DE102023204640A1 - System and method for interference coordination for automotive radar - Google Patents

Abstract

The present invention relates to a system of interference coordination for a plurality of automotive radars, each automotive radar being defined by its own radar technology, the radar features being configurable by a processor and having anti-jamming capabilities. According to the invention, the system comprises a radar management unit adapted to receive information from the plurality of automotive radars by wireless communication and to provide a domain-defined interference coordination policy by wireless communication, the information received from each automotive radar comprising data about its own radar technology, the configurable radar features, and the anti-jamming capabilities, the area defining the interference coordination policy being a georeferenced region containing a plurality of automotive radars.

Description

The present invention relates to a method for operating an automotive radar system with a view to coordinating interference with other radar systems and to an automotive radar system operable according to such a method.

Sensing the vehicle's surroundings is essential for advanced driver assistance systems (ADAS) and automated driving. Sensing systems include radar, lidar, camera and ultrasonic sensors, each with its strengths and weaknesses. Automotive radar is an emerging, robust key technology that enables intelligent and autonomous features and functions in modern vehicles, particularly due to its all-weather, day and night capabilities. However, the performance of automotive radar does not suffice to simply scale parameters to maintain the integrity of safety-critical systems. It requires further development of signal processing, waveforms and modulation schemes, interference mitigation, and more.

Mutual interference between automotive radars is increasing due to the increasing radar density on the roads. Unlike mobile broadband, where frequency bands, bandwidth and spectral power density are strictly regulated, radar waveforms are not. Against this background, interference mitigation is essential, but difficult to achieve due to scarce radio resources and safety-related stringent operational reliability requirements. Nevertheless, an effective radar interference mitigation strategy should strike a balance between complexity and the ability to deal with the interferers.

1. [1] J. Bechter, C. Sippel und C. Waldschmidt, „Bats-inspired frequency hopping for mitigation of interference between automotive radars“, 2016 IEEE MTT-S International Conference on Microwaves for Intelligent Mobility (ICMIM), San Diego, CA, 2016, S. 1-4, doi: 10.1109/ICMIM.2016.7533928 ,
2. [2] J. Khoury, R. Ramanathan, D. McCloskey, R. Smith und T. Campbell, „RadarMAC: Mitigating Radar Interference in Self-Driving Cars“, 2016 13th Annual IEEE International Conference on Sensing, Communication, and Networking (SECON), London, 2016, S. 1-9, doi: 10.1109/SAHCN.2016.7733011 ,
3. [3] G. Hakobyan, K. Armanious und B. Yang, „Interference-Aware Cognitive Radar: A Remedy to the Automotive Interference Problem“, in IEEE Transactions on Aerospace and Electronic Systems, Bd. 56, Nr. 3, S. 2326-2339, Juni 2020, doi: 10.1109/TAES.2019.2947973 ,
4. [4] F. Uysal und S. Sanka, „Mitigation of automotive radar interference“, 2018 IEEE Radar Conference (RadarConf18), Oklahoma City, 2018, S. 0405-0410, doi: 10.1109/RADAR.2018.8378593 ,
5. [5] Aydogdu, C., Keskin, F., Carvajal, G. et al (2021), „Radar Interference Mitigation through Active Coordination“, IEEE National Radar Conference - Proceedings, Mai 2021, doi: 10.1109/RadarConf2147009.2021.9455180 .

There are numerous scientific papers on this topic, including the following:

