Contract no.: 248231 MOre Safety for All by Radar ... · Typical Scenario D2b, T1a, T1b, T2a, T2c, T2d, T3b Consequences and Severity of Failures Consequences Failures may impair

MOSARIM No.248231 28.02.2011

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Contract no.: 248231

MOre Safety for All by Radar Interference Mitigation

D3.1 – Use cases description list for simulation scenarios

Report type Deliverable

Work Group WP3

Dissemination level Public

Version number Version 1.2

Date 28/02/2011

Lead Partner Daimler

Project Coordinator Dr. Martin Kunert

Robert Bosch GmbH Daimler Strasse 6

71229 Leonberg Phone +49 (0)711 811 37468

[email protected]

copyright 2010

the MOSARIM Consortium

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Authors

Name Company

Christoph Fischer Daimler

Malte Ahrholdt Volvo Technology

Alicja Ossowska Valeo

Martin Kunert Bosch

Andreas John Hella

Robert Pietsch Continental

Frantz Bodereau Autocruise

Jürgen Hildebrandt Bosch

Hans-Ludwig Blöcher Daimler

Holger Meinel Daimler

Revision chart and history log

Version Date Reason

0.1 22.07.2010 Initial version

0.2 09.12.2010 Added TX Antenna descriptions

0.2.1 21.12.2010 Antenna descriptions for W-Band

0.2.2 10.01.2011 Reworked chapter 4, Introduction, Conclusion

0.3 03.02.2011 Removed the definitions chapter

0.4 10.02.2011 Updated antenna chapter, new ordering

0.4.1 10.02.2011 Applications descriptions

0.5 10.02.2011 Additions from Telcon

0.6 11.02.2011 Last updates for peer review

0.7 14.02.2011 Minor updates and corrections

1.0 15.02.2011 Deliverable for peer review

1.1 17.02.2011 Finalized Conclusion

1.2 28.02.2011 Reviewed and corrected Deliverable

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Table of Contents Authors...................................................................................................................... 2 Revision chart and history log ................................................................................ 2 Table of Contents ....................................................................................................... 3 1 Introduction.......................................................................................................... 4 2 Detailed Description of Applications .................................................................... 5

2.1 Adaptive Cruise Control ............................................................................... 5 2.2 Collision Warning System ............................................................................ 6 2.3 Collision Mitigation System .......................................................................... 7 2.4 Vulnerable Road User Detection.................................................................. 8 2.5 Blind Spot Detection..................................................................................... 9 2.6 Lane Change Assist ................................................................................... 10 2.7 Rear Cross Traffic Alert.............................................................................. 11 2.8 Back-Up Parking Assist.............................................................................. 12

3 Detailed Description of Scenarios ..................................................................... 13 3.1 Victim and interferer passing each other [D2b] .......................................... 13 3.2 Standstill at intersection, target ahead [T1a] .............................................. 15 3.3 Victim approaches target at intersection [T1b] ........................................... 17 3.4 Following a car, oncoming interferer [T2a] ................................................. 19 3.5 Oncoming interferer with motorcycle target [T2c] ....................................... 21 3.6 Oncoming interferer with pedestrian as target [T2d]................................... 23 3.7 Victim and interferer drive in parallel, target ahead, lane change [T3b]...... 24 3.8 Interference from crossing traffic [X1]......................................................... 26 3.9 High density of interferers [X2] ................................................................... 28 3.10 Direct interference, traffic in the same direction with similar velocities, rear sensor [R1a].......................................................................................................... 31 3.11 Interference with multiple backwards looking sensors [R2] ........................ 32 3.12 Direct interference, traffic in the same direction with similar velocities, side sensor [RD2a] ....................................................................................................... 34 3.13 Overtaking [RD2b]...................................................................................... 36 3.14 Being Overtaken [RD2c]............................................................................. 37 3.15 Forward looking sensor on following vehicle [RD2f] ................................... 38 3.16 Victim and interferer driving in parallel, target following [RT1].................... 39 3.17 Blind spot detection with multiple interferers [RT2] .................................... 40 3.18 Interference with forward looking radar [RT3] ............................................ 42 3.19 Parking slot, interfering sensor looking forward [RP1a].............................. 44 3.20 Congested Motorway [H1a]........................................................................ 46 3.21 Congested Motorway in a Tunnel [H1b] ..................................................... 47 3.22 Dense Urban Traffic [H2]............................................................................ 48

4 Summary of selected Scenarios and appropriate Ranking................................ 49 5 Conclusions....................................................................................................... 51 6 Bibliography....................................................................................................... 52 7 Appendix: Important Parameters of Sensor Antennas ...................................... 53 8 Appendix: List of Abbreviations ......................................................................... 56

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1 Introduction This deliverable describes applications and traffic scenarios, being important for the upcoming simulation purposes, to be worked on in throughout work package 3. Appropriate determination of relevant use cases as well as suitable scenario ratings will be derived here. Chapter 2 gives the detailed description of all relevant applications in form of tables, including the varied scenario parameters based on the different sensors to be taken and tested in the future, together with a short description of possible consequences due to system failures. Based on the specification of relevant scenarios, applications and traffic conditions, as already carried out, prioritized and finalized in Task 1.2, as well as the grouping criteria being defined already in Task 4.3 [MT4.3], nine different scenario groups were chosen accordingly. They are generally described in Chapter 3. In Chapter 4 these selected scenarios are summarized and rated in their relevance appropriately. A general description of the TX antennas being employed for the different applications, as described in Chapter 2, is provided in appendix 7.

