WO2021253374A1 - Message v2x pour la circulation en peloton - Google Patents

Message v2x pour la circulation en peloton Download PDF

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Publication number
WO2021253374A1
WO2021253374A1 PCT/CN2020/096993 CN2020096993W WO2021253374A1 WO 2021253374 A1 WO2021253374 A1 WO 2021253374A1 CN 2020096993 W CN2020096993 W CN 2020096993W WO 2021253374 A1 WO2021253374 A1 WO 2021253374A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
platoon
pim
processor
determining
Prior art date
Application number
PCT/CN2020/096993
Other languages
English (en)
Inventor
Shuping Chen
Yue YIN
Yan Li
Original Assignee
Qualcomm Incorporated
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Qualcomm Incorporated filed Critical Qualcomm Incorporated
Priority to PCT/CN2020/096993 priority Critical patent/WO2021253374A1/fr
Publication of WO2021253374A1 publication Critical patent/WO2021253374A1/fr

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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G08G1/163—Decentralised systems, e.g. inter-vehicle communication involving continuous checking
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0287—Control of position or course in two dimensions specially adapted to land vehicles involving a plurality of land vehicles, e.g. fleet or convoy travelling
    • G05D1/0291—Fleet control
    • G05D1/0293—Convoy travelling
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G08G1/162—Decentralised systems, e.g. inter-vehicle communication event-triggered
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/22—Platooning, i.e. convoy of communicating vehicles
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/06—Selective distribution of broadcast services, e.g. multimedia broadcast multicast service [MBMS]; Services to user groups; One-way selective calling services
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/12—Messaging; Mailboxes; Announcements
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/30—Services specially adapted for particular environments, situations or purposes
    • H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]

Definitions

  • Cellular and wireless communication technologies have seen explosive growth over the past several years and are being used to support communications between a host of different types of communication devices, such as smartphones, vehicle-based communication devices, infrastructure communication devices, network communication devices, etc. This growth has been fueled by better communications hardware, larger networks, and more reliable protocols.
  • V2X vehicle-to-everything
  • C-V2X cellular vehicle-to-everything
  • 3GPP 3rd Generation Partnership Project
  • V2X messages such as basic safety messages (BSMs) , roadway safety announcements (RSAs) , Signal Phase and Timing (SPaT) messages, etc., are not designed to support information exchanges within a platoon of vehicles while the platoon is traveling.
  • BSMs basic safety messages
  • RSAs roadway safety announcements
  • SPaT Signal Phase and Timing
  • Various aspects include methods that may be executed by a processor or computing device for vehicle-to-everything (V2X) messaging to support platooning.
  • V2X vehicle-to-everything
  • Various aspects may include determining whether the vehicle is assigned a platoon leader role or a platoon follower role in a platoon, and generating and transmitting platooning intention messages (PIMs) via multicast V2X transmissions to vehicles in the platoon in response to determining that the vehicle is assigned the platoon leader role in the platoon, wherein the PIMs comprise a planned path information indication and a maneuver intention indication for the leader vehicle.
  • PIMs platooning intention messages
  • generating and transmitting the PIMs via multicast V2X transmissions to vehicles in the platoon may include determining whether a PIM transmit condition occurred, determining a planned path of the vehicle in response to determining that a PIM transmit condition occurred, determining a maneuver intention of the vehicle in response to determining that a PIM transmit condition occurred, generating a PIM addressed to the vehicles in the platoon, the PIM including an indication of the determined planned path and an indication of the determined maneuver intention, and transmitting the PIM via multicast V2X transmission to the vehicles in the platoon.
  • the PIM transmit condition may be an expiration of a time period since a last PIM was sent. In some aspects, the time period may be 100 milliseconds.
  • the PIM transmit condition may be a detected change in a planned path of the vehicle or a detected change in a maneuver intention of the platoon leader vehicle since a last PIM was transmitted.
  • Some aspects may further include determining a platoon identifier in response to determining that a platoon including the vehicle is established and traveling, communicating the platoon identifier to all vehicles in the platoon, and including the platoon identifier in transmitted PIMs.
  • Some aspects may further include transmitting PIMs more frequently than broadcasting basic safety messages (BSM) while the platoon including the vehicle is established and traveling.
  • BSM basic safety messages
  • Some aspects may further include monitoring for and receiving PIMs via multicast V2X transmissions from the platoon leader vehicle in the platoon in response to determining that the vehicle is assigned the platoon follower role in the platoon, determining a maneuver intention of the platoon leader vehicle based at least in part on a received PIM, determining a planned path of the platoon leader vehicle based at least in part on the received PIM, and controlling at least one vehicle operation based at least in part on the platoon leader vehicle’s maneuver intention and the platoon leader vehicle’s planned path.
  • monitoring for and receiving the PIMs via multicast V2X transmissions from the platoon leader vehicle in the platoon may include receiving a PIM via multicast V2X transmissions, determining whether the received PIM is for the platoon, and discarding the received PIM in response to determining that the received PIM is not for the platoon.
  • Further aspects include a vehicle including a processor configured with processor-executable instructions to perform operations of any of the methods summarized above. Further aspects include a processing device for use in a vehicle in which the processor is configured with processor-executable instructions to perform operations of any of the methods summarized above. Further aspects include a non-transitory processor-readable storage medium having stored thereon processor-executable software instructions configured to cause a processor to perform operations of any of the methods summarized above. Further aspects include a processing device configured for use in a vehicle and to perform operations of any of the methods summarized above.
  • FIGS. 1A and 1B are component block diagrams illustrating a vehicle suitable for implementing various embodiments.
  • FIG. 1C is a component block diagram illustrating components of a vehicle suitable for implementing various embodiments.
  • FIG. 2A is a component block diagram illustrating components of an example vehicle management system according to various embodiments.
  • FIG. 2B is a component block diagram illustrating components of another example vehicle management system according to various embodiments.
  • FIG. 3 is a block diagram illustrating components of an example system on chip for use in a vehicle that may be configured to broadcast, receive, and/or otherwise use intentions and/or motion plans in accordance with various embodiments.
  • FIG. 4 is a component block diagram of an example system configured for messaging to support platooning according to various embodiments.
  • FIG. 5 illustrates an example of vehicles organized and traveling within a platoon in accordance with various embodiments.
  • FIG. 6 is a process flow diagram of an example method for vehicle-to-everything (V2X) messaging to support platooning according to various embodiments.
  • V2X vehicle-to-everything
  • FIGS. 7A-7D illustrate an example schema for a platooning intention message (PIM) .
  • PIM platooning intention message
  • FIG. 8 is a process flow diagram of an example method for generating and transmitting PIMs via multicast V2X transmissions to follower vehicles in a platoon according to various embodiments.
  • FIG. 9 is a process flow diagram of an example method for monitoring for and receiving PIMs via multicast V2X transmissions from a leader vehicle in a platoon according to various embodiments.
  • Various embodiments include methods and processing devices implementing such methods for vehicle-to-everything (V2X) messaging to support platooning.
  • Various embodiments may include a leader vehicle in a platoon transmitting one or more platooning intention messages (PIMs) via multicast V2X transmissions to one or more follower vehicles in the platoon while the platoon is established and traveling.
  • PIMs platooning intention messages
  • a PIM may include an indication of a planned path of the leader vehicle and an indication of a maneuver intention of the leader vehicle.
  • a PIM may support information exchange between vehicles in a platoon of vehicle while the platoon is traveling.
  • a PIM according to various embodiments may enable the benefits of platooning for fully driverless or semi-driverless vehicle operations, such as saving fuel, reducing driver requirements, saving overall operational costs, etc., to be realized by fully driverless or semi-driverless vehicles.
  • roadway or “roadways” refer to a way, path, or pathway leading from one place to another, especially one with a specially prepared surface which vehicles can use for travel.
  • a roadway may be an intended and/or planned path of travel, whether or not on a prepared surface.
  • platoon or “platooning” refer to vehicle operating modes in which two or more vehicles cooperate steering and speed controls to drive together in a relatively close formation. Platooning vehicles may operate with smaller than usual distances between vehicles and even optionally couple to one another (e.g., mechanically and/or electromagnetically) . Platooning offers benefits of increased traffic density, and thus reductions in roadway congestion, as well as improved fuel performance due to slip streaming.
  • V2X Vehicle-to-everything
  • V2V vehicle-to-vehicle
  • V2I vehicle-to-infrastructure
  • V2N vehicle-to-network communications
  • V2P vehicle-to-pedestrian
  • C-V2X cellular V2X
  • 3GPP 3rd Generation Partnership Project
  • C-V2X defines two transmission modes that, together, provide a 360° non-line-of-sight awareness and a higher level of predictability for enhanced road safety and autonomous driving.
  • a first transmission mode includes direct C-V2X, which includes V2V, V2I, and V2P, and that provides enhanced communication range and reliability in the dedicated ITS 5.9 gigahertz (GHz) spectrum that is independent of a cellular network.
  • a second transmission mode includes V2N communications in mobile broadband systems and technologies, such as third generation wireless mobile communication technologies (3G) (e.g., global system for mobile communications (GSM) evolution (EDGE) systems, code division multiple access (CDMA) 2000 systems, etc.
