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The automatic operating method and automatic controller of a vehicleAccording to the present invention, whether congestion is detected at a predetermined distance ahead of an own vehicle on a travel route of the own vehicle is determined during travel by automatic driving in which the vehicle speed reaches a target vehicle speed, and, in congestion detection in which congestion is determined, a vehicle speed VSP is decreased to be lower than a target vehicle speed VSPt0 of automatic driving in a normal condition in which congestion is not detected.|1. It is an autonomous driving method of a vehicle which controls the vehicle equipped with an internal combustion engine as a drive source, Comprising: When moving by the autonomous driving which makes a vehicle speed close to a target vehicle speed, On the driving route of a vehicle, it determines whether it detected the traffic congestion which exists ahead of more than the predetermined distance before a vehicle, When the said traffic congestion is detected, it sets the target vehicle speed of a said automatic driving|operation lower than the normal time excepting the time of the said traffic congestion detection, It controls the vehicle speed of a said vehicle to the said target vehicle speed, It makes a said vehicle approach the said traffic congestion. When a said vehicle approaches below a distance shorter than the said predetermined distance with respect to the said traffic congestion, it stops supply of the fuel with respect to the said internal combustion engine, The autonomous driving method of the vehicle characterized by the above-mentioned. | 2. It is an automatic operating method of the vehicle of Claim 1, Comprising: It is a distance longer than an inter-vehicle distance with the said preceding vehicle set at the time of the follow-up driving which the said predetermined distance tracks the preceding vehicle of vehicle front, and drive|works, The automatic operating method of a vehicle. | 3. It is an automatic operating method of the vehicle of Claim 1, Comprising: The said predetermined distance is a distance longer than the detectable distance of the vehicle-mounted sensor mounted so that recognition of the preceding vehicle of vehicle front was possible, The automatic operating method of a vehicle. | 4. It is an automatic operating method of the vehicle as described in any one of Claims 1-3, Comprising: The said predetermined distance is extended as the time when the present target vehicle speed is high, and it lengthens distance it drive|works with the target vehicle speed of a said automatic driving|operation lower than said normal time, The automatic operating method of a vehicle. | 5. It is an automatic operating method of the vehicle as described in any one of Claims 1-4, Comprising: The said predetermined distance is changed according to the attribute of the road on the said driving route, The automatic operating method of a vehicle. | 6. It is an automatic operating method of the vehicle as described in any one of Claims 1-5, Comprising: At the time of the said traffic congestion detection, the said target vehicle speed is gradually reduced from the present target vehicle speed, The automatic operating method of a vehicle. | 7. It is an automatic operating method of the vehicle as described in any one of Claims 1-6, Comprising: At the time of the said traffic congestion detection whose present target vehicle speed is higher than the optimal fuel-consumption vehicle speed of the own vehicle, the said target vehicle speed is orient|assigned to a said optimal fuel-consumption vehicle speed, and is reduced, The automatic operating method of a vehicle. | 8. It is an automatic operating method of the vehicle as described in any one of Claims 1-7, Comprising: The said traffic congestion is detected based on VICS information, vehicle-to-vehicle communication information, road-to-vehicle communication information, or the road traffic information from a portable terminal, The automatic operating method of a vehicle. | 9. It is an automatic operating method of the vehicle as described in any one of Claims 1-8, Comprising: The varying state of the said traffic congestion is estimated, According to the prediction result of the said varying state, the deceleration speed at the time of reducing a vehicle speed is changed, The automatic operating method of a vehicle. | 10. It is an automatic operating method of a vehicle which controls the vehicle equipped with an internal combustion engine as a drive source, Comprising: It is determined whether traffic congestion was detected on the driving route of the own vehicle during driving|running|working by the automatic driving|operation which brings a vehicle speed close to a target vehicle speed, At the time of the traffic congestion detection which detected the said traffic congestion, the target vehicle speed of a said automatic driving|operation lower than the normal time excepting the time of the said traffic congestion detection is set, The vehicle speed of the said own vehicle is controled from near side to the said target vehicle speed above predetermined distance rather than the traffic congestion tail end, The said own vehicle is made to approach the said traffic congestion. When the said own vehicle approaches below a distance shorter than the said predetermined distance with respect to the said traffic congestion, supply of the fuel with respect to the said internal combustion engine is stopped, The automatic operating method of a vehicle. | 11. It is an automatic operation device of a vehicle which controls the vehicle equipped with an internal combustion engine as a drive source, Comprising: The driving state detection part which detects driving state of a vehicle, The operation-control part which sets the control parameter regarding the automatic driving|operation which brings a vehicle speed close to a target vehicle speed based on driving state of a said vehicle, The traffic congestion detection part which detects traffic congestion on the driving route of the own vehicle during driving|running|working by said automatic driving|operation, These are provided, The said operation-control part, The said control parameter is set by the said traffic congestion detection part in both the time of the traffic congestion detection of vehicle front which detected the said traffic congestion previously above predetermined distance, and a normal time other than that, A 1st control parameter is set in said normal time, At the time of the said traffic congestion detection The 2nd control parameter which makes the target vehicle speed of a said automatic driving|operation lower than said normal time reduce a vehicle speed is set, The vehicle speed of the said own vehicle is controled by a said 2nd control parameter to the said target vehicle speed, The said own vehicle is made to approach the said traffic congestion. When the said own vehicle approaches below a distance shorter than the said predetermined distance with respect to the said traffic congestion, supply of the fuel with respect to the said internal combustion engine is stopped, The automatic controller of a vehicle. | 12. It is determined [ of vehicle front ] on the driving route of the own vehicle whether traffic congestion was detected previously above predetermined distance during driving|running|working by the automatic driving|operation which brings a vehicle speed close to a target vehicle speed, At the time of the traffic congestion detection which detected the said traffic congestion, the target vehicle speed of a said automatic driving|operation always lower than the normal time excepting the time of the said traffic congestion detection is set, The vehicle speed of the said own vehicle is controled to the said target vehicle speed, The said own vehicle is made to approach the said traffic congestion. The automatic operating method of a vehicle. | 13. It is determined whether it exists on the driving route of the own vehicle at the time of the traffic congestion detection of vehicle front which detected traffic congestion previously above predetermined distance during driving|running|working by the automatic driving|operation which brings a vehicle speed close to a target vehicle speed, At the time of the said traffic congestion detection that detected the said traffic congestion during driving|running|working with a vehicle speed higher than the optimal fuel-consumption vehicle speed of the own vehicle, the vehicle speed of the said own vehicle is always reduced towards a said optimal fuel-consumption vehicle speed with respect to determination that the said traffic congestion was detected, The automatic operating method of a vehicle.

The method involves determining whether or not a traffic jam has been detected ahead of the predetermined distance on the traveling route of the own vehicle during traveling by automatic driving that brings the vehicle speed close to the target vehicle speed. The vehicle speed is reduced below the target vehicle speed of the automatic driving at the normal time other than the time when the traffic is detected. An INDEPENDENT CLAIM is included for a automatic controller of a vehicle. Automatic operating method of vehicle. The tail end of the traffic jam is reduced, and the fuel consumption through the entire automatic driving is improved. The drawing shows a graphical view of the change of the vehicle speed. (Drawing includes non-English language text)

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VEHICLE CONTROL METHOD AND CONTROL DEVICEA method for controlling a vehicle in which, when a drive source stop condition is established while a vehicle is traveling, a sailing stop control is executed in which a drive source of the vehicle is stopped, an engaging element provided between the drive source and drive wheels is released, and the vehicle travels under inertia, wherein information on a status of a road on which a host vehicle is to travel is acquired; a determination is made based on the information as to whether there is a section on a route where the sailing stop control can be executed; when a section where the sailing stop control can be executed is present, a power shortage amount, which is a shortage in an amount of power during the sailing stop control, is estimated based on the information; and a battery is charged with power equivalent to the power shortage prior to starting the sailing stop control.|1. A vehicle control method in which, when a drive source stop condition is established while a vehicle is traveling, a sailing stop control is executed in which a drive source of the vehicle is stopped, an engaging element provided between the drive source and a drive wheel is released, and the vehicle travels under inertia, the vehicle control method comprising: * acquiring (S10) information on a status of a road on which the host vehicle will travel; * predicting (S20) whether there is a section on a route where the sailing stop control can be executed based on the information; * upon predicting that the section is present where the sailing stop control can be executed, estimating (S30) a power shortage amount, which is a shortage in an amount of power during the sailing stop control, based on the information; and * charging a battery with power required to cover the power shortage amount prior to starting the sailing stop control, * wherein * the power shortage amount is estimated as being larger when autonomous driving is performed in the section where the sailing stop control is executed as compared to when driver-enabled driving is performed in the section and * the information includes route information, map information acquired by a navigation system, a travel history of the vehicle, and other information acquired through road-to-vehicle communication and/or vehicle-to-vehicle communication. | 2. The vehicle control method according to claim 1, further comprising * estimating a frequency and an amount of operation of an operation system that includes steering or braking while in the section where the sailing stop control is executed based on the information; and * the power shortage amount is estimated to be larger correspondingly with respect to an increase in the frequency and the amount of the operation. | 3. The vehicle control method according to any claims 1 through 2, wherein * when the sailing stop control is terminated due to a power deficiency in the section in which the sailing stop control can be executed, * learning (S110) an actual electrical power consumption and an actual amount of decrease in a battery SOC for the section within which the sailing stop control can be executed is learned in association with the status of the road and travel history; and * increasing a subsequent charge amount in the battery prior to starting the sailing stop control as compared to a present based on results of the learning. | 4. The method for controlling a vehicle according to any claims 1 through 3, wherein when the section in which the sailing stop control can be executed is a downwardly sloping road that has a gradient equal to or greater than a prescribed gradient and is of a distance equal to or greater than a prescribed distance, the battery is charged via regeneration with electrical power necessary to cover the power shortage amount after the downwardly sloping road has been entered, and the sailing stop control is started thereafter. | 5. The vehicle control method according to any claims 1 through 4, wherein when a generator is used to generate power in order to cover the power shortage amount prior to entering the section in which the sailing stop control can be executed, and a fuel economy performance has declined by at least a prescribed amount, generation of power for charging the battery with electrical power necessary to cover the power shortage amount is disallowed, and the sailing stop control in the section in which the sailing stop control can be executed is disallowed. | 6. The vehicle control method according to any claims 1 through 4, wherein when a generator is used to generate power in order to cover the power shortage amount prior to entering a section within which the sailing stop control can be executed, and a fuel economy performance has declined by at least a prescribed amount, generation of power for charging the battery with electrical power necessary to cover the power shortage amount is disallowed, and, in the section within which the sailing stop control can be executed, sailing idle control in which the engaging element is released without stopping the drive source and the vehicle travels under inertia is executed. | 7. A control device for controlling a vehicle, the control device comprising: * a drive source (1) for use in travel; * an automatic transmission (2) connected to the drive source (1) and having a forward engaging element (3); * a control unit (9) that performs a sailing stop control in which the drive source (1) of the vehicle is stopped, the forward engaging element (3) is released, and the vehicle travels under inertia upon a drive source stop condition being established while the vehicle is traveling; and * an information-acquiring unit that acquires information on a status of a road on which the host vehicle will travel, wherein * the control unit (9) * predicts whether there is a section on a route where the sailing stop control can be executed based on the information; * upon determining the section is present where the sailing stop control can be executed, estimates a power shortage amount, which is a shortage in an amount of power during the sailing stop control, based on the information; and * charges a battery (5) with power required to cover the power shortage amount prior to starting the sailing stop control, * wherein * the power shortage amount is estimated as being larger when autonomous driving is performed in the section where the sailing stop control is executed as compared to when driver-enabled driving is performed in the section and * the information includes route information, map information acquired by a navigation system, a travel history of the vehicle, and other information acquired through road-to-vehicle communication and/or vehicle-to-vehicle communication.

The method involves performing sailing stop control by stopping drive source of vehicle and releasing fastening element between drive source and drive wheel to travel by inertia when drive source stop condition is satisfied while vehicle is traveling. An insufficient power amount, which is amount of power lacking during execution of sailing stop control, is estimated based on acquired information on road condition when stop control is performed. A battery is charged with power necessary to cover the power amount before start of sailing stop control. An INDEPENDENT CLAIM is included for a vehicle control apparatus. Vehicle control method. The fuel-consumption improvement effect is enlarged by sailing stop control. The drawing shows a graphical view showing the vehicle control process. (Drawing includes non-English language text)

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Vehicle-to-pedestrian communication systemsVehicle-to-pedestrian information systems that use directional sound transmission on autonomous vehicles are disclosed. A cloud computing system manages messages for transmission to pedestrians via autonomous vehicles having directional speakers. The cloud computing system identifies pedestrians and identifies messages for the pedestrians. Pedestrians may be known and authenticated to the cloud computing system or may be unknown. The cloud computing system maintains profiles for known pedestrians and transmits messages to vehicles based on the profiles. The cloud computing system keeps track of the location of vehicles and causes the vehicles to use directional speakers to transmit messages to the pedestrians based on the relative positions of the vehicles and the pedestrians.What is claimed is: | 1. A vehicle-to-pedestrian information system comprising: a cloud computing system configured to communicate with a vehicle configured for autonomous piloting, the vehicle including a directional speaker, wherein the cloud computing system is configured to: identify a message for a pedestrian based on a location of the pedestrian; transmit the message to the vehicle; and cause the vehicle to play the message for the pedestrian via the directional speaker. | 2. The vehicle-to-pedestrian information system of claim 1, wherein the cloud computing system selects the vehicle to transmit the message to the pedestrian based on relative locations of the pedestrian and vehicle, wherein the vehicle, during play of the message, performs at least some driving functions autonomously, the at least some functions comprising steering and braking, wherein the directional speaker comprises an array of a plurality of ultrasonic transducers that generate first and second modulated ultrasonic waves, the first and second modulated waves being inaudible to the pedestrian, wherein the first and second ultrasonic waves are directed towards the pedestrian but not towards a second pedestrian, and wherein, when the first and second ultrasonic waves contact the pedestrian, the first and second ultrasonic waves mix together, via a parametric interaction, to produce a sound wave for the message that is audible to the pedestrian, wherein the second pedestrian is located outside the paths of travel of the first and second ultrasonic waves and is unable to hear the message, and wherein the cloud computing system is further configured to: authenticate the pedestrian by communicating with a personal device associated with the pedestrian. | 3. The vehicle-to-pedestrian information system of claim 2, wherein the cloud computing system is further configured to: identify a user profile based on the authentication with the pedestrian, wherein the message is identified based on the user profile, the profile storing data comprising user preferences for the pedestrian indicating message types and/or contents to be provided to the pedestrian. | 4. The vehicle-to-pedestrian information system of claim 2, wherein the cloud computing system selects the vehicle to transmit the message to the pedestrian based on relative locations of the pedestrian and vehicle, wherein the vehicle, during play of the message, performs at least some driving functions autonomously, the at least some functions comprising steering and braking, wherein the directional speaker comprises an array of a plurality of ultrasonic transducers that generate first and second modulated ultrasonic waves, the first and second modulated waves being inaudible to the pedestrian, wherein the first and second ultrasonic waves are directed towards the pedestrian but not towards a second pedestrian, and wherein, when the first and second ultrasonic waves contact the pedestrian, the first and second ultrasonic waves mix together, via a parametric interaction, to produce a sound wave for the message that is audible to the pedestrian, wherein the second pedestrian is located outside the paths of travel of the first and second ultrasonic waves and is unable to hear the message, and wherein the cloud computing system is further configured to: identify the location of the pedestrian based on location data reported by the personal device associated with the pedestrian. | 5. The vehicle-to-pedestrian information system of claim 1, wherein: the message comprises a first portion of a composite message, and the cloud computing system is further configured to: transmit a second portion of the composite message to a different second vehicle for playback to the pedestrian, wherein the cloud computing system selects the vehicle and the second vehicle from among multiple vehicles proximate to the pedestrian based on the different driving paths of the multiple vehicles. | 6. The vehicle-to-pedestrian information system of claim 5, wherein: the cloud computing system is configured to instruct the first vehicle to play the first portion of the composite message and the second vehicle to play the second portion of the composite message in a manner that minimizes Doppler shift observed by the pedestrian. | 7. The vehicle-to-pedestrian information system of claim 1, wherein the cloud computing system selects the vehicle to transmit the message to the pedestrian based on relative locations of the pedestrian and vehicle, wherein the vehicle, during play of the message, performs at least some driving functions autonomously, the at least some functions comprising steering and braking, wherein the directional speaker comprises an array of a plurality of ultrasonic transducers that generate first and second modulated ultrasonic waves, the first and second modulated waves being inaudible to the pedestrian, wherein the first and second ultrasonic waves are directed towards the pedestrian but not towards a second pedestrian, and wherein, when the first and second ultrasonic waves contact the pedestrian, the first and second ultrasonic waves mix together, via a parametric interaction, to produce a sound wave for the message that is audible to the pedestrian, wherein the second pedestrian is located outside the paths of travel of the first and second ultrasonic waves and is unable to hear the message, and wherein: the message comprises a safety message. | 8. The vehicle-to-pedestrian information system of claim 1, wherein the vehicle is configured to: display a first visual indicator communicating that the vehicle is operating autonomously when the vehicle is operating autonomously, the vehicle operating autonomously when the driver does not have control of steering of the vehicle; and display a different second visual indicator communicating that the vehicle is operating non-autonomously when the vehicle is operating non-autonomously, the vehicle operating non-autonomously when the driver has control of steering of the vehicle, wherein the first and second visual indicators are positioned on the vehicle to be visible to the pedestrian. | 9. An autonomous vehicle capable of communicating information to a pedestrian, the autonomous vehicle comprising: a steering system and a speed control system; a directional speaker; and an on-board computer configured to: autonomously control the steering system and the speed control system based on environmental conditions and navigation conditions; receive a message for a pedestrian from a cloud computing system; determine a location of the pedestrian; and cause the directional speaker to play the message for the pedestrian based on the location of the pedestrian. | 10. The autonomous vehicle of claim 9, wherein the cloud computing system selects the vehicle to transmit the message to the pedestrian based on relative locations of the pedestrian and vehicle, wherein the vehicle, during play of the message, performs at least some driving functions autonomously, the at least some functions comprising steering and braking, wherein the directional speaker comprises an array of a plurality of ultrasonic transducers that generate first and second modulated ultrasonic waves, the first and second modulated waves being inaudible to the pedestrian, wherein the first and second ultrasonic waves are directed towards the pedestrian but not towards a second pedestrian, and wherein, when the first and second ultrasonic waves contact the pedestrian, the first and second ultrasonic waves mix together, via a parametric interaction, to produce a sound wave for the message that is audible to the pedestrian, wherein the second pedestrian is located outside the paths of travel of the first and second ultrasonic waves and is unable to hear the message, and wherein: the pedestrian is authenticated to the cloud computing system via a personal device associated with the pedestrian. | 11. The autonomous vehicle of claim 10, wherein: the message is based on a user profile that is associated with the authenticated pedestrian, the profile storing data comprising user preferences for the pedestrian indicating message types and/or contents to be provided to the pedestrian. | 12. The autonomous vehicle of claim 10, wherein the cloud computing system selects the vehicle to transmit the message to the pedestrian based on relative locations of the pedestrian and vehicle, wherein the vehicle, during play of the message, performs at least some driving functions autonomously, the at least some functions comprising steering and braking, wherein the directional speaker comprises an array of a plurality of ultrasonic transducers that generate first and second modulated ultrasonic waves, the first and second modulated waves being inaudible to the pedestrian, wherein the first and second ultrasonic waves are directed towards the pedestrian but not towards a second pedestrian, and wherein, when the first and second ultrasonic waves contact the pedestrian, the first and second ultrasonic waves mix together, via a parametric interaction, to produce a sound wave for the message that is audible to the pedestrian, wherein the second pedestrian is located outside the paths of travel of the first and second ultrasonic waves and is unable to hear the message, and wherein determining the location comprises: receiving the location from the cloud computing system, which previously received the location from the personal device associated with the pedestrian. | 13. The autonomous vehicle of claim 9, wherein: the message comprises a first portion of a composite message; and the composite message also includes a second portion that is sent to a different autonomous vehicle for playback to the pedestrian, wherein the cloud computing system selects the vehicle and the second vehicle from among multiple vehicles proximate to the pedestrian based on the different driving paths of the multiple vehicles. | 14. The autonomous vehicle of claim 9, wherein the cloud computing system selects the vehicle to transmit the message to the pedestrian based on relative locations of the pedestrian and vehicle, wherein the vehicle, during play of the message, performs at least some driving functions autonomously, the at least some functions comprising steering and braking, wherein the directional speaker comprises an array of a plurality of ultrasonic transducers that generate first and second modulated ultrasonic waves, the first and second modulated waves being inaudible to the pedestrian, wherein the first and second ultrasonic waves are directed towards the pedestrian but not towards a second pedestrian, and wherein, when the first and second ultrasonic waves contact the pedestrian, the first and second ultrasonic waves mix together, via a parametric interaction, to produce a sound wave for the message that is audible to the pedestrian, wherein the second pedestrian is located outside the paths of travel of the first and second ultrasonic waves and is unable to hear the message, and wherein: the message comprises a safety message. | 15. The autonomous vehicle of claim 9, further comprising: a visual indicator display, wherein the on-board computer is configured to: display a first visual indicator on the visual indicator display communicating that the vehicle is operating autonomously when the vehicle is operating autonomously, the vehicle operating autonomously when the driver does not have control of steering of the vehicle; and display a different second visual indicator on the visual indicator display communicating that the vehicle is operating non-autonomously when the vehicle is operating non-autonomously, the vehicle operating non-autonomously when the driver has control of steering of the vehicle, wherein the first and second visual indicators are positioned on the vehicle to be visible to the pedestrian. | 16. A method for facilitating vehicle-to-pedestrian communication, the method comprising: identifying a message for a pedestrian based on a location of the pedestrian; transmitting the message to an autonomous vehicle that includes a directional speaker; and causing the vehicle to play the message for the pedestrian via the directional speaker. | 17. The method of claim 16, wherein the cloud computing system selects the vehicle to transmit the message to the pedestrian based on relative locations of the pedestrian and vehicle, wherein the vehicle, during play of the message, performs at least some driving functions autonomously, the at least some functions comprising steering and braking, wherein the directional speaker comprises an array of a plurality of ultrasonic transducers that generate first and second modulated ultrasonic waves, the first and second modulated waves being inaudible to the pedestrian, wherein the first and second ultrasonic waves are directed towards the pedestrian but not towards a second pedestrian, and wherein, when the first and second ultrasonic waves contact the pedestrian, the first and second ultrasonic waves mix together, via a parametric interaction, to produce a sound wave for the message that is audible to the pedestrian, wherein the second pedestrian is located outside the paths of travel of the first and second ultrasonic waves and is unable to hear the message, and further comprising: authenticating the pedestrian by communicating with a personal device associated with the pedestrian. | 18. The method of claim 17, further comprising: identifying a user profile based on the authentication with the pedestrian, wherein the message is identified based on the user profile, the profile storing data comprising user preferences for the pedestrian indicating message types and/or contents to be provided to the pedestrian. | 19. The method of claim 17, wherein the cloud computing system selects the vehicle to transmit the message to the pedestrian based on relative locations of the pedestrian and vehicle, wherein the vehicle, during play of the message, performs at least some driving functions autonomously, the at least some functions comprising steering and braking, wherein the directional speaker comprises an array of a plurality of ultrasonic transducers that generate first and second modulated ultrasonic waves, the first and second modulated waves being inaudible to the pedestrian, wherein the first and second ultrasonic waves are directed towards the pedestrian but not towards a second pedestrian, and wherein, when the first and second ultrasonic waves contact the pedestrian, the first and second ultrasonic waves mix together, via a parametric interaction, to produce a sound wave for the message that is audible to the pedestrian, wherein the second pedestrian is located outside the paths of travel of the first and second ultrasonic waves and is unable to hear the message, and further comprising: identifying the location of the pedestrian based on location data reported by the personal device associated with the pedestrian. | 20. The method of claim 16, wherein: the message comprises a first portion of a composite message, and the method further comprises: transmitting a second portion of the composite message to a different second vehicle for playback to the pedestrian, wherein the cloud computing system selects the vehicle and the second vehicle from among multiple vehicles proximate to the pedestrian based on the different driving paths of the multiple vehicles.

The system (100) has a cloud computing system (106) which is configured to communicate with a vehicle (102) including a directional speaker, and for autonomous piloting. The cloud computing system is configured to identify a message for a pedestrian (204) based on a location of the pedestrian. The message is transmitted to the vehicle. The vehicle is caused to play the message for the pedestrian through the directional speaker. The user profile is identified based on the authentication with the pedestrian. An INDEPENDENT CLAIM is included for a method for facilitating vehicle-to-pedestrian communication. Vehicle-to-pedestrian information system used in autonomous vehicle (claimed) e.g. car. The car can make decisions regarding which messages to play through the directional speakers without control of the cloud based system. The directional speakers allow the vehicles to deliver sound messages to specific pedestrians and to avoid delivering the messages to other pedestrians in different locations. The cloud computing system can select different vehicles based on the proximity to the pedestrian, based on a desire to avoid a Doppler shift based on other sound quality considerations. The drawing shows a schematic view illustrating the interactions between the vehicles of the car-to-pedestrian system and pedestrians. 100Vehicle-to-pedestrian information system102Vehicle106Cloud computing system112Communication link204Pedestrian

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FUSION AND CALIBRATION OF SENSOR SIGNALS IN A MOVING VEHICLEA sensor processing device located within a vehicle that is being driven, the processing device communicating with plural sensors, each sensor generating signal data, the processing device including a transceiver transmitting data derived by the processing device from the sensor signal data, to one or more remote servers, and receiving sensor-related information from the one or more remote servers, a synchronizer evaluating latencies of the sensors, an error estimator estimating accuracies of the sensor signal data, a sensor validator determining if one or more of the sensors are failed, and a calibrator transforming the sensor signal data to a common vehicle reference system.CLAIMS | 1. A sensor processing device located within a vehicle that is being driven, the processing device communicating with plural sensors, each sensor generating signal data, the processing device comprising: a transceiver transmitting data derived by the processing device from the sensor signal data, to one or more servers, and receiving sensor-related information from the one or more servers; a synchronizer evaluating latencies of the sensors; an error estimator estimating accuracies of the sensor signal data; a sensor validator determining if one or more of the sensors are failed; and a calibrator transforming the sensor signal data to a common vehicle reference system. | 2. The sensor processing device of claim 1 wherein the one or more servers comprise one or more devices within the vehicle or within the processing device. | 3. The sensor processing device of claim 1 wherein the sensors are members of the group consisting of an accelerometer, a barometer, a beacon, a gyroscope, a magnetometer, a camera, Lidar, radar, ultrasonic radar, a microphone, a global positioning system, and on-board diagnostic sensors. | 4. The sensor processing device of claim 1 wherein the processing device derives driver-related information from the transformed signal data, the driving-related information comprising vehicle position and orientation, autonomous vehicle feedback, driver feedback, or driver scores, and exposes the driving-related information to other devices. | 5. The sensor processing device of claim 1 wherein the processing device exposes the synchronized and calibrated signal data through an application programming interface (API) or through a software development kit (SDK). | 6. The sensor processing device of claim 1 wherein the processing device responds to a trigger event by logging sensor data on the one or more servers for analysis, wherein rules for trigger events are provided by the processing device or by the one or more servers. | 7. The sensor processing device of claim 6 wherein the one or more servers conducts collision analysis or system failure analysis based on the logged sensor data. | 8. A vehicle network data processor that receives times series data from transmitters in one or more vehicles that are being driven, the time series data based on plural sensors located in the one or more vehicles, the vehicle data processor deriving, from the received time series data, sensor- related information and driver-related information, the vehicle data processor comprising: one or more cellular or Wi-Fi transceivers receiving time series data from the vehicles; a synchronizer evaluating latencies of the time series data; an error estimator for estimating accuracies of the time series data; and one or more database managers storing the sensor -related information and the driver- related information derived by the processor in one or more databases, wherein said one or more cellular or Wi-Fi transceivers transmit the sensor-related information in the databases to the vehicles. | 9. The vehicle network data processor of claim 8 wherein the sensors are members of the group consisting of an accelerometer, a barometer, a gyroscope, a magnetometer, a camera, a microphone, a global positioning system, on-board diagnostic sensors, and a temperature sensor. | 10. The vehicle network data processor of claim 8 wherein the driving-related information derived by said processor comprises vehicle-to-vehicle network information, advanced driver assistance system information, autonomous driving training information, map information and fleet driver scores. | 11. The vehicle network data processor of claim 8 wherein the sensor-related information stored by said one or more database managers includes initial sensor calibration models obtained from at least some of the plural sensors, and wherein other sensors access the initial sensor calibration models from said one or more database managers for use as their calibration models. | 12. The vehicle network data processor of claim 11 wherein the initial calibration models are obtained from local calibrations performed by the individual sensors and uploaded to said one or more database managers. | 13. A non-transitory computer readable medium storing instructions, which, when executed by a processing device located in a vehicle that is being driven, cause the processing device to process signal data from sensors in the vehicle, comprising causing the processing device to: receive signal data from the sensors; receive sensor-related information from one or more remote servers; evaluate latencies of the sensors so as to synchronize the sensor signal data; estimate accuracies of the sensor signal data; determine if one or more of the sensors are failed; and transform the sensor signal data to a common vehicle reference system. | 14. The computer readable medium of claim 13 wherein the processor evaluates latencies of the sensor signal data based on domain matching whereby the same physical quantity is derived from the sensor signal data in more than one way. | 15. The computer readable medium of claim 13 wherein the processing device transforms the sensor signal data to the vehicle reference system by use of a rotation matrix that transforms an orthogonal set of device axes to an orthogonal set of vehicle axes, the device axes comprising two perpendicular axes in a plane of the device and a third axis normal to the plane, and the vehicle axes comprising a roof axis, a forward axis and a side axis. | 16. The computer readable medium of claim 13 wherein the sensor-related information comprises calibration data for the sensors in the vehicle. | 17. A non-transitory computer readable medium storing instructions, which, when executed by a vehicle network data processor, cause the data processor to receive time series data from transmitters in one or more vehicles that are being driven, the time series data being based on plural sensors located in the one or more vehicles, and to derive sensor-related information and driver- related information from the received time series data, comprising causing the data processor to: receive time series data from the vehicles; evaluate latencies of the sensors; estimate accuracies of the time series data; store the sensor-related information and the driver-related information derived by the processor in one or more databases; and transmit the sensor-related information in the databases to the vehicles. | 18. A vehicle sensor system, comprising a plurality of computer processing units within a vehicle that is being driven, the vehicle including plural sensors that generate signal data, the plurality of computer processing units jointly comprising circuitry for sensor calibration and fusion, the circuitry comprising: one or more local area data connections receiving signal data from the sensors; one or more transceivers transmitting data derived from the sensor signal data to one or more remote servers, and receiving sensor-related information from the one or more remote servers; a synchronizer evaluating latencies of the sensors; an error estimator for estimating accuracies of the received sensor signal data; a sensor validator for determining if one or more of the sensors are failed; and a calibrator for transforming the received sensor signal data to a common vehicle reference system. | 19. The vehicle sensor system of claim 18 wherein said computer processing units are members of the group consisting of smartphones, Internet of things (IoT) devices, wearable devices, and a vehicle system. | 20. The vehicle sensor system of claim 18 wherein the sensors are members of the group consisting of an accelerometer, a barometer, a gyroscope, a magnetometer, a camera, a microphone, a global positioning system, on-board diagnostic sensors and temperature sensors. | 21. The vehicle sensor system of claim 18 wherein the plurality of computer processing units jointly derive driving-related information, the driver-related information comprising autonomous vehicle feedback, driver feedback, one or more driver scores, or vehicle orientation and positioning information. | 22. A method for a plurality of computer processing units within a vehicle that is being driven, the vehicle comprising plural sensors that generate signal data, to jointly perform sensor data processing, the method comprising dynamically allocating among the computer processing units the following real-time tasks, the allocation being based on currently available bandwidth and computing power of each computer processing unit: evaluate latencies of the sensors so as to synchronize the sensor signal data; estimate accuracies of the sensor signal data; determine if one or more of the sensors are failed; and transform the sensor signal data to a common vehicle reference system. | 23. The method of claim 22 wherein said dynamically allocating comprises dynamically selecting one of the computer processing units to be a master over the other computer processing units. | 24. The method of claim 22 wherein system data is shared among the processing units, and when one of the processing units is removed one or more others of the processing units perform the removed processing unit's allocated tasks. | 25. The method of claim 22 wherein the task to evaluate latencies is performed by domain matching whereby the same physical quantity is derived from the sensor signal data in more than one way. | 26. The method of claim 22 wherein the task to transform the sensor signal data to the vehicle reference system is performed using a rotation matrix that transforms an orthogonal set of sensor axes to an orthogonal set of vehicle axes, the sensor axes comprising two perpendicular axes in a plane of the sensor and a third axis normal to the plane, and the vehicle axes comprising a roof axis, a forward axis and a side axis.

The sensor processing device has a transceiver which transmits data derived by the processing device from the sensor signal data to one or more servers and receives sensor-related information from one or more servers. A synchronizer (152) evaluates latencies of the sensors. An error estimator (154) estimates accuracies of the sensor signal data. A sensor validator (156) determines if one or more of the sensors are failed. A calibrator (158) transforms the sensor signal data to a common vehicle reference system. The processing device derives driver-related information from the transformed signal data and exposes the driving-related information to other devices. The driving-related information comprises vehicle position and orientation, autonomous vehicle feedback, driver feedback, or driver scores. INDEPENDENT CLAIMS are included for the following:a vehicle network data processor;a non-transitory computer readable medium storing program for processing signal data from sensors in the vehicle;a vehicle sensor system; anda method for processing sensor data using several computer processing units within a vehicle. Sensor processing device used for processing data of sensor e.g. accelerometer, a barometer, a gyroscope, a magnetometer, a camera, a microphone, a global positioning system, on-board diagnostic sensors and temperature sensors of vehicle sensor system (all claimed) used in moving vehicle e.g. land vehicle such as a car or a motorcycle, a water vehicle such as a boat or a ship, or an air vehicle such as an airplane or a drone. Can also be used in time series of system measurements of inter alia fuel systems, emission systems, transmission systems, speed control systems and idle control systems of vehicle. The device provides proper unified gateway for data collection, and system to obtain, align, synchronize and calibrate data sources, and assess data validity and analyze it for an Artificial Intelligence-aware driving experience. The error, the timestamp error and the timestamp latency in the data are analyzed accurately. The new sensor immediately provides accurate calibrated results, avoiding the need to wait for the online calibration process to converge. The speed updates are propagated back to correct the gravity vector which improves accuracy and reduces error estimation. The vehicle data processor includes one or more cellular or wireless-fidelity (WiFi) transceivers which receive time series data from the vehicles. The drawing shows a simplified block diagram of a sensor processor for fusing and calibrating data received from a moving vehicle. 150Sensor processor152Synchronizer154Error estimator156Sensor validator158Calibrator

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Vehicle Localization and Identification by Map Merging in 5G and 6GAutonomous vehicles, and user-driven vehicles with an emergency intervention capability, can communicate to avoid collisions using 5G/6G technology, but this level of cooperation is possible only if the threatened vehicles have already determined the relative location and wireless address of the other vehicle. Disclosed is a method for wireless vehicles in traffic to exchange distance and angular information of the other vehicles in view, from which a position map can be prepared indicating the relative locations of each participating and non-participating vehicle. In addition, the traffic map can be annotated with the wireless addresses of the participating vehicles, thereby enabling them to communicate instantly in an emergency. The traffic map may be prepared or updated by one of the vehicles in traffic, or by a roadside access point. Satellite data is not necessary for the relative localization, but may be included if available.|1. A method for a first wireless device to determine locations of vehicles in traffic, the method comprising: a) attempting and failing to determine a location of the first wireless device using a global navigation satellite system (GNSS); b) then broadcasting a request message comprising a wireless address of the first wireless device, a time delay, and a request for each wireless entity within radio range to: i) wait the time delay; ii) then measure an angle and a distance of each vehicle in view of the wireless entity; and then iii) transmit a reply message to the first wireless device, the reply message listing the angles and the distances, and further including a wireless address of the wireless entity; and c) determining, according to the angles and distances, a location of at least one vehicle relative to the first wireless device. | 2. The method of claim 1, wherein each request message is configured according to 5G or 6G technology. | 3. The method of claim 1, wherein: a) the first wireless entity is a vehicle or a roadside access point; and b) each wireless entity is a vehicle or a wireless camera or a roadside access point. | 4. The method of claim 1, further comprising: a) after transmitting the request message, waiting the time delay; and b) then measuring an angle and a distance of each vehicle in view of the first wireless device. | 5. The method of claim 4, further comprising: a) receiving, from one or more of the wireless entities, one or more reply messages, wherein each reply message indicates: i) one or more angles and one or more distances of one or more vehicles in view of the wireless entity; and ii) a wireless address of the wireless entity. | 6. The method of claim 5, further comprising: a) combining the angles and distances from the reply messages, with the angles and distances measured by the first wireless device; and b) determining, according to the combining, a two-dimensional position of each vehicle that is viewed by at least one of the wireless entities or by the first wireless device. | 7. The method of claim 5, further comprising: a) determining, according to the angle and distance measurements, a two-dimensional position of each vehicle in traffic. | 8. The method of claim 5, further comprising determining: a) which angle and distance measurements correspond to a vehicle that is viewed by exactly one viewer; and b) which angle and distance measurements correspond to a vehicle that is viewed by more than one viewer; c) wherein a viewer comprises the first wireless device or one of the wireless entities. | 9. The method of claim 8, further comprising: a) performing a fitting analysis according to the angle and distance measurements, wherein the fitting analysis comprises determining a calculated position of each vehicle that is viewed by more than one viewer. | 10. The method of claim 5, further comprising: a) broadcasting a mapping message indicating two-dimensional position coordinates of each vehicle in traffic relative to the first wireless device; and b) wherein the mapping message further indicates, for each wireless entity, which coordinates are associated with the wireless entity, and which wireless address is associated with the wireless entity. | 11. Non-transitory computer-readable media in a wireless entity, the media containing instructions that when implemented in a computing environment cause a method to be performed, the method comprising: a) receiving a request message from a first vehicle, the request message requesting the wireless entity to: i) determine, at a particular time, an angle measurement and a distance measurement of each vehicle in view of the wireless entity; and ii) transmit, to a particular wireless address of the first vehicle, a reply message comprising the angle and distance measurements; b) at the particular time, measuring an angle and a distance of each vehicle in view of the wireless entity: c) transmitting a reply message to the first vehicle, the reply message comprising the angles and distances measured by the wireless entity; and d) receiving, from the first vehicle, a traffic map message comprising two-dimensional coordinates of vehicles in traffic. | 12. The non-transitory computer-readable media of claim 11, wherein the traffic map message further comprises a wireless address of each vehicle that transmitted a reply message. | 13. The non-transitory computer-readable media of claim 11, wherein the traffic map message further comprises one or more visible characteristics of each vehicle in traffic. | 14. The non-transitory computer-readable media of claim 13, wherein the visible characteristics comprises a vehicle type encoded in a predetermined code comprising at most six bits. | 15. The non-transitory computer-readable media of claim 11, wherein the request message, the reply messages, and the traffic map message are transmitted on a sidelink channel allocated for vehicle-to-vehicle or vehicle-to-anything communications. | 16. The non-transitory computer-readable media of claim 11, the method further comprising: a) determining, according to an electronic compass, a direction of geographical north; and b) for each vehicle in view of the wireless entity, measuring an angle of a centroid of the vehicle in view, relative to geographical north. | 17. The non-transitory computer-readable media of claim 11, the method further comprising: a) using a radar or lidar or sonar distance-measuring sensor, measuring a distance between the wireless entity and a closest part of each vehicle in view of the wireless entity; b) for each vehicle in view, calculating a centroid correction distance comprising, wherein the centroid correction distance comprises an angle subtended by the vehicle in view times the distance to the closest part of the vehicle in view; and c) adding the centroid correction distance to the measured distance between the first vehicle and the closest part of the particular vehicle. | 18. A processor comprising an AI (artificial intelligence) model, the processor configured to: a) take, as input, a plurality of sets of distances and angles; and b) provide, as output, a traffic map; c) wherein each set of distances and angles is measured by a participating vehicle, of a plurality of participating vehicles in traffic; d) wherein each distance and angle corresponds to a measured vehicle viewed by one of the participating vehicles; and e) wherein the traffic map comprises a list of current position coordinates of the measured vehicles in traffic. | 19. The processor of claim 18, wherein the AI model is further configured to be implemented in a processor of one of the participating vehicles. | 20. The processor of claim 18, wherein the AI model is further configured to: a) for each measured vehicle, determine a difference between the current position coordinates and previously determined position coordinates; b) for each measured vehicle, calculate a velocity according to the difference and a time difference between the current position coordinates and the previously determined position coordinates; c) for each pair of measured vehicles, calculate a distance between the measured vehicles of the pair and a relative velocity between the measured vehicles of the pair; and d) predict, according to the distance and the relative velocity, when an imminent collision is expected to occur.

The method involves attempting and failing to determine a location of a wireless device using a global navigation satellite system (GNSS ). The request message comprising a wireless address of the wireless device, a time delay, and a request for each wireless entity is broadcasted within radio range to measure an angle and a distance of each vehicle (201) in view of the entity and transmit a reply message to the wireless device, where the reply message includes the angles, the distances, and a wireless address of the wireless entity. The location of the vehicle is determined relative to the wireless device is determined according to the angles and distances. The request message is configured according to 5G or 6G technology. The first wireless entity is a vehicle, a wireless camera or a roadside access point. INDEPENDENT CLAIMS are included for: (1) non-transitory computer-readable media containing instructions for short-range locating and identification of vehicles; (2) a processor comprising an artificial intelligence model for short-range locating and identification of vehicles. Method for short-range locating and identification of vehicles such as autonomous and semi-autonomous vehicles relative to a first wireless device in traffic by map merging based on fifth-generation (5G ) or sixth-generation (6G ) technology to avoid collisions and facilitate flow of traffic. Uses include but are not limited to sedan, delivery van, pickup truck, sports car, motor cycle, semi-trailer, etc. The method enables determining the wireless address of each proximate vehicle in traffic, so that the vehicles can communicate for traffic management and collision avoidance. The vehicles may cooperate to manage the flow of traffic, avoid hazards, and minimize energy consumption. The drawing shows a top view of vehicles. 200Freeway 201, 202, 203Vehicles 204Truck

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V2V and V2X Communications in 5G and 6G Based on Displayed MatrixDisclosed is a “connectivity matrix” that wireless entities (vehicles, fixed assets, etc.) can display indicating the 5G/6G wireless address of the entity. Other wireless devices can then image the connectivity matrix, determine the wireless address, and then communicate in sidelink, on frequencies allocated for ad-hoc networking. Alternatively, the two entities can communicate through a local base station, on managed channels, using the displayed wireless address. The matrix can provide additional information, such as the frequency, bandwidth, and modulation scheme favored by the entity. Alternatively, the matrix can provide a key code maintained by a central authority, so that a second wireless entity can read the code and request the associated wireless address (and frequency, bandwidth, etc.) from the central authority. By either method, the two wireless entities can then communicate explicitly thereafter.|1. Non-transitory computer-readable media containing instructions that, when executed by a computing environment, cause a method to be performed, the method comprising: a) maintaining, in further non-transitory computer-readable media, a tabulation of entries, each entry comprising an index value and a wireless address of a vehicle or a fixed asset; b) receiving a request message specifying a code, wherein the code is indicated by a matrix comprising black and white rectangular fields visibly displayed by a particular vehicle or fixed asset; c) determining a particular index value according to the code; d) selecting a particular entry of the tabulation according to the particular index value; e) determining a particular wireless address comprising the particular entry; and f) transmitting a reply message indicating the particular wireless address. | 2. The non-transitory computer-readable media of claim 1, wherein the reply message is transmitted according to 5G or 6G technologies. | 3. The non-transitory computer-readable media of claim 1, the method further comprising: a) determining that the request message indicates that the particular entry should be transmitted in entirety; and b) transmitting, in the reply message, the particular entry in entirety. | 4. The non-transitory computer-readable media of claim 1, the method further comprising: a) determining that the request message indicates that only the particular wireless address should be transmitted; and b) transmitting, in the reply message, the particular wireless address without transmitting other information, if any, comprising the particular entry. | 5. The non-transitory computer-readable media of claim 1, the method further comprising: a) receiving, from the particular vehicle or fixed asset, a change message, the change message specifying the code and providing additional or changed information; b) determining a particular index according to the code; c) determining a particular entry according to the particular index; and d) revising the particular entry according to the additional or changed information. | 6. The non-transitory computer-readable media of claim 1, the method further comprising: a) receiving a joining message from a new vehicle or fixed asset, wherein the new vehicle or fixed asset is not associated with any entry in the tabulation; b) determining that the joining message specifies a wireless address of the new vehicle or fixed asset, and requests that a new entry be added to the tabulation; c) generating the new entry in the tabulation, the new entry comprising the wireless address of the new vehicle or fixed asset; d) determining a new index value, and associating the new entry with the new index value; e) generating a new code according to the new index value; and f) transmitting a welcome message to the new vehicle or fixed asset, the welcome message indicating the new code. | 7. The non-transitory computer-readable media of claim 1, wherein: a) the joining message further indicates a frequency and a bandwidth; and b) the new entry further comprises the frequency and the bandwidth. | 8. The non-transitory computer-readable media of claim 1, wherein: a) the joining message further indicates an MCS (modulation and coding scheme); and b) the new entry further comprises the MCS. | 9. The non-transitory computer-readable media of claim 1, wherein: a) the joining message further indicates one or more capabilities or limitations of the new vehicle or fixed asset; and b) the new entry further comprises the one or more capabilities or limitations of the new vehicle or fixed asset. | 10. A method for a first vehicle, in traffic comprising a second vehicle, the method comprising: a) observing, using a camera or sensor in or on the first vehicle, a matrix displayed by the second vehicle, the matrix comprising a plurality of fields colored black or white according to a binary code; b) determining the binary code of the matrix; c) determining an entry in a tabulation, the entry associated with the code; d) determining, according to the entry, a wireless address of the second vehicle; and e) transmitting a wireless message, according to the wireless address, to the second vehicle. | 11. The method of claim 10, wherein: a) the code comprises a predetermined number of code bits; b) the matrix comprises a plurality of border fields surrounding a plurality of data fields; and c) the number of code bits equals a number of data fields. | 12. The method of claim 10, further comprising: a) determining, according to the entry, a frequency and a bandwidth; and b) transmitting the wireless message according to the frequency and the bandwidth. | 13. The method of claim 10, further comprising: a) determining, according to the entry, an MCS (modulation and coding scheme); and b) transmitting the wireless message according to the MCS. | 14. The method of claim 10, further comprising: a) determining, according to the matrix, whether the second vehicle is autonomously driven or human-driven. | 15. The method of claim 10, further comprising: a) displaying, on the first vehicle, a further matrix comprising a plurality of fields colored black or white according to a further binary code; b) wherein the further binary code is associated with a further entry in the tabulation, and the further entry comprises a further wireless address of the first vehicle. | 16. The method of claim 15, further comprising: a) turning off the further matrix, by depowering illuminators in the further matrix, while the first vehicle is human-operated; and b) turning on the further matrix, by repowering the illuminators in the further matrix, while the first vehicle is computer-operated. | 17. A system comprising a blockchain comprising information about wireless addresses, wherein: a) a first wireless entity comprises a camera, a processor, and a first matrix of black and white rectangular fields; b) the black and white rectangular fields are configured to display a first code associated with the first wireless entity; c) the camera is configured to image a second matrix displayed by a second wireless entity; d) the processor is configured to determine, according to the second matrix, a second code associated with the second wireless entity; and e) the processor is further configured to determine, according to the blockchain, a second wireless address associated with the second code. | 18. The system of claim 17, wherein: a) the first code comprises a first wireless address of the first wireless entity; and b) the second code comprises a second wireless address, a frequency, and a bandwidth. | 19. The system of claim 18, wherein the processor is further configured to determine, according to the blockchain, the second wireless address, the frequency, and the bandwidth associated with the second code. | 20. The system of claim 19, wherein the processor is further configured to transmit a message to the second wireless entity, the second message transmitted according to the second wireless address, the frequency, and the bandwidth.

The non-transitory computer-readable medium comprises a set of instructions for maintaining a tabulation of entries in a non-transitory computer-readable media, where each entry comprises an index value and a wireless address of a vehicle or a fixed asset. A request message specifying a code is received, where the code is indicated by a matrix comprising black and white rectangular fields visibly displayed by a particular vehicle or fixed asset, and a particular index value is determined according to the code. A reply message indicating the particular wireless address is transmitted according to fifth generation or sixth generation technologies. A determination is made that the request message indicates that the particular entry is transmitted in entirety. The step of determining that the request message indicates that the particular entry should be transmitted in entirety. It is determined that the request message indicates that only the particular wireless address should be transmitted. INDEPENDENT CLAIMS are included for: (1) a method for a first vehicle; (2) a system comprising a blockchain comprising information about wireless addresses. Non-transitory computer-readable media for localizing, identifying, and communicating with vehicles in traffic and fixed assets. The non-transitory computer-readable medium ensures that the collision avoidance and traffic efficiency are improved. The drawing shows a schematic sketch of a wireless address tabulation according to the non-transitory computer-readable media for localizing, identifying, and communicating with vehicles in traffic and fixed assets.600Variable connectivity matrix 601Illuminator 602Diffuser 603Opaque separator 610Connectivity matrix 611Variable-transmissive window 612Illuminators 613Optional diffuser

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V2X and vehicle localization by local map exchange in 5G or 6GAutonomous vehicles may communicate with each other in 5G or 6G to avoid hazards, mitigate collisions, and facilitate the flow of traffic. However, for cooperative action, each vehicle must determine the wireless address of other vehicles in proximity, so that they can communicate directly with each other. It is not sufficient to know the wireless address alone; the wireless address must be associated with an actual vehicle in view. Methods disclosed herein enable vehicles to exchange messages that specify the distances and angles of other vehicles in view. Then, each vehicle compares the other vehicle's measurements with its own, along with each vehicle's wireless address. Using an AI-based map-merging algorithm, one or more vehicles can produce a full traffic map from the fragmentary local maps of each vehicle's viewpoint.The invention claimed is: | 1. A method for a first vehicle to communicate with a second vehicle, the second vehicle proximate to a third vehicle, the method comprising: a. measuring a first plurality of angles, the first plurality of angles comprising an angle of the second vehicle and an angle of the third vehicle, as viewed by the first vehicle; b. transmitting a request message to the second vehicle, the request message requesting measurement data from the second vehicle; c. receiving, from the second vehicle, a reply message comprising a second plurality of angles, the second plurality of angles comprising an angle of the first vehicle and an angle of the third vehicle, as viewed by the second vehicle; and d. determining, according to the first plurality of angles and the second plurality of angles, a merged map, the merged map comprising a position of the first vehicle, a position of the second vehicle, and a position of the third vehicle. | 2. The method of claim 1, wherein the request message and the reply messages are transmitted according to 5G or 6G technology. | 3. The method of claim 1, wherein the angles are measured relative to a direction of a road occupied by the first and second vehicles. | 4. The method of claim 1, further comprising: a. measuring a third plurality of distances, the third plurality of distances comprising a distance from the first vehicle to the second vehicle and a distance from the first vehicle to the third vehicle; b. receiving, from the second vehicle, a fourth plurality of distances, the fourth plurality of distances comprising a distance from the second vehicle to the first vehicle and a distance from the second vehicle to the third vehicle; and c. determining the merged map according to the first plurality of angles, the second plurality of angles, the third plurality of distances, and the fourth plurality of distances. | 5. The method of claim 4, wherein the request message further indicates the first plurality of angles and the third plurality of distances, and the reply message further indicates the second plurality of angles and the fourth plurality of distances. | 6. The method of claim 1, further comprising: a. determining, according to the reply message, a color or a vehicle type, or both, of the second vehicle; b. comparing the color or vehicle type, or both, of the second vehicle to each of the vehicles visible to the first vehicle; and c. determining the merged map according to the color or vehicle type, or both, of the second vehicle. | 7. The method of claim 1, wherein: a. the request message further indicates a wireless address of the first vehicle and at least one of a GPS location, a vehicle type, a color, or a lane position of the first vehicle; and b. the reply message further indicates a wireless address of the second vehicle and at least one of a GPS location, a vehicle type, a color, or a lane position of the second vehicle. | 8. The method of claim 1, wherein the merged map further comprises a wireless address of the first vehicle and a wireless address of the second vehicle. | 9. The method of claim 1, further comprising transmitting the merged map to the second vehicle and the third vehicle. | 10. The method of claim 1, further comprising: a. determining that a traffic collision with the second vehicle is imminent; b. determining, according to the merged map, which wireless address corresponds to the second vehicle; and c. transmitting, to the second vehicle, an emergency message. | 11. The method of claim 1, wherein the merged map includes a fourth vehicle which is not visible to the first vehicle. | 12. The method of claim 1, further comprising: a. measuring data comprising angles and distances of vehicles in traffic, relative to the first vehicle, and angles and distances of further vehicles in the traffic, relative to the second vehicle; b. providing the data to a computer containing an artificial intelligence model; and c. determining, according to the artificial intelligence model, a merged map comprising predicted positions of the vehicles. | 13. The method of claim 11, further comprising: a. measuring further data comprising angles and distances of further vehicles in traffic; b. receiving at least one message from at least one proximate vehicle, the at least one message comprising additional data comprising angles and distances of vehicles visible to the proximate vehicle or vehicles; c. providing the further data and the additional data as input to the algorithm; and d. determining, as output from the algorithm, the merged map. | 14. Non-transitory computer-readable media in a second vehicle in traffic comprising a first vehicle and at least one other vehicle, the media containing instructions that when implemented by a computing environment cause a method to be performed, the method comprising: a. receiving, from the first vehicle, a request for geometric traffic data; b. determining one or more “visible” vehicles, the visible vehicles being visible to the second vehicle; c. measuring, for each of the visible vehicles, an angle of the visible vehicle and a distance of the visible vehicle from the second vehicle; d. transmitting, to the first vehicle, a message comprising the measured angles and the measured distances; and e. receiving, from the first vehicle, a merged map comprising positions of the first vehicle, the second vehicle, and the at least one other vehicle. | 15. The media of claim 14, the method further comprising: a. determining, for each of the visible vehicles, a vehicle type or a vehicle color; and b. transmitting, to the first vehicle, a message comprising the determined vehicle types or vehicle colors. | 16. The media of claim 14, the method further comprising transmitting, to the first vehicle, a wireless address of the second vehicle. | 17. The media of claim 16, wherein: a. the merged map further indicates, in association with the position of the second vehicle, the wireless address of the second vehicle; and b. the merged map further indicates, in association with the position of the first vehicle, a wireless address of the first vehicle.

The method involves measuring a first set of angles, where the first set of angles comprise an angle of a second vehicle (202) and an angle of a third vehicle (203) as viewed by a first vehicle (201). A request message is transmitted to the second vehicle, and the request message requests measurement data from the second vehicles. A reply message is received from the second vehicles, where the reply message comprises the second angles. A merged map is determined according to the first set of angles and a second set of angles, where the merged map comprises a position of the first vehicles, a position of the second vehicle, and a position of the third vehicle. The request message and the reply messages are transmitted according to fifth generation or sixth generation technology. The angles are measured relative to a direction of a road. The reply messages are transmitted according to fifth generation( 5G) or sixth generation (6G) technology. INDEPENDENT CLAIMS are included for:(1) a non-transitory computer-readable medium comprising a set of instructions for performing a method for short-range locating and identification of vehicles; and(2) a computer. Method for short-range locating and identification of vehicles i.e. autonomous and semi-autonomous vehicles, in traffic. Uses include but are not limited to a sedan, a delivery van, a pickup lorry, a sports car, a motorcycle and a semi-trailer. The method enables determining wireless address of each proximate vehicle in traffic such that the vehicles can be communicated for traffic management and collision avoidance. The drawing shows a schematic view of structure for vehicles to avoid collisions. 200Freeway 201,202,203Vehicles 204Truck

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Vehicle connectivity, V2X communication, and 5G/6G sidelink messagingCommunication between autonomous vehicles, in 5G or 6G, is necessary for cooperative hazard avoidance and to coordinate the flow of traffic. However, before cooperative action, each vehicle must determine the wireless address of other vehicles in proximity, so that they can communicate directly with each other. Methods and systems disclosed herein include a computer-readable wireless “connectivity matrix”, an array of black and white squares showing a connectivity code. The connectivity code may be the vehicle's wireless address, an index code, or other information about the vehicle. The connectivity code may be an index in a tabulation of information that provides the wireless address, among other data. Other vehicles, or their cameras, may read the connectivity matrix, determine the code therein, and find the vehicle's wireless address. After determining the wireless address of the other vehicles, the vehicles can then communicate and cooperate to avoid accidents and facilitate the flow of traffic.The invention claimed is: | 1. A wireless entity comprising: a) a matrix comprising a plurality of square or rectangular fields, the matrix displayed visually in or on the wireless entity, the fields arranged in a rectangular array, each field colored either black or white according to a binary code, the binary code comprising data related to a wireless address of the wireless entity; b) wherein the binary code indicates an index of a particular entry of a tabulation, the tabulation comprising a plurality of entries, each entry related to a wireless vehicle or a wireless fixed asset, respectively, and each entry indicating the wireless address of the related wireless vehicle or wireless fixed asset. | 2. The wireless entity of claim 1, wherein the wireless entity is configured to communicate according to 5G or 6G technology. | 3. The wireless entity of claim 1, the matrix further comprising a border comprising further fields arranged peripherally around the matrix and colored black or white according to a predetermined pattern. | 4. The wireless entity of claim 1, wherein the binary code further indicates the wireless address of the wireless entity. | 5. The wireless entity of claim 1, wherein the wireless entity comprises a first vehicle, and the matrix is further configured to indicate, to a second vehicle, the wireless address of the first vehicle. | 6. The wireless entity of claim 5, wherein the matrix is configured to be readable by a camera on the second vehicle from a predetermined distance, the predetermined distance in the range of 20 to 100 meters. | 7. The wireless entity of claim 1, wherein each field has a predetermined size in the range of 5 to 20 millimeters. | 8. The wireless entity of claim 1, wherein the wireless entity is a base station of a wireless network, and the code comprises a frequency of a broadcast channel of the base station. | 9. The wireless entity of claim 1, wherein the entity is a fixed asset comprising a traffic signal or a highway sign or a roadside building and the code further indicates a wireless address of a receiver associated with the wireless entity. | 10. The wireless entity of claim 1, wherein: a) each field comprises an illuminator, respectively; b) each illuminator is powered individually; and c) the code is determined by which of the illuminators are powered and which of the illuminators are unpowered. | 11. The wireless entity of claim 1, wherein: a) each field comprises a filter, respectively, each filter having an individually controllable opacity; and b) the code is determined by which of the filters are controlled to have a high opacity and which filters are controlled to have a low opacity. | 12. The wireless entity of claim 1, wherein the matrix further comprises 48 fields colored black or white according to a MAC (medium access code) address, surrounded by a border comprising 32 fields colored black or white according to a predetermined pattern. | 13. Non-transitory computer-readable media in a first vehicle, the media including instructions that when executed by a computing environment cause a method to be performed, the method comprising: a) detecting, in or on a second vehicle, a connectivity matrix comprising a plurality of fields colored black or white according to a code; and b) determining, from the code, a wireless address of the second vehicle; c) wherein the determining of the wireless address comprises: d) retrieving, from a tabulation of entries, a particular entry according to the code; and e) determining, from the particular entry, the wireless address of the second vehicle. | 14. The media of claim 13, the method further comprising transmitting, according to the wireless address, a message to the second vehicle. | 15. The media of claim 13, wherein the code is configured to indicate whether the second vehicle is autonomous or semi-autonomous or human-driven. | 16. A base station of a wireless network, the base station comprising: a) a visibly displayed connectivity matrix comprising a plurality of fields arranged in a rectangular array, each field colored black or white according to a code, the code configured to indicate a particular entry, in a tabulation of entries, according to the code, the particular entry comprising a particular frequency; and b) a transmitter configured to transmit system information messages on the particular frequency. | 17. The base station of claim 16, wherein the system information messages indicate how user devices can become registered with the base station. | 18. The base station of claim 16, further comprising a receiver configured to receive messages on a second frequency, different from the particular frequency, the second frequency indicated in the system information messages.