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2 Detailed Description of Applications The following chapter gives reasonable ranges for specific parameters to be defined for a given application. These derived ranges are supposed to give some guidance and may lead to alternative scenarios to be considered. Also an estimation of the consequences and the severity of failures of a sensor are given briefly to simplify ranking. Some definitions of the below described applications have been taken from the E-Value project [E-Value].

2.1 Adaptive Cruise Control

Functional specifications of ACC

Main use-cases In free traffic on the motorway (ACC). In Stop&Go situations on the motorway (ACC S&G).

Major technology and function Object detection: Current solutions are using information obtained long and/or short range radar or lidar sensors possible in combination with a video camera. On detection level the function identifies target vehicles in the vehicles driving lane. The system reduces the subject vehicle velocity by braking in case that a vehicle in front drives at lower speed and accelerates the vehicle in order to keep desired velocity. The driver is warned in case the necessary deceleration cannot be performed by the system.

Function output � Informative/Advisory/Warning

■ Support

� Autonomous intervention Level of driver support � Strategical

� Tactical

■ Operational

Intended benefits with function To support drivers on monotonous tasks of vehicle guidance at a constant velocity. Velocity adaptation and following a target vehicle in safe distance.

Intended driver behaviour Driver controls the system and reacts to warnings and take over longitudinal vehicle control in critical situations

Time schedule The time gap (following distance depending on velocity) can be adjusted by the driver.

Parameter Values

Parameter Value (min / typ / max)

Number of Objects 1 / 2 / 5

Relative speed (victim to interferer) -100 / 100 / 200 km/h

Distances (victim to interferer) 10 / 100 / 200 m

Expected main direction of interference Driving Direction

Sensor type to be considered FMR, Medium and Long Range

Frequency of occurrence (Events per hour) 0 / 100 / 3600

Typical Scenario D2b, T1a, T1b, T2a, T2c, T2d, T3b

Consequences and Severity of Failures

Consequences Failures may impair the main function.

Severity low

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2.2 Collision Warning System

Functional specifications of CWS

Main use-cases The subject vehicle approaches another vehicle from behind with a speed and distance to which the risk of a rear-end collision of the other vehicle is high. A preventive action; braking or steering manoeuvre is required to avoid the collision.

Major technology and function Perception: Current solutions are using information obtained long and/or short range radar sensors or lidar sensors possible in combination with a video camera. On detection level the function identifies potential collision targets in the vehicles field of view. If a collision is imminent the action from the function is to warn the driver by issuing an auditory and/or visual warning.

Function output ■ Informative/Advisory/Warning

� Support � Autonomous intervention

Level of driver support � Strategical � Tactical

■ Operational

Intended benefits with function To support drivers in situations where a rear-end collision/ forward collision is imminent. The intended benefit of the function is to avoid or mitigate frontal/rear-end collisions by issuing a warning with aim to focus the driver´s attention to the critical situation and take an action.

Intended driver behaviour Drivers react to the issued warning and respond by braking and/or steering away.

Time schedule The system acts within a few seconds before an actual incident.

Parameter Values



Relative speed (victim to interferer) 0 / 50 / 100 km/h



Sensor type to be considered FMR, Mid and Long Range


Typical Scenario T2a, T3b


Consequences Expected effects may impair the main function of this system.

Severity medium

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2.3 Collision Mitigation System

Functional specifications of CMS

Main use-cases The driver and his/hers vehicle approaches another vehicle from behind with a speed and distance to which the risk of a rear-end collision of the other vehicle is high. A preventive action; braking or steering manoeuvre is required to avoid the collision.

Major technology and function Perception: Current solutions are using information obtained long and/or short range radar or lidar sensors possible in combination with a video camera. On detection level the function identifies potential collision targets in the vehicles field of view. If a collision is imminent the action from the function is to reduce the threshold for the brake assist system or/and to increase braking force if the driver does not bake sufficiently and/or to perform autonomous braking.

Function output � Informative/Advisory/Warning

■ Support

■ Autonomous intervention Level of driver support � Strategical

� Tactical

■ Operational

Intended benefits with function Reduced collision speed and energy. Intended driver behaviour No intended driver reaction. In case of driver initated braking

the driver is expected to maintain the pedal pressure. Time schedule Autonomous braking occurs less than one second before

imminent collision. Activation of enhanced brake assist functionality occurs less than 2 seconds before imminent collision.

Parameter Values






Sensor type to be considered FMR, Mid and Long Range, FMR and Pulsed, UWB Short Range


Typical Scenario T2a, T3b


Consequences Failures may impair the main function.

Severity high

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2.4 Vulnerable Road User Detection

Functional specifications of Vulnerable Road User Detection

Main use-cases This function allows to protect vulnerable road user such as pedestrian, or bicycle riders. A preventive action, braking or steering manoeuvre is required to avoid the collision and/or actuation of bumper protection to reduce the injuries gravity of the vulnerable road user. An actively moved hood increases distance between hood and hard engine to further reduce the injuries gravity.

Major technology and function Perception: It is based on fusion between radar technology and camera to well classify the detected target. Radar technology ensures the robustness of the detection and the distance accuracy estimation, while camera classifies the object.


� Support


� Tactical

■ Operational

Intended benefits with function This function is intended to protect vulnerable road users by activating braking and steering or pedestrian bumper protection and active hood system.

Intended driver behaviour No intended driver reaction. In case of driver initiated braking the driver is expected to maintain the pedal pressure.

Time schedule Autonomous braking occurs less than one second before time to collision. Activation of enhanced brake assist functionality and /or bumper protection and/or active hood occurs less than 2 seconds before time to collision.