  • 3G third generation wireless mobile communication technologies
  • GSM global system for mobile communications
  • EDGE global system for mobile communications
  • CDMA code division multiple access
  • fourth generation wireless mobile communication technologies (4G) e.g., long term evolution (LTE) systems, LTE-Advanced systems, mobile Worldwide Interoperability for Microwave Access (mobile WiMAX) systems, etc.
  • 4G fourth generation wireless mobile communication technologies
  • 5G fifth generation wireless mobile communication technologies
  • 5G NR 5G New Radio
  • SOC system-on-chip
  • CPU central processing unit
  • DSP digital signal processor
  • GPU graphics processing unit
  • APU accelerated processing unit
  • sub-system processor a sub-system processor
  • auxiliary processor a single-core processor
  • multicore processor a multicore processor
  • the SOC may further embody other hardware and hardware combinations, such as a field programmable gate array (FPGA) , a configuration and status register (CSR) , an application-specific integrated circuit (ASIC) , other programmable logic device, discrete gate logic, transistor logic, registers, performance monitoring hardware, watchdog hardware, counters, and time references.
  • FPGA field programmable gate array
  • CSR configuration and status register
  • ASIC application-specific integrated circuit
  • SOCs may be integrated circuits (ICs) configured such that the components of the ICs reside on the same substrate, such as a single piece of semiconductor material (e.g., silicon, etc. ) .
  • Autonomous and semi-autonomous vehicles such as cars, trucks, buses, etc.
  • Autonomous and semi-autonomous vehicles typically include a plurality of sensors, including cameras, radar, and lidar, that collect information about the environment surrounding the vehicle. For example, such collected information may enable the vehicle to recognize the roadway, identify objects to avoid, and track the movement and future position of other vehicles to enable partial or fully autonomous navigation.
  • V2X messaging such as the exchange of PIMs
  • Platooning enables a group of vehicles to travel together in a collaborative manner that allows the vehicles to pack closer together than is safe for vehicles operating independently.
  • a platoon control plan may be used to organize, maintain, and/or control the group of vehicles in a formation.
  • the platoon control plan may be determined by a single vehicle, which may be referred to as the “leader” or “leader vehicle” .
  • leader vehicle Within the platoon, in accordance with the platoon control plan, each participating vehicle assumes a single position in the formation.
  • the leader vehicle may coordinate the overall platoon movement.
  • the other vehicles in the platoon may follow directions provided by the leader to the extent those directions do not conflict with other directions a vehicle is programmed to follow (e.g., operating as the designated platoon vehicle) .
  • the leader vehicle need not be the lead, or front, vehicle in the platoon.
  • the leader vehicle designation in a platoon may change.
  • a vehicle may initially be the leader vehicle in the platoon, and may transition to a follower vehicle in the platoon when another vehicle becomes the leader vehicle. Platooning allows vehicles to achieve a number of beneficial results, including increased fuel efficiency, congestion efficiency, collision risk mitigation, freeing the driver (s) to focus attention away from the road, and other benefits.
  • a PIM may be a message configured to support platooning that may be sent from a leader vehicle of the platoon to follower vehicles of the platoon while the platoon is established and traveling. While a platoon of vehicles is formed and traveling, the vehicles in the follower role, e.g., the follower vehicles, may benefit from receiving indications of the intentions of vehicle in the leader role, e.g., the leader vehicle. The indications of the intentions of vehicle in the leader role, e.g., the leader vehicle, may enable the follower vehicles to plan for and execute vehicle controls to maintain the platoon during travel.
  • a PIM may indicate the planned path of the leader vehicle and the maneuver intention of the leader vehicle.
  • a follower vehicle may receive a PIM and control its respective vehicle operations based on the leader vehicle’s maneuver intention and the leader vehicle’s planned path. In this manner, the follower vehicles may control their respective operations to follow the leader vehicle’s intended maneuvers and planned path.
  • a PIM may include a maneuver intention information block and a planned path information block.
  • a PIM including a maneuver intention information block and a planned path information block may be shared by the leader vehicle during travel of a platoon such that follower vehicles in the platoon may receive real-time intention information of the leader vehicle and the follower vehicles may control their respective operations to follow the real-time intention information of the leader vehicle.
  • follower vehicles may receive the PIM and parse a received PIM to determine a maneuver intention information block and a planned path information block in the received PIM.
  • a maneuver intention information block may be an indication of a maneuver intention of the leader vehicle.
  • a maneuver intention of the leader vehicle may be an indication that the leader vehicle intends to go straight, change to a left lane, change to a right line, turn right, turn left, accelerate, slow-down, stop, stop and go, etc.
  • the follower vehicle may use the maneuver intention to plan for executing the next maneuver of the platoon.
  • a planned path information block may be an indication of a planned path of the leader vehicle.
  • an indication of a planned path of the leader vehicle may be one or more path plan segments with start and/or end points and speed and/or heading indications.
  • a follower vehicle may use the indication of a planned path of the leader vehicle to plan the follower vehicles own path to maintain position in the platoon as the platoon travels along the planned path of the leader vehicle.
  • PIMs may be transmitted (e.g., via multicast V2X transmission) in addition to basic safety messages (BSMs) being broadcast by the vehicles in the platoon.
  • BSMs basic safety messages
  • the leader vehicle and the follower vehicles in a platoon may continue to broadcast BSMs, for example for the purpose of sharing real-time vehicle status within the platoon and to other vehicles outside the platoon, while PIMs are also being multicast within the platoon.
  • a leader vehicle may multicast PIMs via V2X transmissions to the follower vehicles in the platoon while continuing to broadcast BSMs.
  • follower vehicles may continue to broadcast BSMs while listening or monitoring for PIMs from the leader vehicle in the platoon.
  • a PIM may be a multicast by a leader vehicle in a platoon.
  • a vehicle operating in a leader role may be authorized to transmit a PIM, for example authorized to multicast a PIM to other vehicles in the platoon.
  • the authorization may be part of the platoon establishment operations.
  • the intended receivers of the PIM may be the follower vehicles in the platoon. Any method for supporting multicast transmission to the follower vehicles may be used for transmitting the PIM.
  • PIM’s may be transmitted including a group identifier (ID) (or platoon (ID) ) unique to the platoon.
  • the group ID (or platoon ID) may be communicated by a leader vehicle to follower vehicles in the platoon.
  • Vehicles receiving a PIM may filter the PIM based on the indicated group ID (or platoon ID) .
  • PIMs having a group ID (or platoon ID) not associated with the platoon the vehicle is a member of may be ignored or discarded, while PIMs having group ID (or platoon ID) associated with the platoon the vehicle is a member of may be handled as valid PIMs for the platoon.
  • access to the PIM may be restricted such that only group members that are members of the platoon may successfully receive and use the PIM.
  • the platoon leader vehicle may use a group ID (or platoon (ID) ) unique to the platoon to scramble the PIM when transmitted.
  • Follower vehicles may attempt to descramble any received PIM’s using the group ID (or platoon ID) of the platoon. As only the correct group ID (or platoon ID) may descramble the PIM successfully, only follower vehicles that are members of the group (or platoon) may successfully descramble and receive PIMs for that specific group (or platoon) . As another specific example, as part of platoon establishment all vehicles in the platoon may share a group (or platoon) key set. The leader vehicle may encrypt a PIM using the group (or platoon) key set and the follower vehicles may decrypt a received PIM using the group (or platoon) key set.
  • only vehicles in the platoon may successfully receive and use PIMs for that platoon as only those vehicles may have the required group (or platoon) key set.
  • access to the PIM may be restricted by transmitting the PIM with a reduced power setting such that the effective transmission range of the PIM is only within the platoon itself. In this manner, as the signal carrying the PIM may not travel beyond the area of the platoon, only platoon members may receive the PIM.
  • a PIM may be transmitted in response to a PIM transmit condition occurring.
  • a PIM transmit condition may be an expiration of a time period since a last PIM was sent.
  • PIMs may be sent periodically. For example, PIMs may be sent with a 10 Hertz (Hz) frequency, such as every 100 milliseconds.
  • the leader vehicle may track the time since a last PIM was transmitted and may transmit a PIM when the time since a last PIM was transmitted exceeds the time period corresponding to a selected maximum PIM periodicity, such as 100 milliseconds.
  • a PIM transmit condition may be a detected change in a planned path of the vehicle and/or a detected change in a maneuver intention of the vehicle since a last PIM was sent.
  • the operations to change a planned path and/or change a maneuver intention may trigger transmission of a PIM.
  • a PIM transmit condition may be a combination of a periodic condition and an event triggered condition.
  • a PIM may have a higher priority and/or higher transmission frequency than other messages for transmission by a leader vehicle.
  • a PIM may have a higher priority for transmission than a BSM and/or a higher transmission frequency than a BSM.
  • a PIM in a message queue of a leader vehicle may be transmitted before a BSM in a message queue.
  • a PIM may be assigned a ProSe Per Packet Priority (PPPP) of 2 and be transmitted with a periodicity of greater than 10 Hz (e.g., more often than every 100 milliseconds) .
  • PPPP ProSe Per Packet Priority
  • the higher priority and frequency of PIMs may enable follower vehicles to plan their own paths and maneuvers based on the leader’s paths and maneuvers such that the follower vehicles may follow the leader and each other closely to reduce the effect of wind drag and to save fuel.
  • a vehicle 100 may include a control unit 140 and a plurality of sensors 102-138, including satellite geo-positioning system receivers 108, occupancy sensors 112, 116, 118, 126, 128, tire pressure sensors 114, 120, cameras 122, 136, microphones 124, 134, impact sensors 130, radar 132, and lidar 138.