1. [1] J. Bechter, C. Sippel and C. Waldschmidt, “Bats-inspired frequency hopping for mitigation of interference between automotive radars,” 2016 IEEE MTT-S International Conference on Microwaves for Intelligent Mobility (ICMIM), San Diego, CA, 2016, pp. 1-4, doi: 10.1109/ICMIM.2016.7533928 ,
2. [2] J. Khoury, R. Ramanathan, D. McCloskey, R. Smith, and T. Campbell, "RadarMAC: Mitigating Radar Interference in Self-Driving Cars," 2016 13th Annual IEEE International Conference on Sensing, Communication, and Networking (SECON), London, 2016, pp. 1-9, doi: 10.1109/SAHCN.2016.7733011 ,
3. [3] G. Hakobyan, K. Armanious and B. Yang, "Interference-Aware Cognitive Radar: A Remedy to the Automotive Interference Problem," in IEEE Transactions on Aerospace and Electronic Systems, Vol. 56, No. 3, pp. 2326-2339, June 2020, doi: 10.1109/TAES.2019.2947973 ,
4. [4] F. Uysal and S. Sanka, “Mitigation of automotive radar interference,” 2018 IEEE Radar Conference (RadarConf18), Oklahoma City, 2018, pp. 0405-0410, doi: 10.1109/RADAR.2018.8378593 ,
5. [5] Aydogdu, C., Keskin, F., Carvajal, G. et al (2021), “Radar Interference Mitigation through Active Coordination”, IEEE National Radar Conference - Proceedings, May 2021, doi: 10.1109/RadarConf2147009.2021.9455180 .

As can be seen from the cited prior art, interference caused by other automotive radars negatively affects the performance of radars by reducing the ability to detect objects. This problem is more serious here than in the context of communications: As noted in [5], the jamming signal is a one-way signal, while the radar signal of interest is a two-way signal; this makes the jamming signal much stronger than the desired radar signal and much more difficult to mitigate. In addition, radar interruption can cause safety-critical systems to miss targets or trigger false alarms.

The patent literature also discloses interference mitigation techniques in automotive radars. US2022334216 discloses an apparatus comprising an interference detector configured to detect interference in a receive (Rx) radar signal. The interference detector may comprise: an input for receiving transmit (Tx) parameter information of a Tx radar signal, wherein the Rx radar signal is based on the Tx radar signal, and a processor configured to determine interference detection information of an interference signal based on the Rx radar signal and the Tx parameter information. The interference detection information comprises one or more signal parameters corresponding to a shape of the interference signal and interference level information for indicating an amount of interference caused by the interference signal in the Rx radar signal. The US2022345173 describes a radar signal processing system with a self-interference cancellation function. The system comprises an analog front end (AFE) processor, an analog to digital converter (ADC), an adaptive interference canceller adaptive interference canceller (AIC) and a digital to analog converter (DAC). The AFE processor receives an original input signal and generates an analog input signal. The ADC converts the analog input signal into a digital input signal. The AIC generates a digital interference signal by performing an adaptive interference cancellation process according to the digital input signal. The DAC converts the digital interference signal into an analog interference signal. Finally, the analog interference signal is fed back into the AFE and canceled from the original input signal in the AFE processor in the course of performing the front-end process, thereby reducing the interference of the static interference resulting from a leakage from a nearby transmitter during the front-end process. The EP4071509 A1 provides a detection signal transmission method, detection devices and a storage medium and belongs to the field of data detection technologies. The method includes determining orientations of fields of view of the detection devices and selecting one of a plurality of anti-interference parameters as a target anti-interference parameter based on the orientations of the fields of view of the detection devices and according to a predefined rule, wherein the plurality of anti-interference parameters are determined according to the predefined rule such that the detection devices transmit detection signals based on the target anti-interference parameter.

Overall, interference coordination for automotive radars (ICAR) is difficult because, unlike mobile broadband, different technologies (e.g. analog and digital) reside in the same spectrum. Inhomogeneous scenarios render many receive-based techniques ineffective. Centralized coordination (transmit-based) should provide good capabilities, but requires continuous, low-latency communication from or to each individual vehicle. Avoidance mechanisms (e.g. transmit-based) plus cancellation schemes (receive-based) are quite compatible, since both transmit and receive units are typically independent. Related to this aspect, there are several domains where it is possible to achieve different levels of orthogonality, e.g. the polarization domain, the time domain, the frequency domain, the coding domain, the spatial domain.

Therefore, the technical problem to be solved in this context is how distributed interference coordination in automotive radar can be enabled for heterogeneous scenarios using radar technology and is compatible with existing reception-based techniques.