Parameter Values






Sensor type to be considered FMR, Short and Mid Range

Frequency of occurrence (Events per day) 5 / 20 / 100

Typical Scenario T2c, T2d, X1, X2


Consequences Both missed detection and ghost targets will impair the effectiveness.

Severity high

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2.5 Blind Spot Detection

Functional specifications of BSD

Main use-cases The driver receives a visual and/or acoustical warning when an object is in the subject vehicle’s blind spot. Active BSM corrects the path of driving by using brakes (ADAC Yellow Angel 2011).

Major technology and function Perception: Current solutions are using 24 GHz short range radars or vision sensors to detect objects in the blind spot zone. Prototype systems which monitor vehicles that are rapidly approaching in the adjacent lanes have been built up using radar sensors. BSM warns the diver. Advanced systems use brakes for steering to prevent a collision.


� Support


� Tactical

■ Operational

Intended benefits with function Avoid sideswipe collisions during lane change manoeuvres Intended driver behaviour Upon receiving the warning the driver is assumed to avoid lane

changes that may lead to a collision. Time schedule The warning should be issued as soon as another vehicle is in

the defined blind spot zone. Active BSM reacts in critical situations.

Parameter Values





Expected main direction of interference Backwards direction

Sensor type to be considered SMR, Short Range (narrow band or UWB)


Typical Scenario RD2b, RD2c


Consequences Most probably missed detections; False detections and wrong distances are also possible.

Severity high

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2.6 Lane Change Assist

Functional specifications of LCA

Main use-cases When the subject vehicle wants to change road lane, it receives a warning signal if a vehicle approaches from behind with a risk of collision

Major technology and function Perception: Current solutions are using 24 GHz NB Radar. UWB SRR or Long Range Radar (76 GHz) solutions will be proposed with the capability of accurate target direction of arrival estimation. LCA warns the driver.


■ Support


� Tactical

■ Operational

Intended benefits with function This function is intended to reduce crashes or incidents resulting from lane change manoeuvres. It detects vehicles far away from the subject vehicle and estimates the level of risk for the lane change. It can be coupled with BSD system in order to avoid sideswipe collisions during lane change manoeuvres.

Intended driver behaviour Drivers react to the issued warning and decide not to change a lane.

Time schedule The warning should be issued as soon as another vehicle is in the defined lane change zone in the rear area of the subject vehicle.

Parameter Values



Relative speed (victim to interferer) -100 / 0 / 100 km/h


Expected main direction of interference Backwards direction

Sensor type to be considered RMR, mid range. long range


Typical Scenario RT3



Severity medium

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2.7 Rear Cross Traffic Alert

Functional specifications of Rear Cross Traffic Alert

Main use-cases This function allows preventing the subject vehicle from targets located at crossing roads. The traffic situations can be backing-up into passing traffic or intersection with a lack of visibility, etc.

Major technology and function Perception: It is based on radar technology to ensure robust and accurate detection. A warning is sent to the driver in case of a detected risk situation.


� Support � Autonomous intervention

Level of driver support � Strategical � Tactical

■ Operational

Intended benefits with function This function is intended to reduce crashes or incidents resulting from crossing, intersection situations where visibility is reduced..

Intended driver behaviour Upon receiving the warning the driver is assumed to stop the vehicle.

Time schedule The warning should be issued as soon as a vehicle is estimated as dangerous regarding the TTC.

Parameter Values



Relative speed (victim to interferer) 0 / 10 / 50km/h


Expected main direction of interference Any

Sensor type to be considered SMR, short range


Typical Scenario RP1a


Consequences Missed detections and incorrect information on distance or velocity of crossing objects.

Severity medium

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2.8 Back-Up Parking Assist

Functional specifications of Parking Assist

Main use-cases This function is mainly used to alert a back-up with side detection. The subject vehicle moves back into a parking lot and the driver is informed if there is a risk.

Major technology Perception: It is based on radar technology. Function output ■ Informative/Advisory/Warning

■ Support


� Tactical

■ Operational

Intended benefits with function This function is intended to reduce crashes or incidents resulting in parking situations, i.e. backing into a parking lot..

Intended driver behaviour Drivers react to the issued warning and respond by stopping the vehicle.

Time schedule The warning should be issued as soon as an object is in the defined detection zone.

Parameter Values




Distances (victim to interferer) 0 / 5 / 20

Expected main direction of interference Side

Sensor type to be considered RMR, short range


Typical Scenario RP1a



Severity medium

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3 Detailed Description of Scenarios The following sections define the different scenarios to be simulated. The details of the used coordinate systems and other details of the description language can be found in the document for general definitions used throughout the MOSARIM project [General]. The individual sections are structured as follows: A figure from [D1.2] gives an overview of the scenario and the used objects. The objects are numbered and referred to in a table defining the basic values and the used variables. The values of these variables are given in the table that describes the scenario variations. In general the time to be simulated is 8 s if nothing else is stated.

3.1 Victim and interferer passing each other [D2b]

1

2

1

2

Figure 1 – Scenario [D2b] illustration

Number Parameters Description

1

Host vehicle

Object

Initial Position

Velocity

Radar

Car x1: 0 m y1: 0 m vx1: see parameter variations, Table 2 vy1: 0 m/s FMR; see parameter variations, Table 2

2

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x2: see parameter variations, Table 2 y2: 4 m vx2: see parameter variations, Table 2 vy2: 0 m/s FMR; see parameter variations, Table 2

Table 1: Detailed scenario description [D2b]

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Scenario variation

Variables Values

1 x2

vx1 vx2

FMR

100 m 30 m/s 30 m/s 77 GHz, MRR or LRR, Application ACC (Parameter values see Appendix)

