: "The European table of frequency allocations and utilizations in the
frequency range 9 kHz to 3 000 GHz" Lisboa 02- Dublin 03- Kusadasi 04- Copenhagen
04-Nice 07- Baku 08.
[i.2] ECC/DEC/(06)04 of 24 March 2006 on the harmonized conditions for devices using
Ultra-Wideband (UWB) technology in bands below 10.6 GHz.
[i.3] ECC/DEC/(06)04 of 24 March 2006 amended 6 July 2007 at Constanta on the harmonized
conditions for devices using Ultra-Wideband (UWB) technology in bands below 10.6 GHz
(2007/131/EC) amended 6 July 2007.
[i.4] 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 harmonized manner in the
Community.
[i.5] ECC/DEC/(06)12 (December 2006): Draft update approved by ECC TG3 in October 2008.
[i.6] EC Mandate M/407: "Standardization mandate forwarded to CEN/CENELEC/ETSI for
harmonized standards covering ultra-wideband equipment".
[i.7] IEEE 802.15.4a: "Standard for Information Technology - Telecommunications and information
exchange between systems - Local and metropolitan area networks - specific requirement
Part 15.4: Wireless Medium Access Control (MAC) and Physical Layer (PHY) Specifications for
Low-Rate Wireless Personal Area Networks (LR-WPANs)".
[i.8] Standard ECMA-368 (December 2008): "High Rate Ultra Wideband PHY and MAC Standard;
rd
3 edition".
rd
[i.9] Standard ECMA-369 (December 2008): "MAC-PHY Interface for ECMA-368; 3 edition".
[i.10] ISO/IEC FCD 14443-1 (Revision): "Identification cards - Contactless integrated circuit(s) cards -
Proximity integrated circuit(s) cards - Part 1: Physical characteristics".
NOTE: Available for all parts at: http://wg8.de/sd1.html#14443.
[i.11] Department of Transportation National Highway Traffic Safety Administration, 49 CFR
Part 571: (Docket No. NHTSA 2000-8572), RIN 2127-AI3, "Federal Motor Vehicle Safety
Standards; Tire Pressure Monitoring Systems; Controls and Displays".
[i.12] ETSI EG 201 788: "Electromagnetic compatibility and Radio spectrum Matters (ERM); Guidance
for drafting an ETSI System Reference Document".
[i.13] DfT Research Database Project: Be-In Be-Out Payment Systems for Public transport.
NOTE: Available at: http://www.dft.gov.uk/rmd/project.asp?intProjectID=12490.
[i.14] Commission Decision 2009/343/EC 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.15] ETSI TR 102 495-3: "Electromagnetic compatibility and Radio spectrum Matters (ERM); System
Reference Document; Short Range Devices (SRD); Technical Characteristics for SRD equipment
using Ultra-Wideband Sensor Technology (UWB); Part 3: Location tracking applications type 1
operating in the frequency band from 6 GHz to 8,5 GHz for indoor, portable and mobile outdoor
applications".
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9 ETSI TR 102 495-7 V1.2.1 (2010-03)
[i.16] ETSI TR 102 495-4: "Electromagnetic compatibility and Radio spectrum Matters (ERM); System
Reference Document; Short Range Devices (SRD); Technical characteristics for SRD equipment
using Ultra Wide Band Sensor technology (UWB); Part 4: Object Identification for Surveillance
applications (OIS) operating in the frequency band from 2,2 GHz to 8,5 GHz".
[i.17] ETSI TR 102 495-5: "Electromagnetic compatibility and Radio spectrum Matters (ERM); System
Reference Document; Short Range Devices (SRD); Technical characteristics for SRD equipment
using Ultra Wide Band Sensor technology (UWB); Part 5: Location tracking applications type 2
operating in the frequency bands from 3,4 GHz to 4,8 GHz and from 6 GHz to 8,5 GHz for person
and object tracking and industrial applications".
[i.18] ITU-R Radio Regulations Edition of 2008.
