US20130278441A1 - Vehicle proxying - Google Patents

Vehicle proxying Download PDF

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Publication number
US20130278441A1
US20130278441A1 US13/556,123 US201213556123A US2013278441A1 US 20130278441 A1 US20130278441 A1 US 20130278441A1 US 201213556123 A US201213556123 A US 201213556123A US 2013278441 A1 US2013278441 A1 US 2013278441A1
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United States
Prior art keywords
vehicle
message
vehicles
messages
location
Prior art date
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Abandoned
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US13/556,123
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English (en)
Inventor
Kim T Rubin
Jonathan Betts-LaCroix
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Zetta Research and Development LLC ForC Series
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Zetta Research and Development LLC ForC Series
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Publication date
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Priority to US13/556,123 priority Critical patent/US20130278441A1/en
Priority to PCT/US2013/037847 priority patent/WO2013163218A1/fr
Priority to PCT/US2013/037925 priority patent/WO2013163265A1/fr
Publication of US20130278441A1 publication Critical patent/US20130278441A1/en
Abandoned legal-status Critical Current

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Classifications

    • G—PHYSICS
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    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096791—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is another vehicle
    • G—PHYSICS
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    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
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    • H04W4/48—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for in-vehicle communication
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    • H04W74/08—Non-scheduled access, e.g. ALOHA
    • H04W74/0808—Non-scheduled access, e.g. ALOHA using carrier sensing, e.g. carrier sense multiple access [CSMA]
    • H04W74/0816—Non-scheduled access, e.g. ALOHA using carrier sensing, e.g. carrier sense multiple access [CSMA] with collision avoidance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R2325/00—Indexing scheme relating to vehicle anti-theft devices
    • B60R2325/20—Communication devices for vehicle anti-theft devices
    • B60R2325/205—Mobile phones
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/30—Detection related to theft or to other events relevant to anti-theft systems
    • B60R25/33—Detection related to theft or to other events relevant to anti-theft systems of global position, e.g. by providing GPS coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
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    • G—PHYSICS
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    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S5/00—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations
    • G01S5/0009—Transmission of position information to remote stations
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Definitions