2 x2

vx1 vx2

FMR

30 m 10 m/s 10 m/s 77 GHz, MRR or LRR, Application ACC (Parameter values see Appendix)

3 x2

vx1 vx2

FMR

60 m 30 m/s 30 m/s 24 GHz ISM, MRR or LRR, Application ACC (Parameter values see Appendix)

4 x2

vx1 vx2

FMR

30 m 10 m/s 10 m/s 24 GHz ISM, MRR or LRR, Application ACC (Parameter values see Appendix)

Table 2: Variation of scenario parameters [D2b]

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3.2 Standstill at intersection, target ahead [T1a]

1

2

3

Figure 2 – Scenario [T1a] illustration


1

Host vehicle

Object

Initial Position

Velocity

Radar

Car x1: 0 m y1: 0 m vx1: 0 m/s vy1: 0 m/s FMR; see parameter variations, Table 4

2

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x2: 30 m y2: 4 m

vx2: 0 m/s vy2: 0 m/s FMR; see parameter variations, Table 4

3

Target

Object

Initial Position

Velocity

Car x3: see parameter variations, Table 4 y3: 0 m vx3: 0 m/s vy3: 0 m/s

Table 3: Detailed scenario description [T1a]

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Scenario variation

Variables Values

1 x3

FMR

2 m 77 GHz, MRR or LRR, Application ACC (Parameter values see Appendix)

2 x3

FMR

5 m 77 GHz, MRR or LRR, Application ACC (Parameter values see Appendix)

3 x3

FMR

2 m 24 GHz ISM, MRR or LRR, Application ACC (Parameter values see Appendix)

4 x3

FMR

5 m 24 GHz ISM, MRR or LRR, Application ACC (Parameter values see Appendix)

Table 4: Variation of scenario parameters [T1a]

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3.3 Victim approaches target at intersection [T1b]

1

2

3

Figure 3 - Scenario [T1b] illustration


1

Host vehicle

Object

Initial Position

Velocity

Radar


2

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x2: 15m + x3

y2: 5m vx2: 0 m/s vy2: 0 m/s FMR; see parameter variations, Table 6

3

Target

Object

Initial Position

Velocity

Car x3: see parameter variations, Table 6 y3: 0 m vx3: 0 m/s vy3: 0 m/s

Table 5: Detailed scenario description [T1b]

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Scenario variation

Variables Values

1 x3

vx1

FMR

15 m 5 m/s 77GHz, MRR or LRR, Application ACC (Parameter values see Appendix)

2 x3

vx1

FMR

30 m 10 m/s 77 GHz, MRR or LRR, Application ACC (Parameter values see Appendix)

3 x3

vx1

FMR

15 m 5 m/s 24 GHz ISM, MRR or LRR, Application ACC (Parameter values see Appendix)

4 x3

vx1

FMR

30 m 10 m/s 24 GHz ISM, MRR or LRR, Application ACC (Parameter values see Appendix)

Table 6: Variation of scenario parameters [T1b]

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3.4 Following a car, oncoming interferer [T2a]

Figure 4 – Scenario [T2a] illustration

Number Parameters Description 1

Host vehicle

Object

Initial Position

Velocity

Radar


2

Interfering vehicle

Object

Initial Position

Velocity

Radar


3

Target

Object

Initial Position

Velocity

Car x3: see parameter variations, Table 8 y3: 0 m vx3: see parameter variations, Table 8 vy3: 0 m/s

Table 7: Detailed scenario description [T2a]

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Scenario variation

Variables Values

1 x3

vx1

vx2

vx3

FMR

60 m 20 m/s 20 m/s 20 m/s 77 GHz, MRR or LRR, Application ACC (Parameter values see Appendix)

2 x3

vx1

vx2

vx3

FMR


3 x3

vx1

vx2

vx3

FMR

60 m 20 m/s 20 m/s 20 m/s 24 GHz ISM, MRR or LRR, Application ACC (Parameter values see Appendix)

4 x3

vx1

vx2

vx3

FMR


Table 8: Variation of scenario parameters [T2a]

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3.5 Oncoming interferer with motorcycle target [T2c]

Figure 5 – Scenario [T2c] illustration


1

Host vehicle

Object

Initial Position

Velocity

Radar

Truck x1: 0 m y1: 0 m vx1: see parameter variations, Table 10 vy1: 0 m/s FMR; see parameter variations, Table 10

2

Interfering vehicle

Object

Initial Position

Velocity

Radar


3

Target

Object

Initial Position

Velocity

Motorcycle x3: see parameter variations, Table 10 y3: 0 m vx3: see parameter variations, Table 10 vy3: 0 m/s

Table 9: Detailed scenario description [T2c]

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Scenario variation

Variables Values

1 x3

vx1

vx2

vx3

FMR


2 x3

vx1

vx2

vx3

FMR


3 x3

vx1

vx2

vx3

FMR


4 x3

vx1

vx2

vx3

FMR


Table 10: Variation of scenario parameters [T2c]

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3.6 Oncoming interferer with pedestrian as target [T2d]

Figure 6 – Scenario [T2d] illustration


1

Host vehicle

Object

Initial Position

Velocity

Radar

Truck x1: 0 m y1: 0 m vx1: 10 m/s vy1: 0 m/s FMR; see parameter variations, Table 12

2

Interfering vehicle

Object

Initial Position

Velocity

Radar


3

Target

Object

Initial Position

Velocity

Pedestrian x3: 80 m y3: -7 m vx3: 0 m/s vy3: 1,5 m/s

Table 11: Detailed scenario description [T2d]

Scenario variation

Variables Values

1 FMR 77 GHz, MRR or LRR, Application ACC (Parameter values see Appendix)

2 FMR 24 GHz ISM, MRR or LRR, Application ACC (Parameter values see Appendix)

Table 12: Variation of scenario parameters [T2d]

