BOSCH FR5TPCC Front Radar 5 Truck Plus CAN User Manual
- June 6, 2024
- Bosch
Table of Contents
Chassis Systems Control
From
Our Reference
XC-DA/ESR1
Robert Binder
FR5TPCC User Manual for Radio International Type Approval
01-December-2021
Model: FR5TPCC
Product: Front Radar 5 Truck Plus CAN CAN
Description of FR5TPCC parts
Operation principle of the FR5TPCC
The radar sensor‘s purpose is the detection of objects and measurement of
their speed and position relative to the movement of the vehicle in which it
is mounted.
FR5TPCC senses targets by emitting much short frequency-modulated waves using
the transmit antennas while receiving waves reflected by targets using the
receive antennas.
Distance and relative speed are determined by the measurement of the signal’s
travel time and Doppler shift. The direction of the target is determined by
using the phase difference of the received signal between different Rx
antennas.
Using the Bosch chirp sequence radar modulation, the FR5TPCC allows
unambiguous determination of relative speed in a single measurement cycle.
Therefore, no complex object models are needed for ambiguity resolution.
The values calculated from detected radar reflections are the basis for
building a comprehensive model of the sensed environment.
User information
3.1 General description
The FR5TPCC radar sensor and control unit (SCU) contains an FMCW radar
transceiver operating in the globally harmonized frequency range of 76.0 –
77.0 GHz. It senses targets by emitting many short frequency-modulated waves
using the transmit antennas while receiving waves reflected by targets using
the receive antennas. Distance and relative speed are determined via beat
frequency (due to traveling time of the waves) and phase differences between
ramps (due to change of distance in short time). By using the antenna diagram,
the angles of departure and arrival of the radar waves can be determined.
Fitted in front of the vehicle, the FR5TPCC monitors continuously vehicle
surroundings, supporting driver and vehicle systems with emergency braking,
cruise control and distance indicator.
3.2 Areas of application
The FR5TPCC is the base for a range of safety and driver assistance functions.
In particular, the
FR5TPCC can be used for the following functions:
3.2.1 Predictive emergency braking system
With the FR5TPCC, vehicle manufacturers can meet the requirements for the
automatic emergency braking systems “AEB City” and “AEB Urban” as outlined in
the Euro NCAP assessment scheme.
With its predictive emergency braking system, Bosch is helping to prevent
rear-end collisions and reduce the severity of accidents. The system becomes
active as soon as the vehicle started, and supports the driver at all speeds –
both day and night.
If the predictive emergency braking system determines that the distance to the
preceding vehicle is becoming critically short, it prepares the braking system
for potential emergency braking. If the driver does not react to the hazardous
situation, the system warns the driver via an audible and/or visual signal,
followed by a short but noticeable brake jerk.
The system then initiates partial braking to reduce the speed and give the
driver valuable time to react. As soon as the driver presses the brake pedal,
the system provides braking support. To do this, the system continuously
calculates the degree of vehicle deceleration required to avoid the collision.
If the system detects that the driver has failed to apply sufficient brake
force, it increases the braking pressure to the required level so that the
driver can attempt to bring the vehicle to a standstill before a collision
occurs.
If the driver fails to react to the immediate risk of collision, and the
predictive emergency braking system detects that a rear-end collision is
unavoidable, it can – working in conjunction with a video camera –
automatically initiate full braking. As a result, the vehicle is traveling at
significantly reduced speed when the collision occurs, reducing the severity
of the crash for the passengers of both vehicles.
If the predictive emergency braking system detects that the distance to a
moving or stationary vehicle in front is becoming critically short, it
prepares the braking system for a potential emergency braking procedure. If
the driver fails to react to the critical situation, the system can
automatically initiate full braking in an attempt to prevent the collision. If
the rear-end collision is unavoidable, this action can at least minimize the
severity of the collision, reducing the risk of injury to the passengers of
both vehicles.
3.2.2 Adaptive cruise control (ACC)
The FR5TPCC makes it possible to detect vehicles merging at an early stage –
making it the ideal extension of front radar for ACC systems.
