1、 ETSI TR 102 834 V1.1.1 (2009-05)Technical Report Electromagnetic compatibilityand Radio spectrum Matters (ERM);System Reference Document;Technical characteristics for airborneUltra-WideBand (UWB) applicationsoperating in the frequency bandsfor 3,1 GHz to 4,8 GHz and 6 GHz to 8,5 GHzETSI ETSI TR 102
2、 834 V1.1.1 (2009-05) 2Reference DTR/ERM-TGUWB-0121 Keywords SRDoc, UWB ETSI 650 Route des Lucioles F-06921 Sophia Antipolis Cedex - FRANCE Tel.: +33 4 92 94 42 00 Fax: +33 4 93 65 47 16 Siret N 348 623 562 00017 - NAF 742 C Association but non lucratif enregistre la Sous-Prfecture de Grasse (06) N
3、7803/88 Important notice Individual copies of the present document can be downloaded from: http:/www.etsi.org The present document may be made available in more than one electronic version or in print. In any case of existing or perceived difference in contents between such versions, the reference v
4、ersion is the Portable Document Format (PDF). In case of dispute, the reference shall be the printing on ETSI printers of the PDF version kept on a specific network drive within ETSI Secretariat. Users of the present document should be aware that the document may be subject to revision or change of
5、status. Information on the current status of this and other ETSI documents is available at http:/portal.etsi.org/tb/status/status.asp If you find errors in the present document, please send your comment to one of the following services: http:/portal.etsi.org/chaircor/ETSI_support.asp Copyright Notif
6、ication No part may be reproduced except as authorized by written permission. The copyright and the foregoing restriction extend to reproduction in all media. European Telecommunications Standards Institute 2009. All rights reserved. DECTTM, PLUGTESTSTM, UMTSTM, TIPHONTM, the TIPHON logo and the ETS
7、I logo are Trade Marks of ETSI registered for the benefit of its Members. 3GPPTM is a Trade Mark of ETSI registered for the benefit of its Members and of the 3GPP Organizational Partners. LTE is a Trade Mark of ETSI currently being registered for the benefit of its Members and of the 3GPP Organizati
8、onal Partners. GSM and the GSM logo are Trade Marks registered and owned by the GSM Association. ETSI ETSI TR 102 834 V1.1.1 (2009-05) 3Contents Intellectual Property Rights 5g3Foreword . 5g3Introduction 5g31 Scope 6g32 References 6g32.1 Normative references . 6g32.2 Informative references 7g33 Defi
9、nitions, symbols and abbreviations . 8g33.1 Definitions 8g33.2 Symbols 8g33.3 Abbreviations . 8g34 Executive summary 9g34.1 Comments on the System Reference Document 9g34.1.1 Status of the System Reference Document . 9g34.2 Market information. 9g34.3 Technical system description . 10g34.4 Compatibil
10、ity Issues . 10g34.5 Enforcement Issues. 11g35 Current regulations . 11g36 Proposed regulations 11g37 Main conclusions 11g38 Expected ECC, EC and ETSI actions . 12g38.1 Expected ECC and EC actions . 12g38.2 Expected ETSI actions . 12g3Annex A: Detailed market information . 13g3A.1 Range of applicati
11、ons . 13g3A.1.1 Cabin Management System 13g3A.1.2 Wireless Cabin Management System . 13g3A.1.3 Passenger communication and IFE 14g3A.1.4 Mobile Devices 16g3A.1.5 Critical communication headsets for pilots 17g3A.2 Motivation for Wireless IFE . 17g3A.2.1 Weight Comparison 17g3A.2.2 Maintenance Conside
12、rations 18g3A.3 Traffic evaluation . 18g3Annex B: Technical information 20g3B.1 Technical description . 20g3B.1.1 Transportation Systems (aircraft) . 20g3B.2 Basic Demand 21g3B.2.1 Number of units 22g3B.2.2 Data rates 23g3B.2.3 Reliability of wireless data transmission 23g3B.2.4 IFE Specific Specifi
13、cations 23g3B.2.5 Localization 24g3B.3 Technical justification for spectrum . 24g3ETSI ETSI TR 102 834 V1.1.1 (2009-05) 4B.3.1 Technical justification for proposed power levels 24g3B.3.2 Technical justification for bandwidth . 24g3Annex C: Expected compatibility issues 26g3C.1 Coexistence issues 26g
14、3C.2 Current ITU allocations 26g3C.3 Sharing issues . 26g3History 27g3ETSI ETSI TR 102 834 V1.1.1 (2009-05) 5Intellectual 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 pub
15、licly 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 ETS
16、I 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,
17、 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). Introduction Use of wireless UWB communications in airborne platforms offers significant adv
18、antages to operators of aircraft by increasing operational flexibility while reducing costs. The document is intended to also help to find solutions on this subject by defining the spectrum needs for airborne UWB applications. The EC funded FP 7 European R - for informative references. Referenced do