  • satellite geo-positioning system receivers 108 including satellite geo-positioning system receivers 108, occupancy sensors 112, 116, 118, 126, 128, tire pressure sensors 114, 120, cameras 122, 136, microphones 124, 134, impact sensors 130, radar 132, and lidar 138.
  • the plurality of sensors 102-138 may be used for various purposes, such as autonomous and semi-autonomous navigation and control, crash avoidance, position determination, etc., as well to provide sensor data regarding objects and people in or on the vehicle 100.
  • the sensors 102-138 may include one or more of a wide variety of sensors capable of detecting a variety of information useful for navigation and collision avoidance.
  • Each of the sensors 102-138 may be in wired or wireless communication with a control unit 140, as well as with each other.
  • the sensors may include one or more cameras 122, 136 or other optical sensors or photo optic sensors.
  • the sensors may further include other types of object detection and ranging sensors, such as radar 132, lidar 138, IR sensors, and ultrasonic sensors.
  • the sensors may further include tire pressure sensors 114, 120, humidity sensors, temperature sensors, satellite geo-positioning system receivers 108, accelerometers, vibration sensors, gyroscopes, gravimeters, impact sensors 130, force meters, stress meters, strain sensors, fluid sensors, chemical sensors, gas content analyzers, pH sensors, radiation sensors, Geiger counters, neutron detectors, biological material sensors, microphones 124, 134, occupancy sensors 112, 116, 118, 126, 128, proximity sensors, and other sensors.
  • the vehicle control unit 140 may be configured to operate in a platoon mode and coordinate platoon intention information, such as planned paths, maneuver intentions, etc. with other vehicles in the platoon by transmitting and receiving PIMs in accordance with various embodiments. Additionally, the control unit 140 may track the current role assigned to the vehicle 100 in the platoon, such as a leader role (e.g., the vehicle 100 is the leader vehicle) or a follower role (e.g., the vehicle 100 is a follower vehicle) .
  • a leader role e.g., the vehicle 100 is the leader vehicle
  • a follower role e.g., the vehicle 100 is a follower vehicle
  • the vehicle control unit 140 may be configured with processor-executable instructions to perform various embodiments using information received from various sensors, particularly the cameras 122, 136. In some embodiments, the control unit 140 may supplement the processing of camera images using distance and relative position (e.g., relative bearing angle) that may be obtained from radar 132 and/or lidar 138 sensors. The control unit 140 may further be configured to control steering, braking and speed of the vehicle 100 when operating in an autonomous or semi-autonomous mode using information regarding other vehicles determined using various embodiments.
  • distance and relative position e.g., relative bearing angle
  • FIG. 1C is a component block diagram illustrating a system 150 of components and support systems suitable for implementing various embodiments.
  • a vehicle 100 may include a control unit 140, which may include various circuits and devices used to control the operation of the vehicle 100.
  • the control unit 140 includes a processor 164, memory 166, an input module 168, an output module 170 and a wireless transceiver 172.
  • the control unit 140 may be coupled to and configured to control drive control components 154, navigation components 156, and one or more sensors 158 of the vehicle 100.
  • a component may be, but is not limited to, a process running on a processor, a processor, an object, an executable, a thread of execution, a program, and/or a computer.
  • a component may be, but is not limited to, a process running on a processor, a processor, an object, an executable, a thread of execution, a program, and/or a computer.
  • an application running on a communication device and the communication device may be referred to as a component.
  • One or more components may reside within a process and/or thread of execution and a component may be localized on one processor or core and/or distributed between two or more processors or cores. In addition, these components may execute from various non-transitory computer readable media having various instructions and/or data structures stored thereon. Components may communicate by way of local and/or remote processes, function or procedure calls, electronic signals, data packets, memory read/writes, and other known computer, processor, and/or process related communication methodologies.
  • the control unit 140 may include a processor 164 that may be configured with processor-executable instructions to control maneuvering, navigation, and/or other operations of the vehicle 100, including operations of various embodiments.
  • the processor 164 may be coupled to the memory 166.
  • the control unit 140 may include the input module 168, the output module 170, and the wireless transceiver 172.
  • the wireless transceiver 172 may be configured for wireless communication.
  • the wireless transceiver 172 may exchange signals 182 (e.g., command signals for controlling maneuvering, signals from navigation facilities, etc. ) with a network transceiver 180, and may provide the signals 182 to the processor 164 and/or the navigation components 156.
  • the wireless transceiver 172 may enable the vehicle 100 to communicate with a wireless communication device 190 through a wireless communication link 187.
  • the wireless communication link 187 may be a bidirectional or unidirectional communication link and may use one or more communication protocols.
  • the wireless transceiver 172 may enable the vehicle 100 to communicate with another vehicle 100b (e.g., to exchange PIMs, BSMs, etc.
  • the wireless communication link 192 may be a bidirectional or unidirectional communication link and may use one or more communication protocols.
  • the wireless communication line 192 may be a V2X communication link, such as a communication link established over the PC5 interface.
  • the input module 168 may receive sensor data from one or more vehicle sensors 158 as well as electronic signals from other components, including the drive control components 154 and the navigation components 156.
  • the output module 170 may be used to communicate with or activate various components of the vehicle 100, including the drive control components 154, the navigation components 156, and the sensor (s) 158.
  • the control unit 140 may be coupled to the drive control components 154 to control physical elements of the vehicle 100 related to maneuvering and navigation of the vehicle, such as the engine, motors, throttles, steering elements, flight control elements, braking or deceleration elements, and the like.
  • the drive control components 154 may also include components that control other devices of the vehicle, including environmental controls (e.g., air conditioning and heating) , external and/or interior lighting, interior and/or exterior informational displays (which may include a display screen or other devices to display information) , safety devices (e.g., haptic devices, audible alarms, etc. ) , and other similar devices.
  • the control unit 140 may be coupled to the navigation components 156, and may receive data from the navigation components 156 and be configured to use such data to determine the present position and orientation of the vehicle 100, as well as an appropriate course toward a destination.
  • the navigation components 156 may include or be coupled to a global navigation satellite system (GNSS) receiver system (e.g., one or more Global Positioning System (GPS) receivers) enabling the vehicle 100 to determine its current position using GNSS signals.
  • GNSS global navigation satellite system
  • GPS Global Positioning System
  • the navigation components 156 may include radio navigation receivers for receiving navigation beacons or other signals from radio nodes, such as Wi-Fi access points, cellular network sites, radio station, remote computing devices, other vehicles, etc.
  • the processor 164 may control the vehicle 100 to navigate and maneuver.
  • the processor 164 and/or the navigation components 156 may be configured to communicate with a server 184 on a network 186 (e.g., the Internet) using a wireless connection signal 182 with a cellular data network transceiver 180 to receive commands to control maneuvering, receive data useful in navigation, provide real-time position reports, and assess other data.
  • a network 186 e.g., the Internet
  • the control unit 140 may be coupled to one or more sensors 158.
  • the sensor (s) 158 may include the sensors 102-138, as described, and may be configured to provide a variety of data to the processor 164.
  • control unit 140 is described as including separate components, in some embodiments some or all of the components (e.g., the processor 164, the memory 166, the input module 168, the output module 170, and the wireless transceiver 172) may be integrated in a single device or module, such as a system-on-chip (SOC) processing device.
  • SOC system-on-chip
  • Such an SOC processing device may be configured for use in vehicles and be configured, such as with processor-executable instructions executing in the processor 164, to perform operations of various embodiments when installed into a vehicle.
  • FIG. 2A illustrates an example of subsystems, computational elements, computing devices or units within a vehicle management system 200, which may be utilized within a vehicle 100.
  • the various computational elements, computing devices or units within vehicle management system 200 may be implemented within a system of interconnected computing devices (i.e., subsystems) , that communicate data and commands to each other (e.g., indicated by the arrows in FIG. 2A) .
  • the various computational elements, computing devices or units within vehicle management system 200 may be implemented within a single computing device, such as separate threads, processes, algorithms or computational elements. Therefore, each subsystem/computational element illustrated in FIG.
  • layer 2A is also generally referred to herein as “layer” within a computational “stack” that constitutes the vehicle management system 200.
  • layer and stack in describing various embodiments are not intended to imply or require that the corresponding functionality is implemented within a single autonomous (or semi-autonomous) vehicle management system computing device, although that is a potential embodiment. Rather the use of the term “layer” is intended to encompass subsystems with independent processors, computational elements (e.g., threads, algorithms, subroutines, etc. ) running in one or more computing devices, and combinations of subsystems and computational elements.
  • the vehicle management system 200 may include a radar perception layer 202, a camera perception layer 204, a positioning engine layer 206, a map fusion and arbitration layer 208, a route planning layer 210, sensor fusion and road world model (RWM) management layer 212, motion planning and control layer 214, and behavioral planning and prediction layer 216.
  • the layers 202-216 are merely examples of some layers in one example configuration of the vehicle management system 200. In other configurations consistent with various embodiments, other layers may be included, such as additional layers for other perception sensors (e.g., LIDAR perception layer, etc. ) , additional layers for planning and/or control, additional layers for modeling, etc., and/or certain of the layers 202-216 may be excluded from the vehicle management system 200.
  • Each of the layers 202-216 may exchange data, computational results and commands as illustrated by the arrows in FIG. 2A.
