In focus: automotive radar systems with satellite architecture

Driver assistance systems In focus: automotive radar systems with satellite architecture

2024-04-25 Updated on 2024-04-25 From Manshul Arora * | Translated by AI 4 min Reading Time

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With the emergence of new vehicle architectures, such as satellite architecture, the sensor and processing technology of these systems must also be further developed to support the new capabilities. The following article shows what challenges this entails and how they can be overcome.

New vehicle architectures are essential for the mobility of the future.(Image: paul_craft - stock.adobe.com) — New vehicle architectures are essential for the mobility of the future.
(Image: paul_craft - stock.adobe.com)

Manshul Arora is a Product Marketing Engineer at Texas Instruments.

The globally applied New Car Assessment Program (NCAP) is increasingly working towards the introduction of active safety features with its increasingly stringent safety ratings and regulations. This makes safety a non-negotiable feature of modern motor vehicles. Automobile manufacturers around the world meet these safety requirements and aim for higher levels of autonomy by continuously improving the features of Advanced Driver Assistance Systems (ADAS) in their vehicles. Examples include the emergency brake assistant, speed and distance control, and advanced lane keeping assistants. To support these features and fulfill current safety regulations, an increasing number of radar sensors are being installed in modern cars.

Further development of vehicle architectures

To account for the implementation of ADAS functions in the design of automotive systems, the structure and integration of electrical and electronic system architectures are approached, among other things. The edge architecture is common today. This consists of highly intelligent radar sensors that stream preprocessed data over a CAN network or via Ethernet at 100 Mbit/s to an ADAS ECU. The high-performance sensors contain a processor and are often even equipped with a special accelerator for distance measurement, as well as Doppler and FFT processing (Fast Fourier Transform). Additionally, they include the corresponding algorithms for detection, classification, and tracking of objects. The final object data from each edge radar sensor is then transmitted to the ADAS control unit. Image 1 illustrates this architecture.

Gallery

Image 1. In an edge architecture, the radar sensors are connected to a central ADAS control unit.(Image: Texas Instruments)

Image 2. Connection of the radar sensors to the central ECU in a satellite architecture(Image: Texas Instruments)

Image 3. View of the AWR2544LOP EVM(Image: Texas Instruments)

The edge architecture is being further developed and is increasingly giving way to new satellite architectures where the sensor heads distributed throughout the vehicle transmit preprocessed distance FFT data to a powerful central control unit via a fast Ethernet line supporting 1 Gbit/s. A significant portion of the data processing is outsourced to the central control unit (Image 2). In contrast to edge architectures, where individual radar sensors handle the entire data processing on their own, satellite architectures allow the processing of data that has previously only been minimally prepared by the central processor.

Advantages of satellite architectures

Centralized data processing allows for the implementation of more effective sensor fusion algorithms, enabling more accurate decisions. This can be compared to the processes in the human brain, which makes decisions with information from, for example, the eyes, rather than allowing the eyes to make these decisions independently. Automakers have the option to implement algorithms to improve angular resolution (Distributed Aperture Radar) or to increase maximum speed, or even machine learning algorithms for object classification. The merging of sensor information, together with these algorithms, results in more powerful sensing and comparatively precise perception, which pays off for OEMs through increased autonomy, while vehicle occupants benefit from increased safety.

The use of satellite radar sensors also benefits the scalability and modularity of the systems. If there is the possibility to place the sensors throughout the vehicle at more appropriate locations, the way is open for a multitude of ADAS applications. To adjust the coverage, for example, one can simply vary the number or configuration of sensors. This allows the same platform to be scaled from low-cost, low-end vehicles to high-quality, premium models and designed for different levels of autonomy.

Sensor fusion algorithms and the higher computing power of the central control unit give satellite architectures added value. The simpler satellite sensors and customization via software can also help to reduce system complexity and increase safety levels. The higher performance, increased scalability, and reduced complexity are collectively instrumental in the automotive industry increasingly relying on satellite architectures.

Radar sensor specifically for satellite architectures

Texas Instruments has developed the radar-on-chip sensor AWR2544 specifically for satellite architectures. The component contains an integrated 77 GHz transceiver with four transmitters and four receivers, which benefits distance measurement and increases performance. Also integrated are a radar processing accelerator and a 1 Gbit/s Ethernet interface for generating and streaming compressed distance FFT data. The sensor is suitable for ASIL B and sets up a secure processing environment with its built-in hardware security module.

Furthermore, the TI Launch-On-Package technology (LOP) is used in this device. This allows for direct signal transmission from the device's radiating element to the 3D antenna via a waveguide integrated into the circuit board. In Image 3, you can see the evaluation module of the AWR2544LOP with the 3D waveguide antenna.

At the system level, the LOP technology results in increased performance due to the improved signal-to-noise ratio, simpler thermal management, and lower costs because expensive circuit board material can be avoided. In addition, there is a gain in flexibility because the same circuit board can be used for multiple sensor designs.

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Date: 08.12.2025

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To simplify system implementation, there is also a compatible power management circuit with improved functional safety and optimization. The LP87725-Q1 type component includes two low-noise buck converters, a low-dropout regulator, a load switch for supplying a AWR2544-based satellite architecture, and an Ethernet PHY.

Conclusion

ADAS applications are continuously being developed in order to keep up with the constantly increasing levels of autonomy and safety requirements. With the advent of new architectures, including satellite architecture, the sensor and processing technology of these systems must also be further developed to support the new capabilities. Components like the AWR2544 radar sensor provide the necessary flexibility when implementing the mentioned trends in system design, and thus help in the realization of safer and smarter vehicles. (se)