The ACC system automatically maintains a set distance from the vehicle ahead
by automatically reducing the power to the engine, braking or accelerating.
The ACC stop & go variant can also automatically apply the brakes until the
vehicle comes to a standstill and will resume automatically when instructed by
the driver.
3.2.3 Heading distance indicator
This function measures the distance from the objects around the vehicle and,
depending on the speed at which the vehicle is traveling, warns the driver
when the safe distance from the vehicle in front is not being maintained. The
function does not intervene independently but instead informs the driver of
the distance from another vehicle via a visual and/or audible signal.
3.2.4 Sensor data fusion
The FR5TPCC can support sensor data fusion without the need for additional
hardware. Sensor data fusion combines the benefits of different sensors and
measuring principles in the most effective way possible, providing data that
individual sensors working in isolation are unable to generate. The fusion of
multiple sensors increases the measurement range, reliability, and accuracy.
Video sensors, such as the multi-purpose camera or the stereo video camera
from Bosch, are the ideal supplement to radar technology. Using software
algorithms, the fusion of sensor data generates a detailed “image”, which
forms the basis for an interpretation of the vehicle`s surroundings.
Sensor fusion enables the implementation of additional assistance and safety
functions, such as pedestrian protection (“AEB Pedestrian”). The function for
predictive pedestrian protection meets the safety requirements as specified by
Euro NCAP. It continually monitors, in combination with a video camera, the
area around the vehicle in order to detect impending collisions with
pedestrians who are in the path of the vehicle or moving toward it in a way
that is likely to present a risk. If the function detects that pedestrians are
at risk, it can actively trigger the application of the brakes in order to
considerably reduce the risk and the consequences of the collision or to
prevent the accident altogether.
Sensor data fusion can also be used to significantly improve the performance
of the comfort functions. Thanks to the high degree of lateral measuring
accuracy of a video camera, the ACC function is able, for example, to detect
vehicles merging at an earlier stage, and therefore respond in a more dynamic
manner. The system also ensures that vehicles in front are assigned to the
correct lanes, which further enhances ACC functionality, especially when
cornering.
3.3 National Statements
3.3.1 European Union
This device should be installed and operated with a minimum distance of 20 cm
between the front of the device and the human body.
3.3.2 the United Kingdom
This device should be installed and operated with a minimum distance of 20 cm
between the front of the device and the human body.
3.3.3 Canada
This device complies with Industry Canada license-exempt RSS standard(s).
Operation is subject to the following two conditions:
(1) this device must not cause interference, and
(2) this device must accept any interference, including interference that may
cause undesired operation of the device.
3.3.4 the United States
This device complies with Part 15 of the FCC Rules.
Operation is subject to the following two conditions: this device may not
cause harmful interference, and this device must accept any interference
received, including interference that may cause undesired operation.
Changes or modifications made to this equipment not expressly approved by
Robert Bosch GmbH may void the FCC authorization to operate this equipment.
This equipment has been tested and found to comply with the limits for a Class
A digital device, pursuant to Part 15 of the FCC Rules. These limits are
designed to provide reasonable protection against harmful interference when
the equipment is operated in a commercial environment. This equipment
generates, uses, and can radiate radio frequency energy and, if not installed
and used in accordance with the instruction manual, may cause harmful
interference to radio communications. Operation of this equipment in a
residential area is likely to cause harmful interference in which case the
user will be required to correct the interference at his own expense.
Radiofrequency radiation exposure Information:
This equipment complies with FCC radiation exposure limits set forth for an
uncontrolled environment. This equipment should be installed and operated with
a minimum distance of 20 cm between the radiator and your body. This
transmitter must not be co-located or operating in conjunction with any other
antenna or transmitter.
Vehicle integration
This chapter describes the requirements for all parts mounted in front or
around the sensor, like painted bumper, unpainted cover, and emblem/radome,
regarding RF integration at 77 GHz with FR5TPCC radar sensors. If these
requirements are not met, the sensor performance can be degraded. Values are
marked with t.b.c. or t.b.d. showing that they have to be confirmed or defined
during the development process.
As product development is an ongoing process, we reserve the right to make
amendments in line with technical progress.
