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[文章勘误]
上期文章《调皮哥推荐必读干货：讨论雷达距离分辨率与距离精度的关系》中的“在当前大带宽下的雷达(TI AWR2944、加特兰CAL77S244-AE可达5GHz)，想要达到毫米波、亚毫米波的距离精度，在不久的将来应该不是什么难事了。”订正为：“在当前大带宽下的雷达(TI AWR2944、加特兰CAL77S244-AE可达5GHz)，想要达到毫米、亚毫米的距离精度，在不久的将来应该不是什么难事了”。 [本期文章]
1.概述 原文：As the level of autonomy in cars increases, choosing the right number and type of sensors becomes more complex. Traditional sensing options are available, but over the years, the application of radar within the automotive industry has positively evolved the definition of safety and efficiency.
译文：随着汽车自动驾驶等级的提高，选择合适的传感器数量和类型变得更加复杂。传统的传感选择虽然在某些方面是可用的，但多年来，雷达在汽车行业中的应用已经积极地改变了安全与效率的定义。 Because it can work in extreme environmental conditions such as rain, snow, dust and bright sunlight and also provide precise distance and velocity information, radar is considered the most appropriate sensing modality to meet New Car Assessment Program (NCAP) requirements. Vehicle architectures are increasingly relying on smart radar sensors, with all processing occurring at the edge to send object lists to central electronic control units.
译文：雷达可以在极端的环境条件下工作，如雨、雪、灰尘和明亮的阳光，还可以提供精确的距离和速度信息，因此雷达被认为是满足新车评估计划(NCAP)要求的最合适的感知方式。车辆架构越来越依赖于智能雷达传感器，所有的处理都发生在边缘，并将目标列表发送到中央电子控制单元。 Radar sensing has become a cost-efficient sensing modality for required advanced driver assistance system (ADAS) functions and to meet Society for Automotive Engineers vehicle autonomy levels 2+ and even 3+, as shown in Figure 1. Radar technology is evolving to support higher levels of automated driving, with high levels of range and resolution for precise detection and decision. And because radar sensors can now support multiple functions, the use of space around the vehicle becomes more manageable. As the numbers of sensors increase, the space around the car becomes constrained. Due to multimodal functionally of the sensors, engineers are eventually able reduce the number of sensors.
译文：雷达感知已成为高级驾驶辅助系统(ADAS)所需功能的一种经济有效的传感方式，并满足汽车工程师协会2+（L2）甚至3+（L3）的汽车自动驾驶水平，如图1所示。 
(图1 汽车自动驾驶等级)
译文：雷达技术正在以支持更高水平的自动驾驶方向发展，具有高水平的距离和分辨率，以实现精确的检测和决策。由于雷达传感器现在可以支持多种功能，车辆周围空间的使用变得更易于管理。随着传感器数量的增加，汽车周围的空间会变得有限，但是根据雷达传感器的多模态功能，工程师最终可以减少传感器的数量。 Up to level 3+, vision and radar sensing modalities can cost efficiently address the requirements, while for level 4 and beyond, all three sensing modalities – including lidar – might be necessary (as shown in Table 1). Radar sensors, when built with cascaded transceivers (a higher number of virtual channels), offer lidar-like performance (higher angular resolution), but at an optimized cost.
译文：在L3+ 级以上，视觉和雷达传感模式可以经济高效地满足要求，而对于 L4 级或更高级别，所有三种传感模式（包括激光雷达）可能都是必需的（如表 1 所示）。当使用级联收发器（更多虚拟通道）构建雷达传感器时，可提供类似激光雷达的性能（更高的角分辨率），但成本太高。 
（表1 自动驾驶级别及其相应的传感要求） Radar technology alerts drivers to the possibility of a collision by providing a warning or taking necessary evasive action. The complexity of safely turning orchanging lanes and navigating tight corners presents significant design challenges when working to advance vehicle autonomy, however. Visibility around corners has presented major technical barriers in designing highquality ADAS and parking assistance, as well as affecting the broader adoption of autonomous vehicles worldwide. Being able to see farther and more clearly with radar devices leads to improved sensor fusion for safer automated driving and parking applications. In addition to the performance that radar brings to the table, the key advantage of using radar for ADAS is its ability to operate reliably regardless of weather conditions.
译文：雷达技术通过提供警告或采取必要的规避措施来提醒驾驶员注意发生碰撞的可能性。然而，在努力推进车辆自主性时，安全转弯或变道以及在急转弯处导航的复杂性带来了比较巨大的设计挑战。拐角处的可见性为设计高质量 ADAS 和停车辅助系统带来了重大技术障碍，并影响了自动驾驶汽车在全球范围内的广泛采用。借助雷达设备能够看得更远、更清晰，因此可以改进传感器融合，从而实现更安全的自动驾驶和停车应用， 除了雷达带来的性能之外，还可将雷达用于 ADAS 的关键优势在于它能够在任何天气条件下可靠运行。 77- to 81-GHz millimeter-wave (mmWave) long-range radar sensors from TI offer the ability to detect objects in a wide geographical area and can cover a range of 200 m. Mid-range sensors operate in the range of 100 m to 150 m, while short-range sensors use transceivers, with signal-processing equipment mounted behind the bumper, to track an object or person 30 m to 50 m from the vehicle. Complementary metal-oxide-semiconductor technology has enabled a high level of integration in our front end, especially a single chip that integrates both analog and digital.
译文：TI 的 77 至 81 GHz 毫米波 (mmWave) 远程雷达传感器能够检测广泛地面区域中的物体，并且可以覆盖 200 m 的范围， 中程传感器在 100 m 到 150 m 范围内工作，而短程传感器使用收发器和安装在保险杠后面的信号处理设备来跟踪距离车辆 30 m 到 50 m 的物体或人。互补金属氧化物半导体（CMOS）技术使毫米波雷达射频前端实现了非常高度的集成，尤其是集成了模拟和数字的单芯片。 文章篇幅比较长，大概有1.5万+字，可以点击下方【阅读原文】跳转阅读。 文章编辑：@调皮连续波 文章来源：How Radar is Displacing Traditional Technologies.pdf
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