3 Definitions, symbols 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 Symbols
For the purposes of the present document, the following symbols apply:
dBm deciBel relative to 1 mW
c velocity of light in a vacuum
δR range resolution or multipath rejection resolution
T pulse width
P
3.3 Abbreviations
For the purposes of the present document, the following abbreviations apply:
2D/3D Two Dimensional/Three Dimensional
BIBO Be-In-Be-Out person/tag positioning system
CAN Controller Area Network
CEPT Conference Europeenne des Administrations de Postes et des Telecommunications
DAA Detect and Avoid
ECC Electronic Communications Committee
ECU Electronic Control Unit
EFM Electronic Fare Management
ERC European Radiocommunications Committee
ERM Electromagnetic compatibility and Radio spectrum Matters
ETSC European Transport Safety Council's
GPS Global Positioning System
HDR-LT High Data Rate Location Tracking
ITU International Telecommunication Union
LAN Local Area Network
LDC Low Duty Cycle
LDR Low Data Rate
LDR-LT Low Data Rate - Location Tracking
LIN Local Interconnect Network
MB-OFDM MultiBand OFDM
NHTSA National Highway Traffic Safety Administration
OFDM Orthogonal Frequency Division Multiplexing
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10 ETSI TR 102 495-7 V1.2.1 (2010-03)
PAN Personal Area Network
PRF Pulse Repetition Frequency
PSD Power Spectral Density
RF Radio Frequency
RKE Remote Keyless Entry
SRD Short Range Device
TPC Transmit Power Control
TPMS Tire Pressure Monitoring Systems
UWB Ultra Wide Band
UWB-RT Ultra Wide Band Radio Technology
4 Comments on the System Reference Document
Void.
5 Executive summary
5.1 Background information
The growing demand for UWB based applications installed in road and rail vehicles covered in the present document
are grouped into three categories according to the commonalities in the spectral usage requirements resulting from
specific application scenarios. All three categories belong to the automotive or public transportation environments.
They are listed in table 1 and shortly summarized in clause 5.2.
Table 1: Overview of location tracking and sensor applications for automotive
and public transportation environments
category application short description frequency
A Location Tracking in Location positioning datagrams are exchanged through one 3,1 GHz to 4,8 GHz,
a public or more of the reference stations mounted inside the vehicle 6,0 GHz to 8,5 GHz
transportation at convenient locations, with mobile tags carried by
environment passengers and/or luggage. The typical range of radio
operation is 1 m to 30 m. Environmental conditions can be
challenging in selected cases. All cases need to be covered
with high reliability.
B Location Tracking in Location tracking datagrams are exchanged between a 3,1 GHz to 4,8 GHz,
the automotive base station located inside the vehicle and corresponding 6,0 GHz to 8,5 GHz
environment mobile tags and/or the vehicle key.
C Sensing in the Telemetry datagrams are exchanged in a vehicle mounted 3,1 GHz to 4,8 GHz,
automotive sensor network. 6,0 GHz to 8,5 GHz
environment
5.2 Application technical summary and market information
The implementation of new UWB applications in transportation environments requires new spectrum for the defined
categories as further described in the following clauses.
5.2.1 Category A: Location tracking in public transportation (road and rail
vehicles)
In various European countries public transportation network operators are currently looking for Electronic Fare
Management (EFM) systems based on the Be-In-Be-Out (BIBO) principle. Be-In-Be-Out systems determine
automatically if a person is inside a transportation means and are more accepted than any check-in-check-out
technology in public transportation. It is a basic element of future Electronic Fare Management Systems.
BIBO systems can be realized in an optimal way applying UWB radio-based, accurate, real-time, automatic positioning.
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11 ETSI TR 102 495-7 V1.2.1 (2010-03)
Small mobile tags operating as transceivers are attached to the objects to be monitored or are carried by humans in
clothing or inside luggage. A network of reference stations is inside the vehicle and suitably covers the internal area.
The network communicates with the tags. Typically, the range between a tag and a reference station will be from 1 m to
30 m, depending on the public transportation vehicle size and geometry.
By analysing tag-related radio link parameter(s), e.g. the time-of-arrival and/or angle-of-arrival of the radio signal
relative to the known reference stations, the 2D/3D position of the tag(s) can be found. Data can be transmitted
containing information derived by the tags.
The main application, EFM systems based on the BIBO principle, needs to exchange data telegrams and identify the
location of mobile tag(s) in or around the public transportation vehicles. The base stations (or so called anchor nodes)
are placed inside the vehicle. The system is basically communicating to exchange location datagrams with some minor
additional information for example about tag identity.