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3.7 Victim and interferer drive in parallel, target ahead, lane change [T3b]

Figure 7 – Scenario [T3b] illustration


Host vehicle

Object

Initial Position

Velocity

Radar


2

Interfering vehicle

Object

Initial Position

Velocity

Radar


3

Target

Object

Initial Position

Velocity

Car x3: 80 m; see parameter variations, Table 14 y3: 0 m vx3: 28 m/s vy3: 1,5 m/s

4

Target

Object

Initial Position

Velocity

Car x4: 100 m; see parameter variations, Table 14 y4: 4 m vx4: 28 m/s vy4: 0 m/s

1

2 3 5

4

X

Y

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5

Target

Object

Initial Position

Velocity

Car x5: 100 m; see parameter variations, Table 14 y5: 0 m vx5: 25 m/s vy5: 0 m/s

Table 13: Detailed scenario description [T3b]

Scenario variation

Variables Values


2 FMR 24 GHz ISM, MRR or LRR, Application ACC (Parameter values see Appendix)

3 vy3 1 m/s 4 x3

x4 x5

30 – 200 m 30 – 200 m 30 – 200 m

Table 14: Variation of scenario parameters [T3b]

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3.8 Interference from crossing traffic [X1]

The duration of the scenario to be simulated is 5 s.

Figure 8 – Scenario [X1] illustration


1

Host vehicle

Object

Initial Position

Velocity

Radar


2

Target

Object

Initial Position

Velocity

Vulnerable road user (VRU) x2: 50 m y2: -3.8 m vx2: 0 m/s vy2: 1 m/s

3

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x3: 51.8 m y3: 5.4 m vx3: 0 m/s vy3: 0 m/s FMR; see parameter variations, Table 16

Table 15: Detailed scenario description [X1]

X

Y

1

3

2

Ref. point of 3

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Scenario variation

Variables Values



Table 16: Variation of scenario parameters [X1]

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3.9 High density of interferers [X2]


Figure 9 – Scenario [X2] illustration


1

Host vehicle

Object

Initial Position

Velocity

Radar


2

Target

Object

Initial Position

Velocity

Vulnerable road user (VRU) x2: 4 m y2: -4 m vx2: 0 m/s vy2: 3 m/s

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Target

Object

Initial Position

Velocity

Car x3: 18 m y3: 0 m vx3: 10 m/s vy3: 0 m/s

4

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x4: 14 m y4: -4 m vx4: 0 m/s vy4: 0 m/s FMR; see parameter variations, Table 18

5 Interfering

vehicle

Object

Initial Position

Velocity

Radar

Car x5: 18 m y5: -4 m vx5: 0 m/s vy5: 0 m/s FMR; see parameter variations, Table 18

6

Interfering vehicle

Object

Initial Position

Velocity

Radar


7

Interfering vehicle

Object

Initial Position

Velocity

Radar


8

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x8: 22 m y8: 8 m vx8: 0 m/s vy8: 0 m/s; see parameter variations, Table 18 FMR; see parameter variations, Table 18

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Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x9: 22 m y9: 4 m vx9: 0 m/s vy9: 0 m/s; see parameter variations, Table 18 FMR; see parameter variations, Table 18

Table 17: Detailed scenario description [X2]

Scenario variation

Variables Values


2 FMR 79 GHz, MRR, Application ACC (Parameter values see Appendix)

3 FMR 79 GHz, MRR with DAA (detect and avoid), Application ACC (Parameter values see Appendix)

4 vy8 vy9

-2 m/s -2 m/s

Table 18: Variation of scenario parameters [X2]

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3.10 Direct interference, traffic in the same direction with similar velocities, rear sensor [R1a]

Figure 10 – Scenario [R1a] illustration


Host vehicle

Object

Initial Position

Velocity

Radar

Car x1: 0 m y1: 0 m vx1: see parameter variations, Table 20 vy1: 0 m/s FMR (24 GHz ISM); see parameter variations, Table 20

2

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x2: 30 m y2: 0 m vx2: 20 m/s vy2: 0 m/s RMR (24 GHz ISM); see parameter variations, Table 20

Table 19: Detailed scenario description [R1a]

Remark: In this scenario 76 GHz LRR at rear end against 76 GHz LRR in front of a car might be a critical case (e.g. Toyota 76 GHz rear end radar), especially at low distances (traffic jam) see also 3.15

Scenario variation

Variables Values

1 vx1 20 m/s 2 vx1 25 m/s 3 FMR MRR or LRR, Application ACC (Parameter values

see Appendix) 4 RMR SRR or MRR, Application LCA (Parameter values

see Appendix) Table 20: Variation of scenario parameters [R1a]

2 1

X

Y

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3.11 Interference with multiple backwards looking sensors [R2]

Figure 11 – Scenario [R2] illustration


Host vehicle

Object

Initial Position

Velocity

Radar

Car x1: 0 m y1: 0 m vx1: see parameter variations in table below vy1: 0 m/s FMR (24 GHz ISM); see parameter variations, Table 22

2

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x2: 4 m y2: 4 m vx2: vx1

vy2: 0 m/s SMR (24 GHz ISM); see parameter variations, Table 22

3

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x3: 4 m y3: -4 m vx3: vx1

vy3: 0 m/s SMR (24 GHz ISM); see parameter variations, Table 22

3

2

1

X

Y

4

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4

Target

Object

Initial Position

Velocity

Car x4: see parameter variations, Table 22 y4: 0 m vx4: vx1

vy4: 0 m/s Table 21: Detailed scenario description [R1a]

