ETSI TR 102 704 V1.1.1 (2010-12)

Technical Report
Electromagnetic compatibility
and Radio spectrum Matters (ERM);
System Reference Document;
Short Range Devices (SRD);
Radar sensors for non-automotive surveillance applications
in the 76 GHz to 77 GHz frequency range

2 ETSI TR 102 704 V1.1.1 (2010-12)

Reference
DTR/ERM-TGSRR-005
Keywords
EHF, radar, radio, short range, SRD, SRDOC,
UWB
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3 ETSI TR 102 704 V1.1.1 (2010-12)
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 . 8
3.1 Definitions . 8
3.2 Symbols . 10
3.3 Abbreviations . 10
4 Presentation of the system . 11
4.1 Surveillance radar applications and scenarios . 11
4.1.1 Category 1: ground based vehicular applications . 11
4.1.2 Category 2: passive tracking / fixed infrastructure applications for perimeter surveillance and
intruder detection and tracking for railroad applications . 11
4.1.3 Category 3: applications in the industrial environment and quasi-fixed applications . 12
5 Market information. 12
5.1 Category 1: vehicle applications . 12
5.2 Category 3: crane applications . 13
6 Technical information . 14
6.1 Detailed technical description . 14
6.1.1 Systems overview . 14
6.1.1.1 Vehicular sensor system overview . 14
6.1.1.2 A typical fixed railroad surveillance sensor overview . 15
6.1.2 Installation considerations . 16
6.1.2.1 Vehicular applications . 16
6.1.2.2 Perimeter surveillance, intruder detection and tracking . 16
6.2 Technical parameters and implications on spectrum . 16
6.2.1 Status of technical parameters . 16
6.2.1.1 Current ITU and European Common Allocations . 16
6.2.1.1.1 Current 76 GHz to 77 GHz automotive radar applications . 16
6.2.1.2 Sharing and compatibility issues still to be considered . 17
6.2.2 Parameters. 18
6.3 Information on relevant standard(s) . 19
7 Radio spectrum request and justification . 19
8 Regulations . 20
8.1 Current regulations . 20
8.2 Proposed regulation and justification . 20
8.2.1 CEPT/ERC REC 70-03 . 20
8.2.2 Other . 21
8.2.3 EMF - limits . 21
Annex A: Detailed application information . 23
A.1 Overview of categories for surveillance radar applications . 23
A.1.1 Overview of category 1: ground-based vehicular applications. 23
A.1.2 Overview of category 2: fixed infrastructure/perimeter surveillance and intruder detection and tracking
for railroad applications . 24
A.1.3 Overview of category 3: applications in the industrial environment and quasi fixed applications . 24
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4 ETSI TR 102 704 V1.1.1 (2010-12)
A.2 Category 1, ground based vehicular applications . 24
A.2.1 Rail and general transportation . 24
A.2.1.1 Background information and motivation. . 24
A.2.1.2 Typical usage time and travel evaluation of such railway device . 29
A.2.2 Construction, lorry, machinery and agriculture devices . 30
A.2.2.1 Application examples: safety applications and performance improvement . 31
A.2.2.2 Justification . 32
A.2.2.3 Traffic evaluation . 33
A.2.3 Marine, coastal and harbor supervision . 34
A.2.4 Unmanned vehicles, ground transportation and automatic emergency brake. 35
A.2.4.1 Traffic evaluation . 36
A.3 Category 2: for perimeter surveillance and intruder detection and tracking for railroad
applications . 36
A.3.1 Scenario: Specific objects and constructions . 36
A.3.1.1 Introduction. 36
A.3.1.2 Road/Track Crossing and track application . 37
A.3.1.3 Scenario: Surveillance of a railroad tunnel . 38
A.4 Category 3: applications in the industrial environment and quasi-fixed applications . 39
A.4.1 Crane application (collision) . 39
A.4.1.1 Anti-collision Protection . 40
A.4.1.2 Static anti-collision protection . 40
A.4.1.3 Dynamic anti-collision protection . 42
A.4.1.4 "Quasi"-fixed crane applications (construction side) . 44
A.5 Conclusion . 45
Annex B: Detailed market information . 46
B.1 Vehicular applications . 46
B.2 Perimeter surveillance, intruder detection and tracking . 46
B.2.1 Market analysis . 46
Annex C: Bibliography . 48
History . 49

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5 ETSI TR 102 704 V1.1.1 (2010-12)
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 includes necessary information to support the co-operation under the MoU between ETSI and the
Electronic Communications Committee (ECC) of the European Conference of Postal and Telecommunications
Administrations (CEPT).