The wireless entity has a matrix including multiple square or rectangular fields, where the matrix is displayed visually in or on the wireless entity. The fields are arranged in a rectangular array, where each field is colored either black or white according to a binary code. The binary code comprises data related to a wireless address of the entity. The wireless entity is configured to communicate according to 5G or 6G technology. The matrix has a border having fields arranged peripherally around the matrix and colored black or white according to predetermined pattern, and indicates the wireless address. INDEPENDENT CLAIMS are included for: (1) non-transitory computer-readable media includes instructions for localizing, identifying, and communicating with vehicles in traffic and fixed assets; (2) a base station for a wireless network. Wireless entity for localizing, identifying, and communicating with autonomous or semi-autonomous or human-driven vehicles, in traffic and fixed assets for cooperative hazard avoidance and to coordinate the flow of traffic. The wireless entity enables the autonomous and semi-autonomous vehicles to communicate and cooperate to prevent or mitigate collisions, saving countless lives and manage the flow of traffic in an efficient manner, after determining the wireless address of the other vehicles. The drawing shows a schematic view of a computer-readable wireless identification matrix.100Connectivity matrix

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V2X with 5G/6G Image Exchange and AI-Based Viewpoint FusionAutonomous vehicles are required to communicate with each other in 5G or 6G, to avoid hazards, mitigate collisions, and facilitate the flow of traffic. However, for cooperative action, each vehicle must determine the wireless address and position of other vehicles in proximity, so that they can communicate directly with each other. It is not sufficient to know the wireless address alone; the wireless address must be associated with an actual vehicle in view. Methods disclosed herein enable vehicles to simultaneously acquire 360-degree images of other vehicles in traffic, and transmit those images wirelessly along with their wireless addresses. The various images are then “fused” by identifying objects that are viewed from at least two directions, and calculating their positions by triangulation. The resulting traffic map, or a listing of the vehicle positions, is then broadcast along with the wireless addresses of the vehicles The vehicles can then determine which wireless address belongs to which of the vehicles in proximity, and can thereby cooperate with each other to avoid accidents and facilitate the flow of traffic.|1. A method for a first vehicle to communicate with a second vehicle, the second vehicle proximate to a third vehicle, the method comprising: a. broadcasting a planning message specifying a particular time; b. at the particular time, acquiring a first image depicting the second vehicle and the third vehicle; c. receiving, from the second vehicle, an imaging message comprising a second image, the second image acquired by the second vehicle at the particular time, the second image depicting the first vehicle and the third vehicle; and d. determining, according to the first image and the second image, a coordinate listing comprising a position of the first vehicle, a position of the second vehicle, and a position of the third vehicle. | 2. The method of claim 1, wherein the planning message and the imaging message are transmitted according to 5G or 6G technology. | 3. The method of claim 1, wherein the second image further includes an indication of a direction of travel of the second vehicle. | 4. The method of claim 1, further comprising: a. determining, from the imaging message, a wireless address of the second vehicle; and b. adding, to the coordinate listing, the wireless address of the second vehicle and a wireless address of the first vehicle. | 5. The method of claim 1, further comprising: a. measuring a distance from the first vehicle to either the second vehicle or the third vehicle; and b. determining the coordinate listing according to the distance. | 6. The method of claim 1, further comprising: a. providing, according to the coordinate listing, a traffic map comprising a two-dimensional image indicating the position of the first vehicle, the position of the second vehicle, and the position of the third vehicle; and b. indicating, on the traffic map, a wireless address of the first vehicle. | 7. The method of claim 1, wherein the imaging message further indicates at least one of a vehicle type, a color, or a lane position of the second vehicle. | 8. The method of claim 1, wherein the coordinate listing further indicates at least one of a vehicle type, a color, or a lane position of the first vehicle. | 9. The method of claim 1, further comprising broadcasting the coordinate listing. | 10. The method of claim 1, further comprising: a. determining that a traffic collision with the second vehicle is imminent; b. determining, according to the coordinate listing, which wireless address corresponds to the second vehicle; and c. transmitting, to the second vehicle, an emergency message. | 11. The method of claim 1, wherein the coordinate listing includes a fourth vehicle which is not depicted in the first image. | 12. The method of claim 1, further comprising: a. acquiring a plurality of images of vehicles in traffic; b. providing the plurality of images to a computer containing an artificial intelligence model; and c. determining, according to the artificial intelligence model, a predicted coordinate listing comprising predicted positions of the vehicles. | 13. The method of claim 12, further comprising: a. acquiring a further image of further vehicles in traffic; b. receiving at least one message from at least one proximate vehicle, the at least one message comprising an additional image of the vehicles in traffic; c. providing the further image and the additional image as input to an algorithm based at least in part on the artificial intelligence model; and d. determining, as output from the algorithm, an updated coordinate listing comprising predicted positions of the further vehicles. | 14. Non-transitory computer-readable media in a second vehicle, the second vehicle in traffic, the traffic comprising a first vehicle and at least one other vehicle, the media containing instructions that when implemented by a computing environment cause a method to be performed, the method comprising: a. receiving, from the first vehicle, a planning message specifying a time; b. acquiring, at the specified time, an image comprising the first vehicle and the at least one other vehicle; c. transmitting, to the first vehicle, an imaging message comprising the image; and d. receiving, from the first vehicle, a coordinate listing or a traffic map comprising positions of the first vehicle, the second vehicle, and the at least one other vehicle. | 15. The media of claim 14, the method further comprising: a. determining, for each of the first, second, and third vehicles, a vehicle type or a vehicle color; and b. transmitting, to the first vehicle, a message comprising the determined vehicle types or vehicle colors. | 16. The media of claim 14, the method further comprising transmitting, to the first vehicle, a wireless address of the second vehicle. | 17. The media of claim 16, wherein: a. the coordinate listing or the traffic map further indicates, in association with the position of the second vehicle, the wireless address of the second vehicle; and b. the coordinate listing or the traffic map further indicates, in association with the position of the first vehicle, a wireless address of the first vehicle. | 18. A computer containing an artificial intelligence structure comprising; a. one or more inputs, each input comprising an image of traffic, the traffic comprising a plurality of vehicles; b. one or more internal functions, each internal function operably linked to one or more of the inputs; and c. an output operably linked to the one or more of the internal functions, the output comprising a prediction of a two-dimensional position of each vehicle of the plurality. | 19. The computer of claim 18, the artificial intelligence structure further comprising one or more adjustable variables associated with the one or more internal functions, the one or more adjustable variables adjusted by supervised learning according to a plurality of individually recorded inputs. | 20. The computer of claim 18, further comprising an algorithm, based at least in part on the artificial intelligence structure, the algorithm configured to take, as input, one or more images of further vehicles in traffic, and to provide, as output, a two-dimensional position of each of the further vehicles.

The method involves broadcasting (301) a planning message specifying a particular time. A first image depicting a first vehicle and a second vehicle is acquired (302) at the particular time. An imaging message comprising a second image is received from the first vehicle, where the second image depicts the second vehicle and a third vehicle. A coordinate listing comprising a position of the first vehicle, a position of the second vehicle, and a position of the third vehicle is determined according to the first image and the second image. The planning message and the imaging message are transmitted according to fifth-generation (5G ) or sixth-generation (6G ) technology. The imaging message indicates one of a vehicle type, a color, or a lane position of the second vehicle. The coordinate listing indicates one of a vehicle type, a color, or a lane position of the first vehicle. INDEPENDENT CLAIMS are included for: (1) non-transitory computer-readable media for performing short-range locating and wireless addresses identification of vehicles; and (2) a computer containing an artificial intelligence structure for performing short-range locating and wireless addresses identification of vehicles. Method for performing short-range locating and wireless addresses identification of vehicles i.e. autonomous and semi-autonomous vehicles in traffic by a computing device over a 5G or 6G network. Uses include but are not limited to a personal computer, a laptop computer, a notebook computer, a net book computer, a handheld computer, a personal digital assistant, a mobile phone, a smart phone and a tablet computer. The method enables determining the locations and the wireless addresses of other proximate vehicles in the traffic in an efficient manner. The drawings shows a flow diagram of a procedure for determining a traffic map derived by viewpoint fusion.301Broadcasting a planning message specifying a particular time 302Acquiring a first image depicting a first vehicle and a second vehicle at the particular time 303Broadcasting a imaging message including wireless address after randomly-selected delay 304Receiving the imaging messages from the participating vehicles by the first vehicle 305Calculating locations of objects in a two-dimensional coordinate system by the first vehicle

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System and method for vulnerable road user detection using wireless signalsA method for detecting vulnerable road users (VRUs) using wireless signals includes receiving, by a wireless receiver, wireless signals from mobile devices and determining received signal strength indication (RSSI) levels of the wireless signals. The wireless signals and the RSSI levels of the wireless signals received by the wireless receiver are analyzed so as to determine at least one location of the VRUs. A notification is issued to the vehicle or a driver of the vehicle based on the at least one determined location of the VRUs.What is claimed is: | 1. A method for detecting a vulnerable road user (VRU) using wireless signals, the method comprising: receiving, by a wireless receiver, wireless signals from a mobile device at a plurality of time intervals and determining received signal strength indication (RSSI) levels of the wireless signals; analyzing the wireless signals and the RSSI levels of the wireless signals received by the wireless receiver so as to determine a location of the VRU, wherein an estimation area for the VRU is determined at each of the time intervals and a calibrated estimation area comprising an overlap of the estimation areas is determined as a measurement of the location of the VRU; and issuing a notification to a vehicle or a driver of the vehicle based on the determined location of the VRU. | 2. The method according to claim 1, wherein the wireless receiver is disposed at a first static location, and wherein a second wireless receiver is disposed at a second static location, the first and second locations being known with respect to each other, and wherein wireless signals received by the second wireless receiver and associated RSSI levels are analyzed together with the wireless signals received at the first static location to determine the location of the VRU. | 3. The method according to claim 1, wherein the wireless receiver is attached to or embedded in the vehicle. | 4. The method according to claim 3, wherein a second wireless receiver is disposed at a static location, and wherein wireless signals received by the second wireless receiver and associated RSSI levels are analyzed together with the wireless signals received at the vehicle to determine the location of the VRU. | 5. The method according to claim 3, wherein the plurality of time intervals are less than one second apart for determining the estimation areas and the location of the VRU from the calibrated estimation area. | 6. The method according to claim 5, further comprising: comparing a distance from the vehicle to the determined location of the VRU to an estimated stopping distance of the vehicle; determining a behavior of the VRU based on further wireless signals that are received by the wireless receiver at later time intervals; and determining whether the behavior of the VRU is expected at the determined location of the VRU, wherein the notification to the vehicle or the driver includes a description of the behavior where it is determined that the behavior is not expected for the VRU at the determined location of the VRU. | 7. The method according to claim 6, wherein the vehicle is an autonomous vehicle, the method further comprising issuing a control action for stopping the vehicle or diverting a path of the vehicle based on a determination that the behavior is not expected for the VRU at the determined location of the VRU. | 8. The method according to claim 6, further comprising storing the behavior and the determined location of the VRU in a database, wherein the determining whether the behavior of the VRU is expected at the determined location of the VRU is performed by checking the database. | 9. The method according to claim 3, wherein the time intervals are less than 0.5 seconds apart for determining the estimation areas and the location of the VRU from the calibrated estimation area. | 10. The method according to claim 3, wherein each of the estimation areas has a circular area comprising an estimated location at the center and a radius representing an expected error range, the estimated locations being based on the RSSI levels received at the respective time intervals. | 11. The method according to claim 1, further comprising receiving, by a wireless transceiver, wireless signals sent by the wireless transceiver and reflected back to the wireless transceiver from objects in the vicinity of the vehicle, wherein the wireless signals reflected back to the wireless transceiver are used to determine at least one location of at least one additional VRU which does not have a mobile device. | 12. The method according to claim 1, further comprising identifying the mobile device from the wireless signals received by the wireless receiver and determining that the VRU carries at least one additional mobile device based on the wireless signals from the VRU being received by the wireless receiver indicating a single entity carrying the mobile devices. | 13. The method according to claim 1, wherein the wireless receiver includes a plurality of antennas which change directions during the receiving of the wireless signals from the mobile device, the method further comprising using trilateration on the received wireless signals to determine the location of the VRU. | 14. The method according to claim 1, further comprising the vehicle self-enforcing a dynamic speed limit which was changed in the vehicle based on the VRU detection and broadcasting the changed speed limit to other vehicles in the vicinity using vehicle-to-vehicle communications. | 15. A system for detecting a vulnerable road user (VRU), the system being configured to communicate with a wireless receiver configured to receive wireless signals from mobile devices, the system comprising: a processing server configured to analyze the wireless signals received at a plurality of time intervals from one of the mobile devices and received signal strength indication (RSSI) levels of the wireless signals received by the wireless receiver so as to determine a location of the VRU, wherein an estimation area for the VRU is determined at each of the time intervals and a calibrated estimation area comprising an overlap of the estimation areas is determined as a measurement of the location of the VRU; and an alert system configured to issue a notification to a vehicle or a driver of the vehicle based on the determined location of the VRU. | 16. The system according to claim 15, wherein the wireless receiver is attached to or embedded in the vehicle. | 17. The system according to claim 16, wherein the processing server is configured to analyze wireless signals received by a second wireless receiver disposed at a static location and associated RSSI levels together with the wireless signals received at the vehicle to determine the location of the VRU.

The method involves receiving wireless signals from mobile devices by a first wireless receiver (14). Received signal strength indication (RSSI) levels of the wireless signals are determined. The wireless signals and the RSSI levels of the wireless signals received by the first wireless receiver are analyzed to determine a location of vulnerable road users (VRUs). A notification is issued to a vehicle (12) or a driver of the vehicle based on the determined location of the VRUs. The first wireless receiver is arranged at a first static location and a second static location. The wireless signals received by a second wireless receiver and associated RSSI levels are analyzed together with the wireless signals received at the first static location to determine the location of the VRUs. An INDEPENDENT CLAIM is also included for a system for detecting VRUs. Method for detecting VRUs e.g. cyclists or pedestrians, around an autonomous or non-autonomous vehicle i.e. car, based on wireless signals. Can also be used for bus, lorry, motorbike and bicycle. The method enables reducing computational costs and constraints for associated hardware, facilitating faster and/or reliable detection of VRUs and choosing a short time interval between measurements to allow for quick and accurate location prediction by leveraging high speed of the vehicle. The drawing shows a schematic view of a system for detecting VRUs based on wireless signals. 12Vehicle14Wireless receiver15Transceiver16Processing server22Cloud server

Please summarize the input

Global navigation satellite system, navigation terminal, navigation method and programIn a satellite navigation system a navigation terminal continuously receives navigation signals from navigation satellites and continuously implements navigation calculations, thereby obtaining navigation calculation results, and executes in parallel: using clock offset values determined through the navigation calculations, calculates, in real time, changes in difference between time differences with regard to difference between time differences, which are differences between a clock offset value and a standard deviation value, which is the value of the standard deviation of fluctuation amounts of the clock offset values; determines, in real time, two navigation precision indices of the calculated navigation calculation results on the basis of each change in the calculated difference between time differences and standard deviation value; associates, in real time, the determined two navigation precision indices with the calculated navigation calculation results; and outputs, in real time, the navigation calculation results associated with the at least two navigation precision indices.What is claimed is: | 1. A positioning terminal, comprising a Global Navigation Satellite System (GNSS) receiver, wherein the GNSS receiver is configured to execute processing in parallel while continuously acquiring respective navigation signals from navigation satellites, each navigation satellite configured to broadcast a navigation signal for GNSS and continuously performing positioning computation in real time to obtain a positioning computation result, the processing including: i) calculating a standard deviation value of a clock offset value exhibited at a current epoch based on each clock offset value obtained by the positioning computation of each epoch, which is a value of a jitter amount of the each clock offset value; ii) calculating a change amount of a most recent difference between time differences based on each value of difference between time differences of each epoch, which is the each value of difference between time differences that is a difference between each current clock offset value and a clock offset value immediately preceding the current clock offset value; determining two positioning accuracy indices of the current epoch based on respective values of the standard deviation value of the clock offset value exhibited at the current epoch and the change amount of the most recent difference between the time differences; and associating the two positioning accuracy indices with the positioning computation result of the current epoch. | 2. The positioning terminal according to claim 1, wherein the GNSS receiver is configured to: calculate, from clock offset values exhibited at respective epochs, the standard deviation value of difference between time differences at the current epoch and a predetermined number of past epochs; calculate, from the clock offset values exhibited at the respective epochs, an average value of difference between time differences at a predetermined number of past epochs that do not include the clock offset value exhibited at the current epoch; and associate, as the two positioning accuracy indices, i) the calculated standard deviation value and ii) a value of the difference between time differences at the current epoch and the average as the change amount of the positioning computation result at the current epoch in real time. | 3. The positioning terminal according to claim 1, wherein the GNSS receiver positioning module includes at least: a broadcast wave signal processor configured to continuously acquire the respective navigation signals from the navigation satellites each configured to broadcast the navigation signal for GNSS; and a processor configured to associate the determined two positioning accuracy indices with the positioning computation result. | 4. The positioning terminal according to claim 1, wherein the GNSS receiver is configured to: calculate, in a process of performing the positioning computation at each epoch, a value of a magnitude of jitter of the clock offset value exhibited at the current epoch with respect to clock offset values exhibited at respective epochs; further determine, based on the calculated value of the magnitude of the jitter of the clock offset value exhibited at the current epoch, iii) a positioning accuracy index of the positioning computation result at the current epoch; and associate the positioning accuracy index with the positioning computation result at the current epoch. | 5. The positioning terminal according to claim 1, wherein the GNSS receiver is configured to calculate the standard deviation value and the change amount by excluding a clock offset value that fails to fall within a threshold value range of a jitter change amount from clock offset values exhibited at a predetermined number of last epochs when the two positioning accuracy indices for the current epoch is determined through calculation. | 6. The positioning terminal according to claim 1, wherein the GNSS receiver is configured to process a unit of the two positioning accuracy indices, which are to be assigned to the positioning computation result, into a unit of a distance through use of the speed of light. | 7. The positioning terminal according to claim 1, wherein the GNSS receiver is configured to perform the positioning computation based on a Precise Point Positioning scheme, and assign the two positioning accuracy indices to the positioning computation result based on the Precise Point Positioning scheme. | 8. The positioning terminal according to claim 1, wherein the positioning terminal is mounted to a vehicle including a communication unit, and wherein the positioning terminal is configured to use the communication unit to notify a communication counterpart device of, together with positional information on the positioning terminal being the positioning computation result, at least one of the two positioning accuracy indices each indicating a degree of reliability of the positional information. | 9. The positioning terminal according to claim 1, wherein the positioning terminal is mounted to a vehicle including a communication unit, and wherein the positioning terminal is configured to use the communication unit to receive, together with positional information on a communication counterpart device being the positioning computation result obtained by the communication counterpart device, at least one of the two positioning accuracy indices each indicating a degree of reliability of the positional information from the communication counterpart device, and use the at least one of the two positioning accuracy indices as a discrimination index for automatic driving. | 10. The positioning terminal according to claim 1, wherein the positioning terminal is mounted to an automobile or an autonomous driving vehicle capable of performing vehicle-to-vehicle communication, and wherein the positioning terminal is configured to notify another vehicle of, together with positional information on an own vehicle being the positioning computation result, the two positioning accuracy indices each being an index indicating a degree of reliability of the positional information via the vehicle-to-vehicle communication. | 11. The positioning terminal according to claim 1, wherein the positioning terminal is mounted to an automobile or an autonomous driving vehicle capable of performing vehicle-to-vehicle communication, and wherein the positioning terminal is configured to receive, together with positional information on another vehicle being the positioning computation result of another vehicle, at least one of the two positioning accuracy indices each indicating a degree of reliability of the positional information from the another vehicle via the vehicle-to-vehicle communication, and use the at least one of the two positioning accuracy indices as a discrimination index for automatic driving of an own vehicle. | 12. The positioning terminal according to claim 1, wherein the GNSS receiver is configured to: determine, in a process of performing the positioning computation at each epoch, whether to advance to processing for deriving a combination of navigation satellites excluding one or a plurality of navigation satellites being a jitter factor based on one or both of a magnitude of jitter in continuity of the clock offset value and a stability thereof; perform, when a combination of navigation satellites excluding one or a plurality of navigation satellites being a jitter factor is derived, re-positioning-computation based on a navigation signal group that has been transmitted from the navigation satellites excluding the one or plurality of navigation satellites being a jitter factor; and perform processing in parallel while obtaining the positioning computation result of the re-positioning-computation, the processing including: calculating, from the navigation signal group for the re-positioning-computation, the standard deviation value; determining two positioning accuracy indices of the positioning computation result of re-positioning-computation based on the respective values of the standard deviation value and the change amount; and associating the determined two positioning accuracy indices with the positioning computation result of the re-positioning-computation. | 13. A positioning method, performed by a positioning terminal of a global navigation satellite system, the positioning method comprising executing, by the positioning terminal, processing in parallel while continuously acquiring respective navigation signals from navigation satellites, each navigation satellite configured to broadcast a navigation signal for GNSS and continuously performing positioning computation in real time to obtain a positioning computation result, the processing including: i) calculating a standard deviation value of a clock offset value exhibited at a current epoch based on each clock offset value obtained by the positioning computation of each epoch, which is a value of a jitter amount of the each clock offset value; ii) calculating a change amount of a most recent difference between time differences based on each value of difference between time differences of each epoch, which is the each value of difference between time differences that is a difference between each current clock offset value and a clock offset value immediately preceding the current clock offset value; determining two positioning accuracy indices of the current epoch based on respective values of the standard deviation value of the clock offset value exhibited at the current epoch and the change amount of the most recent difference between the time differences; associating the two positioning accuracy indices with the positioning computation result of the current epoch; and outputting in real time the positioning computation result associated with at least the two positioning accuracy indices. | 14. The positioning method according to claim 13, further comprising: determining, by the positioning terminal, in a process of performing the positioning computation at each epoch, whether to advance to processing for deriving a combination of navigation satellites excluding one or a plurality of navigation satellites being a jitter factor based on one or both of a magnitude of jitter in continuity of the clock offset value and a stability thereof; performing, by the positioning terminal, when a combination of navigation satellites excluding one or a plurality of navigation satellites being a jitter factor is derived, re-positioning-computation based on a navigation signal group that has been transmitted from the navigation satellites excluding the one or plurality of navigation satellites being a jitter factor; and performing, by the positioning terminal, processing in parallel while obtaining the positioning computation result of the re-positioning-computation, the processing including: calculating, from the navigation signal group for the re-positioning-computation, the standard deviation value; determining two positioning accuracy indices of the positioning computation result of re-positioning-computation based on the respective values of the standard deviation value and the change amount; and associating the determined two positioning accuracy indices with the positioning computation result of the re-positioning-computation. | 15. The positioning method according to claim 13, wherein the positioning terminal is mounted to an automobile or an autonomous driving vehicle capable of performing vehicle-to-vehicle communication, and wherein the positioning method further comprises notifying, by the positioning terminal, another vehicle of, together with positional information on an own vehicle being the positioning computation result, the two positioning accuracy indices each being an index indicating a degree of reliability of the positional information. | 16. The positioning method according to claim 13, wherein the positioning terminal is mounted to an automobile or an autonomous driving vehicle capable of performing vehicle-to-vehicle communication, and wherein the positioning method further comprises receiving, by the positioning terminal, together with positional information on another vehicle being the positioning computation result of another vehicle, at least one of the two positioning accuracy indices each indicating a degree of reliability of the positional information from the another vehicle via the vehicle-to-vehicle communication, and using the at least one of the two positioning accuracy indices as a discrimination index for automatic driving of an own vehicle. | 17. A non-transitory computer-readable recording medium having a program recorded thereon, the program for positioning, for causing a processor of a positioning terminal to be operated to execute processing in parallel while continuously acquiring respective navigation signals from navigation satellites, each navigation satellite configured to broadcast a navigation signal for GNSS and continuously performing positioning computation in real time to obtain a positioning computation result, the processing including: i) calculating a standard deviation value of a clock offset value exhibited at a current epoch based on each clock offset value obtained by the positioning computation of each epoch, which is a value of a jitter amount of the each clock offset value; ii) calculating a change amount of a most recent difference between time based on each value of difference between time differences of each epoch, which is the each value of difference between time differences that is a difference between each current clock offset value and a clock offset value immediately preceding the current clock offset value; determining two positioning accuracy indices of the current epoch based on respective values of the standard deviation value of the clock offset value exhibited at the current epoch and the change amount of the most recent difference between the time differences; associating the two positioning accuracy indices with the positioning computation result of the current epoch; and outputting in real time the positioning computation result associated with at least the two positioning accuracy indices. | 18. The non-transitory computer-readable recording medium according to claim 17, wherein the program is configured to cause the processor of the positioning terminal to be operated to: determine, in a process of performing the positioning computation at each epoch, whether to advance to processing for deriving a combination of navigation satellites excluding one or a plurality of navigation satellites being a jitter factor based on one or both of a magnitude of jitter in continuity of the clock offset value and a stability thereof; perform, when a combination of navigation satellites excluding one or a plurality of navigation satellites being a jitter factor is derived, re-positioning-computation based on a navigation signal group that has been transmitted from the navigation satellites excluding the one or plurality of navigation satellites being a jitter factor; and perform processing in parallel while obtaining the positioning computation result of the re-positioning-computation, the processing including: calculating, from the navigation signal group for the re-positioning-computation, the standard deviation value; determining two positioning accuracy indices of the positioning computation result of re-positioning-computation based on the respective values of the standard deviation value and the change amount; and associating the determined two positioning accuracy indices with the positioning computation result of the re-positioning-computation. | 19. The non-transitory computer-readable recording medium according to claim 17, wherein the program is configured to cause the positioning terminal, which is mounted to an automobile or an autonomous driving vehicle capable of performing vehicle-to-vehicle communication, to be operated to notify another vehicle of, together with positional information on an own vehicle being the positioning computation result, the two positioning accuracy indices each being an index indicating a degree of reliability of the positional information via the vehicle-to-vehicle communication. | 20. The non-transitory computer-readable recording medium according to claim 17, wherein the program is configured to cause the positioning terminal, which is mounted to an automobile or an autonomous driving vehicle capable of performing vehicle-to-vehicle communication, to be operated to receive, together with positional information on another vehicle being the positioning computation result of another vehicle, at least one of the two positioning accuracy indices each indicating a degree of reliability of the positional information from the another vehicle via the vehicle-to-vehicle communication, and use the at least one of the two positioning accuracy indices as a discrimination index for automatic driving of an own vehicle.

The system determines two positioning precision parameters of the calculated positioning calculation result in real time, respectively based on the variation of the calculated standard deviation value and a time difference. The positioning precision parameter is matched with the positioning calculation result which calculated two determined positioning precision parameters in real time. The positioning calculation result which matched the positioning precision parameters is output in real time. INDEPENDENT CLAIMS are included for the following:positioning terminal;positioning method; andpositioning program. Satellite positioning system for vehicle, mobile telephone, global positioning system (GPS) apparatus, ship, farming machine, mining machinery and drone. The satellite positioning system which relate the probability of the positioning calculation result with a positioning calculation result in real time can be provided about the positioning calculation result based on a navigation signal. The drawing shows a block diagram of the satellite positioning system. (Drawing includes non-English language text) 10Positioning terminal20Navigation satellite

Please summarize the input

Decision-making method of lane change for self-driving vehicles using reinforcement learning in a motorway environment, recording medium thereofThe present invention relates to a method for determining a lane change of an autonomous vehicle using reinforcement learning in an automobile-only road environment. Selecting an important vehicle, which is a nearby vehicle that has the greatest influence on a lane change determination of an autonomous vehicle, calculating a lane change probability of the important vehicle, adding the lane change probability to vehicle information, Performing pre-processing necessary for reinforcement learning through a pre-processing network on information obtained by adding the lane change probability to vehicle information, and performing reinforcement learning by adding autonomous vehicle information to information pre-processed in the pre-processing network, and outputting a change determination result. According to the present invention, there is an effect of ensuring real-time performance and flexibly coping with motion changes of other vehicles by using the lane change probability of the main vehicle.|1. In a lane change determination method of an autonomous vehicle using reinforcement learning in an automobile-only road environment, the method comprising: receiving vehicle information of surrounding vehicles through V2X communication (Vehicle to Everything communication); using the received vehicle information to select an important vehicle, which is a neighboring vehicle that has the greatest influence in determining a lane change of the autonomous vehicle; calculating a lane change probability of the important vehicle; adding the lane change probability to vehicle information; performing preprocessing necessary for reinforcement learning through a preprocessing network on information obtained by adding the lane change probability to the vehicle information; performing reinforcement learning by adding autonomous vehicle information to information preprocessed in the preprocessing network, and outputting a lane change determination result; and performing a safety check on the determination result through the reinforcement learning and outputting a determination result confirmed to be safe, wherein the preprocessing network and the reinforcement learning are composed of a fully connected layer, wherein the Vehicle information received through V2X communication (Vehicle to Everything communication) (only,= 1, 2,..., n-1, n),= longitudinal relative distance between the ego vehicle and the i-th surrounding vehicle,= relative speed,= relative acceleration,= Relative Lane,= When the left roadway, the current roadway, and the right roadway exist, respectively,(Equation 1)(Equation 2), where R denotes a real number domain and N denotes an integer domain, and in the step of calculating the lane change probability of the important vehicle, the lane change probability of the important vehicle is calculated, but the time t (initial 0), the longitudinal position of the vehicle, the vehicle speed, the vehicle acceleration, the vehicle heading angle, the lateral error derivative, the effective distance to both sides of the lane, the relative distance to the vehicle in front, Relative speed, relative acceleration, relative distance to rear vehicle, relative speed, relative acceleration, left lane ahead, relative distance to rear vehicle, relative speed, relative acceleration, right lane front, relative distance to rear vehicle, relative speed, A lane change determination method for an autonomous vehicle, characterized in that feature information including relative acceleration is input to the LSTM network. | 2. delete | 3. delete | 4. A computer-readable recording medium in which a program capable of executing the method of claim 1 by a computer is recorded.

The method involves receiving (S101) vehicle information of surrounding vehicles through vehicle to everything (V2X) communication. The received vehicle information is used (S103) to select an important vehicle, which is a neighboring vehicle that has the greatest influence in determining a lane change of the autonomous vehicle. A lane change probability of the important vehicle is calculated (S105). The lane change probability is added (S107) to vehicle information. The pre-processing necessary for reinforcement learning is performed (S109) through a pre-processing network on the information obtained by adding the lane probability to the vehicle information. The reinforcement learning is performed (S111) by adding information about the autonomous driving vehicle to the information preprocessed in the preprocessing network, and a lane change determination result is outputted. An INDEPENDENT CLAIM is included for a computer-readable recording medium storing program for determining lane change of autonomous vehicle. Method for determining lane change of autonomous vehicle using reinforcement learning in vehicle-only road environment. The method enables determining the lane change of the autonomous vehicle using reinforcement learning in an automobile-only road environment so as to ensure real-time performance and flexibly respond flexibly to movement change of other vehicles. The method enables exhibiting better performance even in a road environment in which lanes change is performed by adding direct characteristic information on lane changes. The drawing shows a flowchart of a method for determining a lane change of an autonomous vehicle using reinforcement learning in a vehicle-only road environment. (Drawing includes non-English language text) S101Step for receiving vehicle information of surrounding vehiclesS103Step for using received vehicle information to select important vehicleS105Step for calculating lane change probability of important vehicleS107Step for adding lane change probability to vehicle informationS109Step for performing pre-processing necessary for reinforcement learningS111Step for performing reinforcement learning by adding information about autonomous driving vehicle to information preprocessed in preprocessing network

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The audio visual of a vehicle, and cooperative recognitionPROBLEM TO BE SOLVED: To provide a cooperative audio-visual inference solution means to accurately recognize emergency vehicles in diverse geographic locations. SOLUTION: A vehicle recognition system 100A includes a sound analysis circuit 110 to analyze captured sounds using an audio machine learning technique to identify a sound event. The system includes an image analysis circuit 107 to analyze captured images using an image machine learning technique to identify an image event, and a vehicle identification circuit 105 to identify a type of vehicle based on the image event and the sound event. The vehicle identification circuit 105 may further use V2V or V2I alerts to identify the type of vehicle and communicate a V2X or V2I alert message based on the vehicle type. In some aspects, the type of vehicle is further identified based on a light event associated with light signals detected by the vehicle recognition system. SELECTED DRAWING: Figure 1A|1. In a system for emergency vehicle recognition in a vehicle; the system analyzes audio data by using a machine learning technique; and is a voice detection circuit for determining a voice event; the audio data are generated by an sauce outside the vehicle. The image detection circuit is detected by a microphone array installed in the vehicle; a sound detection circuit; and an image detection circuit for analyzing image data using the machine learning technique to determine an image event; and the image data are provided. An image detection circuit and a classification circuit are acquired by a camera array installed in the vehicle; and the classification circuit generates an audio-image association; and the audio-image association is used for a plurality of time instances. The audio sample of the voice event is collated with the image frame of the image event; and the audio sample is based on the audio-image association; and an emergency vehicle recognition is performed; and a classification circuit and the classification circuit are provided. In the vehicle interface for transmitting a message to a vehicle control system; the message is based on the emergency vehicle recognition; and a system provided with a vehicle interface. provided. | 2. The image event is to detect the visual representation of the emergency vehicle in at least one of the image frames; and the voice event is to detect a voice associated with the emergency vehicle in at least one of the audio samples. System. Included in Claim 1 | 3. In order to generate the audio-image associations, the classification circuit further uses a sampling rate of the audio samples to normalize the frame rate of the image frame; and for each time instance of the plurality of time instances; An audio sample (ASPIF) parameter per image frame is determined; The system. in the claim 1 or 2 | 4. The audio-image association is a data structure; the classification circuit further relates to each image frame of the image frame; an identifier of a time instance of the plurality of time instances corresponding to the image frame; and an identifier of the image frame. An identifier of a subset of the audio sample corresponding to the image frame based on the ASPIF parameter; and a detection result associated with the image frame; and a detection result based on the image event, and; A detection result associated with each audio sample of a subset of the audio samples is detected; and a detection result based on the voice event is stored in the data structure; and a system. described in claim 3 is stored. | 5. The detection result associated with the image frame is the type of the emergency vehicle detected in the image frame; and the system. described in claim 4 is provided. | 6. The detection result associated with each audio sample of the subset of the audio samples is the type of the emergency vehicle detected based on the audio sample; and the system. described in claim 5 is provided. | 7. The classification circuit further applies a clustering function to the detection result associated with the subset of the audio samples, and generates a combined detection result associated with a subset of the audio samples, as well as: Data fusion between the detection result associated with the image frame and the combined detection result associated with the subset of the audio samples is executed to execute the emergency vehicle recognition, and the system. described in claim 6 is executed. | 8. A prediction of the type of the emergency vehicle detected during the emergency vehicle recognition is generated; and the message is generated for transmission to the vehicle control system; and the message includes the type of the emergency vehicle. Further provided with a prediction generating circuit configured to do so; the system. described in any one of the claims 1 to 7 | 9. The vehicle control system executes a response action on the basis of the message; and the system. described in claim 8 is provided. | 10. The response action includes an autonomous vehicle steering based on the type of the emergency vehicle detected during the emergency vehicle recognition, and the system. described in claim 9 | 11. The machine learning technique includes the artificial neural network; the system. described in any one of the claims 1 to 10 | 12. The machine is a procedure for analyzing audio data by using a machine learning technique to determine a voice event; the audio data are sensed by a microphone array installed in a vehicle; and the image data are analyzed by using the machine learning technique. In the procedure for determining an image event, the image data is obtained by a camera array installed in the vehicle; a procedure and a procedure for generating an audio-image association; and the audio-image association is provided. For a plurality of time instances, the audio sample of the voice event is collated with the image frame of the image event; a procedure; and a procedure for performing emergency vehicle recognition based on the audio-image association. In the procedure for outputting a message to a vehicle control system of the vehicle, the message is based on the emergency vehicle recognition; and the vehicle control system executes a response action based on the message; and a program. for performing the procedure is performed. | 13. In addition to the above machine, the frame rate of the image frame is normalized by using the sampling rate of the audio sample, and for each time instance of the plurality of time instances; The program. described in Claim 12 for performing the procedure which determines the audio sample (ASPIF) parameter per image frame | 14. The audio-image association is a data structure; the program further includes: an identifier of a time instance of the plurality of time instances corresponding to the image frame for each image frame of the image frame; and a method for controlling the image frame. The identifier of the image frame; an identifier of a subset of the audio sample corresponding to the image frame based on the ASPIF parameter; and a detection result associated with the image frame; and a detection result based on the image event, and; In a detection result associated with each audio sample of a subset of the audio samples, a detection result based on the voice event is performed to execute a procedure for storing the detection result in the data structure, and the program. described in claim 13 is executed. | 15. The detection result associated with the image frame is of the type of the emergency vehicle detected in the image frame; and the detection result associated with each audio sample of the subset of the audio samples is provided. A type of the emergency vehicle detected based on the audio sample; the program further applies a clustering function to the detection result associated with a subset of the audio sample; and to provide a method for detecting the detection result of the audio sample. A procedure for generating a combined detection result associated with a subset of the audio sample, and a result of detection associated with the image frame and a combined detection result associated with a subset of the audio sample are performed to perform data fusion. The program. described in claim 14 for carrying out the procedure which performs the said emergency vehicle recognition | 16. In a means for analyzing audio data using a machine learning technique and determining a voice event, the audio data are sensed by a microphone array installed in a vehicle; and the image data are analyzed by using the machine learning technique. In the means for determining an image event, the image data are acquired by a camera array installed in the vehicle; a means; and an audio-image association; and the audio-image association is provided. For a plurality of time instances, the audio sample of the voice event is collated with the image frame of the image event; a means; and a means for performing emergency vehicle recognition based on the audio-image association. In a means for outputting a message to a vehicle control system, the message is based on the emergency vehicle recognition; and the vehicle control system performs a response action based on the message; and a device. provided with the means. | 17. The image event detects the visual representation of the emergency vehicle in at least one of the image frames; the voice event is at least one of the audio samples; and the voice associated with the emergency vehicle is detected; and the device. described in the claim 16 is detected. | 18. The means for generating the audio-image association uses a sampling rate of the audio sample; normalizes the frame rate of the image frame; and for each time instance of the plurality of time instances; The device. described in the claim 16 or 17 includes a means for determining the audio sample (ASPIF) parameter per image frame. | 19. The audio-image association is a data structure; the device further relates to each image frame of the image frame; the identifier of the time instance of the plurality of time instances corresponding to the image frame; and the identifier of the image frame. An identifier of a subset of the audio sample corresponding to the image frame based on the ASPIF parameter; and a detection result associated with the image frame; and a detection result based on the image event, and; A detection result associated with each audio sample of a subset of the audio samples is provided with a means for storing a detection result based on the voice event in the data structure; and the device. described in the claim 18 is provided. | 20. The detection result associated with the image frame is the type of the emergency vehicle detected in the image frame; and the device. described in claim 19 is provided. | 21. The detection result associated with each audio sample of the subset of the audio samples is of the type of the emergency vehicle detected based on the audio sample; and the device. described in claim 20 is provided. | 22. A clustering function is applied to the detection result associated with the subset of the audio samples; a means for generating a combined detection result associated with a subset of the audio samples; and the detection result associated with the image frame are disclosed. Data fusion with the combined detection result associated with the subset of the audio samples is carried out and further provided with a means for performing the emergency vehicle recognition, and the device. described in claim 21 is provided. | 23. A means for generating the prediction of the type of the emergency vehicle detected during the recognition of the emergency vehicle, and a means for generating the message for transmission to the vehicle control system, and the message further includes a step of including the type of the emergency vehicle; and a step for generating the message. Equipment. in any of the claims 16 through 22 | 24. Non-temporary machine-readable media. which stored the program described in any one of the claim 12 to 15

The vehicle recognition system (100A) has a microphone arrangement (116) that is operatively mounted in a vehicle (104) to capture sounds outside of the vehicle. A sound analysis circuit (110) analyzes the captured sounds using an audio machine learning technique to identify a sound event. An image capture arrangement (115) is operatively mounted in the vehicle to capture images outside of the vehicle. An image analysis circuit analyzes the captured images using an image machine learning technique to identify an image event. A vehicle identification circuit identifies a type of vehicle based on the image event and the sound event. INDEPENDENT CLAIMS are included for the following: a method for vehicle recognition; anda non-transitory machine-readable medium storing program for vehicle recognition. Vehicle recognition system for identifying type of vehicle such as autonomous vehicle based on image event and sound event. The safety features are designed to avoid collisions and accidents by offering technologies that alert the driver to potential problems or to avoid collisions by implementing safeguards, and taking over control of the vehicle based on such safeguards. The association between the emergency vehicle image, and the emergency vehicle sound takes place to accurately recognize the emergency vehicle type based on the audio, light, and image data. The drawing shows the schematic drawing illustrating the system using the vehicle recognition platform to provide emergency vehicle detection based on sound data, light data, and image data.100AVehicle recognition system 104Vehicle 110Sound analysis circuit 115Image capture arrangement 116Microphone arrangement

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AUTONOMOUS DRIVING SYSTEMThe present invention relates to an autonomous driving system. The autonomous driving system of the present invention includes a server that transmits environmental information including at least one of road conditions and traffic conditions; A V2X communication unit that receives the transmitted environmental information; a state information collection unit that collects driving state information of the vehicle; a display unit that displays at least one of a plurality of driving modes of the vehicle to occupants of the vehicle; and determining a selectable driving mode among the plurality of driving modes based on at least one of the received environmental information and the collected driving state information, and controlling the display unit to display the selectable driving mode distinctly from other driving modes. It may include a control unit that does.|1. a server that transmits environmental information including at least one of road conditions and traffic conditions; A V2X communication unit that receives the transmitted environmental information; a state information collection unit that collects driving state information of the vehicle; a display unit that displays at least one of a plurality of driving modes of the vehicle to occupants of the vehicle; and determining a selectable driving mode among the plurality of driving modes based on at least one of the received environmental information and the collected driving state information, and controlling the display unit to display the selectable driving mode distinctly from other driving modes. An autonomous driving system that includes a control unit that | 2. The method of claim 1, wherein the plurality of driving modes include: an autonomous driving mode in which the vehicle drives on the road by itself; A cooperative driving mode in which the vehicle and at least one other vehicle drive while maintaining a predetermined distance apart; and a normal driving mode in which the driver of the vehicle directly drives the vehicle. | 3. The method of claim 2, wherein the driving state information includes at least one of speed information of the vehicle, acceleration information of the vehicle, and driving time information of the vehicle, and the control unit controls the driver based on the driving state information. An autonomous driving system characterized by generating status information and determining the selectable driving mode based on the generated driver status information. | 4. The method of claim 3, wherein the control unit generates the driver state information based on acceleration information of the vehicle and determines the selectable driving mode based on the generated driver state information and the received environment information. Featured autonomous driving system. | 5. The method of claim 4, wherein at least one of the server and the control unit, when the cooperative driving mode is included in the selectable driving mode, displays the generated driver state information and the other driver state generated in the at least one other vehicle. An autonomous driving system that compares information and recommends the vehicle to drive first. | 6. The method of claim 5, wherein at least one of the server and the control unit operates in a front vehicle among vehicles operating in the cooperative driving mode while the vehicle and the at least one other vehicle are operating in the cooperative driving mode. If the generated driver status information indicates abnormality, designating the second vehicle among the vehicles in operation as the emergency driving lead vehicle, and controlling the gap between the vehicle in the lead and the vehicle in the second location. An autonomous driving system characterized by releasing. | 7. The method of claim 4, wherein the generated driver state information includes a degree of risk, and the process of determining the selectable driving mode by the control unit includes: generating an excess of the acceleration information with respect to a predetermined acceleration reference value; determining the risk through an operation including at least one of a cumulative operation and an average operation based on the generated excess; and, when the risk is outside a normal range, excluding at least one of the plurality of driving modes from the selectable driving modes. | 8. The autonomous driving system according to claim 7, wherein the predetermined acceleration reference value is generated based on the environmental information. | 9. The autonomous driving system of claim 8, wherein the environmental information includes at least one of speed limit information on the road and weather information. | 10. The autonomous driving system of claim 9, wherein the control unit adjusts an update cycle of the received environmental information based on the risk. | 11. A V2X communication unit that receives environmental information including at least one of road conditions and traffic conditions from an external server; a state information collection unit that collects driving state information of the vehicle; and a control unit that determines which of the driving modes are selectable based on the received environmental information and the collected driving state information, and controls an external display device to display the selectable mode differently from the non-selectable mode..

The system (10) has server (200) that transmits environmental information includes road conditions and traffic conditions. A V2X communication unit (110) receives the transmitted environmental information. A state information collection unit (120) collects driving state information of the vehicle. A display unit (300) displays multiple driving modes of the vehicle to occupants of the vehicle. A control unit (150) determines a selectable driving mode among multiple driving modes based on received environmental information and collected driving state information. A control unit controls the display unit to display the selectable driving mode distinctly from other driving modes. Autonomous driving system for commercial vehicle i.e. passenger car. The autonomous driving system comprises a display unit that displays multiple driving modes of a vehicle to occupants of the vehicle, where a server transmits environmental information including road conditions and traffic conditions, thus ensuring smooth cooperative driving between vehicles through data transmission and reception between vehicles. The drawing shows a block diagram of a autonomous driving system for commercial vehicle. (Drawing includes non-English language text) 10Autonomous driving system100Driving terminal110V2x communication unit120Collection unit150Control unit200Server300Display unit400Generation device500Steering unit

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HAILING A VEHICLETypically, an indication of the potential occupant's intention to use the autonomous vehicle is received via a user interface. In response to receiving this indication, a call request is transmitted by the signaling mode to the at least one autonomous vehicle capable of receiving the call request directly according to the signaling mode.|1. A stationary device comprising: at least one processor; screen; and at least one non-transitory storage medium storing instructions, wherein the instructions, when executed by the at least one processor, cause the at least one processor to: display, on the screen, a user interface for hailing a vehicle; receive, from an operator of the stationary device operating the user interface, an indication of a request for pick-up by a vehicle at a location proximate to the stationary device; transmit the pickup request to a plurality of vehicles; receive a response accepting the pickup request from a responsive vehicle among the plurality of vehicles, wherein the response includes at least one message ensuring that a plurality of vehicles do not respond to the pickup request; Received after the vehicle has been exchanged with another vehicle from the plurality of vehicles -; and cause the response to be displayed on the screen to an operator of the stationary device. | 2. The stationary device of claim 1, wherein the indication of the pickup request includes one or more indications of occupants, number of occupants, destination location, class of service, and time of arrival. | 2. The method of claim 1, wherein instructions causing the at least one processor to transmit the pickup request to a plurality of vehicles further cause the at least one processor to transmit the pickup request to a central system for transmission to the plurality of vehicles. A stationary device that causes a request to be transmitted. | 4. The method of claim 3, wherein the instructions cause the at least one processor to transmit the pickup request to a plurality of vehicles and cause the at least one processor to broadcast the pickup request directly to the plurality of vehicles. A fixed device. | 5. The method of claim 4, wherein instructions causing the at least one processor to broadcast the pickup request directly to the plurality of vehicles cause the at least one processor to use a vehicle to infrastructure (V2I) communication protocol. A stationary device that allows broadcasting a pickup request. | 2. The stationary device of claim 1, wherein the stationary device is a kiosk. | 1. A method performed by a stationary device at a fixed location, comprising: displaying, on a screen of the stationary device, a user interface for hailing a vehicle; Receiving, from an operator of the stationary device operating the user interface, an indication of a request for pick-up by a vehicle at a location proximate to the stationary device; transmitting the pickup request to a plurality of vehicles; Receiving a response accepting the pickup request from a responding vehicle among the plurality of vehicles, wherein the response includes at least one message ensuring that the multiple vehicles do not respond to the pickup request, wherein the responding vehicle sends the plurality of vehicles Received after exchanging with another of the vehicles -; and displaying, on the screen, the response to an operator of the stationary device. | 8. The method of claim 7, wherein the indication of the pickup request includes one or more indications of passengers, number of passengers, destination location, class of service, and time of arrival. | 8. The method of claim 7, wherein transmitting the pickup request to the plurality of vehicles includes broadcasting the pickup request to the plurality of vehicles. | 10. The method of claim 9, wherein broadcasting the pickup request to the plurality of vehicles includes broadcasting the pickup request directly to the plurality of vehicles using a vehicle to infrastructure (V2I) communication protocol. How to. | 8. The method of claim 7, comprising transmitting the pickup request to a central system for transmission to the plurality of vehicles. | 9. The method of claim 8, wherein the stationary device is a kiosk. | 13. At least one non-transitory storage medium storing instructions implemented in a fixed device residing in a fixed location, wherein the instructions, when executed by the at least one processor, cause the at least one processor to: display, on a screen of the stationary device, a user interface for hailing a vehicle; receive, from an operator of the stationary device operating the user interface, an indication of a request for pick-up by a vehicle at a location proximate to the stationary device; transmit the pickup request to a plurality of vehicles; receive a response accepting the pickup request from a responding vehicle among the plurality of vehicles, wherein the response includes at least one message ensuring that the multiple vehicles do not respond to the pickup request; After exchanging with another of the vehicles, received -; At least one non-transitory storage medium that causes the response to be displayed on the screen to an operator of the stationary device. | 14. The at least one non-transitory storage medium of claim 13, wherein the indication of the pickup request includes one or more indications of passengers, number of passengers, destination location, class of service, and time of arrival. | 14. The method of claim 13, wherein instructions causing the at least one processor to transmit the pickup request to a plurality of vehicles further cause the at least one processor to transmit the pickup request to the plurality of vehicles. At least one non-transitory storage medium that allows transmitting a request. | 14. The method of claim 13, wherein the instructions cause the at least one processor to transmit the pickup request to a plurality of vehicles and cause the at least one processor to broadcast the pickup request to the plurality of vehicles., at least one non-transitory storage medium. | 17. The method of claim 16, wherein instructions causing the at least one processor to broadcast the pickup request to the plurality of vehicles cause the at least one processor to broadcast the pickup request to the plurality of vehicles using a vehicle to infrastructure (V2I) communication protocol. At least one non-transitory storage medium that allows broadcasting the pickup request directly to vehicles. | 14. The at least one non-transitory storage medium of claim 13, wherein the stationary device is a kiosk. | 19. delete | 20. delete | 21. delete

The method involves receiving a hailing request by a signaling mode from a receiving device of an autonomous vehicle. Intention indication of a potential rider is determined in the autonomous vehicle corresponding to the hailing request. Hailing request processing operation is performed in the autonomous vehicle. The hailing request is received by direct wireless communication from a mobile device, where signaling mode comprises a visual mode and an audible mode, the visual mode comprises a display of graphical elements and image or light. An INDEPENDENT CLAIM is also included for an apparatus for hailing an autonomous vehicle. Method for hailing an autonomous vehicle (claimed) i.e. taxicab or ride-sharing vehicle. The method enables including temporal properties such as the display duration of image to modulate encode additional information so as to reduce incidence of false detections, thus ensuring appearance of the gesture. The method enables performing hailing process of the autonomous vehicle so as to ensure images or lights displaying effect and sound emitting effect by using the hailing device. The drawing shows a schematic block diagram of an apparatus for hailing an autonomous vehicle.

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Hailing a vehicleIn general, an indication is received through a user interface of an intention of a potential rider to use an autonomous vehicle. In response to the receipt of the indication, a hailing request is sent by a signaling mode to at least one autonomous vehicle that can receive the hailing request directly in accordance with the signaling mode.The invention claimed is: | 1. A system comprising: at least one processor; and at least one non-transitory computer-readable media comprising instructions that, upon execution of the instructions by the at least one processor, are to cause the at least one processor to: receive, by at least one sensor of a vehicle from an infrastructure access point, a wireless signal that indicates a request for transportation services, wherein the wireless signal that indicates the request for transportation services is based on a wireless signal received by the infrastructure access point directly from a hailing device of a user; determine, using the at least one processor of the vehicle, that the vehicle can safely stop to pick up the user; determine, using the at least one processor of the vehicle, to accept the request based, at least in part, on the determination that the vehicle can safely stop to pick up the user; select, based on the wireless signal received from the infrastructure access point, a stopping place; and cause the vehicle to stop at the stopping place. | 2. The system of claim 1, wherein the wireless signal that indicates the request for transportation devices is a vehicle-to-infrastructure (V2I) wireless signal. | 3. The system of claim 1, wherein the wireless signal received from the infrastructure access point is a vehicle-to-infrastructure (V2I) wireless signal. | 4. The system of claim 1, wherein the wireless signal that indicates the request for transportation services is generated by the infrastructure access point based on the wireless signal received from the hailing device without modification by a server that is communicatively coupled with the infrastructure access point. | 5. The system of claim 1, wherein the hailing device is a mobile device of a user. | 6. The system of claim 1, wherein the infrastructure access point is a WiFi access point. | 7. A method comprising: detecting, by at least one sensor of a vehicle, a first wireless signal that indicates a request for transportation services received from an infrastructure access point, wherein the first wireless signal is based on a second wireless signal that was previously received by the infrastructure access point directly from a hailing device of a user; determining, using the at least one processor of the vehicle, that the vehicle can safely stop to pick up the user; determining, using the at least one processor of the vehicle, to accept the request based, at least in part, on the determination that the vehicle can safely stop to pick up the user; selecting, by at least one processor of the vehicle a stopping place based on the wireless signal received from the infrastructure access point; and causing, by the at least one processor, the vehicle to stop at the stopping place. | 8. The method of claim 7, wherein the wireless signal that indicates the request for transportation devices is a vehicle-to-infrastructure (V2I) wireless signal. | 9. The method of claim 7, wherein the wireless signal received from the infrastructure access point is a vehicle-to-infrastructure (V2I) wireless signal. | 10. The method of claim 7, wherein the wireless signal that indicates the request for transportation services is generated by the infrastructure access point based on the wireless signal received from the hailing device without modification by a server that is communicatively coupled with the infrastructure access point. | 11. The method of claim 7, wherein the hailing device is a mobile device of a user. | 12. The method of claim 7, wherein the infrastructure access point is a WiFi access point. | 13. At least one non-transitory computer-readable media comprising instructions that, upon execution of the instructions by one or more processors of a vehicle, are to cause the vehicle to: detect, by at least one sensor of a vehicle, a first wireless signal that indicates a request for transportation services received from an infrastructure access point, wherein the first wireless signal is based on a second wireless signal that was previously received by the infrastructure access point directly from a hailing device of a user; determine, using the at least one processor of the vehicle, that the vehicle can safely stop to pick up the user; determine, using the at least one processor of the vehicle, to accept the request based, at least in part, on the determination that the vehicle can safely stop to pick up the user; select, by at least one processor of the vehicle a stopping place based on the wireless signal received from the infrastructure access point; and cause, by the at least one processor, the vehicle to stop at the stopping place. | 14. The at least one non-transitory computer-readable media of claim 13, wherein the wireless signal that indicates the request for transportation devices is a vehicle-to-infrastructure (V2I) wireless signal. | 15. The at least one non-transitory computer-readable media of claim 13, wherein the wireless signal received from the infrastructure access point is a vehicle-to-infrastructure (V2I) wireless signal. | 16. The at least one non-transitory computer-readable media of claim 13, wherein the wireless signal that indicates the request for transportation services is generated by the infrastructure access point based on the wireless signal received from the hailing device without modification by a server that is communicatively coupled with the infrastructure access point. | 17. The at least one non-transitory computer-readable media of claim 13, wherein the hailing device is a mobile device of a user. | 18. The at least one non-transitory computer-readable media of claim 13, wherein the infrastructure access point is a WiFi access point. | 19. The system of claim 1, the instructions when executed are to cause the at least one processor to transmit a message indicating that the vehicle has accepted the request for transportation services to at least one other vehicle using vehicle-to-vehicle (V2V) communication. | 20. The method of claim 7, further comprising transmitting a message indicating that the vehicle has accepted the request for transportation services to at least one other vehicle using vehicle-to-vehicle (V2V) communication. | 21. The at least one non-transitory computer-readable media of claim 13, the instructions when executed are to cause the at least one processor to transmit a message indicating that the vehicle has accepted the request for transportation services to at least one other vehicle using vehicle-to-vehicle (V2V) communication.

The system has a processor which is configured to receive a wireless signal that indicates a request for transportation servicesupon execution of the instructions by the processor from an infrastructure access point, by a sensor of a vehicle. The wireless signal that indicates the request for transportation services is based on a wireless signal received by the infrastructure access point directly from a hailing device (72)of a user. The processor is configured to select a stopping place based on the wireless signal received from the infrastructure access point. The processor is configured to cause the vehicle to stop at the stopping place. INDEPENDENT CLAIMS are included for the following:a method for hailing vehicle; and a non-transitory computer-readable media storing program for hailing vehicle. System for hailing vehicle such as autonomous vehicle. The temporal properties such as the display duration of each image is modulated to encode additional information, or reduce incidence of false detections. The characteristics of the emitted light is uncommon, to minimize the chance that emitted light having similar or identical characteristics is erroneously detected by sensors on an autonomous vehicle as a hailing request, thus resulting in a false detection. The appearance of a gesture or gestures is uncommon to minimize the chance that a similar or identical gesture that is not being performed for the purpose of hailing an autonomous vehicle is detected by sensors on an autonomous vehicle, thus resulting in a false detection. The temporal properties such as the display duration of each gesture is modulated to encode additional information, or reduce incidence of false detections. The user interface enables the potential rider to indicate a destination location, a number of riders, a class of service, a time to arrive, and a variety of other pieces of information relevant to the hailing. The drawing shows a block diagram illustrating the system for hailing vehicle.70Gesture 72Hailing device

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WAVELENGTH BASED V2X ANTENNAProvided are wavelength based V2X antennas, and related antenna systems and method, which can include a first antenna having a first wavelength and a second antenna having a second antenna. Some antenna systems control a wavelength of a signal for transmission using one of the first antenna and the second antenna.WHAT IS CLAIMED IS: | 1 . An antenna system comprising: a Vehicle to Everything (V2X) antenna comprising: a first antenna having a first wavelength; and a second antenna having a second wavelength, the second wavelength being different than the first wavelength; wherein the V2X antenna is configured to control a wavelength of a signal for transmission using one of the first antenna and the second antenna. | 2. The antenna system of claim 1 , wherein the V2X antenna further comprises a switch communicatively coupled to the first antenna and to the second antenna, and wherein the V2X antenna is configured to use the switch for controlling the wavelength of the signal for transmission. | 3. The antenna system of claim 2, wherein when the switch is in a first position, the V2X antenna transmits the signal in the first wavelength using the first antenna, and wherein when the switch is in a second position, the V2X antenna transmits the signal in the second wavelength using the second antenna. | 4. The antenna system of any one of the previous claims, wherein the V2X antenna is configured to transmit the signal using one of the first antenna and the second antenna. | 5. The antenna system of any one of the previous claims, wherein the first antenna has a first electrical length associated with the first wavelength, wherein the second antenna has a second electrical length associated with the second wavelength, and wherein the second electrical length is different from the first electrical length. | 6. The antenna system of any one of the previous claims, wherein the V2X antenna is configured to control the wavelength of the signal for transmission by: receiving a control signal indicative of which of the first antenna or the second antenna to transmit from; and transmitting the signal using one of the first antenna and the second antenna based on the control signal. | 7. The antenna system of any one of the previous claims, wherein: the V2X antenna is configured to transmit the signal from the first antenna as a V2V signal; and the V2X antenna is configured to transmit the signal from the second antenna as a V2I signal. | 8. The antenna system of any one of the previous claims, wherein the V2X antenna further comprises: a compensator configured to compensate for gain degradation of the signal. | 9. The antenna system of any one of the previous claims, wherein the V2X antenna further comprises: a matcher configured to control a center of the wavelength. | 10. The antenna system of any one of the previous claims, wherein the V2X antenna does not include a beamformer. | 1 1 . The antenna system of any one of the previous claims, wherein: the antenna system is configured to determine a signal quality parameter indicative of a quality of a received signal; and the V2X antenna is configured to transmit the signal using one of the first antenna and the second antenna based on the signal quality parameter. | 12. A method, performed by a Vehicle to Everything, V2X, antenna comprising a first antenna having a first wavelength and a second antenna having a second wavelength different than the first wavelength, wherein the method comprises: controlling a wavelength of a signal for transmission using one of the first antenna and the second antenna. | 13. The method of claim 12, wherein the V2X antenna further comprises a switch communicatively coupled to the first antenna and to the second antenna, and wherein controlling the wavelength of the signal for transmission comprises switching the switch. | 14. The method of claim 13, the method further comprising: when the switch is in a first position, transmitting the signal in the first wavelength using the first antenna; and when the switch is in a second position, transmitting the signal in the second wavelength using the second antenna. | 15. The method of any one of claims 12-14, the method further comprising: receiving a control signal indicative of which of the first antenna or the second antenna to transmit from; and transmitting the signal using one of the first antenna and the second antenna based on the control signal. | 16. The method of any one of claims 12-15, wherein controlling the wavelength of the signal for transmission comprises: transmitting the signal from the first antenna as a V2V signal; and transmitting the signal from the second antenna as a V2I signal. | 17. The method of any one of claims 12-16, the method further comprising: controlling, using a matcher, a center of the wavelength. | 18. The method of any one of claims 12-17, wherein the method does not comprise beamforming. | 19. The method of any one of claims 12-18, the method further comprising: determining a signal quality parameter indicative of a quality of a received signal; and transmitting the signal using one of the first antenna and the second antenna based on the signal quality parameter. | 20. An autonomous vehicle comprising: a Vehicle to Everything, V2X, antenna comprising: a first antenna having a first wavelength; and a second antenna having a second wavelength, the second wavelength being different than the first wavelength; wherein the V2X antenna is configured to control a wavelength of a signal for transmission using one of the first antenna and the second antenna.

The system has vehicle to everything (V2X) antenna comprising a first antenna having a first wavelength and a second antenna having a second wavelength, where the second wavelength being different than the first wavelength. The V2X antenna is configured to control a wavelength of a signal for transmission using one of the first antenna and the second antenna. The V2X antenna further comprises a switch communicatively coupled to the first antenna and to the second antenna, and where the V2X antenna is configured to use the switch for controlling the wavelength of the signal for transmission. The V2X antenna transmits the signal in the first wavelength using the first antenna, and where the V2X antenna transmits the signal in the second wavelength using the second antenna when the switch is in a second position. The V2X antenna is configured to transmit the signal using one of the first antenna and the second antenna. INDEPENDENT CLAIMS are included for the following:a method for performed by a vehicle to everything (V2X), antenna; andan autonomous vehicle. Antenna system for use in an vehicle e.g. autonomous vehicle (claimed) such as car and bus. The vehicle-to-everything communication system provides for robust and reliable performance of an autonomous vehicle. The system provides similar performance as conventional beamforming but using a simple and efficient structure into the vehicle. The wavelength based V2X antenna is configured to optimize beam patterns (e.g., radiation patterns) for the different types of V2X communication, allowing for optimized and/or improved communication. The system provides improved connectivity performance while avoiding the use of complex beamforming schemes. The system improves signal quality by avoiding signal mismatch, while reducing wasted power consumption. The respective radiation patterns, due to changes in wavelength, can be different depending on the type of V2X communication, allowing flexibility for optimizing communication. The drawing shows a diagram of an example implementation of a wavelength based V2X antenna. 702V2X system704RF signal706Compensator708Matcher712Control signal

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DYNAMIC ANTENNA SYSTEMProvided are dynamic antenna systems, such as for an autonomous vehicle, which can include at least one modem and at least one antenna operatively connected with the at least one modem. Some antenna systems described also are configured to determine, using at least one processor, a performance parameter indicative of a performance of a communication between the at least one antenna and a network node, and control, using the at least one processor, based on the performance parameter, one or more of a position of the at least one antenna, and a connection of the at least one antenna to the at least one modem.WHAT IS CLAIMED IS: | 1 . An antenna system for an autonomous vehicle, the antenna system comprising: at least one modem; and at least one antenna operatively connected with the at least one modem; wherein the antenna system is configured to: determine, using at least one processor, a performance parameter indicative of a performance of a communication between the at least one antenna and a network node; and control, using the at least one processor, based on the performance parameter, one or more of: a position of the at least one antenna, and a connection of the at least one antenna to the at least one modem. | 2. The antenna system of claim 1 , wherein the antenna system is configured to control the position of the at least one antenna relative to a position of the at least one modem. | 3. The antenna system of any one of the preceding claims, wherein the antenna system is configured to control, using the at least one processor, based on the performance parameter, a position of the at least one antenna by controlling one or more of: an orientation of the at least one antenna, a phase of the at least one antenna, an angle of the at least one antenna, and a pose of the at least one antenna. | 4. The antenna system of any one of the preceding claims, wherein the antenna system is configured to control, using the at least one processor, based on the performance parameter, the position of the at least one antenna by controlling a rotation of the at least one antenna. | 5. The antenna system of any one of the preceding claims, wherein the antenna system is configured to control, using the at least one processor, based on the performance parameter, the connection of the at least one antenna to the at least one modem. | 6. The antenna system of any one of the preceding claims, wherein the antenna system is configured to control the connection of the at least one antenna to the at least one modem using a switch coupled to the at least one antenna and the at least one modem. | 7. The antenna system of any one of the preceding claims, wherein the antenna system is configured to control, using the at least one processor, based on the performance parameter, the position of the at least one antenna and/or the connection of the at least one antenna to the at least one modem by: determining if the performance parameter satisfies a criterion; and in response to determining that the performance parameter satisfies the criterion, controlling the position of the at least one antenna and/or the connection of the at least one antenna to the at least one modem. | 8. The antenna system of claim 7, wherein the performance parameter satisfies the criterion in response to the performance parameter being below a performance threshold. | 9. The antenna system of any one of the preceding claims, wherein the at least one antenna is one or more of a cellular antenna and a V2X antenna. | 10. The antenna system of any one of the preceding claims, wherein the antenna system comprises a plurality of antennas associated with at least two different carriers, wherein each carrier of the at least two different carriers operates on a different frequency band. | 11. The antenna system of any one of the preceding claims, wherein the antenna system comprises a plurality of modems. | 12. The antenna system of any one of the preceding claims, wherein the antenna system comprises a plurality of modems and a plurality of antennas, wherein each of the plurality of antennas is connected to each of the plurality of modems via a switch. | 13. An autonomous vehicle comprising: at least one modem; and at least one antenna operatively connected with the at least one modem; wherein the autonomous vehicle is configured to: determine, using at least one processor, a performance parameter indicative of a performance of a communication between the at least one antenna and a network node; and control, using the at least one processor, based on the performance parameter, one or more of: a position of the at least one antenna, and a connection of the at least one antenna to the at least one modem. | 14. A method comprising: determining, by at least one processor, a performance parameter indicative of a performance of a communication between at least one antenna and a network node; and controlling, using the at least one processor, based on the performance parameter, one or more of: a position of the at least one antenna, and a connection of the at least one antenna to at least one modem. | 15. The method of claim 14, wherein controlling the position of the at least one antenna and/or the connection of the at least one antenna to the at least one modem comprises: controlling the position of the at least one antenna relative to a position of the at least one modem. | 16. The method of any one of claims 14-15, wherein controlling the position of the at least one antenna and/or the connection of the at least one antenna to the at least one modem comprises: controlling one or more of: an orientation of the at least one antenna, a phase of the at least one antenna, an angle of the at least one antenna, and a pose of the at least one antenna. | 17. The method of any one of claims 14-16, wherein controlling the position of the at least one antenna and/or the connection of the at least one antenna to the at least one modem comprises: rotating the at least one antenna. | 18. The method of any one of claims 14-17, wherein controlling the position of the at least one antenna and/or the connection of the at least one antenna to the at least one modem comprises: controlling the connection of the at least one antenna to the at least one modem. | 19. The method of any one of claims 14-18, wherein controlling the position of the at least one antenna and/or the connection of the at least one antenna to the at least one modem comprises: determining if the performance parameter satisfies a criterion; and in response to determining that the performance parameter satisfies the criterion, controlling the position of the at least one antenna and/or the connection of the at least one antenna to the at least one modem. | 20. The method of claim 19, wherein determining if the performance parameter satisfies a criterion comprises: determining if the performance criteria is below a performance threshold; and in response to determining that the performance criteria is below the performance threshold, determining that the performance parameter satisfies the criterion.