Scenario variation

Variables Values

1 x4

vx1

20 m 20 m/s

2 x4

vx1

50 m 25 m/s

3 FMR MRR or LRR, Application ACC (Parameter values see Appendix)

4 SMR SRR, Application LCA (Parameter values see Appendix)

Table 22: Variation of scenario parameters [R1a]

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3.12 Direct interference, traffic in the same direction with similar velocities, side sensor [RD2a]

Figure 12 – Scenario [RD2a] illustration


Host vehicle

Object

Initial Position

Velocity

Radar

Car x1: 0 m y1: 0 m vx1: 25 m/s vy1: 0 m/s SMR, Application BSD (24 GHz ISM, Parameter values see Appendix)

2

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x2: 0 m y2: -4 m vx2: 25 m/s vy2: see parameter variations, Table 24 SMR, Application BSD (24 GHz ISM, Parameter values see Appendix)

3

Target

Object

Initial Position

Velocity


4

Target

Object

Initial Position

Velocity

Car x4: 21 m y4: -4 m vx4: 25 m/s vy4: 0 m/s

1

2

3

X

Y

4 5

6

7

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5

Target

Object

Initial Position

Velocity

Car x5: -18 m y5: -4 m vx5: 25 m/s vy5: 0 m/s

6

Target

Object

Initial Position

Velocity

Car x6: 0 m y6: -20 m vx6: 25 m/s vy6: 0 m/s

7

Target

Object

Initial Position

Velocity

Car x7: -4 m y7: -25 m vx7: 25 m/s vy7: 0 m/s

Table 23: Detailed scenario description [RD2a]

Scenario variation

Variables Values

1 vy2 0 m/s 2 vy2 0.5 m/s

Table 24: Variation of scenario parameters [RD2a]

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3.13 Overtaking [RD2b]

Figure 13 – Scenario [RD2b] illustration


1

Host vehicle

Object

Initial Position

Velocity

Radar

Car x1: 0 m y1: 0 m vx1: see parameter variations, Table 26 vy1: 0 m/s SMR, Application BSD (24 GHz ISM, Parameter values see Appendix)

2

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x2: 30 m y2: -4 m vx2: 28 m/s vy2: 0 m/s SMR, Application BSD (24 GHz ISM, Parameter values see Appendix)

Table 25: Detailed scenario description [RD2b]

Scenario variation

Variables Values

1 vx1 30 m/s 2 vx1 45 m/s

Table 26: Variation of scenario parameters [RD2b]

2

1

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3.14 Being Overtaken [RD2c]

Figure 14 – Scenario [RD2c] illustration


1

Host vehicle

Object

Initial Position

Velocity

Radar

Car x1: 0 m y1: 0 m vx1: see parameter variations, Table 28 vy1: 0 m/s SMR, Application BSD (24 GHz ISM, Parameter values see Appendix)

2

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x2: -25 m y2: 4 m vx2: 36 m/s vy2: 0 m/s SMR, Application BSD (24 GHz ISM, Parameter values see Appendix)

Table 27: Detailed scenario description [RD2c]

Scenario variation

Variables Values

1 vx1 30 m/s 2 vx1 35 m/s

Table 28: Variation of scenario parameters [RD2c]

1

2

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3.15 Forward looking sensor on following vehicle [RD2f]


Figure 15 – Scenario [RD2f] illustration


1

Host vehicle

Object

Initial Position

Velocity

Radar

Car x1: 0 m y1: 0 m vx1: 13.88 m/s; see parameter variations, Table 30 vy1: 0 m/s RMR; see parameter variations, Table 30

2

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x2: -50 m y2: 0 m vx2: vx1; see parameter variations, Table 30 vy2: 0 m/s FMR; see parameter variations, Table 30

Table 29: Detailed scenario description [RD2f]

Scenario variation

Variables Values

1 FMR 77 GHz, LRR or MRR (Parameter values see Appendix)

2 FMR 24 GHz ISM, LRR or MRR (Parameter values see Appendix)

4 RMR SRR or MRR (Parameter values see Appendix) 3 vx1 Always static and static to moving 4 vx1

vx2

36 m/s and 30 km/h 36 m/s

Table 30: Variation of scenario parameters [RD2f]

X

Y

2 1

Ref. point of 1

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3.16 Victim and interferer driving in parallel, target following [RT1]

Figure 16 – Scenario [RT1] illustration


1

Host vehicle

Object

Initial Position

Velocity

Radar

Car x1: 0 m y1: 0 m vx1: see parameter variations, Table 32 vy1: 0 m/s SMR, SRR, Application BSD (24 GHz, Parameter values see Appendix)

2

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x2: 0 m y2: 4 m vx2: 25 m/s vy2: 0 m/s SMR, SRR, Application BSD (24 GHz, Parameter values see Appendix)

3

Target

Object

Initial Position

Velocity

Car x3: -50 m y3: 0 m vx3: 25 m/s vy3: 0 m/s

Table 31: Detailed scenario description [RT1]

Scenario variation

Variables Values

1 vx1 20 m/s 2 vx1 25 m/s

Table 32: Variation of scenario parameters [RT1]

1

2 3

X

Y

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3.17 Blind spot detection with multiple interferers [RT2]



Host vehicle

Object

Initial Position

Velocity

Radar

Car x1: see parameter variations, Table 34 y1: 0 m vx1: 14 m/s vy1: 0 m/s SMR

2

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x2: 0 m y2: 4 m vx2: 14 m/s vy2: 0 m/s SMR

3

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x3: 0 m y3: -4 m vx3: 14 m/s vy3: 0 m/s SMR

