Millimeter Wave: The Future of

Commerical Wireless Systems

Robert W. Heath Jr.
Wireless Networking and Communications Group
The University of Texas at Austin
Austin, Texas 78704
Email: rheath@utexas.edu

Abstract—Millimeter wave (mmWave) is coming to fifth gen-
eration (5G) cellular, wireless local area networks (WLANs),
and wireless personal area networks (WPANs). The benefits of
using millimeter wave carriers arise from the potential for larger
bandwidths (hundreds of megahertz to gigahertz) compared to
lower carrier frequencies. Differences in the propagation, chal-
lenges introduced by hardware constraints, and computational
issues related to the high data rates have reinvigorated research
in wireless communications. This paper, which accompanies a
keynote talk with the same name, provides a roadmap to the
author’s research results in the evolving area of mmWave for
consumers.
I. I NTRODUCTION
MmWave is the spectral frontier for wireless communica-
tion systems [1]. Most recent excitement derives from the
application of mmWave to 5G cellular communication systems
to provide higher data rates. MmWave research, though, has
a long history in wireless communication with applications
including satellite communication, radar, and backhaul. Its
most recent application, oriented for consumers, has been to
WLAN and WPAN in the 60 GHz unlicensed band [2]. In the
past few years, the research community has become enamored
with mmWave.
In this paper, I provide an overview of key areas of research
in mmWave communication. The paper is not meant to be
comprehensive and inclusive, rather it is meant as a guide
to my work (along with PhD students and collaborators) on
several diverse problems. Of course there are many research
groups around the world also tackling key challenges. In Sec-
tion II, I review work on analysis of mmWave system from a
network perspective (including interference) with applications
to cellular, wearable, and ad hoc networks. In Section III, I
describe several multiple-input multiple-output (MIMO) sig-
nal processing challenges associated with mmWave wireless
communication. Then in Section IV, I describe some recent
work that uses mmWave for automotive applications including
vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I). I
wrap up with some work in other areas in Section V.
II. S YSTEM ANALYSIS
One major challenge in the application of mmWave to
consumer wireless systems is to understand the impact of
interference in the system analysis. One common approach
is to use mathematical tools from stochastic geometry, which
allows derivation of the signal-to-interference-plus-noise ratio
(SINR) under certain assumptions. This was applied to under-
stand the performance of 5G cellular systems with mmWave
for sectored beamforming models in [3]. The work was later
extended to include the effects of line-of-sight (LOS) and
non-line-of-sight (NLOS) blockage in [4]–[6] with extensions
to also include body blocking in [7]. Some key conclusions
are that directional beamforming substantially improves the
SINR, blocked interference can be neglected, and that LOS
interference can be significant in ultra-dense networks. This
work was also extended to consider the impact of initial beam
association on the mmWave network performance [8], where
it was shown that unless the employed beams are very wide
or the system coherence block length is very small, exhaustive
beam search with full pilot reuse among the base stations is
nearly as good as perfect beam alignment. A similar analysis
can also be applied to massive MIMO networks [9], [10]
where it was found that massive MIMO at mmWave can be
effective even with the hardware constraints provided that the
infrastructure is densely deployed.
MmWave spectrum may be expensive. Fortunately, results
in [11] indicate that 5G operators may be able to share
spectrum even with co-located infrastructure, obtaining the
benefits of using a larger chunk of the spectrum. This may
change how governments allocate 5G spectrum and the extent
that operators collaboratively make use of that spectrum.
Wearable and ad hoc networks can also make use of
mmWave communication, to provide high bandwidth con-
nections between wearable devices. The main challenge is
wearable operation in crowded indoor environments. Stochas-
tic geometry has been applied to this setting as well, [12]–
[15] with the result that crowds do not kill wearables because
people also block the signal, and that performance varies as
a function of location and orientation relative to the walls.
Interference in ad hoc networks reduces the number of si-
multaneous connections. With mmWave, due to directionality
of the beams and blockage in the channel, the number of
simultaneous links can be much higher in mmWave systems
[16]–[19].
III. M M WAVE MIMO ARCHITECTURES
MIMO is used differently at mmWave compared to lower
frequency systems [20]–[23]. A main implication is that some