Executive summary
The present document describes the radar based surveillance applications in the 76 GHz to 77 GHz which in most cases
are safety related. It provides a proposal for the planned applications and defines operational modes for fixed and
vehicular installations and for applications in public and private locations and areas.
A high number of accidents in the public transportation area (trains and trams) or with construction/off road vehicles
needs an increase in the safety in these areas. Information on accidents is described in annex A.
Furthermore, surveillance of critical infrastructure and key resources is essential to every nation's security, public health
and public safety, economic vitality and way of life. Damage of vital national structures caused by terrorist attacks,
criminal activities or by natural/man-made disasters could produce significant losses in terms of human casualties,
economic values as well as damage to public morale and confidence. Due to this and to the increased international
subversive and political activities during the last decade, new demands for an enhanced security level regarding
protection of critical infrastructure and key resources have been raised in many nations.
However, an enhanced security level also means an increased amount of resources in the form of security personnel. To
handle this, the security system in general is proposed to have the quality to enable a higher degree of automation. The
sensors in such a system can therefore have the ability to analyze and evaluate the threat on a pre-status, e.g. for a radar
sensor this might put higher requirements on range and velocity resolution in order to achieve sufficient data for that
kind of estimation. More detailed information can be read in annexes A and B.
The 76 GHz radar technology as realized in EN 301 091 [i.1] is also suitable for applications in rail, highway
construction, agriculture, leisure vehicles, unmanned vehicles, ground transportation, and security monitoring systems
such as intruder alert, traffic control and many others.
The automotive radars provide safety features and have reached a high penetration. The penetration will further increase
significantly with the introduction of radars not only in higher class but also in medium type cars.
It has to be considered that some of the surveillance systems respectively their installations have the potential for
interfering with the automotive radars. In order not to impair the operation of the existing automotive vehicle radars
operating in the same frequency range, the operational modes and application scenarios are addressed in the present
document and have to be carefully defined in the scope of a future Harmonized Standard.
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6 ETSI TR 102 704 V1.1.1 (2010-12)
Introduction
ETSI has created a number of Harmonized Standards under the R&TTE Directive for automotive radar systems for
different applications e.g. for the frequency bands of 24 GHz, 5,8 GHz, 63 GHz, 76 GHz and 79 GHz.
The 76 GHz RTTT Standard EN 301 091 [i.1] defines the technical characteristics and test methods for radar equipment
operating in the 76 GHz to 77 GHz was among the first ones and published in published in June 1998. Its scope limits
the application to automotive radar equipment.
The 76 GHz to 77 GHz automotive range radar technology is very versatile and can be used also for safety relevant
application e.g. non-road applications which is the subject for the present document.
The main benefits of using the 76 GHz to 77 GHz frequency band are lower weight, measurement results (e.g. range
resolution) and reduced size for new equipment. Better velocity resolution will be achieved because of the very short
wavelength and high range resolution in connection with a simplified technical design when using e.g. FMCW
modulation. This motivates to use the frequency band for many types of applications for short range radar systems.
The new planned applications for short range radar for surveillance radars operating in the 76 GHz to 77 GHz band
needs to be evaluated with regard to their compatibility to the present 76 GHz to 77 GHz vehicle radars operating on the
roads in many countries world-wide.
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7 ETSI TR 102 704 V1.1.1 (2010-12)
1 Scope
The present document describes the spectrum requirements, technical characteristics and application scenarios for
mobile and infrastructure radio location applications in the frequency range of 76 GHz to 77 GHz.
The present document provides a proposal for the introduction of the planned applications for surveillance radar for
operating in the 76 GHz to 77 GHz band and defines characteristics and operation modes for fixed or quasi fixed
installation, industrial, airborne/space and for ground vehicular applications in order not to impair the operation of the
existing automotive vehicle SRRs operating in the same frequency range as well as for applications in adjacent bands.