The system (600) has an antenna (602) operatively connected with a modem (612A). A processor determines a performance parameter indicative of performance of communication between the antenna and a network node. The processor controls position of the antenna based on the performance parameter and connection of antenna to the modem, where the system controls the position of the antenna relative to position of the modem by controlling orientation of the antenna, phase of the antenna and angle of antenna. A switch (614A1) is coupled to the antenna and modem. Multiple antennas are associated with two different carriers. Each carrier operates on different frequency band. Multiple modems and multiple antennas are provided. INDEPENDENT CLAIMS are also included for:an autonomous vehiclea method for operating an antenna system in an autonomous vehicle. Antenna system for an autonomous vehicle (claimed). The system is robustly implemented in the vehicle, and enables the vehicle to operate in an environment in which large amount of wireless connectivity is required in an efficient manner. The antenna provides 360-degree coverage around the vehicle in a cost effective manner. The drawing shows a schematic view of a dynamic antenna system.600Antenna system602A, 602BAntenna610Electronic control unit612A, 612BModems614A1-614A4, 614B1-614B4Switches

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Trajectory planning of vehicles using route informationAbstract Title: Trajectory planning of vehicles using route information An autonomous vehicle receives information from vehicle sensors indicating the presence of an object (e.g. bus, delivery vehicle, bicycle) nearby. The object is identified (e.g. a bus with a particular model number) and the expected route of the object is retrieved (e.g. from a database, vehicle-to-vehicle communications or a mobile device associated with the object). The current trajectory is estimated using the on-board sensors and is compared with the expected route of the object, including approximating where the object may be in 5 seconds. The information is used to plan the trajectory of the autonomous vehicle (e.g. to avoid collisions). The expected route may be a one-time or temporary route (e.g. recreational drivers, delivery vehicles, construction vehicles) or a re-occurring route (e.g. postal services, busses). A confidence level may be assigned based on an accuracy and/or reliability of the expected route of the object.T. IS CLAMED IS: A method comprising: receiving, by at least one processor, information indicating a presence ofan object operating in an environment; determining, by the at least one processor, a. trajectory of the object, the tra including at least a position, a speed, and a direction of travel of the object; determining, by the at least one processor, an expected. route of the object, wherein the expected route is pre-planned and includes an expected future position of the object at a future time; comparing the trajectory of the object to the expected route of the object; and in accordance with the comparison that the -trajectory of the object is consistent with the expected route of the object, updating the trajectory of the object based on the expected route of the object. The method of claim 1, wherein determining the expected route of the object includes re in route information from a server. The method of any of the preceding claims, wherein the determination of the exp route is based on received route information from a transceiver or a mobile device associate with the object. The method of * ny of the preceding claims wherein the future time is at least S seconds he future, 5. The method of any of the preceding claims, wherein comparing the trajectory of the object to the expected route of the object includes determining that the position of the object is an expected position along the expected Mute. 6. The method of any of the preceding claims, wherein comparing the trajectory of the object to the expected route of the object includes determining that a velocity of the object is an expected velocity along the expected route. -2 - 7 The method of any of the preceding claims, wherein the received information is from at least one sensor of a host vehicle. 8. The method of any of the preceding claims. wherein the at least one processor is part of a remote server. 9. The method of any of the preceding claims, wherein the received information is fron transceiver or mobile device associated with the object. 10. The method of any of the preceding claims, further comprising: determining if the received information is sufficient to determine an expected route of the object and in accordance with errnir -ion that the received data is not sufficient determine the expected route of the object receiving additional information of at least one state of the object. 11. The method of claim 10 herein the received additinnal information is from at least one sensor of a host vehicle. 12. The method of claim 10 or claim 11, further comprising, in accordance with he determination that the received data is not sufficient to determine the expected route of the object, transmitting the received additional information to a machine learning module for object classification. 13. The method of any of the preceding claims, further comprising, in accordance with the comparison that the trajectory of the object is consistent with the expected route of the object, determining an uncertainty of the updated trajectory. 14. The method of any of the preceding claims, further comprising determining a reliability of the expected route. 15. The method of any of the preceding claims, further comprising transmitting the updated trajectory information of the object. 16. A non-transitory computer--readable storage medium comprising at least one program for execution by at least one processor of a first device, the at least one program including instructions which, when executed by the at least one processor, cause the first device to perform the method of any of the preceding claims. 17. A vehicle comprising: at least one sensor configured to capture information of an object; at least one transceiver configured to transmit and receive route information of the object; and at least one processor communicatively coupled to the at least one sensor and the at least one transceiver and configured to execute computer executable instructions, the execution carrying out the method of any of claims 1-15.

The method (800) involves receiving (802) that information indicating a presence of an object operating in an environment by processor. A trajectory of the object is determined (804) a speed including a position and a direction of travel of the object. An expected route of the object is determined (806) by the processor and the expected route is pre-planned and includes an expected future position of the object at a future time. The trajectory of the object is compared (808) to the expected route of the object. The trajectory of the object is updated (810) based on the expected route of the object and in accordance with the comparison that the -trajectory of the object is consistent with the expected route of the object. An INDEPENDENT CLAIM is included for a non-transitory computer-readable storage medium storing program for trajectory planning of vehicles using route information. Method for trajectory planning of vehicle (claimed) e.g. autonomous vehicle (AV), car, drone, shuttle, train, 4wheel-drive pickup truck, sport utility vehicle (SUV) and bus, using route information. The objects in the environment is safer, since the autonomous vehicle to avoid interfering with the expected route of the objects. The computing devices are located on the AV algorithmically generate control actions based on both real-time sensor data and prior information, thus allowing the AV system to execute autonomous driving capabilities. The cloud that includes cloud data centers along with the network and networking resources, thus facilitating the computing systems access to cloud computing service. The drawing shows a flow diagram illustrating the method for trajectory planning of vehicles using route information.800Method for trajectory planning of vehicles using route information 802Step for receiving information indicating a presence of an object operating in an environment 804Step for determining a trajectory of the object 806Step for determining an expected route of the object 808Step for comparing the trajectory of the object to the expected route of the object 810Step for updating the trajectory of the object based on the expected route of the object

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Road surface condition guided decision making and predictionAbstract Title: ROAD SURFACE CONDITION GUIDED DECISION MAKING AND PREDICTION A surface detection system for an autonomous vehicle comprising at least one sensor, a computer readable medium and at least one processor. The system receives data from the sensor associated with a surface along which the vehicle is travelling (1402). Using a surface classifier to determine a classification of the surface based on the sensor data (1404). Based on this data determining the drivability of the surface (1406) and planning based on the drivability the behaviour of the vehicle on the surface (1408). Controlling the vehicle over the surface (1410). The system may also receive data from a network outside of the vehicle and from other vehicles (V2V). | WHAT IS CLAIMED IS: A system, comprising: at least one sensor; at least one computer-readable medium storing computer-executable instructions; at least one processor configured to communicate with the at least one sensor and to execute the computer executable instructions, the execution carrying out operations including: receiving, from the at least one sensor, sensor data associated with a surface along a path to be traveled by a vehicle; using a surface classifier to determine a classification of the surface based on the sensor data; determining, based on the classification of the surface, drivability properties of the surface, planning, based on the drivability properties of the surface, a behavior of the vehicle when driving near the surface or on the surface; and controlling the vehicle based on the planned behavior. | 2 The system of claim 1, wherein determining, based on the surface classification drivability properties of the surface comprises: generating a surface map that includes at least one of: a list of geometric descriptions of the surface or a distribution of the drivability properties on the path of the vehicle. | 3. The system of claim I or claim 2, wherein the surface classification includes a known surface, and wherein determining, based on the surface classification, drivability properties of the surface comprises: obtaining, from a database, the drivability properties associated with the known surface. | 4. The system of any preceding claim, wherein the surface classification is an unknown surface, and wherein determining, based on the surface classification, the drivability properties of the surface comprises: determining, from a database, sensor measurements included in a label of the unknown surface, wherein the sensor measurements are historical sensor measurements associated with the unknown surface; and determining the drivability properties of the unknown surface based on the sensor measurements. | 5. The system of claim 4, wherein the historical sensor measurements are measured by the vehicle or received from another vehicle. | 6. The system of any preceding claim, wherein planning, based on the drivability properties of the surface, a behavior of the vehicle when driving near the surface or on the surface comprises: determining, based on the drivability properties, a vehicle motion that is associated with a safety or performance value that is greater than a current safety or performance value associated with a current vehicle motion. | 7. The system of any preceding claim, wherein the surface is a first surface, and wherein planning, based on the drivability properties of the surface, a behavior of the vehicle when driving near the surface or on the surface comprises: determining a historical vehicle motion performed on a second surface that has properties similar to the drivability properties of the first surface. | 8. The system of any preceding claim, wherein the vehicle is a first vehicle, and wherein planning, based on the drivability properties of the surface, a behavior of the vehicle when driving near the surface or on the surface comprises: detecting a second vehicle in proximity of the first vehicle; determining, based on the drivability properties of the surface, an expected motion of the second vehicle; and determining, based on the expected motion of the second vehicle, the behavior of the first vehicle. | 9. The system of any preceding claim, wherein the surface classifier receives, from the at least one sensor, sensor measurements performed when the vehicle drives over the surface. | 10. The system of any preceding claim, wherein the surface classification is a known surface classification, and wherein the operations further comprise: updating, based on the sensor measurements, a classifier associated with the surface classification. | I I. The system of any of claims I to 9, wherein the surface classification is an unknown surface, and wherein the operations further comprise: adding the sensor measurements to a label associated with the unknown surface. | 12. The system of any preceding claim, the operations further comprising: receiving from a shared dynamic database at least one of a road surface classification information or known surface property information. | 13. The system of any preceding claim, wherein the vehicle is a first vehicle, and wherein the operations further comprise: capturing, using the at least one sensor, a motion of a second vehicle that s driving on the surface 14. The system of any preceding claim, the operations further comprising: sending to a shared dynamic database at least one of: surface property feedback or vehicle motion feedback when the vehicle drives on the surface. 15. A method comprising: receiving, from at least one sensor of a vehicle, sensor data associated with a surface along a path to be traveled by a vehicle; using a surface classifier to determine a classification of the surface based on the sensor data determining, based on the classification of the surface, drivability properties of the surface; planning, based on the drivability properties of the surface, a behavior of the vehicle when driving near the surface or on the surface; and controlling the vehicle based on the planned behavior. 16. A non-transitory computer-readable storage medium comprising at least one program for execution by at least one processor of a first device, the at least one program including instructions which, when executed by the at least one processor, cause the first device to perform the method of claim 15.

The system (120) has at least one sensor (121), a computer-readable medium storing computer-executable instructions. A processor is configured to communicate with the at least one sensor and execute the computer-executable instructions. The execution performing operations include receiving sensor data associated with a surface along a path for a vehicle (100) to travel from the sensor. A surface classifier is used to determine a classification of the surface based on the sensor data. The drivability characteristics of the surface are determined based on the classification of the surface. A behavior of the vehicle when driving near the surface or on the surface is planned based on the drivability characteristics of the surface. The vehicle is controlled based on the planned behavior. INDEPENDENT CLAIMS are included for the following:a method for decision making and prediction with control based on road surface condition; anda non-transitory computer-readable storage medium storing program for executing a method for decision making and prediction with control based on road surface condition. Autonomous vehicle system for decision making and prediction with control based on road surface condition. The vehicle's behavior is adjusted based on dynamically changing road surfaces and conditions that affect safety and drivability. The vehicle can predict the behavior of other vehicles driving on the surface and can proactively adjust its behavior accordingly, based on the drivability characteristics of the surface. The system improves vehicle safety and reliability, particularly when driving in hazardous environments. The system reduces the chances of collisions and improves vehicle reliability and safety. The automated driving systems achieve better safety. The system ensures better decision-making, obeying traffic rules and predicting future events better than humans, and reliably controls a vehicle better than a human. The movement planner determines vehicle behavior that causes the vehicle to travel in the lane of other vehicles while it is snowing. The drawing shows a schematic view of an autonomous vehicle with autonomous capability. (Drawing includes non-English language text) 100Vehicle120AV system121Sensor122Stereo video camera132Computer peripheral

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Hailing a vehicleIn general, an indication is received through a user interface of an intention of a potential rider to use an autonomous vehicle. In response to the receipt of the indication, a hailing request is sent by a signaling mode to at least one autonomous vehicle that can receive the hailing request directly in accordance with the signaling mode.The invention claimed is: | 1. A stationary apparatus comprising: at least one processor; a screen; and at least one non-transitory storage medium storing instructions that, when executed by the at least one processor, cause the at least one processor to: display, on the screen, a user interface for hailing a vehicle; receive, from an operator of the stationary apparatus operating the user interface, an indication for a request for a pick-up by a vehicle at a location proximate to the stationary apparatus; transmit the request for the pick-up to a plurality of vehicles; receive a response from a responsive vehicle of the plurality of vehicles accepting the request for the pick-up, wherein the response is received after the responsive vehicle exchanges at least one message with another vehicle of the plurality of vehicles ensuring that multiple vehicles do not respond to the request for the pick-up; and display, on the screen, the response to the operator of the stationary apparatus. | 2. The stationary apparatus of claim 1, wherein the indication for the request for the pick-up comprises an indication of one or more of a rider, a number of riders, a destination location, a class of service, and a time to arrive. | 3. The stationary apparatus of claim 1, wherein the instructions that cause the at least one processor to transmit the request for the pick-up to the plurality of vehicles cause the at least one processor to broadcast the request directly to the plurality of vehicles. | 4. The stationary apparatus of claim 3, wherein the instructions that cause the at least one processor to broadcast the request directly to the plurality of vehicles cause the processor to broadcast the request using a vehicle to infrastructure (V21) communications protocol. | 5. The stationary apparatus of claim 1, wherein the stationary apparatus comprises a kiosk that resides at a fixed location. | 6. A method performed by a stationary apparatus at a fixed location, the method comprising: displaying, on a screen of a stationary apparatus, a user interface for hailing a vehicle; receiving, from an operator of the stationary apparatus operating the user interface, an indication for a request for a pick-up by a vehicle at a location proximate to the stationary apparatus; transmitting the request for the pick-up to a plurality of vehicles; receiving a response from a responsive vehicle of the plurality of vehicles accepting the request for the pick-up, wherein the response is received after the responsive vehicle exchanges at least one message with another vehicle of the plurality of vehicles ensuring that multiple vehicles do not respond to the request for the pick-up; and displaying, on the screen, the response to the operator of the stationary apparatus. | 7. The method of claim 6, wherein the indication for the request for the pick-up comprises an indication of one or more of a rider, a number of riders, a destination location, a class of service, and a time to arrive. | 8. The method of claim 6, wherein transmitting the request for the pick-up to the plurality of vehicles comprises broadcasting the request to the plurality of vehicles. | 9. The method of claim 8, comprising broadcasting the request directly to the plurality of vehicles using a vehicle to infrastructure (V21) communications protocol. | 10. The method of claim 6, wherein the stationary apparatus comprises a kiosk. | 11. At least one non-transitory storage medium storing instructions embodied in a stationary apparatus residing at a fixed location, the instructions, when executed by at least one processor, cause the at least one processor to: display, on a screen, a user interface for hailing a vehicle; receive, from an operator of the stationary apparatus operating the user interface, an indication for a request for a pick-up by a vehicle at a location proximate to the stationary apparatus; transmit the request for the pick-up to a plurality of vehicles; receive a response from a responsive vehicle of the plurality of vehicles accepting the request for the pick-up, wherein the response is received after the responsive vehicle exchanges at least one message with another vehicle of the plurality of vehicles ensuring that multiple vehicles do not respond to the request for the pick-up; and display, on the screen, the response to the operator of the stationary apparatus. | 12. The at least one non-transitory storage medium of claim 11, wherein the indication for the request for the pick-up comprises an indication of one or more of a rider, a number of riders, a destination location, a class of service, and a time to arrive. | 13. The at least one non-transitory storage medium of claim 11, wherein the instructions that cause the at least one processor to transmit the request for the pick-up to the plurality of vehicles cause the at least one processor to broadcast the request to the plurality of vehicles. | 14. The at least one non-transitory storage medium of claim 13, wherein the instructions that cause the at least one processor to broadcast the request to the plurality of vehicles cause the processor to broadcast the request directly to the plurality of vehicles using a vehicle to infrastructure (V21) communications protocol. | 15. The at least one non-transitory storage medium of claim 11, wherein the stationary apparatus comprises a kiosk.

The apparatus has a processor (232,280,282) for displaying a user interface (248) for hailing a vehicle (200) on a screen. The processor receives an indication for a request for a pick-up by the vehicle at a location proximate to the stationary apparatus from an operator of the stationary apparatus operating the user interface. The request for the pick-up is transmitted to a set of vehicles. A response is received from one of the set of the vehicles accepting the request for the pick-up. The response is displayed on the screen to the operator of the stationary apparatus. The indication comprises an indication of a rider, a number of riders, a destination location, a class of service, and a time to arrive. INDEPENDENT CLAIMS are included for:(1) a method performed by a stationary apparatus at a fixed location; and(2) a non-transitory storage media storing instructions. Stationary apparatus for hailing a vehicle, such as autonomous vehicle. Can also be used for a taxicab and a ride-sharing vehicle. The hailing request is received directly in accordance with the signaling mode from the device in the vicinity of the potential rider, and the pickup location is provided to the processor based on the hailing confirmation, thus allowing the user to hail the autonomous vehicle in an efficient manner. The method allows the user of the mobile device to provide hailing information to the vehicle, and allows the vehicle to provide a pickup location to autonomous driving features of the vehicle in a reliable manner. The drawing shows a block diagram of the vehicle.200Vehicle 202Stimulus detector 204Video sensor 232,280,282Processors 248User interface

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Permission authentication and public key-based integrity self-driving vehicle IoT firmware update generation device and method through hyperledger fabric block chain moduleIn the present invention, while updating the firmware of a conventional self-driving car through the vehicle's external communication network, various hacking such as DDoS (Distributed Denial of Service) attack, vehicle ID (identification) falsification, GPS manipulation, and information collection is performed on the self-driving car's firmware. If so, there are problems that could cause the entire self-driving system to be damaged by causing it to move to a different location instead of the desired destination, or spreading malicious code, and when updating the IoT-type firmware module of the self-driving car, excessive use of the vehicle's external communication network may occur. In order to improve the problem of not being able to respond to firmware update requests provided by firmware suppliers, which can cause network bottlenecks by causing traffic, MKG-type IoT firmware brokerage control module (100), firmware brokerage for firmware suppliers Consisting of a control module (200) and a firmware-type Hyperledger Fabric blockchain module (300), the MKG-type IoT firmware brokerage control module is connected to a 5G Wifi communication network, Through the firmware brokerage control module for firmware suppliers and the firmware-type Hyperledger Fabric blockchain module, it is possible to create unprecedented permission authentication and public key-based integrity autonomous vehicle IoT firmware updates, and to determine the cause of accidents in self-driving cars. It can be provided as forensic data to prove, and is connected to the IoT-type firmware module of the self-driving car, forming an MKG-type IoT firmware brokerage control module that replaces the IoT-type firmware module of the self-driving car, thereby solving the transaction overload problem., It facilitates the management of IoT-type firmware modules, and by using bridge peer nodes, it can guarantee high availability of 80% compared to the existing system without single point of failure on public networks, private networks, and Hyperledger Fabric networks., The program is designed to receive and process token-type objects of the MKG-type IoT firmware mediation control module and firmware update request signals in the order of authorization and authentication applications in the Hyperledger Fabric blockchain, causing excessive traffic in the vehicle's external communication network., Bottlenecks that occur in public networks, private networks, and Hyperledger Fabric networks can be reduced to less than 70% compared to existing ones, and only authorized nodes can participate in public networks, private networks, and Hyperledger Fabric networks, and smart Since only some nodes execute the chain code of the contract function, multiple transactions can be quickly processed in parallel, the ledger is disclosed only to authorized nodes using the channel, and the identity of network participating nodes can be confirmed. The purpose is to provide a permission authentication and public key-based integrity autonomous vehicle IoT firmware update generation device and method through a firmware-type Hyperledger Fabric blockchain module that can clearly determine who is responsible when a problem occurs.|1. It is connected to the IoT firmware module that plays the role of cognitive control, learning judgment control, and autonomous driving control of the autonomous vehicle, and receives firmware data on the presence or absence of firmware updates, version, and image data before and after the accident of the autonomous vehicle, A firmware-type Hyperledger Fabric block that is formed to download firmware update files directly from a firmware supplier that supplies firmware update files based on additional permission certification and a public key after receiving permission certification from the Ledger Fabric blockchain. Permission authentication and public key-based integrity autonomous vehicle IoT firmware update generation device through chain module. | 2. According to claim 1, wherein the permission authentication/public key-based integrity autonomous vehicle IoT firmware update generation device is connected to the IoT-type firmware module of the autonomous vehicle, replacing the IoT-type firmware module of the autonomous vehicle, A token-type object is created by consolidating the data of the car's IoT-type firmware modules into one, and after applying for permission authentication to the firmware-type Hyperledger Fabric blockchain module, the created token-type object and firmware update request signal are sent to the firmware-type Hyperledger Fabric block. MKG-type IoT firmware brokerage control that transmits the data to the chain module, receives the public key for downloading the firmware update file from the firmware-type Hyperledger Fabric blockchain module, and mediates and controls the firmware update file to be downloaded from the firmware brokerage control module for firmware suppliers. The module 100 is connected to the firmware supplier's smart device and, on behalf of the firmware supplier, applies for permission authentication to the firmware-type Hyperledger Fabric blockchain module, Checks whether the firmware supplier is registered in the Hyperledger Fabric blockchain, registers the firmware update file provided by the firmware supplier, and sends the firmware update file to the authorized MKG-type IoT firmware through the firmware-type Hyperledger Fabric blockchain module. It is located between the firmware intermediary control module 200 for firmware suppliers, which mediates and controls distribution to the intermediary control module, the firmware intermediary control module for firmware suppliers, and the MKG-type IoT firmware intermediary control module, and creates a chain code according to automatic agreement. After forming the (Chain Code), register and distribute the firmware update file sent to the firmware brokerage control module for the firmware supplier, and block the token-type object and firmware update request sent from the MKG-type IoT firmware brokerage control module to the node. Create an ordering service node with a structure, Permission through a firmware-type Hyperledger Fabric blockchain module, which consists of a firmware-type Hyperledger Fabric blockchain module 300 that creates a permission-type blockchain that allows only authorized nodes to participate in the Hyperledger Fabric network. Authentication/public key-based integrity autonomous vehicle IoT firmware update generation device. | 3. According to claim 2, the MKG-type IoT firmware mediation control module 100 is connected to the IoT-type firmware module of the self-driving car, and provides firmware data regarding the presence or absence of firmware update and version sensed by the IoT-type firmware module of the self-driving car. Forms an interface that receives video data before and after the accident of an autonomous vehicle, video and audio data inside and outside the vehicle, and traffic data from internal and external network communication through V2X communication or IVN (In-Vehicle Network). The RS-232 interface unit 110 and the UART signal and SPI signal are connected to IEEE802. A 5G Wifi communication forming unit 120 for IoT firmware that converts to the 11b/g/n wireless LAN protocol and forms a firmware brokerage control module for firmware suppliers, a firmware-type Hyperledger Fabric blockchain module, and a 5G Wifi communication network, and RS -232 From the interface unit, the presence or absence of a firmware update, which is the sensing data of IoT-type firmware modules of the self-driving car, firmware data regarding the version, video data before and after the accident of the self-driving car, and video and audio data inside and outside the vehicle, a firmware data token-type object creation control unit 130 that receives internal and external network communication traffic data through V2X communication or IVN (In-Vehicle Network) and controls it to generate a token-type object by consolidating it into one, and an autonomous vehicle Receives firmware version data from the IoT-type firmware module, compares and analyzes it with the latest version value, and if it is a lower version, A firmware update request control unit 140 that receives permission from the certificate-based Hyperledger Fabric blockchain through a CA (certification authority) and controls a firmware update request, a token-type object created by the firmware data token-type object creation control unit, and, a permission authentication application control unit 150 for IoT firmware that controls whether the firmware update request signal from the firmware update request control unit can be transmitted to the firmware type Hyperledger Fabric blockchain module to request permission certification, and a firmware type Hyperledger Fabric block. Receive the public key and metadata for downloading the firmware update file from the chain module, Permission authentication through a firmware-type Hyperledger Fabric blockchain module, characterized in that it consists of a Check Firmware Download Algorithm engine unit 160 that forms a firmware update file to be downloaded from the firmware brokerage control module for the firmware supplier. ·Public key-based integrity autonomous vehicle IoT firmware update generation device. | 4. The method of claim 2, wherein the firmware intermediary control module 200 for the firmware supplier transmits the UART signal and the SPI signal to IEEE802. A 5G Wifi communication formation unit 210 for firmware suppliers that converts to 11b/g/n wireless LAN protocol to form a firmware-type Hyperledger Fabric blockchain module, MKG-type IoT firmware intermediary control module, and 5G Wifi communication network, and firmware Controls whether the supplier is registered in the Hyperledger Fabric blockchain and whether the firmware update file provided by the firmware supplier can be registered in the Hyperledger Fabric blockchain by sending it to the Hyperledger Fabric blockchain to request permission authentication. After checking whether the firmware supplier is registered in the Hyperledger Fabric blockchain, the permission authentication application control unit 220 for the firmware supplier, and a set vendor algorithm (A SetVendor Algorithm engine unit 230, a firmware update algorithm engine unit 240 that updates metadata of the firmware update file in the Hyperledger Fabric blockchain and creates a transaction, Firmware-type Hyperledger, characterized in that it consists of a firmware update file distribution control unit 250 that controls the distribution of the firmware update file directly to the authorized MKG-type IoT firmware mediation control module through the firmware-type Hyperledger Fabric blockchain module. Permission authentication and public key-based integrity autonomous vehicle IoT firmware update generation device through fabric blockchain module. | 5. According to claim 2, the firmware-type Hyperledger Fabric blockchain module 300 registers and distributes firmware update files of firmware mediation control modules for firmware suppliers to be shared, and firmware of IoT-type firmware modules of autonomous vehicles. Firmware data regarding update status and version, video data before and after the accident of an autonomous vehicle, video and audio data inside and outside the vehicle, and internal and external network communication through V2X communication or IVN (In-Vehicle Network). A node structure is created by blocking the Hyperledger Fabric-type distributed ledger unit 310, which records all changes in traffic data, and the Hyperledger Fabric-type distributed ledger unit 310, which records all changes in traffic data. An ordering service node 320 that creates an ordering block, determines the order of transactions in the ordering block, and hosts an ordering service that is delivered to connected nodes, a firmware brokerage control module for firmware suppliers, It forms a chain code based on automatic agreement between MKG-type IoT firmware mediation control modules, processes business logic agreed upon by nodes participating in the Hyperledger Fabric network, and creates a new distributed ledger unit in the Hyperledger Fabric type. The chain code unit 330, which is responsible for updating content or reading existing content, manages the Hyperledger Fabric-type distributed ledger and chain code on the Hyperledger Fabric network, and operates at the ordering service node. Permission authentication through a firmware-type Hyperledger Fabric blockchain module, which consists of a peer node 340 that verifies the created block and stores a Hyperledger Fabric-type distributed ledger based on the block. ·Public key-based integrity autonomous vehicle IoT firmware update generation device. | 6. According to claim 5, the peer node 340 is an endorsing peer node 341 that determines whether a transaction is appropriate through chain code simulation and performs verification of the latest block. A committing peer node 342, which plays the role of communicating with a Hyperledger Fabric network located in another organization, and an anchor peer node, which plays a role of communicating with a peer node located in another organization. peer node) (343), a leader peer node (344) that is connected to the ordering service node and receives the latest block and transmits it to other peer nodes in the organization, Hyperledger Fabric blockchain, Hyperledger Fabric Blockchain, which consists of devices that connect public blockchains and private blockchains, Based on permission authentication and public key through a firmware-type Hyperledger Fabric blockchain module, which consists of a bridge peer node (345) that forms one or two of the public blockchain and private blockchain to participate in the selected blockchain. Type integrity autonomous vehicle IoT firmware update generation device. | 7. The MKG-type IoT firmware brokerage control module is connected to the IoT-type firmware module of the self-driving car, and instead of the IoT-type firmware module of the self-driving car, the data of the IoT-type firmware modules of the self-driving car is integrated into one to create a token-type object. A step of creating (S10), a step of applying for permission authentication to the firmware-type Hyperledger Fabric blockchain module through the MKG-type IoT firmware brokerage control module (S20), and permission authentication of the firmware-type Hyperledger Fabric blockchain module. Then, a step (S30) of transmitting the token-type object and firmware update request signal generated by the MKG-type IoT firmware brokerage control module to the firmware-type Hyperledger Fabric blockchain module, and the firmware brokerage control module for the firmware supplier is sent to the firmware supplier. A step of connecting to a smart device and applying for permission authentication to the firmware-type Hyperledger Fabric blockchain module on behalf of the firmware supplier (S40), and when permission certification of the firmware-type Hyperledger Fabric blockchain module is achieved, A step (S50) of checking whether the firmware supplier is registered in the Hyperledger Fabric blockchain in the firmware-type Hyperledger Fabric blockchain module and registering the firmware update file provided by the firmware supplier (S50), and the firmware-type Hyperledger Fabric block A step (S60) of sending the public key and metadata for downloading the firmware update file to the MKG-type IoT firmware mediation control module that sent the firmware update request signal from the chain module, and sending the firmware update file from the firmware supplier firmware mediation control module to the firmware-type When distributed to the authorized MKG-type IoT firmware brokerage control module through the Hyperledger Fabric blockchain module, the firmware update file is downloaded based on the public key and metadata for downloading the firmware update file from the MKG-type IoT firmware brokerage control module., Creation of permission authentication/public key-based integrity self-driving car IoT firmware update through a firmware-type Hyperledger Fabric blockchain module, which consists of installing the firmware update file of the IoT-type firmware module of the self-driving car (S70). method.

The device has a firmware-type Hyperledger (RTM: object-oriented programming language) fabric block that is connected to an Internet of things (IoT) firmware module to download firmware update files directly from a firmware supplier. The Fabric block that is formed to download firmware update files directly from a firmware supplier that supplies firmware update files based on additional permission certification and a public key after receiving permission certification from the Ledger Fabric blockchain. A token-type object is created by consolidating the data of the IoT-type firmware modules. The brokerage control transmits the data to the chain module, receives public key for downloading the firmware update file from firmware-type Hyperledger Fabric blockchain module. An INDEPENDENT CLAIM is included for a method for generating integrity of autonomous vehicle Internet of Things firmware update based on permission authentication and public key using Hyperledger fabric blockchain module. Device for generating integrity of autonomous vehicle Internet of Things (IoT) firmware update based on permission authentication and public key using Hyperledger fabric blockchain module. The device generates firmware updates and provides forensic data for proving cause of accidents in self-driving cars. The ledger is disclosed only to authorized nodes, and identity of nodes participating in the network can be verified, so that responsibility is clearly identified in the event of a problem. The bottlenecks occurs in public networks, private networks and Hyperledger Fabric networks is reduced. The drawing shows a block diagram of a device generating integrity of autonomous vehicle Internet of Things firmware update. (Drawing includes non-English language text) 1Device for generating integrity of autonomous vehicle100Brokerage control module200Control module300Chain Module

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The V2 X (V X) communication system using the OTP (one time password).The present invention relates to a V2X communication system using an OTP, and more particularly, to a V2X communication system using an OTP, capable of not only preventing the malfunction of an electronic component mounted on a vehicle due to hacking but also further improving driving safety in an autonomous driving operation, by encrypting transmission data using the OTP which the vehicle uses to be transmitted and decrypting reception data using a counterpart OTP to be decoded, after receiving a secret key for the generation of a counterpart unique OTP through a security relay center when the vehicle communicates with an external device. COPYRIGHT KIPO 2018 REPRESENTATIVE DRAWING - Reference numerals: (10) Vehicle; (20) External device; (30) Security relay center; (AA) Request a secret key 2 used by a communication target external device; (BB) Request a secret key 1 used by a communication target vehicle; (CC) Transmit the secret key 2; (DD) Transmit the secret key 1; (EE) Encrypt the transmission data 1 using the OTP 1; (FF) Encrypt the transmission data 2 using the OTP 2; (GG) Generate transmission data 1 and generate an OTP 1; (HH) Receive the transmission data 2 and generate the OTP 2; (II) Decrypt the transmission data 2 using the OTP 2; (JJ) Receive the transmission data 1 and generate the OTP 1; (KK) Decrypt the transmission data 1 using the OTP 1; (LL) Generate transmission data 2 and generate an OTP 2|1. A V2X communication system using OTP, wherein: the ECU (11), and wireless communication module (12) are included; data transmitted to the external device (20) is encoded to the characteristic OTP1 and it transmits; data received from the external device (20) are decoded to the OTP2 of the external device (20) intrinsic and the vehicle (10) decoded, the control unit (21) controlling the communication behavior with the vehicle (10), and wireless communication module (22) are included; data transmitted to the vehicle (10) is encoded to the characteristic OTP2 and it transmits; and it configures with the external device (20) which decodes data received from the vehicle (10) to the OTP1 of the vehicle (10) intrinsic and decoded, and the ECU (11) the communication system controls the communication behavior with the external device (20). | 2. The V2X communication system using OTP of claim 1, wherein: the communication system moreover altogether stores the secret key for the OTP1 of the vehicle (10) and external device (20) and OTP2 generation; and it further includes the security transit centres (30) which transmits the corresponding secret key in case it has the request for transmission of the far-end secret key from the vehicle (10) and external device (20), and the security transit centres (30) organizes on the communication unit (31) which transmits the corresponding secret key stored in the secret key store (32) with the vehicle (10) and external device (20) in case it has the request for transmission of the secret key from the secret key store (32), storing all secret keys that use in the vehicle (10) and external device (20) and vehicle (10) and external device (20). | 3. The V2X communication system using OTP of claim 1, wherein: the vehicle (10) produces the OTP1 by being transmitted the secret key 2 of the external device (20) for the V2X communication with the external device (20) from the security transit centres (30) and using the secret key 1 of the vehicle intrinsic in the ECU (11): stored in the OTP module (13) and data transmission, and in the data receiver time, comprises the OTP module (13) producing the OTP2, the encryption unit (14), and the decoder (15) by using the secret key 2, and as to the encryption unit (14), data transmitted to the external device (20) is encoded to the OTP1 generated in the OTP module (13) and transmitted; and the decoder (15) decodes data transmitted from the external device (20) to the OTP2 generated in the OTP module (13) and decoded. | 4. The V2X communication system using OTP of claim 1, wherein: the external device (20) produces the OTP2 by being transmitted the secret key 1 of the vehicle (10) for the V2X communication with the vehicle (10) from the security transit centres (30) and using the secret key 2 of the external device intrinsic in the control unit (21): stored in the OTP module (23) and data transmission, and in the data receiver time, comprises the OTP module (23) producing the OTP1, the encryption unit (24), and the decoder (25) by using the secret key 1, and as to the encryption unit (24), data transmitted to the vehicle (10) is encoded to the OTP2 generated in the OTP module (23) and transmitted; and the decoder (25) decodes data transmitted from the vehicle (10) to the OTP1 generated in the OTP module (23) and decoded.

The system has an electronic control unit (ECU) for controlling communication behavior with an external device (20). A one time password (OTP) module produces first OTP by using a secret key of the vehicle in a data transmission part and produces second OTP by using another secret key in a data receiver. A wireless communication module transmits data to the external device, where the data is encoded by using the first OTP and the data received from the external device is decoded by using the second OTP. A control unit controls communication behavior with a vehicle (10). Vehicle-to-everything (V2X) communication system. The system is provided with an automotive electric part that is mounted in the vehicle so as to prevent malfunction in the system, improve running stability during autonomous driving operation and provide security. The drawing shows a flow diagram illustrating operation of a V2X communication system. '(Drawing includes non-English language text)' AAStep for receiving transmission dataBBStep for decoding transmission data10Vehicle20External device30Security transit center

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SYSTEM AND METHODS TO APPLY ROBUST PREDICTIVE TRAFFIC LOAD BALANCING CONTROL AND ROBUST COOPERATIVE SAFE DRIVING FOR SMART CITIESApparatuses. systems and methods applying an ?ηικ?Λ'???λ? rcin-djcbtrmatiLHting anaayniDus car w-1 ^1··=^ nasTgattoo driven traffic model predictive -γ^?-ιΜ?τιΙ rcodimirE predictive load-balancing or. road nrtTsyfHrc -π,+ι?ι-Η dynamically assigns efficient sets of routes to car related navi^bDO aids and Tvhich navigation aids may refer to in dash navtgaiiDQ or to zanart phone navigation application. The system methods are may enable, for exainple. to ?οφτο^?: or to sbbsdtiile oommerrial naiigatict sejvrKe soluti-DEis. applying under -such upgrade ca* stribsfituticei a new hi^hK· pffir^wnt prciaztive fraffir COHtLol f-DT 'Zity SlXe €&' jize L dTllC .|1. A method enabling according to predetermined procedure to perform by in-vehicle apparatus privileged tolling transaction with a toll charging center, while non exposing trip details, and transmitting position related data to a path control system, the method comprising: a. Receiving by an in vehicle apparatus data associated with time related varying positions of a path which should be developed according to dynamic updates to an in-vehicle driving navigation aid, b. Tracking and storing positions along a trip by said in vehicle apparatus, c. Comparing by said in vehicle apparatus said tracked time related positions by the in-vehicle apparatus with time related positions associated with said path that should be developed according to updates to the driving navigation aid, d. Determining by said in-vehicle apparatus, according to a level of a match, privilege related toll charging data, e. Transmitting by said in-vehicle apparatus using an IP address associated with the in-vehicle apparatus a message which is characterized by being vehicle identifying and not trip identifying toll charging related data message, wherein the IP address differs from an IP address that is associated with the in-vehicle apparatus while in-vehicle positioning related data is transmitted anonymously. | 2. An in-vehicle apparatus which according to 1 comprises: a. Mobile internet transceiver, b. GNSS positioning receiver, c. Processor and memory, d. Communication apparatus to communicate with an in-vehicle driving navigation aid. | 3. A method and a system according to which conditions to improve traffic flow on a road network is encouraged by encouraging directly or indirectly usage of vehicles having in-vehicle driving navigation aids which interact with drivers, or with driving control means of autonomous-vehicles, to guide trips of a vehicles according to path controlled trips, the method comprises: a) receiving by an in-vehicle driving navigation aid data for dynamic path assignments, b) tracking by in-vehicle apparatus the actual path of the trip, c) comparing by in-vehicle apparatus the tracked path with the path complying with the dynamic path assignments along a trip, d) determining by in-vehicle apparatus the privilege entitling usage of the assigned path according to predetermined criteria for the level of the match determined by the comparison. e) transmitting by in-vehicle apparatus privilege related transaction data which expose no trip details. | 4. A method and a system according to which traffic flow improvement conditions on a road network is encouraged by encouraging directly or indirectly usage of vehicles having in-vehicle driving navigation aids which interact with drivers, or with driving control means of autonomous-vehicles, to guide trips of a vehicles according to path controlled trips, the method comprises: a) receiving by an in-vehicle driving navigation aid data for dynamic path assignments, b) tracking by in-vehicle apparatus the actual path of the trip, c) comparing by in-vehicle apparatus the tracked path with the assigned path complying with the dynamic path assignments along a trip, d) determining by in-vehicle apparatus the privilege entitling usage of the assigned path according to predetermined criteria for the level of the match determined by the comparison. | 5. A method according to 3 or 4, wherein said privilege is free of charge road toll. | 6. A method according to 3 or 4, wherein said privilege is discount in charged road toll. | 7. A method according to 5 or 6, wherein an entitlement for privilege include a criterion according to which travel on certain predetermined links requires that a trip will be stopped for a minimum predetermined time. | 8. A method according to 7, wherein said predetermined links are links on which traffic is diluted. | 9. A method according to 3 or 4, wherein a said vehicle is an autonomous vehicle classified as level 4 according to the Society of Automotive Engineers. | 10. A method according to 3 or 4, wherein a said vehicle is an autonomous vehicle classified as level 5 according to the Society of Automotive Engineers. | 11 A method according to 3 or 4, wherein path controlled trips tending to be coordinated by dynamic assignment of paths performed by coordinating path control. | 12. A method according to 11 wherein which traffic on the network tends to converge to traffic load balance. | 13. A method according to 11, wherein a DTA simulator is used with traffic predictions of coordinating path control. | 14. A method according to 13, wherein the DTA simulator includes models of motion of autonomous vehicles on roads and interactions of autonomous vehicles with other vehicles on roads. | 15. A method according to 11, wherein gradual coordination is applied by determining current highest priority links which negatively contribute to traffic load balance subject to a given computation power. | 16. A method according to 11, wherein dynamic assignments of paths use processes of coordination control iterations. | 17. A method according to 16, wherein coordination control iterations apply fairness related processes. | 18. A method according to 17, wherein processes of iterations of coordination control are also used. | 19. A method according to 12,13,14,16, 17 and 18, wherein, paths are assigned to fictitious destinations on a fictitious road map which expands a real part of a road map with evacuation of traffic from a part of a network. | 20. A method according to 12, 13, 14, 16, 17 and 18, wherein, paths are assigned to fictitious destinations on a fictitious road map which expands a real part of a road map with traffic dilution of a part of a network. | 21. A method and system according to which improved safe driving on a road network is encouraged by encouraging usage of safety aids, the method comprises: a) tracking by in-vehicle apparatus the actual use of said safety aid along the trip, d) determining by in-vehicle apparatus privilege related data for usage of said safety aid according to predetermined criteria entitling privilege for the level usage, c) transmitting by in-vehicle apparatus privilege related transaction data which expose no trip details. | 22. A method according to 21, wherein said privilege applies free of charge road toll. | 23. A method according to 21, wherein said privilege is a discount in charged road toll. | 24. A method according to 21, wherein safety aids are cooperative safety driving aids enabling to improve a single in-vehicle measurement of a safety driving aid by in-vehicle fusion of the measurement with one or more respective measurements performed by other one or more vehicles and received by a fusion apparatus through vehicle to vehicle communication. | 25. A method according to 3,4 and 21, wherein privilege for usage refers to usage of both safety driving aids and path controlled trips. | 26. A method according to which a path control system assigns paths to path controlled trips according to coordination control processes, wherein coordination control processes comprise iterative mitigation processes, and wherein an iteration of mitigation processes comprise determination of relatively loaded links, and wherein determination of relatively loaded links is associated with processes to determine time dependent traffic volumes to capacity ratios related data on network links along predicted time horizon which include feeding a calibrated Dynamic Traffic assignment (DTA) simulation by: a. non-mitigated pending paths, b. current and predicted assigned paths associated with path controlled trips, which are not associated with non mitigated pending paths. | 27. A method according to 26, wherein paths fed to the DTA simulation include current and predicted non path controlled trips. | 28. A method according to 26, wherein paths fed to the DTA simulation include current and predicted non coordinating path controlled trips. | 29. A method according to 26, wherein determination of relatively loaded links further include determination of reference time dependent traffic volume to capacity ratios related data which include feeding a calibrated Dynamic Traffic assignment (DTA) simulation by: a. current and predicted assigned paths associated with path controlled trips, b. current and predicted non path controlled trips. | 30. A method according to 29, wherein paths fed to the DTA simulation include current and predicted non coordinating path controlled trips. | 31. A method according to 26, wherein an iteration of mitigation processes includes searching for new alternative paths to yet non-mitigated pending alternative paths, preferably by substantially simultaneous search processes, wherein time dependent travel times that are associated with a search are determined by synthesis of DTA based traffic prediction fed by paths which include current and predicted assigned paths associated with path controlled trips which include paths that are associated with mitigated paths up to the current iteration in current cycle, | 32. A method according to 31, wherein paths fed to the DTA simulation include current and predicted non path controlled trips. | 33. A method according to 31, wherein paths fed to the DTA simulation include current and predicted non coordinating path controlled trips. | 34. A method according to 31, wherein an iteration of mitigation processes includes: a. Determining a threshold related acceptance criterion to accept new alternative paths as a substitution to assigned path controlled trips, wherein the threshold is adaptively determined in order to enable controllable mitigation by the current iteration in perspective of one or more prior iterations, b. Accepting new alternative paths or pending alternative paths according to a predetermined acceptance procedure which may but not be limited to a threshold which enables to put a limit on acceptance of said new alternative paths, according to results from said search. | 35. A method according to 34, wherein a threshold puts a limit on the maximum accepted reduction in potential travel time improvement in comparison to the potential travel time improvement that was assumed to be gained by said search for a path which became a non mitigated pending path. | 36. An apparatus comprising means for performing the method of any one of claims 1 and 3-35.

The method involves receiving data associated with time related varying positions of a path which should be developed according to dynamic updates to an in-vehicle driving navigation aid, and tracking and storing positions along a trip. The tracked time related positions are compared with time related positions associated with the path that should be developed according to updates to the driving navigation aid. According to the comparison result, privilege related toll charging data are determined. By using an Internet Protocol (IP) address associated with the in-vehicle apparatus, a message which is characterized by being vehicle identifying and not trip identifying toll charging related data message is transmitted. The IP address differs from an IP address that is associated with the in-vehicle apparatus while in-vehicle positioning related data is transmitted anonymously. INDEPENDENT CLAIMS are also included for the following:an in-vehicle apparatus; anda method of improving traffic flow on a road network. Method, by in-vehicle apparatus (claimed), for performing privileged tolling transaction with toll charging center. Robust privacy preservation eliminates, or at least minimizes, possible negativism to conditional tolling, since with robust privacy preservation the non-exposure of trip details can be guaranteed or at least an exposure can be under control of the owner of the vehicle. Privacy preserving path control, supported by privacy preserving free of charge toll or toll discount, may reduce reluctance to apply and use path controlled trips usage and may thus enable to generate high usage of path controlled trips, which with improved traffic mapping and traffic prediction provide good conditions for high performance traffic load balancing. The drawing is a schematic figure which illustrates the coordination of path controlled trips preferably applied with a basic paths planning layer. 210bCoordinated paths transmission211Basic paths planning layer212Requested paths input213Traffic prediction travel time costs

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MAP UPDATE USING IMAGESMethods and apparatuses associated with updating a map using images are described. An apparatus can include a processing resource and a memory resource having instructions executable to a processing resource to monitor a map including a plurality of locations, receive, at the processing resource, the memory resource, or both, and from a first source, image data associated with a first location, identify the image data as being associated with a missing portion, an outdated portion, or both, of the map, and update the missing portion, the outdated portion, or both, of the map with the image data.What is claimed is: | 1. An apparatus, comprising: a processing resource; and a memory resource in communication with the processing resource having instructions executable to: monitor a map including a plurality of locations; receive, at the processing resource, the memory resource, or both, and from a first source, image data associated with a first location; identify the image data as being associated with a missing portion, an outdated portion, or both, of the map; and update the missing portion, the outdated portion, or both, of the map with the image data. | 2. The apparatus of claim 1, wherein the image data associated with the first location includes metadata identifying a physical location and viewing direction of the image data. | 3. The apparatus of claim 2, wherein the instructions are executable to identify the image data as being associated with the missing portion, the outdated portion, or both, by matching the metadata associated with the image data with location and viewing direction data associated with the missing portion, the outdated portion, or both. | 4. The apparatus of claim 1, further comprising the instructions executable to update a machine learning model associated with the map in response to receipt of the image data associated with the first location. | 5. The apparatus of claim 1, wherein the first source is a sensor in communication with an autonomous vehicle. | 6. The apparatus of claim 1, further comprising instructions executable to update the map as new image data associated with the first location is received. | 7. The apparatus of claim 6, further comprising instructions executable to detect changes to the first location based on the map update and the new image data received. | 8. The apparatus of claim 1, further comprising instructions executable to update the map and create a time-lapse version of the map as new image data associated with the particular location and the plurality of locations is received. | 9. A non-transitory machine-readable medium comprising a processing resource in communication with a memory resource having instructions executable to: receive, at the processing resource, the memory resource, or both, a first plurality of images from a plurality of sources; determine, at the processing resource, the memory resource, or both, a second plurality of images of a map monitored by the processing resource, the memory resource, or both, that have not been updated within a particular time period; search the first plurality of images and a database of previously received images for the second plurality of images of the map; in response to finding an image matching one of the second plurality of images, insert the one of the second plurality of images into the map; and in response to not finding a matching image, request, from the plurality of sources, the image matching one of the second plurality of images. | 10. The medium of claim 9, further comprising the instructions executable to determine a change between the matching image and the one of the second plurality of images. | 11. The medium of claim 9, further comprising the instructions executable to alert the plurality of sources of the change. | 12. The medium of claim 11, further comprising the instructions executable to instruct the plurality of sources to share the change with different sources in which the plurality of sources is in communication. | 13. The medium of claim 10, further comprising the instructions executable to alert a party outside of the plurality of sources of the change. | 14. A method, comprising: receiving, at a processing resource, a memory resource, or both, a plurality of images including location and time metadata from sensors associated with a plurality of vehicles that utilize vehicle-to-everything (V2X) communication; detecting, at the processing resource, areas of a map having an outdated image, a missing image, or both; determining whether one of the plurality of received images addresses the outdated image, the missing image, or both based on the metadata; in response to determining the one of the plurality of received images addresses the outdated image, the missing image, or both, updating the map using the one of the plurality of images; in response to not finding an image to address the outdated image, the missing image, or both, requesting, from the plurality of sources, a matching one of the second plurality of images; detecting and classifying, by the processing resource and based on the updated map, an issue associated with a particular location on the map; and sending a notification to the sensors of the plurality of vehicles and additional vehicles based on the detected and classified issue. | 15. The method of claim 14, further comprising receiving Decentralized Environmental Notification Message (DENM) signals from the sensors of the plurality of sources and classifying the DENM signals. | 16. The method of claim 15, further comprising providing DENM alerts to an Intelligent Transport System (ITS) based on the classified DENM signals. | 17. The method of claim 14, further comprising: determining periodic updates associated with the particular location; and storing to the memory resource, a database, or both, the periodic updates. | 18. The method of claim 14, further comprising requesting, from a database of images uploaded from a plurality of autonomous vehicles, the matching one of the second plurality of images in response to not finding an image to address the outdated image, the missing image, or both. | 19. The method of claim 14, wherein detecting the issue comprises detecting a change in a structure associated with the particular location. | 20. The method of claim 14, wherein detecting the issue comprises detecting a road condition change associated with the particular location.

The apparatus (100) has a memory resource (104) in communication with a processing resource (102) having instructions executable to monitor a map containing a set of locations. An image data associated with a first location is received at the processing resource, the memory resource, or both, and from a first source. The image data is identified as being associated with a missing portion, an outdated portion, or both, of the map. The missing portion, the outdated portion, or both, of the map are updated with the image data. The image data associated with the first location contains metadata identifying a physical location and viewing direction of the image data. The instructions are executable to identify the image data as being associated with the missing portion, the outdated portion, or both, by matching the metadata associated with the image data with location and viewing direction data associated with the missing portion, the outdated portion, or both. INDEPENDENT CLAIMS are included for:1) a non-transitory machine-readable medium; and2) a method for updating a map using images. Apparatus for updating a map using images. Uses include but are not limited to a mobile phone, smartphone, tablet, phablet, computing device, implantable device, vehicle, home appliance, smart home device, monitoring device, wearable device and an intelligent shopping system. The method enables utilizing a computing device to transmit information to users through a display to view images and/or text, speakers to emit sound, and a sensor to collect data in an efficient manner. The drawing shows a block diagram of the apparatus for updating a map using images.100Apparatus for updating a map using images 102Processing resource 104Memory resource 106Monitoring 108Receiving

Please summarize the input

VEHICLE-TO-EVERYTHING (V2X) COMMUNICATION BASED ON USER INPUTIn some implementations, a device associated with a vehicle may receive, based on user input to an interface of the vehicle, information indicating an incident associated with the vehicle, wherein the user input indicates at least one of: whether the incident is associated with the user of the vehicle, or whether the incident is associated with an event outside of the vehicle. The device may transmit, to a system and via a transceiver of the vehicle, a message indicating the incident associated with the vehicle. The device may receive, from the system and via the transceiver of the vehicle, an acknowledgement of the message, wherein the acknowledgement indicates a classification of the incident. The device may cause the vehicle to perform one or more actions based on the incident associated with the vehicle and based on the classification of the incident.What is claimed is: | 1. A device associated with a vehicle, comprising: an interface configured to receive user input from a user of the vehicle; a transceiver; a memory; and one or more processors, coupled to the memory, configured to: receive, based on the user input to the interface, information indicating an incident associated with the vehicle, wherein the user input indicates at least one of: whether the incident is associated with the user of the vehicle, or whether the incident is associated with an event outside of the vehicle; transmit, to a system and via the transceiver of the device, a message indicating the incident associated with the vehicle; receive, from the system and via the transceiver of the device, an acknowledgement of the message, wherein the acknowledgement indicates a classification of the incident; and cause the vehicle to perform one or more actions based on the incident associated with the vehicle and based on the classification of the incident. | 2. The device of claim 1, wherein the interface is configured to receive the user input as a voice input. | 3. The device of claim 1, wherein the one or more processors, to cause the vehicle to perform the one or more actions, are configured to: provide one or more instructions to autonomously drive the vehicle to a facility based on: the user input indicating that the incident is associated with the user of the vehicle, the classification of the incident, and a capability of the vehicle. | 4. The device of claim 3, wherein the one or more processors are further configured to: transmit, via the transceiver, a notification to a facility system associated with the facility, wherein the notification indicates the incident. | 5. The device of claim 1, wherein the one or more processors, to cause the vehicle to perform the one or more actions, are configured to: provide one or more instructions to autonomously park the vehicle based on: the user input indicating that the incident is associated with the user of the vehicle, the classification of the incident, and a capability of the vehicle. | 6. The device of claim 5, wherein the one or more processors are further configured to: determine a location at which the vehicle is parked or is to be parked; initiate, with an emergency dispatch system, an emergency call based on the user input indicating that the incident is associated with the user of the vehicle; and transmit, to the emergency dispatch system and via the transceiver, an indication of the location at which the vehicle is parked or is to be parked. | 7. The device of claim 1, wherein, based on the user input indicating that the incident is associated with the event outside the vehicle, the message indicating the incident associated with the vehicle includes one or more of: an image associated with the incident, a video associated with the incident, or sensor information detected by one or more sensors associated with the vehicle. | 8. The device of claim 1, wherein the one or more processors, to cause the vehicle to perform the one or more actions, are configured to: provide one or more instructions to autonomously drive the vehicle along a route that bypasses the incident based on the classification of the incident and a capability of the vehicle. | 9. The device of claim 1, wherein the message indicating the incident associated with the vehicle further indicates a location associated with the incident. | 10. The device of claim 1, wherein the classification of the incident is associated with a severity level, and wherein the severity level is based on whether the classification corresponds to an emergency classification or a non-emergency classification. | 11. A system, comprising: a memory; and one or more processors, coupled to the memory, configured to: receive, from a vehicle, a message indicating an incident associated with the vehicle, wherein the message indicates: whether the incident is associated with a user of the vehicle, or whether the incident is associated with an event outside of the vehicle; generate a classification of the incident based on the incident associated with the vehicle, wherein the classification is an emergency classification or a non-emergency classification depending on the incident associated with the vehicle; transmit, to the vehicle, an acknowledgement of the message, wherein the acknowledgement indicates the classification of the incident; and perform one or more actions based on the classification of the incident. | 12. The system of claim 11, wherein the one or more processors, to perform the one or more actions, are configured to: identify a plurality of other vehicles that are within a defined range from the vehicle or that are along a route associated with the vehicle; and transmit, to the plurality of other vehicles and based on the classification of the incident as the emergency classification, one or more messages that indicate one or more vehicle actions to be performed by the plurality of other vehicles based on the incident associated with the vehicle. | 13. The system of claim 11, wherein the one or more processors, to perform the one or more actions, are configured to: refrain from transmitting one or more messages associated with the incident to a plurality of other vehicles based on the classification being the non-emergency classification. | 14. The system of claim 11, wherein the one or more processors are configured to generate the classification based on other messages received from a plurality of other vehicles, wherein the other messages provide additional information that corroborates the message indicating the incident associated with the vehicle. | 15. The system of claim 11, wherein the system is a vehicle-to-everything (V2X) system that is co-located with an access point that serves a geographic location associated with the vehicle or a geographic location associated with the incident. | 16. The system of claim 11, wherein the system is a vehicle-to-everything (V2X) system that is configured to communicate with a plurality of access points, wherein an access point in the plurality of access points serves a geographic location associated with the vehicle or a geographic location associated with the incident. | 17. A method, comprising: receiving, based on user input to an interface of a vehicle, information indicating an incident associated with the vehicle, wherein the user input indicates at least one of: whether the incident is associated with a user of the vehicle, or whether the incident is associated with an event outside of the vehicle; transmitting, to a system and via a transceiver of the vehicle, a message indicating the incident associated with the vehicle; receiving, from the system and via the transceiver of the vehicle, an acknowledgement of the message, wherein the acknowledgement indicates a classification of the incident; and causing the vehicle to perform one or more actions based on the incident associated with the vehicle and based on the classification of the incident. | 18. The method of claim 17, wherein causing the vehicle to perform the one or more actions comprises: providing one or more instructions to autonomously drive the vehicle to a facility based on: the user input indicating that the incident is associated with the user of the vehicle, the classification of the incident, and a capability of the vehicle. | 19. The method of claim 17, wherein causing the vehicle to perform the one or more actions comprises: providing one or more instructions to autonomously park the vehicle based on: the user input indicating that the incident is associated with the user of the vehicle, the classification of the incident, and a capability of the vehicle. | 20. The method of claim 17, wherein causing the vehicle to perform the one or more actions comprises: providing one or more instructions to autonomously drive the vehicle along a route that bypasses the incident based on the classification of the incident and a capability of the vehicle. | 21. The method of claim 17, wherein the classification of the incident is associated with a severity level, and wherein the severity level is based on whether the classification corresponds to an emergency classification or a non-emergency classification. | 22. A method, comprising: receiving, at a system from a vehicle, a message indicating an incident associated with the vehicle, wherein the message indicates: whether the incident is associated with a user of the vehicle, or whether the incident is associated with an event outside of the vehicle; generating a classification of the incident based on the incident associated with the vehicle, wherein the classification is an emergency classification or a non-emergency classification depending on the incident associated with the vehicle; transmitting, to the vehicle, an acknowledgement of the message, wherein the acknowledgement indicates the classification of the incident; and performing one or more actions based on the classification of the incident. | 23. The method of claim 22, wherein performing the one or more actions comprises: identifying a plurality of other vehicles that are within a defined range from the vehicle or that are along a route associated with the vehicle; and transmitting, to the plurality of other vehicles and based on the classification of the incident as the emergency classification, one or more messages that indicate one or more vehicle actions to be performed by the plurality of other vehicles based on the incident associated with the vehicle. | 24. The method of claim 22, wherein performing the one or more actions comprises: refraining from transmitting one or more messages associated with the incident to a plurality of other vehicles based on the classification being the non-emergency classification. | 25. The method of claim 22, wherein generating the classification is based on other messages received from a plurality of other vehicles, wherein the other messages provide additional information that corroborates the message indicating the incident associated with the vehicle.