The present invention is based on the object of providing a system for interference coordination for a plurality of automotive radars and a corresponding method according to the independent claims.

According to a first aspect of the invention, there is provided a system for interference coordination for a plurality of automotive radars, each automotive radar being defined by its own radar technology, processor-configurable radar features, and interference cancellation capabilities. The system may comprise a radar management unit, specifically a data processing component, configured to receive information from the plurality of automotive radars via wireless communication and to provide an area-defined interference coordination policy via wireless communication. The information received from each automotive radar may comprise data about its own radar technology, configurable radar features, and interference cancellation capabilities; the area defining the interference coordination policy may be a georeferenced region in which the plurality of automotive radars are located.

The main advantages of applying such an interference coordination system for automotive radars are robustness, adaptability and a relatively low investment.

According to a second aspect of the invention, there is provided a method for interference coordination for automotive radars (ICAR) performed by a radar management unit within a wireless communication environment, wherein a plurality of automotive radars are deployed or navigated within a georeferenced zone. The method may comprise the steps of: receiving, at the radar management unit, via wireless communication, radar-related information from automotive radars within the georeferenced zone, the radar-related information being radar technology, configurable radar features and interference cancellation capabilities available at at least one of the automotive radars within the georeferenced area; generating, by the radar management unit, interference coordination policies within the georeferenced zone depending on the received radar-related information; transmitting, by wireless communication, the interference coordinate dination guidelines within the respective georeferenced zone.

The main advantages of applying such an interference coordination technique for automotive radars are insensitivity to fading due to multipath, adaptability with respect to radar technologies, and relatively simple synchronization processing.

In one embodiment of the method, the georeferenced zone is an area where reception for a V2X service is present, and the interference coordination policies are provided as part of the V2X service. In another embodiment, the georeferenced zone is an area where reception for one or more wireless communications is present, referred to as a cell or beam coverage area.

In some embodiments, the interference coordination policies are generated for each radar technology, such as frequency modulated continuous waveform (FMCW) radar technology or orthogonal frequency division multiplexing (OFDM) radar technology. In another embodiment, the interference coordination policy for FMCW radar technology includes instructions specified to configure at least one radar feature selected from a group comprising a modulation scheme, a modulation frequency, a modulation bandwidth, a chirp slope, and a polarization. In yet another embodiment, the interference coordination policy for OFDM radar technology includes instructions specified to configure at least one set of time and frequency varying radio resources as a radar feature.

In yet another embodiment, the respective interference coordination policies are distributed as common information blocks.

In an alternative embodiment, instead of providing interference coordination policies as part of a V2X service, the radar management unit receives location data from on-board vehicle geolocation means; further, based on the location data, the radar management unit determines that the vehicle is within the georeferenced zone associated with the respective interference coordination policies and communicates the interference coordination policies within the respective georeferenced zone via wireless communication.

In yet another embodiment, the method determines, by means of the radar management unit, a dominant radar technology within the georeferenced zone and further periodically updates the georeferenced automotive radar policies by allocating radio resources to the dominant radar technology.

In yet another embodiment having a coalition or swarm of vehicles operating outside the coverage area of a wireless communication network, the automotive radar policies are communicated as part of respective coalition or swarm formation and configuration policies via direct vehicle-to-vehicle or device-to-device communication.

Further particular features and advantages of the present invention will become apparent from the following description of advantageous embodiments with reference to the accompanying drawings.

figures

• 1 represents a scenario in which a plurality of automotive radars operate within a wireless communication environment: either as radar sensors on board vehicles or deployed on traffic infrastructure, with at least some of the vehicle and some of the traffic infrastructure devices being capable of communicating with the wireless communication network,
• 2 represents the same scenario, with the majority of automotive radars deployed or navigating within georeferenced zones that define interference coordination areas for automotive radars according to the invention,
• 3 represents an embodiment in which the georeferenced zones are cells or beam coverage areas,
• 4 illustrates an embodiment having interference coordination policies distributed according to the invention as common information blocks, up to a sub-area represented as a “pixel”,
• 5 shows a schematic representation of an embodiment of a cell network-based coordination between different automotive radar technologies, for example FMCW or OFDM,
• 6 shows an embodiment comprising a convoy of vehicles operating outside the reception area of a wireless communication network,
• 7 shows an alternative embodiment having a swarm of vehicles operating outside the coverage area of a wireless communication network.