  • the vehicle management system 200 may receive and process data from sensors (e.g., radar, lidar, cameras, inertial measurement units (IMU) etc. ) , navigation systems (e.g., GPS receivers, IMUs, etc. ) , vehicle networks (e.g., Controller Area Network (CAN) bus) , and databases in memory (e.g., digital map data) .
  • the vehicle management system 200 may output vehicle control commands or signals to the drive by wire (DBW) system/control unit 220, which is a system, subsystem or computing device that interfaces directly with vehicle steering, throttle and brake controls.
  • DGW wire
  • the configuration of the vehicle management system 200 and DBW system/control unit 220 illustrated in FIG. 2A is merely an example configuration and other configurations of a vehicle management system and other vehicle components may be used in the various embodiments.
  • the configuration of the vehicle management system 200 and DBW system/control unit 220 illustrated in FIG. 2A may be used in a vehicle configured for autonomous or semi-autonomous operation while a different configuration may be used in a non-autonomous vehicle.
  • the radar perception layer 202 may receive data from one or more detection and ranging sensors, such as radar (e.g., 132) and/or lidar (e.g., 138) , and process the data to recognize and determine locations of other vehicles and objects within a vicinity of the vehicle 100.
  • the radar perception layer 202 may include use of neural network processing and artificial intelligence methods to recognize objects and vehicles, and pass such information on to the sensor fusion and RWM management layer 212.
  • the camera perception layer 204 may receive data from one or more cameras, such as cameras (e.g., 122, 136) , and process the data to recognize and determine locations of other vehicles and objects within a vicinity of the vehicle 100.
  • the camera perception layer 204 may include use of neural network processing and artificial intelligence methods to recognize objects and vehicles, and pass such information on to the sensor fusion and RWM management layer 212.
  • the positioning engine layer 206 may receive data from various sensors and process the data to determine a position of the vehicle 100.
  • the various sensors may include, but is not limited to, GPS sensor, an IMU, and/or other sensors connected via a CAN bus.
  • the positioning engine layer 206 may also utilize inputs from one or more cameras, such as cameras (e.g., 122, 136) and/or any other available sensor, such as radars, LIDARs, etc.
  • the map fusion and arbitration layer 208 may access data within a high definition (HD) map database and receive output received from the positioning engine layer 206 and process the data to further determine the position of the vehicle 100 within the map, such as location within a lane of traffic, position within a street map, etc.
  • the HD map database may be stored in a memory (e.g., memory 166) .
  • the map fusion and arbitration layer 208 may convert latitude and longitude information from GPS into locations within a surface map of roads contained in the HD map database. GPS position fixes include errors, so the map fusion and arbitration layer 208 may function to determine a best guess location of the vehicle within a roadway based upon an arbitration between the GPS coordinates and the HD map data.
  • the map fusion and arbitration layer 208 may determine from the direction of travel that the vehicle is most likely aligned with the travel lane consistent with the direction of travel.
  • the map fusion and arbitration layer 208 may pass map-based location information to the sensor fusion and RWM management layer 212.
  • the route planning layer 210 may utilize the HD map, as well as inputs from an operator or dispatcher to plan a route to be followed by the vehicle 100 to a particular destination.
  • the route planning layer 210 may pass map-based location information to the sensor fusion and RWM management layer 212.
  • the use of a prior map by other layers, such as the sensor fusion and RWM management layer 212, etc., is not required.
  • other stacks may operate and/or control the vehicle based on perceptual data alone without a provided map, constructing lanes, boundaries, and the notion of a local map as perceptual data is received.
  • the sensor fusion and RWM management layer 212 may receive data and outputs produced by the radar perception layer 202, camera perception layer 204, map fusion and arbitration layer 208, and route planning layer 210, and use some or all of such inputs to estimate or refine the location and state of the vehicle 100 in relation to the road, other vehicles on the road, and other objects within a vicinity of the vehicle 100.
  • the sensor fusion and RWM management layer 212 may combine imagery data from the camera perception layer 204 with arbitrated map location information from the map fusion and arbitration layer 208 to refine the determined position of the vehicle within a lane of traffic.
  • the sensor fusion and RWM management layer 212 may combine object recognition and imagery data from the camera perception layer 204 with object detection and ranging data from the radar perception layer 202 to determine and refine the relative position of other vehicles and objects in the vicinity of the vehicle.
  • the sensor fusion and RWM management layer 212 may receive information from vehicle-to-vehicle (V2V) communications (such as via the CAN bus) regarding other vehicle positions and directions of travel, and combine that information with information from the radar perception layer 202 and the camera perception layer 204 to refine the locations and motions of other vehicles.
  • V2V vehicle-to-vehicle
  • the sensor fusion and RWM management layer 212 may output refined location and state information of the vehicle 100, as well as refined location and state information of other vehicles and objects in the vicinity of the vehicle, to the motion planning and control layer 214 and/or the behavior planning and prediction layer 216.
  • the sensor fusion and RWM management layer 212 may output location and state information of the vehicle 100, as well as refined location and state information of other vehicles and objects in the vicinity of the vehicle 100, to the motion planning and control layer 214, the behavior planning and prediction layer 216 and/or devices remote from the vehicle 100, such as a data server, other vehicles, etc., via wireless communications, such as through C-V2X connections, other wireless connections, etc.
  • the sensor fusion and RWM management layer 212 may monitor perception data from various sensors, such as perception data from a radar perception layer 202, camera perception layer 204, other perception layer, etc., and/or data from one or more sensors themselves to analyze conditions in the vehicle sensor data.
  • the sensor fusion and RWM management layer 212 may be configured to detect conditions in the sensor data, such as sensor measurements being at, above, or below a threshold, certain types of sensor measurements occurring, etc., and may output the sensor data as part of the location and state information of the vehicle 100 provided to the behavior planning and prediction layer 216 and/or devices remote from the vehicle 100, such as a data server, other vehicles, etc., via wireless communications, such as through C-V2X connections, other wireless connections, etc.
  • the location and state information may be used to generate basic safety communications and may include vehicle descriptors associated with the vehicle and the vehicle owner and/or operator, such as: vehicle specifications (e.g., size, weight, color, on board sensor types, etc. ) ; vehicle position, speed, acceleration, direction of travel, attitude, orientation, destination, fuel/power level (s) , and other state information; vehicle emergency status (e.g., is the vehicle an emergency vehicle or private individual in an emergency) ; vehicle restrictions (e.g., heavy/wide load, turning restrictions, high occupancy vehicle (HOV) authorization, etc. ) ; capabilities (e.g., all-wheel drive, four-wheel drive, snow tires, chains, connection types supported, on board sensor operating statuses, on board sensor resolution levels, etc.
  • vehicle specifications e.g., size, weight, color, on board sensor types, etc.
  • vehicle position, speed, acceleration, direction of travel, attitude, orientation, destination, fuel/power level (s) e.g., is the vehicle an emergency vehicle or private individual
  • equipment problems e.g., low tire pressure, weak brakes, sensor outages, etc.
  • owner/operator travel preferences e.g., preferred lane, roads, routes, and/or destinations, preference to avoid tolls or highways, preference for the fastest route, etc.
  • permissions to provide sensor data to a data agency server e.g., 184)
  • owner/operator identification information e.g., a data agency server, e.g., 184) ; and/or owner/operator identification information.
  • the behavioral planning and prediction layer 216 of the autonomous vehicle management system 200 may use the location and state information of the vehicle 100 and location and state information of other vehicles and objects output from the sensor fusion and RWM management layer 212 to predict future behaviors of other vehicles and/or objects. For example, the behavioral planning and prediction layer 216 may use such information to predict future relative positions of other vehicles in the vicinity of the vehicle based on own vehicle position and velocity and other vehicle positions and velocity. Such predictions may consider information from the HD map and route planning to anticipate changes in relative vehicle positions as host and other vehicles follow the roadway. The behavioral planning and prediction layer 216 may output other vehicle and object behavior and location predictions to the motion planning and control layer 214.
  • the behavior planning and prediction layer 216 may use object behavior in combination with location predictions to plan and generate control signals for controlling the motion of the vehicle 100. For example, based on route planning information, location in the roadway information, and relative locations and motions of other vehicles, the behavior planning and prediction layer 216 may determine that the vehicle 100 needs to change lanes and accelerate, such as to maintain or achieve minimum spacing from other vehicles, and/or prepare for a turn or exit. As a result, the behavior planning and prediction layer 216 may calculate or otherwise determine a steering angle for the wheels and a change to the throttle setting to be commanded to the motion planning and control layer 214 and DBW system/control unit 220 along with such various parameters necessary to effectuate such a lane change and acceleration. One such parameter may be a computed steering wheel command angle.
  • the motion planning and control layer 214 may receive data and information outputs from the sensor fusion and RWM management layer 212 and other vehicle and object behavior as well as location predictions from the behavior planning and prediction layer 216, and use this information to plan and generate control signals for controlling the motion of the vehicle 100 and to verify that such control signals meet safety requirements for the vehicle 100. For example, based on route planning information, location in the roadway information, and relative locations and motions of other vehicles, the motion planning and control layer 214 may verify and pass various control commands or instructions to the DBW system/control unit 220.
  • the DBW system/control unit 220 may receive the commands or instructions from the motion planning and control layer 214 and translate such information into mechanical control signals for controlling wheel angle, brake and throttle of the vehicle 100. For example, DBW system/control unit 220 may respond to the computed steering wheel command angle by transmitting corresponding control signals to the steering wheel controller.