  • the 0.1 s basic time interval is broken into 1000, 100 microsecond time slots.
  • Vehicles self-assign their own time slot using a unique algorithm.
  • a novel method is employed to encode the primary sources of a total computed risk as four one-bit flags: vehicle behavior, weather and road condition, traffic condition, and location history.
  • FIG. 18 shows a Turning Sub-risk Table.
  • Embodiments use a physical related to the prior art of IEEE 802.11p, but with important differences.
  • Each 0.1 second is broken into 1000 time slots, each 100 ⁇ s in duration. Vehicles send their core information in a selected time slot. Effective range is 250 meters. Every vehicle transmits, in our preferred embodiment, every 0.1 seconds. This interval is called the basic time interval.
  • the basic time interval is broken into three zones: interval classes A, B and C. Class A is for regular safety-related messages, also called “priority messages.” Class C is reserved for emergency vehicles. Class B is for non-safety-related messages, also called, “low-priority messages,” which maybe longer. Class A starts at time slot zero and moves upwards, based on demand for time slots. Class C starts at time slot 1000 and moves downward. Class B does not use time slots, but rather a modified CSMA/CA. The duration of Class B changes every basic time interval.
  • a transmitter When a transmitter selects a time slot, it uses that time slot in the next basic interval, unless the risk factor of the frame to transmit is above a threshold, say four. In this case it may use the same basic interval for transmission, provided that its new time slot selection is for a time slot greater than the one used for transmission that had interference; or it may repeat the message transmission in interval class B.
  • Step Four A constant k is determined based on bandwidth available and message risk factor. More discussion on k is below.
  • V2V transceivers such as traffic signals or location calibrators
  • their power level may be higher; their physical antenna height may be higher; their antenna may have better line of sight; their antennas may be directional; their chance of message collisions may be less; and other optimizations maybe available to this equipment.
  • the third vehicle should send out a message collision notification. It does this with a message collision warning sub-message type 3 or 4. It normally sends this notification message in it own time slot. It is easy to identify the vehicles that need to receive this message because the identification is by time slot, not by vehicle ID.
  • Table 7 shows the two sub-message formats for message collision warning sub-messages. If the location of at least one of the message colliding transmitters is known, the message type 4 which includes that location is preferred, as it is less likely that one V2V transponder selecting a new time slot will create a new message collision that if two V2V transponders both select a new time simultaneously. All of the fields in these two sub-message types are discussed elsewhere herein. Four bits are reserved in the last field.
  • a final risk value of four indicates that drivers should definitely exercise caution.
  • An appropriate response would be to indicate at least one nature of the risk, such as slippery streets, unmarked lanes, an historically dangerous intersection, stop-and-go traffic, or a tailgater.
  • a final risk value of nine indicates that a collision is predicted.
  • Automatic avoidance and mitigation measures, if available, are mandatory.
  • Our preferred embodiment is to use lane map weighting in proportion to the confidence level of the lane map and local sensor lane determination.
  • the preferred embodiment for elevation is sufficient to indicate curbs, potholes, speed bumps, and other permanent, temporary, intentional or accidental variations in surface height.
  • high precision say, 1 cm
  • identifying an object by type, such as curb, pothole or speed bump, or simply as a lane discontinuity, using described data formats for either vehicle height or lane elevation, is supported in the described embodiments. For example, if a vehicle hits a pothole (recognizing that the pothole is most likely under a wheel, not in the center of the lane), it might choose to broadcast three elevation messages in succession (say, 0.1 s apart) indicating the effective elevation change. Even with a single bit change (10 cm) receipt of such a message sequence is a clear indication of the object.
  • V2V equipped vehicles listen to signals broadcasting the upcoming phase timing, using the above message format.
  • the V2V transponder and the driver use this information to optimize behavior approaching a signal. For example, knowing when the light will turn green allows a vehicle to choose a speed that avoids a stop and then an immediate start. Or, knowing that the light will turn yellow shortly allows a driver to begin slowing. Or, knowing that the light will turn yellow shortly allows a driver to potentially speed up to just make the light while staying with legal and safe speeds.
  • a driver may change lanes into a faster lane in order to make the green light.
  • the V2V system might suggest such actions to the driver, or perform them automatically.
  • the information in the above Table is also used by vehicle to know the current function of a particular lane. This is particularly valuable for signalized intersections where lane functions are dynamic.
  • Hand gestures of the driver are a preferred embodiment for the first input, such as pointing at a vehicle.
  • V2V systems proposed are filled with information and features extraneous to the V2V application.
  • Such information as privacy, security, authentication, MAC addresses, IPv6 addresses, and point-to-protocol establishment and teardown are unnecessary and add overhead, cost, complexity, delay, and obscurity.
  • Such unnecessary and inappropriate features consume important bandwidth, delay receipt of critical messages, are fundamentally neither real-time nor deterministic, and will significantly delay introduction, acceptance, deployment and use, thus negating the entire purpose of V2V systems.
  • License plate capture and recognition is also preferred as an automatic response to Network Warning sub-messages.
  • Method (d) is typically appropriate for identifying a geographic area. Examples include a construction zone, a military base, the scope of an accident scene, or the scope of slow traffic.
  • a V2V system automatically engages the turn signals of a vehicle.
  • the system uses first any programmed route, such as a destination or return on a navigation system. If no such route is programmed or it is not being followed at the moment, the system uses second the history of the driver or vehicle, with the expectation that the same as a previous route will be followed, most likely.
  • the system may use the lane the driver is in, such as a dedicated turn lane. The driver may override the system by simply engaging before or after the automatic operation use of the turn signal indicator. Ideally, some small indication to the driver is provided to indicate automatic operation, such as a louder click for a few seconds.
  • One non-obvious benefit is that if the driver does not wish to make take an indicated turn, such and indication warns the driver that their planned behavior is different than a predicted behavior. For example, they may not be aware or may not wish to be in a turn lane.

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  • Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Physics & Mathematics (AREA)
  • Signal Processing (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Remote Sensing (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Automation & Control Theory (AREA)
  • Multimedia (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Atmospheric Sciences (AREA)
  • Traffic Control Systems (AREA)
  • Mobile Radio Communication Systems (AREA)
US13/556,123 2012-04-24 2012-07-23 Vehicle proxying Abandoned US20130278441A1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
US13/556,123 US20130278441A1 (en) 2012-04-24 2012-07-23 Vehicle proxying
PCT/US2013/037847 WO2013163218A1 (fr) 2012-04-24 2013-04-23 Système de sécurité de véhicule à véhicule (v2v) comportant une couche physique hybride
PCT/US2013/037925 WO2013163265A1 (fr) 2012-04-24 2013-04-24 Système de sécurité v2v utilisant la localisation d'un véhicule comme identification du véhicule

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201261637588P 2012-04-24 2012-04-24
US13/556,123 US20130278441A1 (en) 2012-04-24 2012-07-23 Vehicle proxying

Publications (1)

Publication Number Publication Date
US20130278441A1 true US20130278441A1 (en) 2013-10-24