The device (900) has a processor (920) for receiving information indicating an incident associated with a vehicle based on user input to an interface, where the user input indicates one of whether the incident is associated with a user of the vehicle or whether the incident is associated with an event outside of the vehicle. The processor transmits a message indicating the incident associated with the vehicle to a system and through a transceiver of the device, receives an acknowledgement of the message from the system and through the transceiver of the device, where the acknowledgement indicates a classification of the incident. The processor causes the vehicle to perform actions based on the incident associated with the vehicle and based on the classification of the incident. INDEPENDENT CLAIMS are included for:(1) a system for facilitating vehicle-to-everything communication between an entity and a vehicle for detecting an event based on a user input; and (2) a method for facilitating vehicle-to-everything communication between an entity and a vehicle for detecting an event based on a user input. Device for facilitating vehicle-to-everything communication between an entity and a vehicle for detecting an event e.g. traffic event, vehicle accident and poor road conditions such as icy roads based on a user input. Uses include but are not limited to an automobile, a motorcycle, a bus, a train, a scooter and a truck. The device facilitates vehicle-to-everything communication to improve road safety and traffic efficiency and realize energy savings. The drawing shows a block diagram of components of a device for facilitating vehicle-to-everything communication between an entity and a vehicle for detecting an event based on a user input. 900Device for facilitating vehicle-to-everything communication between entity and vehicle for detecting event based on user input 920Processor 940Input component 950Output component 960Communication component

Please summarize the input

A motor vehicle, the program for motor vehicles, the navigation apparatus for motor vehicles, and the program for navigation apparatuses for motor vehicles|1. It has a transmission/reception function; a radio communication part for performing radio communication between vehicles; and a point on the route of a route guidance which requires execution of other vehicle influence behavior which affects the behavior of the other vehicle in the periphery. A car navigation function part for forming route guide data including trigger information of inter-vehicle communication and a route guide using the route guide data by the car navigation function part are executed, and at a point on the route where the trigger information is detected, respectively. Through the wireless communication section, a vehicle-to-vehicle communication request means for requesting communication between vehicles around the vehicle, a communication channel generation means for generating a communication path between the vehicle and the other vehicle responding to the inter-vehicle communication request, and the communication path generated by the communication channel generation means are provided. This automobile is provided with a behavior schedule information transmitting means for transmitting the behavior schedule information for informing the other vehicle influence behavior of the execution schedule to the other vehicle. | 2. The trigger information is included in a claim 1 on the route guidance route, and is included in the same spot as the point where the other vehicle influence behavior should be performed or at a predetermined point in front of the same point. | 3. The automobile is provided with an automatic operation mode for autonomously performing the behavior of the own vehicle; the car navigation function part is for the automatic operation mode; and a turn indicator, a hazard lamp, and a backlight are used. This device is provided with a means for flashing or lighting-controlling an indicator including a brake light; and on the route guide route of the route guide data, information of a flashing indication point and a lighting indication point for blinking or lighting control of the indicator is included. The point on the route including the trigger information is made to be the same point as that of the flashing indication point and the lighting indication point, or to a point before it, and is described in claim 1 or claim 2. | 4. The trigger information consists of other vehicle influence behavior generation information including the information of the other vehicle influence behavior to be generated, and is described in either of the claims 1 to claim 3. | 5. As the other vehicle influence behavior, the behavior of turning to the right or left, the behavior of changing the lane, the behavior of merging on the general road or the highway, the behavior of entering into a traffic line in traffic, the behavior of entering the intersection. The behavior including at least one of the behavior of entering the rotary of the station is stored; and the information of the other vehicle influence behavior included in the other vehicle influence behavior generation information is provided. The automobile described in claim 4 is characterized by the information of the selected behavior from the stored behavior. | 6. The other vehicle influence behavior generation information includes information on a point where the other vehicle influence behavior is performed, and is described in a claim 4 or a claim 5. | 7. The behavior schedule information includes the information of the other vehicle influence behavior scheduled to be executed, and the information of the other vehicle influence behavior to be executed is acquired from the other vehicle influence behavior generation information, and is described in either of the claim 4 to the claim 6. | 8. The behavior schedule information includes information about a traveling route related to the present position information of the own vehicle and the other vehicle influence behavior, and is described in one of the claim 1 to claim 7. | 9. A means for receiving reply information sent from the other vehicle through the radio communication part, and a reply information analysis means for analyzing the received reply information and analyzing the behavior of the other vehicle to the other vehicle influence behavior are provided corresponding to the behavior schedule information; and the reply information analysis means for analyzing the behavior of the other vehicle. The automobile is provided with a behavior determination means for determining the behavior of the own vehicle based on an analysis result by the reply information analysis means; and a behavior execution means for executing the behavior of the own vehicle determined by the behavior determination means. | 10. When it is determined that the other vehicle influence behavior can be safely executed according to the analysis result by the reply information analysis means, a confirmation notice showing that the behavior of the other vehicle determined corresponding to the behavior schedule information is confirmed; and the behavior of the other vehicle is confirmed. The automobile is provided with a confirmation notice means for notifying the other vehicle through the communication path. | 11. The behavior of the other vehicle involved in the other vehicle influence behavior of the own vehicle is specified from the behavior of the other vehicle detected by the analysis result by the reply information analysis means; and when it is determined that the other vehicle influence behavior can be safely executed by the specified other vehicle behavior, the other vehicle behavior is determined. The automobile is provided with a confirmation notice means for notifying the other vehicle of the confirmation notice indicating that the behavior of the other vehicle determined corresponding to the behavior schedule information is confirmed is provided. | 12. The behavior determined by the behavior determination means is an automobile described in either of claims 9 to 11, which is characterized in that the behavior of the other vehicle is notified by the result of analysis by the reply information analysis means. | 13. In the self-driving vehicle capable of autonomous traveling, the behavior determined by the behavior determining means is the behavior in which the behavior of the other vehicle in the analysis result by the reply information analyzing means is executed safely in the automatic operation, and is described in either of the claims 9 to the claim 11. ? | 14. The automobile is provided with a manual operation mode and an automatic operation mode in which autonomous traveling is possible, and is provided with an operation mode discriminating means for discriminating between the manual operation mode and the automatic operation mode; and the behavior determined by the behavior determination means is provided. When the operation mode determination means determines the manual operation mode, it is the behavior of notifying the behavior of the other vehicle as the result of the analysis by the reply information analysis means; and when the operation mode determination means determines the automatic operation mode, the operation mode determination means determines that the operation mode is the automatic operation mode. The behavior of the other vehicle in the result of the analysis by the reply information analysis means is a behavior for safely executing the behavior of the other vehicle in the automatic operation, and the automobile is described in either of the claims 9 to 11. | 15. During the execution of the behavior determined by the behavior determination means, the automobile is described in a claim 14 which is characterized in that it is prohibited from switching to the manual operation mode from the automatic operation mode. | 16. During the communication between the other vehicle and the vehicle, the automobile is described in a claim 14 or claim 15 characterized in that it is prohibited from switching from the automatic operation mode to the manual operation mode. | 17. The behavior determination means acquires information on the traveling speed of the other vehicle in the inter-vehicle communication with the other vehicle, and based on the traveling speed of the other vehicle obtained from the acquired information and the traveling speed of the own vehicle. The behavior of the own vehicle is determined, and the behavior of the vehicle is described in either of claims 9 to 16. | 18. This vehicle is provided with a camera for photographing the periphery of the own vehicle; the behavior determination means recognizes a traffic sign and/or a traffic sign from a photographed image of the camera; and determines traffic regulation around the own vehicle based on the recognition result. In the automobile, the behavior of the own vehicle is determined in consideration of the discriminated traffic regulation. | 19. The automobile is provided with a camera for photographing the periphery of the own vehicle, and the behavior determination means determines the peripheral situation of the own vehicle from the photographed image of the camera, and determines the behavior of the own vehicle in consideration of the discriminated peripheral situation. | 20. The behavior schedule information includes information for specifying the own vehicle to the other vehicle, and the reply information from the other vehicle includes information for the own vehicle to specify the other vehicle, and the automobile is described in either of the claims 9 to 19. | 21. This system is provided with a camera for photographing the periphery of one's own vehicle and/or a microphone for collecting sound around the own vehicle, and a means for detecting an emergency vehicle from a photographed image around one's own vehicle photographed by the camera and/or voice around the own vehicle collected by the microphone. In the behavior determination means, the automobile is described in either of claims 9 to 20, which determines the behavior of the self-vehicle with the priority of the emergency vehicle. | 22. The information for specifying the own vehicle to the other vehicle includes: the present position information of the own vehicle; and feature information capable of specifying the own vehicle from the photographed image of the camera; and the present position information of the other vehicle is included in the information for specifying the other vehicle by the own vehicle. The automobile is characterized in that it includes feature information capable of specifying the other vehicle from a photographed image of the camera. | 23. The behavior schedule information includes information for specifying the own vehicle to the other vehicle, and the automobile is described in either of the claims 1 to the claim 22. | 24. The information for specifying the own vehicle to the other vehicle includes: the present position information of the own vehicle; and the feature information capable of specifying the own vehicle from the photographed image of the camera. | 25. The vehicle is sent from the other vehicle in response to the inter-vehicle communication request; or it is an automatic driving vehicle for the other vehicle to autonomously perform the behavior of the own vehicle. Or a means for receiving response information including information of a state of an autonomous driving mode for autonomously performing the behavior of the own vehicle through the radio communication part; and a self-driving vehicle for autonomously performing the behavior of the own vehicle by the other vehicle is from the received response information. Alternatively, the device is provided with a discrimination means for discriminating whether it is a state of an automatic operation mode for autonomously performing the behavior of the own vehicle, and the communication path generation means is, based on the discrimination result of the discrimination means, the other vehicle which has determined that it is an automatic driving vehicle which autonomously performs the behavior of the own vehicle. Alternatively, a communication path is generated between the automobile and the other vehicle which is discriminated to be in the state of an automatic operation mode for autonomously executing the behavior of the own vehicle, and the automobile is described in either of the claims 1 to 24. | 26. The automobile is provided with a vehicle-to-vehicle communication request button, and when the inter-vehicle communication request button is operated, the inter-vehicle communication request means transmits a vehicle-to-vehicle communication request to the other vehicle in the periphery through the radio communication part. | 27. When the disconnection request of the communication path from the other vehicle transmitted through the communication path generated by the communication path generation means is received, the communication path between the other vehicle and the other vehicle is cut, and the automobile is described in either of the claims 1 to 26. | 28. The device is provided with a means for discriminating whether or not the execution of the other vehicle influence behavior has been completed; and when it is determined that the execution of the other vehicle influence behavior has been completed, the execution end notification is transmitted to the other vehicle through the communication path, and thereafter, the execution of the other vehicle influence behavior is discriminated. The automobile is described in one of claims 1 to 27, which is characterized by cutting off the communication path. | 29. The other vehicle influence behavior is different according to whether the vehicle is on the left side or on the right side, and the automobile is described in either of the claims 1 to the claim 28. | 30. The automobile is provided with a present position detecting means, determines whether the vehicle is on the left side or right side traffic according to the country or region specified based on the present position detected by the present position detecting means; and the other vehicle influence behavior is set on the basis of the determined result. | 31. The other vehicle influence behavior is set on the basis of the presence/absence of the traffic signal, and the automobile is described in one of the claims 1 to the claim 30. | 32. The automobile is provided with a camera for photographing the periphery of one's own vehicle, and the presence or absence of the signal is discriminated from the photographed image of the camera. | 33. The automobile is provided with a communication means for receiving a radio wave from a traffic signal, and the presence or absence of the signal is discriminated from the information of the radio wave received by the communication means. | 34. The other vehicle influence behavior is set on the basis of the priority relation between the vehicles, and the automobile is described in either of the claims 1 to the claim 33. | 35. The automobile is provided with a camera for photographing the periphery of one's own vehicle, and the priority relation between the vehicles is discriminated from the photographed image of the camera. | 36. The automobile is provided with a present position detecting means; the priority relation between vehicles is determined according to the country or region specified based on the present position detected by the present position detection means; and the other vehicle influence behavior is set based on the determination result. | 37. The automobile is provided with a camera for photographing the periphery of the own vehicle, and the vehicle-to-vehicle communication request means performs inter-vehicle communication request to the other vehicle in the periphery when detecting the recognition of a prescribed situation from the photographed image of the camera. | 38. The prescribed situation is the automobile described in a claim 37 characterized in that it includes the time of entering the intersection, the approach of the highway, or the entering of the rotary of the station. | 39. The inter-vehicle communication requesting means is an automobile described in one of claims 1 to 38 which are characterized in that when it is detected that radio wave information from a beacon installed on a road is received, the communication request means to the other vehicle in the vicinity of the vehicle. | 40. The inter-vehicle communication requesting means is an automobile described in either of claims 1 to 39, which is characterized in that when a backlight lighting is detected, a vehicle-to-vehicle communication request is made to another vehicle in the periphery. | 41. The inter-vehicle communication request means is an automobile described in either of claims 1 to 40, which is characterized in that when a sudden accelerator is detected, a vehicle-to-vehicle communication request is made to the other vehicle around. | 42. The inter-vehicle communication requesting means is an automobile described in one of claims 1 to 41 characterized in that when the lighting of the brake light is detected in the case of a sudden braking, the communication request is made to the other vehicle around the vehicle. | 43. The automobile is provided with a communication monitoring part for transmitting the generation notification of the transmission trigger to the inter-vehicle communication request means when the trigger information is detected. | 44. The automobile is provided with a reception processing part for the inter-vehicle communication request, and the communication monitoring part starts the reception processing part when the reception of the inter-vehicle communication request from the other vehicle is detected. | 45. The communication monitoring part is characterized in that after the processing of the inter-vehicle communication request is completed, processing for detecting the trigger information is resumed. | 46. The communication monitoring part, after finishing the processing of the inter-vehicle communication request, and after finishing the processing in the reception processing part, resumes processing for detecting the trigger information, and at the same time, it is also provided. To resume processing for monitoring the reception of a vehicle-to-vehicle communication request from another vehicle. | 47. A computer provided with a transmission/reception function and provided with a motor vehicle provided with a radio communication part for wirelessly communicating between vehicles corresponding to the point on the route of the route guidance which requires execution of other vehicle influence behavior which affects the behavior of the other vehicle in the periphery. A car navigation function part which forms route guide data including trigger information of communication between vehicles; and during execution of route guidance using the route guidance data by the car navigation function part; and at the point on the route which detected the trigger information, through the radio communication part. A vehicle-to-vehicle communication request means for requesting communication between vehicles in the periphery, a communication channel generating means for generating a communication path between the vehicle and another vehicle responding to the inter-vehicle communication request, and the communication path generated by the communication channel generation means are provided. The program for the automobile is made to function as a behavior schedule information transmitting means for transmitting the behavior schedule information for informing the other vehicle influence behavior of the execution schedule to the other vehicle. | 48. The navigation device for an automobile includes a transmission/reception function, a radio communication part for performing radio communication between vehicles, and a vehicle-to-vehicle communication request means for making a communication request between vehicles in the surrounding other vehicles through the radio communication part based on the trigger information. A means for forming route guide data including the trigger information corresponding to a point on a route guide route which requires execution of other vehicle influence behavior affecting the behavior of the other vehicle in the periphery, and a route guide using the route guide data are executed. The navigation device for the automobile is provided with a means for notifying the occurrence of the trigger information to the inter-vehicle communication request means at a point on the route where the trigger information is detected. | 49. A communication path generating means for generating a communication path between the vehicle and the other vehicle responding in response to the inter-vehicle communication request, and the communication path generated by the communication channel generation means are provided. This navigation device for the automobile is provided with a behavior schedule information transmission means for transmitting the behavior schedule information for informing the other vehicle influence behavior of the execution schedule to the other vehicle. | 50. The trigger information is included in a point of claim 48 or a claim 49 which is included in the same spot as the point where the other vehicle influence behavior is to be performed or at a predetermined point on this side of the route guidance route. | 51. The automobile is provided with an automatic operation mode for autonomously performing the behavior of the own vehicle, and is provided with a means for blinking or lighting control of an indicator including a turn indicator, a hazard lamp, a back light, and a brake light; and the automobile navigation device is provided. In the automatic operation mode, on the route of the route guidance of the route guide data, information of a flashing indication point and a lighting indication point for blinking or lighting control of the indicator is included, and the point on the route including the trigger information is provided. The navigation device for the automobile described in either the same point as the blinking indication point or the same point as the lighting indication point or the same point than the lighting indication point is described in either of the claim 48 and the claim 50. | 52. The trigger information is composed of other vehicle influence behavior generation information including information of the other vehicle influence behavior to be generated, and is included in either of the claim 48 to the claim 51. | 53. As the other vehicle influence behavior, the behavior of turning to the right or left, the behavior of changing the lane, the behavior of merging on the general road or the highway, the behavior of entering into a traffic line in traffic, the behavior of entering the intersection. The behavior including at least one of the behavior of entering the rotary of the station is stored; and the information of the other vehicle influence behavior included in the other vehicle influence behavior generation information is provided. The navigation device for the automobile described in claim 52 is characterized in that it is the information of the behavior selected from the stored behavior. | 54. The other vehicle influence behavior occurrence information includes information of a point where the other vehicle influence behavior is performed, and is included in a claim 52 or a claim 53. | 55. The other vehicle influence behavior included in the other vehicle influence behavior generation information is differed depending on whether the vehicle is on the left side or on the right side, and the other vehicle navigation device is characterized in either of the claim 52 to the claim 54. | 56. The automobile navigation device determines whether the vehicle is on the left side or the right road according to the country or region specified based on the present position detected by the present position detection means; and the other vehicle influence behavior is set based on the determination result. | 57. The other vehicle influence behavior included in the other vehicle influence behavior generation information is set on the basis of the presence or absence of the traffic signal, and the vehicle navigation device is described in either of the claim 52 to the claim 56. | 58. The other vehicle influence behavior included in the other vehicle influence behavior generation information is set on the basis of the priority relation between the vehicles, and the vehicle navigation device is described in either of the claim 52 to the claim 57. | 59. A computer provided with a navigation device for an automobile includes a transmission/reception function, a radio communication part for performing radio communication between vehicles, and a vehicle-to-vehicle communication request means for performing inter-vehicle <span id='highlight_communication' style='background-color: #ffff00'...

The motor vehicle comprises a vehicle-to-vehicle-communications request unit (201), which provides a vehicle to vehicle-communications demand to a surrounding the second vehicle through a wireless communication unit. A communication channel generation unit generates a communication channel between the other vehicles which respond according to the vehicle-to-vehicle communication request. A behavior plan information transmission unit transmits the behavior plan data which notifies the other vehicle influence behavior that is due to be performed through the communication channel generated by the generation unit to the second vehicle. The trigger information is included in the point same as the point which should carry out other influence behavior on the route of the route guidance. INDEPENDENT CLAIMS are included for the following :a program for motor vehicles;a navigation apparatus for motor vehicles;a program for navigation apparatuses; anda route guidance data for the navigation apparatuses. Motor vehicle e.g. The behavior plan information transmission unit transmits the behavior plan that notifies the other vehicle influence behavior that is performed through the communication channel, so that traffic accident can be avoided in a reliable manner, thus ensuring safety of the vehicle. The drawing shows a block diagram of the motor vehicle. (Drawing includes non-English language text). 201Vehicle-to-vehicle-communications request unit204Present Position Detection unit205Confirmation unit206Determination unit300Process unit301Generation Management unit

Please summarize the input

Automobile and automotive program|1. The automobile is provided with a manual operation mode and an automatic operation mode capable of autonomous traveling, has a transmission/reception function, and is provided with a radio communication part for performing radio communication between vehicles, and a monitoring means for monitoring the reception of a communication request between vehicles from another vehicle through the radio communication part. The monitoring means, when receiving a vehicle-to-vehicle communication request from the other vehicle, determines whether or not the own vehicle is in the manual operation mode; and when the vehicle is in the manual operation mode, switching means to switch to the automatic operation mode are provided. The automobile is provided with a communication path generation means for generating a communication path between the vehicle and the other vehicle which has transmitted the inter-vehicle communication request in the state of the automatic operation mode switched by the switching means. | 2. The switching means is a vehicle described in a claim 1 which is characterized in that it is forcibly switched to the automatic operation mode when the mode is in the manual operation mode. | 3. The switching means, when the driver is in the manual operation mode, inquires of the driver of the permission of switching to the automatic operation mode, and when the driver obtains the answer of the permission of the changeover, the vehicle is switched to the automatic operation mode. | 4. During the communication between the other vehicle and the vehicle, the automobile is described in one of claims 1 to 3 which are characterized in that it is made impossible to switch from the automatic operation mode to the manual operation mode. | 5. A behavior schedule information analysis means for analyzing behavior schedule information for notifying other vehicle influence behavior which is sent from the other vehicle through a communication path generated by the communication path generation means and which affects the behavior of the other vehicle in the periphery is provided. On the basis of an analysis result by the behavior schedule information analysis means, a behavior determination means for determining the behavior of the own vehicle corresponding to the behavior schedule information is provided. The automobile is described in one of claims 1 to 4, which includes: reply information including information on the behavior of the own vehicle determined by the behavior determination means; and a reply information transmission means for sending the information to the other vehicle through the communication path. | 6. The behavior schedule information includes information about the current position information of the other vehicle and a travel route related to the other vehicle influence behavior. The behavior schedule information analysis means determines whether or not the traveling of the own vehicle is affected by the information on the current position information of the other vehicle included in the behavior schedule information and the travel route related to the other vehicle influence behavior; and when it is determined that there is no influence, the behavior schedule information analysis means is configured to determine whether the vehicle is affected by the vehicle. The automobile is characterized in that the communication path generated by the communication path generation means is cut off. | 7. The behavior determination means acquires information on the traveling speed of the other vehicle in the inter-vehicle communication with the other vehicle, and determines the behavior of the own vehicle based on the traveling speed of the other vehicle detected from the acquired information and the traveling speed of the own vehicle. The automobile is characterized by a claim 5 or a claim 6. | 8. This system is provided with a camera for photographing the periphery of one's own vehicle; the behavior determination means recognizes a traffic sign and/or a traffic sign from a photographed image of the camera; and discriminates traffic regulations around one's own vehicle based on the recognition result; and determines the behavior of the own vehicle in consideration of the discriminated traffic regulation. The automobile is described in one of claims 5 to 7. | 9. The automobile is provided with a camera for photographing the periphery of the own vehicle, and the behavior determination means determines the peripheral situation of the own vehicle from the photographed image of the camera, and determines the behavior of the own vehicle in consideration of the discriminated peripheral situation. | 10. The behavior schedule information includes information for specifying the other vehicle, and the reply information includes information for specifying one's own vehicle, and is described in either of the claims 5 to 9. | 11. The other vehicle influence behavior is the automobile described in either the claim 5 to the claim 10 characterized in that the vehicle is different depending on whether the vehicle is on the left side or on the right side traffic. | 12. The other vehicle influence behavior is set on the basis of the presence/absence of the traffic signal, and the automobile is described in one of the claim 5 to claim 11. | 13. The other vehicle influence behavior is set on the basis of the priority relation between the vehicles, and the automobile is described in either of the claims 5 to claim 12. | 14. This system is provided with a camera for photographing the periphery of one's own vehicle and/or a microphone for collecting sound around the own vehicle, and a means for detecting an emergency vehicle from a photographed image around one's own vehicle photographed by the camera and/or voice around the own vehicle collected by the microphone. In the behavior determination means, the automobile is described in either of claims 5 to claim 13, which determines the behavior of the own vehicle with the priority of the emergency vehicle. | 15. When the completion notice of the other vehicle influence behavior is received from the other vehicle, the automobile is described in either of the claim 5 to the claim 14 characterized by the disconnection of the communication path. | 16. A confirmation notice reception means for receiving the confirmation notice of the information of the behavior of the own vehicle included in the reply information is provided through the communication path; and after the confirmation notice is received by the confirmation notice reception means, the behavior of the own vehicle determined by the behavior determination means is executed. The automobile is described in one of claims 5 to 15. | 17. A navigation system is provided with a car navigation function part for forming route guide data including trigger information of inter-vehicle communication in response to a point on the route of a route guide which requires execution of other vehicle influence behavior which affects the behavior of the other vehicle around the vehicle. The automobile is described in one of claims 1 to 16. | 18. During execution of a route guide using the route guide data by the car navigation function part, at a point on the route where the trigger information is detected, the automobile is described in a claim 17 characterized in that the communication request is made to the other vehicle in the periphery through the radio communication part. | 19. The automobile is provided with a camera for photographing the periphery of one's own vehicle, detects the recognition of a prescribed situation from the photographed image of the camera as trigger information for communication between vehicles, and makes a communication request between vehicles to other vehicles around the vehicle. | 20. The prescribed situation is the automobile described in a claim 19 characterized in that it includes the time of entering the intersection, the approach of the highway, or the rotary approach of the station. | 21. The automobile is provided with a vehicle-to-vehicle communication request means for making a vehicle-to-vehicle communication request to other vehicles in the periphery through the radio communication part. | 22. The automobile is provided with a vehicle-to-vehicle communication request button, and when the inter-vehicle communication request button is operated, the inter-vehicle communication request means performs the inter-vehicle communication request to the other vehicle in the periphery through the radio communication part. | 23. The inter-vehicle communication requesting means detects the reception of the radio wave information from the beacon installed on the road as trigger information of the inter-vehicle communication, and makes a vehicle-to-vehicle communication request to the other vehicle in the periphery, and the automobile is described in the claim 21. | 24. The inter-vehicle communication requesting means detects at least one of a backlight lighting; a brake light lighting; a sudden accelerator; and a sudden brake as trigger information for inter-vehicle communication, and makes a vehicle-to-vehicle communication request to other vehicles around the vehicle. The automobile described in the claim 21 to Claim 23 is characterized by the above. | 25. The automobile is described in either of the claims 18 to claim 24, in which a communication request for the vehicle is made to the other vehicle around the vehicle, and when the response information is not received within a prescribed time from the other vehicle in the periphery, a message indicating that the other vehicle capable of communication between vehicles is not present in the periphery is notified to the driver. | 26. In response to a vehicle-to-vehicle communication request from the other vehicle, a means for receiving response information including information on whether the other vehicle is an automatic driving vehicle for autonomously performing the behavior of the own vehicle or an autonomous driving mode for autonomously performing the behavior of the own vehicle is received through the radio communication part; and a means for receiving the response information from the other vehicle via the radio communication part. From the received response information, it is provided with a discrimination means for discriminating whether the other vehicle is an automatic driving vehicle for autonomously performing the behavior of the own vehicle or an automatic operation mode state for autonomously performing the behavior of the own vehicle. The communication path generation means generates a communication path between the other vehicle discriminated as being an automatic driving vehicle for autonomously performing the behavior of the own vehicle or the other vehicle determined to be in an autonomous operation mode for autonomously performing the behavior of the own vehicle based on the discrimination result of the discrimination means. The automobile is described in one of claims 1 to 24. | 27. A computer provided with a manual operation mode and an automatic operation mode capable of autonomous traveling and having a transmission/reception function and provided with a radio communication part for radio communication between vehicles is provided through the radio communication part; and a monitoring means for monitoring reception of a communication request between vehicles from other vehicles is provided. The monitoring means, when receiving a vehicle-to-vehicle communication request from the other vehicle, determines whether the own vehicle is in the manual operation mode state; and when the vehicle is in the manual operation mode, switching means to switch to the automatic operation mode is performed. The program for the automobile is made to function as a communication path generating means for generating a communication path between the vehicle and the other vehicle which has transmitted the inter-vehicle communication request in the state of the automatic operation mode switched by the switching means.

The automobile has a manual operation mode and an automatic operation mode capable of autonomous traveling. A radio communication unit (102) is used for performing radio communication between vehicles. A monitoring unit is used for monitoring the reception of communication requests between vehicles from other vehicles through the radio communication unit. A switching unit is used for switching to the automatic operation mode when the vehicle is in the manual operation mode. The automatic operation mode is switched by the switching unit. A communication path generating unit is used for generating a communication path between the vehicle and the other vehicle which has transmitted the inter-vehicle communication request. An INDEPENDENT CLAIM is included for a program for automobile. Automobile e.g. car. The communication path generation part generates the communication path between the vehicle and the other vehicle, which has transmitted the inter-vehicle communication request in the state of the automatic operation mode switched by the switching part, so that traffic accident can be avoided and other vehicle influence behavior can be safely performed. The drawing shows a schematic view of the electronic control circuit portion. (Drawing includes a non-English language text) 102Radio communication unit110Position detecting unit112Touch panel117Vehicle-to-vehicle communication control processing unit118Behavior control section

Please summarize the input

The program for a motor vehicle and motor vehiclesPROBLEM TO BE SOLVED: To provide an automobile capable of avoiding a traffic accident at the time of performing an another vehicle affecting behavior, and assuredly performing the behavior. SOLUTION: When the timing has come that an another vehicle affecting behavior which is predetermined as a behavior affecting a behavior of another vehicle in the vicinity should be performed, an inter-vehicle communication request is transmitted to the another vehicle in the vicinity by means of a wireless communication unit. On receipt of response information responding to the inter-vehicle communication request sent from an autonomous vehicle that autonomously performs an own vehicle behavior, or another vehicle placed in an autonomous mode in which the own vehicle behavior is autonomously performed, a communication channel is produced with respect to the another vehicle. Behavior schedule information needed to notify another vehicle of an another vehicle affecting behavior that is scheduled to be performed is transmitted to the another vehicle in the vicinity over the communication channel. Return information to be sent from the another vehicle accordingly is analyzed in order to check the behavior of the another vehicle determined according to the behavior schedule information. Processing is then performed in line with the checked behavior of the another vehicle. SELECTED DRAWING: Figure 1|1. The wireless communication part for having a transmission/reception function and communicating by radio|wireless between vehicles, A vehicle-to-vehicle-communications request|requirement means to transmit a vehicle-to-vehicle-communications request|requirement to a surrounding other vehicle through the said wireless communication part when it becomes the timing which should carry out predetermined other vehicle influence behavior as behavior which affects behavior of a surrounding other vehicle, The said other vehicle sent from the said other vehicle according to the said vehicle-to-vehicle-communications request|requirement is an automatic driving vehicle which performs behavior of the own vehicle autonomously, Or a means to receive the response information containing that information which is a state in the automatic driving|operation mode in which behavior of the own vehicle is performed autonomously through the said wireless communication part, The response information received as above to the said other vehicle is an automatic driving vehicle which performs behavior of the own vehicle autonomously, Or the determination means which discriminate|determines whether it is a state in the automatic driving|operation mode in which behavior of the own vehicle is performed autonomously, A communication channel production|generation means to produce|generate a communication channel between the other vehicle discriminate|determined based on the determination result of the said determination means as it is an automatic driving vehicle which performs behavior of the own vehicle autonomously, or the other vehicle discriminate|determined as it is a state in automatic driving|operation mode which performs behavior of the own vehicle autonomously, A behavior plan information transmission means to transmit to the said other vehicle by the said wireless communication part through the communication channel which produced|generated the behavior plan information for notifying the said other vehicle influence behavior that is due to be performed to an other vehicle by the said communication channel production|generation means, These are provided, The motor vehicle characterized by the above-mentioned. | 2. The present position information of the own vehicle and the information regarding the running path related to the said other vehicle influence behavior are contained in the said behavior plan information, The motor vehicle of Claim 1 characterized by the above-mentioned. | 3. A means to receive the reply information sent from the said other vehicle through the said wireless communication part corresponding to the said behavior plan information, A reply information analysis means to analyze the said reply information received as above and to analyze behavior of the said other vehicle with respect to the said other vehicle influence behavior, The behavior determination means which determines behavior of the own vehicle based on the analysis result in the said reply information analysis means, The behavior control means which performs behavior of the own vehicle determined by the said behavior determination means, These are provided, The motor vehicle of Claim 1 or Claim 2 characterized by the above-mentioned. | 4. When it judges that the said other vehicle influence behavior can perform safely by behavior of the said other vehicle of the analysis result in the said reply information analysis means, A confirmation means to notify the notification of confirmation which shows having confirmed behavior of the said other vehicle determined corresponding to the said behavior plan information to the said other vehicle through the said communication channel is provided, The motor vehicle of Claim 3 characterized by the above-mentioned. | 5. Behavior of the said others who concern in the said other vehicle influence behavior of the own vehicle is specified out of behavior of the said other vehicle detected by the analysis result in the said reply information analysis means, When it judges that the said other vehicle influence behavior can perform safely by other vehicle behavior specified as above, a confirmation means to notify the notification of confirmation which shows having confirmed behavior of the said other vehicle determined corresponding to the said behavior plan information to the said other vehicle through the said communication channel is provided, The motor vehicle of Claim 3 characterized by the above-mentioned. | 6. The said behavior determination means is determined so that the own vehicle may perform behavior which notifies a driver|operator of behavior of the said other vehicle of the analysis result in the said reply information analysis means, The motor vehicle in any one of the Claims 3-5 characterized by the above-mentioned. | 7. It is an automatic driving vehicle which can be autonomously run, Comprising: The said behavior determination means determines the behavior about the automatic driving|operation the said other vehicle influence behavior enables it to perform safely corresponding to behavior of the said other vehicle of the analysis result in the said reply information analysis means, The motor vehicle in any one of the Claims 3-5 characterized by the above-mentioned. | 8. It is a motor vehicle provided with manual operation mode and the automatic driving|operation mode which can be autonomously run, Comprising: The operation mode determination means which discriminate|determines any in the said manual operation mode and the said automatic driving|operation mode are selected is provided, The said behavior determination means, When the said manual operation mode was selected by the said operation mode determination means and it discriminate|determines, it determines so that the own vehicle may perform behavior which notifies a driver|operator of behavior of the said other vehicle of the analysis result in the said reply information analysis means, When the said automatic driving|operation mode was selected by the said operation mode determination means and it discriminate|determines, corresponding to behavior of the said other vehicle of the analysis result in the said reply information analysis means, the behavior about the automatic driving|operation the said other vehicle influence behavior enables it to perform safely is determined, The motor vehicle in any one of the Claims 3-5 characterized by the above-mentioned. | 9. During execution of the behavior determined by the said behavior determination means by the said behavior control means, the switching in manual operation mode from automatic driving|operation mode is prohibited, The motor vehicle of Claim 8 characterized by the above-mentioned. | 10. The said behavior determination means acquires the information of the travel speed of the said other vehicle in the vehicle-to-vehicle communications between the said other vehicles, Behavior of the said own vehicle is determined based on the travel speed of the said other vehicle detected from the acquired said information, and the travel speed of the own vehicle, The motor vehicle in any one of the Claims 3-9 characterized by the above-mentioned. | 11. The camera which image|photographs the periphery of the own vehicle is provided, The said behavior determination means recognizes a traffic sign and/or a traffic sign from the picked-up image of the said camera, Based on the recognition result, the traffic regulation in the periphery of the own vehicle is discriminate|determined, The discriminate|determined said traffic regulation is considered and behavior of the said own vehicle is determined, The motor vehicle in any one of the Claims 3-10 characterized by the above-mentioned. | 12. The camera which image|photographs the periphery of the own vehicle is provided, The said behavior determination means discriminate|determines the periphery condition of the own vehicle from the picked-up image of the said camera, the discriminate|determined said periphery condition is considered, and behavior of the said own vehicle is determined, The motor vehicle in any one of the Claims 3-11 characterized by the above-mentioned. | 13. While the information for specifying the own vehicle as the said other vehicle is contained in the said behavior plan information, information for the own vehicle to specify the said other vehicle is contained in the reply information from the said other vehicle, The motor vehicle in any one of the Claims 1-12 characterized by the above-mentioned. | 14. The present position information of the own vehicle and the characteristic information which can specify the own vehicle from the picked-up image of a camera are contained in the information for specifying the own vehicle as the said other vehicle, The present position information of the said other vehicle and the characteristic information which can specify an other vehicle from the picked-up image of a camera are contained in information for the own vehicle to specify the said other vehicle, The motor vehicle of Claim 13 characterized by the above-mentioned. | 15. Whether it became the timing which should carry out predetermined other vehicle influence behavior discriminate|determines based on operation of operation of a turn indicator, operation of a hazard lamp, operation of back driving, a sudden accelerator, or rapid braking, The motor vehicle in any one of the Claims 1-14 characterized by the above-mentioned. | 16. A vehicle-to-vehicle-communications request button is provided, When the said vehicle-to-vehicle-communications request button is operated, the said vehicle-to-vehicle-communications request|requirement means transmits a vehicle-to-vehicle-communications request|requirement to a surrounding other vehicle through the said wireless communication part, The motor vehicle in any one of the Claims 1-15 characterized by the above-mentioned. | 17. The function part of the car-navigation system whose setting of the said other vehicle influence behavior that should transmit the said vehicle-to-vehicle-communications request|requirement is enabled about the said other vehicle influence behavior included in route guidance data is provided, When the said other vehicle influence behavior that should transmit the said vehicle-to-vehicle-communications request|requirement set as above is detected, the said vehicle-to-vehicle-communications request|requirement is transmitted, The motor vehicle in any one of the Claims 1-16 characterized by the above-mentioned. | 18. The function part of a car-navigation system is provided, When it searches for the path|route to the destination, The function which sets the behavior plan information for notifying the said other vehicle influence behavior for the position same as the position which should carry out said other vehicle influence behavior, or the predetermined|prescribed position of the near side to an other vehicle as a position which transmits to a surrounding other vehicle through the said wireless communication part is provided, The motor vehicle in any one of the Claims 1-17 characterized by the above-mentioned. | 19. When a cutting|disconnection request|requirement of the said communication channel from the other vehicle which transmitted through the communication channel which produced|generated the said behavior plan information by the said communication channel production|generation means is received, the communication channel between the said other vehicles is cut|disconnected, The motor vehicle in any one of the Claims 1-18 characterized by the above-mentioned. | 20. A means to discriminate|determine whether execution of the said other vehicle influence behavior was complete|finished is provided, and when it discriminate|determines that execution of the said other vehicle influence behavior was complete|finished, the notification of the completion of completion|finish of execution is transmitted to the said other vehicle through the said communication channel, Then, the said communication channel is cut|disconnected, The motor vehicle in any one of the Claims 1-19 characterized by the above-mentioned. | 21. It is an automatic driving vehicle which performs behavior of the own vehicle autonomously, Comprising: The wireless communication part for having a transmission/reception function and communicating by radio|wireless between vehicles, A monitoring means for the said wireless communication part to have been led and to monitor reception of the vehicle-to-vehicle-communications request|requirement from an other vehicle, A means by which the own vehicle transmits the response information containing the information of being an automatic driving vehicle which performs behavior of the own vehicle autonomously through the said wireless communication part by the said monitoring means when the vehicle-to-vehicle-communications request|requirement from the said other vehicle is received, A plan information reception means to receive the behavior plan information for notifying the other vehicle influence behavior which is due to be performed as behavior which affects behavior of the other surrounding vehicle of the said other vehicle from the said other vehicle that has sent the said vehicle-to-vehicle-communications request|requirement through the radio channel produced|generated based on the said response information, The influence judgment means which judges whether the received said behavior plan information is analyzed and the said other vehicle influence behavior has influence on behavior of the own vehicle, The behavior determination means which determines behavior of the own vehicle based on the judgment result of the said influence judgment means, These are provided, The motor vehicle characterized by the above-mentioned. | 22. It is a motor vehicle provided with the automatic driving|operation mode in which behavior of the own vehicle is performed autonomously, and manual operation mode, Comprising: The wireless communication part for having a transmission/reception function and communicating by radio|wireless between vehicles, A monitoring means for the said wireless communication part to have been led and to monitor reception of the vehicle-to-vehicle-communications request|requirement from an other vehicle, A means to transmit the response information which contains the information of being a state in the said automatic driving|operation mode when the vehicle-to-vehicle-communications request|requirement from the said other vehicle is received and the own vehicle is a state in the said automatic driving|operation mode through the said wireless communication part by the said monitoring means, A plan information reception means to receive the behavior plan information for notifying the other vehicle influence behavior which is due to be performed as behavior which affects behavior of the other surrounding vehicle of the said other vehicle from the said other vehicle that has sent the said vehicle-to-vehicle-communications request|requirement through the radio channel produced|generated based on the said response information, The influence judgment means which judges whether the said behavior plan information is analyzed and the said other vehicle influence behavior has influence on behavior of the own vehicle, The behavior determination means which determines behavior of the own vehicle based on the judgment result of the said influence judgment means, These are provided, The motor vehicle characterized by the above-mentioned. | 23. While carrying out the said other vehicle and vehicle-to-vehicle communications, switching to the said manual operation mode from the said automatic driving|operation mode is made improper, The motor vehicle of Claim 22 characterized by the above-mentioned. | 24. The said behavior determination means is said influence judgment means, and when the said other vehicle influence behavior judges that behavior of the own vehicle is not affected, the said communication channel produced|generated by the said communication channel production|generation means is cut|disconnected, The motor vehicle in any one of the Claims 21-23 characterized by the above-mentioned. | 25. The said behavior determination means is said influence judgment means, and when the said other vehicle influence behavior judges that it has influence on behavior of the own vehicle, based on the analysis result in the said behavior plan information analysis means, behavior of the own vehicle corresponding to the said behavior plan information is determined, The reply information containing the information of behavior of the determined said own vehicle is sent to the said other vehicle through the said communication channel, The motor vehicle in any one of the Claims 21-24 characterized by the above-mentioned. | 26. The present position information of the said other vehicle and the information regarding the running path related to the said other vehicle influence behavior are contained in the said behavior plan information, The said influence judgment means judges whether driving|running|working of the own vehicle is influenced from the present position information of the said other vehicle contained in the said behavior plan information, and the information regarding the running path related to the said other vehicle influence behavior, The motor vehicle in any one of the Claims 21-25 characterized by the above-mentioned. | 27. When the execution complete notification of the said other vehicle influence behavior is received from the said other vehicle, the said communication channel is cut|disconnected, The motor vehicle in any one of the Claims 21-26 characterized by the above-mentioned. | 28. The said behavior determination means acquires the information of the travel speed of the said other vehicle in the vehicle-to-vehicle communications between the said other vehicles, Behavior of the said own vehicle is determined based on the travel speed of the said other vehicle detected from the acquired said information, and the travel speed of the own vehicle, The motor vehicle in any one of the Claims 21-27 characterized by the above-mentioned. | 29. The camera which image|photographs the periphery of the own vehicle is provided, The said behavior determination means recognizes a traffic sign and/or a traffic sign from the picked-up image of the said camera, Based on the recognition result, the traffic regulation in the periphery of the own vehicle is discriminate|determined, The discriminate|determined said traffic regulation is considered and behavior of the said own vehicle is determined, The motor vehicle in any one of the Claims 21-28 characterized by the above-mentioned. | 30. The camera which image|photographs the periphery of the own vehicle is provided, The said behavior determination means discriminate|determines the periphery condition of the own vehicle from the picked-up image of the said camera, the discriminate|determined said periphery condition is considered, and behavior of the said own vehicle is determined, The motor vehicle in any one of the Claims 21-29 characterized by the above-mentioned. | 31. While the information for specifying the said other vehicle is contained in the said behavior plan information, information for the own vehicle to make it specifying is contained in the said reply information, The motor vehicle in any one of the Claims 25-30 characterized by the above-mentioned. | 32. The present position information of an other vehicle and the characteristic information which can specify the said other vehicle from the picked-up image of a camera are contained in the information for specifying the said other vehicle, The present position information of the own vehicle and the characteristic information as which the own vehicle can be specified from the picked-up image of a camera are contained in the information for specifying the said own vehicle, The motor vehicle of Claim 31 characterized by the above-mentioned. | 33. Each part and/or each means of the motor vehicle in any one of Claims 1-20, Each part and/or each means of a motor vehicle in any one of Claims 21-32 The motor vehicle characterized by having these. | 34. The said other vehicle influence behavior differs in the vehicle according to left-hand traffic and right-hand traffic, The motor vehicle in any one of the Claims 1-33 characterized by the above-mentioned. | 35. A present position detection means is provided and a vehicle determines left-hand traffic and right-hand traffic according to the country or the area pinpointed based on the present position detected by the said present position detection means, The said other vehicle influence behavior is set according to the determination result, The motor vehicle of Claim 34 characterized by the above-mentioned. | 36. The said other vehicle influence behavior is set based on the presence or absence of a signal apparatus, The motor vehicle in any one of the Claims 1-28 characterized by the above-mentioned. | 37. The camera which image|photographs the periphery of the own vehicle is provided, The presence or absence of the said signal apparatus is discriminate|determined from the picked-up image of the said camera, The motor vehicle of Claim 36 characterized by the above-mentioned. | 38. The communication means which receives the electromagnetic wave from a signal apparatus is provided, The presence or absence of the said signal apparatus is discriminate|determined from the information of the electromagnetic wave received by the said communication means, The motor vehicle of Claim 36 characterized by the above-mentioned. | 39. The said other vehicle influence behavior is set based on the priority relationship between vehicles, The motor vehicle in any one of the Claims 1-38 characterized by the above-mentioned. | 40. The camera which image|photographs the periphery of the own vehicle is provided, The priority relationship between the said vehicles is discriminate|determined from the picked-up image of the said camera, The motor vehicle of Claim 39 characterized by the above-mentioned. | 41. While providing the microphone which sound-collects the surrounding audio|voice of the camera and/or the own vehicle which image|photograph the periphery of the own vehicle, a means to detect an emergency vehicle is provided from the audio|voice around the own vehicle sound-collected by the surrounding picked-up image and/or said microphone of the own vehicle image|photographed with the said camera, In the said behavior determination means, it determines so that the own vehicle which gave priority to the said emergency vehicle may be served, The motor vehicle in any one of the Claims 3-40 characterized by the above-mentioned. | 42. The computer with which a motor vehicle provided with the wireless communication part for having a transmission/reception function and communicating by radio|wireless between vehicles is provided, A vehicle-to-vehicle-communications request|requirement means to transmit a vehicle-to-vehicle-communications request|requirement to a surrounding other vehicle through the said wireless communication part when it becomes the timing which should carry out predetermined other vehicle influence behavior as behavior which affects behavior of a surrounding other vehicle, The said other vehicle sent from the said other vehicle according to the said vehicle-to-vehicle-communications request|requirement is an automatic driving vehicle which performs behavior of the own vehicle autonomously, Or a means to receive the response information containing that information which is a state in the automatic driving|operation mode in which behavior of the own vehicle is performed autonomously through the said wireless communication part, The response information received as above to the said other vehicle is an automatic driving vehicle which performs behavior of the own vehicle autonomously, Or the determination means which discriminate|determines whether it is a state in the automatic driving|operation mode in which behavior of the own vehicle is performed autonomously, A communication channel production|generation means to produce|generate a communication channel between the other vehicle discriminate|determined based on the determination result of the said determination means as it is an automatic driving vehicle which performs behavior of the own vehicle autonomously, or the other vehicle discriminate|determined as it is a state in automatic driving|operation mode which performs behavior of the own vehicle autonomously, A behavior plan information transmission means to transmit to the said other vehicle by the said wireless communication part through the communication channel which produced|generated the behavior plan information for notifying the said other vehicle influence behavior that is due to be performed to an other vehicle by the said communication channel production|generation means, The program for motor vehicles for making it function as these. | 43. It is an automatic driving vehicle which performs behavior of the own vehicle autonomously, Comprising: The computer with which a motor vehicle provided with the wireless communication part for having a transmission/reception function and communicating by radio|wireless between vehicles is provided, A monitoring means for the said wireless communication part to have been led and to monitor reception of the vehicle-to-vehicle-communications request|requirement from an other vehicle, A means by which the own vehicle transmits the response information containing the information of being an automatic driving vehicle which performs behavior of the own vehicle autonomously through the said wireless communication part by the said monitoring means when the vehicle-to-vehicle-communications request|requirement from the said other vehicle is received, A plan information reception means to receive the behavior plan information for notifying the other vehicle influence behavior which is due to be performed as behavior which affects behavior of the other surrounding veh...

The vehicle has a communication channel generation part for generating a communication channel between a vehicle determined based on a determination result of a determination part, and another vehicle determined in a state of an automatic driving mode at which behavior of an own vehicle is performed autonomously. A behavior plan information transmission part transmits behavior plan information from the wireless communication part to the latter vehicle through the communication channel generated by the communication channel generation part for notifying vehicle influence behavior. An INDEPENDENT CLAIM is also included for a program comprising a set of instructions for operating a motor vehicle. Motor vehicle. The behavior plan information transmission part transmits the behavior plan information to the vehicle through the communication channel for notifying vehicle influence behavior so as to avoid traffic accident reliably, thus improving safety of a motor vehicle. The drawing shows a block diagram of an electronic control circuit unit of a motor vehicle. '(Drawing includes non-English language text)' 101Control part102Wireless communication part105Manual/automatic operation mode switching control part107Camera group108Sensor group

Please summarize the input

The program for a motor vehicle and motor vehiclesPROBLEM TO BE SOLVED: To provide an automobile capable of avoiding a traffic accident at the time of performing an another vehicle affecting behavior, and assuredly performing the behavior. SOLUTION: When the timing has come that an another vehicle affecting behavior which is predetermined as a behavior affecting a behavior of another vehicle in the vicinity should be performed, an inter-vehicle communication request is transmitted to the another vehicle in the vicinity by means of a wireless communication unit. On receipt of response information responding to the inter-vehicle communication request sent from an autonomous vehicle that autonomously performs an own vehicle behavior, or another vehicle placed in an autonomous mode in which the own vehicle behavior is autonomously performed, a communication channel is produced with respect to the another vehicle. Behavior schedule information needed to notify another vehicle of an another vehicle affecting behavior that is scheduled to be performed is transmitted to the another vehicle in the vicinity over the communication channel. Return information to be sent from the another vehicle accordingly is analyzed in order to check the behavior of the another vehicle determined according to the behavior schedule information. Processing is then performed in line with the checked behavior of the another vehicle. SELECTED DRAWING: Figure 1|1. The wireless communication part for having a transmission/reception function and communicating by radio|wireless between vehicles, A vehicle-to-vehicle-communications request|requirement means to transmit a vehicle-to-vehicle-communications request|requirement to a surrounding other vehicle through the said wireless communication part before performing said other vehicle influence behavior, when it becomes the timing which should carry out predetermined other vehicle influence behavior as behavior which affects behavior of a surrounding other vehicle, A communication channel production|generation means to send response information according to the said vehicle-to-vehicle-communications request|requirement and to produce|generate a communication channel between the automatic driving vehicle which performs behavior of the own vehicle autonomously, or the other vehicle of the state in automatic driving|operation mode which performs behavior of the own vehicle autonomously, A behavior plan information transmission means to transmit the behavior plan information for notifying the said other vehicle influence behavior that is due to be performed to an other vehicle to a surrounding other vehicle by the said wireless communication part through the produced|generated said communication channel, A reply information analysis means to analyze the reply information sent from the said other vehicle corresponding to the said behavior plan information, A confirmation means to confirm behavior of the said other vehicle determined corresponding to the said behavior plan information based on the analysis result in the said reply information analysis means, These are provided, The process according to behavior of the said other vehicle confirmed by the said confirmation means is performed. The motor vehicle characterized by the above-mentioned. | 2. It is an automatic driving vehicle which can be autonomously run, Comprising: Based on behavior of the said other vehicle confirmed by the said confirmation means, the behavior control means which performs control about behavior of the own vehicle is provided, The motor vehicle of Claim 1 characterized by the above-mentioned. | 3. It is a motor vehicle provided with manual operation mode and the automatic driving|operation mode which can be autonomously run, Comprising: Said automatic driving|operation mode WHEREIN: Based on behavior of the said other vehicle confirmed by the said confirmation means, the behavior control means which performs control about behavior of the own vehicle is provided, The motor vehicle of Claim 1 characterized by the above-mentioned. | 4. During execution of behavior by the said behavior control means, the switching in manual operation mode from automatic driving|operation mode is prohibited, The motor vehicle of Claim 3 characterized by the above-mentioned. | 5. In the vehicle-to-vehicle communications between the said other vehicles, the information of the travel speed of the said other vehicle is acquired, Based on the travel speed of the said other vehicle detected from the acquired said information, and the travel speed of the own vehicle, the behavior determination means which determines behavior of the said own vehicle is provided, The said behavior control means performs behavior determined by the said behavior determination means, The motor vehicle in any one of the Claims 2-4 characterized by the above-mentioned. | 6. While providing the camera which image|photographs the periphery of the own vehicle, A traffic sign and/or a traffic sign are recognized from the picked-up image of the said camera, Based on the recognition result, the traffic regulation in the periphery of the own vehicle is discriminate|determined, The behavior determination means which considers the discriminate|determined said traffic regulation and determines behavior of the said own vehicle is provided, The motor vehicle in any one of the Claims 2-5 characterized by the above-mentioned. | 7. While providing the camera which image|photographs the periphery of the own vehicle, The behavior determination means which discriminate|determines the periphery condition of the own vehicle from the picked-up image of the said camera, considers the discriminate|determined said periphery condition, and determines behavior of the said own vehicle is provided, The motor vehicle in any one of the Claims 2-6 characterized by the above-mentioned. | 8. A notification means to notify a driver|operator of behavior of the said other vehicle confirmed by the said confirmation means is provided, The motor vehicle in any one of the Claims 1-7 characterized by the above-mentioned. | 9. While the information for specifying the own vehicle as the said other vehicle is contained in the said behavior plan information, information for the own vehicle to specify the said other vehicle is contained in the reply information from the said other vehicle, The motor vehicle in any one of the Claims 1-8 characterized by the above-mentioned. | 10. The present position information of the own vehicle and the characteristic information which can specify the own vehicle from the picked-up image of a camera are contained in the information for specifying the own vehicle as the said other vehicle, The present position information of the said other vehicle and the characteristic information which can specify an other vehicle from the picked-up image of a camera are contained in information for the own vehicle to specify the said other vehicle, The motor vehicle in any one of the Claims 1-9 characterized by the above-mentioned. | 11. Whether it became the timing which should carry out predetermined other vehicle influence behavior discriminate|determines based on operation of operation of a turn indicator, operation of a hazard lamp, operation of back driving, a sudden accelerator, or rapid braking, The motor vehicle in any one of the Claims 1-10 characterized by the above-mentioned. | 12. When the function part of a car-navigation system is provided and it searches for the path|route to the destination, The function which sets the behavior plan information for notifying the said other vehicle influence behavior for the position same as the position which should carry out said other vehicle influence behavior, or the predetermined|prescribed position of the near side to an other vehicle as a position which transmits to a surrounding other vehicle through the said wireless communication part is provided, The motor vehicle in any one of the Claims 1-11 characterized by the above-mentioned. | 13. It is an automatic driving vehicle which performs behavior of the own vehicle autonomously, Comprising: The wireless communication part for having a transmission/reception function and communicating by radio|wireless between vehicles, A monitoring means for the said wireless communication part to have been led and to monitor reception of the vehicle-to-vehicle-communications request|requirement from an other vehicle, A communication channel production|generation means to produce|generate a communication channel by the said monitoring means between the other vehicles which have transmitted the said vehicle-to-vehicle-communications request|requirement when the vehicle-to-vehicle-communications request|requirement from the said other vehicle is received, A behavior plan information analysis means to analyze the behavior plan information for notifying the other vehicle influence behavior which affects behavior of a surrounding other vehicle sent from the said other vehicle through the produced|generated said communication channel, The behavior determination means which determines behavior of the own vehicle corresponding to the said behavior plan information based on the analysis result in the said behavior plan information analysis means, A reply information transmission means to send the reply information containing the information of behavior of the said own vehicle determined by the said behavior determination means to the said other vehicle through the said communication channel, These are provided, The motor vehicle characterized by the above-mentioned. | 14. It is a motor vehicle provided with the automatic driving|operation mode in which behavior of the own vehicle is performed autonomously, and manual operation mode, Comprising: The wireless communication part for having a transmission/reception function and communicating by radio|wireless between vehicles, A monitoring means for the said wireless communication part to have been led and to monitor reception of the vehicle-to-vehicle-communications request|requirement from an other vehicle, By the said monitoring means, when the vehicle-to-vehicle-communications request|requirement from the said other vehicle is received, it is discriminate|determined whether the own vehicle is the said automatic driving|operation mode, A communication channel production|generation means to produce|generate a communication channel between the other vehicles which have transmitted the said vehicle-to-vehicle-communications request|requirement when it is the said automatic driving|operation mode, A behavior plan information analysis means to analyze the behavior plan information for notifying the other vehicle influence behavior which affects behavior of a surrounding other vehicle sent from the said other vehicle through the produced|generated said communication channel, The behavior determination means which determines behavior of the own vehicle corresponding to the said behavior plan information based on the analysis result in the said behavior plan information analysis means, A reply information transmission means to send the reply information containing the information of behavior of the said own vehicle determined by the said behavior determination means to the said other vehicle through the said communication channel, These are provided, The motor vehicle characterized by the above-mentioned. | 15. While carrying out the said other vehicle and vehicle-to-vehicle communications, switching to the said manual operation mode from the said automatic driving|operation mode is made improper, The motor vehicle of Claim 13 characterized by the above-mentioned. | 16. The present position information of the said other vehicle and the information regarding the running path related to the said other vehicle influence behavior are contained in the said behavior plan information, By the said behavior plan information analysis means, it is judged whether driving|running|working of the own vehicle is influenced from the present position information of the said other vehicle contained in the said behavior plan information, and the information regarding the running path related to the said other vehicle influence behavior, When it judges that it is uninfluential, the said communication channel produced|generated by the said communication channel production|generation means is cut|disconnected, The motor vehicle in any one of the Claims 13-15 characterized by the above-mentioned. | 17. When the notification of completion of the said other vehicle influence behavior is received from the said other vehicle, the said communication channel is cut|disconnected, The motor vehicle in any one of the Claims 13-16 characterized by the above-mentioned. | 18. The said behavior determination means acquires the information of the travel speed of the said other vehicle in the vehicle-to-vehicle communications between the said other vehicles, Behavior of the said own vehicle is determined based on the travel speed of the said other vehicle detected from the acquired said information, and the travel speed of the own vehicle, The motor vehicle in any one of the Claims 13-17 characterized by the above-mentioned. | 19. The camera which image|photographs the periphery of the own vehicle is provided, The said behavior determination means recognizes a traffic sign and/or a traffic sign from the picked-up image of the said camera, Based on the recognition result, the traffic regulation in the periphery of the own vehicle is discriminate|determined, The discriminate|determined said traffic regulation is considered and behavior of the said own vehicle is determined, The motor vehicle in any one of the Claims 13-18 characterized by the above-mentioned. | 20. The camera which image|photographs the periphery of the own vehicle is provided, The said behavior determination means discriminate|determines the periphery condition of the own vehicle from the picked-up image of the said camera, the discriminate|determined said periphery condition is considered, and behavior of the said own vehicle is determined, The motor vehicle in any one of the Claims 13-19 characterized by the above-mentioned. | 21. While the information for specifying the said other vehicle is contained in the said behavior plan information, information for the own vehicle to make it specifying is contained in the said reply information, The motor vehicle in any one of the Claims 13-20 characterized by the above-mentioned. | 22. The present position information of an other vehicle and the characteristic information which can specify the said other vehicle from the picked-up image of a camera are contained in the information for specifying the said other vehicle, The present position information of the own vehicle and the characteristic information as which the own vehicle can be specified from the picked-up image of a camera are contained in the information for specifying the said own vehicle, The motor vehicle of Claim 21 characterized by the above-mentioned. | 23. The motor vehicle characterized by having each part of the motor vehicle in any one of Claims 1-12, and each part of the motor vehicle in any one of Claims 13-22. | 24. The above-mentioned predetermined other vehicle influence behavior differs in the vehicle according to left-hand traffic and right-hand traffic, The motor vehicle in any one of the Claims 1-23 characterized by the above-mentioned. | 25. A present position detection means is provided and a vehicle determines left-hand traffic and right-hand traffic according to the country specified based on the present position detected by the said present position detection means, The said other vehicle influence behavior is set according to the determination result, The motor vehicle of Claim 24 characterized by the above-mentioned. | 26. The above-mentioned predetermined other vehicle influence behavior is set based on the presence or absence of a signal apparatus, The motor vehicle in any one of the Claims 1-25 characterized by the above-mentioned. | 27. The camera which image|photographs the periphery of the own vehicle is provided, The presence or absence of the said signal apparatus is discriminate|determined from the picked-up image of the said camera, The motor vehicle of Claim 26 characterized by the above-mentioned. | 28. The communication means which receives the electromagnetic wave from a signal apparatus is provided, The presence or absence of the said signal apparatus is discriminate|determined from the information of the electromagnetic wave received by the said communication means, The motor vehicle of Claim 26 characterized by the above-mentioned. | 29. The above-mentioned predetermined other vehicle influence behavior is set based on the priority relationship between vehicles, The motor vehicle in any one of the Claims 1-28 characterized by the above-mentioned. | 30. The camera which image|photographs the periphery of the own vehicle is provided, The priority relationship between the said vehicles is discriminate|determined from the picked-up image of the said camera, The motor vehicle of Claim 29 characterized by the above-mentioned. | 31. While providing the microphone which sound-collects the surrounding audio|voice of the camera and/or the own vehicle which image|photograph the periphery of the own vehicle, a means to detect an emergency vehicle is provided from the audio|voice around the own vehicle sound-collected with the surrounding picked-up image and/or said microphone of the own vehicle image|photographed with the said camera, In the said behavior determination means, it determines so that the own vehicle which gave priority to the said emergency vehicle may be served, The motor vehicle in any one of the Claims 5-30 characterized by the above-mentioned. | 32. The computer with which a motor vehicle provided with the wireless communication part for having a transmission/reception function and communicating by radio|wireless between vehicles is provided, A vehicle-to-vehicle-communications request|requirement means to transmit a vehicle-to-vehicle-communications request|requirement to a surrounding other vehicle through the said wireless communication part before performing said other vehicle influence behavior, when it becomes the timing which should carry out predetermined other vehicle influence behavior as behavior which affects behavior of a surrounding other vehicle, A communication channel production|generation means to send response information according to the said vehicle-to-vehicle-communications request|requirement and to produce|generate a communication channel between the automatic driving vehicle which performs behavior of the own vehicle autonomously, or the other vehicle of the state in automatic driving|operation mode which performs behavior of the own vehicle autonomously, A behavior plan information transmission means to transmit the behavior plan information for notifying the said other vehicle influence behavior that is due to be performed to an other vehicle to a surrounding other vehicle by the said wireless communication part through the produced|generated said communication channel, A reply information analysis means to analyze the reply information sent from the said other vehicle corresponding to the said behavior plan information, A confirmation means to confirm behavior of the said other vehicle determined corresponding to the said behavior plan information based on the analysis result in the said reply information analysis means, The process means according to behavior of the said other vehicle confirmed by the said confirmation means The program for motor vehicles for making it function as these. | 33. The said motor vehicle is an automatic driving vehicle which performs behavior of the own vehicle autonomously, Comprising: The program for motor vehicles of Claim 32 for functioning the behavior control means which performs control about behavior of the own vehicle as said process means based on behavior of the said other vehicle confirmed by the said confirmation means in the said computer. | 34. The said motor vehicle is a motor vehicle provided with manual operation mode and the automatic driving|operation mode in which behavior of the own vehicle is performed autonomously, Comprising: The program for motor vehicles of Claim 32 for functioning the behavior control means which performs control about behavior of the own vehicle as said process means based on behavior of the said other vehicle confirmed by the said confirmation means, while operating the said computer in the said automatic driving|operation mode. | 35. It is an automatic driving vehicle which performs behavior of the own vehicle autonomously, Comprising: A computer provided with the wireless communication part for having a transmission/reception function and communicating by radio|wireless between vehicles, A monitoring means for the said wireless communication part to have been led and to monitor reception of the vehicle-to-vehicle-communications request|requirement from an other vehicle, A communication channel production|generation means to produce|generate a communication channel by the said monitoring means between the other vehicles which have transmitted the said vehicle-to-vehicle-communications request|requirement when the vehicle-to-vehicle-communications request|requirement from the said other vehicle is received, A behavior plan information analysis means to analyze the behavior plan information for notifying the other vehicle influence behavior which affects behavior of a surrounding other vehicle sent from the said other vehicle through the produced|generated said communication channel, The behavior determination means which determines behavior of the own vehicle corresponding to the said behavior plan information based on the analysis result in the said behavior plan information analysis means, A reply information transmission means to send the reply information containing the information of behavior of the said own vehicle determined by the said behavior determination means to the said other vehicle through the said communication channel, The program for motor vehicles for making it function as these. | 36. It is a motor vehicle provided with the automatic driving|operation mode in which behavior of the own vehicle is performed autonomously, and manual operation mode, Comprising: A computer provided with the wireless communication part for having a transmission/reception function and communicating by radio|wireless between vehicles, A monitoring means for the said wireless communication part to have been led and to monitor reception of the vehicle-to-vehicle-communications request|requirement from an other vehicle, By the said monitoring means, when the vehicle-to-vehicle-communications request|requirement from the said other vehicle is received, it is discriminate|determined whether the own vehicle is the said automatic driving|operation mode, A communication channel production|generation means to produce|generate a communication channel between the other vehicles which have transmitted the said vehicle-to-vehicle-communications request|requirement when it is the said automatic driving|operation mode, A behavior plan information analysis means to analyze the behavior plan information for notifying the other vehicle influence behavior which affects behavior of a surrounding other vehicle sent from the said other vehicle through the produced|generated said communication channel, The behavior determination means which determines behavior of the own vehicle corresponding to the said behavior plan information based on the analysis result in the said behavior plan information analysis means, A reply information transmission means to send the reply information containing the information of behavior of the said own vehicle determined by the said behavior determination means to the said other vehicle through the said communication channel, The program for motor vehicles for making it function as these.