Two UWB specific technological options are still being considered: LDR-LT based on pulsed transmissions (similar to
standardized IEEE 802.15.4a [i.7]) as well as HDR-LT based on MB-OFDM (similar to standardized
ECMA-368 [i.8] and ECMA-369 [i.9]). The communication is controlled by a cluster head and thus will happen
subsequently with the tag devices (usually up to several tens of devices per cluster head coverage area). However, this
happens only in certain time intervals and at different geographic positions as the transportation system operates mainly
if customers occupy/leave the transportation vehicle.
Selected European experimental activities have illustrated the strong demand for EFM systems, for example see [i.13];
however it is hardly possible at the moment to provide exact figures on the market share of BIBO-based systems.
In Germany BIBO is already part of the German EFM standard "VDV-Kernapplikation". In the UK the British
Department for Transport has contracted a desk study on the applicability of BIBO for the UK's public transport market
in 2007. In Switzerland the Swiss Federal Railways has requested proposals from suppliers of BIBO technologies using
mobile phones in 2007. From public transportation network operators in other EU countries, such as Portugal, a general
demand for BIBO solutions is known from the CALYPSO project.
It can be extrapolated from the active EU countries, that in general BIBO systems are of highest interest for public
transportation network operators in the European landscape characterized by a high coverage of public transport. The
application of BIBO systems increases quality of life for the passengers and provides significant economic advantages
for the public transportation network operators. Furthermore the application of BIBO systems saves natural resources
such as energy and reduces pollution like CO .
Experiments and trials have shown that the BIBO systems need to function fully automatically in order to reach
sufficient user acceptance level and therefore standardized low power short range radio with inherent high accuracy and
real-time location positioning features are required. UWB is the only radio technology known currently fulfilling those
requirements. Therefore it can be expected that in the far future all BIBO systems will be completely realized by
applying UWB radio technology.
The number of BIBO systems in operation in the future can be extrapolated to the total number of public transportation
systems in a given geographic area. Other technological alternatives have clearly shown weaknesses in user acceptance
(end user as well as public transport network operator), which will lead in the long term to their disappearance from the
market resulting in a 100 % coverage of UWB-based BIBO EFM systems.
For more market information concerning category A systems, see annex A. For detailed technical information of
category A, see annex B.
5.2.2 Category B: Location tracking and positioning in the automotive
environment
In the automotive environment, the radio link range is typically on the order of the size of the vehicle and the base
station(s) is(are) typically inside the vehicle, while the tag could be inside or outside the vehicle. One example
application is the door open function with the ability to locate a mobile tag based on ranging. The system mainly
exchanges short data telegrams being used for processing ranging when the tag is arriving at the vehicle zone or is
leaving the vehicle zone.
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12 ETSI TR 102 495-7 V1.2.1 (2010-03)
Based on the typical application and range, it is expected that there will be one category B system per car implemented
in the future. So the market is enormous in terms of relative share, which is expected to become 100 %, as well as
absolute numbers, which can be directly derived from the annual sales of new cars in the European countries. In
addition there will be possibilities to add those systems to used cars, but the market share there is expected to be
negligible compared to the primary market.
There is a ramp up period foreseen, where first more luxury cars will be equipped with category B systems, while it
then will be expanded to the mid-size and even down to the economy cars over time due to the potential for very cost
efficient mass production and ultra low energy consumption.
For detailed market information concerning category B systems, see annex A, and for detailed technical application
descriptions, see annex B.
5.2.3 Category C: Sensing in the automotive environment
The vision of accident-free traffic is one of the most challenging visions in today's and the future automotive market.
The improvement of traffic safety is a strong motivation for many important innovations in the automotive industry. In
the automotive environment, a number of different sensor applications are considered to support the realization of this
vision. Some of those sensor applications are active while the car is moving only and provide thus an inherent
mitigation to fixed/portable legacy radio services. Others operate inside different compartments of the car and
experience a high shielding attenuation towards the outside world. Some are active inside the shielding if the car
electronic is switched on and remain active until switched off. They are used mainly for cable replacement or as a cable
break fallback solution in order to reduce weight, manufacturing and maintenance costs and increase reliability of
telemetric command and control communications and thus enhance the safety of the car passengers.
