The SVR-500 intelligent radar sensor scans the full 360 degrees every second to rapidly detect stopped vehicles and debris. It measures a vehicle's range and instantaneous speed on each scan, avoiding the need for error-prone tracking routines. The detection zones are configured easily to cater for the different carriageways, slip roads, emergency areas and hard shoulders, as well as defining areas of no interest. In addition to reporting location data for the stopped vehicle, the SVR-500 can take automatic control of a CCTV camera, pointing it at the incident. This reduces operator workload for the fastest response.
The SVR-500 radar operates autonomously using self-contained detection and processing hardware. There is no need for external signal processing equipment, thereby minimising the complexity and communication requirements. Single-point failures are mitigated because each radar operates independently. To see over tall vehicles, SVR-500 can be mounted 10 metres high. Vehicles that stop almost directly below the radar are also detected due to the fan-beam antenna.
The equipment uses a number of innovative technologies to provide very high performance at a low cost. The core 24GHz radar hardware has been developed and proven over many years of trials in highway and other environments to provide a high reliability under the most demanding of conditions. Our radar operates in all weather conditions and in any light level, therefore overcoming the operating issues that affect LIDAR and optical sensors.
|Operating frequency band||24.05 - 24.25 GHz (license exempt ISM band)|
|Transmitted power||+20 dBm (100 mW) EIRP|
|Scan-rate||360 degrees per second (1 Hz)|
|Maximum range||250 metres in all directions (500 m total)|
|Maximum blind zone||15 metres radius when mounted at 10 metres height|
|Azimuth beam width||2.2° (combined Tx & Rx)|
|Elevation coverage||Fan beam +2° to -30° nominal|
|Range resolution||1 metre|
|Detection zones||Multiple free-form, user defined|
|Network||Ethernet, 100 Mbps, RJ45 port|
|Power supply voltage||PoE (802.3af or at) or optioanl 24V DC.|
|Power consumption||11 W nominal (up to 100 W if heaters fitted)|
|Timekeeping||Internal real-time clock. |
Back-up provides >48 hour power retention during power outage
|Dimensions||332 mm diameter max x 310 mm tall (ignoring studs/connectors)|
|Fixings||4 off M6 studs on a standard 101.6mm (4 inch) PCD|
|Operating temperature||-20°c to 55°c (-40°c with heater option installed)|
|RF hazard||None (<0.5mW/sq cm average power at antenna)|
|Approvals||EN300440, EN301489, IEC60950.|
|Routine maintenance||None required|
|RF Hazard||None (<0.5 mW/sq cm average at antenna)|
If you have special requirements for alternative physical interfaces or power supplies please contact us and we will investigate the feasibility of your request.
Ogier Electronics reserve the right to alter specifications without notification.
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Summary of applicable standards:
Radar expertise runs deep at Ogier Electronics, with senior engineers collectively having more that 50 years experience in cutting-edge military radar and electronic warfare systems, including missile seekers, microwave target identification, airborne radar warning, radar jamming and radar deception.
This has helped us to apply many advanced concepts in our low cost commercial radars.
Shown below is a brief history of key milestones for our radar products:
To design, manufacture and support high performance reliable radar sensors a range of advanced in-house technologies have been developed:
Computer simulations have been developed and verified against field measurements to assess the impact of design changes and to explore optimisations for particular radar applications.
Simulation models cover a variety of techniques from physical modelling and geometry to electrical network analysis and Fourier transforms. The modular approach means real or simulated data can be injected at various points to evaluate the overall system performance.
Antenna design methods, refined over a number of years, give predictable performance to suit different requirements. For SVD, enhanced detection probability at close range (fan beam) and reduced false alarms (low sidelobes) were key optimisations.
Investigations into a number of unusual signal processing routines has produced novel algorithms that allow us to utilise inexpensive microprocessors within the radar sensor, rather than relying on costly external processing hardware.
Development of precision timing and synchronisation system guarantees multiple SVD radars operating in close proximity will not interfere with each other, even if they have direct line of sight. In most applications where the sky is visible this system will automatically use signals received from orbiting GPS satellites to maintain timing lock.
Development of target generator test fixture ensures highly repeatable "hardware-in-the-loop" test sequences that fully exercise the complete system to ensure consistent product performance.
Every production radar is tested using this equipment.
Regression testing is also undertaken against engineering development models to detect any subtle problems that would be hard to measure if only tested on outdoor test ranges where the environment and weather frequently change.
The radar incorporates the firmware required for integration and control of a compatible ONVIF compliant PTZ camera. Radar output data is documented and avaiable to use with other systems via standard interfaces.
No external signal processing equipment is required for the radar to function.
There are no hidden costs and no annual licensing fees.
Road-side work is kept to a minimum to reduce the duration of any lane closures.
The radar is easier to mount than a standard PTZ IP camera because it is typically lighter and has no external moving parts. It uses the standard 101.6mm PCD mounting arrangement used by professional CCTV cameras so off-the-shelf brackets are readily available.