Detailed description

For a better understanding of the principles of the present invention, embodiments of the invention will be explained in more detail below with reference to the figures. In the figures, the same reference numerals are used for the same or equivalent elements and the latter are not necessarily described again for each figure. It is understood that the invention is not limited to the embodiments shown and that the described features can also be combined or modified without departing from the scope of the invention as defined in the appended claims.

An "automotive radar" as referred to herein comprises a radar transmitter unit Tx configured to transmit radar waveforms at a radar carrier frequency towards a scene, and a radar receiver unit Rx configured to receive radar waveforms transmitted by the radar transmitter unit Tx and reflected by a target object in the scene. The automotive radar also comprises means for decoding information from the radar waveforms received by the radar receiver unit Rx. An automotive radar may be stationary (integrated into traffic infrastructure) or mobile (installed on board vehicles, each vehicle being equipped with multiple radar sensors serving, for example, specific driver assistance functions). For example, a "radar technology" used by an automotive radar is frequency modulated continuous waveform (FMCW) radar technology or orthogonal frequency division multiplexing (OFDM) radar technology or a technology using alternative radar waveforms such as pseudo-random, which have been well known for several decades. The term "interference cancellation capabilities" encompasses various interference cancellation mechanisms used at either the receiving unit Rx or the transmitting unit Tx for each automotive radar in question. An "interference coordination policy" is an encrypted, coded list of rules/instructions for configuring radar features depending on the radar technology and the available interference cancellation capabilities.

The various embodiments described herein are generally directed to interference coordination techniques for automotive radars deployed or navigating within a wireless communications environment.

In the following, the 1 The example scenario shown is used to explain in more detail how the system according to the invention works. 1 represents an exemplary number of vehicles V, randomly operating or navigating within a communications environment and equipped with on-board means for conventional communications (shown schematically, without reference numerals), such as 4G and/or 5G (cellular) communications capabilities, e.g. Uu or Sidelink, capable of communicating with a cellular network S via base stations B. The base stations B may also be integrated into traffic infrastructure, such as so-called roadside units, to which stationary automotive radars may be attached to monitor traffic at intersections or along roads. In addition, vehicles are typically equipped with on-board means for geolocation via any global navigation satellite systems (GNSS), such as GPS, Galileo, GLONASS (Russia), Compass (China), IRNSS (India) (where geolocation means means, for example, a GPS module for providing GPS time and location). For the illustrative purposes of this description, it is assumed that all of the depicted vehicles are equipped with geolocation means capable of acquiring a basic or coarse position and time. It is further assumed that at least some of the depicted vehicles are equipped with at least one automotive radar using a radar technology out of N possible radar technologies, and that this at least one automotive radar comprises a transmit (Tx) and a receive (Rx) unit; in other words, a plurality of automotive radars are assumed, each automotive radar being defined by its own radar technology (e.g. FMCW or OFDM), processor-configurable radar characteristics (e.g. frequency channel to switch to or chirp slopes to assign) and interference cancellation capabilities. The system according to the invention comprises a radar management unit (not shown and without reference number), specifically a data processing component, which is designed to receive information from the plurality of automotive radars via wireless communication and to provide an area-defined interference coordination policy via wireless communication. The information received from each automotive radar includes data about its own radar technology, the configurable radar features and the interference cancellation capabilities; the area that defines the interference coordination Directive is a georeferenced area in which the majority of automotive radars are located.