An example covered by the present document is an intelligent tire system providing information on the tire and the
tire-road contact. It is an important element of the electronic car management system, which can provide much
additional information to a wide range of vehicle control sub-systems and various vehicle control as well as comfort and
safety applications. The first products that have been introduced in the field of intelligent tires are as pure Tire Pressure
Monitoring Systems (TPMS). More sophisticated tire sensor systems, that are still in the process of research or
pre-development, show the high interest in this field. Basic sensor technologies which enhance the realization potential
for innovative monitoring of tire and tire-road contact are under investigation. UWB radio communication is a
technology that allows low-power transmission at relatively high throughput, and guarantees a good immunity to
multipath and therefore is the logical choice for such applications, where information has to be transferred from a
rotating tire towards the car networking elements places in the car chassis, see annex B for a more detailed technical
explanation.
Since November 2003 all new car sales in the USA are forced by NHTSA by law to be equipped with TPMS. The
European Commission has proposed as well a law, which mandates that from 2012 all cars sold in Europe are equipped
with intelligent TPMS systems [i.11]. The target is to reduce fuel consumption (alone in Europe 10 million tons of CO
emission can be reduced by TPMS) and to increase passengers' safety. TPMS are only the first step into the direction of
smart sensing of tire and tire-road contact and increasing in an evolutionary way the absolute safety of passengers and
therefore avoiding extremely harmful accidents and in turn costs for the European society at the same time.
Therefore it is expected that the next step of the policy makers will be to go further in this direction and to force by law
that intelligent tire systems are employed. Those systems cannot operate with traditional radio and therefore a 100 %
market share of UWB-driven, smart tire systems can be expected.
For detailed market information concerning category C systems, see annex A; for more detailed technical information
about category C systems see annex B.
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13 ETSI TR 102 495-7 V1.2.1 (2010-03)
5.3 Radio spectrum requirements and justification
Table 2: Overview of radio spectrum requirements per application
Category Application Radio spectrum required Justification
A Positioning in public 3,1 GHz to 4,8 GHz, and According to update of ECC/DEC/(06)04 [i.3] and
transportation environment 6,0 GHz to 8,5 GHz draft update of ECC/DEC/(06)12 [i.5].
B Positioning in the 3,1 GHz to 4,8 GHz, and According to update of ECC/DEC/(06)04 [i.3] and
automotive environment 6,0 GHz to 8,5 GHz draft update of ECC/DEC/(06)12 [i.5].
C Sensing in the automotive 3,1 GHz to 4,8 GHz, and According to update of ECC/DEC/(06)04 [i.3] draft
environment 6,0 GHz to 8,5 GHz update of ECC/DEC/(06)12 [i.5] and Commission
Decision 2009/343/EC [i.14].
6 Current regulations
Location tracking devices which are only for indoor operation are covered by the Generic UWB decision [i.2] in
Europe. However, there were no regulations permitting the operation of UWB location tracking and sensing
applications in mixed and outdoor scenarios or of UWB devices installed in "road and rail vehicles".
However, in [i.3] it is recommended to extend the application of UWB devices to installations in road and rail vehicles
and it is expected, that the EC will update the legally binding rulemaking [i.4] according to [i.6] by the beginning of
2009.
7 Proposed regulations
Based on the needs of the intended applications described in the scope of the present document, the following limits are
proposed as input values for the ongoing discussions and considerations in ECC.
Table 3: Proposed regulation for equipment
Frequency Area of operation/Category Maximum Average power density (EIRP)
(dBm/MHz)
Category A
3,1 GHz to 4,8 GHz public transportation -41 dBm/MHz,
EFM systems TPC+DAA, if MB-OFDM
or LDC
6,0 GHz to 8,5 GHz public transportation -41 dBm/MHz
EFM systems LDC or TPC
Category B
3,1 GHz to 4,8 GHz, road vehicles -41,3 dBm/MHz,
location systems LDC or TPC+DAA
6,0 GHz to 8,5 GHz road vehicles -41 dBm/MHz
location systems LDC or TPC
Category C
Road and rail vehicles wireless
sensor data communications
3,1 GHz to 4,8 GHz, Smart tire: Devices attached to -41,3 dBm/MHz, duty cycle/activity factor max. 5 %
chassis - transmission towards
chassis, transmission only during
movement of vehicles (minimum
speed 20 km/h), tire shielding
attenuation (15 dB to 20 dB)
Telemetry network inside vehicles -41,3 dBm/MHz, LDC or TPC+DAA
Passenger alarm systems -41,3 dBm/MHz, LDC
ETSI
14 ETSI TR 102 495-7 V1.2.1 (2010-03)
Frequency Area of operation/Category Maximum Average power density (EIRP)
(dBm/MHz)
6,0 GHz to 8,5 GHz Smart tire: Devices attached to -41,3 dBm/MHz, duty cycle/activity factor max. 5 %
chassis - transmission towards
chassis, transmission only during
movement of vehicles (minimum
speed 20 km/h), tire shielding
attenuation (15 dB to 20 dB)
Telemetry network inside vehicles -41,3 dBm/MHz, LDC or TPC
Passenger alarm systems -41,3 dBm/MHz, LDC

The LDC definition used in the present document is: 5 % TX activity over 1s, 0,5 % TX activity over 1 h, 5 ms max
burst duration, 38 ms min off-time between bursts.