The present document excludes radar sensor for level and tank level probing [i.8].
The present document also analyses the current ECC decision ECC(02)01 [i.2] and proposes to revise the ECC decision
for sharing the new intended surveillance radar application with the EN 301 091 [i.1] type equipment in same frequency
band.
The present document includes in particular:
• 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] ETSI EN 301 091 (parts 1 and 2): "Electromagnetic compatibility and Radio spectrum Matters
(ERM); Short Range Devices; Road Transport and Traffic Telematics (RTTT); Radar equipment
operating in the 76 GHz to 77 GHz range".
[i.2] ECC/DEC/(02)01: "ECC Decision of 15 March 2002 on the frequency bands to be designated for
the coordinated introduction of Road Transport and Traffic Telematic Systems".
[i.3] SCI Verkehrs GmbH.
NOTE: See www.sci.de.
[i.4] YARDS book 2008.
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8 ETSI TR 102 704 V1.1.1 (2010-12)
[i.5] CEPT/ERC REC 70-03:"Relating to the Use of Short Range Devices (SRD)".
[i.6] Merill Ivan Skolnik, Radar Handbook.
NOTE: See ISBN 0-07-057908-3 at http://de.wikipedia.org/wiki/Spezial:ISBN-Suche/0070579083.
[i.7] Merill Ivan Skolnik, Introduction to Radar Systems 2nd Edition, McGraw-Hil, Inc 1980.
NOTE: See ISBN 0-07-288138-0 at http://de.wikipedia.org/wiki/Spezial:ISBN-Suche/0072881380.
[i.8] ETSI EN 302 729 (all parts): "Electromagnetic compatibility and Radio spectrum Matters (ERM);
Short Range Devices (SRD); Level Probing Radar (LPR) equipment operating in the frequency
ranges 6 GHz to 8,5 GHz, 24,05 GHz to 26,5 GHz, 57 GHz to 64 GHz, 75 GHz to 85 GHz".
[i.9] VDMA report 2005.
[i.10] European Railway Agency.
NOTE: See www.era.europa.eu.
[i.11] CENELEC EN 50413: "Basic standard on measurement and calculation procedures for human
exposure to electric, magnetic and electromagnetic fields (0 Hz - 300 GHz)".
[i.12] CENELEC EN 62311: "Assessment of electronic and electrical equipment related to human
exposure restrictions for electromagnetic fields (0 Hz -300 GHz) (IEC 62311:2007, modified)".
[i.13] CENELEC EN 50371: "Generic standard to demonstrate the compliance of low power electronic
and electrical apparatus with the basic restrictions related to human exposure to electromagnetic
fields (10 MHz - 300 GHz) - General public".
[i.14] Council Recommendation 1999/519/EC of 12 July 1999 on the limitation of exposure of the
general public to electromagnetic fields (0 Hz to 300 GHz).
[i.15] ISO 11898: "Road vehicles -- Controller area network (CAN)".
3 Definitions, symbols and abbreviations
3.1 Definitions
For the purposes of the present document, the following terms and definitions apply:
antenna cycle: one complete sweep of a mechanically or electronically scanned antenna beam along a predefined
spatial path
antenna scan duty factor: ratio of the area of the beam (measured at its 3 dB point) to the total area scanned by the
antenna (as measured at its 3 dB point)
assigned frequency band: frequency band within which the device is authorized to operate
associated antenna: antenna and all its associated components which are designed as an indispensable part of the
equipment
average time: time interval on which a mean measurement is integrated
blanking period: time period where no intentional emission occurs
duty cycle: the ratio of the total on time of the "message" to the total off-time in any one hour period
dwell time: accumulated amount of transmission time of uninterrupted continuous transmission within a single given
frequency channel and within one channel repetition interval
Equipment Under Test (EUT): radar sensor including the integrated antenna together with any external antenna
components which affect or influence its performance
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9 ETSI TR 102 704 V1.1.1 (2010-12)
equivalent isotropically radiated power (e.i.r.p.): total power or power density transmitted, assuming an isotropic
radiator
NOTE: e.i.r.p. is conventionally the product of "power or power density into the antenna" and "antenna gain".
e.i.r.p. is used for both peak or average power and peak or average power density.