2 presents the same scenario as in 1 , wherein the majority of automotive radars are deployed or navigated within georeferenced zones Z ₁ , Z ₂ , Z ₃ , which according to the invention define interference coordination areas for automotive radars. In one embodiment of the invention, such interference coordination areas (ie georeferenced zones Z _i ) are arbitrarily defined based on already existing V2X (from vehicles to any other participant) zones in which reception for 4G or 5G communication technologies and dedicated services for communication between vehicles are provided. These zones are used for other purposes in the context of mobile radio communication, such as resource allocation (ie to specify the resource pool to be used) in 4G or to control feedback mechanisms in 5G. Nevertheless, in the context of the present description, the coordinates of such already existing zones in which reception for dedicated V2X services is provided are used as input data by the radar management unit.

3 presents an embodiment of the invention in which an interference coordination area is identified by a reception area of a mobile communication network, such as a cell (e.g., common for LTE(4G) technology) or a beam (e.g., common for NR(5G) technology).

wobei eine Zeit von GNSS oder RAN verwendet wird, um eine solche Richtlinie zu definieren (TDM-basierte Richtlinie);

• - wenn die Radartechnologie FMCW ist, weist die Interferenzkoordinationsrichtlinie der georeferenzierten Zone zu einer vorgegebenen Zeit eine der möglichen Chirp-Steigungen zu. Diese Funktion wird durch folgende Formel ausgedrückt: $$Pixel\_ID+Time\_mod\_M=Chirp\_slope\_ID$$
  

4 shows another embodiment of the invention, which comprises interference coordination policies distributed as common information blocks according to the invention. After data about the automotive radars within a range has been received by the radar management unit, the radar management unit generates interference coordination policies within the georeferenced zone, which are distributed in 4 called "pixel" and defined as the i-th region. More precisely, coded and encrypted interference coordination policies are generated by this radar management unit to allocate either orthogonal or non-orthogonal (e.g. NOMA) resources as uniformly as possible. Examples of how orthogonality is introduced in the context of automotive radars are: - if a configurable radar feature is a radar band composed of M channels, the interference coordination policy assigns a frequency Channel_ID to be used for the pixel_ID of the i-th region at a given time Time_mod_M. This function is expressed by the following formula: $$Pixel\_ID+Time\_mOd\_M=Channel\_ID$$

where a time from GNSS or RAN is used to define such a policy (TDM-based policy);

• - if the radar technology is FMCW, the interference coordination policy assigns one of the possible chirp slopes to the georeferenced zone at a given time. This function is expressed by the following formula: $$Pixel\_ID+Time\_mOd\_M=Chirp\_slOpe\_ID$$
  

5 represents another embodiment of cellular network-based coordination between different automotive radar technologies within one or more georeferenced zones. When vehicles "register" to an ICAR area, they indicate key characteristics of the radar technologies they are equipped with, e.g. radar technology (FMCW, OFDM), interference cancellation capabilities, etc., via one-time communication. The mobile network uses this information to periodically update policies, e.g. to allocate more orthogonal resources to the radar technology that dominates within that ICAR area (technology load dependent ICAR policy).

6 shows an embodiment of a coordination policy that includes cluster-based operation (a federation of vehicles) for a no-reception scenario. Such a scenario requires one-time V2X communication between the federation vehicles. 7 shows an alternative embodiment comprising a swarm of teleoperated vehicles; in this case, sidelink-based communication, e.g., via broadcast or groupcast, is established between the vehicles of the swarm to communicate radar-related data as previously mentioned in this description (e.g., radar technologies, interference cancellation capabilities, etc.). In both embodiments, ICAR policies are distributed and maintained as part of formation and swarm configuration parameters, respectively.

• S1 Empfangen - an der Radarverwaltungseinheit, mittels Drahtloskommunikation - von radarbezogenen Informationen von Automotivradaren innerhalb der georeferenzierten Zone, wobei die radarbezogenen Informationen Radartechnologie, konfigurierbare Radarmerkmale und Interferenzunterdrückungsfähigkeiten, die an wenigstens einem der Automotivradare innerhalb des georeferenzierten Bereichs verfügbar sind, bedeutet,
• S2 Erzeugen - mittels der Radarverwaltungseinheit - von Interferenzkoordinationsrichtlinien innerhalb der georeferenzierten Zone in Abhängigkeit von den empfangenen radarbezogenen Informationen,
• S3 Übertragen - mittels Drahtloskommunikation - der Interferenzkoordinationsrichtlinien innerhalb der jeweiligen georeferenzierten Zone.