There is no need for time-consuming precise adjustments to match the slope of the road because of the wide elevation coverage of the SVR-500 fan-beam antenna.
Only very approximate alignment is necessary during installation as fine tuning can be done later using software, away from the road side. The radar only requires a network cable connection and optional 24V DC power supply to operate.
The commissioning process, which includes the precise configuration of the radar coverage areas to match the road geography and the configuration of a paired PTZ camera (if required) is done in the back office over the network using a simple, intuitive GUI interface on a web browser, which normally takes less than an hour in total.
A satellite map is displayed to aid the definition of carriageways and emergency stopping areas.
Radar location and orientation can be confirmed by checking the live radar data corresponds to the topography of the location.
The brightness of the display can be adjusted to make it easy to pick out fixed parts of the landscape.
Moving vehicles appear as moving bright dots so the relative position and extent of carriageways is obvious at a glance.
Using this procedure it is very quick and intuitive to confirm the detection areas are correct.
If a camera needs to be controlled by the radar a simple alignment technique is available. Simply point the camera at a prominent feature such as a lamp post then select the same feature on the live radar data plot. The radar will then know exactly how to pan the camera to point in the correct direction.
Lamp posts appear as bright spots that do not move, so are easy to distinguish from moving vehicles.
The vehicle's speed is measured on every scan, avoiding the need to maintain accurate tracking from scan-to-scan. This reduces the errors that occur when a vehicle is temporarily obscured behind another vehicle, which can reduce the detecion probability and increase the false alarm rate.
The system detects large debris and stray objects, such as traffic cones, that present a hazard to vehicles. 100% of the signal processing is performed by each radar sensor allowing low bandwidth communication infrastructure to be utilised, ideal for mobile systems.
By using the Worldwide license-exempt 24 GHz ISM frequency band there are no annual license fees to pay. Vehicle-fitted adaptive cruise control radars use a standard frequency band at 77GHz, so there is no interference between the two systems.
24 GHz radar signals are able to see through smoke even within tunnel environments.
Unlike other automatic incident detection systems that have large blindspots, SVR-500 has no need to infer the presence of vehicles, thus eliminating a major source for missed detections and false alarms.
Due to the special antenna arrangement the radar positively detects objects at extremely close range (almost directly underneath the sensor) so the blindspot is effectively eliminated.
Additionally, the antenna beam shape is designed to cope with height variations of the road, eliminating the need for precise mechanical tilt adjustments during installation.
Currently, most Temporary Traffic Management (TTM) systems rely on humans watching banks of CCTV monitors to manually spot breakdowns and collisions. This requires a large number of fixed cameras as well as impossibly high human vigilance.
TTM systems using SVR-500 radars automatically monitor all lanes including contra flows. When SVR-500 detects a stranded vehicle, it automatically moves a PTZ camera to point at the affected area. An alert message is generated showing the precise location alongside video footage to determine the nature of the incident.
Compared to 24-hour manned CCTV, SVR-500 is more cost effective and more reliable with high detection probability and excellent system availability. Rather than having teams of people continually staring at screens, SVR-500 allows a single Traffic Safety and Control Officer (TSCO) to oversee many kilometres of roadworks.
The radars do the hard work, leaving the TSCO to focus on the incident at hand to restore traffic flow in a timely and safe manner.
Standard data interface is Ethernet using HTTP, SSL or SSH protocols.
The basic data requirements are low:
4 kB per alarm event to send position and time stamp.
2 kB to provide the built in test results (if required)
Additional pan, tilt and zoom data can be provided to drive a local camera onto the stopped vehicle. Raw data can also be output although this will only be necessary in exceptional circumstances or for special applications.
The output data from each radar sensor can be customised to integrate with third-party equipment, such as traffic management systems and smart motorways for partial or full autonomy.
Data formats and APIs are fully documented.
Other interface types are available upon request.
Introduction to SVR-500 capabilities and performance
Video demonstration of SVR-500 rapid reaction time (from phase 1 trials)
SVR-500 operating at night during heavy rain (from phase 2 trials)
Click here to view all videos in playlist
Case study: Off-Road Testing on Private Track 2021 (Europe)
Case study: M4 motorway trials 2020-2021 (UK) Footage
Case study: M6 motorway trials 2018-2020 (UK) Footage
White paper: Why 24 GHz?
White paper: Comparison of SVD technologies
White paper: Comparison with Automotive Radar
Technical Report: Interference Immunity
Technical Report: Development and Continual Improvement
|Not affected by fog, rain, mist or snow
|Not affected by smoke, fire, heat haze or hot gas
|Not affected by wet roads or water spray from vehicles
|Not affected by light level (works in total darkness & bright sunshine)
|Long range operation compared to other technology
|Extremely low network data usage
|Low false alarm rate
|Minimal maintenance required
Compared to other technologies, microwave radar offers a true "all weather" capability.
We operate a continual improvement programme using real world testing to refine our systems for optimum performance.