equivalent pulse power duration: duration of an ideal rectangular pulse which has the same content of energy
compared with the pulse shape of the EUT with pulsed modulation or time gating
far field measurements: measurement distance should be a minimum of 2d /λ , where d = largest dimension of the
antenna aperture of the EUT and λ is the operating wavelength of the EUT
mean power: supplied from the antenna during an interval of time sufficiently long compared with the lowest
frequency encountered in the modulation taken under normal operating conditions
NOTE: For pulsed systems the mean power is equal the peak envelope power multiplied by the time gating duty
factor. For CW systems without further time gating the mean power is equal the transmission power
without modulation.
on-off gating: methods of transmission with fixed or randomly quiescent period that is much larger than the PRF
operating frequency (operating centre frequency): nominal frequency at which equipment is operated
NOTE: Equipment may be able to operate at more than one operating frequency.
operating frequency range: range of operating frequencies over which the equipment can be adjusted through
switching or reprogramming or oscillator tuning
NOTE 1: For pulsed or phase shifting systems without further carrier tuning the operating frequency range is fixed
on a single carrier line.
NOTE 2: For analogue or discrete frequency modulated systems (FSK, FMCW) the operating frequency range
covers the difference between minimum and maximum of all carrier frequencies on which the equipment
can be adjusted.
peak envelope power: mean power (round mean square for sinusoidal carrier wave type) supplied from the antenna
during one radio frequency cycle at the crest of the modulation envelope taken under normal operating conditions
Power Spectral Density (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.
Pulse Repetition Frequency (PRF): inverse of the Pulse Repetition Interval, averaged over a time sufficiently long as
to cover all PRI variations
Pulse Repetition Interval (PRI): time between the rising edges of the transmitted (pulsed) output power
quiescent period: time instant where no emission occurs
spurious emission: emission on a frequency or frequencies which are outside the necessary bandwidth and the level of
which may be reduced without affecting the corresponding transmission of information
NOTE: Spurious emissions include harmonic emissions, parasitic emissions, intermodulation products and
frequency conversion products, but exclude out-of-band emissions.
radome: external protective cover which is independent of the associated antenna, and which may contribute to the
overall performance of the antenna (and hence, the EUT)
spatial radiated power density: power per unit area normal to the direction of the electromagnetic wave propagation
NOTE: It is expressed in units of W/m .
spread spectrum modulation: modulation technique in which the energy of a transmitted signal is spread throughout a
relatively large portion of the frequency spectrum
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10 ETSI TR 102 704 V1.1.1 (2010-12)
steerable antenna: directional antenna which can sweep its beam along a predefined spatial path
NOTE: Steering can be realized by mechanical, electronical or combined means. The antenna beamwidth may
stay constant or change with the steering angle, dependent on the steering method.
3.2 Symbols
For the purposes of the present document, the following symbols apply:
λ wavelength
1/P repetition rate of the modulation wave form
ac alternating current
B bandwidth
d largest dimension of the antenna aperture
D antenna scan duty factor
D distance between ferrite beads
fb
dB decibel
dBi gain in decibels relative to an isotropic antenna
df spectral distance between 2 lines with similar power levels
Δfmax maximum frequency shift between any two frequency steps
Δfmin minimum frequency shift between any two frequency steps
E field strength
E reference field strength
o
G blank time period
P period of time during in which one cycle of the modulation wave form is completed
P mean power within the BW
a
P power of an individual spectral line
L
P radiated power
rad
R distance
R reference distance
o
τ pulse width
T chip period
c
3.3 Abbreviations
For the purposes of the present document, the following abbreviations apply:
AC Anti-Collision
ACC Automotive Cruise Control
ADC Analog Digital Converter
AIS Automatic Identification System
ASIC Application Specific Integrated Circuit
CCTV Close Circuit TeleVision
CEPT Conference of Postal and Telecommunications Administrations
CIP Critical Infrastructure Protection
CW Continuous Wave
DAC Digital to Analog Converter
e.i.r.p. equivalent isotropically radiated power
ECC Electronic Communications Committee
ERC European Radiocommunication Committee
EUT Equipment Under Test
FM Frequency Modulation
FMCW Frequency Modulated Continuous Wave
FOD Foreign Object Detection
FSK Frequency Shift Keying
IF Intermediate Frequency
MMIC Monolithic Microwave Integrated Circuit
PLL Phase Lock Loop
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11 ETSI TR 102 704 V1.1.1 (2010-12)
PRF Pulse Repetition Frequency
PRI Pulse Repetition Interval
PSD Power Spectral Density
R&TTE Radio and Telecommunications Terminal Equipment
RBW Resolution Bandwidth
RCS Radar Cross Section
RF Radio Frequency
RTTT Road Transport and Traffic Telematics
SiGe Silicon Germanium
SIRS Short-Range Surveillance Measurement
SRD Short Range Device
SRR Short Range Radar
USD US Dollars
VCO Voltage Controlled Oscillator
4 Presentation of the system
The present 76 GHz to 77 GHz radar technology is the basis for the intended surveillance applications.