The second aspect of the invention is a method for interference coordination for automotive radars (ICAR) carried out by a radar management unit within a wireless communication environment, wherein a plurality of automotive radars are deployed or navigated within a georeferenced zone Z _i . The method comprises the following steps:

• S1 Receive - at the radar management unit, via wireless communication - from radar related information from automotive radars within the georeferenced zone, wherein the radar-related information means radar technology, configurable radar features and interference cancellation capabilities available at at least one of the automotive radars within the georeferenced area,
• S2 Generating - by means of the radar management unit - interference coordination policies within the georeferenced zone depending on the received radar-related information,
• S3 Transmitting - via wireless communication - the interference coordination guidelines within the respective georeferenced zone.

In a first embodiment, the georeferenced zone is an area where reception for a V2X service is provided, and the interference coordination policies are provided as part of the V2X service.

In a second embodiment, the georeferenced zone is an area in which reception for one or more wireless communications is present, referred to as a cell or beam coverage area. The wireless communication is cellular technology, such as Long-Term Evolution (LTE, 4G) or New Radio (NR, 5G). In an alternative embodiment, instead of providing interference coordination policies as part of a V2X service, the radar management unit receives location data from onboard vehicle geolocation means; further, the radar management unit uses the location data to determine that the vehicle is within the georeferenced zone associated with the respective interference coordination policies and communicates the interference coordination policies within the respective georeferenced zone via wireless communication.

In another embodiment, the interference coordination policies are generated for each radar technology, such as frequency modulated continuous waveform (FMCW) radar technology or orthogonal frequency division multiplexing (OFDM) radar technology. For example, the interference coordination policy for FMCW radar technology includes instructions specified to configure at least one radar feature selected from a group comprising a modulation scheme, a modulation frequency, a modulation bandwidth, a chirp slope, and a polarization. For example, the interference coordination policy for OFDM radar technology includes instructions configuring at least one time and frequency varying channel as a radar feature. The respective interference coordination policies are distributed as common information blocks.

The method further comprises S4: determining - by means of the radar management unit - a dominant radar technology within the georeferenced zone and further periodically updating the georeferenced automotive radar policies by allocating communication resources to the dominant radar technology.

If a formation or swarm of vehicles operates outside a coverage area, the automotive radar guidelines are communicated via V2X communication as part of the respective formation or swarm formation and configuration guidelines.

Although specific embodiments of the present invention have been described in detail, those skilled in the art to which the invention belongs will recognize various alternative designs and embodiments for practicing the invention as defined by the following claims.

list of reference symbols

S

mobile communications network

B

Infrastructure/base station equipped with automotive radars

V

Vehicles equipped with automotive radars and geolocation devices

Z1, Z2, Z3

georeferenced zones

pixel

subzone of a georeferenced zone Z

LTE

Long-Term Evolution

NR

New Radio

FMCW

Frequency-modulated continuous wave radar technology

OFDM

Orthogonal frequency division multiplex radar technology

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• US2022334216 [0006]
• US2022345173 [0006]
• EP4071509 A1 [0006]