The vehicle has a communication channel production unit that sends response information according to the vehicle-to-vehicle-communication request and produces a communication channel between the automatic driving vehicle which performs behavior of the own vehicle autonomously, or other vehicle of the state in automatic driving mode which performs behavior of the own vehicle autonomously. A behavior plan information transmission unit transmits the behavior plan information for notifying other vehicle influence behavior that is due to be performed to other vehicle to a surrounding other vehicle by wireless communication portion through the communication channel. A reply information analysis unit analyzes the reply information sent from other vehicle corresponding to the behavior plan information. A confirmation unit confirms behavior of other vehicle determined corresponding to the behavior plan information based on the analysis result in the reply information analysis unit. An INDEPENDENT CLAIM is included for a program for motor vehicle. Motor vehicle such as large sized vehicle such as common four-wheel motor vehicle, bus, truck, tractor, two-wheeled motor vehicle and bicycle, and special vehicle such as vehicle of public institutions, and electric wheelchair. The traffic accident is avoided reliably. The drawing shows a schematic view of the motor vehicle. (Drawing includes non-English language text) 1Automatic driving vehicle101Control unit102Wireless communication unit105Manual/automatic operation mode switching control unit107Camera group

Please summarize the input

Automobile and automotive programPROBLEM TO BE SOLVED: To provide an automobile which can certainly avoid a traffic accident to safely perform an another-vehicle affection behavior when the another-vehicle affection behavior is attempted to be executed. SOLUTION: An automobile comprises: a manual driving mode; and an automatic driving mode by which autonomous travel is possible. The automobile comprises: a radio communication unit having a transmission/reception function for performing radio communication between vehicles; monitoring means of monitoring reception of an inter-vehicle communication request from another vehicle through the radio communication unit; and communication path generation means of determining whether or not a self vehicle is in a state of the automatic driving mode to generate a communication path between the self vehicle and another vehicle which transmits the inter-vehicle communication request in the case where the self vehicle is in the state of the automatic driving mode when the inter-vehicle communication request from another vehicle is received by the monitoring means. SELECTED DRAWING: Figure 1|1. The automobile is provided with a manual operation mode and an automatic operation mode capable of autonomous traveling, has a transmission/reception function, and is provided with a radio communication part for performing radio communication between vehicles, and a monitoring means for monitoring the reception of a communication request between vehicles from another vehicle through the radio communication part. The monitoring means, when receiving a vehicle-to-vehicle communication request from the other vehicle, determines whether or not the own vehicle is in the automatic operation mode; and when the vehicle is in the automatic operation mode, a communication path generation means for generating a communication path between the vehicle and the other vehicle which has transmitted the inter-vehicle communication request. The automobile is characterized by being provided with the automobile. | 2. When the own vehicle is in the state of the manual operation mode, the automobile is described in claim 1 which does not generate the communication path. | 3. The automobile is described in a claim 1 or claim 2 in which switching to the manual operation mode is disabled from the automatic operation mode while performing communication between the other vehicle and the vehicle. | 4. A behavior schedule information analysis means for analyzing behavior schedule information for notifying other vehicle influence behavior which is sent from the other vehicle through a communication path generated by the communication path generation means and which affects the behavior of the other vehicle in the periphery is provided. On the basis of an analysis result by the behavior schedule information analysis means, a behavior determination means for determining the behavior of the own vehicle corresponding to the behavior schedule information is provided. The automobile is provided with a reply information transmitting means for transmitting reply information including information on the behavior of the own vehicle determined by the behavior determination means to the other vehicle through the communication path. | 5. The behavior schedule information includes information about the current position information of the other vehicle and a travel route related to the other vehicle influence behavior. The behavior schedule information analysis means determines whether or not the traveling of the own vehicle is affected by the information on the current position information of the other vehicle included in the behavior schedule information and the travel route related to the other vehicle influence behavior; and when it is determined that there is no influence, the behavior schedule information analysis means is configured to determine whether the vehicle is affected by the vehicle. The automobile is characterized in that the communication path generated by the communication path generation means is cut off. | 6. The behavior determination means acquires information on the traveling speed of the other vehicle in the inter-vehicle communication with the other vehicle, and determines the behavior of the own vehicle based on the traveling speed of the other vehicle detected from the acquired information and the traveling speed of the own vehicle. The automobile is described in claim 4 or claim 5. | 7. This system is provided with a camera for photographing the periphery of one's own vehicle; the behavior determination means recognizes a traffic sign and/or a traffic sign from a photographed image of the camera; and discriminates traffic regulations around one's own vehicle based on the recognition result; and determines the behavior of the own vehicle in consideration of the discriminated traffic regulation. The automobile is described in one of claims 4 to 6. | 8. The automobile is provided with a camera for photographing the periphery of the own vehicle, and the behavior determination means determines the peripheral situation of the own vehicle from the photographed image of the camera, and determines the behavior of the own vehicle in consideration of the discriminated peripheral situation. | 9. The behavior schedule information includes information for specifying the other vehicle, and the reply information includes information for specifying one's own vehicle, and is described in either of the claims 4 to claim 8. | 10. The other vehicle influence behavior is the automobile described in either of claims 4 to 9, which are characterized in that the vehicle is different depending on whether the vehicle is on the left side or on the right side. | 11. The other vehicle influence behavior is set on the basis of the presence/absence of the traffic signal, and the automobile is described in one of the claims 4 to the claim 10. | 12. The other vehicle influence behavior is set on the basis of the priority relation between the vehicles, and the automobile is described in one of the claims 4 to claim 11. | 13. This system is provided with a camera for photographing the periphery of one's own vehicle and/or a microphone for collecting sound around the own vehicle, and a means for detecting an emergency vehicle from a photographed image around one's own vehicle photographed by the camera and/or voice around the own vehicle collected by the microphone. In the behavior determination means, the automobile is described in either of claims 4 to claim 12, which determines the behavior of the own vehicle with the priority of the emergency vehicle. | 14. When the completion notice of the other vehicle influence behavior is received from the other vehicle, the automobile is described in one of claims 4 to 13 which are characterized in that the communication path is cut. | 15. When the own vehicle is in the manual operation mode state, the automobile is switched to the automatic operation mode, and the communication path is generated by the communication path generation means. | 16. A navigation system is provided with a car navigation function part for forming route guide data including trigger information of inter-vehicle communication in response to a point on the route of a route guide which requires execution of other vehicle influence behavior which affects the behavior of the other vehicle around the vehicle. The automobile is described in one of claims 1 to 15. | 17. During execution of a route guide using the route guide data by the car navigation function part, at a point on the route where the trigger information is detected, the automobile is described in a claim 16 characterized by making a vehicle-to-vehicle communication request to the other vehicle in the periphery through the radio communication part. | 18. The automobile is provided with a camera for photographing the periphery of one's own vehicle, detects the recognition of a prescribed situation from the photographed image of the camera as trigger information for communication between vehicles, and makes a communication request between vehicles to other vehicles around the vehicle. | 19. The prescribed situation is the automobile described in a claim 18 characterized by including the time of entering the intersection, the approach of the highway, or the rotary approach of the station. | 20. The automobile is provided with a vehicle-to-vehicle communication request means for making a vehicle-to-vehicle communication request to other vehicles in the periphery through the radio communication part. | 21. The automobile is provided with a vehicle-to-vehicle communication request button, and when the inter-vehicle communication request button is operated, the inter-vehicle communication request means performs inter-vehicle communication request to other vehicles around the vehicle through the radio communication part. | 22. The inter-vehicle communication requesting means detects the reception of the radio wave information from the beacon installed on the road as trigger information of the inter-vehicle communication, and makes a vehicle-to-vehicle communication request to the other vehicle around the vehicle, and the automobile is described in the claim 20 or the claim 21. | 23. The inter-vehicle communication requesting means detects at least one of a backlight lighting; a brake light lighting; a sudden accelerator; and a sudden brake as trigger information for inter-vehicle communication, and makes a vehicle-to-vehicle communication request to other vehicles around the vehicle. The automobile described in the claim 20 to claim 22 is characterized by the above. | 24. The automobile is described in either of the claims 17 to 23, wherein a communication request for the vehicle is made to the other vehicle in the periphery, and when the response information is not received within a prescribed time from the other vehicle in the periphery, a message indicating that the other vehicle capable of communicating between vehicles is not present in the periphery is notified to the driver. | 25. In response to a vehicle-to-vehicle communication request from the other vehicle, a means for receiving response information including information on whether the other vehicle is an automatic driving vehicle for autonomously performing the behavior of the own vehicle or an autonomous driving mode for autonomously performing the behavior of the own vehicle is received through the radio communication part; and a means for receiving the response information from the other vehicle via the radio communication part. From the received response information, it is provided with a discrimination means for discriminating whether the other vehicle is an automatic driving vehicle for autonomously performing the behavior of the own vehicle or an automatic operation mode state for autonomously performing the behavior of the own vehicle. The communication path generation means generates a communication path between the other vehicle discriminated as being an automatic driving vehicle for autonomously performing the behavior of the own vehicle or the other vehicle determined to be in an autonomous operation mode for autonomously performing the behavior of the own vehicle based on the discrimination result of the discrimination means. The automobile is described in one of claims 1 to 24. | 26. A computer provided with a manual operation mode and an automatic operation mode capable of autonomous traveling and having a transmission/reception function and provided with a radio communication part for radio communication between vehicles is provided through the radio communication part; and a monitoring means for monitoring reception of a communication request between vehicles from other vehicles is provided. The monitoring means, when receiving a vehicle-to-vehicle communication request from the other vehicle, determines whether or not the own vehicle is in the automatic operation mode; and when the vehicle is in the automatic operation mode, a communication path generation means that generates a communication path between the vehicle and the other vehicle which has transmitted the inter-vehicle communication request. The program for the motor vehicles for functioning as it is.

The vehicle has a manual driving mode and an automatic driving mode in which the automobile autonomously travels. A wireless communication unit (102) comprises a transmission/reception function and is configured to perform wireless communication between vehicles. A monitoring unit is configured to monitor reception of a vehicle-to-vehicle communication request from another vehicle through the wireless communication unit. A communication path generation unit is configured to determine whether the host vehicle is in the autonomous driving mode when the monitoring unit receives the inter-vehicle communication request from the other vehicle, and generate a communication path with the other vehicle that has transmitted the inter-vehicle communication request when the host vehicle is in the autonomous driving mode. The communication path is not generated when the own vehicle is in the manual driving mode. An INDEPENDENT CLAIM is included for an automobile program. Vehicle such as self-driving car, electric vehicle, plug in hybrid vehicle, gasoline vehicle, fuel cell vehicle, police car, taxi and bus. The vehicle reliably avoids traffic accidents and ensures that the behavior is performed safely when attempting to behave in a manner that influences other vehicles. The drawing shows a block diagram showing an electronic control circuit unit in a vehicle. (Drawing includes non-English language text)10Electronic control circuit unit 100System bus 101Control unit 102Wireless communication unit 103Motor drive control unit 104Steering drive control unit 105Manual/automatic driving mode switching control unit 106Radar group 107Camera group 108Sensor group 109Surrounding situation understanding unit 110Current position detection unit

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Geographically disparate sensor fusion for enhanced target detection and identification in autonomous vehiclesExamples disclosed herein relate to an autonomous driving system in an ego vehicle. The autonomous driving system includes a radar system configured to detect and identify a target in a path and a surrounding environment of the ego vehicle. The autonomous driving system also includes a sensor fusion module configured to receive radar data on the identified target from the radar system and compare the identified target with one or more targets identified by a plurality of perception sensors that are geographically disparate from the radar system. Other examples disclosed herein include a method of operating the radar system in the autonomous driving system of the ego vehicle.What is claimed is: | 1. An autonomous driving system in an ego vehicle, comprising: a radar system configured to radiate one or more transmission radio frequency (RF) beams to a surrounding environment of the ego vehicle; and a sensor fusion module configured to receive combined target identification information that includes at least radar data from the radar system and sensor data from a plurality of perception sensors that are geographically disparate from the ego vehicle, wherein the sensor fusion module includes one or more deep learning networks that are trained with the radar data and the sensor data for target identification. | 2. The autonomous driving system of claim 1, wherein the radar system comprises a metamaterial antenna structure configured to radiate the one or more transmission RF beams and receive one or more return RF beams reflected from the surrounding environment, wherein the sensor fusion module is configured to send a control signal to the metamaterial antenna structure based on historical sensor data from the radar system, and wherein the control signal enables one or more metamaterial antenna cells in the metamaterial antenna structure to be directed. | 3. The autonomous driving system of claim 2, wherein the control signal comprises an instruction to the metamaterial antenna structure to radiate additional transmission RF beams at a given phase shift and direction within at least a portion of a field-of-view corresponding to a location of a target identified by the radar system. | 4. The autonomous driving system of claim 2, wherein the radar system comprises a perception module coupled to the metamaterial antenna structure, and wherein the perception module is configured to generate tracking information of an identified target with a multi-object tracker in the perception module. | 5. The autonomous driving system of claim 4, wherein the multi-object tracker is configured to track the identified target over time using a Kalman filter. | 6. The autonomous driving system of claim 4, wherein the perception module is further configured to generate target identification information based at least on the tracking information. | 7. The autonomous driving system of claim 6, wherein the radar system is further configured to combine the target identification information with other target identification information from the plurality of perception sensors to form the combined target identification information. | 8. The autonomous driving system of claim 7, wherein the radar system is further configured to send the combined target identification information to the sensor fusion module in the autonomous driving system. | 9. The autonomous driving system of claim 7, wherein the sensor fusion module is further configured to receive the other target identification information over a vehicle-to-vehicle communication channel from the plurality of perception sensors. | 10. The autonomous driving system of claim 7, wherein the sensor fusion module is further configured to generate enhanced target identification information from the combined target identification information, the enhanced target identification information including one or more adjustments to the identified target in terms of time and position relative to the ego vehicle. | 11. The autonomous driving system of claim 10, wherein the sensor fusion module is further configured to determine a next control action for the metamaterial antenna structure based at least on the enhanced target identification information. | 12. A radar system in an ego vehicle, comprising: an antenna module comprising one or more metastructure antennas that are configured to radiate one or more transmission radio frequency (RF) beams to a surrounding environment of the ego vehicle and receive one or more return RF beams reflected from the surrounding environment of the ego vehicle, the antenna module having an antenna controller configured to dynamically control the one or more metastructure antennas; and a perception module coupled to the antenna module and configured to detect and identify one or more targets from the one or more return RF beams, wherein the perception module has one or more deep learning networks that are trained with radar data in the radar system and lidar data from a lidar system in the ego vehicle and a plurality of lidar systems in other autonomous vehicles that are geographically disparate from the radar system. | 13. The radar system of claim 12, wherein the perception module includes a target identification and decision module that is configured to: receive a radar point cloud based at least on radar data from the antenna module; process the radar point cloud to detect and identify the target; and determine one or more control actions to be performed by the antenna module based on the detection and identification of the target. | 14. The radar system of claim 13, wherein the perception module is further configured to generate tracking information of the identified target with a multi-object tracker in the perception module. | 15. The radar system of claim 14, wherein the multi-object tracker is configured to compare one or more candidate targets identified by the target identification and decision module with targets that the multi-object tracker has detected in one or more prior segments of time. | 16. A method of operating a radar system in an autonomous driving system of an ego vehicle, the method comprising: directing a metamaterial antenna structure to generate one or more radio frequency (RF) beams with first antenna parameters and radiate the one or more RF beams to one or more targets in a surrounding environment of the ego vehicle; providing radar data from one or more return RF beams that are reflected from the one or more targets to a sensor fusion module; combining the radar data with other perception sensor information from a plurality of geographically disparate sensors to form fused sensor data in the sensor fusion module, wherein the sensor fusion module receives the other perception sensor information over a vehicle-to-vehicle communication channel from the plurality of geographically disparate sensors; and generating enhanced target identification information from the fused sensor data with the sensor fusion module to determine a next control action for the metamaterial antenna structure. | 17. The method of claim 16, further comprising: identifying the one or more targets with a perception module in the ego vehicle; generating tracking information of the identified one or more targets with a multi-object tracker in the perception module; and generating target identification information based at least on the tracking information. | 18. The method of claim 17, wherein the target identification information comprises one or more of a classification of the identified one or more targets, a location of the identified one or more targets, or a rate of movement of the identified one or more targets. | 19. The method of claim 17, further comprising: extracting a micro-doppler signal from the radar data with a micro-doppler module coupled to the metamaterial antenna structure; providing the micro-doppler signal to the perception module; and combining the tracking information provided by the multi-object tracker and the micro-doppler signal provided by the micro-doppler module to generate the target identification information. | 20. The method of claim 17, wherein the enhanced target identification information provided by the sensor fusion module is used in training one or more deep learning networks of the perception module.

The system has a radar system that is configured to detect and identify a target in a path and a surrounding environment of an ego vehicle (800). A sensor fusion module (808) is configured to receive radar data on the identified target from the radar system. The identified target is compared with one or more targets identified by multiple perception sensors that are geographically disparate from the radar system. The radar system comprises a metamaterial antenna structure that is configured to radiate one or more transmission radio frequency (RF) beams to the target identified by the radar system and receive one or more return RF beams reflected from the target identified by the radar system and the surrounding environment. The sensor fusion module sends a control signal to the metamaterial antenna structure based on historical sensor data from the radar system. An INDEPENDENT CLAIM is included for a method of operating a radar system in an autonomous driving system of an ego vehicle. Autonomous driving system in ego vehicle, for providing partial or full automation of driving functions including steering, accelerating, braking, and monitoring the surrounding environment and driving conditions to respond to events, such as changing lanes or speed when needed to avoid traffic, crossing pedestrians, animals, etc. The geographically disparate sensor fusion enhances target detection and identification in the environment for an ego vehicle. By combining information from previous measurements, expected measurement uncertainties and some physical knowledge, the multi-object tracker generates robust, accurate estimates of target locations. By using the intelligent metamaterial (iMTM) radar system, the driver or driverless vehicle can maintain the maximum safe speed without regard to the weather conditions. The drawing shows a schematic diagram of environment in which geographically disparate sensor fusion enhances target detection and identification in the environment for an ego vehicle. 800Ego vehicle804Ego lidar806Ego radar808Sensor fusion module812Lead lidar

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GEOGRAPHICALLY DISPARATE SENSOR FUSION FOR ENHANCED TARGET DETECTION AND IDENTIFICATION IN AUTONOMOUS VEHICLESExamples disclosed herein relate to an autonomous driving system in an ego vehicle. The autonomous driving system includes a radar system configured to detect and identify a target in a path and a surrounding environment of the ego vehicle. The autonomous driving system also includes a sensor fusion module configured to receive radar data on the identified target from the radar system and compare the identified target with one or more targets identified by a plurality of perception sensors that are geographically disparate from the radar system. Other examples disclosed herein include a method of operating the radar system in the autonomous driving system of the ego vehicle.What is claimed is: | 1. An autonomous control system, comprising: a radar module; a computer processing unit; a memory storage device; a sensor fusion module configured to receive sensor information from a plurality of sensors, the plurality of sensors including the radar module, the sensor fusion comprising: target identification and decision module adapted to detect and identify targets and determine control actions for the autonomous control system; target list and occupancy map adapted to track targets from sensor information; and composite data repository storing information describing a field of view of the plurality of sensors; a communication bus coupled to the sensor fusion module, the radar module and the plurality of sensors wherein the sensor fusion module includes one or more deep learning networks that are trained with the radar data and the sensor data for target identification. | 2. The autonomous control system of claim 1, wherein the radar module comprises an antenna structure configured to generate and steer one or more transmission RF beams and receive one or more return RF beams reflected from the surrounding environment. | 3. The autonomous control system of claim 1, wherein the autonomous control system is adapted to control a vehicle. | 4. The autonomous control system as in claim 3, wherein the sensor fusion operates to combine data from different perception sensors in the vehicle and data received from sensors in other geographically disparate vehicles to perceive an environment. | 5. The autonomous control system as in claim 4, wherein the sensor fusion module is configured to send a control signal to at least one of the plurality of sensors based on historical sensor data from the radar module. | 6. The autonomous control system as in claim 5, wherein the radar module comprises an antenna array and the control signal controls directionality of one or more antenna cells in the antenna array. | 7. The autonomous control system of claim 6, wherein the control signal comprises an instruction to the antenna array to radiate transmission RF beams at a first phase shift and direction within at least a portion of the field of view corresponding to a location of a target identified by the radar system. | 8. The autonomous control system of claim 1, wherein the sensor fusion module is adapted to receive information from sensor fusion modules in other autonomous control systems. | 9. The autonomous control system of claim 8, wherein the received information from other autonomous control systems includes time stamps indicating a time of data collection and a location information. | 10. The autonomous control system of claim 9, wherein the sensor fusion module is adapted to receive mapping information for application to sensor information. | 11. The autonomous control system of claim 10, wherein the mapping information is used to track targets. | 12. The autonomous control system of claim 11, wherein the radar module comprises a perception module configured to generate target identification information based on tracking information. | 13. The autonomous control system as in claim 1, further comprising: a communication module adapted to receive communications from other vehicles and infrastructure components. | 14. A vehicle to vehicle (V2V) communication system in a vehicle, comprising: a computer processing unit; a sensor fusion module configured to receive information from vehicles, the information identifying targets in an environment of the vehicle; and a communication bus for communication with modules within the system. | 15. The V2V communication system as in claim 14, wherein the information is from a lead vehicle in a path of the vehicle. | 16. The V2V communication system as in claim 15, further comprising a radar module adapted to provide range Doppler maps (RDM) to the sensor fusion module. | 17. The V2V communication system as in claim 16, wherein the sensor fusion module receives point cloud data corresponding to the information and combining with RDM data from the radar module. | 18. The V2V communication system as in claim 17, the sensor fusion comprises a perception module to identify targets. | 19. The V2V communication system as in claim 18, wherein the information provided to sensor fusion is adapted to provide control decisions to avoid an accident. | 20. The V2V communication system as in claim 14, wherein the information includes communications related to weather conditions in the environment.

The autonomous control system includes a sensor fusion module (108) receiving sensor information from a set of sensors, where the sensors include a radar (106) module. The sensor fusion comprises a target identification and decision module to detect and identify targets and determine control actions for the system. A target list and occupancy map tracks the targets from the sensor information. A composite data repository stores information describing a field of view of the sensors. A communication bus is coupled to the fusion module, the radar module and the sensors, and includes deep learning networks that are trained with radar data and sensor data for target identification. An INDEPENDENT CLAIM is included for a vehicle to vehicle VV communication system in a vehicle. Autonomous control system for vehicle. The method utilizes an autonomous driving system to automatically control driving functions such as steering, accelerating, braking and monitoring the surrounding environment and driving conditions to respond to events such as changing lanes or speed when needed to avoid traffic, crossing pedestrians and animals, and to detect and classify targets in a surrounding environment at the same or possibly even better level as humans. The drawing shows a schematic diagram of an environment in which geographically disparate sensor fusion in an ego vehicle enhances target detection and identification in the environment, and employs the autonomous control system for vehicle.100Ego Vehicle 102Camera 104Ego Vehicle Lidar 106Radar 108Sensor Fusion Module 110Lead Vehicle 112Lead Vehicle Lidar

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Method for operating a vehicleThe invention relates to a method for operating a vehicle (1) in an automatic driving mode. According to the invention, the rear space of the vehicle (1) is continuously monitored; -sending a warning prompt (W) to the rear vehicle (2) in the event that the rear vehicle (2) is detected to approach the vehicle (1) in a risky manner, and-continuing to approach the vehicle (1) in a risky manner after the rear vehicle (2) has elapsed for a predetermined period of time, A takeover request for a driving task is sent to a vehicle user of the vehicle (1).|1. A method for operating a vehicle (1) in an automatic driving mode, comprising the following steps: continuously monitoring the vehicle rear space of the vehicle (1); under the condition that the rear vehicle (2) is detected to approach the vehicle (1) in a risk manner, A warning prompt (W) is sent to the rear vehicle (2), and a take-over request for a driving task is issued to a vehicle user of the vehicle (1) in the case where the rear vehicle (2) continues to approach the vehicle (1) in a risky manner after a predetermined period of time. | 2. The method according to claim 1, wherein if the driving task is not taken over after another pre-set time length, the current driving speed of the vehicle (1) is reduced by the pre-set value. until the rear vehicle (2) no longer approaches the vehicle (1) in a risky manner. | 3. The method according to claim 2, wherein the vehicle (1) will be manipulated in the following manner after the other time period. under the right traffic condition, the vehicle will enter into the right side edge area in the lane (F1); or under the left traffic condition, the vehicle will enter into the left edge area in the lane (F2). | 4. The method according to any one of said claims, wherein the warning prompt (W) is sent to the rear vehicle (2) in the form of text information on the display unit (6) arranged at the tail of the vehicle (1). | 5. The method according to any one of said claims, wherein the warning prompt (W) is transmitted to the rear vehicle (2) by means of vehicle-to-vehicle communication. | 6. The method according to any one of said claims, wherein the vehicle (1) is waiting for at least 30 seconds before sending the takeover request.

The method involves continuously monitoring a vehicle rear area of the vehicle (1). A warning (W) is output to the following vehicle (2), in the event that a following vehicle approaches the vehicle critically. A takeover request relating to a driving task is issued to a vehicle user of the vehicle, in the event that the following vehicle continues to approach the vehicle critically after a predefinable period of time. Method for operating vehicle e.g. motor vehicle in automated ferry operation. The risk of an accident between the vehicle and the following vehicle can be reduced. The following vehicle is prevented from an adequate distance to the vehicle, so that the distance can be increased and a driver of the vehicle can have the opportunity to an unexpected braking maneuver of vehicle. The safety distance between the two vehicles is speed-dependent since the braking distance of following vehicle increases with increasing driving speed. The acceptance of the automated ferry operation of vehicles is increased. By reducing the speed, the risk of ghost targets being detected can also be reduced, by reducing the driving speed of vehicle in order to signal to following vehicle an offer to overtake the vehicle or to point out again that following vehicle has approached the vehicle critically and is therefore not able to react to an abrupt braking process of vehicle to react. The drawing shows a schematic view of a roadway section with two opposing lanes, the automated vehicle, the following vehicle and the ghost object when using a method for reducing a rear-end collision. 1, 2Vehicle4Sensor system4.1Camera5False objectWWarning

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Method and system for assisting driving and/or automatic driving of vehicleThe present invention relates to a method for assisting driving and/or automatic driving of a vehicle, comprising: judging whether the vehicle is close to the intersection (S1) within a predetermined distance; if the vehicle is close to the intersection in a predetermined distance, obtaining and judging whether the driving intention of the vehicle is straight (S2), if it is straight, detecting whether there is another vehicle (S3) having a length greater than or equal to a predetermined length on the left turning lane in front of the crosswalk at the crossroad; If another vehicle is detected, the warning information (S4) is sent to the driver of the vehicle and/or the outside of the vehicle. The invention also relates to a system and a computer program product for executing the method. According to the invention, it can avoid the collision with the pedestrian suddenly appearing from the front of the other vehicle when the vehicle runs through the crosswalk, so as to prevent the accident caused by the pedestrian attempt to pass through without authorization, so as to improve the driving safety.|1. A method for auxiliary driving and/or automatic driving of vehicle, the method comprising: Step 1 (S1): judging whether the vehicle (1) is close to the intersection in a predetermined distance; step S2: if the vehicle (1) is close to the intersection in a predetermined distance, obtaining the driving intention of the vehicle (1) at the intersection, and judging whether the driving intention of the vehicle (1) is straight, step S3: if the driving intention of the vehicle (1) is straight, detecting whether there is another vehicle (2) having a length greater than or equal to a predetermined length on the left turning lane in front of the crosswalk at the crossroad; and step S4: If another vehicle (2) having a length greater than or equal to a predetermined length is detected on the left-turning lane in front of the crosswalk at the crossroad, warning information is sent to the driver of the vehicle (1) and/or the outside of the vehicle (1). | 2. The method according to claim 1, wherein the method further comprises: step S5: If another vehicle (2) having a length greater than or equal to a predetermined length is detected on the left turning lane in front of the crosswalk at the crossroad, the braking module (13) of the vehicle (1) is placed in a braking preparation state. | 3. The method according to any one of the preceding claims, wherein the method further comprises: step S6: If another vehicle (2) having a length greater than or equal to a predetermined length is detected on the left-turning lane in front of the crosswalk at the crossroad, the running speed of the vehicle (1) is reduced to a predetermined speed. | 4. The method according to any one of the preceding claims, wherein the method further comprises: step S7: if another vehicle (2) having a length greater than or equal to a predetermined length is detected on the left turning lane in front of the crosswalk at the intersection, the vehicle communication (V2V) is requested to acquire the front image data of the other vehicle (2) from the image sensor of the other vehicle (2); step S8: detecting whether there is a weak traffic participant (3) on a pedestrian crosswalk in front of the another vehicle (2) by image processing of the front image data; and Step S9: controlling the vehicle (1) to brake if there is a weak traffic participant (3) present on the crosswalk in front of the other vehicle (2). | 5. The method according to any one of the preceding claims, wherein the warning module (14) optically and/or acoustically to the vehicle (1) of the driver and/or the outside of the vehicle (1), especially the weak traffic participant (3) possibly existing on the crosswalk on the crosswalk sends the warning information; and/or the warning module (14) comprises a vehicle-mounted horn device, a vehicle headlight, a vehicle-mounted voice device, an instrument panel, a head-up display screen and/or a central control display screen; and/or acoustically to the outside of the vehicle (1) through the vehicle-mounted horn device, especially the weak traffic participant (3) on the crosswalk of the crossroad may be present to send the warning information; and/or by the vehicle headlight optical to the outside of the vehicle (1), especially the pedestrian crosswalk on the crosswalk of the possible weak traffic participant (3) sends the warning information, the warning information such as flashing light and/or red area of the projection; and/or acoustically transmitting warning information to the driver of the vehicle (1) through the vehicle-mounted voice device; and/or through instrument panel, head-up display screen and/or central control display screen optically sending warning information to the driver of the vehicle (1). | 6. The method according to any one of the preceding claims, wherein the sensing and fusion module (11) is used. detecting whether another vehicle (2) having a length greater than or equal to a predetermined length is retained on the left-turn lane in front of the crosswalk of the intersection, in particular by performing an image processing on the image data recorded by the image sensor; and/or implementing the image processing by means of an object classifier and/or a convolution neural network, for example, trained by a sufficient number of related images; and/or the sensing and fusion module (11) comprises an image sensor, a radar and/or a laser radar; and/or the image sensor is, for example, a vehicle-mounted camera. | 7. The method according to any one of the preceding claims, wherein the state information of other vehicles in the surrounding environment of the vehicle (1) is obtained by the vehicle communication (V2V), thereby detecting whether another vehicle (2) having a length greater than or equal to a predetermined length is retained on the left turning lane in front of the crosswalk at the crossroad; and/or the other vehicle (2) such as a truck, a bus and/or carriage type vehicle and other large vehicle; and/or the disadvantaged traffic participant (3) is, for example, a pedestrian and/or a rider. | 8. The method according to any one of the preceding claims, wherein the vehicle position information and the high precision map information in the navigation module (12) to judge whether the vehicle (1) is close to the intersection in a predetermined distance; and/or judging whether the vehicle (1) is close to the intersection in a predetermined distance by performing image processing on the image data recorded by the image sensor by sensing and fusing the module (11); and/or obtaining the driving intention of the vehicle (1) at the intersection through the planning path information in the navigation module (12). | 9. A system (100) for auxiliary driving and/or automatic driving of vehicle, the system (100) is used for executing the method according to any one of claims 1 to 8, wherein the system (100) comprises at least one of the following components: sensing and fusion module (11), the sensing and fusion module (11) is configured to identify the surrounding environment information of the vehicle (1); a navigation module (12), the navigation module (12) is configured to obtain the position information of the vehicle (1) and obtain the planning path information of the driver, and the navigation module (12) is associated with a high precision map unit, in the high precision map unit is stored with high precision map information, the high precision map information such as the position information of the traffic lane, traffic lane type and traffic rule information corresponding to the traffic lane type; a brake module (13) configured to perform braking and/or deceleration of the vehicle (1); a warning module (14) configured to optically and/or acoustically transmit warning information to the driver of the vehicle (1) and/or the outside of the vehicle (1); a communication module (15) configured to acquire status information and/or image data of other vehicles in the surrounding environment of the vehicle (1) through the vehicle communication (V2V); and a control module (16) configured to process the information of each module and generate a corresponding control signal according to the processed information. | 10. A computer program product, such as a computer readable program carrier, comprising computer program instructions, wherein the computer program instructions when executed by a processor implement the steps of the method according to any one of claims 1 to 1 to 8.

The method involves determining whether a vehicle is close to an intersection in a predetermined distance. A driving intention of the vehicle is obtained at the intersection. Determination is made to check whether the vehicle is straight. A length greater than or equal to a predetermined length is detected on a left-turning lane in front of a crosswalk at a crossroad. Warning information is sent to a driver of a vehicle and/or an outer side of the vehicle. A braking module of the vehicle is placed in a braking preparation state. Running speed of the vehicle is reduced according to pre-determined speed. INDEPENDENT CLAIMS are also included for:A system for auxiliary driving and automatic driving of the vehicle; andA computer program product comprises set of instructions of the system for auxiliary driving and automatic driving of the vehicle. Method for auxiliary driving and automatic driving of vehicle such as truck, bus and carriage type vehicle waiting for green light on left turning lane. The collision with the pedestrian suddenly appearing from the front of the other vehicle can be avoided when the vehicle runs through the crosswalk, so as to prevent the accident caused by the pedestrian attempt to pass through without authorization, so that the driving safety can be improved. The drawing shows a flow diagram illustrating of the method for auxiliary driving and automatic driving of the vehicle. (The drawing includes a Non-English language text).

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Method for improved implementation of a fully automated journey with a vehicleThe invention relates to a method for improving the implementation of fully automated driving with a vehicle, in which the fully automated driving vehicle (1) orientates itself on a vehicle (13) driving in front. In a method in which problems in an area sensor system of the vehicle are reliably eliminated during fully automated and autonomous driving operation of the vehicle, after detection of a condition that at least partially impairs the function of an area sensor system (7, 9, 11) the fully automated and autonomously driving vehicle (1) via a wireless coupling (15) to the vehicle (13) driving ahead and is guided by the vehicle (13) driving ahead until the at least partial functional impairment of the surroundings sensors (7, 9, 11) is fixed.|1. Method for improved implementation of a fully automated trip with a vehicle, in which the fully automated vehicle (1) is oriented towards a vehicle (13) driving in front,characterizedthat after detection of an at least partially functionally impairing condition of an environment sensor system (7, 9, 11) arranged in the fully automated and autonomously driving vehicle (1), the fully automated and autonomously driving vehicle (1) uses a wireless coupling (15) to communicate with the vehicle driving ahead ( 13) and is guided by the vehicle (13) driving ahead until the at least partial functional impairment of the surroundings sensors (7, 9, 11) has been remedied. | 2. procedure afterclaim 1, characterizedthat the wireless coupling takes place through a vehicle-to-vehicle communication (15). | 3. procedure afterclaim 1 or2, characterizedthat the at least partially functionally impairing condition of the forward-facing surroundings sensors (7, 9, 11) in the fully automated and autonomously driving vehicle (1) consists in a lack of calibration of the surroundings sensors (7, 9, 11) and the autonomously driving vehicle (1) its fully automated and autonomous journey only starts when it recognizes the second fully automated vehicle (13), to which it connects, until the environment sensors (7, 9, 11) is fully calibrated. | 4. procedure afterclaim 1, 2 or3, characterizedthat the first vehicle (1) is released manually for fully automated and autonomous driving and, before starting, a vehicle system automatically checks whether the environment sensors (7, 9, 11) are sufficiently calibrated. | 5. Method according to at least one of the preceding claims,characterizedthat the first fully automated and autonomously driving vehicle (1) follows the preceding vehicle (13) at a predetermined distance. | 6. Method according to at least one of the preceding claims,characterizedthat the at least partially functionally impaired state of the forward-facing environment sensors (7, 9, 11) in the first vehicle (1) consists in a blockage of a camera-guided system (7, 19) and the fully automated and autonomously driving vehicle (1) after detection of the Blocking of the camera-guided system (7, 19), attaches itself to the vehicle (13) driving ahead until the at least partial functional impairment of the camera-guided system (7, 19) is completely lifted again. | 7. procedure afterclaim 6, characterizedthat with a slightly restricted view of the camera-guided system (7, 19), the fully automated and autonomously driving vehicle (1) identifies a vehicle (13) driving ahead with the remaining vehicle-own, forward-facing environment sensors (9, 11), which the fully automated and autonomous vehicle (1) follows at a constant distance until the slightly restricted view of the camera-guided system (7, 19) is overcome. | 8. procedure afterclaim 6, characterizedthat when a complete blockage of the camera-guided system (7, 19) is detected, the first fully automated and autonomously driving vehicle (1) is automatically brought to a standstill at a safe location in terms of traffic and a vehicle backend is informed of the exact position of the vehicle.

The method involves connecting fully automated and the autonomously driving vehicle (1) to the vehicle (13) driving in front by a wireless coupling (15) after detection of partially functionally impairing condition of an environment sensor system (7, 9, 11) arranged in the fully automated and autonomously driving vehicle and guided by the vehicle driving in front, until the partial functional impairment of the environment sensors is remedied. Method for improved implementation of fully automated trip with vehicle, such as fully automated and autonomous commercial vehicle parked in parking lot of central goods transhipment point. The problems of environment sensor system of the vehicle are reliably eliminated during fully automated and autonomous driving operation of the vehicle. The vehicle with the disturbed surroundings sensors is reliably kept in lane, so that situations that endanger traffic are largely prevented. The collisions between the two vehicles can be reliably avoided. The drawing shows a schematic view illustrating the process for improved implementation of fully automated trip with vehicle. 1Autonomously driving vehicle3Parking lot7, 9, 11Environment sensor system13Vehicle15Wireless coupling

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How autonomous vehicles workThe present invention relates to a method for driving an autonomous vehicle 1 in an intersection (K) area. According to the present invention, - another vehicle 2 having right-of-way at the intersection K is detected and an intended route is calculated, - based on the intended route, another vehicle 2 passes through the intersection K After doing so, it is calculated whether the path of the other vehicle (2) is blocked by an obstacle, if it is calculated that the vehicle (1) has to pass next to it, - it is calculated that the path of the other vehicle (2) is blocked by an obstacle In this case, a communication connection with the other vehicle 2 is established, through which the vehicle 1 informs the other vehicle 2 that the route is blocked.|1. As a method for operating an autonomous vehicle (1) in an intersection (K) area, - another vehicle (2) having a right-of-way at an intersection (K) is detected and an intended route is calculated, - based on the intended route, if it is calculated that the other vehicle 2 has to pass next to the vehicle 1 after passing the intersection K, it is calculated whether the path of the other vehicle 2 is blocked by an obstacle; When it is calculated that the path of the vehicle 2 is blocked by an obstacle, a communication connection with the other vehicle 2 is established, through which the vehicle 1 informs the other vehicle 2 that the path is blocked. How to. | 2. Method according to claim 1, characterized in that the order in which the two vehicles (1, 2) pass the intersection (K) is adjusted. | 3. A method according to claim 1 or 2, characterized in that it is calculated whether the view of another vehicle (2) is blocked by the vehicle (1) at an obstacle blocking the path. | 3. The method according to claim 1 or 2, characterized in that the remaining lane width between the obstacle blocking the path of the vehicle (1) and the other vehicle (2) and the width of the other vehicle (2) are calculated to calculate the occurrence of a blockage situation. How to. | 5. A method according to claim 4, characterized in that the remaining lane width is compared with the width of another vehicle (2) in order to calculate the occurrence of a blockage situation. | 3. A method according to claim 1 or 2, characterized in that the intended route of another vehicle (2) is calculated on the basis of an activated turn signal (8) and/or information transmitted via vehicle-to-vehicle communication. | 7. The method according to claim 6, wherein, by the other vehicle (2), the width of the other vehicle (2) and the signal of the activated turn signal lamp (9) are communicated to the vehicle (1) via vehicle-to-vehicle communication in order to verify that the width of the other vehicle (2) is reasonable. characterized in that transmitted to. | 3. A method according to claim 1 or 2, characterized in that the other vehicle (2) is operated unmanned in autonomous driving.

The method involves detecting a further vehicle (2) with right of way at the intersection (K). The intended route is used to determine the further vehicle and a vehicle (1) is driven after passing the intersection. Determination is made on whether the route of the further vehicle is blocked by an obstacle. The route of the further vehicle is blocked by the obstacle, and a communication connection to the further vehicle is established through the vehicle which informs the further vehicle about the blocked route. Method for operating automated vehicle in area of intersection. The traffic flow can be optimized, since the occurrence of a blockage situation can be counteracted. The plausibility of the route of the further vehicle and the remaining lane width between the vehicle and the obstacle can be checked. The drawing shows a schematic view of the intersection area without traffic signs regulating the right of way, light signal systems or police officers. 1Vehicle2Further vehicle7First parked vehicle8Activated direction indicatorKIntersection

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Method for determining action strategy of vehicle driving in automated driving operationThe invention relates to a method for determining an action strategy of a vehicle (1) driving in automated driving operation, for the situation in which the vehicle approaches a vehicle in front (2) which is parked in the lane (F) of the vehicle. According to the invention, - the vehicle (1) stops behind the parked vehicle in front (2) and waits to continue its driving operation until the vehicle in front (2) starts off, - if the waiting time of the vehicle (1) exceeds a predefined waiting time, the vehicle (1) initiates a passing maneuver for passing the vehicle in front (2), requests assistance from a teleoperator and/or outputs a take-over request for a driving task to a vehicle user of the vehicle (1).|1. A method for determining an action strategy of a vehicle (1) travelling under an automatic driving operation when approaching a front vehicle (2) parked on its lane (F), wherein the vehicle (1) stops behind the parked front vehicle (2) and waits to continue its travelling operation. until the front vehicle (2) is started, - when the waiting time of the vehicle (1) exceeds a predetermined waiting time, the vehicle (1) starts overtaking action to exceed the front vehicle (2), A remote operator assistance is requested and/or a takeover request for a driving task is issued to a vehicle user of the vehicle (1). | 2. The method according to claim 1, wherein the waiting time is predetermined according to the environment condition of the vehicle (1). | 3. The method according to claim 1 or 2, wherein the environmental condition is checked whether there is an indication that the front vehicle (2) constitutes the end of the queue of the stopped other vehicle (3). | 4. The method according to claim 3, wherein when the indication is found, the correction value of the waiting time is determined according to the found indication; the waiting time of the vehicle (1) is prolonged by the correction value. | 5. The method according to any one of said claims, wherein the distance between the vehicle (1) and the intersection (K) is considered when the waiting time is determined. | 6. The method according to claim 5, wherein when the distance to the intersection (K) is lower than a predetermined threshold, it is assumed that there is a queue of other vehicles (3) in front of the front vehicle (2). | 7. The method according to any one of said claims, wherein the waiting time is determined according to the available traffic information of the vehicle (1). | 8. The method according to any one of claims 1 to 6, wherein the information about the queue length and/or the length of the predicted waiting time of the waiting other vehicle (3) is sent to the vehicle (1) by the vehicle-to-vehicle communication and/or the vehicle-to-infrastructure communication.

The method involves allowing a vehicle (1) to stop behind the stationary vehicle in front-end (2), and allowing the vehicle to wait for continuous driving until the vehicle in front starts moving. The vehicle is allowed to initiate an overtaking maneuver for overtaking the front-end vehicle, to request assistance through a teleoperator and/or to output a request for a driving task to a vehicle user of the vehicle, when the vehicle waits longer than a predetermined waiting time. The distance of the vehicle to an intersection (K) is taken into account when determining the waiting time. Method for determining action strategy of vehicle driving in automated driving mode when approaching front-end vehicle standing in lane. The action strategy of the vehicle driving in automated driving mode can be determined. The accuracy to display such queues of vehicles can be improved in real time. The drawing shows a schematic view illustrating the traffic situation with vehicle driving towards queue at intersection in automated driving mode. 1Vehicle1.1Sensor system2Front-end vehicleHStop lineKIntersection

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Positioning system and method for parking and waiting for automatic driving vehicle on roadThe invention relates to the technical field of automatic driving, specifically relates to a locating system for parking and waiting on road for automatic driving vehicle, comprising: an obtaining unit for obtaining the front environment information of the automatic driving vehicle on the road and the side environment information of the adjacent lane, a judging unit for judging whether the vehicle needs to be stopped in the front according to the front environment information, a determining unit for determining the parking place of the automatic driving vehicle according to the front environment information, an optimizing unit for optimizing the parking place according to the side environment information and a control unit for controlling the automatic driving vehicle to automatically drive to the optimized parking place to wait. The invention further relates to a positioning method for automatically driving a vehicle to park and wait on a road, a computer program product and a corresponding automatically driving vehicle. The embodiment of the invention improves the parking safety and efficiency of the automatic driving vehicle and enables the automatic driving vehicle to better adapt to the complex and variable urban traffic environment.|1. A positioning system (1000) for automatically driving a vehicle (ADV) to stop and wait on a road (S), wherein the positioning system (1000) at least comprises: an obtaining unit (100), the obtaining unit (100) is configured to obtain the front environment information of the automatic driving vehicle (ADV) on the road (S) and the side environment information of the adjacent lane (S '); a judging unit (200), the judging unit (200) is configured to according to the front environment information judging whether need to stop waiting in front; a determining unit (300), the determining unit (300) is configured to determine the parking place of the automatic driving vehicle (ADV) according to the front environment information when the judging result is that the vehicle needs to be parked in the front; an optimizing unit (400), the optimizing unit (400) is configured to optimize the parking place according to the side environment information; and a control unit (500) configured to control the automatic driving vehicle (ADV) to automatically travel to an optimized parking place for waiting. | 2. The positioning system (1000) according to claim 1, wherein the optimizing unit (400) is further configured to optimize a travel speed at which the automatic driving vehicle (ADV) should travel to the parking place according to the side environment information. the control unit (500) is further configured to control the automatic driving vehicle (ADV) to automatically travel to an optimized parking place for waiting at an optimized travel speed; and/or the front environment information comprises a traffic light (L) in front of the road (S) and its signal state and/or a parking indication line (P); and/or the side environment information comprises the large vehicle (V) on the adjacent lane (S ') and the blind area range (B) and/or the sight state of the driver (F); and/or the obtaining unit (100) comprises a forward camera (101) and/or a lateral camera (102) and/or a V2X communication module (103) arranged on the automatic driving vehicle (ADV). | 3. A positioning method (2000) for parking and waiting on a road (S) by an automatic driving vehicle (ADV), wherein the positioning method (2000) at least comprises the following steps: S100: obtaining the front environment information of the automatic driving vehicle (ADV) on the road (S) and the side environment information of the adjacent lane (S '); S200: according to the front environment information, judging whether it is necessary to stop and wait in the front; S300: determining the parking place of the automatic driving vehicle (ADV) according to the front environment information when the judging result is that the vehicle needs to be parked in the front; S400: optimizing the parking place according to the side environment information; S500: controlling the automatic driving vehicle (ADV) to automatically travel to the optimized parking place for waiting, wherein the positioning method (2000) is carried out by means of the positioning system (1000) according to claim 1 or 2. | 4. The positioning method (2000) according to claim 3, wherein the positioning method (2000) further comprises the following steps: S401: optimizing the driving speed of the automatic driving vehicle (ADV) to the parking place according to the side environment information; S501: The automatic driving vehicle (ADV) is controlled to automatically travel to an optimized parking place for waiting at an optimized travel speed. | 5. The positioning method (2000) according to claim 3 or 4, wherein the positioning method (2000) further comprises the following steps: S210: judging whether there is traffic light (L) in front of the road (S) according to the front environment information; S310: when the judging result is that there is traffic light (L) in front of the road (S), determining the signal state of the traffic light (L) and the position of the parking indicating line (P) to determine the parking place. | 6. The positioning method (2000) according to claim 1, wherein the positioning method (2000) further comprises the following steps: S411: judging whether there is a large vehicle (V) on the adjacent lane (S ') according to the side environment information; S412: obtaining the blind area (B) of the large vehicle (V) when the judging result is that there is large vehicle (V) on the adjacent lane (S '); S413: The parking place of the automatic driving vehicle (ADV) is optimized according to the blind area (B) of the large vehicle (V). | 7. The positioning method (2000) according to claim 1, wherein the positioning method (2000) further comprises the following steps: S421: obtaining a subsequent travel route of the large vehicle (V); S422: judging whether the parking place of the automatic driving vehicle (ADV) and the subsequent driving route of the large vehicle (V) have the possibility of collision; S423: obtaining the sight line state of the driver (F) of the large vehicle (V), especially the gaze direction of the driver (F) when the judging result is that the parking place of the automatic driving vehicle (ADV) has the possibility of collision with the subsequent driving route of the large vehicle (V); S424: judging whether the driver (F) of the large vehicle (V) pays attention to the automatic driving vehicle (ADV); S425: when the driver (F) of the large vehicle (V) does not notice the automatic driving vehicle (ADV), optimizing the parking place of the automatic driving vehicle (ADV) to the parking place which can be noticed by the driver (F) of the large vehicle (V). | 8. The positioning method (2000) according to claim 7, wherein the positioning method (2000) further comprises the following steps: S431: obtaining the parking sequencing position of the automatic driving vehicle (ADV) on the road (S); S432: obtaining the parking sequencing position of the large vehicle (V) on the adjacent lane (S '); S433: judging whether the parking sequencing position of the automatic driving vehicle (ADV) on the road (S) and the parking sequencing position of the large vehicle (V) on the adjacent lane (S ') are the first position. | 9. A computer program product comprising computer program instructions, wherein the computer program instructions, when executed by a processor, implement the positioning method (2000) according to any one of claims 1 to 8. | 10. An automatic driving vehicle (ADV), comprising the positioning system (1000) according to claim 1 or 2 and/or the computer program product according to claim 9.

Positioning system (1000) has an obtaining unit (100) configured to obtain a front environment information of an automatic driving vehicle (ADV) on a road (S) and a side environment information of an adjacent lane. A judging unit (200) is configured to according to the front environment information judging whether need to stop waiting in front. A determining unit (300) is configured to determine a parking place of the automatic driving vehicle (ADV) according to the front environment information when a judging result is that the vehicle needs to be parked in the front. An optimizing unit (400) is configured to optimize the parking place according to the side environment information. A control unit (500) is configured to control the automatic driving vehicle (ADV) to automatically travel to an optimized parking place for waiting. INDEPENDENT CLAIMS are also included for:1. a positioning method for parking and waiting on road S by automatic driving vehicle ADV; and2. a computer-readable storage medium comprising a set of instructions for positioning system for automatically driving vehicle i.e. automatic driving vehicle (ADV), to stop and wait on urban road. Positioning system for automatically driving vehicle i.e. automatic driving vehicle (ADV), to stop and wait on urban road (Claimed). The control unit controls the automatic driving vehicle to automatically drive to the optimized parking place to wait, improves the parking safety and efficiency of the vehicle, and enables the vehicle to better adapt to the complex and variable urban traffic environment. The drawing shows a schematic view of the positioning system for automatically driving vehicle.100Obtaining unit 200Judging unit 300Determining unit 400Optimizing unit 500Control unit 1000Obtaining unit

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Running system and method for automatically driving vehicle to movably limit passing obstacleThe invention relates to the technical field of automatic driving, specifically relates to an operation system for automatically driving vehicle aiming at movable obstacle limiting passage, comprising an obtaining unit and an analysis processing unit, wherein the obtaining unit obtains the front environment information, analyzing and processing the front environment information to determine whether there is a movable restricted traffic obstacle, obtaining the state information thereof, analyzing and processing the state information to determine whether the movable restricted traffic obstacle acts within a preset time to allow the automatic driving vehicle to pass through, The additional environmental information associated with the movable restricted access obstacle is obtained, and the additional environmental information is analyzed and processed to determine whether there is a controller for controlling the obstacle. The invention further claims a corresponding operation method and a computer program product and an automatic driving vehicle. Through the embodiment of the invention, the autonomous processing ability of the automatic driving vehicle to the brake rod at the entrance and exit of the parking lot is enhanced, and the driving efficiency of the automatic driving vehicle in the complex environment is improved.|1. An operation system (1000) for automatic driving vehicle (ADV) aiming at movable restricted traffic obstacle (L), wherein the operation system (1000) at least comprises an obtaining unit (100) and an analysis processing unit (200), the obtaining unit (100) is configured to obtain the front environment information of the automatic driving vehicle (ADV); The analysis processing unit (200) is configured to analyze and process the front environment information to determine whether there is a movable restricted traffic obstacle (L); the obtaining unit (100) is further configured to obtain the state information of the movable restricted traffic obstacle (L); The analysis processing unit (200) is further configured to analyze and process the state information to determine whether the movable restricted traffic obstacle (L) acts within a preset time to allow the automatic driving vehicle (ADV) to pass through; the obtaining unit (100) is further configured to obtain additional environment information related to the movable traffic-limiting obstacle (L); The analysis processing unit (200) is further configured to analyze and process the additional environment information to determine whether there is a controller (P) attached to the movable restricted traffic obstacle (L). | 2. The operating system (1000) according to claim 1, wherein the operating system (1000) further comprises: a voice communication unit (300), the voice communication unit (300) is configured to: when it is determined that there is a controller (P) associated with the movable obstacle (L), such as a security person in a parking lot, the controller (P) is in voice communication with the controller (P); and/or a communication unit (400) configured to: When it is determined that there is no controller (P) associated with the movable restricted traffic obstacle (L), such as a security person of a parking lot, it communicates with a management system associated with the movable restricted traffic obstacle (L), such as a parking lot management system. | 3. The running system (1000) according to claim 2, wherein the voice communication unit (300) comprises a vehicular loudspeaker and a microphone for two-way voice communication. and/or the communication unit (400) is further configured to be based on the additional environment information related to the movable restricted traffic obstacle (L) obtained by the obtaining unit (100), such as a graphic code (Q), In particular, a bar code or a two-dimensional code of a security room communicates with a management system, such as a parking lot management system, associated with the movable restricted traffic obstacle (L). | 4. The operating system (1000) according to any one of claims 1 to 4, wherein the movable traffic-limiting obstacle (L) is a brake lever. In particular, the analysis processing unit (200) is further configured to analyze and process the state information to determine whether the brake bar is lifted within a predetermined period of time, e.g., ten seconds, to allow passage of the automatic driving vehicle (ADV); and/or the obtaining unit (100) comprises a forward camera (101) and/or a lateral camera (102) and/or a V2X communication module (103); and/or the analysis processing unit (200) comprises an artificial intelligence model, in particular an object classifier and/or a convolutional neural network. | 5. An operation method (2000) for automatically driving a vehicle (ADV) for a movable traffic-limiting obstacle (L), wherein the operation method (2000) at least comprises the following steps: S100: obtaining the front environment information of the automatic driving vehicle (ADV); S200: analyzing and processing the front environment information to determine whether there is a movable restricted traffic obstacle (L); S300: obtaining the state information of the movable restricted traffic obstacle (L); S400: analyzing and processing the state information to determine whether the movable restricted traffic obstacle (L) acts within a preset time to allow the automatic driving vehicle (ADV) to pass; S500: obtaining additional environment information related to the movable restricted traffic obstacle (L); S600: analyzing and processing the additional environment information to determine whether there is a controller (P) attached to the movable restricted traffic obstacle (L), wherein the operation method (2000) is carried out by the operation system (1000) according to any one of claims 1 to 4. | 6. The operation method (2000) according to claim 5, wherein the operation method (2000) further comprises the following steps: S700: when it is determined that there is a controller (P) associated with the movable traffic-limiting obstacle (L), the controller (P) performs voice communication with the controller (P); and/or S800: When it is determined that there is no controller (P) associated with the movable traffic-limiting obstacle (L), the controller communicates with a management system associated with the movable traffic-limiting obstacle (L). | 7. The operation method (2000) according to claim 6, wherein the step S700 comprises the following sub-steps: S701: issuing a voice request to cause the controller (P) to control the movement of the movable restricted traffic obstacle (L) to allow passage of the automatic driving vehicle (ADV); S702: A voice feedback from the controller (P) is received. | 8. The operation method (2000) according to claim 6 or 7, wherein the step S800 comprises the following sub-steps: S801: obtaining a graphic code (Q) of the control person (P), such as the position where the security person of the parking lot should be located, such as a bar code or a two-dimensional code of the security room; S802: A management system, such as a parking lot management system, associated with the movable restricted access obstacle (L) is communicated based on the acquired graphic code. | 9. A computer program product comprising computer program instructions, wherein the computer program instructions, when executed by a processor, implement the operating method (2000) according to any one of claims 1. | 10. An automatic driving vehicle (ADV), comprising the running system (1000) according to any one of claims 1 and/or the computer program product according to claim 9.

The system has an operating system (1000) at least provided with an obtaining unit (100) and an analysis processing unit (200). The obtaining unit is configured to obtain the front environment information of the automatic driving vehicle (ADV). The analysis processing unit is configured to analyze and process the state information to determine whether the movable restricted traffic obstacle (L) acts within a preset time to allow the automatic driving vehicle (ADV) to pass through. The obtaining unit is configured to obtain additional environment information related to the movable traffic-limiting obstacle (L). The analysis processing unit is configured to analyze and process the additional environment information to determine whether there is a controller (P) attached to the movable restricted traffic obstacle INDEPENDENT CLAIMS are included for the following:an operation method for automatically driving a vehicle ADV for a movable traffic-limiting obstacle;a computer program product comprising computer program instructions for operating automatic driving vehicle; andan automatic driving vehicle. Operating system for automatically driving vehicle aiming at movable restricted traffic obstacle. The autonomous processing ability of the automatic driving vehicle to the brake rod at the entrance and exit of the parking lot is enhanced, and the driving efficiency of the vehicle in the complex environment is improved. The drawing shows a schematic structural frame diagram of an operating system for automatically driving a vehicle against a movable restricted access obstacle.100Above-described acquisition unit 200Analysis processing unit 1000Operating system

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SYSTEMS AND METHODS FOR PREDICTING THE TRAJECTORY OF A MOVING OBJECTSystems and methods for predicting a trajectory of a moving object are disclosed herein. One embodiment downloads, to a robot, a probabilistic hybrid discrete-continuous automaton (PHA) model learned as a deep neural network; uses the deep neural network to infer a sequence of high-level discrete modes and a set of associated low-level samples, wherein the high-level discrete modes correspond to candidate maneuvers for the moving object and the low-level samples are candidate trajectories; uses the sequence of high-level discrete modes and the set of associated low-level samples, via a learned proposal distribution in the deep neural network, to adaptively sample the sequence of high-level discrete modes to produce a reduced set of low-level samples; applies a sample selection technique to the reduced set of low-level samples to select a predicted trajectory for the moving object; and controls operation of the robot based, at least in part, on the predicted trajectory.What is claimed is: | 1. A system for predicting a trajectory of a moving object, the system comprising: one or more processors; and a memory communicably coupled to the one or more processors and storing: a communication module including instructions that when executed by the one or more processors cause the one or more processors to download, to a robot, a probabilistic hybrid discrete-continuous automaton (PHA) model learned as a deep neural network, wherein the learned PHA model models a moving object in an environment of the robot; a trajectory prediction module including instructions that when executed by the one or more processors cause the one or more processors to: use the deep neural network to infer a sequence of high-level discrete modes and a set of associated low-level samples, wherein the high-level discrete modes correspond to candidate maneuvers for the moving object and the low-level samples are candidate trajectories for the moving object; use the sequence of high-level discrete modes and the set of associated low-level samples, via a learned proposal distribution in the deep neural network, to adaptively sample the sequence of high-level discrete modes to produce a reduced set of low-level samples; and apply a sample selection technique to the reduced set of low-level samples to select a predicted trajectory for the moving object; and a control module including instructions that when executed by the one or more processors cause the one or more processors to control operation of the robot based, at least in part, on the predicted trajectory. | 2. The system of claim 1, wherein: the deep neural network includes an encoder Long Short-Term Memory (LSTM) network that encodes context information concerning the environment of the robot and a decoder LSTM network that generates a sequence of hybrid states in accordance with the learned PHA model; and the decoder LSTM network includes a transition function, a dynamics function, and the learned proposal distribution. | 3. The system of claim 2, wherein the context information includes one or more of environment-sensor data, map data, observation data pertaining to the moving object, trajectory data associated with at least one of the robot and the moving object, traffic Signal Phase and Timing (SPaT) data, and information received via vehicle-to-vehicle (V2V) communication. | 4. The system of claim 1, wherein the sample selection technique includes a farthest point sampling algorithm. | 5. The system of claim 1, wherein the robot is a vehicle and the moving object is a road agent external to the vehicle. | 6. The system of claim 5, wherein the vehicle is an autonomous vehicle. | 7. The system of claim 1, wherein the robot is a vehicle and the moving object is the vehicle. | 8. The system of claim 7, wherein the vehicle is an autonomous vehicle and a planner of the autonomous vehicle uses the predicted trajectory in planning a path for the autonomous vehicle. | 9. The system of claim 1, wherein the robot is one of an indoor robot, a service robot, and a delivery robot. | 10. A non-transitory computer-readable medium for predicting a trajectory of a moving object and storing instructions that when executed by one or more processors cause the one or more processors to: download, to a robot, a probabilistic hybrid discrete-continuous automaton (PHA) model learned as a deep neural network, wherein the learned PHA model models a moving object in an environment of the robot; use the deep neural network to infer a sequence of high-level discrete modes and a set of associated low-level samples, wherein the high-level discrete modes correspond to candidate maneuvers for the moving object and the low-level samples are candidate trajectories for the moving object; use the sequence of high-level discrete modes and the set of associated low-level samples, via a learned proposal distribution in the deep neural network, to adaptively sample the sequence of high-level discrete modes to produce a reduced set of low-level samples; apply a sample selection technique to the reduced set of low-level samples to select a predicted trajectory for the moving object; and control operation of the robot based, at least in part, on the predicted trajectory. | 11. The non-transitory computer-readable medium of claim 10, wherein: the deep neural network includes an encoder Long Short-Term Memory (LSTM) network that encodes context information concerning the environment of the robot and a decoder LSTM network that generates a sequence of hybrid states in accordance with the learned PHA model; and the decoder LSTM network includes a transition function, a dynamics function, and the learned proposal distribution. | 12. The non-transitory computer-readable medium of claim 10, wherein the sample selection technique includes a farthest point sampling algorithm. | 13. A method of predicting a trajectory of a moving object, the method comprising: downloading, to a robot, a probabilistic hybrid discrete-continuous automaton (PHA) model learned as a deep neural network, wherein the learned PHA model models a moving object in an environment of the robot; using the deep neural network to infer a sequence of high-level discrete modes and a set of associated low-level samples, wherein the high-level discrete modes correspond to candidate maneuvers for the moving object and the low-level samples are candidate trajectories for the moving object; using the sequence of high-level discrete modes and the set of associated low-level samples, via a learned proposal distribution in the deep neural network, to adaptively sample the sequence of high-level discrete modes to produce a reduced set of low-level samples; applying a sample selection technique to the reduced set of low-level samples to select a predicted trajectory for the moving object; and controlling operation of the robot based, at least in part, on the predicted trajectory. | 14. The method of claim 13, wherein: the deep neural network includes an encoder Long Short-Term Memory (LSTM) network that encodes context information concerning the environment of the robot and a decoder LSTM network that generates a sequence of hybrid states in accordance with the learned PHA model; and the decoder LSTM network includes a transition function, a dynamics function, and the learned proposal distribution. | 15. The method of claim 13, wherein the sample selection technique includes a farthest point sampling algorithm. | 16. The method of claim 13, wherein the robot is a vehicle and the moving object is a road agent external to the vehicle. | 17. The method of claim 16, wherein the vehicle is an autonomous vehicle. | 18. The method of claim 13, wherein the robot is a vehicle and the moving object is the vehicle. | 19. The method of claim 18, wherein the vehicle is an autonomous vehicle and a planner of the autonomous vehicle uses the predicted trajectory in planning a path for the autonomous vehicle. | 20. The method of claim 13, wherein the robot is one of an indoor robot, a service robot, and a delivery robot.