Devices permitted under ECC and EC decisions for UWB [i.2], [i.3] and [i.4] are for indoor usage, exempt from
individual licensing and operate on a non-interference, non-protected basis. For usage in road and rail vehicle the same
rules as for indoors usage should apply with an additional requirement for a 12 dB range Transmit Power Control in
certain subbands (according to update of ECC/DEC/(06)12 [i.5]) if there is no LDC rule applied.
8 Requested ECC and EC actions
ETSI requests CEPT/ECC to consider the present document, which includes necessary information under the MoU
between ETSI and the CEPT ECC issuing regulations for the proposed location tracking and sensor device types.
Relevant compatibility studies should be performed to determine whether the emissions described in the present
document are appropriate to protect other radio services and to provide the practical measures to ensure the protection
of other radio services in the anticipated bands and emission levels.
The requested EC action is a revision of the existing EC rulemaking [i.4] and [i.14].
Table 4: Status with respect to current regulations
category Frequency relation to current requested modifications to current regulation
regulation
A 3,1 GHz to 4,8 GHz ECC/DEC/(06)04 [i.3] No modifications to current regulation necessary
in combination with
ECC/DEC/(06)12 [i.5]
for DAA is applied
6,0 GHz to 8,5 GHz Based on the confirmation in ECC TG3 and ECC FM47
that LDC can be applied instead of TPC a update of
ECC/DEC/(06)12 [i.5] and ECC/DEC(06)04 [i.3] is
necessary
B 3,1 GHz to 4,8 GHz ECC/DEC/(06)04 [i.3] No modifications to current regulation necessary
in combination with
ECC/DEC/(06)12 [i.5]
for LDC is applied
6,0 GHz to 8,5 GHz Based on the confirmation in ECC TG3 and ECC FM47
that LDC can be applied instead of TPC a update of
ECC/DEC/(06)12 [i.5] and ECC/DEC(06)04 [i.3] is
necessary
C 3,1 GHz to 4,8 GHz ECC/DEC/(06)04 [i.3] ECC is requested to confirm the interpretation of
in combination with conformance to the existing regulation taking into account
ECC/DEC/(06)12 [i.5] the condition of equivalent protection laid out in
for LDC or DAA+TPC EC Decisions 2007/131/EC [i.4] and 2009/343/EC [i.14]
is applied
6,0 GHz to 8,5 GHz ECC/DEC/(06)04 [i.3] Based on the confirmation in ECC TG3 and ECC FM47
is applied that LDC can be applied instead of TPC a update of
ECC/DEC/(06)12 [i.5] and ECC/DEC(06)04 [i.3] is
necessary
ETSI
15 ETSI TR 102 495-7 V1.2.1 (2010-03)
9 Expected ETSI actions
Mandate M/407 [i.6] was received by ETSI, calling for establishment of Harmonized Standards for UWB.
A draft Harmonized European Standard for the equipment covered by the present document is under development in
ETSI ERM TGUWB.
ETSI
16 ETSI TR 102 495-7 V1.2.1 (2010-03)
Annex A:
Detailed market information
A.1 Range of applications
Applications of UWB location tracking and sensor communication technology described in the present document form
an important subset complementing the ones described in parts 3 [i.15], 4 [i.16], and 5 [i.17] of this multi-part
deliverable. Within automotive environments and transportation scenarios, in general the application of UWB will
enable higher efficiency of systems configuration and maintenance, less weight of vehicles and increased safety and
security. Besides these objective parameters, the quality of life and convenience for the customer will be significantly
increased. Important benefits for public transportation operators are expected in terms of route optimization which saves
resources as well as significant contributions to the global CO reduction which has recently been defined as a major
political requirement.
The list below indicates th
...