19、cuments 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 follo
20、wing referenced documents are indispensable for the application of the present document. For dated references, only the edition cited applies. For non-specific references, the latest edition of the referenced document (including any amendments) applies. Not applicable. ETSI ETSI TR 102 834 V1.1.1 (2
21、009-05) 72.2 Informative references The following referenced documents are not essential to the use of the present document but they assist the user with regard to a particular subject area. For non-specific references, the latest version of the referenced document (including any amendments) applies
22、. i.1 CEPT/ECC Report 64: “The protection requirements of radiocommunications systems below 10,6 GHz from generic UWB applications“, Helsinki, February 2005. . i.2 CEPT/ERC Report 25: “The European table of frequency allocations and utilisations covering the frequency range 9 kHz to 3000 GHz - Lisbo
23、a 02- Dublin 03- Kusadasi 04- Copenhagen 04- Nice 07- Baku 08“. . i.3 CEPT/ECC/DEC/(06)04: “ECC Decision of 24 March 2006 amended 6 July 2007 at Constanta on the harmonised conditions for devices using UWB technology in bands below 10,6 GHz“. i.4 CEPT ECC/DEC/(06)12: “ECC Decision of 1 December 2006
24、 amended Cordoba, 31 October 2008 on supplementary regulatory provisions to Decision ECC/DEC/(06)04 for UWB devices using mitigation techniques. i.5 EUROCAE ED-14E (2005) (Equivalent to RTCA DO-160E): “Environmental Conditions and Test Procedures for Airborne Equipment“. i.6 EUWB consortium. NOTE: A
25、vailable at http:/www.euwb.eu. i.7 CEPT ECC Report 93: “Compatibility between GSM equipment on board aircraft and terrestrial networks“. i.8 NASA/TP-2005-213606 (Vol. 1): “UWB EMI To Aircraft Radios: Field Evaluation on Operational Commercial Transport Airplanes“. Ely, J.J. Martin, W.L. Fuller, G.L.
26、 Shaver, T.W. Zimmerman. i.9 ETSI EN 302 065: “Electromagnetic compatibility and Radio spectrum Matters (ERM); Ultra WideBand (UWB) technologies for communication purposes; Harmonized EN covering the essential requirements of article 3.2 of the R System Reference Document; Technical Characteristics
27、for Airborne In-Flight Entertainment Systems operating in the frequency range 5 150 MHz to 5 875 MHz“. i.14 FCC 03-33: “Revision of Part 15 of the Commissions Rules Regarding Ultra-Wideband Transmission Systems“. i.15 ACARE (Advisory Council for Aeronautics Research in Europe): “Strategic Research A
28、genda“, (published in 2004 and amended in 2008). ETSI ETSI TR 102 834 V1.1.1 (2009-05) 83 Definitions, symbols and abbreviations 3.1 Definitions For the purposes of the present document, the following terms and definitions apply: In-Flight Entertainment (IFE): any of several modalities of In-Flight
29、Entertainment, including but not limited to fixed streaming audio, audio on demand, fixed streaming video, video on demand, and public announcement audio and/or video 3.2 Symbols For the purposes of the present document, the following symbol applies: c velocity of light in a vacuum 3.3 Abbreviations
30、 For the purposes of the present document, the following abbreviations apply: ACARE Advisory Council for Aeronautics Research in Europe AP Access PointAVOD Audio/Video on Demand BW BandWidth CEPT Conference Europeenne des Administrations de Postes et des Telecommunications CMS Cabin Management Syste
31、m CVMS Cabin Video Monitoring System DAL Design Assurance Level dBm deciBel relative to 1 mW DL DownLink ECC Electronic Communications Committee EMI ElectroMagnetic Interference ERC European Radiocommunications Committee ERM Electromagnetic compatibility and Radio spectrum Matters HDR-LT High Data R
32、ate - Location Tracking IFE In-Flight Entertainment ITU International Telecommunication Union IU Illumination Unit LDC Low Duty CycleLDR-LT Low Data Rate - Location Tracking LT Location Tracking MBOFDM Multi-Band Orthogonal Frequency Division Multiplexing PA Passengers Announcement PAX PAssenger PSU
33、 Passenger Service Unit RF Radio Frequency SEB Seat Electronic Box UL UpLink USB Universal Serial Bus UWB Ultra Wide Band VHF Very High Frequency ETSI ETSI TR 102 834 V1.1.1 (2009-05) 94 Executive summary 4.1 Comments on the System Reference Document No statements have been received on the present d
34、ocument yet. 4.1.1 Status of the System Reference Document The present document has been created by TC ERM TG31A. It was in ETSI internal consultation and, in parallel, already submitted to ECC (WGFM and WGSE) for information. Comments from the consultation were considered and resulted in a revised