  • the vehicle management system 200 may include functionality that performs safety checks or oversight of various commands, planning or other decisions of various layers that could impact vehicle and occupant safety. Such safety check or oversight functionality may be implemented within a dedicated layer or distributed among various layers and included as part of the functionality. In some embodiments, a variety of safety parameters may be stored in memory and the safety checks or oversight functionality may compare a determined value (e.g., relative spacing to a nearby vehicle, distance from the roadway centerline, etc. ) to corresponding safety parameter (s) , and issue a warning or command if the safety parameter is or will be violated.
  • a determined value e.g., relative spacing to a nearby vehicle, distance from the roadway centerline, etc.
  • a safety or oversight function in the behavior planning and prediction layer 216 may determine the current or future separate distance between another vehicle (as defined by the sensor fusion and RWM management layer 212) and the vehicle (e.g., based on the world model refined by the sensor fusion and RWM management layer 212) , compare that separation distance to a safe separation distance parameter stored in memory, and issue instructions to the motion planning and control layer 214 to speed up, slow down or turn if the current or predicted separation distance violates the safe separation distance parameter.
  • safety or oversight functionality in the motion planning and control layer 214 may compare a determined or commanded steering wheel command angle to a safe wheel angle limit or parameter, and issue an override command and/or alarm in response to the commanded angle exceeding the safe wheel angle limit.
  • Some safety parameters stored in memory may be static (i.e., unchanging over time) , such as maximum vehicle speed.
  • Other safety parameters stored in memory may be dynamic in that the parameters are determined or updated continuously or periodically based on vehicle state information and/or environmental conditions.
  • Non-limiting examples of safety parameters include maximum safe speed, maximum brake pressure, maximum acceleration, and the safe wheel angle limit, all of which may be a function of roadway and weather conditions.
  • FIG. 2B illustrates an example of subsystems, computational elements, computing devices or units within a vehicle management system 250, which may be utilized within a vehicle 100.
  • the layers 202, 204, 206, 208, 210, 212, and 216 of the vehicle management system 200 may be similar to those described with reference to FIG. 2A and the vehicle management system 250 may operate similar to the vehicle management system 200, except that the vehicle management system 250 may pass various data or instructions to a vehicle safety and crash avoidance system 252 rather than the DBW system/control unit 220.
  • the configuration of the vehicle management system 250 and the vehicle safety and crash avoidance system 252 illustrated in FIG. 2B may be used in a non-autonomous vehicle.
  • the behavioral planning and prediction layer 216 and/or sensor fusion and RWM management layer 212 may output data to the vehicle safety and crash avoidance system 252.
  • the sensor fusion and RWM management layer 212 may output sensor data as part of refined location and state information of the vehicle 100 provided to the vehicle safety and crash avoidance system 252.
  • the vehicle safety and crash avoidance system 252 may use the refined location and state information of the vehicle 100 to make safety determinations relative to the vehicle 100 and/or occupants of the vehicle 100.
  • the behavioral planning and prediction layer 216 may output behavior models and/or predictions related to the motion of other vehicles to the vehicle safety and crash avoidance system 252.
  • the vehicle safety and crash avoidance system 252 may use the behavior models and/or predictions related to the motion of other vehicles to make safety determinations relative to the vehicle 100 and/or occupants of the vehicle 100.
  • the vehicle safety and crash avoidance system 252 may include functionality that performs safety checks or oversight of various commands, planning, or other decisions of various layers, as well as human driver actions, that could impact vehicle and occupant safety.
  • a variety of safety parameters may be stored in memory and the vehicle safety and crash avoidance system 252 may compare a determined value (e.g., relative spacing to a nearby vehicle, distance from the roadway centerline, etc. ) to corresponding safety parameter (s) , and issue a warning or command if the safety parameter is or will be violated.
  • a vehicle safety and crash avoidance system 252 may determine the current or future separate distance between another vehicle (as defined by the sensor fusion and RWM management layer 212) and the vehicle (e.g., based on the world model refined by the sensor fusion and RWM management layer 212) , compare that separation distance to a safe separation distance parameter stored in memory, and issue instructions to a driver to speed up, slow down or turn if the current or predicted separation distance violates the safe separation distance parameter.
  • a vehicle safety and crash avoidance system 252 may compare a human driver’s change in steering wheel angle to a safe wheel angle limit or parameter, and issue an override command and/or alarm in response to the steering wheel angle exceeding the safe wheel angle limit.
  • FIG. 3 illustrates an example system-on-chip (SOC) architecture of a processing device SOC 300 suitable for implementing various embodiments in vehicles.
  • the processing device SOC 300 may include a number of heterogeneous processors, such as a digital signal processor (DSP) 303, a modem processor 304, an image and object recognition processor 306, a mobile display processor 307, an applications processor 308, and a resource and power management (RPM) processor 317.
  • the processing device SOC 300 may also include one or more coprocessors 310 (e.g., vector co-processor) connected to one or more of the heterogeneous processors 303, 304, 306, 307, 308, 317.
  • coprocessors 310 e.g., vector co-processor
  • Each of the processors may include one or more cores, and an independent/internal clock. Each processor/core may perform operations independent of the other processors/cores.
  • the processing device SOC 300 may include a processor that executes a first type of operating system (e.g., FreeBSD, LINUX, OS X, etc. ) and a processor that executes a second type of operating system (e.g., Microsoft Windows) .
  • the applications processor 308 may be the SOC’s 300 main processor, central processing unit (CPU) , microprocessor unit (MPU) , arithmetic logic unit (ALU) , graphics processing unit (GPU) , etc.
  • the processing device SOC 300 may include analog circuitry and custom circuitry 314 for managing sensor data, analog-to-digital conversions, wireless data transmissions, and for performing other specialized operations, such as processing encoded audio and video signals for rendering in a web browser.
  • the processing device SOC 300 may further include system components and resources 316, such as voltage regulators, oscillators, phase-locked loops, peripheral bridges, data controllers, memory controllers, system controllers, access ports, timers, and other similar components used to support the processors and software clients (e.g., a web browser) running on a computing device.
  • the processing device SOC 300 also include specialized circuitry for camera actuation and management (CAM) 305 that includes, provides, controls and/or manages the operations of one or more cameras 122, 136 (e.g., a primary camera, webcam, 3D camera, etc. ) , the video display data from camera firmware, image processing, video preprocessing, video front-end (VFE) , in-line JPEG, high definition video codec, etc.
  • the CAM 305 may be an independent processing unit and/or include an independent or internal clock.
  • the image and object recognition processor 306 may be configured with processor-executable instructions and/or specialized hardware configured to perform image processing and object recognition analyses involved in various embodiments.
  • the image and object recognition processor 306 may be configured to perform the operations of processing images received from cameras (e.g., 122, 136) via the CAM 305 to recognize and/or identify other vehicles, and otherwise perform functions of the camera perception layer 204 as described.
  • the processor 306 may be configured to process radar or lidar data and perform functions of the radar perception layer 202 as described.
  • the system components and resources 316, analog and custom circuitry 314, and/or CAM 305 may include circuitry to interface with peripheral devices, such as cameras 122, 136, radar 132, lidar 138, electronic displays, wireless communication devices, external memory chips, etc.
  • the processors 303, 304, 306, 307, 308 may be interconnected to one or more memory elements 312, system components and resources 316, analog and custom circuitry 314, CAM 305, and RPM processor 317 via an interconnection/bus module 324, which may include an array of reconfigurable logic gates and/or implement a bus architecture (e.g., Core Connect, AMBA, etc. ) .
  • Communications may be provided by advanced interconnects, such as high-performance networks-on chip (NoCs) .
  • NoCs high-performance networks-on chip
  • the processing device SOC 300 may further include an input/output module (not illustrated) for communicating with resources external to the SOC, such as a clock 318 and a voltage regulator 320.
  • Resources external to the SOC e.g., clock 318, voltage regulator 320
  • the processing device SOC 300 may be included in a control unit (e.g., 140) for use in a vehicle (e.g., 100) .
  • the control unit may include communication links for communication with a telephone network (e.g., 180) , the Internet, and/or a network server (e.g., 184) as described.
  • the processing device SOC 300 may also include additional hardware and/or software components that are suitable for collecting sensor data from sensors, including motion sensors (e.g., accelerometers and gyroscopes of an IMU) , user interface elements (e.g., input buttons, touch screen display, etc. ) , microphone arrays, sensors for monitoring physical conditions (e.g., location, direction, motion, orientation, vibration, pressure, etc. ) , cameras, compasses, GPS receivers, communications circuitry (e.g., WLAN, Wi-Fi, etc. ) , and other well-known components of modern electronic devices.
  • motion sensors e.g., accelerometers and gyroscopes of an IMU
  • user interface elements e.g., input buttons, touch screen display, etc.
  • microphone arrays e.g., sensors for monitoring physical conditions (e.g., location, direction, motion, orientation, vibration, pressure, etc. )
  • GPS receivers e.g., GPS receivers, communications circuitry (e.
  • FIG. 4 shows a component block diagram illustrating a system 400 configured for messaging to support platooning in accordance with various embodiments.
  • the system 400 may include one or more vehicle computing systems 402 and one or more other vehicle computing systems 404 communicating via a wireless network.