The system has a memory communicably coupled to a set of processors. A communication module downloads a probabilistic hybrid discrete-continuous automaton (PHA) model learned as a deep neural network (400) to a robot, where the learned PHA model models a moving object (380) in an environment of the robot. A trajectory prediction module applies a sample selection technique to a reduced set of low-level samples to select a predicted trajectory for the moving object. A control module controls an operation of a robot e.g. indoor robot, based on the predicted trajectory. INDEPENDENT CLAIMS are included for: (1) a non-transitory computer-readable medium storing a set of instructions for predicting a trajectory of a moving object; (2) a method for predicting a trajectory of a moving object. System for predicting trajectory of a moving object i.e. road agent, external to a vehicle i.e. autonomous vehicle (claimed). The trajectory prediction module uses a sequence of high-level discrete modes and a set of associated low-level samples, through a learned proposal distribution in the deep neural network, to adaptively sample the sequence to produce a reduced set of low level samples. The drawing shows a schematic view of a system for predicting trajectory of a moving object external to a vehicle.380Moving object 400Deep neural network 410Map data 420DynamicsNet 430MapNet

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Environment control loopThe invention claims an environment control loop. Systems and techniques for an environmental control loop are described herein. An apparatus for an environmental control loop may include: a memory comprising instructions; and a processing circuit system that, in operation, may be configured by instructions for receiving environmental sensor data from a first set of heterogeneous components installed in the environment using the controller. The environmental sensor data may indicate a level of service value sensed by the first component. The controller may also measure a violation of the service level target based on comparing the environmental sensor data to a threshold. The controller may also communicate adjustments to operating parameters of the second component in the heterogeneous component set. The adjustment is operable to attenuate violation of the service level target when implemented by the second component.|1. An apparatus for an environmental control loop, the apparatus comprising: a memory including instructions; and a processing circuit system configured, when in operation, by the instructions, to: using a controller to receive environmental sensor data from a first component of a set of heterogeneous components installed in the environment, the environmental sensor data indicating a level of service value sensed by the first component; measuring a violation of a service level target based on comparing the environmental sensor data with a threshold; and transmitting an adjustment to an operating parameter of a second component in the heterogeneous set of components, the adjustment being operable to attenuate violation of the service level target when implemented by the second component. | 2. The apparatus according to claim 1, wherein the first component comprises a snapshot manager that records data points generated by the first component. | 3. The apparatus according to claim 2, wherein the instructions configure the processing circuitry to: receiving data points recorded by the snapshot manager of the first component; generating an entry based on the data point received from the first component; and adding the entry to a distributed account. | 4. The apparatus according to claim 3, wherein the distributed account book is stored on a blockchain database. | 5. The apparatus according to claim 4, wherein the snapshot manager is configured to record data points generated by the second component. | 6. The apparatus according to any one of claims 1-5, wherein the heterogeneous component set is within a geographic enclosure, and wherein the heterogeneous component set is wirelessly connected to the controller as it enters the geographic enclosure. | 7. The apparatus according to claim 6, wherein the wireless connection of the third component of the heterogeneous component set to the network upon entry into the geographic enclosure comprises instructions that configure the processing circuitry for: transmitting a distributed account book to the third component; and adding the third component to the network upon receiving a consensus from other components in the set of heterogeneous components connected to the network. | 8. The apparatus according to claim 7, wherein the third component is an autonomous vehicle that communicates with the controller using a vehicle for ambient V2X communication. | 9. The apparatus according to claim 8, wherein the autonomous vehicle proof evidence is represented using a Bloom filter, wherein a bit field of the Bloom filter corresponds to a component that is typically found on the autonomous vehicle. | 10. The apparatus according to claim 9, wherein the Bloom filter is compressed into a hash tree, wherein a root digest is returned together with a tick random number. | 11. The apparatus according to claim 10, wherein the heterogeneous component set comprises a measurement gateway that synchronizes the local time of the heterogeneous component with the global time on the global measurement gateway. | 12. The apparatus according to claim 11, wherein the global time is a time handle indicating all communications between the set of heterogeneous components on the network and the controller. | 13. At least one machine-readable medium, the machine-readable medium comprising instructions that, when executed by a processing circuit system, cause the processing circuit system to perform operations comprising: receiving, by the controller, environment sensor data from a first component of a set of heterogeneous components installed in the environment, the environment sensor data indicating a level of service value sensed by the first component; measuring a violation of a service level target based on comparing the environmental sensor data with a threshold; and transmitting an adjustment to an operating parameter of a second component in the heterogeneous set of components, the adjustment being operable to attenuate violation of the service level target when implemented by the second component. | 14. The at least one machine-readable medium according to claim 13, wherein the first component comprises a snapshot manager that records data points generated by the first component. | 15. The at least one machine readable medium according to claim 14, wherein the operation comprises: receiving data points recorded by the snapshot manager of the first component; generating an entry based on the data point received from the first component; and adding the entry to a distributed account. | 16. The at least one machine-readable medium according to claim 15, wherein the distributed account is stored on a blockchain database. | 17. The at least one machine-readable medium according to claim 16, wherein the snapshot manager further records data points generated by the second component. | 18. The at least one machine readable medium according to any one of claims 13-17, wherein the set of heterogeneous components is within a geographic enclosure, and wherein the set of heterogeneous components is wirelessly connected to the controller when entering the geographic enclosure. | 19. The at least one machine readable medium according to claim 18, wherein wirelessly connecting the third component of the heterogeneous component set to the network upon entry into the geographic enclosure comprises operations comprising: transmitting a distributed account book to the third component; and adding the third component to the network upon receiving a consensus from other components in the set of heterogeneous components connected to the network. | 20. The at least one machine readable medium according to claim 19, wherein the third component is an autonomous vehicle that communicates with the controller using a vehicle for ambient V2X communication. | 21. The at least one machine-readable medium according to claim 20, wherein the autonomous vehicle proof evidence is represented using a Bloom filter, wherein a bit field of the Bloom filter corresponds to a component that is typically found on the autonomous vehicle. | 22. The at least one machine-readable medium according to claim 21, wherein the Bloom filter is compressed into a hash tree, wherein a root digest is returned together with a tick random number. | 23. The at least one machine-readable medium according to claim 22, wherein the heterogeneous component set comprises a measurement gateway, the measurement gateway of the heterogeneous component set synchronizing a local time of the heterogeneous component set with a global time on a global measurement gateway. | 24. The at least one machine readable medium according to claim 23, wherein the global time is a time handle indicating all communications between the set of heterogeneous components on the network and the controller.

The device has a memory for storing a set of instructions. A processing circuitry receives environmental sensor data from a first component among a group of heterogeneous components installed in an environment with a controller, where the environmental sensor data is indicative of a service level value sensed by the first component. The processing circuitry measures violation of a service level objective by comparing the environmental sensor data to a threshold, and adjusts operating parameter of a second component among the group of heterogeneous components to attenuate violation of the service level objective when implemented by the second component. An INDEPENDENT CLAIM is included for a non-transient machine-readable medium storing a set of instructions for an environmental control loop of vehicles. Device for an environmental control loop of vehicles e.g. autonomous vehicle and non-autonomous vehicle. The device maintains error budget within allowed limits to avoid defaulting, where error budget varies based on situation.

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AI-POWERED MOVING TARGET DEFENSE FOR SECURE CONNECTED AND AUTONOMOUS VEHICLES AGAINST ADVANCED PERSISTENT THREATSEmbodiments of the present disclosure relates to a system (102) and method (300) for enhanced threat detection and security of CAVs in real-time by applying AIpowered Moving Target Defence (MTD) techniques. The system (102) includes a processor (202) and a memory (204) coupled to the processor (202). The memory (204) includes processor-executable instructions, which on execution, causes the processor (202) to collect data from one or more sources and analyse the collected data to identify potential attack threats and predict an impact of the identified threats. Further, the processor (202) is configured to select an optimal MTD strategy based on the identified threats and the predicted impact and adjust one or more CAV parameters based on the selected MTD strategy. The MTD strategy is selected by applying optimization techniques and the selected MTD strategy is implemented by applying human-in-the-loop techniques.|1. A system (102) for securing a connected and autonomous vehicle (CAV), the system (102) comprising: a processor (202); and a memory (204) coupled to the processor (202), wherein the memory (204) comprises processor-executable instructions, which on execution, causes the processor (202) to: collect data from one or more sources; analyse the collected data to identify potential attack threats and predict an impact of the identified threats; select an optimal MTD strategy based on the identified threats and the predicted impact; adjust one or more CAV parameters based on the selected MTD strategy. wherein the MTD strategy is selected by applying optimization techniques and the selected MTD strategy is implemented by applying human-in-the-loop techniques. | 2. The system (102) as claimed in claim 1, wherein the data is collected from the one or more sources comprising on-board sensors, network traffic monitoring feeds, and external threat intelligence feeds. | 3. The system (102) as claimed in claim 1, wherein the data is analysed by applying an AI-based Fed-DL model trained on a wide array of attack data and operational data from CAVs by incorporating anomaly detection and continual learning techniques. | 4. The system (102) as claimed in claim 1, wherein the one or more CAV parameters comprise IP address, communication protocol, and routing path. | 5. The system (102) as claimed in claim 1, wherein the MTD strategy is selected in integration with V2X communication infrastructure to facilitate coordinated defence strategies with other CAVs. | 6. A method (300) for securing a connected and autonomous vehicle (CAV), the method (300) comprising steps of: collecting (302), by a processor (202), data from one or more sources; analysing (304), by the processor (202), the collected data to identify potential attack threats and predict an impact of the identified threats; selecting (306), by the processor (202), an optimal MTD strategy based on the identified threats and the predicted impact; and adjusting (308), by the processor (202), one or more CAV parameters based on the selected MTD strategy. wherein the MTD strategy is selected by applying optimization techniques and the selected MTD strategy is implemented by applying human-in-the-loop techniques.

The system (102) has a processor for collecting data from sources, and analyzing the collected data to identify potential attack threats and predict impact of the identified threats. The processor selects an optimal Moving Target Defence (MTD) strategy based on the identified threats and the predicted impact, adjusts connected and autonomous vehicle (CAV) parameters based on the selected MTD strategy, where the MTD strategy is selected by applying optimization techniques and the selected MTD strategy is implemented by applying human-in-the-loop techniques. An INDEPENDENT CLAIM is included for a method for securing a CAV. System for enhanced threat detection and security of CAVs in real-time by applying Artificial intelligence (AI) powered MTD techniques. The system enhances threat detection and security of the CAVs in real-time by applying AI-powered MTD techniques to dynamically change attack surfaces, configurations, and defenses, thus reducing vulnerabilities and successful cyberattacks. The system adopts leverages machine learning models for identifying patterns indicative of malicious activities and triggering proactive responses to reduce risks. The drawing shows a schematic block diagram of a system for enhanced threat detection and security of CAVs in real-time by applying AI powered MTD techniques.102System for enhanced threat detection and security of CAVs 104Network 106-1Computing device 108-1User 110Centralized server

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VEHICLE AND MTEHOD OF CONTROLLING THE SAMEThe present invention relates to a vehicle and a control method thereof, according to an aspect of the present invention, by grouping a plurality of vehicles by destination and assigning the optimal lane for each destination to the vehicle of each group, each vehicle to obtain the optimal lane The purpose is to make it possible to reach the destination through. To this end, a vehicle control method according to the present invention comprises: collecting destination information of each vehicle for a plurality of vehicles; Grouping the plurality of vehicles according to destinations based on the destination information; And assigning lanes designated for each destination to the vehicles of each group. |1. Collecting destination information of each vehicle for a plurality of vehicles; Grouping the plurality of vehicles according to destinations based on the destination information; And assigning lanes designated for each destination to the vehicles of each group. | 2. The method of claim 1, further comprising collecting traffic information around each vehicle along with destination information of each vehicle; A vehicle control method for allocating the lane in consideration of both the destination information and the traffic information. | 3. The method of claim 2, wherein the lane assignment comprises: the closer the destination of the vehicle is, the closer the lane is to the central lane; A vehicle control method that allocates a lane farther from the central lane as the destination of the vehicle is closer. | 4. The vehicle control method according to claim 1, wherein the vehicle is autonomously driven to travel along the assigned lane. | 5. The vehicle control method according to claim 1, wherein the assigned lane is guided to a driver of the vehicle. | 6. The vehicle control method of claim 1, wherein the plurality of vehicles communicate with a V2X communication method to collect the destination information and the traffic information. | 7. A communication unit provided to receive destination information of each vehicle for a plurality of vehicles; A vehicle including a controller for grouping the plurality of vehicles by destinations based on the destination information and assigning lanes designated for each destination to the vehicles of each group. | 8. The method of claim 7, wherein the control unit collects traffic information around each vehicle along with destination information of each vehicle through the communication unit; A vehicle that allocates the lane by considering both the destination information and the traffic information. | 9. The method of claim 8, wherein the control unit allocates a lane closer to the central lane as the destination of the vehicle is farther away for the lane assignment; A vehicle that allocates a lane farther from the central lane as the destination of the vehicle is closer. | 10. The vehicle according to claim 7, wherein the controller performs autonomous driving of the vehicle to travel along the assigned lane. | 11. The vehicle according to claim 7, wherein the control unit guides the assigned lane to a driver of the vehicle. | 10. The method of claim 7, wherein the communication unit is a V2X communication unit; A vehicle in which the plurality of vehicles communicate with the V2X communication unit to receive the destination information and the traffic information.

The method involves grouping the multiple vehicles according to destinations based on the destination information. The lanes designated for each destination to the vehicles of each group are assigned. A vehicle control method is used for allocating the lane in consideration of both the destination information and the traffic information. The vehicle control method that allocates a lane farther from the central lane as the destination of the vehicle is closer, is also included in the method. INDEPENDENT CLAIMS are included for the following:a communication unit;a vehicle anda method. Method for use in collecting destination information of each vehicle for multiple vehicles (claimed). The method can perform more optimized lane assignment by considering not only the destination information of each vehicle but also the surrounding traffic conditions. The drawing shows a flow diagram of the control method of the vehicle. (Drawing includes non-English language text).

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Positioning system and positioning method of lane-free regionThe invention claims a positioning system of lane-free region, comprising: a laser radar system for obtaining point cloud data without lane line area environment and constructing the distribution of point cloud in space; a millimetre wave radar system for obtaining a target information in a lane-free area; under the condition of clear point cloud, based on the distribution of the point cloud and combining the millimeter wave radar system to obtain the target information to construct and locate the map, under the condition of cloud fuzzy, according to the millimeter wave radar system to obtain the target information constructing and locating the data fusion unit; and a communication unit for establishing communication connection with the automatic driving vehicle, receiving the vehicle information the automatic driving vehicle and sending the information to the automatic driving vehicle; and an identification unit for identifying the automatic driving vehicle according to the vehicle information wherein the communication unit is based on the identification of the identification unit; the data needed by the automatic driving vehicle is sent to the automatic driving vehicle. The invention further claims a positioning method of lane-free region.|1. A positioning system of lane-free region, wherein it comprises: a laser radar system, the laser radar system is used for obtaining the point cloud data of the non-lane line area environment, and constructing the distribution of point cloud in the space; millimeter wave radar system, the millimeter wave radar system for obtaining the target information the lane-free area, data fusion unit, under the condition that the point cloud constructed by the laser radar system is clear, the data fusion unit is based on the distribution of the point cloud and combines the target information obtained by the millimeter wave radar system for map construction and location, under the condition of cloud fuzzy constructed by the laser radar system, the data fusion unit constructs and locates the map according to the target information obtained by the millimetre wave radar system; a communication unit, when the distance between the automatic driving vehicle and the lane-free area is a certain distance, the communication unit establishes a communication connection with the automatic driving vehicle, for receiving the vehicle from the automatic driving vehicle information and sending to the automatic driving vehicle information and an identification unit, the identification unit identifies the automatic driving vehicle according to the vehicle information from the automatic driving vehicle, wherein the communication unit based on the identification of the identification unit, the data needed by the automatic driving vehicle is sent to the automatic driving vehicle. | 2. The positioning system of the area without lane line according to claim 1, wherein the vehicle information the automatic driving vehicle is the first type vehicle or the second type information, wherein the first type vehicle represents the vehicle capable of using laser radar for automatic driving in the non-lane line area, the second type vehicle represents that the vehicle cannot be automatically driven by laser radar in the lane-free area, the positioning system further comprises a judging unit, the judging unit judges whether the automatic driving vehicle is a first type vehicle or a second type vehicle based on the vehicle information when the automatic driving vehicle is the second type vehicle, the data fusion unit further generates a virtual lane line according to the information by the laser radar system or the millimeter wave radar system, under the condition that the automatic driving vehicle is the second type vehicle, the communication unit sends the virtual lane line generated by the data fusion unit and the positioning information of the automatic driving vehicle to the automatic driving vehicle. | 3. The positioning system of the area without lane line according to claim 1, wherein the vehicle information the automatic driving vehicle is the first type vehicle or the second type information, wherein the first type vehicle represents the vehicle capable of using laser radar for automatic driving in the non-lane line area, the second type vehicle represents that the vehicle cannot be automatically driven by laser radar in the lane-free area, the positioning system further comprises a judging unit, the judging unit judges whether the automatic driving vehicle is a first type vehicle or a second type vehicle based on the vehicle information under the condition that the automatic driving vehicle is the second type vehicle, the data fusion unit further according to the laser radar system or the millimeter wave radar system to obtain the information of the driving track, under the condition that the automatic driving vehicle is the second type vehicle, the communication unit sends the driving track obtained by planning the data fusion unit and the positioning information of the automatic driving vehicle to the automatic driving vehicle. | 4. The positioning system of the area without lane according to claim 1, wherein the vehicle information the automatic driving vehicle is the first type vehicle or the second type information, wherein the first type vehicle represents the vehicle capable of using laser radar for automatic driving in the non-lane line area, the second type vehicle represents that the vehicle cannot be automatically driven by laser radar in the lane-free area, the positioning system further comprises a judging unit, the judging unit judges whether the automatic driving vehicle is a first type vehicle or a second type vehicle based on the vehicle information when the automatic driving vehicle is the second type vehicle, the data fusion unit further generates a high precision map according to the information by the laser radar system or the millimeter wave radar system, under the condition that the automatic driving vehicle is the second type vehicle, the communication unit sends the data fusion unit to the high precision map and the automatic driving vehicle of the locating information | 5. The positioning system of lane-free area according to claim 1, wherein the vehicle information the automatic driving vehicle is the first type vehicle or the second type information, wherein the first type vehicle represents the vehicle capable of using laser radar for automatic driving in the non-lane line area, the second type vehicle represents that the vehicle cannot be automatically driven by laser radar in the lane-free area, the positioning system further comprises a judging unit, the judging unit judges whether the automatic driving vehicle is a first type vehicle or a second type vehicle based on the vehicle information when the automatic driving vehicle is the first type of vehicle, the communication unit transmits the obstacle track obtained by the data fusion unit, the road pit and the positioning information of the automatic driving vehicle to the automatic driving vehicle. | 6. The positioning system of lane-free region according to any one of claims 1 to 1 to 5, wherein it further comprises: differential GPS, said data fusion unit uses the differential GPS to convert the positioning information from the relative coordinate system to the absolute coordinate system. | 7. The positioning system of lane-free area according to any one of claims 1 to 1 to 5, wherein the automatic driving vehicle is a first type of vehicle, the communication unit performs data transmission by means of a first communication mode suitable for a small amount of data, under the condition that the automatic driving vehicle is the second type vehicle, the communication unit performs data transmission by means of a second communication mode suitable for a large amount of data. | 8. The positioning system of the area without lane line according to claim 7, wherein the first communication mode is the Bluetooth communication mode. | 9. The locating system of the area without lane line according to claim 7, wherein the second communication mode is V2X communication mode. | 10. The location system of lane-free region according to any one of claims 1 to 1 to 5, wherein the millimetre wave radar system comprises a short-distance millimetre wave radar and a long-distance millimetre wave radar. | 11. A locating method of lane-free area, wherein it comprises the following steps: obtaining point cloud data of the non-lane line area environment through the laser radar system, and constructing the distribution of point cloud in space; obtaining the target information the trolley track area by the millimetre wave radar system; under the condition of clear point cloud constructed by the laser radar system, constructing and locating map based on the distribution of the point cloud and the target information obtained by the millimeter wave radar system, under the condition of cloud blurring constructed by the laser radar system, constructing and locating the map according to the target information obtained by the millimetre wave radar system; when the distance between the automatic driving vehicle and the lane-free area is a certain distance, establishing communication connection with the automatic driving vehicle, for receiving the vehicle from the automatic driving vehicle information and sending to the automatic driving vehicle information identifying the automatic driving vehicle based on the vehicle information and according to the identification result, the information driving vehicle needed to be sent to the automatic driving vehicle.

The system has a laser radar system for obtaining point cloud data of a non-lane line area environment and constructing a distribution of point cloud in a space. A millimeter wave radar system obtains target information of a lane-free area. A data fusion unit constructs and locates a map according to the target information obtained by the millimeter-wave radar system. A communication unit establishes a communication connection with an automatic driving vehicle when distance between the automatic drive vehicle and the lane free area is a certain distance. The communication unit receives vehicle information from the automatic vehicle information and sends the vehicle information to an identification unit. An INDEPENDENT CLAIM is included for a method for positioning lane-free region. System for positioning lane-free region. The system provides virtual lane line, high precision map, planned driving track and information to help the automatic driving vehicle to automatically drive in the non-lane line area, when the vehicle is running in the lane-free line area. The drawing shows a structural block diagram of a system System for positioning lane-free region. (Drawing includes non-English language text).10Automatic driving vehicle 100Positioning system 110Millimeter wave radar system 120Millimeter wave radar system 121Long-distance millimeter wave radar 122Short-distance millimeter wave radar 130Corresponding data fusion unit 140Communication unit 150Identification unit

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Method for autonomous driving out of a parking positionThe invention claims a method for autonomous driving out of a parking position of a vehicle. the method comprises the following steps: a) detecting an unlock signal for unlocking a central locking system of a first vehicle (110) parked in a first position by a second vehicle (120) parked in a second position; b) determining whether the two vehicles (110, 120) are parallel and directly adjacent to each other; c) if so, autonomously at least partially driving the second vehicle (120) out of the second position; d) determining whether the first vehicle (110) has at least partially away from the first position; and e) if so, automatically returning the second vehicle (120) back to the second position.|1. A method for vehicle to automatically exit the parking position, the method comprises the following steps: a) detecting an unlock signal for unlocking a central locking system of a first vehicle parked in a first position by a second vehicle parked in a second position; b) in response to the unlocking signal, determining whether the first vehicle and the second vehicle are parallel to each other and directly adjacent to each other; c) if so, automatically at least partially driving the second vehicle out of the second position, thereby allowing the driver of the first vehicle to enter the first vehicle and at least partially driving the first vehicle out of the first position; d) determining whether the first vehicle has at least partially away from the first position; and e) if it is, autonomously returning the second vehicle to the second position. | 2. The method according to claim 1, wherein step b) comprises: b1) in response to the unlocking signal, activating the sensor in the second vehicle; b2) detecting a signal transmitted by the first vehicle in response to an additional unlocking signal by the sensor; and b3) determining whether the first vehicle and the second vehicle are parallel and directly adjacent to each other and parking based on the detected signal. | 3. The method according to claim 2, wherein the sensor in the second vehicle is a camera, and the signal from the first vehicle is an indicator light signal. | 4. The method according to claim 2, wherein the sensor in the second vehicle is an electromagnetic signal detector, and the signal from the first vehicle is a TPMS signal. | 5. The method according to claim 2, wherein the sensor in the second vehicle is a ultrasonic detector, and the signal from the first vehicle is a signal for a parking distance ultrasonic | 6. The method according to claim 1, wherein the step b3) comprises: b3a) determining the position and orientation of the first vehicle through the second vehicle; b3b) determining the position and orientation of the second vehicle through the second vehicle; and b3c) based on the determined position and orientation of the first vehicle and the determined position and orientation of the second vehicle, determining whether the first vehicle and the second vehicle are parallel to each other and directly adjacent to each other. | 7. The method according to claim 6, wherein the position and orientation of the first vehicle is determined based on information received by the second vehicle preferably from the first vehicle using V2X communication. | 8. The method according to claim 6, wherein the position and orientation of the first vehicle is determined based on information collected by a sensor of the second vehicle when parked to the second position. | 9. A vehicle for autonomous driving out of the parking position, the vehicle comprising: a) a detector, the detector is arranged for detecting for unlocking the unlocking signal of the central locking system of the first vehicle parking in the first position; b) determining unit, the determining unit is arranged for responding to the unlocking signal, determining whether the first vehicle and the second vehicle are parallel and directly adjacent to each other; c) autonomous driving unit, the autonomous driving unit is used for when determining that the first vehicle and the second vehicle are parallel and directly adjacent to each other, autonomously at least partially driving the second vehicle out of the second position, wherein the determining unit is further arranged for determining whether the first vehicle has at least partially away from the first position; and wherein the autonomous driving unit is further arranged for autonomously returning the second vehicle to the second position when it is determined that the first vehicle has at least partially away from the first position. | 10. The vehicle according to claim 9, further comprising: a sensor arranged to be activated in response to the unlocking signal, and for detecting a signal transmitted by the first vehicle in response to an additional unlocking signal, wherein the determining unit is arranged for based on the detected signal, determining whether the first vehicle and the second vehicle are parallel and directly adjacent to each other. | 11. The vehicle according to claim 10, wherein the sensor is a camera, and the signal from the first vehicle is an indicator light signal; Alternatively, the sensor is an electromagnetic signal detector, and the signal from the first vehicle is a TPMS signal; Alternatively, the sensor is a ultrasonic detector, and the signal from the first vehicle is ultrasonic parking distance signal. | 12. The vehicle according to claim 9, wherein the determining unit is arranged for i) determining the position and orientation of the first vehicle through the second vehicle, ii) determining the position and orientation of the second vehicle through the second vehicle; and iii) based on the determined position and orientation of the first vehicle and the determined position and orientation of the second vehicle, determining whether the first vehicle and the second vehicle are parallel to each other and directly adjacent to each other. | 13. The vehicle according to claim 12, wherein the determining unit is arranged for preferably receiving information from the first vehicle using V2X communication, for determining the position and orientation of the first vehicle. | 14. The vehicle according to claim 12, wherein the determining unit comprises a sensor for collecting information about the position and orientation of the first vehicle when parking, and wherein the determining unit is arranged to determine the position and orientation of the first vehicle based on the collected information.

The method involves detecting an unlocking signal (160) for unlocking a central locking system of first vehicle (110) parked at first position from a second vehicle (120) parked at a second position. The second vehicle is driven autonomously partially out of second position while determining that first and second vehicles are parked in parallel and next to each other in response to unlock signal. A driver of first vehicle is allowed to get into the first vehicle and partially drive the first vehicle out of first position. The second vehicle is autonomously driven back into the second position while determining that first vehicle is partially left into first position. An INDEPENDENT CLAIM is included for a vehicle for autonomous exit from parked position. Method for autonomous driving of vehicle out of parked position. The vehicle is provided with ability to drive itself to parked position without allowing driver to leave or drive into the car. The drawing shows a schematic view of the arrangement for autonomous driving of vehicle out of parked position. 110,120,130Vehicles140Vehicle door160Unlocking signal340Sensor

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PARKING SYSTEM AND METHOD FOR AUTONOMOUS VEHICLEDisclosed are a parking lot operating system and a method for an autonomous vehicle. A parking lot operating system for an autonomous vehicle according to an embodiment of the present invention provides a parking lot information of a destination by linking with a vehicle to which the autonomous driving system is applied through wireless communication, and a central server and the central server that reserve a parking lot selected from the vehicle. By recognizing the access of the reserved vehicle through the vehicle, it transmits the parking lot precision map and the parking driving route to the reserved parking surface to support autonomous parking, and the positioning information of the vehicle through a positioning device, which is an infrastructure facility in the parking lot. It includes a parking lot operation server that provides the corresponding position correction value.|1. A central server that provides information on a parking lot of a destination through wireless communication with a vehicle to which the autonomous driving system is applied and reserves a parking lot selected from the vehicle; And recognizing the access of the reserved vehicle through the central server, transmitting a parking precision map to support autonomous parking and a parking driving route to the reserved parking surface, and transmitting the vehicle through a positioning device, which is an infrastructure facility in the parking lot. A parking lot operation server that provides a position correction value according to the positioning information of the vehicle; Parking lot operation system for an autonomous vehicle comprising a. | 2. The method of claim 1, wherein the central server collects real-time parking lot information from a parking lot operation server of a parking lot for each area, updates the idle parking surface state in a database (DB), and at least one parking lot information around a destination input from the vehicle. Parking lot operation system for an autonomous vehicle that provides the vehicle. | 3. The system of claim 2, wherein the parking lot information includes at least one of parking location information, parking lot map information, parking entrance/exit path, idle parking surface information, charging facility information, and parking fee information. . | 4. The method of claim 1, wherein the parking lot operation server matches and stores vehicle communication identification information (vehicle ID), vehicle number, reserved parking surface (PA_ID), driver terminal information, and time included in the parking reservation request message, and Parking lot operation system for autonomous vehicles that responds to reservation completion messages. | 5. According to any one of claims 1 to 4, The parking lot operation server, The central server, the communication unit for communicating with the vehicle and infrastructure facilities in the parking lot; An access information providing unit that provides a parking lot precision map in which geographic information about the parking lot entrance is stored when entering and leaving the vehicle; A route/positioning providing unit that provides the vehicle with a parking driving route to the destination parking surface (PA_ID) reserved based on the parking lot precision map and a position correction value according to the precise positioning information of the vehicle; A parking surface information providing unit for identifying information on an idle parking space in which parking is possible based on the state information collected from the parking recognition sensor; And a controller configured to monitor movement information of the vehicle based on information collected from an infrastructure sensor and a device installed in the parking lot, and provide driving information on an unexpected situation in the parking lot. Parking lot operation system for an autonomous vehicle comprising a. | 6. The method of claim 5, wherein the communication unit comprises: an external communication module connected to the central server through a wired or wireless communication network; A vehicle communication module for connecting wireless communication with the vehicle by using the vehicle ID obtained in the reservation request message; And an infrastructure communication module arranged inside a parking lot for autonomous parking to connect communication with an infrastructure facility that provides various information. Parking lot operating system for an autonomous vehicle comprising a. | 7. The method of claim 6, wherein the infrastructure communication module can connect the vehicle and V2I (Vehicle to Infrastructure) communication through the infrastructure facility, through which vehicle position measurement and no-delay characteristics in a parking lot Parking lot operation system for autonomous vehicles that implements. | 8. The method of claim 5, wherein the access information providing unit comprises: the number of entrances and exits of the parking lot, locations for each entrance and exit, entry direction, exit direction, and width of the driving passage and the inter-floor driving passage through the entrance and exit side precision maps A parking lot operating system for autonomous vehicles that provides information to support autonomous driving of the vehicle. | 9. According to claim 5, wherein the access information providing unit: a vehicle entering and exiting recognition module for recognizing access to a parking lot in a predetermined area by receiving position information of the reserved vehicle; An entry/exit information providing module that provides an IN-MAP for the vehicle entering the parking lot and an OUT-MAP for the vehicle exiting the parking lot; And a vehicle number recognition module for recognizing vehicle numbers entered and exited through LPRs installed at the entrance and exit of the parking lot. Parking lot operating system for an autonomous vehicle comprising a. | 10. The system of claim 9, wherein the entry/exit vehicle recognition module recognizes the vehicle ID connected through short-range wireless communication to recognize the reserved vehicle access to the parking lot. | 10. The method of claim 9, wherein the vehicle entering and exiting the vehicle recognition module, the vehicle parked on the parking surface is restarted, vehicle communication is connected, and the vehicle exiting the parking surface is detected through a parking recognition sensor to advance to the parking lot exit. Parking lot management system for self-driving vehicles that recognize that. | 12. The method of claim 5, wherein the route/positioning providing unit comprises: a parking driving path guiding a driving path to a parking surface (PA_ID) reserved when entering the vehicle based on the location information of the vehicle, and the parking surface (PA_ID) when exiting the vehicle. A route providing module that provides an outgoing driving route for guiding the driving passage from the exit to the parking lot; A positioning information providing module that provides positioning information to the vehicle based on three-dimensional coordinates in which a plurality of positioning devices (Access Points, APs) are installed distributed in a parking lot; And a parking surface positioning module that provides precise location information of a parking surface area including the width and length of the parking surface through positioning devices (AP) respectively installed at vertices of the marking lines defining the parking surface. Parking lot operating system for an autonomous vehicle comprising a. | 13. The method of claim 12, wherein the positioning device (AP) stores the installation coordinates (x, y, z) of the parking lot itself, connects V2I communication with the vehicle to recognize the vehicle ID, and stores the recognized vehicle ID. A parking lot operating system for autonomous vehicles that provides positioning information based on the installation coordinates. | 14. The system of claim 12, wherein the positioning device (AP) is installed on a ceiling or a floor, a pillar wall, and a parking surface floor of a driving passage of the vehicle in the parking lot. | 15. The method of claim 12, wherein the positioning device (AP) includes at least one communication means of wireless LAN (WIFI), ZIGBEE, Bluetooth (BT), and ultra-wideband communication (UWB) to communicate wirelessly through an antenna. A communication module that performs; 3D coordinates (x, y, z) installed in the parking lot are set as location information, and when the location is changed from the location information including the GSP and 6-axis sensor, the setting value is applied to the location information to which the changed value is applied. A positioning sensor module to correct; An object recognition sensor that detects nearby vehicles and transmits a detection signal; A power supply module for supplying power suitable for an installation location including at least one of a solar cell, a battery, and an external power terminal; A control module configured to determine the vehicle ID received through wireless communication when the vehicle is detected and to transmit positioning information based on installation location information set in a memory; And a housing module in which each module of the positioning device (AP) is built-in, and is configured with a dustproof, waterproof and attachment mechanism. Parking lot operating system for an autonomous vehicle comprising a. | 16. The method of claim 15, wherein the positioning device (AP) sets the base coordinates specified in the parking lot at the time of installation as location information of the first positioning device, and interlocks with the first positioning device based on the basic base coordinates. Parking lot management system for autonomous vehicles that sets the changed coordinates of the remaining relative positioning devices as installation location information. | 17. The method of claim 12, wherein the positioning information providing module collects positioning information according to vehicle ID from a plurality of positioning devices (AP), and precise positioning information of the vehicle by triangulation according to the collected plurality of positioning information ( A parking lot operating system for an autonomous vehicle that directly calculates x, y, z) and transmits it to the vehicle. | 18. The method of claim 5, wherein the parking surface information providing unit comprises: a state collecting module for collecting state information according to whether the vehicle is parked from a parking recognition sensor installed for each parking surface; A status display module for displaying status information and reservation information according to parking status for each parking surface through a status indicator arranged correspondingly for each parking surface; And parking prohibition on the reserved parking surface, parking allowance of the reserved vehicle, and parking status information of the parking surface are identified, and the parking of other vehicles through the parking recognition sensor is not recognized when the reserved vehicle enters the parking lot. A state control module for visually and aurally expressing illegal parking warning and vehicle movement through the state display module when illegal parking is detected; Parking lot operating system for an autonomous vehicle comprising a. | 19. The method of claim 5, wherein the control unit further adds at least one of an autonomous parking service fee, a parking surface reservation time fee, a reservation cancellation fee, and a valet autonomous parking service fee to the basic parking fee at which the vehicle enters and exits the parking lot. Parking lot operation system for autonomous vehicles that calculates the final parking fee. | 20. The method of claim 5, wherein the parking lot operation server provides a driving route of the vehicle to an entry waiting area and an exit waiting area provided in separate areas of the parking lot, and valet autonomous parking for driver alighting and boarding at each waiting area. Parking management system for autonomous vehicles further comprising a valet parking providing unit that supports the service. | 21. The vehicle entry waiting area control of claim 20, wherein the valet parking providing unit transmits a driving route to the entry waiting area according to a request for a valet parking service of the vehicle, and recognizes vehicle entry and vehicle number to the entry waiting area. module; And an exit waiting area control module that transmits a driving route to the exit waiting area according to a request for a valet exit service of the vehicle to the vehicle, and recognizes vehicle entry and vehicle number of the exit waiting area. Parking lot operating system for an autonomous vehicle comprising a. | 22. In the parking lot operation method for autonomous vehicles of a parking lot operating server that provides autonomous parking service, a) When a parking reservation request message of a vehicle to which the autonomous driving system is applied is received from the outside, the reserved idle parking surface (PA_ID) is transferred to the vehicle. Converting to a reservation state by matching the information and responding to reservation completion; b) recognizing the access of the vehicle to the parking lot, transmitting a request message for selecting a parking method to the vehicle, and receiving a message for selecting any one of fully autonomous parking and valet autonomous parking; c) when the completely autonomous parking selection message is received, transmitting a detailed map (P-MAP) of the parking lot itself and a parking driving route to a reserved parking surface; d) providing positioning information to a destination parking surface (PA_ID) reserved for the vehicle using a positioning device (AP) in which three-dimensional coordinates (x, y, z) of a distributed location in a parking lot are set; And e) when the vehicle arrives at the reserved parking surface and completes parking, converting and displaying reservation information of the reserved parking surface indicator to being parked. Parking lot operation method for an autonomous vehicle comprising a. | 23. The method of claim 22, wherein prior to step a), real-time parking surface conditions in the parking lot are identified, and the idle parking surface (PA_ID) information is linked with a vehicle to which an autonomous driving system is applied through wireless communication to provide parking lot information of the destination, and Transmitting the selected parking lot from the vehicle to a central server for reservation; And receiving the parking reservation request message including at least one of vehicle communication identification information (vehicle ID), vehicle number, driver terminal information, departure location information, and destination information from the central server. Parking lot operation method for an autonomous vehicle further comprising a. | 24. The method of claim 22, wherein the step c) guides the vehicle entry to the parking lot entrance based on the parking lot entrance precision map (IN-MAP), and recognizes the vehicle number through the entrance license plate recognition (LPR). A method of operating a parking lot for an autonomous vehicle, comprising the step of determining vehicle entry. | 25. The method of any one of claims 22 to 24, wherein after step e), when the vehicle is turned on and out of the vehicle is recognized, the vehicle is directed to the parking lot exit based on an OUT-MAP. Transmitting the driving route of the vehicle; Providing precise positioning information up to the parking lot exit to the vehicle using the positioning device (AP); And when the vehicle number of the vehicle is recognized through the exit LPR, calculating a parking fee according to the autonomous parking service, and converting the reserved parking surface PA_ID to an idle parking surface. Parking lot operation method for an autonomous vehicle further comprising a. | 26. The method of claim 22, wherein, when the valet autonomous parking selection message is received in step b), f) transmitting a detailed map (P-MAP) of the parking lot itself to the vehicle and a driving route in the waiting area based on this. step; g) When the driver gets off after recognizing the vehicle number entered into the waiting area, the parking route is provided, and the vehicle to the destination parking surface (PA_ID) reserved for the vehicle is provided by using the positioning device (AP). Providing positioning information; And h) when the vehicle arrives at the reserved parking surface and completes parking, transmitting parking completion information to a driver terminal. Parking lot operation method for an autonomous vehicle comprising a. | 27. [27] The method of claim 26, further comprising: after step h), when the vehicle is turned on according to a call from the driver terminal, connecting wireless communication and recognizing a vehicle exit through a parking recognition sensor; Transmitting a driving route of an exit waiting area to the vehicle based on a parking lot precision map (P-MAP), and providing positioning information to an exit of the parking lot using the positioning device (AP); And recognizing the vehicle number entering the exit waiting area to check whether or not parking is settled, and when the settlement is completed, converting the reserved parking surface (PA_ID) to an idle parking surface. Parking lot operation method for an autonomous vehicle comprising a.

The system has a central server (100) that provides information on a parking lot of a destination through wireless communication with a vehicle (10) to which the autonomous driving system is provided and reserves a parking lot selected from the vehicle. A central server is configured for recognizing the access of the reserved vehicle through the central server, and transmitting a parking precision map to support autonomous parking and a parking driving route to the reserved parking surface. A central server is configured for transmitting the vehicle through a positioning device at an infrastructure facility in the parking lot. A parking lot operation server (200) provides a position correction value according to the positioning information of the vehicle. An INDEPENDENT CLAIM is included for a parking lot operation method for autonomous vehicle. System for operating autonomous vehicle in parking lots such as residential parking lot, resident-only parking lot, publicly operated parking lot, roadside parking lot, parking lot of buildings, and parking tower. By monitoring the movement information of the vehicle in the parking lot and providing driving information on various unexpected situations predicted according to the characteristics of the parking lot, the driver parking and leaving time through the valet parking is reduced, and the space problem or waiting time in the waiting area is reduced. The drawing shows a schematic diagram illustrating a step-by-step flow of a parking lot operating system. (Drawing includes non-English language text) 10Vehicle100Central server200Parking lot operation serverS1Step for receiving the movement information of the reserved vehicle or recognizing the entrance to the parking lot through license plate recognition at the entrance of the parking lotS2Step for receiving the autonomous parking method selected from the vehicle

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Autonomous driving assistance device using block chainDisclosed is a vehicle driving assist device using a blockchain. The vehicle driving assistance device electrically exchanges signals with the autonomous driving assistance application installed in the mobile terminal, and provides basic autonomous driving functions to vehicles that do not include the autonomous driving function by using the vehicle driving information received from the mobile terminal. There are features you can do. Furthermore, by using the V2X communication method, distributed autonomous driving applications and the calculated value of the autonomous driving central server are distributed and calculated, thereby increasing the stability of the overall autonomous driving function and applying a blockchain-based security scheme. , Has the advantage of increasing reliability. |1. A vehicle driving assist device for providing an autonomous driving function including a display and a mobile terminal in charge of V2X communication, wherein the vehicle driving assist device is an autonomous driving assist application installed in the mobile terminal through a connector unit installed at the bottom. And an electrical signal, the autonomous driving assistance application includes: an autonomous driving calculating unit that calculates a self-determination result determining the driving situation of the vehicle using vehicle driving information received from the mobile terminal; An autonomous driving judgment comparison unit comparing the self-judgment result calculated by the autonomous driving calculation unit with the determination result of the autonomous driving central server that controls autonomous driving; An autonomous driving control unit that controls a vehicle when the self-judgment result of the autonomous driving unit and the two determination results of the autonomous driving central server are different; It includes a V2X communication unit capable of receiving vehicle driving information of the surrounding vehicle, wherein the V2X communication unit, the calculation of the self-determination result of the autonomous driving calculation unit can be distributed and calculated with the vehicle driving auxiliary applications of the surrounding vehicle When distributed and calculated, the vehicle driving information used for the calculation is blockchained, a one-way function is used for the blockchaining of the vehicle driving information, and the vehicle driving information includes the vehicle's VIN and mobile MID. Vehicle driving aid, characterized in that. | 2. The vehicle driving assistance device according to claim 1, wherein the driving situation of the vehicle is HDA or ACC. | 3. delete | 4. delete | 5. delete | 6. delete | 7. According to claim 1, The vehicle driving assistance device is provided on both side portions, respectively, outputs a radio wave irradiated toward an area where the object is located, receives the reflected radio wave reflected by the radio wave object, and gestures the object And a motion sensor unit that detects and a motion sensor controller that transmits an action signal according to the gesture of the object to the mobile terminal. | 8. The vehicle driving aid according to claim 7, wherein the radio waves are ultrasonic waves or infrared rays. | 9. The vehicle driving assistance apparatus of claim 7, wherein the motion sensor control unit further comprises a plurality of radio wave output units and radio wave receivers disposed around the mobile terminal. | 10. The vehicle driving assistance device of claim 7, further comprising a home button formed at a lower portion and controlling a vehicle driving assistance application installed in the mobile terminal.

The device has a display and a mobile terminal (500) in charge of vehicle to everything (V2X) communication. The device exchanges electrical signals with an autonomous driving assistance application installed in the mobile terminal through a connector part installed at the bottom. An autonomous driving calculation unit calculates a self-determination result determining the driving situation of the vehicle using the vehicle driving information received from the mobile terminal. An autonomous driving judgment comparison unit compares the self-determination result calculated by the autonomous driving calculation unit with the determination result of the autonomous driving central server that controls autonomous driving. An autonomous driving control unit corresponds to a case where the self-judgment result of the autonomous driving operation unit and the two determination results of the autonomous driving central server are different. Vehicle driving assist device for providing autonomous driving function using a blockchain. The autonomous driving function is used without changing the old vehicle when using the vehicle driving assist device. A portion of the autonomous driving function is distributed and calculated in autonomous driving assistance applications installed in a mobile terminal of multiple vehicles, so that the autonomous driving function is distributed and implemented in the event of a temporary error of the central server, improving the stability of the entire autonomous driving system. The reliability of the autonomous driving function is increased by using vehicle driving information obtained from surrounding vehicles through an autonomous driving assistance application distributed in various vehicles. A distributed computing process to increase the security and reliability of information exchanged is realized using a blockchain. The critical disaster is prevented from occurring due to the absence of a server. The blockchain process effectively prevents counterfeiting and tampering by storing the ledgers in a distributed manner. The cause of the accident is reliably determined or the source of the accident is accurately identified when the vehicle driving information and event request/response messages stored in the blockchain system are provided as a vehicle accident on a corresponding road in the future. A warning is sent directly to the driver in the vehicle when a serious collision situation occurs on the highway, without simply waiting for the danger message of the autonomous driving central server. Thus, the accident is prevented from escalating due to chain collision. Vehicles through the autonomous driving control unit of the autonomous driving auxiliary application recognize the abnormal condition of the central server and provide an appropriate warning to the driver, increasing the probability of avoiding an accident due to fire. The security and reliability of information exchanged are increased by using a blockchain in a distributed computing process. The drawing shows a schematic view of the vehicle driving assistance device. 100Motion sensor unit200Motion sensor control300Connector400Home button500Mobile terminal

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Self-driving assistance device that composes real-time map for autonomous drivingThe present invention relates to an autonomous driving assistance device constituting a real-time map for autonomous driving. The self-driving assistance device electrically exchanges signals with the self-driving assistance application installed in the mobile terminal, and provides basic self-driving functions even to vehicles without self-driving functions by using vehicle driving information received from the mobile terminal. There are features you can do. Furthermore, by using the V2X communication method, a real-time map for autonomous driving, such as the movement of surrounding vehicles, can be configured, and the calculation values of the surrounding autonomous driving auxiliary applications and the autonomous driving central server are distributed and calculated, thereby overall autonomous driving. It has the advantage of increasing the stability of functions and increasing reliability by applying a blockchain-based security scheme.|1. In the self-driving assistance device for providing an autonomous driving function including a mobile terminal that configures a real-time map for autonomous driving and is in charge of display and V2X communication, the autonomous driving assistance device is provided through a connector installed at the bottom, It sends and receives electrical signals with an autonomous driving assist application installed in a mobile terminal, and the self-driving assist application calculates the self-determination result of determining the driving situation of the vehicle using the vehicle driving information received from the mobile terminal. calculation unit; an autonomous driving judgment comparison unit that compares the self-judgment result calculated by the autonomous driving operation unit with the judgment result of the autonomous driving central server having jurisdiction over autonomous driving; V2X communication unit capable of receiving vehicle driving information of surrounding vehicles; an autonomous driving map generating unit for generating a real-time map for autonomous driving using vehicle driving information of the surrounding vehicles received from the V2X communication unit; and an autonomous driving control unit that responds to a case where the real-time map for autonomous driving generated by the autonomous driving map generator, the self-determination result of the autonomous driving operation unit, and the two determination results of the autonomous driving central server are different, and the autonomous driving map The generation unit uses timestamp information of V2X packets in the real-time map to update information on nearby vehicles, and updating the information on nearby vehicles utilizes distance information with the surrounding vehicles and the time information. So, if the information of the surrounding vehicle in the real-time map is lower than the reference association threshold based on the current time and the current location, the information of the surrounding vehicle is deleted from the real-time map, and the autonomous driving map generator generates the V2X Forming or updating a layer corresponding to real-time information among map data layers used for autonomous driving by using the vehicle driving information of the surrounding vehicle received through the communication unit, The real-time map includes a layer corresponding to the real-time information including data of a vehicle in front of a vehicle or a moving object, and a layer corresponding to data that does not change over time including structure information of a building or a bridge in a three-dimensional manner. The autonomous driving assistance device is implemented, wherein the autonomous driving assistance device reflects image information acquired from a plurality of cameras that image the front of the vehicle while driving on the real-time map and shares it with surrounding vehicles through a cloud. | 2. The autonomous driving assist device according to claim 1, wherein the driving condition of the vehicle is HDA or ACC. | 3. delete | 4. delete | 5. The autonomous driving assist device according to claim 1, wherein the self-determination result of the self-driving calculation unit can be calculated through the V2X communication unit in a distributed manner with vehicle driving assistance applications of surrounding vehicles. | 6. The autonomous driving assist device according to claim 5, wherein, when the calculation of the self-determination result for determining the driving situation of the vehicle is performed in a distributed manner, the vehicle driving information used in the calculation is block-chained. | 7. [Claim 7] The autonomous driving assist device according to claim 6, wherein a one-way function is used to block-chain the vehicle driving information.

The autonomous driving assistance device (1000) has an autonomous driving map generator (1500) for generating a real-time map for autonomous driving by using vehicle driving information of a surrounding vehicle received from a vehicle to vehicle communication unit (1400). An autonomous driving operation unit (1100) calculates a self-judgment result for determining a driving condition of a vehicle i.e. HDA or ACC, by using the received information from a mobile terminal arithmetic unit. The vehicle to vehicle (V2X) communication unit receives the information of the vehicle from the autonomous driving central server. Autonomous driving assisting device for a smart car. The stability of the entire autonomous driving system is increased. The reliability of the autonomous driving function is improved by using vehicle driving information that is distributed among various vehicles and obtained from surrounding vehicles through autonomous driving assistance application. The security and reliability of information exchanged is improved. The drawing shows a block diagram of an autonomous driving assistance device. (Drawing includes non-English language text). 1000Autonomous driving assistance device1100Autonomous driving operation unit1300Autonomous driving control unit1400Vehicle to vehicle communication unit1500Autonomous driving map generator

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Driving assistance deviceThe present invention relates to a vehicle driving assistance device, in a vehicle driving assistance device for providing an autonomous driving function including a display and a mobile terminal in charge of V2X communication, provided on both side portions respectively toward the area where the object is located A motion sensor unit that outputs the irradiated radio wave and detects the gesture of the object by receiving the reflected radio wave reflected by the object, and a motion sensor controller that transmits an action signal according to the gesture of the object to the mobile terminal And, it may be provided on the lower portion may include a connector for electrically connecting the motion sensor control unit and the mobile terminal. |1. In the vehicle driving assistance device for providing an autonomous driving function including a display and a mobile terminal in charge of V2X communication, provided in both side portions, respectively, outputs the radio waves irradiated toward the area where the object is located, and the radio waves are A motion sensor unit that detects the gesture of the object by receiving the reflected wave reflected by the object, a motion sensor control unit that transmits an action signal according to the gesture of the object to the mobile terminal, and is provided under the motion sensor control unit It includes a connector for electrically connecting the mobile terminal, the vehicle driving assistance device further comprises a home button for controlling an app installed on the mobile terminal is formed in the lower portion, the mobile terminal through the motion sensor control unit Advertising received through the V2X communication with a specific gesture or As can adjust, V2X and the communication information of the mobile terminal includes a VIN and the mobile (Mobile Identification) MID of the vehicle, When receiving an advertisement with the specific gesture, the usage fee of the corresponding mobile obtained through the mobile MID is reduced, and the user's mobile terminal number is encrypted and transmitted in the appropriate header position of the application layer during the V2X communication, and the corresponding Vehicle driving assistance device, characterized in that the user of the corresponding application authorized to use the mobile terminal number can use the mobile terminal information. | 2. The vehicle driving aid according to claim 1, wherein the radio waves are ultrasonic waves or infrared rays. | 3. The vehicle driving assistance device of claim 1, wherein the motion sensor control unit further comprises a plurality of radio wave output units and radio wave receivers disposed around the mobile terminal. | 4. delete | 5. delete | 6. delete | 7. delete | 8. The vehicle driving assistance device according to claim 1, wherein the connector recognizes the attachment and detachment of the mobile terminal, and receives and operates the motion sensor unit only when the mobile terminal is mounted.

The vehicle driving assistance apparatus comprises a motion sensor unit (100) configured to receive the reflected radio wave reflected from an object to detect a gesture of the object. A motion sensor controller (200) is provided for transmitting an action signal according to the gesture of the object to the mobile terminal (500). A connector unit is provided for electrically connecting the mobile terminal. The vehicle driving assistance apparatus outputs radio waves toward an area, where an object is located. The radio wave is ultrasonic waves or infrared rays. Vehicle driving assistance apparatus for providing an autonomous driving function of vehicle, such as car. Vehicle driving assistance apparatus is convenient to operate by transmitting a signal without touching the device while driving by detecting a gesture. Vehicle driving assistance apparatus is economical. The drawing shows a schematic view of vehicle driving assistance apparatus. 100Motion sensor unit200Motion sensor controller400Home button500Mobile terminal

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Autonomous driving assistance device that shares driver evaluation index for autonomous drivingThe present invention relates to an autonomous driving assistance device constituting a real-time map for autonomous driving. The autonomous driving assistance device electrically exchanges signals with the autonomous driving assistance application installed in the mobile terminal, and provides basic autonomous driving functions to vehicles that do not include the autonomous driving function by using vehicle driving information received from the mobile terminal. There are features you can do. Furthermore, by computing the driver's evaluation index using OBD2 and sharing the computed driver evaluation index with surrounding vehicles using the V2X communication method, the information is utilized during autonomous driving of surrounding vehicles to promote safe driving, By distributed calculation of autonomous driving auxiliary applications and the calculation value of the autonomous driving central server, it is possible to increase the stability of the overall autonomous driving function, and it has the advantage of increasing reliability by applying a blockchain-type security scheme. .|1. An autonomous driving assistance device for providing an autonomous driving function including a display and a mobile terminal in charge of V2X communication, wherein the autonomous driving assistance device is installed in the mobile terminal through a connector part installed below the autonomous driving assistance application and an electric signal, and the autonomous driving assistance application includes: an autonomous driving operation unit that calculates a self-judgment result of determining the driving condition of the vehicle by using the vehicle driving information received from the mobile terminal; an autonomous driving judgment comparison unit that compares the self-judgment result calculated by the autonomous driving operation unit with the judgment result of the autonomous driving central server having jurisdiction over autonomous driving; V2X communication unit capable of receiving vehicle driving information of surrounding vehicles; a vehicle information receiver capable of receiving vehicle driving information from the vehicle; a driver evaluation index generating unit for generating a driver evaluation index for autonomous driving from the driving information of the vehicle received from the vehicle information receiving unit; an autonomous driving operation unit that evaluates the driving risk of the vehicle using the driver evaluation index received from the V2X communication unit; and an autonomous driving control unit configured to execute a command related to safe driving of the vehicle when the driving risk of the surrounding vehicle is high from the autonomous driving operation unit. | 2. The autonomous driving assisting device of claim 1, wherein the vehicle information receiver comprises an OBD2 scanner capable of receiving vehicle driving information from a vehicle. | 3. The autonomous driving assisting device according to claim 1, wherein the driver evaluation index includes a safe driving index indexed for safe driving of a vehicle driver. | 4. The autonomous driving assisting device according to claim 2, wherein the driver evaluation index includes a safe driving index indexed for safe driving of a vehicle driver. | 5. The method according to claim 3, wherein the autonomous driving operation unit updates the information of the surrounding vehicle by using time (timestamp) information in the V2X packet when receiving and recording the driver evaluation index of the surrounding vehicle. autonomous driving aids. | 5. The method of claim 4, wherein the updating of the information of the surrounding vehicles uses the distance information and the time information with the surrounding vehicles so that the information of the surrounding vehicles on the real-time map is based on the current time and current location, When it is lower than the reference association threshold, the autonomous driving control unit does not consider the driver evaluation index of the surrounding vehicle. | 7. The autonomous driving assisting device of claim 5 , wherein the autonomous driving controller comprises a warning message to a driver or a limp home command. | 8. The autonomous driving assisting device according to claim 6, wherein, through the V2X communication unit, the calculation of the self-determination result of the autonomous driving calculating unit can be distributed and calculated with vehicle driving assisting applications of surrounding vehicles.

The device has an autonomous driving operation unit (1100) for calculating a self-judgment result of determining a driving condition of a vehicle by using vehicle driving information received from a mobile terminal. An autonomous driving judgment comparison unit (1200) compares the self judgment result calculated by the operation unit with a judgment result of an autonomous driving central server. A vehicle information receiver receives the vehicle information from the vehicle. A driver evaluation index generating unit (1500) generates a driver index for autonomous driving from the information. An autonomous driving control unit executes the command related to the safe driving of the vehicle when the driving risk of the surrounding vehicle is high from the autonomous driving operation unit. The autonomous driving assistance device is useful for smart car. The stability of the entire autonomous driving system is increased. The reliability of the autonomous driving function is improved by using vehicle driving information that is distributed among various vehicles and obtained from surrounding vehicles through autonomous driving assistance application. The security and reliability of information exchanged is improved. The drawing shows a schematic diagram of autonomous driving assistance device (Drawing includes non-English language text).1100Autonomous driving operation unit1200Autonomous driving judgment comparison unit1300Autonomous driving operation unit1400V2x communication unit1500Driver evaluation index generating unit

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Vehicular control systemA vehicular control system includes a camera and a control having a processor that processes image data captured by the camera. The control determines a projected path of travel of the equipped vehicle. The control processes information wirelessly communicated to the equipped vehicle to determine an estimated time to arrival of another vehicle at a location on a road being travelled by the other vehicle that is in the projected path of travel of the equipped vehicle. The projected path of travel of the equipped vehicle crosses a traffic lane being travelled by the other vehicle or joins a traffic lane being travelled by the other vehicle. Responsive at least in part to determination that the estimated time to arrival of the other vehicle is less than a threshold time, the control determines that it is not safe for the equipped vehicle to proceed along the projected path of travel.The invention claimed is: | 1. A vehicular control system, said vehicular control system comprising: a camera disposed at and behind a windshield of a vehicle equipped with said vehicular control system, said camera having a field of view through the windshield at least forward of the equipped vehicle; a control comprising a processor operable to process image data captured by said camera to detect objects present in the field of view of said camera; wherein said control determines a projected path of travel of the equipped vehicle; wherein said control is operable to process information wirelessly communicated to the equipped vehicle via a communication system; wherein said control processes information received via said communication system relating to another vehicle to determine an estimated time to arrival of the other vehicle at a location on a road being travelled by the other vehicle that is in the projected path of travel of the equipped vehicle; wherein the projected path of travel of the equipped vehicle (i) crosses a traffic lane being travelled by the other vehicle or (ii) joins a traffic lane being travelled by the other vehicle; wherein, responsive at least in part to a determination that the estimated time to arrival of the other vehicle is less than a threshold time, said control determines that it is not safe for the equipped vehicle to proceed along the projected path of travel; and wherein, responsive at least in part to (i) a determination that the estimated time to arrival of the other vehicle is greater than a threshold time and (ii) processing by said processor of captured image data detecting an object present in the projected path of travel of the equipped vehicle, said control determines that it is not safe to proceed along the projected path of travel. | 2. The vehicular control system of claim 1, wherein said communication system comprises at least one selected from the group consisting of (i) a vehicle-to-vehicle communication system and (ii) a vehicle-to-infrastructure communication system. | 3. The vehicular control system of claim 1, wherein, responsive to said control determining based at least in part on processing by said processor of image data captured by said camera that the equipped vehicle may collide with the other vehicle, said control controls a brake system of the equipped vehicle to limit movement of the equipped vehicle along the projected path of travel of the equipped vehicle. | 4. The vehicular control system of claim 3, wherein the projected path of travel comprises a turn onto a road with moving traffic. | 5. The vehicular control system of claim 4, wherein information received via said communication system from the other vehicle comprises information indicative of location of the other vehicle. | 6. The vehicular control system of claim 5, wherein said information indicative of location of the other vehicle is based at least in part on GPS data. | 7. The vehicular control system of claim 4, wherein said control determines the estimated time to arrival of the other vehicle at least in part responsive to distance of the other vehicle from a current location of the equipped vehicle. | 8. The vehicular control system of claim 4, wherein said control determines the projected path of travel of the equipped vehicle at least in part by processing of captured image data by said processor. | 9. The vehicular control system of claim 8, wherein said camera comprises a two dimensional array of a plurality of photosensor elements arranged in at least 640 columns and 480 rows. | 10. The vehicular control system of claim 9, wherein said plurality of photosensor elements comprises at least 1 million photosensor elements. | 11. The vehicular control system of claim 4, wherein, responsive at least in part to a determination that the estimated time to arrival of the other vehicle is greater than a threshold time, said control determines that there is sufficient space for the equipped vehicle to enter the traffic lane being travelled by the other vehicle. | 12. The vehicular control system of claim 11, wherein, responsive at least in part to a determination that the estimated time to arrival of the other vehicle is less than a threshold time, said control determines that there is insufficient space for the equipped vehicle to enter the traffic lane being travelled by the other vehicle. | 13. The vehicular control system of claim 1, wherein, responsive at least in part to (i) a determination that the estimated time to arrival is greater than a threshold time and (ii) processing by said processor of captured image data determining that an object is not present in the projected path of travel of the equipped vehicle, said control at least partially controls the equipped vehicle to proceed along the projected path of travel. | 14. The vehicular control system of claim 13, wherein the projected path of travel comprises a turn onto a road with moving traffic, and wherein said control determines the estimated time to arrival of the other vehicle at least in part responsive to distance of the other vehicle from a current location of the equipped vehicle. | 15. The vehicular control system of claim 1, wherein the projected path of travel of the equipped vehicle crosses the traffic lane being travelled by the other vehicle, and wherein a road being travelled by the equipped vehicle intersects and crosses the road being travelled by the other vehicle. | 16. The vehicular control system of claim 1, wherein the projected path of travel of the equipped vehicle joins the traffic lane being travelled by the other vehicle, and wherein the projected path of travel of the equipped vehicle comprises a right-hand turn by the equipped vehicle into the traffic lane being travelled by the other vehicle. | 17. The vehicular control system of claim 1, wherein, responsive at least in part to processing by said processor of captured image data, said control controls a brake system of the equipped vehicle to automatically brake the equipped vehicle in a situation where a high probability that a collision may occur exists. | 18. The vehicular control system of claim 17, wherein the equipped vehicle comprises an autonomous vehicle. | 19. The vehicular control system of claim 17, wherein the equipped vehicle comprises a partial autonomous vehicle. | 20. The vehicular control system of claim 17, wherein a road being travelled by the equipped vehicle intersects the road being travelled by the other vehicle, and wherein the other vehicle travels right-to-left relative to the equipped vehicle along the traffic lane being travelled by the other vehicle, and wherein the projected path of travel of the equipped vehicle crosses at least one other traffic lane having traffic travelling left-to-right relative to the equipped vehicle to join the traffic lane being travelled by the other vehicle. | 21. A vehicular control system, said vehicular control system comprising: a camera disposed at and behind a windshield of a vehicle equipped with said vehicular control system, said camera having a field of view through the windshield at least forward of the equipped vehicle; a control comprising a processor operable to process image data captured by said camera to detect objects present in the field of view of said camera; wherein said control determines a projected path of travel of the equipped vehicle; wherein said control is operable to process information wirelessly communicated to the equipped vehicle via a communication system; wherein said control processes information received via said communication system relating to another vehicle to determine an estimated time to arrival of the other vehicle at a location on a road being travelled by the other vehicle that is in the projected path of travel of the equipped vehicle; wherein, responsive at least in part to a determination that the estimated time to arrival of the other vehicle is greater than a threshold time, said control determines that there is sufficient space for the equipped vehicle to enter a traffic lane being travelled by the other vehicle; wherein, responsive at least in part to a determination that the estimated time to arrival of the other vehicle is less than a threshold time, said control determines that there is insufficient space for the equipped vehicle to enter the traffic lane being travelled by the other vehicle; and wherein, responsive at least in part to processing by said processor of captured image data, said control controls a brake system of the equipped vehicle to automatically brake the equipped vehicle in a situation where a high probability that a collision may occur exists. | 22. The vehicular control system of claim 21, wherein the projected path of travel of the equipped vehicle crosses the traffic lane being travelled by the other vehicle. | 23. The vehicular control system of claim 21, wherein a road being travelled by the equipped vehicle intersects the road being travelled by the other vehicle, and wherein the other vehicle travels right-to-left relative to the equipped vehicle along the traffic lane being travelled by the other vehicle, and wherein the projected path of travel of the equipped vehicle crosses at least one other traffic lane having traffic travelling left-to-right relative to the equipped vehicle to join the traffic lane being travelled by the other vehicle. | 24. The vehicular control system of claim 23, wherein said camera comprises a two dimensional array of a plurality of photosensor elements arranged in at least 640 columns and 480 rows, and wherein said plurality of photosensor elements comprises at least 1 million photosensor elements. | 25. The vehicular control system of claim 24, wherein said control determines the projected path of travel of the equipped vehicle at least in part by processing of captured image data by said processor. | 26. The vehicular control system of claim 21, wherein the projected path of travel of the equipped vehicle crosses the traffic lane being travelled by the other vehicle, and wherein a road being travelled by the equipped vehicle intersects and crosses the road being travelled by the other vehicle. | 27. The vehicular control system of claim 26, wherein information received via said communication system from the other vehicle comprises information indicative of location of the other vehicle, and wherein said control determines the estimated time to arrival of the other vehicle at least in part responsive to distance of the other vehicle from a current location of the equipped vehicle. | 28. The vehicular control system of claim 27, wherein said information indicative of location of the other vehicle is based at least in part on GPS data. | 29. The vehicular control system of claim 21, wherein, responsive at least in part to (i) a determination that the estimated time to arrival is greater than a threshold time and (ii) processing by said processor of captured image data determining that an object is not present in the projected path of travel of the equipped vehicle, said control controls the equipped vehicle to proceed along the projected path of travel. | 30. The vehicular control system of claim 29, wherein the projected path of travel comprises a turn onto a road with moving traffic, and wherein said control determines the estimated time to arrival of the other vehicle at least in part responsive to distance of the other vehicle from a current location of the equipped vehicle. | 31. The vehicular control system of claim 21, wherein said communication system comprises a vehicle-to-vehicle communication system. | 32. The vehicular control system of claim 21, wherein said communication system comprises a vehicle-to-infrastructure communication system. | 33. A vehicular control system, said vehicular control system comprising: a camera disposed at and behind a windshield of a vehicle equipped with said vehicular control system, said camera having a field of view through the windshield at least forward of the equipped vehicle; said camera comprising a two dimensional array of a plurality of photosensor elements arranged in at least 640 columns and 480 rows; wherein said plurality of photosensor elements comprises at least 1 million photosensor elements; a control comprising a processor operable to process image data captured by said camera to detect objects present in the field of view of said camera; wherein said control determines a projected path of travel of the equipped vehicle at least in part by processing of captured image data by said processor; wherein said control is operable to process information wirelessly communicated to the equipped vehicle via a communication system; wherein said control processes information received via said communication system relating to another vehicle to determine an estimated time to arrival of the other vehicle at a location on a road being travelled by the other vehicle that is in the projected path of travel of the equipped vehicle; wherein, responsive at least in part to a determination that the estimated time to arrival of the other vehicle is less than a threshold time, said control determines that it is not safe for the equipped vehicle to proceed along the projected path of travel; and wherein, responsive at least in part to (i) a determination that the estimated time to arrival of the other vehicle is greater than a threshold time and (ii) processing by said processor of captured image data determining that an object is not present in the projected path of travel of the equipped vehicle, said control controls the equipped vehicle to autonomously proceed along the projected path of travel. | 34. The vehicular control system of claim 33, wherein the projected path of travel of the equipped vehicle crosses a traffic lane being travelled by the other vehicle. | 35. The vehicular control system of claim 33, wherein a road being travelled by the equipped vehicle intersects the road being travelled by the other vehicle, and wherein the other vehicle travels right-to-left relative to the equipped vehicle along a traffic lane being travelled by the other vehicle, and wherein the projected path of travel of the equipped vehicle crosses at least one other traffic lane having traffic travelling left-to-right relative to the equipped vehicle to join the traffic lane being travelled by the other vehicle. | 36. The vehicular control system of claim 35, wherein, responsive to said control determining based at least in part on processing by said processor of image data captured by said camera that the equipped vehicle may collide with the other vehicle, said control controls a brake system of the equipped vehicle to limit movement of the equipped vehicle along the projected path of travel of the equipped vehicle. | 37. The vehicular control system of claim 33, wherein the projected path of travel of the equipped vehicle crosses a traffic lane being travelled by the other vehicle, and wherein a road being travelled by the equipped vehicle intersects and crosses the road being travelled by the other vehicle. | 38. The vehicular control system of claim 33, wherein information received via said communication system from the other vehicle comprises information indicative of location of the other vehicle, and wherein said control determines the estimated time to arrival of the other vehicle at least in part responsive to distance of the other vehicle from a current location of the equipped vehicle. | 39. The vehicular control system of claim 38, wherein said information indicative of location of the other vehicle is based at least in part on GPS data. | 40. The vehicular control system of claim 33, wherein the projected path of travel comprises a turn onto a road with moving traffic, and wherein said control determines the estimated time to arrival of the other vehicle at least in part responsive to distance of the other vehicle from a current location of the equipped vehicle. | 41. The vehicular control system of claim 40, wherein said communication system comprises a vehicle-to-vehicle communication system. | 42. The vehicular control system of claim 40, wherein said communication system comprises a vehicle-to-infrastructure communication system. | 43. The vehicular control system of claim 33, wherein the projected path of travel of the equipped vehicle joins a traffic lane being travelled by the other vehicle, and wherein the projected path of travel of the equipped vehicle comprises a right-hand turn by the equipped vehicle into the traffic lane being travelled by the other vehicle.