2

1

3

2

1

3

4

X

Y

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4

Target

Object

Initial Position

Velocity

Radar

Car x4: -5 m y4: 0 m vx4: 14 m/s vy4: 0 m/s SMR


Scenario variation

Variables Values

1 SMR

SRR, Application BSD (24 GHz UWB / ISM, Parameter values see Appendix)

2 x1 0 ... 40m Table 34: Variation of scenario parameters [RT2]

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3.18 Interference with forward looking radar [RT3]



1

Host vehicle

Object

Initial Position

Velocity

Radar

Car x1: 0 m y1: 0 m vx1: 25 m/s vy1: 0 m/s SMR, SRR, Application BSD (24 GHz)

2

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x2: -20 m y2: 0 m vx2: see parameter variations, Table 36 vy2: 0 m/s FMR, LRR or MRR, Application ACC (24 GHz)

3

Target

Object

Initial Position

Velocity

Truck x3: 20 m y3: 0 m vx3: 25 m/s vy3: 0 m/s

4

Target

Object

Initial Position

Velocity



1

2

3

X

Y

4

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Scenario variation

Variables Values

1 vx2 25 m/s 2 vx2 30 m/s

Table 36: Variation of scenario parameters [RT3]

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3.19 Parking slot, interfering sensor looking forward [RP1a]

Figure 19 – Scenario [RP1a] illustration


1

Host vehicle

Object

Initial Position

Velocity

Radar

Car x1: 0 m y1: 0 m vx1: 0 m/s vy1: -1 m/s SMR, SRR, Application CTA (24 GHz)

2

Interfering vehicle

Object

Initial Position

Velocity

Radar

Car x2: 25 m y2: -3 m vx2: see parameter variations, Table 38 vy2: 0 m/s FMR (24 GHz)

3

Target

Object

Initial Position

Velocity


4

Target

Object

Initial Position

Velocity


Table 37: Detailed scenario description [RP1a]

3 1

2

X

Y 4

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Scenario variation

Variables Values

1 vx2 -5 m/s 2 vx2 -15 m/s

Table 38: Variation of scenario parameters [RP1a]

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3.20 Congested Motorway [H1a]

This scenario will be considered when first experiences with the simulation environment have been made.

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3.21 Congested Motorway in a Tunnel [H1b]


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3.22 Dense Urban Traffic [H2]


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4 Summary of selected Scenarios and appropriate Ranking

In Table 39 the different scenarios described in the previous chapter are grouped according to their individual relevance, ranging from high over medium to low, using the same scheme as in [MT4.3]. The specific relevance was jointly evaluated within the project. The special scenario of the absorbing chamber employed in Task 4.1 [D4.1], being represented in Group 0, was included for completeness. Group Number

Short Description

Scenarios in Group

Example Scenario Relevance

0 Reference Chamber and Free Space

Mandatory

1 Oncoming Traffic (with Target)

D2b, T1a, T1b,T2a, T2c, T2d

High

2 Oncoming Traffic This group is only relevant for real world measurements. In simulations it is joined with Group 1 (see above).

3 Cross Traffic X1, X2

Medium

4 Parallel Traffic, SLR Interference

RD2a, RT1

High

5 Victim Following Interferer

R1a, R2

Medium

6 Interferer Following Victim

RT3

High

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7 Parking Slot RP1a

Medium

8 Congested Highway

H1a, H1b, H2

See 1

9 Parallel Traffic, FLR Interference This Group is only part of the simulations but not of the scenarios selected for measurements.

T3b

Low

Table 39: Grouping of the different scenarios and their relevance.

1 Group 8 is in general considered to be of high relevance, but is very complex from a simulation point

of view. Therefore it will only be implemented later on in the project, when experiences with simpler scenarios have already been gathered.

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5 Conclusions Eight different groups of relevant applications and scenarios with high interference risk have been jointly derived, evaluated and prioritized:

• Oncoming Traffic with/ without Target

• Cross Traffic

• Parallel Traffic, SLR Interference

• Victim Following Interferer

• Interferer Following Victim

• Parking Slot

• Congested Motorway

• Parallel Traffic, FLR Interference Three of them, oncoming traffic with target, parallel traffic, interferer following victim, have been prioritized (jointly within the project) as “high” and thus will be investigated first. However, the here described relevant applications and scenarios must not be the last and final solution. Ongoing investigations within the scope of the project might ask for an enlargement, such not yet known applications and scenarios can be covered later, if necessary. All eight scenario groups shall be the basis for the upcoming simulation process in WP 3 in order to investigate and to determine the interference risk probability in such relevant use cases. Appropriate mitigation techniques shall be derived and simulated accordingly.

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6 Bibliography [D1.2] Deliverable to MOSARIM Task 1.2 “Study report on relevant scenarios

and applications and requirements specification“, 2010. [D1.7] Deliverable to MOSARIM Task 1.7 “Estimation of interference risk from

incumbent frequency users and services”, 2010. [D4.1] Deliverable to MOSARIM Task 4.1 “Report from ground truth

interference between existing Radar sensors”, 2010. [E-Value] The E-value Project, Deliverable D1.1, “State of the Art and eVALUE

scope”: http://www.evalue-project.eu/pdf/evalue-080402-d11-v14-final.pdf (visited 10/2/2011).

[General] Document containing general definitions used throughout the

MOSARIM Project, 2010. [MT4.3] Milestone document to MOSARIM Task 4.3 “Implementation of

countermeasures, selection and preparation of real world test cases to assess countermeasures effectiveness”, 2011.

[HFAS] Winner, H.; Hakuli, S.; Wolf, G., “Handbuch

Fahrerassistenzsysteme“,Vieweg+Teubner, 2009.