The broad range of applications however requires different antenna systems and operation modes tailored to the specific
installations to achieve the intended performance.
To meet higher requirements on range and velocity resolution for a radar sensor, the frequency band 76 GHz to 77 GHz
has been identified as an eligible choice for a new type of short range surveillance radars. According to the CEPT/ERC
REC 70-03 [i.5], annex 5 this frequency band is allocated to vehicle and to infrastructure radar systems. The main
benefits by using the 76 GHz to 77 GHz frequency band are lower weight and reduced size for new equipment. Better
velocity resolution will be achieved because of the very short wavelength and high range resolution in connection with
a simplified technical design e.g. FMCW modulation.
Depending on the antenna configurations and the installation position, the proposed surveillance radar can cover ranges
up to 1 600 m. The range resolution can be down to approx. 1 m with a beam width of 1,5° in azimuth and 5° to 6° in
elevation, depending on the antenna characteristics.
4.1 Surveillance radar applications and scenarios
There is a wide range of applications, which can be put into the following categories.
4.1.1 Category 1: ground based vehicular applications
• Rail and general transportation.
• Off-highway construction, mobile crane, lorry, machinery, agriculture.
• Unmanned vehicles, ground non-public transportation.
• Leisure vehicles, power sports.
More information can be found in clause A.2.
4.1.2 Category 2: passive tracking / fixed infrastructure applications for
perimeter surveillance and intruder detection and tracking for
railroad applications
• Outside perimeter area: to detect suspicious activities before entering the perimeter area (e.g. road/track
crossing and railroad tunnels).
• Inside perimeter area: to detect suspicious activities inside the perimeter area as well as to track normal
activities in order to prevent accidents and damage.
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12 ETSI TR 102 704 V1.1.1 (2010-12)
More information can be found in clause A.3.
4.1.3 Category 3: applications in the industrial environment and
quasi-fixed applications
• Industrial and fixed crane application (collision).
• "quasi"-fixed crane applications (construction site):
- collision avoidance during working procedure;
- collision avoidance during installation.
More information can be found in clause A.4.
5 Market information
5.1 Category 1: vehicle applications
The main applications in the category vehicular applications are:
• Rail applications with a total number of locomotives, railcars and trams in the field of: 400 000 (worldwide)
and ca. 40 % of the worldwide market is in Europe = 160 000 (in EC) with approximately 15 000 (world) and
6 000 (EC) new devices/year (source: SCI Verkehrs GmbH, www.sci.de [i.3]).
• Water/ship applications with a total number of professional/industrial ships in the field of: 100 000 (in EC)
with approximately 500 to 1 000 new devices/year. (source: YARDS book 2008 [i.4]).
• Sensor applications in heavy vehicles with a total number of construction and agriculture devices in the field
of: 37 000 000 (worldwide) and ca. 34 % in EC = 12,580 000 and with approximately 19 000 (worldwide) and
6 460 (EC) new devices/year. (source: VDMA report 2005 [i.9]).
These numbers lead to a estimation (with the assumption that in 10 years, each new device will implement such
surveillance sensors) of a market size in EC of 250 000 surveillance sensor systems for non-automotive vehicles in
2033; see figure 5.1.1.
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13 ETSI TR 102 704 V1.1.1 (2010-12)
construction
ships
rail
2010 2014 2018 2023 2027 2031
Figure 5.1.1: Total estimated number of thousands of vehicles (non-automotive)
with surveillance radar sensor systems
5.2 Category 3: crane applications
General market data for cranes from 2007 is given in figure 5.2.1.