35、draft document. Final approval for publication of the present version is expected for ERM#37. The final document will be submitted to WGFM and WGSE for their considerations. Table 4.1: Documnt status Target version Pre-approval date version V1.1.1 a s m Date Description V1.1.1 0.0.15thOctober 2008 F
36、irst version chairman TG31A V1.1.1 0.0.25thDecember 2008 Second version chairman TG31A based on input from EUWB i.6 project V1.1.1 0.0.3 8thDecember 2008 Third version from ERM TG31A#25 discussions V1.1.1 0.0.417thDecember 2008 Fourth version after confirmation from EADS/Airbus and EUWB - for submis
37、sion to ERM V1.1.1 0.0.5 18thFebruary 2009 Resolution of comments received from MINEA-NL as well as Bosch and EADS (on WAIC clarification) - version for submission to ERM#37 4.2 Market information There are four main application fields for airborne UWB: The Cabin Management System (CMS) application
38、field. Passenger communication and in-flight entertainment. Mobile devices which will become part of the future cabin equipment for crew or maintenance staff. Communication headsets for pilots in the cockpit to ground and for the flight crew. Wireless distribution offers many distinct advantages ove
39、r a similar wired system; including: less weight, increased reliability due to fewer connectors, less likelihood of damage since no cables run through the floor or up the seat legs. Additionally, reconfiguring the cabin can be reduced to simply moving the seat, rather than needing to replace all the
40、 wiring bundles. Entertainment while travelling has become an expectation of the flying public, and a competitive advantage among airlines attempting to gain or protect market share. Consequently, IFE systems continue to evolve with added functionality, capability, and user convenience being the hig
41、hest priorities. The current state-of-art IFE systems offer video and audio “on demand“, meaning that every passenger may be watching or listening to different content. This type of system requires independent distribution systems to each seat location, and if a wired system, can incorporate hundred
42、s of kilometres of wiring. Not only is wiring heavy and bulky, leading to increase fuel burn, it is difficult to maintain due to the number of connectors with resulting reliability issues. Furthermore, the need to frequently reconfigure the cabin means that the cabling will be moved, replaced, and a
43、djusted often during the life of the IFE system. ETSI ETSI TR 102 834 V1.1.1 (2009-05) 10Currently pilots use wired headsets to communicate to ground stations. Use of wireless headsets will increase the pilot freedom of movement, comfort and increase efficiency. This application specifically calls f
44、or the use of UWB due to high interference immunity in existing avionics/navigations equipments. Medical emergency headsets or biometric data systems will help in-flight crew assist an unexpected emergency, where flight crew need to communicate via aircraft systems to get urgent medical assistance f
45、rom ground. This application can be design as a part of the CMS or part of the pilot to ground communication system. UWB technology is only used for wireless communication inside the aircraft. The connection to the outside world will be provided with the normal aircraft communication means as usual.
46、 All of the above described use cases need high reliable, low latency, and robust communications. The large channel capacity provided by UWB technology facilitates the employment of highly redundant, interference-robust and encrypted communications which are considered to not affect other electronic
47、s inside the Aircraft. Nevertheless, the envisaged applications do not plan to use UWB technology for safety- relevant system components or avionic equipments which are being contemplated in the discussions on WAIC systems (Wireless Avionics Intra-Communications) in CEPT/WGFM and ITU-R WP5B. For det
48、ailed market information see annex A. 4.3 Technical system description The content delivery for the current generation of wireless IFE systems depends upon reliable network performance of approximately 1 Mbit/s to each seat-back display to achieve high-quality motion video. Every seat potentially ca
49、n be watching different content (or different locations in the same video stream), thus the network bandwidth is needed to support a 1 Mbit/s video stream to every seat in the cabin. Cabins typically range between 130 and 350 seats. Longer-range aircraft, where good IFE is more important, tend to have larger cabins. The aggregated total application bandwidth needed for new larger aircraft such as the A380 will exceed 800 Mbit/s. In the aircraft environment the envisaged applications range from location and tracking to signalling and data com