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7 Appendix: Important Parameters of Sensor Antennas The following chapter describes basic antenna parameters to be used in future simulations. Some parameters were already compiled in the deliverable of Task 1.7 [D1.7]. Some values refer to the coordinate system of Fig. 20.

Fig. 20: Coordinate system used for some antenna parameters.

Basic data for 24GHz ISM / UWB sensors: Sensor Type Parameter TX antenna(s)

min / typ / max RX antenna(s) min / typ / max

Beam symmetry direction ϕ=0° ϕ=0° 3dB beam width (az.) 90° / 120° / 150° 90° / 120° / 150° 3dB beam width (el.) 17° 17° Amplitude of first side lobe -20dBc -20dBc Number of beams 1 2 Time for one complete scan n.a. n.a.

FMR, short range

Total field of view 90° / 120° / 150°

Beam symmetry direction ϕ=0° ϕ=0° 3dB beam width (az.) 40° 24° 3dB beam width (el.) 10° 10° Amplitude of first side lobe -20dBc -20dBc Number of beams 1 2 Time for one complete scan n.a. n.a.

FMR, mid range

Total field of view 40°

Beam symmetry direction ϕ=+/-(40° / 90° / 140°)

ϕ=+/-(40° / 90° / 140°)

3dB beam width (az.) 150° 22° 3dB beam width (el.) 35° 35° Amplitude of first side lobe -20dBc -20dBc Number of beams 1 7

Time for one complete scan n.a. n.a.

SMR, short range


x

y

azimuth: ϕ

elevation: θ = 90°

assumed in all cases

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Beam symmetry direction ϕ=180° ϕ=180° 3dB beam width (az.) 90° / 120° / 150° 90° / 120° / 150° 3dB beam width (el.) 17° 17° Amplitude of first side lobe -20dBc -20dBc Number of beams 1 2 Time for one complete scan n.a. n.a.

RMR, short range


Beam symmetry direction ϕ=180° ϕ=180° 3dB beam width (az.) 20° 90° 3dB beam width (el.) 20° 20° Amplitude of first side lobe -20dBc -20dBc Number of beams 1 2 Time for one complete scan n.a. n.a.

RMR, mid range


Basic data for 77 / 79GHz sensors: Sensor Type Parameter TX antenna(s)

min / typ / max RX antenna(s) min / typ / max

Beam symmetry direction ϕ=180° ϕ=180° 3dB beam width (az.) 50° / 70° / 90° 50° / 70° / 90° 3dB beam width (el.) 10° / 15° / 20° 10° / 15° / 20° Amplitude of first side lobe -20dBc -20dBc Number of beams 1 / 2 / 5 1 / 2 / 5 Time for one complete scan 10ms / 25ms / 50ms 10ms / 25ms / 50ms

FMR, short range


Beam symmetry direction ϕ=0° ϕ=0° 3dB beam width (az.) 5° / 12° / 20° 5° / 12° / 20° 3dB beam width (el.) 8° / 12° / 14° 8° / 12° / 14° Amplitude of first side lobe -20dBc -20dBc Number of beams 2 / 5 / 10 2 / 5 / 10 Time for one complete scan 10ms / 25ms / 50ms 10ms / 25ms / 50ms

FMR, mid range


Beam symmetry direction ϕ=0° ϕ=0° 3dB beam width (az.) 3° / 4° / 5° 3° / 4° / 5° 3dB beam width (el.) 4° 4° Amplitude of first side lobe -20dBc -20dBc Number of beams 4 (LRR3),

17 (ARS300) 4 (LRR3),

17 (ARS300) Time for one complete scan 0 ms / 25ms / 40 ms 0 ms / 25ms / 40 ms

FMR, long range


Beam symmetry direction ϕ=+/-(40° / 90° / 140°)

ϕ=+/-(40° / 90° / 140°)

3dB beam width (az.) 30° / 60° / 90° 30° / 60° / 90° 3dB beam width (el.) 10° / 20° / 30° 10° / 20° / 30° Amplitude of first side lobe -20dBc -20dBc Number of beams 1 / 2 / 4 1 / 2 / 4 Time for one complete scan 5ms / 10ms / 50ms 5ms / 10ms / 50ms

SMR, short range


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Beam symmetry direction ϕ=180° ϕ=180°

3dB beam width (az.) 50° / 70° / 90° 50° / 70° / 90° 3dB beam width (el.) 10° / 15° / 20° 10° / 15° / 20° Amplitude of first side lobe -20dBc -20dBc Number of beams 1 / 2 / 4 1 / 2 / 4 Time for one complete scan 10ms / 20ms / 50ms 10ms / 20ms / 50ms

RMR, short range


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8 Appendix: List of Abbreviations ACC Active/Adaptive Cruise Control BSD Blind Spot Detection CMS Collision Mitigation System CTA Cross Traffic Assist CWS Collision Warning System DAA Detect and Avoid FLR Forward Looking Radar FMR Front Mounted Radar ISM Industrial, Scientific, Medical LCA Lane Change Assist LRR Long Range Radar MLD Main Lobe Direction MRR Medium Range Radar NB Narrow Band RCTA Rear Cross Traffic Alert RMR Rear Mounted Radar SLR Side Looking Radar SMR Side Mounted Radar SRR Short Range Radar S&G Stop&Go TTC Time to Collision UWB Ultra-Wideband VRUD Vulnerable Road User Detection

Documents

Contract no.: 248231 MOre Safety for All by Radar ... · Typical Scenario D2b, T1a, T1b, T2a, T2c, T2d, T3b Consequences and Severity of Failures Consequences Failures may impair