General market data for cranes from 2007
1.700
1.650
1.600
1.550
1.500
Reihe1
1.450
1.400
1.350
1.300
1.250
2010 2011 2012 2013 2014 2015
Estimation for the years
Figure 5.2.1: Estimated sales per year for 76 GHz to 77 GHz crane applications
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Quantity
14 ETSI TR 102 704 V1.1.1 (2010-12)
The market size per region of the world in 2006 for two types of cranes is given in figure 5.2.2.
Market data only two types of cranes from 2006
Crawler Cranes
Tower Cranes
Figure 5.2.2: Market size for crane applications worldwide
6 Technical information
6.1 Detailed technical description
6.1.1 Systems overview
6.1.1.1 Vehicular sensor system overview
An systems overview and operational parameters with technical descriptions is given in figure 6.1.1.1.1.

Figure 6.1.1.1.1: Top level diagram of a typical SRR for the applications
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EUROPE
USA/ Canada
Asia
Japan
South- Korea
China
15 ETSI TR 102 704 V1.1.1 (2010-12)
In normal installation, one sensor/per direction will be installed. The communication between sensor and the onboard
units will be realized via CAN protocol.
A typical vehicular sensor consists of:
• 76,5 GHz-millimeter wave front end with SiGe MMICs (VCO with four active mixers and reference oscillator
with dielectric resonator);
• radar ASIC with 4 channel base band amplifier and DAC, Sigma-Delta ADC, triple PLL and control
sequencer;
• system ASIC with switchable power supplies for the millimeter wave module, Radar ASIC and interfaces,
physical CAN drivers acc. ISO 11898 [i.15], low side heater switch for lens or external radome and safety
controller SCON;
• housing with lens (opt. with heating structure), electrical car connector with integrated pressure compensation
element.
6.1.1.2 A typical fixed railroad surveillance sensor overview
Antenna UnAntenna Unitit
MMiiccrroowwaveave uni unitt
TrTransansmmiittertter
DireDirecctt D Diigigittaal l FrFrequencyequency
SynthesSynthesizizerer GGenereneratorator
RecReceeiivverer
ControControl Unl Unitit
SiSignal Pgnal Prrococessessiingng Un Unitit
DDaatata In Inteterrffaaccee to to h hiigghheerr
-- RRanangege F FFFTT
lleevveell sy systestemms.s.
-- VVelocitelocity Fy FFFTT
-- SSpepeed Aed Allgoritgorithhmm
-- DDatata Ia Inntteegratgratioionn
-C-CFFAARR
-- EExtrxtraactctoror
-- CClluutttteerr M Maapp
-- OObjecbjectt d deetteeccttioionn
-- OObjecbjectt t trracackingking

Figure 6.1.1.2.1: Block Diagram of a typical SIRS sensor
As shown in figure 6.1.1.2.1, a SIRS sensor consists of:
• an Antenna Unit with a reflector and feeders;
• a Microwave Unit containing waveguides, circulators, adders, amplifiers;
• a Frequency Unit which generates the appropriate frequencies;
• a Digital Direct Synthesizer to create a frequency modulated signal;
• a Control Unit which synchronizes the system control signals;
• a Signal Processing Unit which processes and analyzes data in real time.
SIRS are designed to operate in three selectable different range modes 5 m to 200 m, 10 m to 400 m and 40 m to
1 600 m. With a standard network interface, SIRS can either supply information as a one-radar system or integrated as a
part of a multi-radar system. Further technical characteristics are listed in table 6.2.2.1.
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16 ETSI TR 102 704 V1.1.1 (2010-12)
Other factors that will improve the sensor effectiveness are listed below:
• intruder detection;
• object position determination;
• object velocity determination in two dimensions;
• object tracking function with the ability to track several objects in parallel;
• object classification and threat evaluation;
• CFAR and 2D clutter map functions to e.g. reduce locally generated clutter like rain clutter and fixed clutter
represented by buildings will also be implemented.
6.1.2 Installation considerations
6.1.2.1 Vehicular applications
The SRR should be delivered with an application-specific sensor bracket, which is used to attach the sensor to the
mounting position in the vehicular or fixed application.