Cited non-patent literature

• J. Bechter, C. Sippel and C. Waldschmidt, “Bats-inspired frequency hopping for mitigation of interference between automotive radars,” 2016 IEEE MTT-S International Conference on Microwaves for Intelligent Mobility (ICMIM), San Diego, CA, 2016, pp. 1-4, doi: 10.1109/ICMIM.2016.7533928 [0004]
• J. Khoury, R. Ramanathan, D. McCloskey, R. Smith, and T. Campbell, “RadarMAC: Mitigating Radar Interference in Self-Driving Cars,” 2016 13th Annual IEEE International Conference on Sensing, Communication, and Networking (SECON), London, 2016, pp. 1-9, doi: 10.1109/SAHCN.2016.7733011 [0004]
• G. Hakobyan, K. Armanious, and B. Yang, “Interference-Aware Cognitive Radar: A Remedy to the Automotive Interference Problem,” in IEEE Transactions on Aerospace and Electronic Systems, Vol. 56, No. 3, pp. 2326-2339 , June 2020, doi: 10.1109/TAES.2019.2947973 [0004]
• F. Uysal and S. Sanka, “Mitigation of automotive radar interference,” 2018 IEEE Radar Conference (RadarConf18), Oklahoma City, 2018, pp. 0405-0410, doi: 10.1109/RADAR.2018.8378593 [0004]
• Aydogdu, C., Keskin, F., Carvajal, G. et al (2021), “Radar Interference Mitigation through Active Coordination”, IEEE National Radar Conference - Proceedings, May 2021, doi: 10.1109/RadarConf2147009.2021.9455180 [0004]

Claims (12)

A system for interference coordination for a plurality of automotive radars, each automotive radar defined by its own radar technology, processor-configurable radar features, and interference suppression capabilities, characterized in that the system comprises a radar management unit configured to receive information from the plurality of automotive radars via wireless communication and to provide an area-defined interference coordination policy via wireless communication, the information received from each automotive radar comprising data about its own radar technology, the configurable radar features, and the interference suppression capabilities, the area defining the interference coordination policy being a georeferenced area in which the plurality of automotive radars are located. A method for interference coordination for automotive radars (ICAR) carried out by a radar management unit within a wireless communication environment, wherein a plurality of automotive radars are deployed or navigated within a georeferenced zone (Z _i ), the method comprising the steps of: receiving (S1) - at the radar management unit, by means of wireless communication - radar-related information from automotive radars within the georeferenced zone, the radar-related information meaning radar technology, configurable radar features and interference suppression capabilities available at at least one of the automotive radars within the georeferenced area, generating (S2) - by means of the radar management unit - interference coordination policies within the georeferenced zone depending on the received radar-related information, transmitting (S3) - by means of wireless communication - the interference coordination policies within the respective georeferenced zone. procedure according to claim 2 , where the georeferenced zone is an area where reception is available for a V2X service, and the interference coordination policies are provided as part of the V2X service. procedure according to claim 2 , where the georeferenced zone is an area in which reception for one or more wireless communications is available and which is referred to as a cell or beam coverage area. procedure according to claim 2 , generating interference coordination policies for each radar technology, such as frequency modulated continuous waveform (FMCW) radar technology or orthogonal frequency division multiplexing (OFDM) radar technology. procedure according to claim 5 , wherein the interference coordination policy for FMCW radar technology comprises instructions specified to configure at least one radar feature selected from a group comprising a modulation scheme, a modulation frequency, a modulation bandwidth, a chirp slope, and a polarization. procedure according to claim 5 , wherein the interference coordination policy for OFDM radar technology comprises instructions configuring at least one time and frequency varying channel as a radar feature. procedure according to claim 2 , with the respective interference coordination policies distributed as common information blocks. procedure according to claim 2 , where the wireless communication is cellular technology, such as LongTerm Evolution (LTE, 4G) or New Radio (NR, 5G). Method according to the preceding claims, comprising: (S4) determining - by means of the radar management unit - a dominant radar technology within the georeferenced zone and further periodically updating the georeferenced automotive radar policies by allocating communication resources to the dominant radar technology. procedure according to claim 2 , wherein instead of providing interference coordination policies as part of a V2X service, the radar management unit receives location data from on-board vehicle geolocation means, uses the location data to determine that the vehicle is within the georeferenced zone associated with the respective interference coordination policies, and uses wireless communication to communicate the interference coordination policies within the respective georeferenced zone. Method according to the preceding claims, wherein, if a group or a swarm of vehicles is outside a reception area operates, the automotive radar guidelines are communicated via V2X communication as part of respective association or swarm formation and configuration guidelines.

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