The system has a camera which is arranged at and behind a windshield of a vehicle equipped with vehicular control system. The camera is provided with a field of view through the windshield forward of an equipped vehicle. A control determines a projected path of travel of the equipped vehicle, where the control is operable to process information wirelessly communicated to the equipped vehicle. The projected path of travel of the equipped vehicle crosses a traffic lane which is being traveled by the other vehicle. The control determines that it is not safe for the equipped vehicle to proceed along the projected path of travel, responsive in portion to a determination that the estimated time to arrival of the other vehicle is less than a threshold time. The control determines that it is not safe to proceed along the projected path of travel, responsive to a determination that the estimated time to arrival of the other vehicle is greater than a threshold time. System for controlling vehicle by utilizing vehicle-to-vehicle communication. The system can generate an alert to the driver of the vehicle and/or can generate an overlay at the displayed image to highlight or enhance display of the detected object or vehicle, to enhance the driver's awareness of the detected object or vehicle or hazardous condition during a driving maneuver of the equipped vehicle. The yield collision warning algorithm can help the driver to make more safe and accurate decision, and can prevent accidents. The drawing shows a schematic view of an intersection showing a driving scenario where a vehicle equipped with the driver assistance system is maneuvered through a left turn at the intersection.

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VEHICULAR DRIVING ASSIST SYSTEM WITH TRAFFIC JAM PROBABILITY DETERMINATIONA vehicular driving assist system includes at least one sensor disposed at a vehicle and having a field of sensing exterior of the vehicle. An ECU includes circuitry and associated software, with the circuitry including a data processor for processing sensor data captured by the sensor to detect presence of objects in the field of sensing of the sensor. The ECU, responsive to processing by the data processor at the ECU of sensor data captured by the sensor, determines traffic attributes for a plurality of traffic lanes of a road the vehicle is travelling along. The ECU, responsive to determining the traffic attributes determines a predicted traffic value based on the traffic attributes and an output from a trained prediction model. The ECU, responsive to determining the predicted value, determines a traffic jam probability for at least one traffic lane based on the predicted value and the respective traffic attributes.|1. A vehicular driving assist system, the vehicular driving assist system comprising: at least one sensor disposed at a vehicle equipped with the vehicular driving assist system, the at least one sensor having a field of sensing exterior and at least forward of the equipped vehicle, the at least one sensor capturing sensor data; an electronic control unit (ECU) comprising electronic circuitry and associated software; wherein the electronic circuitry of the ECU comprises a data processor for processing sensor data captured by the at least one sensor to detect presence of objects in the field of sensing of the at least one sensor; wherein the ECU, responsive to processing by the data processor at the control of sensor data captured by the at least one sensor, determines traffic attributes for at least one traffic lane of a plurality of traffic lanes forward of the equipped vehicle on a road along which the equipped vehicle is travelling; wherein the ECU, responsive to determining the traffic attributes, determines a predicted traffic value based on (i) the traffic attributes and (ii) an output from a trained traffic prediction model; and wherein the ECU, responsive to determining the predicted traffic value, determines a traffic jam probability for the at least one traffic lane of the road ahead of the equipped vehicle based on the predicted traffic value and the respective traffic attributes. | 2. The vehicular driving assist system of claim 1, wherein the trained traffic prediction model comprises a trained linear regression prediction model. | 3. The vehicular driving assist system of claim 1, wherein the traffic attributes comprise at least one selected from the group consisting of (i) traffic density, (ii) traffic flow rate, (iii) traffic collective velocity and (iv) traffic normalized longitudinal distance. | 4. The vehicular driving assist system of claim 1, wherein the trained traffic prediction model is trained on annotated data, and wherein the annotated data is categorized into traffic scenarios. | 5. The vehicular driving assist system of claim 4, wherein the traffic scenarios comprise at least two selected from the group consisting of (i) no traffic, (ii) slow moving traffic, (iii) stop and go traffic and (iv) stopped traffic. | 6. The vehicular driving assist system of claim 4, wherein the annotated data comprises subjective observations from at least one traffic observer. | 7. The vehicular driving assist system of claim 1, wherein the ECU performs data transformation on the output from the trained traffic prediction model, and wherein the data transformation comprises a multi-variable quadratic linear equation. | 8. The vehicular driving assist system of claim 7, wherein the multi-variable quadratic linear equation comprises a three variable quadratic linear equation. | 9. The vehicular driving assist system of claim 1, wherein the trained traffic prediction model is trained with weight least square fitting using an orthogonal-triangular decomposition algorithm. | 10. The vehicular driving assist system of claim 1, wherein the ECU, responsive to determining the predicted traffic value, determines the traffic jam probability for each traffic lane of the road ahead of the equipped vehicle based on the predicted traffic value and the respective traffic attributes. | 11. The vehicular driving assist system of claim 10, wherein the ECU, responsive to determining the traffic jam probability for each traffic lane ahead of the equipped vehicle, determines an overall traffic jam probability for the road ahead of the equipped vehicle. | 12. The vehicular driving assist system of claim 11, wherein the ECU determines the overall traffic jam probability from an average traffic jam probability of each traffic lane of the road. | 13. The vehicular driving assist system of claim 10, wherein the ECU determines the traffic jam probability for each traffic lane based at least in part on (i) a vehicle-to-vehicle communication from another vehicle forward of the equipped vehicle or (ii) a vehicle-to-infrastructure communication from infrastructure forward of the equipped vehicle. | 14. The vehicular driving assist system of claim 10, comprising determining which traffic lane has the lowest traffic jam probability and generating an output based on the determined lowest traffic jam probability. | 15. The vehicular driving assist system of claim 14, wherein generating the output comprises maneuvering, via an autonomous vehicle control of the equipped vehicle, the equipped vehicle into the traffic lane with the determined lowest traffic jam probability. | 16. The vehicular driving assist system of claim 1, wherein the at least one sensor comprises at least one forward viewing camera. | 17. The vehicular driving assist system of claim 1, wherein the at least one sensor comprises at least one forward sensing radar sensor. | 18. The vehicular driving assist system of claim 1, wherein the at least one sensor comprises at least one forward sensing lidar sensor. | 19. The vehicular driving assist system of claim 1, wherein the ECU determines the traffic jam probability for each traffic lane based on the predicted traffic value, the respective traffic attributes, and a traffic normalized longitudinal distance. | 20. A vehicular driving assist system, the vehicular driving assist system comprising: at least one sensor disposed at a vehicle equipped with the vehicular driving assist system, wherein the at least one sensor comprises at least one camera, and wherein the at least one sensor has a field of sensing exterior and at least forward of the equipped vehicle, the at least one sensor capturing sensor data; an electronic control unit (ECU) comprising electronic circuitry and associated software; wherein the electronic circuitry of the ECU comprises a data processor for processing sensor data captured by the at least one sensor to detect presence of objects in the field of sensing of the at least one sensor; wherein the ECU, responsive to processing by the data processor at the control of sensor data captured by the at least one sensor, determines traffic attributes for each traffic lane of a plurality of traffic lanes forward of the equipped vehicle on a road along which the equipped vehicle is travelling; wherein the traffic attributes comprise at least two selected from the group consisting of (i) traffic density, (ii) traffic flow rate, (iii) traffic collective velocity and (iv) traffic normalized longitudinal distance; wherein the ECU, responsive to determining the traffic attributes, determines a predicted traffic value based on (i) the traffic attributes and (ii) an output from a trained traffic prediction model; and wherein the ECU, responsive to determining the predicted traffic value, determines a traffic jam probability for each traffic lane of the road ahead of the equipped vehicle based on the predicted traffic value and the respective traffic attributes. | 21. The vehicular driving assist system of claim 20, wherein the at least one sensor further comprises at least one radar sensor. | 22. The vehicular driving assist system of claim 20, wherein the ECU, responsive to determining the traffic jam probability for each traffic lane ahead of the equipped vehicle, determines an overall traffic jam probability for the road ahead of the equipped vehicle. | 23. The vehicular driving assist system of claim 20, wherein the ECU determines the traffic jam probability for each traffic lane based at least in part on (i) a vehicle-to-vehicle communication from another vehicle forward of the equipped vehicle or (ii) a vehicle-to-infrastructure communication from infrastructure forward of the equipped vehicle. | 24. The vehicular driving assist system of claim 20, comprising determining which traffic lane has the lowest traffic jam probability and generating an output based on the determined lowest traffic jam probability. | 25. The vehicular driving assist system of claim 24, wherein generating the output comprises maneuvering, via an autonomous vehicle control of the equipped vehicle, the equipped vehicle into the traffic lane with the determined lowest traffic jam probability. | 26. A vehicular driving assist system, the vehicular driving assist system comprising: at least one sensor disposed at a vehicle equipped with the vehicular driving assist system, wherein the at least one sensor comprises at least one selected from the group consisting of (i) at least one lidar sensor and (ii) at least one radar sensor, and wherein the at least one sensor has a field of sensing exterior and at least forward of the equipped vehicle, the at least one sensor capturing sensor data; an electronic control unit (ECU) comprising electronic circuitry and associated software; wherein the electronic circuitry of the ECU comprises a data processor for processing sensor data captured by the at least one sensor to detect presence of objects in the field of sensing of the at least one sensor; wherein the ECU, responsive to processing by the data processor at the control of sensor data captured by the at least one sensor, determines traffic attributes for each traffic lane of a plurality of traffic lanes forward of the equipped vehicle on a road along which the equipped vehicle is travelling; wherein the traffic attributes comprise at least two selected from the group consisting of (i) traffic density, (ii) traffic flow rate, (iii) traffic collective velocity and (iv) traffic normalized longitudinal distance; wherein the ECU, responsive to determining the traffic attributes, determines a predicted traffic value based on (i) the traffic attributes and (ii) an output from a trained traffic prediction model; and wherein the ECU, responsive to determining the predicted traffic value, determines a traffic jam probability for each traffic lane of the road ahead of the equipped vehicle based on the predicted traffic value and the respective traffic attributes. | 27. The vehicular driving assist system of claim 26, wherein the at least one sensor comprises at least one radar sensor. | 28. The vehicular driving assist system of claim 26, wherein the at least one sensor comprises at least one lidar sensor. | 29. The vehicular driving assist system of claim 26, wherein the at least one sensor further comprises at least one camera. | 30. The vehicular driving assist system of claim 26, wherein the ECU, responsive to determining the traffic jam probability for each traffic lane ahead of the equipped vehicle, determines an overall traffic jam probability for the road ahead of the equipped vehicle. | 31. The vehicular driving assist system of claim 26, wherein the ECU determines the traffic jam probability for each traffic lane based at least in part on (i) a vehicle-to-vehicle communication from another vehicle forward of the equipped vehicle or (ii) a vehicle-to-infrastructure communication from infrastructure forward of the equipped vehicle. | 32. The vehicular driving assist system of claim 26, comprising determining which traffic lane has the lowest traffic jam probability and generating an output based on the determined lowest traffic jam probability. | 33. The vehicular driving assist system of claim 32, wherein generating the output comprises maneuvering, via an autonomous vehicle control of the equipped vehicle, the equipped vehicle into the traffic lane with the determined lowest traffic jam probability.

The system has an electronic circuitry of the ECU (18) which comprises a data processor for processing sensor data captured by a sensor to detect presence of objects in the field of sensing of sensor. The ECU determines traffic attributes for traffic lane of traffic lanes forward of the equipped vehicle on a road along which the equipped vehicle is travelling responsive to processing by the data processor at the control of sensor data captured by the sensor. The ECU determines a traffic jam probability for the traffic lane of the road ahead of the equipped vehicle based on the predicted traffic value and the respective traffic attributes responsive to determining the predicted traffic value. Vehicular driving assist system. The system is robust in a variety of traffic scenarios such as variable speed between host and target vehicles, variable distance between host and target vehicles, variable number of target vehicles, and number of lanes. The display of the detected object or vehicle is enhanced. The driver's awareness of the detected object or vehicle or hazardous condition can be enhanced during a driving maneuver of the equipped vehicle. The drawing shows a plan view of a vehicle with a vision system that incorporates cameras.10Vehicle 12Vision system 14Forward viewing camera 16Display device 18ECU

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Vehicle monitoring systemA vehicle monitoring system includes a central processor operable to receive data from multiple vehicles, with each of the multiple vehicles being equipped with a plurality of vision sensors, a plurality of non-vision sensors, and an ECU. The central processor is operable to wirelessly receive, from each of the multiple vehicles, vehicle data and environment data. Responsive to vehicle data and environment data received from the multiple vehicles, the central processor determines if one or more of the vehicles is at or approaching a hazardous condition. Responsive to the determination that one or more of the vehicles is a threatened vehicle at a potentially hazardous condition, the central monitoring system at least one of (i) actuates an alert of the threatened vehicle to alert a driver of that vehicle of the determined hazardous condition and (ii) controls a vehicle system of the threatened vehicle to mitigate the determined hazardous condition.The invention claimed is: | 1. A vehicle monitoring system, said vehicle monitoring system comprising: a central processor operable to receive data wirelessly communicated to said central processor from multiple vehicles, wherein said central processor is not part of any vehicle of the multiple vehicles; wherein each of the multiple vehicles is equipped with a plurality of vision sensors and a plurality of non-vision sensors; wherein said plurality of vision sensors comprises (i) at least one forward viewing camera, (ii) at least one sideward viewing camera and (iii) at least one rearward viewing camera; wherein said plurality of non-vision sensors comprises at least one of (a) a radar sensor and (b) a LIDAR sensor; wherein each of the multiple vehicles is equipped with an electronics control unit (ECU); wherein image data captured by said plurality of vision sensors of each of the multiple vehicles is provided to the ECU of the respective one of the multiple vehicles; wherein sensor data sensed by said plurality of non-vision sensors of each of the multiple vehicles is provided to the ECU of the respective one of the multiple vehicles; wherein image data and sensor data provided to the ECU of each of the multiple vehicles is processed at that ECU to detect and classify objects external to the respective one of the multiple vehicles; wherein the respective ECU wirelessly communicates (i) vehicle data indicative of operation of the respective one of the multiple vehicles and (ii) environment data indicative of the environment in which the respective one of the multiple vehicles is traveling; wherein said central processor is operable to wirelessly receive, from each of the multiple vehicles, the respective vehicle data indicative of operation of the respective one of the multiple vehicles and the respective environment data indicative of the environment in which the respective one of the multiple vehicles is operating; wherein, responsive to vehicle data and environment data wirelessly received at said central processor from the multiple vehicles, said central processor determines if one or more of the multiple vehicles is at or approaching a hazardous condition; and wherein, responsive to the determination that one or more of the multiple vehicles is a threatened vehicle at a potentially hazardous condition, said central monitoring system at least one of (i) actuates an alert of the threatened vehicle to alert a driver of the threatened vehicle of the determined hazardous condition and (ii) controls a vehicle system of the threatened vehicle to mitigate the determined hazardous condition. | 2. The vehicle monitoring system of claim 1, wherein at least some of the multiple vehicles are equipped with a GPS-enabled e-Horizon. | 3. The vehicle monitoring system of claim 2, wherein each of the multiple vehicles is a semi-autonomous vehicle. | 4. The vehicle monitoring system of claim 2, wherein the GPS-enabled e-Horizon of the respective vehicle provides to the respective vehicle environment data related to at least one of (i) a speed limit, (ii) an exit ramp location, (iii) an entry ramp location, (iv) road curvature information and (v) lanes. | 5. The vehicle monitoring system of claim 1, wherein, responsive to the determination that one or more of the multiple vehicles is a threatened vehicle at a potentially hazardous condition, said central monitoring system actuates an alert of the threatened vehicle to alert a driver of the threatened vehicle of the determined hazardous condition. | 6. The vehicle monitoring system of claim 1, wherein, responsive to the determination that one or more of the multiple vehicles is a threatened vehicle at a potentially hazardous condition, said central monitoring system controls a vehicle system of the threatened vehicle to mitigate the determined hazardous condition. | 7. The vehicle monitoring system of claim 6, wherein said vehicle system comprises at least one of (i) a brake system, (ii) a steering system, (iii) a torque control and (iv) a collision avoidance system. | 8. The vehicle monitoring system of claim 1, wherein the environment data comprises at least one of (i) map information, (ii) traffic information and (iii) weather condition information. | 9. The vehicle monitoring system of claim 1, wherein the vehicle data comprises at least one of (i) vehicle longitudinal velocity, (ii) vehicle lateral velocity, (iii) vehicle longitudinal acceleration, (iv) vehicle lateral acceleration and (v) actuation of a turn signal indicator of the respective vehicle. | 10. The vehicle monitoring system of claim 1, wherein each of the multiple vehicles includes a vehicle-to-infrastructure communication system that is operable to communicate data to said central processor. | 11. The vehicle monitoring system of claim 1, wherein at least one of the multiple vehicles comprises a semi-autonomous vehicle. | 12. The vehicle monitoring system of claim 11, wherein, responsive to a determination that the semi-autonomous vehicle is a threatened vehicle at a potentially hazardous condition, said central monitoring system controls at least one vehicle system of the semi-autonomous threatened vehicle to mitigate the determined hazardous condition. | 13. A vehicle monitoring system, said vehicle monitoring system comprising: a central processor operable to receive data wirelessly communicated to said central processor from multiple vehicles, wherein said central processor is not part of any vehicle of the multiple vehicles; wherein each of the multiple vehicles is equipped with a plurality of vision sensors and a plurality of non-vision sensors; wherein said plurality of vision sensors of each of the multiple vehicles comprises (i) at least one forward viewing camera viewing exterior the respective one of the multiple vehicles through a windshield of that vehicle, (ii) at least one sideward viewing camera mounted at a left side portion of the respective one of the multiple vehicles and at least one sideward viewing camera mounted at a right side portion of the respective one of the multiple vehicles and (iii) at least one rearward viewing camera mounted at a rear portion of the respective one of the multiple vehicles; wherein said plurality of non-vision sensors of each of the multiple vehicles comprises at least (a) a radar sensor mounted at a left side portion of the respective one of the multiple vehicles, (b) a radar sensor mounted at a right side portion of the respective one of the multiple vehicles and (c) a radar sensor mounted at a front portion of the respective one of the multiple vehicles; wherein each of the multiple vehicles is equipped with an electronics control unit (ECU); wherein image data captured by said plurality of vision sensors of each of the multiple vehicles is provided to the ECU of the respective one of the multiple vehicles; wherein sensor data sensed by said plurality of non-vision sensors of each of the multiple vehicles is provided to the ECU of the respective one of the multiple vehicles; wherein image data and sensor data provided to the ECU of each of the multiple vehicles is processed at that ECU to detect and classify objects external to the respective one of the multiple vehicles; wherein the respective ECU wirelessly communicates (i) vehicle data indicative of operation of the respective one of the multiple vehicles and (ii) environment data indicative of the environment in which the respective one of the multiple vehicles is traveling; wherein said central processor is operable to wirelessly receive, from each of the multiple vehicles, the respective vehicle data indicative of operation of the respective one of the multiple vehicles and the respective environment data indicative of the environment in which the respective one of the multiple vehicles is operating; wherein, responsive to vehicle data and environment data wirelessly received at said central processor from the multiple vehicles, said central processor determines if one or more of the multiple vehicles is at or approaching a hazardous condition; wherein the environment data comprises at least one of (i) map information, (ii) traffic information and (iii) weather condition information; and wherein the vehicle data comprises at least one of (i) vehicle longitudinal velocity, (ii) vehicle lateral velocity, (iii) vehicle longitudinal acceleration, (iv) vehicle lateral acceleration and (v) actuation of a turn signal indicator of the respective vehicle. | 14. The vehicle monitoring system of claim 13, wherein, responsive to the determination that one or more of the multiple vehicles is a threatened vehicle at a potentially hazardous condition, said central monitoring system actuates an alert of the threatened vehicle to alert a driver of the threatened vehicle of the determined hazardous condition. | 15. The vehicle monitoring system of claim 13, wherein, responsive to the determination that one or more of the multiple vehicles is a threatened vehicle at a potentially hazardous condition, said central monitoring system controls a vehicle system of the threatened vehicle to mitigate the determined hazardous condition. | 16. The vehicle monitoring system of claim 15, wherein said vehicle system comprises at least one of (i) a brake system, (ii) a steering system, (iii) a torque control and (iv) a collision avoidance system. | 17. The vehicle monitoring system of claim 13, wherein each of the multiple vehicles includes a vehicle-to-infrastructure communication system that is operable to communicate data to said central processor and wherein at least one of the multiple vehicles comprises a semi-autonomous vehicle. | 18. The vehicle monitoring system of claim 13, wherein at least some of the multiple vehicles are equipped with a GPS-enabled e-Horizon, and wherein the GPS-enabled e-Horizon of the respective vehicle provides to the respective vehicle environment data related to at least one of (i) a speed limit, (ii) an exit ramp location, (iii) an entry ramp location, (iv) road curvature information and (v) lanes. | 19. A vehicle monitoring system, said vehicle monitoring system comprising: a central processor operable to receive data wirelessly communicated to said central processor from multiple vehicles, wherein said central processor is not part of any vehicle of the multiple vehicles; wherein each of the multiple vehicles is equipped with a plurality of vision sensors and a plurality of non-vision sensors; wherein said plurality of vision sensors of each of the multiple vehicles comprises (i) at least one forward viewing camera viewing exterior the respective one of the multiple vehicles through a windshield of that vehicle, (ii) at least one sideward viewing camera mounted at a left side portion of the respective one of the multiple vehicles and at least one sideward viewing camera mounted at a right side portion of the respective one of the multiple vehicles and (iii) at least one rearward viewing camera mounted at a rear portion of the respective one of the multiple vehicles; wherein said plurality of non-vision sensors of each of the multiple vehicles comprises at least (a) a radar sensor mounted at a left side portion of the respective one of the multiple vehicles, (b) a radar sensor mounted at a right side portion of the respective one of the multiple vehicles and (c) a radar sensor mounted at a front portion of the respective one of the multiple vehicles; wherein at least some of the multiple vehicles are equipped with a GPS-enabled e-Horizon; wherein each of the multiple vehicles is equipped with an electronics control unit (ECU); wherein image data captured by said plurality of vision sensors of each of the multiple vehicles is provided to the ECU of the respective one of the multiple vehicles; wherein sensor data sensed by said plurality of non-vision sensors of each of the multiple vehicles is provided to the ECU of the respective one of the multiple vehicles; wherein image data and sensor data provided to the ECU of each of the multiple vehicles is processed at that ECU to detect and classify objects external to the respective one of the multiple vehicles; wherein the respective ECU wirelessly communicates (i) vehicle data indicative of operation of the respective one of the multiple vehicles and (ii) environment data indicative of the environment in which the respective one of the multiple vehicles is traveling; wherein said central processor is operable to wirelessly receive, from each of the multiple vehicles, the respective vehicle data indicative of operation of the respective one of the multiple vehicles and the respective environment data indicative of the environment in which the respective one of the multiple vehicles is operating; wherein, responsive to vehicle data and environment data wirelessly received at said central processor from the multiple vehicles, said central processor determines if one or more of the multiple vehicles is at or approaching a hazardous condition; wherein the environment data comprises at least one of (i) map information, (ii) traffic information and (iii) weather condition information; and wherein the vehicle data comprises at least one of (i) vehicle longitudinal velocity, (ii) vehicle lateral velocity, (iii) vehicle longitudinal acceleration, (iv) vehicle lateral acceleration and (v) actuation of a turn signal indicator of the respective vehicle. | 20. The vehicle monitoring system of claim 19, wherein said plurality of non-vision sensors comprises a LIDAR sensor. | 21. The vehicle monitoring system of claim 20, wherein, responsive to the determination that one or more of the multiple vehicles is a threatened vehicle at a potentially hazardous condition, said central monitoring system actuates an alert of the threatened vehicle to alert a driver of the threatened vehicle of the determined hazardous condition. | 22. The vehicle monitoring system of claim 20, wherein, responsive to the determination that one or more of the multiple vehicles is a threatened vehicle at a potentially hazardous condition, said central monitoring system controls a vehicle system of the threatened vehicle to mitigate the determined hazardous condition. | 23. The vehicle monitoring system of claim 22, wherein said vehicle system comprises at least one of (i) a brake system, (ii) a steering system, (iii) a torque control and (iv) a collision avoidance system. | 24. The vehicle monitoring system of claim 20, wherein each of the multiple vehicles includes a vehicle-to-infrastructure communication system that is operable to communicate data to said central processor and wherein at least one of the multiple vehicles comprises a semi-autonomous vehicle. | 25. The vehicle monitoring system of claim 20, wherein the GPS-enabled e-Horizon of the respective vehicle provides to the respective vehicle environment data related to at least one of (i) a speed limit, (ii) an exit ramp location, (iii) an entry ramp location, (iv) road curvature information and (v) lanes.

The vehicle monitoring system comprises a central processor that is operable to receive data from multiple vehicles. Multiple vehicles are equipped with multiple vision sensors and multiple non-vision sensors. Multiple vision sensors are provided with a forward viewing camera, a sideward viewing camera and a rearward viewing camera. A vehicle is equipped with an electronics control unit. Multiple vehicles are equipped with a Global positioning system. The vehicle is a semi-autonomous vehicle. Vehicle monitoring system. The vehicle monitoring system comprises a central processor that is operable to receive data from multiple vehicles, and thus improves the availability of the vehicle monitoring system. The drawing shows a schematic view of a vehicle.

Please summarize the input

VEHICLE-TO-INFRASTRUCTURE COMMUNICATIONIn one embodiment, a method includes receiving a portion of a data offload from a radar antenna of a first vehicle. The data offload includes data packets that each include a sequence number and a total number of data packets in the data offload. The method includes generating a data packet log, storing in the data packet log the sequence number of each received data packet, determining that one or more sequence numbers are missing from the data packet log, and sending to the radar antenna, a communication signal that includes an acknowledgement and the sequence numbers that are missing from the data packet log. The method also includes determining that one or more data packets of the data offload include a location of an object in an environment surrounding the first vehicle, and sending the location of the object to a second radar antenna of a second vehicle.CLAIMS | 1. A method comprising: receiving, by a computing device, a portion of a data offload from a first radar antenna of a vehicle, wherein the data offload comprises a plurality of data packets that each comprise a sequence number and a total number of data packets in the data offload; generating, by the computing device, a data packet log; storing, by the computing device, in the data packet log, the sequence number of each received data packet; determining, by the computing device, that one or more sequence numbers are missing from the data packet log; providing, by the computing device, instructions to a second radar antenna for sending a communication signal to the first radar antenna that comprises: an acknowledgement; and the one or more sequence numbers that are missing from the data packet log; and receiving, by the computing device, a second portion of the data offload from the first radar antenna, wherein the second portion of the data offload comprises one or more data packets that correspond to the one or more sequence numbers, respectively, that are missing from the data packet log. | 2. The method of Claim 1, wherein the method further comprises: determining that one or more data packets of the data offload comprise a classification of an object in the environment, and sending the classification of the object to a third radar antenna. | 3. The method of Claim 1, further comprising determining, from the portion of the data offload, a location of the vehicle. | 4. The method of Claim 1, wherein the data packet log is of a size equal to the total number of data packets in the data offload. | 5. The method of Claim 1, further comprising sending the received data packets to a management system, wherein the received data packets are sent in an order corresponding to their respective sequence numbers. | 6. The method of Claim 1, wherein the vehicle is an autonomous vehicle. | 7. The method of Claim 1, further comprising: determining, based on one or more data packets of the data offload, a location of an object in an environment surrounding the vehicle; and sending the location of the object to a third radar antenna. | 8. A system comprising: one or more processors; and one or more computer-readable non-transitory storage media coupled to one or more of the processors and comprising instructions operable when executed by one or more of the processors to cause the system to: receive, by a computing device, a portion of a data offload from a first radar antenna of a vehicle, wherein the data offload comprises a plurality of data packets that each comprise a sequence number and a total number of data packets in the data offload; generate, by the computing device, a data packet log; store, by the computing device, in the data packet log, the sequence number of each received data packet; determine, by the computing device, that one or more sequence numbers are missing from the data packet log; provide, by the computing device, instructions to a second radar antenna for sending a communication signal to the first radar antenna that comprises: an acknowledgement; and the one or more sequence numbers that are missing from the data packet log; and receive, by the computing device, a second portion of the data offload from the first radar antenna, wherein the second portion of the data offload comprises one or more data packets that correspond to the one or more sequence numbers, respectively, that are missing from the data packet log. | 9. The system of Claim 8, wherein the instructions are further operable when executed by one or more of the processors to cause the system to: determine that one or more data packets of the data offload comprise a classification of an object in the environment, and send the classification of the object to a third radar antenna. | 10. The system of Claim 8, wherein the instructions are further operable when executed by one or more of the processors to cause the system to determine, from the portion of the data offload, a location of the vehicle. | 11. The system of Claim 8, wherein the data packet log is of a size equal to the total number of data packets in the data offload. | 12. The system of Claim 8, wherein the instructions are further operable when executed by one or more of the processors to cause the system to send the received data packets to a management system, wherein the received data packets are sent in an order corresponding to their respective sequence numbers. | 13. The system of Claim 8, wherein the vehicle is an autonomous vehicle. | 14. The system of Claim 8, wherein the instructions are further operable when executed by one or more of the processors to cause the system to: determine, based on one or more data packets of the data offload, a location of an object in an environment surrounding the vehicle; and send the location of the object to a third radar antenna. | 15. One or more computer-readable non-transitory storage media embodying software that is operable when executed to: receive, by a computing device, a portion of a data offload from a first radar antenna of a vehicle, wherein the data offload comprises a plurality of data packets that each comprise a sequence number and a total number of data packets in the data offload; generate, by the computing device, a data packet log; store, by the computing device, in the data packet log, the sequence number of each received data packet; determine, by the computing device, that one or more sequence numbers are missing from the data packet log; provide, by the computing device, instructions to a second radar antenna for sending a communication signal to the first radar antenna that comprises: an acknowledgement; and the one or more sequence numbers that are missing from the data packet log; and receive, by the computing device, a second portion of the data offload from the first radar antenna, wherein the second portion of the data offload comprises one or more data packets that correspond to the one or more sequence numbers, respectively, that are missing from the data packet log. | 16. The media of Claim 15, wherein the software is further operable when executed to: determine that one or more data packets of the data offload comprise a classification of an object in the environment, and send the classification of the object to a third radar antenna. | 17. The media of Claim 15, wherein the software is further operable when executed to determine, from the portion of the data offload, a location of the vehicle. | 18. The media of Claim 15, wherein the data packet log is of a size equal to the total number of data packets in the data offload. | 19. The media of Claim 15, wherein the software is further operable when executed to send the received data packets to a management system, wherein the received data packets are sent in an order corresponding to their respective sequence numbers. | 20. The media of Claim 15, wherein the vehicle is an autonomous vehicle. | 21. The media of Claim 17, wherein the software is further operable when executed to: determine, based on one or more data packets of the data offload, a location of an object in an environment surrounding the vehicle; and send the location of the object to a third radar antenna.

The method involves receiving (810) a portion of a data offload from a first radar antenna of a vehicle by a computing device. The data offload has multiple data packets that each comprises a sequence number and a total number of data packets in the data offload. A data packet log is generated by the computing device. The sequence number of each received data packet is stored (840) in the data packet log. The instructions are provided to a second radar antenna for sending a communication signal to the first radar antenna. A second portion of the data offload is received from the first radar antenna. The second portion of the data offload has data packets correspond to the sequence numbers that are missing from the data packet log. INDEPENDENT CLAIMS are included for the following:a system for communication between radar antenna of vehicle and base station antenna installed in infrastructure; anda computer-readable non-transitory storage media storing program for communication between radar antenna of vehicle and base station antenna installed in infrastructure. Method for communication between radar antenna of vehicle and base station antenna installed in infrastructure. The accuracy of the localization is improved. The drawing shows flowchart illustrating a method for communication between radar antenna of vehicle and base station antenna installed in infrastructure. 810Step for receiving data820Step for determining whether data is numbered830Step for sending acknowledgement signal to radar antenna840Step for storing sequence number850Step for determining whether data is complete

Please summarize the input

Concerted autonomous vehicle collision avoidanceA method for providing coordinated steering and braking of a plurality vehicles traveling in a platoon in response to detecting an obstruction in front of the platoon. The method includes detecting the obstruction by at least one of the vehicles in a front row of the platoon and coordinating and verifying between the vehicles in the front row that the obstruction is in front of the platoon. The method also includes broadcasting a message from one of the vehicles in the front row to the other vehicles in the platoon behind the front row that a coordinated braking and steering operation will occur to prevent a collision with the obstruction. The method then causes the vehicles in each row to steer to a breach position and causes the vehicles to brake so that all of the vehicles stop at the sides of the lanes.What is claimed is: | 1. A method for steering and braking a plurality vehicles traveling in a platoon in response to detecting an obstruction in front of the platoon, where the vehicles are equipped with V2V communications, said method comprising: causing the vehicles to travel in a platoon configuration where the vehicles are arranged so that at least two vehicles travel in parallel travel lanes as a row, where there is a plurality of rows of vehicles and where vehicles traveling in a particular travel lane travel right behind each other, wherein the size of the platoon is small enough so that any message transmitted by one vehicle in the platoon will be directly received by all of the vehicles in the platoon; detecting the obstruction by at least one of the vehicles in a front row of the platoon; coordinating and verifying between the vehicles in the front row that the obstruction is in front of the platoon, wherein detecting the obstruction and coordinating and verifying between the vehicles in the front row includes detecting the obstruction by a leftmost vehicle in the front row, generating an obstruction data packet that includes obstruction data that is transmitted to a receiving vehicle to its right in the front row, appending a signature of the receiving vehicle onto the data packet, and transmitting the data packet to the vehicle to its right towards the end of the row that appends its signature to the data packet, and wherein the obstruction data includes a temperature of the obstruction; broadcasting a message from one of the vehicles in the front row to the other vehicles in the platoon behind the front row that a coordinated braking and steering operation will occur to prevent a collision with the obstruction; causing the vehicles in each row to steer in one direction to one side of the travel lane the vehicle is in such that the vehicles in alternating rows steer in opposite directions to an opposite side of the travel lane the vehicle is in so that the vehicles in the alternating rows proceed to opposite sides of the travel lane from each other and not directly behind each other; and causing the vehicles to brake so that all of the vehicles stop at the sides of the lanes. | 2. The method according to claim 1 wherein the obstruction data includes a current timestamp, distance to the obstruction and an angle of the obstruction. | 3. The method according to claim 1 wherein the obstruction data includes whether the obstruction is carrying hazardous materials. | 4. The method according to claim 1 wherein causing the vehicles to brake includes first braking the vehicles in a last row of the platoon, then braking the vehicles in a next to last row of the platoon and braking the vehicles in the front row. | 5. The method according to claim 1 wherein causing the vehicles to brake includes braking all of the vehicles simultaneously. | 6. The method according to claim 1 wherein causing the vehicles to brake includes causing the vehicles to brake at the same time they are being steered. | 7. The method according to claim 1 wherein the number of travel lanes is three travel lanes. | 8. The method according to claim 1 further comprising positioning the vehicles in a particular row based on a size of the vehicle. | 9. A method for steering and braking a plurality vehicles traveling in a platoon in response to detecting an obstruction in front of the platoon, where the vehicles are equipped with V2V communications and where the vehicles are travelling along a three-lane roadway, said method comprising: causing the vehicles to travel in a platoon configuration where the vehicles are arranged so that three vehicles travel in the lanes in a plurality of rows, where vehicles traveling in a particular travel lane travel right behind each other, wherein the size of the platoon is small enough so that any message transmitted by one vehicle in the platoon will be directly received by all of the vehicles in the platoon; detecting the obstruction by a vehicle in a front row travelling in a leftmost lane, generating an obstruction data packet that includes obstruction data that is transmitted to a vehicle travelling in a center lane in the front row, appending a signature of the vehicle travelling in the center lane onto the data packet, and transmitting the data packet to a vehicle travelling in a rightmost lane in the front row that appends its signature to the data packet, wherein the obstruction data includes a temperature of the obstruction; broadcasting a message including the obstruction data packet from the vehicle travelling in the rightmost lane in the front row to the other vehicles in the platoon behind the front row that a coordinated braking and steering operation will occur to prevent a collision with the obstruction; causing the vehicles in each row to steer in one direction to one side of the travel lane the vehicle is in such that the vehicles in alternating rows steer in opposite directions to an opposite side of the travel lane the vehicle is in so that the vehicles in the alternating rows proceed to opposite sides of the travel lane from each other and not directly behind each other in a breach position; and causing the vehicles to brake at the same time they are being steered so that all of the vehicles stop at the sides of the lanes. | 10. The method according to claim 9 wherein the obstruction data includes a current timestamp, distance to the obstruction and an angle of the obstruction. | 11. The method according to claim 9 wherein the obstruction data includes whether the obstruction is carrying hazardous materials. | 12. The method according to claim 9 wherein causing the vehicles to brake includes first braking the vehicles in a last row of the platoon, then braking the vehicles in a next to last row of the platoon and braking the vehicles in the front row. | 13. The method according to claim 9 wherein causing the vehicles to brake includes braking all of the vehicles simultaneously. | 14. A system for steering and braking a plurality vehicles traveling in a platoon in response to detecting an obstruction in front of the platoon, where the vehicles are equipped with V2V communications, said system comprising: means for causing the vehicles to travel in a platoon configuration where the vehicles are arranged so that at least two vehicles travel in parallel travel lanes as a row, where there is a plurality of rows of vehicles and where vehicles traveling in a particular travel lane travel right behind each other, wherein the size of the platoon is small enough so that any message transmitted by one vehicle in the platoon will be directly received by all of the vehicles in the platoon; means for detecting the obstruction by at least one of the vehicles in a front row of the platoon; means for coordinating and verifying between the vehicles in the front row that the obstruction is in front of the platoon, wherein the means for detecting the obstruction and the means for coordinating and verifying between the vehicles in the front row detect the obstruction by a leftmost vehicle in the front row, generate an obstruction data packet that includes obstruction data that is transmitted to a receiving vehicle to its right in the front row, append a signature of the receiving vehicle onto the data packet, and transmit the data packet to the vehicle to its right towards the end of the row that appends its signature to the data packet, wherein the obstruction data includes a temperature of the obstruction; means for broadcasting a message from one of the vehicles in the front row to the other vehicles in the platoon behind the front row that a coordinated braking and steering operation will occur to prevent a collision with the obstruction; means for causing the vehicles in each row to steer in one direction to one side of the travel lane the vehicle is in such that the vehicles in alternating rows steer in opposite directions to an opposite side of the travel lane the vehicle is in so that the vehicles in the alternating rows proceed to opposite sides of the travel lane from each other and not directly behind each other; and means for causing the vehicles to brake so that all of the vehicles stop at the sides of the lanes. | 15. The system according to claim 14 wherein the means for causing the vehicles to brake first brakes the vehicles in a last row of the platoon, then brakes the vehicles in a next to last row of the platoon and braking the vehicles in the front row.

The steering and braking method involves causing the vehicles to travel in a normal platoon configuration, and detecting (54) the obstruction by the vehicles in a front row of the platoon. A message from the vehicle in the front row is broadcasted to the other vehicles in the platoon behind the front row that a coordinated braking and steering operation occurs to prevent a collision with the obstruction, and caused the vehicles in each row to steer in one direction to one side of the travel lane. The vehicles are caused to brake so that all of the vehicles stop at the sides of the lanes. The vehicles are positioned in a particular row based on the size. An INDEPENDENT CLAIM is included for:(a) a system for steering and braking multiple vehicles traveling in a platoon in response to detecting an obstruction in front of the platoon. Method for steering and braking multiple vehicles traveling in a platoon in response to detecting an obstruction in front of the platoon. The successive braking ensures the vehicles decelerate in a manner that maintains their back-to-front spacing, and decreases the overall possibility of rear-end and front-end collisions. The drawing shows a flowchart of a steering and braking method.54Detecting obstruction 56Sending message initiating steering and braking sequence 58Receiving message initiating steering and braking sequence 60Steering vehicles to breach position 62Braking the vehicles

Please summarize the input

Mirror pod environmental sensor arrangement for autonomous vehicle enabling lane change decisionsAn approach to arrange sensors needed for automated driving, especially where semitrailer trucks are operating in an autonomous convoy with one automated or semi-automated truck following another. The sensors are fitted to a location adjacent to or within the exterior rearview mirrors, on each of the left- and right-hand side of the tractor. The sensors provide overlapping fields of view looking forward of the vehicle and to both the left and right hand sides at the same time.The invention claimed is: | 1. An apparatus comprising: a pair of assemblies, each comprising a plurality of perception sensors, the assemblies mounted to an exterior of a truck, wherein each assembly is further configured such that: a. a first assembly is located on a left side of the exterior of the truck and a second assembly is located on a right side of the exterior of the truck; b. the first and second assemblies are disposed in a location that is outboard of a respective left side or right side of the exterior of the truck; c. at least some of the perception sensors in each assembly further comprise a forward facing sensor and a rearward facing sensor, and wherein the forward facing sensor and rearward facing sensor have at least one region of overlapping field of view along a least one side of the truck; d. the perception sensors are further disposed such that (i) lane markings adjacent to the truck, and (ii) lane markings adjacent nearby a companion truck are each within a field of view of at least one perception sensor; and e. the perception sensors are also further disposed such that any adjacent nearby vehicles, objects and/or navigational landmarks that are forward, behind or to the side of the truck are within a field of view of at least one perception sensor; and a control computer, configured for receiving information from a companion truck regarding a desired lane change; and sending information to the companion truck to veto the desired lane change. | 2. The apparatus of claim 1 wherein the control computer is further configured for communicating information to the companion truck regarding objects detected to either side of either the truck or the companion truck. | 3. The apparatus of claim 1 wherein the perception sensors are one or more of LiDAR, camera, radar, or sonar sensors. | 4. The apparatus of claim 1 wherein each assembly is further disposed within or adjacent to a respective left side or right side mirror housing. | 5. The apparatus of claim 1 wherein the control computer is additionally for processing outputs of one or more perception sensors to detect whether the companion truck is staying in or departing from its respective lane. | 6. The apparatus of claim 1 wherein two or more perception sensors in each assembly are mounted such that one sensor is at least partially vertically aligned with another sensor. | 7. The apparatus of claim 4 wherein one or more of the perception sensors are arranged to minimize occlusion by respective exterior body components of the truck. | 8. The apparatus of claim 1 wherein controlling lane center offset of the truck is further coordinated with information received from the companion truck. | 9. The apparatus of claim 1 wherein two or more of the perception sensors on the truck are arranged to detect objects located in blind spots from a perspective of the companion truck. | 10. The apparatus of claim 1 wherein the perception sensors are further arranged within mirror assemblies in a configuration that is specific to a particular model of the truck. | 11. The apparatus of claim 10 wherein cables connecting the perception sensors to the control computer are fed through a mounting arm for the mirror assemblies. | 12. The apparatus of claim 1 wherein the perception sensors include a plurality of lidar sensors that are further arranged such that a union of their fields of view either, as compared to each individual sensor, either (i) reduces occlusion of areas of interest or (ii) increases usable lidar data points around both the truck and the companion truck. | 13. The apparatus of claim 1 wherein data provided by one or more perception sensors detects landmarks adjacent a path of travel that are further utilized by the control computer to determine the lane center offset of the truck. | 14. The apparatus of claim 1 wherein data provided by one or more perception sensors is used by the control computer to estimate and/or control a distance or a change in distance to a companion truck. | 15. The apparatus of claim 14 wherein at least some of the perception sensors are cameras that are further arranged to estimate distance to the companion truck. | 16. The apparatus of claim 4 wherein data from the perception sensors is used by the control computer to detect objects that are located in blind spots of the companion truck. | 17. The apparatus of claim 4 wherein the perception sensor outputs on the truck are further used by the control computer to detect a landmark adjacent the companion truck. | 18. The apparatus of claim 1 wherein an ideal location of lane markings adjacent the truck accommodates an offset from an ideal location of the lane markings adjacent the companion truck. | 19. The apparatus of claim 1 wherein an ideal location of any one of the lane markings includes a time varying offset. | 20. The apparatus of claim 1 wherein the companion truck is located forward of the truck, and wherein the control computer is further for: processing outputs of the sensors to detect lane markings adjacent the truck and to thereby determine a lane center offset of the truck; processing outputs of the sensors to detect lane markings adjacent the companion truck and to thereby determine a lane center offset of the companion truck; and using the determined lane center offset of the truck and the determined lane center offset of the companion truck for further controlling the lane center offset of the truck so as to mimic the lane center offset of the companion truck. | 21. The apparatus of claim 1 wherein at least some of the perception sensors are located on the left side positioned and oriented relative to at least some of the perception sensors located on the right side, so that at least some of the perception sensors on the left side have a substantially different field of view (FOV) than at least some of the perception sensors on the right side. | 22. The apparatus of claim 1 additionally comprising: a vehicle to vehicle (V2V) radio configured for sending and receiving communications between the truck and the companion truck.

The apparatus has perception sensors are located on the left side positioned and oriented relative to some of the perception sensors located on the right side, so that some of the perception sensors on the left side have a different field of view (FOV) than some of the perception sensors on the right side and other of the perception sensors in each assembly comprise a forward facing sensor and a rearward facing sensor that have one region of overlapping field of view along a least one side of the truck. The perceptions sensors are further placed such that lane markings (400) are adjacent to the truck and adjacent nearby vehicles that are forward or behind the truck are within a field of view of the perception sensor. The perception sensors are also further placed such that any adjacent nearby vehicles, objects and/or navigational landmarks that are forward, behind and to the side of the truck within a field of view of the perception sensor. Apparatus for assembling pair of perception sensors used in autonomous vehicles such as autonomous truck (claimed), passenger cars, Sports Utility Vehicles (SUVs), motorcycles or military personnel carrier. The sensor outputs that also provide a downward-looking view of lane markings are enabled to improve the estimates of where the wheels are relative to the travel lane. The reaction time in feedforward control is reduced and accuracy in predictive control is improved. The drawing shows a schematic view of pair of sensors detects lane markings on either side of the truck including any object in a blind spot. 400Lane markings410Sports utility vehicles430Motorcycle

Please summarize the input

An autonomous operation device; a system; a method; and a remote control vehicleDevice, system, and method of autonomous driving and tele-operated vehicles. A vehicular Artificial Intelligence (AI) unit, is configured: to receive inputs from a plurality of vehicular sensors of a vehicle; to locally process within the vehicle at least a first portion of the inputs; to wirelessly transmit via a vehicular wireless transmitter at least a second portion of the inputs to a remote tele-driving processor located externally to the vehicle; to wirelessly receive via a vehicular wireless receiver from the remote tele-driving processor, a remotely-computed processing result that is received from a remote Artificial Intelligence (AI) unit; and to implement a vehicular operating command based on the remotely-computed processing result, via an autonomous driving unit of the vehicle or via a tele-driving unit of the vehicle.|1. In a system provided with a vehicle processor associated with a vehicle artificial intelligence unit, an input is received from a plurality of vehicle sensors of the vehicle, and at least a first part of the input is processed locally in the vehicle. By a vehicle wireless transmitter, at least a second part of the input is transmitted to a remote remote operation processor located outside the vehicle by wireless; and the wireless transmitter is provided with the remote remote operation processor. A vehicle wireless receiver wirelessly receives a remote computation processing result received from a remote node from the remote remote operation processor. On the basis of the remote calculation processing result, (i) an autonomous operation unit of the vehicle, (ii) a remote operation unit of the vehicle, (iii) a vehicle operation processor, (iv) at least one of the vehicle command conversion units, and (iv) a vehicle control command is executed. The self-driving unit of the vehicle is based on a remote control command received from a remote machine-based tele operator; or a human teleoperator; or a remote artificial intelligence processing unit. The system is constituted so as to dynamically correct one or more operation parameters of the vehicle based on the estimated success level of the remote remote control of the vehicle based on the predetermined threshold value level of the successful remote control of the vehicle. | 2. In the system described in claim 1, the vehicle processor associated with the vehicle artificial intelligence unit transfers the vehicle control command to the autonomous operation unit of the vehicle; and then the autonomous operation unit is based on the vehicle control command. The system which steers the said vehicle autonomously. | 3. In the system described in either of the claims 1-2 and in one of the following items, The vehicle processor associated with the vehicle artificial intelligence unit transfers the vehicle control command to a remote operation unit of the vehicle; and then the remote operation unit autonomously controls the vehicle based on the vehicle control command. | 4. This system is described in any one of claims 1 to 3, and further. A vehicle autonomous driving unit is provided, and the vehicle autonomous operation unit is (I) input locally generated by the vehicle artificial intelligence unit in the vehicle, and (II) both of the vehicle control commands received from the remote remote operation processor. The system is comprised so that the vehicle can be controlled autonomously. | 5. The system includes any one of claim 1 to 4, which includes a dynamic encoder which dynamically encodes the second portion of the input to a reduced size expression prior to transmission to the remote remote operation processor. | 6. This system is described in any one of claims 1 to 5. The system is provided with a data sharing determination unit for dynamically determining which part of the input is transmitted to the remote remote operation processor, and which other part of the input is processed locally within the vehicle artificial intelligence unit. | 7. The system includes a data sharing determination unit for transmitting any part of the input to the remote remote operation processor, and for determining dynamically or dynamically processing any other part of the input in the vehicle artificial intelligence unit in the system. The data sharing decision unit operates by putting at least the confidence level of the vehicle artificial intelligence unit in the local calculation processing result calculated locally in the vehicle by the vehicle artificial intelligence unit. | 8. A system described in either of the claims 1 to 7 is provided with a communication channel allocator, and a first set of packets having data from a first vehicle sensor is allocated for wireless transmission by one or more vehicle wireless transmitters of the first set. To provide a system for assigning a second set of packets having data from a second vehicle sensor for wireless transmission by one or more vehicle wireless transmitters of a second set. | 9. In the system described in Claim 8, the communication channel allocator is included in a first set of transmitters included in one or more vehicle transmitters, and the inside of one or more of the vehicle transmitters is included in the second set of transmitters or dynamically determined. | 10. In the system described in Claim 8, the communication channel allocator may include one or more of the vehicle transmitters in the first set of transmitters; and one or more of the vehicle transmitters should be included in the second set of transmitters or dynamically determined. A first set of transmitters and a second set of transmitters include at least one specific transmitter that is common to both of the sets. | 11. This system is described in any one of claims 1 to 10 and is equipped with a communication channel allocator. For processing in a first remote processor, a first wireless communication channel is assigned to wireless transmission of data collected by a first vehicle sensor to the first remote processor. For processing in a second remote processor, a system assigns a second wireless communication channel to wireless transmission of data from the second vehicle sensor to the second remote processor. | 12. In the system described in any one of claims 1 to 11, a vehicle compound teleoperator operation unit is provided; a first remote operation command is received by wireless from a first remote operation processor; a second remote operation command is received by wireless from a second remote operation processor; and a second remote operation command is received by wireless. Mismatch between first and second remote operation commands is detected; inconsistency; unbalanced combination; duplicate; adverse effect; and at least one of inconsistent results; A system which discards any remote operation command and determines which remote operation command is to be executed in the vehicle by using a vehicle artificial intelligence unit based on a predetermined rule or by using a vehicle artificial intelligence unit. | 13. In the system described in one of claims 1 to 12, the remote remote operation processor is the mobile remote operation processor located in the sub-vehicle. The vehicle artificial intelligence unit wirelessly transmits the second part of the input to the mobile remote operation processor located in the sub-vehicle; and the vehicle artificial intelligence unit wirelessly receives the remote calculation processing result from the sub-vehicle. The vehicle artificial intelligence unit generates the vehicle control command based on the remote calculation processing result received by wireless from the sub-vehicle. | 14. In the system described in either of the claims 1 to 13, the remote remote operation processor is located outside the vehicle; it is a remote operation processor located in a non-mobile traffic infrastructure element; and a remote operation processor is provided. The vehicle artificial intelligence unit wirelessly transmits the second part of the input to the remote operation processor positioned in the non-mobile body traffic infrastructure element. The vehicle artificial intelligence unit wirelessly receives the result of external calculation processing from the non-mobile traffic infrastructure element. The vehicle artificial intelligence unit generates the vehicle control command based on the remote computation processing result received wirelessly from the non-mobile traffic infrastructure element. | 15. This system is described in any one of claims 1 to 14, and further. A communication-based map is generated, which generates a communication-based map showing at least (i) a first road segment having an effective wireless communication throughput lower than a predetermined threshold value, and (ii) a second road segment having an effective wireless communication throughput higher than the predetermined threshold value. A system provided with a map generator. | 16. This system is described in any one of claims 1 to 15, and further. The system is provided with an induction path generator which generates or corrects a guidance route for the vehicle by taking into consideration the availability level of the wireless communication service estimated at least in a different route section. | 17. This system is described in any one of claims 1 to 16, and further; A guidance route is generated or corrected for the vehicle by taking into account at least (i) the availability level of wireless communication estimated in different path sections and (ii) one or more constraints on the safety requirements for the crew of the vehicle. A system provided with an induction path production device. | 18. This system is described in any one of claims 1 to 17, and further. To provide a system including a guide path generator for enhancing the safety of traveling of a vehicle which is a self-driving vehicle by generating or correcting an induction path for the vehicle so as to include a road section having wireless communication availability higher than a predetermined threshold value. | 19. In the system described in any one of claims 1 to 18, by including a road section estimated to be successful in the remote control of the vehicle on the basis of a predetermined threshold value level of the successful remote control of the vehicle, by generating or correcting a guide route for the vehicle. A system is provided with an induction path generator which enhances safety of traveling of the vehicle which supports remote control. | 20. In the system described in any one of claims 1 to 19, the self-driving unit of the vehicle is based on the availability of wireless communication in one or more specific route sections, and dynamically corrects one or more driving parameters of the vehicle. | 21. In the system described in any one of claims 1 to 20, the self-driving unit of the vehicle dynamically lowers the driving speed of the vehicle or dynamically extends the distance from the neighboring vehicle on the basis of the reduction of the wireless communication availability in the specific route section. | 22. In the system described in any of the claims 1 to 21, The self-driving unit of the vehicle is a system which dynamically lowers the driving speed of the vehicle or dynamically extends the distance from the neighboring vehicle based on a decrease in the estimated success level of the remote remote control of the vehicle in a specific route section. | 23. In the system described in any of the claims 1 to 22, The self-driving unit of the vehicle is based on a decrease in throughput of wireless video upload from the vehicle to a remote receiver including a remote remote control terminal or a remote artificial intelligence processing unit, and in a specific path segment. To provide a system capable of dynamically reducing the driving speed of a vehicle or dynamically expanding a distance from a neighboring vehicle. | 24. In the system described in one of claims 1 to 23, an external artificial intelligence module located outside the vehicle takes over the driving of the vehicle instead of the vehicle artificial intelligence unit or in place of the driver of a person in the vehicle. | 25. In the system described in either of the claims 1 to 24, an external artificial intelligence module located outside the vehicle takes over the driving of the vehicle instead of the vehicle artificial intelligence unit or in place of the driver of a person in the vehicle. The external artificial intelligence module is a system that selectively queries the remote human teleoperator of a remote control of the vehicle. | 26. In the system described in either of the claims 1 to 25, an external artificial intelligence module located outside the vehicle takes over the driving of the vehicle in place of the vehicle artificial intelligence unit or in place of the driver of a person in the vehicle. The external artificial intelligence module is (i) the quality of the wireless communication received from the vehicle, and (ii) the quality of the detection data detected by the vehicle sensor of the vehicle and uploaded to the external artificial intelligence module. The system which adjusts the reliability level in remote remote control operation. | 27. In the system described in either of the claims 1 to 26, data detected by one vehicle sensor of the vehicle is transmitted to an external artificial intelligence unit located outside the vehicle through a junction communication uplink. (i) A first set of packets to be uploaded through a first wireless communication link by a first wireless transmitter associated with the vehicle is assigned; and (ii) by assigning a second set of packets to be uploaded through a second wireless communication link by a second wireless transmitter associated with the vehicle, the packet corresponding to the data detected by the one vehicle sensor of the vehicle is provided. The system that is uploaded from the vehicle. | 28. In the system described in any of the claims 1 to 27, The junction communication uplink is detected by the vehicle, and based on data uploaded to one or more remote artificial intelligence modules, in order to increase the reliability level of one or more artificial intelligence modules generating remote control commands for the vehicle. The system is utilized by the vehicle. | 29. In the system described in either of the claims 1 to 28, the joining communication uplink is a cellular communication link; a Wi-Fi communication link; a V2X communication link; a satellite-based communication link; and a direct short-distance communication (DSRC) communication link. The system is dynamically constructed by a link junction unit associated with the vehicle by selecting two or more of any combination of the combinations. | 30. In the system described in any one of claims 1 to 29, the vehicle transmitter is configured to upload data detected by one or more vehicle sensors of the vehicle to an external artificial intelligence module outside the vehicle. The vehicle artificial intelligence unit receives a group of two or more conditional remote control commands to the vehicle from the external artificial intelligence module, and executes the first remote control command when the first condition is satisfied at a specific reliability level. A system that executes a second remote control command when a second condition is met at a specific level of confidence. | 31. In the system described in one of claims 1 to 30, a wireless transmitter associated with the vehicle is configured to upload data detected by one or more vehicle sensors of the vehicle to an external artificial intelligence module located outside the vehicle. The vehicle artificial intelligence unit receives permission to perform the in-vehicle processing of the detection data from the external artificial intelligence module, and avoids waiting for a remote control command to be received. | 32. In the system described in one of the claims 1 to 31, a transmitter associated with the vehicle is configured to upload data detected by one or more vehicle sensors of the vehicle to an external artificial intelligence module located outside the vehicle; and to use a plurality of wireless transmitters. On the basis of an effective wireless communication resource currently available for the vehicle, in order to enable effective upload of the data to the external artificial intelligence module, the data is at least partially processed in the vehicle. | 33. In the system described in either of the claims 1 to 32, a transmitter associated with the vehicle is configured to upload data detected by one or more vehicle sensors of the vehicle to an external artificial intelligence module located outside the vehicle. For the upload, if the quality index of the effective wireless communications resource currently available to the vehicle is higher than a predetermined threshold value; the external artificial intelligence module; The first confidence level is determined for the remote control command generated by the external artificial intelligence module; and the first certainty level is determined to be the first certainty factor. When the quality index of an effective wireless communication resource currently available to the vehicle for the upload is lower than the predetermined threshold value, the external artificial intelligence module is provided to a remote control command generated by an external artificial intelligence module. The system determines a second lowered certainty level. | 34. In the system described in any one of claims 1 to 33, a transmitter associated with the vehicle is configured to upload data detected by one or more vehicle sensors of the vehicle to an external artificial intelligence module located outside the vehicle. The transmitter is provided with two or more transmission units. The upload is performed through a junction wireless communication link provided with two or more wireless communication links simultaneously received by two or more wireless transmission units for simultaneously processing and uploading different packets in parallel. | 35. In one of the claims 1 to 34, two or more transmitters associated with the vehicle upload data detected by one or more vehicle sensors of the vehicle to an external artificial intelligence module located outside the vehicle. A first transmitter transmits the data detected by a first vehicle sensor of the vehicle to the external artificial intelligence module by wireless. A second transmitter transmits the data detected by a second vehicle sensor of the vehicle to the external artificial intelligence module simultaneously wirelessly. | 36. In one of the claims 1 to 35, two or more transmitters associated with the vehicle upload data detected by one vehicle sensor of the vehicle to an external artificial intelligence module located outside the vehicle. A first transmitter is configured to wirelessly transmit a first group of packets of data detected by the one vehicle sensor of the vehicle to the external artificial intelligence module. A second transmitter is provided to the external artificial intelligence module; a second group of packets of data detected by the one vehicle sensor of the vehicle is transmitted simultaneously; and a system is also provided. | 37. In the system described in one of claims 1 to 36, a transmitter associated with the vehicle is configured to upload data detected by one or more sensors of the vehicle to an external artificial intelligence module located outside the vehicle. The upload is performed through a junction wireless communication link provided with two or more sets of wireless communication links, each of which is received by two or more wireless transmitters associated with the vehicle. | 38. In the system described in Claim 37, the joining wireless communication link is: a cellular communication link; a Wi-Fi communication link; a V2X communication link; a satellite base communication link; a direct short distance communication (DSRC) communication link; The system is dynamically constructed by a link junction unit associated with the vehicle by selecting two or more communication links in an arbitrary combination, and two or more communication links processes and uploads different packets in parallel at the same time. | 39. In the system described in any one of claims 1 to 38, the vehicle artificial intelligence unit of the vehicle is a part of a multiple peer network of an artificial intelligence unit which is distributed between a plurality of vehicles and at least one artificial intelligence unit outside all vehicles. The multiple peer network of the artificial intelligence unit provides a system to supply an artificial intelligence remote control command to at least one vehicle of a multiple peer network of the artificial intelligence unit. | 40. In the system described in any one of claims 1 to 39, the vehicle artificial intelligence unit of the vehicle executes artificial intelligence processing of data detected by a sensor of another vehicle; and (II) reaches an artificial intelligence base remote control command suitable for the other vehicle. (III) The system is operated so that the remote control command is transmitted to the other vehicle. | 41. In a system described in one of claims 1 to 40, a command sent from a remote remote control terminal to the vehicle processor of the vehicle is transmitted through a plurality of wireless communication transceivers associated with the vehicle processor. | 42. In the system described in Claim 41, the vehicle processor operates to identify two or more repeated remote control commands that arrive through the same transmitter-receiver or a different transceiver (i); and (ii) execute the internal first command of the repeated remote control commands; (iii) A system that destroys one or more other commands in a repeat remote control command. | 43. In any of the claims 1 to 42, in the system described in paragraph 1 of the claim, Two or more wireless transceivers associated with the vehicle and having different instantaneous performance characteristics are used simultaneously to upload data from the vehicle to a remote remote control terminal; or to download data to the vehicle from the remote remote control terminal; The system. | 44. In any of the claims 1 to 43, in the system described in paragraph 1 of the claim, The two or more wireless transceivers associated with the vehicle have at least one different instantaneous performance characteristics: throughput; Goodputs; effective upload band width; effective download band width; latency; delay; error rate; error packet rate; and missing packet rate; The system. | 45. In any one of claims 1 to 44, a link junction unit associated with the vehicle is used to join and assign a packet together for upload over a plurality of wireless communication transceivers available for the vehicle. The system operates to enhance the safety or precision or confidence level of the remote generation remote control command directed toward the vehicle. | 46. In any one of claims 1 to 45, at least a part of a packet representing data detected by one or more vehicle sensors is from the vehicle to a remote remote control terminal or a remote artificial intelligence module. A system that is uploaded through a transmitter/receiver on an occupant's smartphone or tablet that is not a driver of the vehicle. | 47. In any one of claims 1 to 46, a system is provided with the vehicle.