The points where the bracket is attached in its mounting position for a train, lorry, machinery, etc., can be selected
carefully to ensure a very stable mounting of the sensor relatively to the vehicle longitudinal axis.
Please note that the bracket needs some space in the near surrounding of the sensor. The overall dimensions of the
sensor with bracket have to be discussed together with the customer.
The sensor bracket also enables horizontal and vertical adjustment of the SRR radar beam to the vehicle longitudinal
axis.
Mounting conditions are summarized in table 6.1.2.1.1.
Table 6.1.2.1.1: Mounting conditions
Mounting conditions min. 2 fixing points on the vehicle
no relative movement between the fixing points at the vehicle
long-term stability between the fixing points and relative to the vehicle
longitudinal axis
6.1.2.2 Perimeter surveillance, intruder detection and tracking
In comparison to other allocated services and systems in the 76 GHz to 77 GHz frequency band, the radar sensor may
be installed 4 m to 12 m above ground, with the option to extend the installation height up to 25 m.
The radar sensor may be mounted on fixed platforms as well as on rotation turntables.
6.2 Technical parameters and implications on spectrum
6.2.1 Status of technical parameters
6.2.1.1 Current ITU and European Common Allocations
6.2.1.1.1 Current 76 GHz to 77 GHz automotive radar applications
The development of the automotive radar systems in the industry predates 1995, and the corresponding ETSI standard
EN 301 091 [i.1] (V1.1.1) was published in 1998 and the latest amendment was published in November 2006 as version
EN 301 091 [i.1] (V1.3.3). The application of the EN 301 091 [i.1] is restricted to equipment for road vehicles.
ETSI
17 ETSI TR 102 704 V1.1.1 (2010-12)
These applications include Automotive Cruise Control (ACC), Collision Warning (CW), Anti-collision (AC) systems,
obstacle detection, Stop and Go, blind spot detection, parking aid, backup aid and other automotive applications.
There are two classes defined: class 1 (e.g. FM, CW or FSK) and class 2 (pulsed Doppler radar only). The difference
between the two class numbers is the permitted average power level. The class 1 systems can use pulsed Doppler radar
and class 2 can use other operation modes as e.g. FM, CW or FSK.
EN 301 091 [i.1] covers integrated transceivers and separate transmit/receive modules.
The equipment is used with either fixed or steerable antennas; the latter can use either electronically or mechanical
means. Integral antennas are to be used.
For fixed antennas, the class 1 allows up to 50 dBm mean power and 50 dBm peak power e.i.r.p. whereas class 2
permits up to 23,5 dBm mean power and 55 dBm peak power e.i.r.p. For steerable antennas, the power limits are:
Table 6.2.1.1.1.1: Limits for transmitted power (for steerable antenna only)
Class 1 Class 2
maximum antenna signal t < 100 ms t > 100 ms t < 100 ms t > 100 ms
dwell time (see note 1)
Mean Power (e.i.r.p.) 55 dBm + 10 log(D) or 50 dBm 55 dBm + 10 log(D) or 23,5 dBm
(see note 2) 50 dBm (whichever is the 23,5 dBm (whichever is the
smaller) smaller)
Peak Power (e.i.r.p.) 55 dBm 55 dBm 55 dBm 55 dBm
NOTE 1: t is the largest dwell time at any angle.
NOTE 2: D is the ratio of the area of the beam (measured at its 3 dB points) to the total area scanned by the
antenna. The power is averaged across one antenna cycle. As D is smaller than 1 (i.e. 100 %), the
log (D) value is negative and leads to a reduction of the 55 dBm value.

These automotive radar systems reference the CEPT/ERC REC 70-03 [i.5] for SRDs annex 5 and
ECC/DEC/(02)01 [i.2].
6.2.1.2 Sharing and compatibility issues still to be considered
Particular attention needs to be given to restrict the operation of surveillance radar and their installations to fixed sites or
certain mobile installations in order to ensure compatibility with incumbent services/applications. In addition, future
UWB SRR systems in the adjacent band 77 GHz to 81 GHz have to be protected as result of the compatibility studies.
Most of the surveillance radar applications are safety related and can prevent damage and harm to human beings. The
most critical aspect is that surveillance radars do not overlap in the direction of a
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