Family

ID=48999796

Family Applications (17)

Application Number Title Priority Date Filing Date
US13/556,123 Abandoned US20130278441A1 (en) 2012-04-24 2012-07-23 Vehicle proxying
US13/557,805 Abandoned US20130281140A1 (en) 2012-04-24 2012-07-25 Vehicle-to-vehicle anti-collision system and method using power levels
US13/557,711 Active US8520695B1 (en) 2012-04-24 2012-07-25 Time-slot-based system and method of inter-vehicle communication
US13/559,508 Abandoned US20130281141A1 (en) 2012-04-24 2012-07-26 Vehicle communication message forwarding system and method
US13/559,452 Active 2032-09-04 US8860564B2 (en) 2012-04-24 2012-07-26 Risk management in a vehicle anti-collision system
US13/559,542 Active 2033-07-16 US9105189B2 (en) 2012-04-24 2012-07-26 Route guidance system and method
US13/559,525 Active 2032-10-06 US8995662B2 (en) 2012-04-24 2012-07-26 Secure vehicle-to-vehicle communication system
US13/559,536 Active 2033-01-21 US8884782B2 (en) 2012-04-24 2012-07-26 Lane mapping in a vehicle-to-vehicle communication system
US13/559,493 Active 2033-08-01 US8935094B2 (en) 2012-04-24 2012-07-26 Generating a location in a vehicle-to-vehicle communication system
US13/559,519 Active 2033-08-14 US9008958B2 (en) 2012-04-24 2012-07-26 Extra-vehicular anti-collision system
US13/633,657 Active 2033-01-30 US8922391B2 (en) 2012-04-24 2012-10-02 Anti-collision system and method using message formats containing distances
US13/633,561 Abandoned US20130282357A1 (en) 2012-04-24 2012-10-02 Optimization method in a vehicle-to-vehicle communication system
US14/395,770 Active US9305462B2 (en) 2012-04-24 2013-04-23 V2V safety system using self-generated lane maps
US14/395,753 Active 2034-02-22 US9552727B2 (en) 2012-04-24 2013-04-23 V2V system with a hybrid physical layer
US14/395,764 Active US9355561B2 (en) 2012-04-24 2013-04-24 V2V safety system using consensus
US14/395,760 Active US9449515B2 (en) 2012-04-24 2013-04-24 V2V safety system using vehicle location as vehicle identification
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US13/557,711 Active US8520695B1 (en) 2012-04-24 2012-07-25 Time-slot-based system and method of inter-vehicle communication
US13/559,508 Abandoned US20130281141A1 (en) 2012-04-24 2012-07-26 Vehicle communication message forwarding system and method
US13/559,452 Active 2032-09-04 US8860564B2 (en) 2012-04-24 2012-07-26 Risk management in a vehicle anti-collision system
US13/559,542 Active 2033-07-16 US9105189B2 (en) 2012-04-24 2012-07-26 Route guidance system and method
US13/559,525 Active 2032-10-06 US8995662B2 (en) 2012-04-24 2012-07-26 Secure vehicle-to-vehicle communication system
US13/559,536 Active 2033-01-21 US8884782B2 (en) 2012-04-24 2012-07-26 Lane mapping in a vehicle-to-vehicle communication system
US13/559,493 Active 2033-08-01 US8935094B2 (en) 2012-04-24 2012-07-26 Generating a location in a vehicle-to-vehicle communication system
US13/559,519 Active 2033-08-14 US9008958B2 (en) 2012-04-24 2012-07-26 Extra-vehicular anti-collision system
US13/633,657 Active 2033-01-30 US8922391B2 (en) 2012-04-24 2012-10-02 Anti-collision system and method using message formats containing distances
US13/633,561 Abandoned US20130282357A1 (en) 2012-04-24 2012-10-02 Optimization method in a vehicle-to-vehicle communication system
US14/395,770 Active US9305462B2 (en) 2012-04-24 2013-04-23 V2V safety system using self-generated lane maps
US14/395,753 Active 2034-02-22 US9552727B2 (en) 2012-04-24 2013-04-23 V2V system with a hybrid physical layer
US14/395,764 Active US9355561B2 (en) 2012-04-24 2013-04-24 V2V safety system using consensus
US14/395,760 Active US9449515B2 (en) 2012-04-24 2013-04-24 V2V safety system using vehicle location as vehicle identification
US13/936,326 Expired - Fee Related US9031089B2 (en) 2012-04-24 2013-07-08 Operational efficiency in a vehicle-to-vehicle communications system

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US20130293394A1 (en) 2013-11-07

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