  • the vehicle computing system (s) 402 may include a processor (e.g., 164) , a processing device (e.g., 300) , and/or a control unit (e.g., 104) (variously referred to herein as a “processor” ) of a vehicle (e.g., 100) .
  • the other vehicle computing system (s) 404 may include a processor (e.g., 164) , a processing device (e.g., 300) , and/or a control unit (e.g., 104) (variously referred to as a “processor” ) of a vehicle (e.g., 100) .
  • a processor e.g., 164
  • a processing device e.g., 300
  • a control unit e.g., 104
  • a vehicle e.g., 100
  • the vehicle computing system (s) 402 may be configured by machine-executable instructions 406.
  • Machine-executable instructions 406 may include one or more instruction modules.
  • the instruction modules may include computer program modules.
  • the instruction modules may include one or more of a platoon operation module 408, PIM module 410, BSM module 412, maneuver intention module 414, planned path module 416, and/or other modules.
  • the platoon operation module 408 may be configured to enable establishment, joining, and/or departing from a platoon.
  • the platoon operation module 408 may be configured to control the exchange of messages with other vehicles to establish a platoon.
  • the platoon operation module 408 may be configured to exchange group IDs or platoon IDs for the platoon, exchange key sets or the platoon, and/or perform other operations to establish the platoon.
  • the platoon operation module 408 may be configured to determine the role assigned to the vehicle in the platoon, such as the leader vehicle or a follower vehicle.
  • the platoon operation module 408 may be configured to determine a platoon identifier in response to determining that a platoon including the vehicle is established and traveling.
  • the platoon operation module 408 may be configured to communicate the platoon identifier to other vehicles in the platoon, such as from a leader vehicle to follower vehicles.
  • the PIM module 410 may be configured to generate and transmit one or more PIMs via multicast V2X transmissions to one or more follower vehicles in the platoon.
  • the PIM module 410 may be configured to generate a PIM address to follower vehicles in the platoon.
  • the PIM module 410 may be configured to listening (or monitor) for and receive one or more PIMs via multicast V2X transmissions from a leader vehicle in the platoon.
  • the PIM module 410 may be configured to generate a PIM to include a planned path indication and/or a maneuver intention indication.
  • the PIM module 410 may be configured to communicate with the maneuver intention module 414 and/or the planned path module 416 to receive indications of a planned path and/or a maneuver intention for transmitting in a PIM to follower vehicles and/or to transmit indications of a planned path and/or a maneuver intention received in a PIM from a leader vehicle.
  • the PIM module 410 may be configured to determine whether a PIM transmit condition occurred.
  • the PIM module 410 may be configured to determine an expiration of a time period, such as 100 milliseconds, since a last PIM was sent as an indication that a PIM transmit condition occurred.
  • the PIM module 410 may be configured to determine a change in a planned path and/or a change in a maneuver intention as an indication that a PIM transmit condition occurred.
  • the BSM module 412 may be configured to transmit and/or receive BSMs.
  • the BSM module 412 may be configured to transmit and/or receive BSMs while the vehicle is in a platoon regardless as to the role assigned to the vehicle. For example, the BSM module 412 may continue to broadcast BSMs whether the vehicle is the leader vehicle or a follower vehicle in a platoon.
  • the maneuver intention module 414 may be configured to determine a maneuver intention of the vehicle.
  • a maneuver intention may be an indication that the vehicle intends to go straight, change to a left lane, change to a right line, turn right, turn left, accelerate, slow-down, stop, stop and go, etc.
  • the maneuver intention module 414 may be configured to communicate with the PIM module 410 to transmit indications of a maneuver intention for the vehicle when the vehicle is in the leader role for transmitting in a PIM to follower vehicles.
  • the maneuver intention module 414 may be configured to communicate with the PIM module 410 to receive indications of a maneuver intention for the leader vehicle when the vehicle is in the follower role.
  • the maneuver intention module 414 may be configured to update and/or generate a maneuver intention for the vehicle based on the leader’s indicated maneuver intention when the vehicle is in a follower vehicle role in the platoon.
  • the planned path module 416 may be configured to determine a planner path of the vehicle.
  • a planned path of the vehicle may be one or more path plan segments with start and/or end points and speed and/or heading indications.
  • the planned path module 416 may be configured to communicate with the PIM module 410 to transmit indications of a planned path for the vehicle when the vehicle is in the leader role for transmitting in a PIM to follower vehicles.
  • the planned path module 416 may be configured to communicate with the PIM module 410 to receive indications of a planned path for the leader vehicle when the vehicle is in the follower role.
  • the planned path module 416 may be configured to update and/or generate a planned path for the vehicle based on the leader’s indicated planned path when the vehicle is in a follower vehicle role in the platoon.
  • vehicle computing system (s) 402, other vehicle computing system (s) 404 may communicate with one another via a wireless network 430, such as V2V wireless communication links. Additionally, the vehicle computing system (s) 402 and other vehicle computing system (s) 404 may communicate via wireless communication networks that provide access to external resources 430. For example, such electronic communication links may be established, at least in part, via a network such as the Internet and/or other networks.
  • Other vehicle computing systems 404 may include one or more processors configured to execute computer program modules the same as or similar to the machine-executable instructions 406 described above.
  • each vehicle in a platoon may be configured to operate the same or a consistent manner as every other vehicle in the platoon, including the ability to operate as the designated platoon vehicle.
  • some vehicles in a platoon may be configure with less capability that the designated platoon vehicle (e.g., with a subset of the modules 408-418) .
  • External resources 430 may include sources of information outside of system 400, external entities participating with the system 400, and/or other resources.
  • external resource 430 may include map data resources, highway information systems, weather forecast services, etc.
  • some or all the functionality attributed herein to external resources 430 may be provided by resources included in system 400.
  • Vehicle computing system (s) 402 may include electronic storage 420, one or more processors 164, and/or other components. Vehicle computing system (s) 402 may include communication lines, or ports to enable the exchange of information with a network and/or other vehicle computing system. Illustration of vehicle computing system (s) 402 in FIG. 4 is not intended to be limiting. Vehicle computing system (s) 402 may include a plurality of hardware, software, and/or firmware components operating together to provide the functionality attributed herein to vehicle computing system (s) 402. For example, vehicle computing system (s) 402 may be implemented by a cloud of vehicle computing systems operating together as vehicle computing system (s) 402.
  • Electronic storage 420 may include non-transitory storage media that electronically stores information.
  • the electronic storage media of electronic storage 420 may include one or both of system storage that is provided integrally (i.e., substantially non-removable) with vehicle computing system (s) 402 and/or removable storage that is removably connectable to vehicle computing system (s) 402 via, for example, a port (e.g., a universal serial bus (USB) port, a firewire port, etc. ) or a drive (e.g., a disk drive, etc. ) .
  • Electronic storage 420 may include one or more of optically readable storage media (e.g., optical disks, etc.
  • Electronic storage 420 may include one or more virtual storage resources (e.g., cloud storage, a virtual private network, and/or other virtual storage resources) .
  • Electronic storage 420 may store software algorithms, information determined by processor (s) 164, information received from vehicle computing system (s) 402, information received from other vehicle computing system (s) 404, and/or other information that enables vehicle computing system (s) 402 to function as described herein.
  • Processor (s) 164 may be configured to provide information processing capabilities in vehicle computing system (s) 402.
  • processor (s) 164 may include one or more of a digital processor, an analog processor, a digital circuit designed to process information, an analog circuit designed to process information, a state machine, and/or other mechanisms for electronically processing information.
  • processor (s) 164 is shown in FIG. 4 as a single entity, this is for illustrative purposes only.
  • processor (s) 164 may include a plurality of processing units. These processing units may be physically located within the same device, or processor (s) 164 may represent processing functionality of a plurality of devices operating in coordination.
  • Processor (s) 164 may be configured to execute modules 408, 410, 412, 414, and/or 416, and/or other modules.
  • Processor (s) 164 may be configured to execute modules 408, 410, 412, 414, and/or 416, and/or other modules by software; hardware; firmware; some combination of software, hardware, and/or firmware; and/or other mechanisms for configuring processing capabilities on processor (s) 164.
  • the term “module” may refer to any component or set of components that perform the functionality attributed to the module. This may include one or more physical processors during execution of processor readable instructions, the processor readable instructions, circuitry, hardware, storage media, or any other components.
  • modules 408, 410, 412, 414, and/or 416 are illustrated in FIG. 4 as being implemented within a single processing unit, in embodiments in which processor (s) 164 includes multiple processing units, one or more of modules 408, 410, 412, 414, and/or 416 may be implemented remotely from the other modules.
  • the description of the functionality provided by the different modules 408, 410, 412, 414, and/or 416 described below is for illustrative purposes, and is not intended to be limiting, as any of modules 408, 410, 412, 414, and/or 416 may provide more or less functionality than is described.
  • modules 408, 410, 412, 414, and/or 416 may be eliminated, and some or all of its functionality may be provided by other ones of modules 408, 410, 412, 414, and/or 416.
  • processor (s) 164 may be configured to execute one or more additional modules that may perform some or all of the functionality attributed below to one of modules 408, 410, 412, 414, and/or 416.
  • FIG. 5 illustrates an environment 500 in which a platoon 510 including six (6) vehicles 100a, 100b, 100c, 100d, 100e, 100f may implement embodiment methods for V2X messaging to support platooning.