The radar sensor performance should be influenced as low as possible by the
installation behind a fascia. Therefore the two-way radar loss by the fascia
should be as low as possible and the reflection attenuation must fulfill the
requirements listed below. Vertical misalignment will cause additional
attenuation reducing the maximum range. Horizontal misalignment will cause
reduced detection at higher azimuth angles.
Ghost target detection caused by interference signals of multiple reflections
at the fascia and metallic parts of the vehicle must be avoided. A simulation
can be offered to evaluate the risk and the need of using absorber material to
suppress this unwanted signal. Because the threshold of detection is very low,
a high attenuation is required. Plastic material can only achieve high enough
attenuation if carbon black is added.
4.1 Radar cone
The radar cone describes the zone where the fascia has to be optimized. Any
parts of the vehicle inside the radar cone may influence the radar
performance. Cables, brackets, bars, etc. should not touch the radar cone. The
fascia in this zone may not have bends and edges as well as changes in
thickness or material or painting.
Based on the footprint on the top side of the radar PCB, the cone is
characterized by a vertical and a horizontal opening angle. The footprint is
centered on the sensor housing. A CAD model of the radar cone is available.
The footprint for the radar cone has the following dimensions: (W x H) 55 mm x
55 mm 
Figure 2: Footprint of the radar cone. For a better visibility, the
footprint is shown on top of the sensor housing.
The horizontal opening angle depends on the angle range that is evaluated by
the sensor in azimuth and elevation, whereby the opening angle of the radar
cone has to be larger than the angle range that is evaluated. For covered
integration, the radar cone is 10° larger than the used angle range that is
evaluated by the sensor.
Radar cone:
•±70° (1) (TBC) in the horizontal direction (not including misalignment)
•±20° (TBC) in the vertical direction (not including misalignment)
(1) Valid for an angle measurement range of ±60°
4.2 Fascia design guidelines
Material
Material with a low dielectric constant (r) and low dielectric loss factor
tanδ at 77 GHz should be used. Recommended are materials based on
polypropylene (PP) and polymethyl methacrylate (PMMA), while materials like
polycarbonate (PC) and acrylonitrile butadiene styrene (ABS) are still ok. The
material shall be homogenous, compounds including glass fiber, carbon fiber,
or metal particles are not recommended.
The fascia shall be designed for radar transparency. The thickness shall be a
multiple of the half-wavelength (in the material) to minimize the influence of
the fascia. The quality criteria of radar transparency are the reflection
coefficient of the radome/fascia. Tolerances of the overall thickness and the
dielectric constant of the used material influence the amount of reflection at
the radome/fascia. Additional influence occurs due to curvature of the fascia.
Therefore the radius has to be as large as possible. With sharp edges, the
negative influence will increase significantly. Not allowed are ribs,
structures, and steps changing the thickness of the radome/fascia.
Painting
The layer structure of the painting, typically made of three painting layers
consisting of primer, base coating, and clear coating, will increase the
effective permittivity value εr, eff, and dielectric loss factor tanδ of the
painted plate used as fascia.
Fascia Classification (FR5TPCC)
The two-way radar loss caused by fascia should be as low as possible. High
losses decrease the sensor performance regarding range and angle estimation.
Therefore it is recommended to achieve a two-way radar loss below 3 dB.
4.3 Installation hints
To enable the full performance of the radar sensor, it is recommended to
use the following installation hints and guidelines for the RF integration of
the sensor.
Maximum angle between radar cone and fascia
The angle α between the radar beam inside the radar cone and the fascia may
not be larger than 70° anywhere inside the radar cone
Figure 3: Maximum angle between fascia and radar cone
The minimum distance between sensor and fascia
The minimum distance between the sensor radome and the fascia or any other
part of the vehicle may not be smaller than 5 mm.
This is valid for fascia parts fulfilling the following requirements. 
Figure 4: Minimum distance above sensor radom
Vertical tilt of fascia
The vertical tilt angle between the sensor normal and the surface normal of
the fascia shall be in the range according to the following table.