978-1-5090-1608-2/16/$31.00 ©2016 IEEE

spatial processing, e.g. beamforming, precoding, and combin-
ing, may instead be pushed into the analog domain in what is
called the hybrid precoding structure. Alternatively, other de-
sign tradeoffs will be made, e.g. reducing the resolution of the
analog-to-digital converters (ADCs), which are often the most
significant power consumer. Efforts along these lines have
already started in commercial systems. Beamforming in the
analog domain is already supported in the 60 GHz mmWave
standard IEEE 802.11ad while 5G and IEEE 802.11ay will
likely support hybrid precoding for higher spectral efficiencies.
A substantial amount of work has focused on single user
hybrid precoding in narrowband MIMO channels. Early work
made the case for the hybrid architecture at mmWave and
explained how to exploit sparsity in the mmWave channel
to find the hybrid precoders [24]–[27]. This work was later
extended to develop other algorithms with lower complexity
[28], [29], do not require sparsity [30], offer robustness [31]–
[33], incorporate energy efficiency [34], or work with antenna
switching architectures [35], [36]. A main conclusion is that
hybrid precoding approaches the fully digital performance in
sparse channels when properly designed.
A main limitation of most work on hybrid precoding is the
assumption of narrowband channels, but this has been relaxed
in recent work. Broadband hybrid precoding is challenging
because the analog precoding is narrowband but the digital
precoding can be broadband. In [37] a hybrid precoder was
designed for OFDMA to allow more users than number of
radio frequency chains. A general framework for broadband
hybrid precoding was proposed in [38], [39]. One significant
result is that broadband precoding is more difficult than the
narrowband case but if properly configured in sparse channels,
it can still lead to performance near the fully-digital solution.
Some work has also been performed on hybrid precoding
for multiuser mmWave communication, with an emphasis on
the hybrid downlink. Achievable rates were derived in [40]. A
multiuser limited feedback strategy was proposed in [41] while
an approach based on compressed covariance estimation was
proposed in [42]. Much work remains on the multiuser hybrid
precoding front.
Most work on hybrid precoding assumed the availability of
channel state information. In practice, the precoders are either
found directly through some kind of beam training or channel
estimation is performed. Approaches related to beam training
include singled sided adaptive estimation [43], [44], oppor-
tunistic beam training [45], and auxiliary beam pair designs
[46]. Other approaches are based on compressed sensing for-
mulations, where compressive measurements derived from the
analog or hybrid beamforming and combining are exploited
with channel sparsity to help estimate the channel. Related
work includes an approach based on adaptive compressed
sensing [47], compressive sensing with random measurements
[48], and compressive covariance estimation [49]. It is also
possible to exploit channel information derived at a lower
frequency to provide information about the higher frequency
[50]. Channel estimation for mmWave remains a challenging
task, with important extensions into broadband channels still
needed.
An alternative to the hybrid architecture is to use fully-
digital receivers but with low resolution ADCs (often just
one bit for each of the inphase and quadrature). At lower to
moderate SNRs, there can be a small loss with one-bit ADCs
[51], [52]. Low resolution is attractive for massive MIMO
systems even at non-mmWave frequencies. With several anten-
nas, near maximum likelihood approaches give good detector
performance [53], [54]. If there are many antennas, even linear
processing (neglecting quantization) can be optimum [55]–
[57].
Channel estimation is also challenging with low resolution
ADCs. Fortunately, compressive sensing techniques can also
be applied. Several strategies have been proposed for the one-
bit case including those based on the GAMP algorithm [58]
and adaptive compressive sensing [59], [60]. Some insights
include the fact that sparsity is critical in reducing the (many)
measurements needed to get good channel estimates, and
that norm information about the channel can never be fully
recovered (at least with symmetric ADCs).
Knowledge of the channel is useful to design precoders
that account for the use of one-bit ADCs [52]. Feedback
designs need to incorporate the fact that phase is important
for constellation derotation with one-bit ADCs [61].
Recently, the ideas of hybrid precoding and low resolution
ADCs have been combined and generalized [62]. It was found
that a hybrid approach with several few-bit ADCs yields an
optimal energy-rate tradeoff based on a certain power metric.
IV. M M WAVE FOR AUTOMOTIVE APPLICATIONS
MmWave has many applications for connected vehicles
[63], now that vehicles are being endowed with more sensors
and more automated driving functions. MmWave will provide
vehicles the means to exchange high rates of information
through vehicle-to-vehicle (V2V) or vehicle-to-infrastructure
(V2I) communication. This will allow vehicles to exchange
high bandwidth sensor data that can aid automated driving.
Of course, mmWave can also be used for high data rate
infotainment applications.
There is the perception that mobility will be a problem
for mmWave communication. It turns out that this is not
necessarily true. The reason is that the directional antennas
used in mmWave lead to a longer coherence time as long as
the beam pointing error is not significant [64]. Using these
insights, a new notion called the beam coherence time was
proposed [65]. The beam coherence defines roughly how long
until a beam needs to be realigned and is about one hundred
times longer than the usual coherence time.
Position and velocity information can be used to help beam
alignment. For example, train control information can be used
to switch beams [66]. Position information from cars can be
used to reduce beam training time [63]. Beam overlap can
further improve coverage [67]. Velocity information can be
used for other purposes as well, e.g. link adaptation [68]. Side
information like position and velocity is valuable for mmWave
systems.
 As automotive radar already operates in the mmWave band,
it may be cost effective to combine mmWave communication
and radar. One approach is to use the unlicensed band.
MmWave communication may also be combined with radar,
for example by using a communication waveform join [69].
This approach though requires good full-duplex operation so
that enough processing gain can be achieved. Radar informa-
tion can also be used to devise information about the channel,
for example to help detect blockages or to identify locations of
specific targets [70]. In this way, radar can provide out-of-band
information that can be used to configure the communication
link.
V. C ONCLUSIONS
MmWave communication remains a fertile area of research,
both in the topics already identified and mostly anywhere
that wireless can be applied. For example, there are potential
applications to energy harvesting [71], [72] and even physical
layer security [73]–[75]. As interest in mmWave for 5G,
WLAN, and automotive applications continues, it seems likely
that mmWave research and extensions into THz will remain
active for at least the next decade.
ACKNOWLEDGMENT
The author would like to acknowledge support from the
National Science Foundation under Grant No. NSF-CCF-
1319556, NSF-CCF-1527079, and NSF-CCF-1514275, the
Intel and Verizon 5G program, Huawei Technologies Co.,
the TOYOTA InfoTechnology Center, Mitsubishi Electric Re-
search Laboratories, the U.S. Department of Transportation
through the Data-Supported Transportation Operations and
Planning (D-STOP) Tier 1 University Transportation Center,
and the Texas Department of Transportation under Project 0-
6877 entitled Communications and Radar- Supported Trans-
portation Operations and Planning (CAR-STOP).
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