  • the environment 500 includes three (3) vehicles 100x, 100y, 100z, that are not operating as part of the platoon 510 (referred to as non-platoon vehicles) but are traveling on the same part of a roadway 10 as the platoon 510.
  • the roadway 10 happens to be a three-lane road, with all lanes dedicated to travel in the same direction.
  • the methods and systems of various embodiments may be applied to vehicles on any pathway, whether it is a paved and clearly marked road.
  • the non-platoon vehicles 100x, 100y, 100z are each broadcasting conventional basic safety messages (BSMs) 50 (illustrated as three dashed-line circles) .
  • BSMs basic safety messages
  • a designated leader vehicle 100d (designated as “leader” in the figure) is multicasting a PIM 520 to the other vehicles 100b, 100a, 100c, 100e, 100f in the platoon (illustrated as a ball-dash line in the figure) .
  • the platoon vehicles that are not operating as the designated leader vehicle may not multicast a PIM, but may broadcast their own BSMs 50, while operating as part of the platoon 510.
  • a PIM 520 may have a lower transmit power than a BSM 50.
  • a PIM 520 may be multicast to the group that is the platoon 510 and only vehicles of the platoon 510, such as vehicles 100a-f may successfully receive and use the PIM 520.
  • the PIM 520 may include the group ID or platoon ID of the platoon 510, the PIM 520 may be encrypted (e.g., scrambled using the platoon ID, signed with a key set of the platoon, etc.
  • the PIM 520 may be authorized restricted such that only authorized members of the platoon 510 may receive and successfully use the PIM 520. In this manner, though the vehicle 100z that is not part of the platoon 510 may receive the PIM 520, the vehicle 100z may not disregard the PIM 520 as the vehicle 100z is not a member of the platoon 510.
  • the designation of the leader of the platoon 510 may change. For example, the leader may initially be the middle vehicle 100d and may transition to a lead vehicle 100a at a later time.
  • FIG. 6 is a process flow diagram of an example method 600 for V2X messaging to support platooning according to various embodiments.
  • the method 600 may be implemented in a processor (e.g., 164) , a processing device (e.g., 300) , and/or a control unit (e.g., 104) (variously referred to as a “processor” ) of a vehicle (e.g., 100, 100a-f) .
  • the method 600 may be performed by one or more layers within a vehicle management system stack, such as a vehicle management system (e.g., 200, 250) .
  • a vehicle management system e.g., 200, 250
  • the method 600 may be performed by a processor independently from, but in conjunction with, a vehicle control system stack, such as the vehicle management system.
  • the method 600 may be implemented as a stand-alone software module or within dedicated hardware that monitors data and commands from/within the vehicle management system and is configured to take actions and store data as described.
  • a processor of a vehicle may perform operations to determine whether a platoon including the vehicle is established and traveling. For example, the processor may determine whether a platoon control plan is received and a start time for platooning has occurred to determine whether a platoon including the vehicle is established and traveling.
  • the processor of the vehicle may await establishment and travel by a platoon and continue to perform operations to determine whether a platoon including the vehicle is established and traveling in determination block 602.
  • a platoon identifier may be a unique platoon ID or group ID assigned to the vehicles in the platoon the vehicle is current in.
  • the platoon ID or group ID may be a multicast group ID associating multicast messages, such as PIMs, with the vehicles in the platoon.
  • the processor of the vehicle may perform operations to determine whether the vehicle is assigned a platoon leader role or a platoon follower role in the platoon.
  • the role of the vehicle may be indicated in a platoon control plan.
  • a leader vehicle may be the vehicle designated to generate and transmit PIMs to follower vehicles.
  • a follower vehicle may be a vehicle designated to listen (or monitor) for and receive PIMs from a leader vehicle.
  • the role of a vehicle in a platoon may change overtime. For example, a vehicle may transition from a follower to leader role or leader role to a follower role.
  • a PIM may be a message configured to support platooning that may be sent from a leader vehicle of the platoon to follower vehicles of the platoon while the platoon is established and traveling.
  • the indications of the intentions of vehicle in the leader role e.g., the leader vehicle, may enable the follower vehicles to plan for and execute vehicle controls to maintain the platoon during travel.
  • a PIM may indicate the planned path of the leader vehicle and the maneuver intention of the leader vehicle.
  • a maneuver intention of the leader vehicle may be an indication that the leader vehicle intends to go straight, change to a left lane, change to a right line, turn right, turn left, accelerate, slow-down, stop, stop and go, etc.
  • an indication of a planned path of the leader vehicle may be one or more path plan segments with start and/or end points and speed and/or heading indications.
  • the processor of the vehicle may perform operations to listen (or monitor) for and receive one or more PIMs via one or more multicast V2X transmissions from a leader vehicle in the platoon in block 610.
  • a PIM may indicate the planned path of the leader vehicle and the maneuver intention of the leader vehicle.
  • a follower vehicle may receive a PIM and control its respective vehicle operations based on the leader vehicle’s maneuver intention and the leader vehicle’s planned path. In this manner, the follower vehicles may control their respective operations to follow the leader vehicle’s intended maneuvers and planned path.
  • a maneuver intention of the leader vehicle may be an indication that the leader vehicle intends to go straight, change to a left lane, change to a right line, turn right, turn left, accelerate, slow-down, stop, stop and go, etc.
  • an indication of a planned path of the leader vehicle may be one or more path plan segments with start and/or end points and speed and/or heading indications.
  • the processor of the vehicle may perform operations to transmit and/or receive one or more BSMs via one or more broadcast transmissions.
  • PIMs and BSMs may be different messages with different characteristics.
  • a leader vehicle may transmit PIMs and transmit/receive BSMs.
  • a follower vehicle may receive PIMs and transmit/receive BSMs.
  • a PIM may have a higher priority and/or higher transmission frequency than a BSM. Accordingly, a PIM in a message queue of a leader vehicle may be transmitted before a BSM in a message queue.
  • a PIM may be assigned a ProSe Per Packet Priority (PPPP) of 2 and be transmitted with a periodicity of greater than 10 Hz (e.g., more often than every 100 milliseconds) .
  • PPPP ProSe Per Packet Priority
  • FIGS. 7A-7D illustrate an example schema for elements of a PIM 700 according to various embodiments.
  • the PIM 700 in FIGS. 7A-7D is illustrated in Abstract Syntax Notation One (ASN. 1) and while an example of a PIM according to various embodiments and is not intended to limit a PIM in any manner.
  • a PIM according to various embodiments may have different, more, or less elements in various embodiments and the planned path information indication and a maneuver intention indication for the leader vehicle may have different configurations than that shown in FIGS. 7A-7D.
  • FIG. 7A illustrates an example of a PIM 700 including various information elements or information blocks, such as an IntentionData information block 701.
  • FIG. 7B illustrates an example of an IntentionData information block 701 may include a PathPlanning information block 702 and a ManeuverIntention information block 703.
  • FIG. 7C illustrates an example of a PathPlanning information block 702 including one or more various path planning points 704, such as map reference information, position offset information, speed information, speed confidence information, heading information, time offset information, time confidence information, etc.
  • Path planning points 704 may also include starting and ending points for one or more path segments defining the intended path of travel of the leader vehicle.
  • FIG. 7A illustrates an example of a PIM 700 including various information elements or information blocks, such as an IntentionData information block 701.
  • FIG. 7B illustrates an example of an IntentionData information block 701 may include a PathPlanning information block 702 and a ManeuverIntention information block 703.
  • FIG. 7C illustrates an
  • FIG. 7D illustrates an example of a ManeuverIntention information block 703 including one or more various maneuver intention indications 705, such as go straight, change lane left, change lane right, ramp in, ramp out, intersection go straight, intersection left turn, intersection right turn, intersection U-turn, stop-and-go, stop, slow-down, parking, accelerate, etc.
  • bit string values may be associated with each of the maneuver intention indications such that a follower vehicle may recognize the bit string value as corresponding to the maneuver intention of the leader vehicle.
  • FIG. 8 is a process flow diagram of an example method 800 for generating and transmitting PIMs via multicast V2X transmissions to follower vehicles in a platoon according to various embodiments.
  • the method 800 may be implemented in a processor (e.g., 164) , a processing device (e.g., 300) , and/or a control unit (e.g., 104) (variously referred to as a “processor” ) of a vehicle (e.g., 100, 100a-f) .
  • the method 800 may be performed by one or more layers within a vehicle management system stack, such as a vehicle management system (e.g., 200, 250) .
  • the method 800 may be performed by a processor independently from, but in conjunction with, a vehicle control system stack, such as the vehicle management system.
  • the method 800 may be implemented as a stand-alone software module or within dedicated hardware that monitors data and commands from/within the vehicle management system and is configured to take actions and store data as described.
  • the operations of method 800 may be performed in conjunction with the operations of method 600 (FIG. 6) .
  • the operations of method 800 may be performed as part of the operations to generate and transmit one or more PIMs via one or more multicast V2X transmissions to one or more follower vehicles in a platoon in block 608 of method 600 (FIG. 6) .
  • a processor of a vehicle may perform operations to determine whether a PIM transmit condition has occurred.
  • a PIM may be transmitted in response to a PIM transmit condition occurring.
  • a PIM transmit condition may be an expiration of a time period since a last PIM was sent.
  • PIMs may be sent periodically. For example, PIMs may be sent with a 10 Hertz (Hz) frequency, such as every 100 milliseconds.