Figure 5: vertical tilt angle of fascia to sensor normal
Allowed vertical tilt| reflection coefficient| Description|
typical application
---|---|---|---
All angles <30°
Recommendation: close to 0° <5°
20° and <30°| <-15 dB
<-10 dB| is achieved when fascia has optimized thickness within a tolerance of ±0.1 mm and permittivity within a tolerance of ±0.02. Dielectric loss factor tanδ shall be <0.01. With such low reflection, a vertical tilt angle close to 0° is recommended. Angles above 30° shall be avoided. This is the case for
unpainted or a single e.g. black paint cover. Also, well-designed emblems without air gaps inside may be usable. is achieved when fascia has an optimized thickness within a tolerance of ±0.2 mm and permittivity within a tolerance of ±0.02. Dielectric loss factor tanδ shall be <0.03. With such reflection, a vertical tilt angle of <20° and above 30° must be voided. is achieved when fascia has optimized thickness within a tolerance of ±0.1 mm and permittivity within a tolerance of ±0.2. Dielectric loss factor tanδ shall be <0.03. With such reflection, a vertical tilt angle of <20° and above 30° must be avoided.| well-optimized unpainted, single
painting, emblem painted fascia
with single color or unpainted,
emblem painted fascia with various colors
Table: allowed vertical tilt angle of fascia to sensor normal
The examples described in the classification of reflection are derived from
the evaluation of flat plates with constant thickness and homogeneous
material. Deviations from this situation may cause a change in classification
and the vertical tilt angle of the fascia has to be increased.
The curvature of fascia for FR5TPCC
The curvature of the fascia may influence radar performance, especially with
low vertical tilt angles. The minimum radius of the curvature shall be
according to the following rules:
R > 350 mm, no significant influence expected
R < 350 mm, significant influence possible, has to be evaluated
R < 200 mm, significant influence expected, not recommended
Absorber around the sensor
It is highly recommended to use a cone made of absorber material around the
radar cone of the sensor to prevent ghost targets. The design of the absorber
cone must fulfill the following design guidelines (reflection from outside the
radar cone, multipath reflection).
Reflection from outside the radar cone
Reflections from structures located outside the radar cone have to be
avoided.
Furthermore, interference signals picked up by the sensor antennas should be
avoided by keeping a minimum distance (d) of 5 mm to 10 mm for parts in front
of the sensor. Even with compliance to the radar cone, reflections at parts
outside the radar cone may disturb the received signal. Reflections at parts
causing an interference signal to the receiving antenna and reflections at
parts get to the receiving antenna after a second reflection at the fascia
(multipath reflection).
Closed surfaces of brackets and masks made of metal or high reflecting
material need a tilt angle being arranged that the reflection is not received
by the receiving antennas of the sensor. 
Figure 6: Reflection at bracket or mask
For closed surfaces (masks) in azimuth, the angle γ between the mask surface
and the normal vector n of the sensor shall be greater than the azimuth
opening angle of the keep-out zone. For closed surfaces (masks) in elevation,
the angle γ between the mask surface and the normal vector n of the sensor
shall be greater than the azimuth opening angle of the keep-out zone.
Multipath reflection
Reflections of incoming signals at bracket or shielding absorber are coming
back to the sensor if reflection at the bumper occurs. The figure below shows
the situation which should be avoided. The worst-case happens if the
combination of the vertical tilt angles of shielding and bumper is γ1 = γ2 / 2
. For a low interference signal the condition shall be: γ1 > γ2 / 2 +10° or γ1
< γ2 / 2 -10°
Figure 7: Requirements for parts outside the radar cone to avoid multipath reflection The same requirements are valid for a horizontal tilt of the fascia.
**Calibration
**
No manual alignment procedure is necessary, as the sensor performs its own
internal SW calibration.
References for Chapter 5 & 6 of this document: HW TCD FR5TP (preliminary)
Technical Data
| Product model name: | FR5TPCC |
|---|---|
| Frequency Band: | 76-77 GHz |
| Maximum Transmit Power: Measured mean EIRP | 21.73 dBm |
| Maximum Transmit Power: Measured peak EIRP | 31.00 dBm |
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