  • the leader vehicle may track the time since a last PIM was transmitted and may transmit a PIM when the time since a last PIM was transmitted exceeds the time period corresponding to a selected maximum PIM periodicity, such as 100 milliseconds.
  • a PIM transmit condition may be a detected change in a planned path of the vehicle and/or a detected change in a maneuver intention of the vehicle since a last PIM was sent.
  • the operations to change a planned path and/or change a maneuver intention may trigger transmitting of a PIM.
  • a PIM transmit condition may be a combination of a periodic condition and an event triggered condition.
  • the processor of the vehicle may await a PIM transmit condition occurrence and may perform operations to determine whether a PIM transmit condition occurred in block 802.
  • determining a planned path of the vehicle may include determining one or more path plan segments with start and/or end points and speed and/or heading indications for the vehicle.
  • the processor of the vehicle may perform operations to determine a maneuver intention of the vehicle.
  • determining a maneuver intention of the vehicle may include determining an intention of the vehicle travel in an approaching time window, such as whether the vehicle will go straight, change to a left lane, change to a right line, turn right, turn left, accelerate, slow-down, stop, stop and go, etc.
  • a maneuver intention information block may be an indication of a maneuver intention of the leader vehicle.
  • a maneuver intention of the leader vehicle may be an indication that the leader vehicle intends to go straight, change to a left lane, change to a right line, turn right, turn left, accelerate, slow-down, stop, stop and go, etc.
  • the follower vehicle may use the maneuver intention to plan for executing the next maneuver of the platoon.
  • a planned path information block may be an indication of a planned path of the leader vehicle.
  • an indication of a planned path of the leader vehicle may be one or more path plan segments with start and/or end points and speed and/or heading indications.
  • addressing the PIM to the follower vehicles in the platoon may include various operations, such as including the platoon ID in the PIM, scrambling the PIM using the platoon ID, encrypting the PIM using a key set for the platoon, etc.
  • the processor of the vehicle may perform operations to transmit the PIM via multicast V2X transmission to the one or more follower vehicles.
  • the PIM may be sent as a multicast V2X transmission over the PC5 interface.
  • a follower vehicle may receive a PIM and control its respective vehicle operations based on the leader vehicle’s maneuver intention and the leader vehicle’s planned path. In this manner, the follower vehicles may control their respective operations to follow the leader vehicle’s intended maneuvers and planned path.
  • FIG. 9 is a process flow diagram of an example method 900 for listening (or monitoring) for and receiving PIMs via multicast V2X transmissions from a leader vehicle in a platoon according to various embodiments.
  • the method 900 may be implemented in a processor (e.g., 164) , a processing device (e.g., 300) , and/or a control unit (e.g., 104) (variously referred to as a “processor” ) of a vehicle (e.g., 100, 100a-f) .
  • the method 900 may be performed by one or more layers within a vehicle management system stack, such as a vehicle management system (e.g., 200, 250) .
  • the method 900 may be performed by a processor independently from, but in conjunction with, a vehicle control system stack, such as the vehicle management system.
  • the method 900 may be implemented as a stand-alone software module or within dedicated hardware that monitors data and commands from/within the vehicle management system and is configured to take actions and store data as described.
  • the operations of method 900 may be performed in conjunction with the operations of method 600 (FIG. 6) .
  • the operations of method 900 may be performed as part of the operations to listen for (or monitor for) and receive one or more PIMs via one or more multicast V2X transmissions from a leader vehicle in a platoon in block 610 of method 600 (FIG. 6) .
  • a processor of a vehicle may perform operations to listen (or monitor) for multicast V2X transmissions.
  • the processor may monitor for (or listen for) multicast V2X transmissions on the PC5 interface.
  • the processor of the vehicle may perform operations to determine whether a received PIM is for the platoon of the vehicle in determination block 906.
  • the processor of the vehicle may use any of various methods to determine whether a received PIM is for the platoon of the vehicle.
  • PIM’s may be transmitted including a group identifier (ID) (or platoon (ID) ) unique to the platoon.
  • Vehicles receiving a PIM may filter the PIM based on the indicated group ID (or platoon ID) .
  • PIMs having a group ID (or platoon ID) not associated with the platoon the vehicle is a member of may be ignored or discarded, while PIMs having group ID (or platoon ID) associated with the platoon the vehicle is a member of may be handled as valid PIMs for the platoon.
  • access to the PIM may be restricted such that only group members that are members of the platoon may successfully receive and use the PIM.
  • the platoon leader vehicle may use a group ID (or platoon (ID) ) unique to the platoon to scramble the PIM when transmitted.
  • follower vehicles may attempt to descramble any received PIM’s using the group ID (or platoon ID) of the platoon.
  • group ID As only the correct group ID (or platoon ID) may descramble the PIM successfully, only follower vehicles that are members of the group (or platoon) may successfully descramble and receive PIMs for that specific group (or platoon) .
  • all vehicles in the platoon may share a group (or platoon) key set.
  • the leader vehicle may encrypt a PIM using the group (or platoon) key set and the follower vehicles may decrypt a received PIM using the group (or platoon) key set. In this manner, only vehicles in the platoon may successfully receive and use PIMs for that platoon as only those vehicles may have the required group (or platoon) key set.
  • the processor of the vehicle may perform operations to discard the received PIM in block 908.
  • the processor of the vehicle may perform operations to listen (or monitor) for multicast V2X transmissions in block 902.
  • the processor of the vehicle may perform operations to determine a leader’s maneuver intention based at least in part on the received PIM in block 910.
  • follower vehicles may receive the PIM and parse the received PIM to determine the leader’s maneuver intention.
  • a maneuver intention of the leader vehicle may be an indication that the leader vehicle intends to go straight, change to a left lane, change to a right line, turn right, turn left, accelerate, slow-down, stop, stop and go, etc.
  • the follower vehicle may use the maneuver intention to plan for executing the next maneuver of the platoon.
  • the processor of the vehicle may perform operations to determine the leader’s planned path based at least in part on the received PIM.
  • follower vehicles may receive the PIM and parse the received PIM to determine the leader’s planned path.
  • an indication of a planned path of the leader vehicle may be one or more path plan segments with start and/or end points and speed and/or heading indications.
  • a follower vehicle may use the indication of a planned path of the leader vehicle to plan the follower vehicles own path to maintain position in the platoon as the platoon travels along the planned path of the leader vehicle.
  • the processor of the vehicle may perform operations to control one or more vehicle operations based at least in part on the leader’s maneuver intention and the leader’s planned path.
  • the processor of the follower vehicle may perform operations to control the follower vehicle’s own path and maneuvers based on the leader’s paths and maneuvers such that the follower vehicle may follow the leader closely in the platoon to reduce the effect of wind drag and to save fuel.
  • the processor of the vehicle may perform operations to listen (or monitor) for multicast V2X transmissions in block 902
  • DSP digital signal processor
  • ASIC application specific integrated circuit
  • FPGA field programmable gate array
  • a general-purpose processor may be a microprocessor, but, in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine.
  • a processor may also be implemented as a combination of communication devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. Alternatively, some blocks or methods may be performed by circuitry that is specific to a given function.
  • the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software, the functions may be stored as one or more instructions or code on a non-transitory computer-readable medium or non-transitory processor-readable medium.
  • the operations of a method or algorithm disclosed herein may be embodied in a processor-executable software module, which may reside on a non-transitory computer-readable or processor-readable storage medium.
  • Non-transitory computer-readable or processor-readable storage media may be any storage media that may be accessed by a computer or a processor.
  • non-transitory computer-readable or processor-readable media may include RAM, ROM, EEPROM, FLASH memory, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that may be used to store desired program code in the form of instructions or data structures and that may be accessed by a computer.
  • Disk and disc includes compact disc (CD) , laser disc, optical disc, digital versatile disc (DVD) , floppy disk, and Blu-ray disc where disks usually reproduce data magnetically, while discs reproduce data optically with lasers. Combinations of the above are also included within the scope of non-transitory computer-readable and processor-readable media.
  • the operations of a method or algorithm may reside as one or any combination or set of codes and/or instructions on a non-transitory processor-readable medium and/or computer-readable medium, which may be incorporated into a computer program product.

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Abstract

Divers modes de réalisation comprennent des procédés qui peuvent être mis en œuvre par un processeur ou un dispositif informatique pour une messagerie de véhicule à tout (V2X) afin de prendre en charge la circulation en peloton. Divers modes de réalisation peuvent comprendre la détermination du fait que le véhicule se voit attribuer un rôle de chef de peloton ou un rôle de suiveur de peloton dans le peloton et la génération et la transmission d'un ou plusieurs messages d'intention de circulation en peloton (PIM) par l'intermédiaire de transmissions V2X de multidiffusion vers un ou plusieurs véhicules suiveurs dans le peloton en réponse à la détermination du fait que le véhicule se voit attribuer le rôle de chef de peloton dans le peloton. Divers modes de réalisation peuvent comprendre la surveillance et la réception de PIM par l'intermédiaire de transmissions V2X de multidiffusion à partir d'un véhicule de chef dans le peloton en réponse à la détermination du fait que le véhicule se voit attribuer le rôle de suiveur de peloton dans le peloton.
PCT/CN2020/096993 2020-06-19 2020-06-19 Message v2x pour la circulation en peloton WO2021253374A1 (fr)

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