The system (200) has a vehicular processor associated with a vehicular artificial intelligence (AI) unit (270) to receive inputs from multiple vehicular sensors of a vehicle (211). A first portion of inputs is locally processed within the vehicle. A second portion of inputs is wirelessly transmitted through a vehicular wireless transmitter to a remote tele-driving processor. A vehicular operating command is implemented based on the remotely-computed processing result through an autonomous driving unit of vehicle, a tele-driving unit of vehicle, a vehicular driving processor or a vehicular commands translator unit. The bonded communication uplink is dynamically constructed by selecting combination of a cellular communication link, a Wireless Fidelity (WIFI) communication link, a Vehicle-to-everything (V2X) communication link, a satellite-based communication link or a Dedicated Short-Range Communication (DSRC) communication link. INDEPENDENT CLAIMS are included for the following:an apparatus for autonomous driving and tele-operation of vehicles; anda device for autonomous driving and tele-operation of vehicles. System for autonomous driving and tele-operation of vehicles such as autonomous vehicle or self-driving vehicle used on land, air and sea. By using bonded communication of multiple links provide the reliability, video quality, bandwidth, low latency or stable low jitter behavior, which allows the economics of scale in having more remote AI handled cases and a less humans in the loop, thus providing an improved and more efficient human handling. The dynamic encoder and modifier helps to perform data compression or data dilution or data size reduction operation in the system. The drawing shows a schematic view of a system for autonomous driving and tele-operation of vehicles. 200System for autonomous driving and tele-operation of vehicles211Vehicle255Tele-operator terminal260Infrastructure elements270Artificial intelligence unit

Please summarize the input

A SYSTEM FOR CONTROLLING A PLURALITY OF AUTONOMOUS VEHICLES ON A MINE SITEThe present application provides a system for controlling a plurality of autonomous vehicles on a mine site, the system comprising: - a centralized platform configured to store an inventory list of vehicles travelling on the mine site and configured to determine and communicate missions to the vehicles; - a plurality of autonomous vehicles, the autonomous vehicles comprising: -an interface configured to communicate with the centralized platform for receiving a predetermined mission, - a trajectory control system configured to autonomously control the autonomous vehicle according to the predetermined mission, - a detection system configured to detect other vehicles by evaluating sensor information received from at least one sensor of the vehicle, - a collision prediction system configured to predict collisions with the other vehicles detected by the detection system; - a V2V communication interface for directly communicating with a V2V communication interface of at least one of the other vehicles on the mine site for exchanging information between the vehicles.|1. A system for controlling a plurality of autonomous vehicles (AV1, AV2) on a mine site, the system comprising: * - a centralized platform (10) configured to store an inventory list (13) of vehicles (AV1, AV2, MV1, MV2) travelling on the mine site and configured to determine and communicate missions to the vehicles; * - a plurality of autonomous vehicles (AV1, AV2), the autonomous vehicles (AV1, AV2) comprising: * - an interface (31, 41) configured to communicate with the centralized platform (10) for receiving a predetermined mission, * - a trajectory control system (21) configured to autonomously control the vehicle according to the predetermined mission, * - a detection system (24) configured to detect other vehicles (AV1, AV2, MV1, MV2) by evaluating sensor information received from at least one sensor (34) of the autonomous vehicle (AV1, AV2), * - a collision prediction system (25) configured to predict collisions with the other vehicles (AV1, AV2, MV1, MV2) detected by the detection system (24); * - a V2V communication interface (32, 42) for directly communicating with a V2V communication interface (32, 42, 52, 62) of at least one of the other vehicles (AV1, AV2, MV1, MV2) travelling on the mine site, wherein the V2V communication interface (32, 42) is preferably configured for exchanging at least one out of vehicle type and mission information,characterized in that the autonomous vehicle (AV1, AV2) comprises a classification system (27) for classifying vehicles (AV1, AV2, MV1, MV2) according to their type, wherein * - the information exchanged between the vehicles (AV1, AV2, MV1, MV2) comprises classification information, and wherein the classification system (27) of the autonomous vehicle (AV1, AV2) is configured to determine a type of another vehicle (AV1, AV2, MV1, MV2) in its vicinity based on the classification information received from said vehicle (AV1, AV2, MV1, MV2), and/or * - the classification system (27) of the autonomous vehicle (AV1, AV2) is configured to determine a type of another vehicle (AV1, AV2, MV1, MV2) in its vicinity based on sensor information received from at least one sensor (34) of the autonomous vehicle, and/or * - the autonomous vehicle comprises a management system (36) for managing behavior with respect to other vehicles (AV1, AV2, MV1, MV2) in its vicinity, wherein the management system (36) is configured to use a first set of rules for a first type of other vehicle (AV1, AV2, MV1, MV2) and a second set of rules for a second type of other vehicle (AV1, AV2, MV1, MV2), the first and the second type being determined by the classification system (27). | 2. The system of claim 1, wherein the type defines whether a vehicle (AV1, AV2, MV1, MV2) is an autonomous vehicle (AV1, AV2) or a manned vehicle (MV1, MV2). | 3. The system of any one of claims 1 and 2, wherein the classification system (27) is configured to classify manned vehicles (MV1, MV2) according to their manned vehicle type, wherein the first type of vehicle (MV1, MV2) is a first type of manned vehicle and the second type of vehicle is a second type of manned vehicle. | 4. The system of any one of the preceding claims, wherein the management system (36) is configured to manage at least one out of overtaking and intersection handling of other vehicles (AV1, AV2, MV1, MV2). | 5. The system according to claim 1, wherein the information exchanged between the vehicles (AV1, AV2, MV1, MV2) comprises localization information and future mission information, wherein the future mission information comprises path information on a trajectory to be followed by the vehicle (AV1, AV2, MV1, MV2), wherein the path information is used by a collision avoidance system (26) of the autonomous vehicle (AV1, AV2). | 6. The system of claim 5, wherein the predetermined missions comprise predetermined trajectories to be followed by the autonomous vehicles (AV1, AV2), and wherein the autonomous vehicles (AV1, AV2) further comprise a collision avoidance system (26), the collision avoidance system (26) being configured to autonomously re-plan the predetermined trajectory onboard the vehicle (AV1, AV2) if the collision prediction system (25) predicts a collision, in order to provide a re-planned trajectory avoiding the collision, wherein the path information exchanged by the vehicles (AV1, AV2) preferably comprises path information of the re-planned trajectory. | 7. The system of one of claims 5 and 6, wherein the detection system of the autonomous vehicle (AV1, AV2) fuses the sensor information used for detecting other vehicles (AV1, AV2, MV1, MV2) with the information received from another vehicle (AV1, AV2, MV1, MV2) in order to augment sensor perception on the another vehicle. | 8. The system of one of the preceding claims, further comprising: * - a plurality of manned vehicles (MV1, MV2), the manned vehicles comprising: * - a V2V communication interface (52, 62) for directly communicating with a V2V communication interface (32, 42, 52, 62) of at least one of the other vehicles (AV1, AV2, MV1, MV2) on the mine site for exchanging information between the vehicles. | 9. The system of one of the preceding claims, wherein the centralized platform (10) is configured to communicate the inventory list (13) of vehicles (AV1, AV2, MV1, MV2) travelling on the mine site to the autonomous vehicles (AV1, AV2) for onboard storage, and wherein the autonomous vehicles (AV1, AV2) are configured to update the inventory list (13) stored onboard based on at least one out of sensor information and information received via a V2V interface (32, 42) from the another vehicle (AV1, AV2, MV1, MV2), and/or wherein the centralized platform (10) is configured to store and communicate a mine site map (12) comprising a road network to the autonomous vehicles (AV1, AV2) for onboard storage, and wherein the collision prediction system (25) of the autonomous vehicles is configured to determine a road from the road network used by another vehicle (AV1, AV2, MV1, MV2) in its vicinity based on at least one out of sensor information and information received via the V2V interface (32, 42, 52, 62) from the another vehicle (AV1, AV2, MV1, MV2). | 10. The system according to one of the preceding claims, wherein the centralized platform (10) is further configured to store a mine site map (12) comprising a road network, wherein the centralized platform (10) is configured to communicate the mine site map (12) to the autonomous vehicles (AV1, AV2) for onboard storage, and wherein the collision prediction system (24) of the autonomous vehicles (AV1, AV2) is configured to determine a road from the road network used by another vehicle (AV1, AV2, MV1, MV2) in its vicinity based on at least one out of sensor information and information received via a V2V interface (32, 42) from the another vehicle (AV1, AV2, MV1, MV2) in order to improve prediction results. | 11. The system of claim 10, wherein the centralized platform (10) is configured communicate the inventory list (13) to the autonomous vehicles (AV1, AV2) for onboard storage, and wherein the autonomous vehicles (AV1, AV2) are configured to update the inventory list (13) stored onboard based on at least one out of sensor information and information received via a V2V interface (32, 42) from the another vehicle (AV1, AV2, MV1, MV2). | 12. An autonomous vehicle (AV1, AV2) configured to travel on a mine site, in particular an autonomous vehicle (AV1, AV2) as defined in one of the preceding claims or for use in a system according to one of the preceding claims, the mine site comprising a centralized platform (10) configured to store an inventory list (13) of vehicles (AV1, AV2, MV1, MV2) travelling on the mine site and to determine and communicate missions to the autonomous vehicle (AV1, AV2), the autonomous vehicle (AV1, AV2) comprising: * - an interface (31, 41) configured to communicate with the centralized platform (10) for receiving a predetermined mission, * - a trajectory control system (21) configured to autonomously control the vehicle according to the predetermined mission, * - a detection system (24) configured to detect other vehicles (AV1, AV2, MV1, MV2) by evaluating sensor information received from at least one sensor (34) of the autonomous vehicle (AV1, AV2), * - a collision prediction system (25) configured to predict collisions with the other vehicles (AV1, AV2, MV1, MV2) detected by the detection system (24); * - a V2V communication interface (32, 42) for directly communicating with a V2V communication interface (32, 42, 52, 62) of at least one of the other vehicles (AV1, AV2, MV1, MV2) travelling on the mine site, wherein the V2V communication interface (32, 42) is preferably configured for exchanging at least one out of vehicle type and mission information,characterized in that the autonomous vehicle (AV1, AV2) comprises a classification system (27) for classifying vehicles (AV1, AV2, MV1, MV2) according to their type, wherein * - the information exchanged between the vehicles (AV1, AV2, MV1, MV2) comprises classification information, and wherein the classification system (27) of the autonomous vehicle (AV1, AV2) is configured to determine a type of another vehicle (AV1, AV2, MV1, MV2) in its vicinity based on the classification information received from said vehicle (AV1, AV2, MV1, MV2), and/or * - the classification system (27) of the autonomous vehicle (AV1, AV2) is configured to determine a type of another vehicle (AV1, AV2, MV1, MV2) in its vicinity based on sensor information received from at least one sensor (34) of the autonomous vehicle, and/or * - the autonomous vehicle comprises a management system (36) for managing behavior with respect to other vehicles (AV1, AV2, MV1, MV2) in its vicinity, wherein the management system (36) is configured to use a first set of rules for a first type of other vehicle (AV1, AV2, MV1, MV2) and a second set of rules for a second type of other vehicle (AV1, AV2, MV1, MV2), the first and the second type being determined by the classification system (27).

The system has a centralized platform which is configured to store an inventory list of vehicles (40) travelling on the mine site and is configured to determine and communicate missions to the vehicles. Mutliple autonomous vehicles (30) comprising an interface is configured to communicate with the centralized platform for receiving a predetermined mission. A trajectory control system (21) is configured to autonomously control the autonomous vehicle according to the predetermined mission. A detection system is configured to detect other vehicles by evaluating sensor information is received from sensor of the vehicle. A collision prediction system is configured to predict collisions with the other vehicles are detected by the detection system. A vehicle-to-vehicle (V2V) communication interface directly communicates with a V2V communication interface of the other vehicles on the mine site for exchanging information between the vehicles. System for controlling mutliple autonomous vehicles (claimed) e.g. autonomous dumper truck on mine site. The collision avoidance system is configured to autonomously re-plan a predetermined trajectory onboard the vehicle if the collision prediction system predicts a collision, in order to provide a re-planned trajectory avoiding the collision. The collision avoidance system can use predefined braking and yield rules to avoid a collision. The V2V is used to augment the sensor perception to improve collision prediction by the collision prediction system of a first vehicle and to prevent false interactions with a second vehicle by the collision avoidance system when the vehicle sensors of the first vehicle detect the second vehicle that appears to be heading toward the first vehicle. The complete road network stored onboard the vehicle can allow the vehicle control system to know that traffic detected is in a valid lane and not a threat even without V2V using own perception capability. The drawing shows a schematic view of an intersection handling using V2V. 21Trajectory control system30Autonomous vehicle40Vehicle72Second road73First road

Please summarize the input

System for controlling a plurality of autonomous vehicles on a mine siteThe present application comprises a system for controlling a plurality of autonomous vehicles on a mine site, the system comprising: a centralized platform configured to store an inventory list of vehicles travelling on the mine site and comprising a first communication interface configured to communicate missions to the vehicles; a plurality of autonomous vehicles, the autonomous vehicles comprising: a first communication interface configured to wirelessly communicate with the centralized platform for receiving a predetermined mission, a trajectory control system configured to autonomously control the autonomous vehicle according to the predetermined mission; and at least one portable device, the portable device comprising a second communication interface configured to wirelessly communicate with a second communication interface of the plurality of vehicles from the mine site.The invention claimed is: | 1. A system for controlling a plurality of autonomous vehicles on a mine site, the system comprising: a centralized platform comprising a processor and memory storing an inventory list of the plurality of autonomous vehicles travelling on the mine site and comprising a first communication interface configured to communicate missions to the plurality of autonomous vehicles, the first communication interface of the centralized platform comprising a first communication controller, amplifier, and/or antenna; the plurality of autonomous vehicles, each autonomous vehicle comprising: a corresponding first communication interface configured to wirelessly communicate with the centralized platform for receiving a predetermined mission, each corresponding first communication interface comprising a corresponding first communication controller, amplifier, and/or antenna; a corresponding second communication interface comprising a corresponding second communication controller, amplifier, antenna, and/or V2V transmitter; and a vehicle controller comprising a processor and memory configured to autonomously control that autonomous vehicle according to the predetermined mission; and a portable device, the portable device comprising a second communication interface comprising a second communication controller, amplifier, antenna, and/or V2V transmitter configured to wirelessly communicate directly with each corresponding second communication interface of each autonomous vehicle of the plurality of autonomous vehicles, wherein each autonomous vehicle of the plurality of autonomous vehicles comprises a first location system for determining a first position of that autonomous vehicle and wherein each autonomous vehicle is configured to directly communicate the first position of that autonomous vehicle to the portable device via the respective corresponding second communication interface, each first location system comprising a first receiver, gyroscope, and/or acceleration sensor, wherein the portable device further comprises a second location system and a user interface, the second location system comprising a second receiver, gyroscope, and/or acceleration sensor and being configured to determine a second position of the portable device and the user interface comprising a display and being configured for displaying information identifying at least a subset of autonomous vehicles out of the plurality of autonomous vehicles based on the first position communicated via the second communication interface, the subset of autonomous vehicles being determined based on a distance with respect to the second position of the portable device, wherein the portable device further comprises a local emergency stop that, when activated, causes the portable device to send a first command inhibiting motion of all vehicles out of the plurality of autonomous vehicles present within a predetermined distance from the portable device, and wherein the local emergency stop is activated by a first user input to a first push button on the portable device, and wherein the portable device further comprises a global emergency stop that, when activated, causes the portable device to send a second command for inhibiting motion of all vehicles out of the plurality of autonomous vehicles, wherein the global emergency stop is activated by a second user input to the first push button or a second push button on the portable device, and wherein activation of the global emergency stop is only possible after activation of the local emergency stop. | 2. The system of claim 1, wherein the predetermined distance comprises a configurable radius, and wherein the subset of autonomous vehicles is determined by selecting all autonomous vehicles out of the plurality of autonomous vehicles present within the predetermined distance of the portable device. | 3. The system of claim 1, wherein the user interface comprises the display and/or one or more keys configured for receiving an input from a user inputting an inhibit command for at least one of inhibiting and stopping motion of at least one of the plurality of autonomous vehicles, and wherein the inhibit command is communicated to the at least one of the plurality of autonomous vehicles via the second communication interface. | 4. The system of claim 3, wherein the user interface is configured for specifically receiving a selection from the user selecting the at least one of the autonomous vehicles that is inhibited out of the subset of autonomous vehicles identified by the user interface based on a distance of the autonomous vehicles with respect to the second position of the portable device. | 5. The system of claim 1, wherein at least one of the second position of the portable device, the first position of each autonomous vehicle on the mine site, and a state of at least one out of the plurality of autonomous vehicles are communicated to the centralized platform via the first communication interface. | 6. The system of claim 1, wherein the corresponding second communication interface is configured to exchange data on at least one of a position and a heading directly between at least two of the plurality of autonomous vehicles, and wherein the corresponding first communication interface and the corresponding second communication interface of each autonomous vehicle use different hardware for communication. | 7. A system for controlling a plurality of autonomous vehicles on a mine site, the system comprising: a centralized platform comprising a processor and memory storing an inventory list of the plurality of autonomous vehicles travelling on the mine site and configured to communicate missions to the plurality of autonomous vehicles; the plurality of autonomous vehicles, each autonomous vehicle comprising: a first transmitter configured to wirelessly communicate with the centralized platform for receiving a predetermined mission, a vehicle controller comprising a processor and memory configured to autonomously control the autonomous vehicle according to the predetermined mission; and a portable device comprising: a second transmitter configured to wirelessly communicate with at least one of the centralized platform and the plurality of autonomous vehicles, a user interface comprising a display and configured for identifying at least a subset of autonomous vehicles of the plurality of autonomous vehicles on the display for selection, wherein the subset of autonomous vehicles is determined based on a distance with respect to the portable device, the user interface being further configured for specifically receiving a selection from a user selecting an autonomous vehicle out of the subset of autonomous vehicles identified on the display for selection and for receiving an input from the user of an inhibit command for at least one of inhibiting and stopping motion of the selected autonomous vehicle, and a pairing function for pairing and unpairing the portable device to the system, wherein the centralized platform monitors connection to all portable devices paired to the system and initiates a global emergency stop if a connection to any portable device is lost for a predetermined time, the global emergency stop configured to inhibit motion of all vehicles out of the plurality of autonomous vehicles. | 8. The system of claim 7, wherein the user interface is configured for displaying the subset of autonomous vehicles in an order depending on a distance of each autonomous vehicle of the subset of autonomous vehicles to the portable device and/or graphically showing a positon of each autonomous vehicle of the subset of autonomous vehicles with respect to the portable device. | 9. The system of claim 7, wherein the user interface is configured for receiving an input from the user of a release command for releasing the inhibit command, wherein each vehicle controller is configured for turning that autonomous vehicle into an inhibit state by deactivating propulsion of that autonomous vehicle after receiving the inhibit command from the portable device, and wherein, in a case that the vehicle controller is switched off in an active inhibit state and switched on again, that autonomous vehicle will retain the active inhibit state until the inhibit command is released by the portable device. | 10. The system of claim 7, wherein the user interface is configured for receiving an input from the user of a release command for releasing the inhibit command, wherein the system comprises a plurality of portable devices, and wherein, when a vehicle out of the plurality of autonomous vehicles is inhibited by inhibit commands received from at least two of the plurality of portable devices, the vehicle is only released after all inhibit commands have been released. | 11. The system of claim 7, wherein the portable device comprises: an inertial measurement unit for determining at least one of inactivity of personnel carrying the portable device and the portable device having been dropped by personnel carrying the portable device. | 12. The system of claim 7, wherein the inhibit command is sent directly from the portable device to the at least one of the autonomous vehicles, and wherein each first transmitter is part of a first communication interface and each autonomous vehicle further comprises a second communication interface for communicating with the second transmitter of the portable device to receive the inhibit command. | 13. The system of claim 7, wherein the portable device further comprises a push button that, when activated by a first user input, causes the portable device to send a first command for activating a local emergency response inhibiting motion of all vehicles out of the plurality of autonomous vehicles present within a predetermined distance from the portable device. | 14. The system of claim 13, wherein a second user input to the push button of the portable device causes the portable device to send a second command for activating the global emergency stop, and wherein activation of the global emergency stop on the portable device is only possible after activation of the local emergency stop on the portable device. | 15. The system of claim 7, further comprising a personnel location tag configured to constantly inhibit motion of all vehicles out of the plurality of autonomous vehicles present within a predetermined distance from the personnel location tag and/or configured to make a location of the personnel location tag visible to the centralized platform. | 16. A method for a portable device configured to communicate with a plurality of autonomous vehicles on a mine site, the method comprising: displaying, on a user interface including a display of the portable device, an indication of one or more autonomous vehicles of the plurality of autonomous vehicles that are within a predefined distance from the portable device; responsive to a user input selecting an autonomous vehicle of the one or more autonomous vehicles indicated on the user interface, sending an inhibit command from the portable device to only the selected autonomous vehicle, the inhibit command configured to inhibit and/or stop motion of the selected autonomous vehicle; pairing and unpairing the portable device to a centralized platform; monitoring connection to the portable device when paired to the centralized platform; and initiating an emergency action if the connection to the portable device is lost for a predetermined time. | 17. The method of claim 16, wherein the selected autonomous vehicle includes a trajectory control system configured to autonomously control the selected autonomous vehicle according to a mission received from the centralized platform, and wherein the inhibit command is configured to inhibit and/or stop motion of the selected autonomous vehicle dictated by the mission. | 18. The method of claim 17, wherein the inhibit command is sent directly from the portable device to the selected autonomous vehicle via a communication interface between the portable device at the selected autonomous vehicle. | 19. A portable device for controlling a plurality of autonomous vehicles on a mine site, the portable device comprising: a push button; a local emergency stop function that, when activated, causes the portable device to send a first command inhibiting motion of all vehicles out of the plurality of autonomous vehicles present within a predetermined distance from the portable device, and wherein the local emergency stop function is activated by a first user input to the push button on the portable device, and a global emergency stop function that, when activated, causes the portable device to send a second command for inhibiting motion of all vehicles out of the plurality of autonomous vehicles, and wherein the global emergency stop function is activated by a second user input to the push button, wherein the push-button has a first and a second stage, and wherein the local emergency stop function is activated by pushing the push-button to the first stage and the global emergency stop function is activated by pushing the push-button through the first stage to the second stage. | 20. The portable device of claim 19, further comprising: a communication interface comprising a communication controller, amplifier, antenna, and/or V2V transmitter configured to wirelessly communicate directly with a communication interface of an autonomous vehicle of the plurality of autonomous vehicles, wherein the portable device is configured to receive position information on a first position of the autonomous vehicle from the autonomous vehicle via the communication interface, wherein the portable device further comprises a location system and a user interface, the location system comprising a receiver, gyroscope, and/or acceleration sensor and being configured to determine a second position of the at least one portable device, and the user interface comprising a display and being configured for displaying information identifying at least a subset of autonomous vehicles out of the plurality of autonomous vehicles based on the first position received via the communication interface, the subset of autonomous vehicles being determined based on a distance with respect to the second position of the portable device, and wherein the user interface is further configured for specifically receiving a selection from a user selecting an autonomous vehicle out of the subset of autonomous vehicles identified on the display for selection and for receiving an input from the user of an inhibit command for at least one of inhibiting and stopping motion of the selected autonomous vehicle.

The system has a centralized platform that is configured to store an inventory list of multiple autonomous vehicles (30) travelling on the mine site and comprises a first communication interface configured to communicate missions to multiple autonomous vehicles. Each autonomous vehicle comprises a corresponding first communication interface configured to wirelessly communicate with the centralized platform for receiving a predetermined mission. A trajectory control system autonomously controls autonomous vehicle according to the predetermined mission. A portable device comprises a second communication interface configured to wirelessly communicate with each corresponding second communication interface of each autonomous vehicle of multiple autonomous vehicles. An INDEPENDENT CLAIM is included for a method for a portable device configured to communicate with multiple autonomous vehicles on a mine site. System for controlling multiple autonomous vehicles such as dumper truck, light Vehicle, wheel loader, and motor grader on mine site. The operation safety of a system for controlling multiple autonomous vehicles on a mine site is improved. The portable device is provided for wirelessly stopping autonomous machines that includes the ability to stop all vehicles and/or a selected vehicle. The wireless remote device with a user interface that allows a user to selectively inhibit machines, which may support the use case of safely accessing and egress to/from a particular autonomous machine. The user interface of the handheld device is configured such that the user pushes through the local emergency stop before they reach the second detent position which is a global stop. The operator location tag is configured to constantly inhibit motion of all vehicles out of the autonomous vehicles present within a predetermined distance from the personnel identification tag and make its location visible to the central platform. The drawing shows a schematic drawing of the communication between a portable device, the central platform and an autonomous vehicle. 30Autonomous vehicle40Portable device100Direct communication

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Autonomous vehicles as a social network platformThis invention describes a method, the information processing system and the autonomous vehicles that enable in-person socializing of passengers in multiple traveling autonomous vehicles. Under the collaborative control of one or more information processing system and on-bard controllers, multiple traveling autonomous vehicles carrying passengers who have matching interests or requests, overlapping travel routes and times are connected together mechanically while traveling at normal operating speed to establish a connected space to allow in-person interactions and socializing. A cluster of connected autonomous vehicles moves as one integrated vehicle.We claim: | 1. A method of enabling and managing in-person socializing of passengers in multiple traveling autonomous vehicles comprising accepting and/or storing information of passengers on current interests, friendships, and/or requests for in-person socializing while traveling in an autonomous vehicle, and ongoing or planned traveling route and traveling time of passengers in two or more autonomous vehicles; performing match processing to find one or more matches of two or more passengers who are in two or more autonomous vehicles for in-person socializing while traveling in an autonomous vehicle, and overlapping traveling route and traveling time of ongoing or planned trips; managing the wireless communication with two or more traveling autonomous vehicles and/or devices carried by passengers in the vehicles to collect information from and transmit information to such vehicles and/or passengers; computing a plan for two or more autonomous vehicles carrying passengers who are matched by match processing wherein the plan includes one or more of traveling route and time information of each vehicle, and information for two traveling autonomous vehicles to complete a connection; using one or more planning and controller modules of an information processing system to initiate a coordination of connection of said two or more autonomous vehicles and to communicate information to said two or more autonomous vehicles for them to execute the plan; receiving updates from two or more traveling autonomous vehicles and/or devices carried by passengers in the vehicles and adapt the plan based on the received updates; and using one or more planning and controller modules of an information processing system to control speed and lane position of said two or more autonomous vehicles during the trip and to connect said two or more autonomous vehicles while said two or more autonomous vehicles are still moving or in-motion. | 2. The method in claim 1 wherein the plan further includes where, when and how two connected moving or in-motion autonomous vehicles make a separation. | 3. The method in claim 1 wherein the plan further includes using a small capacity autonomous vehicle to carry passengers, connecting one or more small capacity autonomous vehicles to a large capacity autonomous vehicle and managing the transferring of passengers in the one or more small capacity autonomous vehicles to the large capacity autonomous vehicle. | 4. The method in claim 3 wherein the plan further includes separation of the one or more small capacity autonomous vehicles from the large capacity autonomous vehicle after the passengers on the one or more small capacity autonomous vehicles have transferred to the large capacity autonomous vehicle. | 5. The method in claim 1 further comprising presenting a search interface for passengers in two or more autonomous vehicles to search for passengers in other vehicles who share a route or portion of route for potential in-person socializing either prior to, upon or after the start of the trip; presenting an interface for the passengers to select among the search results; and sending the requests for in-person connection to the selected passengers in other one or more vehicles. | 6. The method in claim 1 further comprising transmitting and presenting a request for in-person socializing to one or more passengers in a second autonomous vehicle when one or more passengers in a first autonomous vehicle select one or more passengers in the second autonomous vehicle to request for in-person socializing; and initiating the coordination of the connection of the moving or in-motion autonomous vehicles after receiving confirmation of acceptance of the in-person socializing request and when the two vehicles share an overlapping route over a time period, wherein the selection by one or more passengers in the first autonomous vehicle and presentation of the request to the one or more passengers in the second autonomous vehicle occur either prior to, upon or after the start of the trips. | 7. The method in claim 1 further comprising transmitting and presenting a request for in-person socializing to one or more passengers in both a first autonomous vehicle and a second autonomous vehicle when one or more passengers in each autonomous vehicle select one or more passengers in the other autonomous vehicle for in-person socializing; and initiating the coordination of the connection of the moving or in-motion autonomous vehicles after receiving confirmation of acceptance of the in-person socializing request from one or more passengers in both autonomous vehicles and when the two vehicles share an overlapping route over a time period, wherein the selection by one or more passengers in each autonomous vehicle and presentation of the request to the one or more passengers in each autonomous vehicle occur either prior to, upon or after the start of the trips. | 8. The method in claim 1 further comprising presenting one or more recommendations for in-person socializing to passengers in two or more autonomous vehicles; receiving their decision of whether to accept one or more of the recommendations; and recording as a match for in-person connection when passengers in two or more autonomous vehicles accept a recommendation of connection of the two or more autonomous vehicles, wherein the presentation of the recommendation, receiving of the decisions and recording of the matches occur either prior to, upon or after the start of the trips. | 9. The method in claim 1 further comprising cancelling an ongoing connection procedure of connecting two or more autonomous vehicles upon receiving a command of cancelation from a passenger in one of the moving or in-motion autonomous vehicles to be connected. | 10. The method in claim 1 further comprising starting a separation procedure for a first autonomous vehicle in a cluster of two or more connected autonomous vehicles to disconnect from the other vehicle(s) in the cluster upon receiving a command of separation from one or more passengers in the first autonomous vehicle. | 11. An information processing system for managing and connecting autonomous vehicles to enable in-person socializing of passengers in multiple traveling autonomous vehicles comprising One or more data modules that accept and/or store information of passengers on current interests, friendships, and/or requests for in-person socializing while traveling in an autonomous vehicle, and ongoing or planned traveling route and traveling time of passengers in two or more autonomous vehicles; One or more match processing modules that find one or more matches of two or more passengers who are in two or more autonomous vehicles for in-person socializing while traveling in an autonomous vehicle, and overlapping traveling route and traveling time of ongoing or planned trips; One or more planning and controller modules that compute a plan for two or more autonomous vehicles carrying passengers who are matched by the one or more match processing modules wherein the plan includes one or more of traveling route and time information of each vehicle, and information for two traveling autonomous vehicles to complete a connection, manage the wireless communication with two or more traveling autonomous vehicles and/or devices carried by passengers to collect information from and transmit information to such vehicles and/or passengers, initiate a coordination of connection of said two or more autonomous vehicles, communicate information to two or more autonomous vehicles for them to execute the plan, receive updates from, the two or more traveling autonomous vehicles and/or devices carried by passengers in the vehicles and adapt the plan based on the received updates, and control speed and lane position of said autonomous vehicles during the trip and connect said autonomous vehicles while said autonomous vehicles are still moving or in-motion. | 12. The information processing system in claim 11 wherein the plan further includes where, when and how two connected moving or in-motion autonomous vehicles make a separation. | 13. The information processing system in claim 11 wherein the plan further includes using a small capacity autonomous vehicle to carry passengers, connecting one or more small capacity autonomous vehicles to a large capacity autonomous vehicle and managing the transferring of passengers in the one or more small capacity autonomous vehicles to the large capacity autonomous vehicle. | 14. The information processing system in claim 13 wherein the plan further includes separation of the one or more small capacity autonomous vehicles from the large capacity autonomous vehicle after the passengers on the one or more small capacity autonomous vehicles have transferred to the large capacity autonomous vehicle. | 15. The information processing system in claim 11 wherein the one or more match processing modules further present a search interface for passengers in two or more autonomous vehicles to search for passengers in other vehicles who share a route or portion of route for potential in-person socializing either prior to, upon or after the start of the trip; present an interface for the passengers to select among the search results; and send the requests for in-person connection to the selected passengers in other one or more vehicles. | 16. The information processing system in claim 11 wherein the one or more match processing modules further cause a request for in-person socializing to be transmitted and presented to one or more passengers in a second autonomous vehicle when one or more passengers in a first autonomous vehicle select one or more passengers in the second autonomous vehicle to request for in-person socializing, and the one or more planning and controller modules initiate the coordination of the connection of the moving or in-motion autonomous vehicles after receiving confirmation of acceptance of the in-person socializing request and when the two vehicles share an overlapping route over a time period, wherein the selection by one or more passengers in the first autonomous vehicle and presentation of the request to the one or more passengers in the second autonomous vehicle occur either prior to, upon or after the start of the trips. | 17. The information processing system in claim 11 wherein the one or more match processing modules further cause a request for in-person socializing to be transmitted and presented to one or more passengers in both a first autonomous vehicle and a second autonomous vehicle when one or more passengers in each autonomous vehicle select one or more passengers in the other autonomous vehicle to request for in-person socializing, and the one or more planning and controller modules initiate the coordination of the connection of the moving or in-motion autonomous vehicles after receiving confirmation of acceptance of the in-person socializing request from one or more passengers in both autonomous vehicles and when the two vehicles share an overlapping route over a time period, wherein the selection by one or more passengers in each autonomous vehicle and presentation of the request to the one or more passengers in each autonomous vehicle occur either prior to, upon or after the start of the trips. | 18. The information processing system in claim 11 wherein the one or more match processing modules further present one or more recommendations for in-person socializing to passengers in two or more autonomous vehicles, receive their decision of whether to accept one or more of the recommendations, and record as a match for in-person connection when passengers in two or more autonomous vehicles accept a recommendation of connection of the two or more autonomous vehicles, wherein the presentation of the recommendation, receiving of the decisions and recording of the matches occur either prior to, upon or after the start of the trips. | 19. The information processing system in claim 11 wherein the one or more planning and controller modules coordinates two or more moving or in-motion autonomous vehicles to cancel an ongoing connection procedure of connecting two or more autonomous vehicles upon receiving a command of cancelation from a passenger in one of the moving or in-motion autonomous vehicles to be connected. | 20. The information processing system in claim 11 wherein the one or more planning and controller modules starts a separation procedure for a first autonomous vehicle in a cluster of two or more connected autonomous vehicles to disconnect from the other vehicle(s) in the cluster upon receiving a command of separation from one or more passengers in the first autonomous vehicle. | 21. An autonomous vehicle capable of connecting to one or more autonomous vehicles for in-person socializing of passengers in multiple traveling autonomous vehicles comprising a passenger compartment holding one or more passengers; an energy storage module and/or a power module that can receive or generate power from the environment; a drive mechanism that converts the energy source in the energy storage module or the power from the power module to produce mechanical motion to propel the autonomous vehicle; a mechanical joining mechanism capable of connecting with another autonomous vehicle while both are moving or in-motion; a controller module that exerts overall control of the autonomous vehicle, executes a trip plan, initiates a coordination of connection with other autonomous vehicle(s), controls the process of connecting to one or more other autonomous vehicles, controls speed and lane position of the autonomous vehicles during the trip, and controls the mechanical joining mechanism to connect with the mechanical joining mechanism of another autonomous vehicle while the autonomous vehicles are still moving or in-motion; and, a wireless communication module to communicate through one or more mobile communication networks with one or more information processing systems from which to receive information needed for connecting to another autonomous vehicle for in-person socializing while moving or in-motion. | 22. The autonomous vehicle of claim 21 further comprising a sensor module that provides the sensory information for fully autonomous driving or assisted driving, measures the spatial and temporal information, of an autonomous vehicle to be joined while the vehicles are moving or in-motion, and provides sensory feedback to the controller module. | 23. The autonomous vehicle of claim 21 further comprising a vehicle-to-vehicle communication module that identifies and communicates with the autonomous vehicle to be joined to collaborate on the connection of the mechanical joining mechanisms while the vehicles are moving or in-motion. | 24. The autonomous vehicle of claim 21 wherein the controller module of each autonomous vehicle in a cluster of two or more connected autonomous vehicles communicates with the vehicles in the cluster and controls its drive mechanism to collaborate with the drive mechanism(s) of the other autonomous vehicles in the cluster so that the drive mechanisms of vehicles in the cluster collectively move the cluster as one integrated autonomous vehicle. | 25. The autonomous vehicle of claim 21 wherein its passenger compartment becomes connected to the passenger compartment of an autonomous vehicle to which it is connected to allow in-person interaction between passengers in the connected autonomous vehicles. | 26. The autonomous vehicle of claim 21 wherein its passenger compartment connects to the passenger compartment of an autonomous vehicle to which it is connected to allow a passenger in one autonomous vehicle to move to another connected autonomous vehicle. | 27. The autonomous vehicle of claim 21 further comprising an in-vehicle communication module that communicates with a personal mobile or wearable device carried by a passenger to accept route information, request for in-person socializing, personal information, or command to the autonomous vehicle transmitted by the personal mobile or wearable device. | 28. The autonomous vehicle of claim 21 wherein the controller module aborts an ongoing connection procedure upon receiving a command of cancelation from one or more passengers in the autonomous vehicle. | 29. The autonomous vehicle of claim 21 wherein the controller module starts a separation procedure for the autonomous vehicle in a cluster of two or more connected autonomous vehicles to disconnect from the other vehicle(s) in the cluster upon receiving a command of separation from one or more passengers in the autonomous vehicle. | 30. The autonomous vehicle of claim 21 wherein the controller module starts a separation procedure for the autonomous vehicle in a cluster of two or more connected autonomous vehicles to disconnect from the other vehicle(s) in the cluster upon receiving a command of separation from the one or more information processing systems through the wireless communication module. | 31. The autonomous vehicle of claim 21 wherein the passenger compartment is of small capacity holding one or two passengers. | 32. The autonomous vehicle of claim 21 wherein the passenger compartment is of large capacity holding four or more passengers.

The method involves performing match processing to find matches of passengers in autonomous vehicles (30, 40) for in-person socializing while traveling in the autonomous vehicle, and overlapping traveling route and traveling time of ongoing or planned trips. The wireless communication with the traveling autonomous vehicles and devices carried by passengers in the vehicles are managed to collect information from and transmit information. A plan for autonomous vehicles carrying matched passengers by match processing where the plan includes traveling route and time information of each vehicle, and information for two traveling autonomous vehicles is computed to complete a connection. Information to autonomous vehicles is communicated to execute the plan. Updates are received from traveling autonomous vehicles and devices carried by passengers in the vehicles and adapt the plan based on the received updates. INDEPENDENT CLAIMS are also included for the following:an information processing system for managing and connecting autonomous vehiclesan autonomous vehicle. Method for enabling and managing in-person socializing of passengers in multiple traveling autonomous vehicles. The method enables improving space efficiency and convenience to transport individual or small number of passengers, while large capacity autonomous vehicles provide energy and space efficiency and enable close contact in-person socializing when a large group of passengers share travel overlapping route. The drawing shows a schematic view of a mechanical joining mechanism for two autonomous vehicles to connect on a side. 30, 40Autonomous vehicle31Side panel32Middle horizontal line33Vertical lines35Opened-up side panels

Please summarize the input

AUTONOMOUS VEHICLES FOR EFFICIENT TRANSPORTATION AND DELIVERY OF PACKAGESThis invention describes a method, the information processing system and the autonomous vehicles for transferring of a package from one traveling autonomous vehicle to another traveling autonomous vehicle. An information processing system computes an optimized plan for two or more traveling autonomous vehicles to carry out a transfer of a package from the first traveling autonomous vehicle to a second traveling autonomous vehicle, communicates the plan to the traveling autonomous vehicles, and the traveling autonomous vehicles executes the plan and completes the transfer while traveling at normal speed. This invention will lead to significantly more efficient transportation and delivery of packages, reducing the need to transportation hubs, transportation time and/or energy consumption.We claim: | 1. An information processing system for intelligent transportation comprising One or more data modules that accept and/or store information of packages that are currently being transported and the traveling autonomous vehicles they are on, and packages that are scheduled to be transported and their origin and destination; One or more planning and controller modules that comprise several submodules including a sub-module that computes a plan for two or more autonomous vehicles carrying packages whereas the plan includes one or more of traveling route of each vehicle; time information of the trip of each vehicle; speed and lane position of the autonomous vehicles during the trip to enable the connection or contact of two or more traveling autonomous vehicles for the transfer of package(s); where and when two traveling autonomous vehicles complete a transfer, and whereas where, when and how packages to one or more destinations are to be transferred to another traveling autonomous vehicle; and sub-module that manages the wireless communication with two or more traveling autonomous vehicles and/or tracking devices to collect information from and transmit information to such vehicles and/or packages, to communicate information to two or more autonomous vehicles for them to execute the plan, and to receive updates from the two or more traveling autonomous vehicles and/or tracking devices in the autonomous vehicles, whereas the one or more planning and controller modules adapts the plan based on the received updates; Whereas the one or more planning and controller modules manage the execution of the transfer of packages between two or more autonomous vehicles and initiates the connection or contact of the vehicles. | 2. The information processing system of claim 1 further comprising one or more match processing modules that match packages that have overlapping traveling route(s), and/or require transportation in overlapping time. | 3. The information processing system of claim 1 whereas the one or more planning and controller modules produce a plan in which a traveling small capacity autonomous vehicle is connected to a traveling larger capacity autonomous vehicle for packages in the traveling small capacity autonomous vehicle to be transferred to the larger capacity autonomous vehicle, or for packages in the traveling large capacity autonomous vehicle to be transferred to the small capacity autonomous vehicle. | 4. A method of delivery of a package comprising Transporting in a first traveling autonomous vehicle a package to be delivered to a destination or recipient; Computing a plan for two or more traveling autonomous vehicles to carry out a transfer of a package from the first traveling autonomous vehicle to a second traveling autonomous vehicle; Receiving updates from a plural of autonomous vehicles and/or devices embedded in packages carried by the plural of autonomous vehicles and adapting the plan based on the received updates; Communicating the plan to the two traveling autonomous vehicles for them to execute the plan; Controlling, according to the plan, the first traveling autonomous vehicle to travel a first route that will bring it to be immediately adjacent to the second traveling autonomous vehicle which is traveling on a second route that will reach or get close to the destination or recipient, or in which the recipient is traveling; Controlling the first traveling autonomous vehicle and the second traveling autonomous vehicle to be immediately adjacent to each other, and, Using a connecting, contacting or transferring mechanism to transfer the package from the first traveling autonomous vehicle to the second traveling autonomous vehicle or to deliver the package to the recipient in the second traveling autonomous vehicle. | 5. The method of claim 4 further comprising obtaining the signature from recipient traveling in the second traveling autonomous vehicle. | 6. The method of claim 4 further comprising one or more traveling autonomous vehicles carrying packages for delivery to a plural of destinations in addition to the first and second traveling autonomous vehicles; and updating the routes of one or more traveling autonomous vehicles the based on the destinations of the packages carried by the vehicles to improve the delivery of the packages to their intended destinations, including reducing the cost or the delivery time of one or more of the packages. | 7. The method of claim 4 further comprising using a mechanical mechanism to physically connect the first and second traveling autonomous vehicles into one virtual vehicle to complete the transfer or delivery of one or more packages, whereas the two connected vehicles travel as one combined vehicle under common or coordinated control. | 8. The method of claim 4 whereas using a connecting, contacting or transferring mechanism to transfer or deliver the package comprising either one or both of the first and the second traveling autonomous vehicles extend out a connecting, contacting or transferring mechanism, and the first and second traveling autonomous vehicles coordinate their control to complete the transfer of one or more of packages. | 9. The method of claim 8 whereas the connecting, contacting or transferring mechanism uses a robotic arm. | 10. The method of claim 8 whereas the connecting, contacting or transferring mechanism uses magnetic force. | 11. The method of claim 4 further comprising the two traveling autonomous vehicles first establishing communication, aligning their travel, coming into proximity of each other, establishing physical contact or connection, maintaining communication and coordinating travel at the same or approximately the same speed and direction after the contact or connection is established, then completing the delivery, transfer or exchange of packages, retracting the connection or contact, separate, and finally travelling independently on each's own route. | 12. The method of claim 4 whereas one of the traveling autonomous vehicles is an aerial vehicle. | 13. The method of claim 12 further comprising using the aerial traveling autonomous vehicle picking up a package from a land traveling autonomous vehicle at one side; flying over a unfavorable segment of land route; and transferring the package to another land traveling autonomous vehicle at the other side, which continues the transportation of the package. | 14. An autonomous vehicle comprising A package compartment that can hold one or more packages; A package transfer mechanism that retrieves a package to be transferred from the package compartment, connects or contacts with one or more other autonomous vehicles for transfer of packages, transfers the package to and/or receive a package from another traveling autonomous vehicle; A controller module that keeps a record of the locations of the packages inside the package compartment, controls engagement and disengagement of the package transfer mechanism, and the transfer of packages; A wireless communication module to communicate with one or more information processing systems that plan and manage the transfer of packages between traveling autonomous vehicles; A sensor module that provides the sensory information to the controller module; A vehicle-to-vehicle communication module that communicates with the traveling autonomous vehicle with which a package transfer is to be completed; An energy storage module and/or a power module; and, A drive mechanism that converts energy to produce mechanical motion to propel the autonomous vehicle. | 15. The autonomous vehicle of claim 14 further comprising an in-vehicle communication module that communicates with tracking devices embedded with package(s) to track or monitor the package(s) on-board in the package compartment. | 16. The autonomous vehicle of claim 14 whereas the package transfer mechanism uses a robotic arm. | 17. The autonomous vehicle of claim 14 whereas the package transfer mechanism uses a magnetic force.

The system has planning and controller modules including a sub-module that manages wireless communication with traveling autonomous vehicles (30, 40) i.e. aerial vehicles, and/or tracking devices to collect information from and transmit information to vehicles and/or packages (36, 38), to communicate information to autonomous vehicles to execute plan and to receive updates from the traveling autonomous vehicles and/or tracking devices in the autonomous vehicles. The planning and controller modules adapt the plan based on the received updates, manage execution of transfer of packages between the autonomous vehicles and initiate connection or contact of the vehicles. INDEPENDENT CLAIMS are also included for the following:a method for delivering a packagean autonomous vehicle. Information processing system for facilitating intelligent transportation of large number of packages to an autonomous vehicle e.g. large capacity autonomous vehicle such as aerial vehicle (all claimed). The system dynamically updates routes of traveling autonomous vehicles to optimize overall efficiency and/or guarantee delivery time of the packages. The autonomous vehicles can physically connect or contact for transferring packages from one of the traveling autonomous vehicles to the other vehicle to save travel time and to avoid disruption to traffic while the vehicles travel at normal speed range. The drawing shows a rear view illustrating transfer of a package from a first traveling autonomous vehicle to a second traveling autonomous vehicle using robotic arms. 30, 40Traveling autonomous vehicles31Robotic arm32Grabber35Package compartment36, 38Packages

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AUTONOMOUS DRIVING CONTROL METHOD BASED ON TELE-OPERATED DRIVING INFORMATION AND APPARATUS AND SYSTEM THEREFORThe present invention relates to an autonomous driving control method based on remote driving information and an apparatus and system therefor. According to one aspect, an autonomous driving control method based on remote control information in a vehicle linked to a remote control center and a shared server through a network includes: In the autonomous driving mode, determining whether autonomous driving is possible for the road section ahead, switching to remote driving mode based on the determination that autonomous driving is not possible, and video captured by a remote driving camera Transmitting to the remote control center, receiving a remote driving control signal corresponding to the image, and controlling the operation of the vehicle based on the remote driving control signal, wherein the image and the remote driving control are controlled. It is characterized by remote driving information generated based on signals being shared with other vehicles.|1. A remote control information-based autonomous driving control method for a vehicle linked to a remote control center and a shared server through a network, comprising: determining whether autonomous driving on the road section ahead is possible in an autonomous driving mode; switching to a remote driving mode based on the determination result that the autonomous driving is not possible; transmitting an image captured by a remote driving camera to the remote control center; Receiving a remote driving control signal corresponding to the image; and controlling the operation of the vehicle based on the remote driving control signal, wherein the video and remote driving information generated based on the remote driving control signal are shared with other vehicles. | 2. The method of claim 1, further comprising determining whether remote driving information pre-stored corresponding to the road section ahead exists in the internal storage, wherein the remote driving information pre-stored corresponding to the road section ahead exists in the internal storage. Characterized in that switching to the remote driving mode based on what is not present in the method. | 3. The method of claim 1, further comprising: generating precise positioning information and route creation information corresponding to the road section ahead based on high-precision map information and sensing information collected from a provided sensor; Comparing the precise positioning information and the route creation information with the remote driving information based on the presence of remote driving information previously stored corresponding to the road section ahead; and determining whether the autonomous driving mode can be maintained using the remote driving information according to the comparison result. | 4. The method of claim 3, wherein the remote driving mode is switched based on the fact that it is not possible to maintain the autonomous driving mode using the remote driving information. | 5. The method of claim 1, further comprising transmitting a predetermined warning alarm message notifying that autonomous driving on the road section ahead is impossible based on the switch to the remote driving mode to a following vehicle through vehicle-to-vehicle communication, method. | 6. The method of claim 5, wherein upon transmission of the warning alarm message, the shared remote driving information is acquired by the following vehicle, and the autonomous driving mode of the following vehicle is maintained based on the acquired remote driving information. Characterized in that, a method. | 7. The method of claim 6, wherein the remote driving information includes at least one of waypoint array information, route information, and track information corresponding to the road section ahead. | 8. The method of claim 1, wherein the remote driving information is generated by the remote control center and then registered and shared on the shared server. | 9. A remote control information-based autonomous driving control method in a remote control center linked to a vehicle and a shared server through a network, comprising: receiving an image of a road section ahead captured by a remote driving camera of the vehicle; outputting the received image on a screen; and transmitting a remote driving control signal generated corresponding to the output screen to the vehicle. generating remote driving information based on the received image and the remote driving control signal; and registering the generated remote driving information on the shared server. | 10. The method of claim 9, wherein the remote driving information registered in the shared server is shared with other vehicles in real time or periodically. | 11. The method of claim 10, wherein the other vehicle includes a vehicle following the vehicle along the road section ahead in an autonomous driving mode. | 12. The method of claim 9, wherein the shared server includes at least one of a cloud server, a local edge server, and a private server. | 13. The method of claim 9, wherein the remote driving information includes at least one of waypoint information, route information, and track information corresponding to the road section ahead. | 14. The method of claim 9, wherein the vehicle transmits a compressed image captured by the remote driving camera to the remote control center based on the inability of autonomous driving on the road section ahead while driving in autonomous driving mode, and the remote A method in which the control center decompresses the compressed video and outputs it on the screen. | 15. A vehicle linked to a remote control center and a shared server through a network, comprising: an autonomous driving determination unit that determines whether autonomous driving on the road section ahead is possible while driving in autonomous driving mode; As a result of the determination, a remote driving connection unit switches to a remote driving mode based on the fact that autonomous driving is not possible, establishes communication with the remote control sensor, and transmits an image captured by a remote driving camera to the remote control center; a control command generator that generates a control command to control the operation of the vehicle based on a remote driving control signal received from the remote control center in correspondence with the image; and a remote driving information storage that stores remote driving information generated based on the image and the remote driving control signal, wherein the remote control information is shared with other vehicles. | 16. The method of claim 15, wherein the autonomous driving determination unit determines whether remote driving information pre-stored corresponding to the road section ahead exists in the remote driving information storage, and the remote driving information pre-stored corresponding to the road section ahead is present in the remote driving information storage. and determining the transition to the remote driving mode based on what is not present in the internal storage. | 17. The method of claim 15, further comprising: a high-precision positioning unit that generates precise positioning information corresponding to the road section ahead based on high-precision map information and sensing information collected from a provided sensor; and a route generator that generates a route corresponding to the road section ahead based on the high-precision map information and the sensing information, wherein the autonomous driving determination unit has remote driving information previously stored corresponding to the road section ahead. Comparing the precise positioning information and the generated route information with the remote driving information, respectively, and determining whether it is possible to maintain the autonomous driving mode using the remote driving information according to the comparison result. A vehicle. | 18. The vehicle according to claim 17, wherein the vehicle is switched to the remote driving mode based on the fact that it is not possible to maintain the autonomous driving mode using the remote driving information. | 19. The V2X (Vehicle to Everything) system of claim 15, which transmits a predetermined warning alarm message notifying that autonomous driving on the road section ahead is impossible based on the switch to the remote driving mode to a following vehicle through vehicle-to-vehicle communication. A vehicle further comprising a communications unit. | 20. The method of claim 18, wherein upon transmission of the warning alarm message, the shared remote driving information is acquired by the following vehicle, and the autonomous driving mode of the following vehicle is maintained based on the obtained remote driving information. Characterized in that, a vehicle. | 21. The vehicle according to claim 15, wherein the remote driving information includes at least one of waypoint array information, route information, and track information corresponding to the road section ahead. | 22. The vehicle according to claim 15, wherein the remote driving information is generated by the remote control center and then registered in the shared server and shared with the other vehicle. | 23. A remote control center linked to a vehicle and a shared server through a network, comprising: a communication device that receives compressed images of a road section ahead captured by a remote driving camera of the vehicle; a decoder that decodes the received video and outputs it on a monitoring screen; and a remote driving device that generates a remote driving control signal corresponding to the image displayed on the screen according to the remote driver's operation. and a main controller that transmits the remote driving control signal to the vehicle through the communication device, wherein remote driving information is generated based on the received image and the remote driving control signal and registered in the shared server. done by remote control center. | 24. The method of claim 23, wherein the remote driving information registered in the shared server is shared with other vehicles following the vehicle along the road section ahead in autonomous driving mode, so that the autonomous driving mode of the other vehicles is maintained. remote control center. | 25. While driving in autonomous driving mode, a vehicle switches to remote driving mode based on the inability to drive autonomously in the road section ahead and captures images through a provided remote driving camera; a remote control center that generates a remote driving control signal corresponding to the captured image and transmits it to the vehicle, and generates remote driving information corresponding to the road section ahead based on the image and the remote driving control signal; and a shared server in which the remote driving information is registered and maintained by the remote control center, and the remote driving information is shared with other vehicles following the vehicle along the road section ahead in an autonomous driving mode, so that the other vehicles A remote driving system, characterized in that the autonomous driving mode is maintained.

The system has a remote control vehicle system provided with a vehicle interface, a remote control vehicle controller, and a first communication device. A remote control center system is provided with a traveling device interface, a traveling device, a remote control center controller, and a second communication device. The vehicle interface is provided with multiple first descriptions related to communication rules between electronic control units (ECU) mounted on a vehicle, where the first descriptions include a control command description, a vehicle specification description, a sensor data description, and a vehicle state description. The traveling device interface comprises multiple second descriptions related to communication rules between the remote control center controller and the traveling devices. INDEPENDENT CLAIMS are also included for:a method for operating a system for supporting remote driving or tele-operated driving (ToD) of a self-driving vehicle by a remote control vehicle device; anda non-volatile computer readable recording medium comprising a set of instructions for supporting remote driving or ToD of a self-driving vehicle by remote control vehicle device. System for supporting remote driving or ToD of a self-driving vehicle by a remote control vehicle device. Can also be used for mobile communication systems. The system can preemptively decide whether to drive remotely before network situation deteriorates by sharing remote driving capability of a road with the remote driving center, so as to realize safe remote driving of the vehicle. The system minimizes and enables safer and smoother autonomous driving of the vehicle. The vehicle can maintain autonomous driving by using the remote driving information without switching to the remote driving mode by storing the remote driving information of the preceding vehicle in a shared space. The drawing shows a block diagram of a system for supporting remote driving or ToD of a self-driving vehicle (Drawing includes non-English language text).

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REMOTE CONTORL METHOD, DEVICE AND SYSTEM SUPPROTING MULTIPLE VEHICLE AND MULTIPLE REMOTE CONTROL DEVICESOne embodiment, in a teleoperated driving (ToD) system. A ToV (Teleoperated Vehicle) system including a vehicle I/F, a ToV controller, and a first network device, and a Toleoperated Centor (ToC) system including a traveling device I/F, a traveling device, a ToC controller, and a second network device,, The first network device and the second network device support communication between the ToV system and the ToC system, and the vehicle I/F communicates between ECUs (Electronic Control Units) installed in a plurality of vehicle types and the ToD. It is a ToD system that includes multiple descriptions related to rules.|1. In a teleoperated driving (ToD) system. A ToV (Teleoperated Vehicle) system including a vehicle I/F, a ToV controller, and a first network device, and a Toleoperated Centor (ToC) system including a traveling device I/F, a traveling device, a ToC controller, and a second network device,, The first network device and the second network device support communication between the ToV system and the ToC system, and the vehicle I/F communicates between ECUs (Electronic Control Units) installed in a plurality of vehicle types and the ToD. A ToD system that includes a plurality of descriptions related to rules. | 2. The ToD system according to claim 1, wherein the plurality of descriptions include a control command description, a vehicle specification description, a sensor data description, and a vehicle state description. | 3. The ToD system according to claim 2, wherein the control command Description includes a command set for vehicle control related to the plurality of vehicle types. | 4. The ToD system according to claim 1, wherein the traveling device I/F includes a plurality of descriptions related to communication rules between the ToC controller and various types of traveling devices. | 5. The ToD system according to claim 4, wherein the plurality of descriptions include a traveling device control command description, a traveling device specification description, a traveling device data description, and a traveling device state description. | 6. The ToD system according to claim 1, wherein the ToV controller processes a ToD On request from a vehicle. | 7. The method of claim 6, wherein the ToV controller initializes all units of the ToV system when receiving the ToD On request from the vehicle I/F, checks whether the ToC system is ready for remote driving, and prepares the vehicle to receive a control signal. A ToD system that performs verification that | 8. The ToD system according to claim 1, wherein the ToV system is mounted on an autonomous vehicle. | 9. The ToD system according to claim 1, wherein the ToV system further includes an external sensor, a video transmitter, and a voice communication device. | 10. The ToD system according to claim 9, wherein the external sensor senses the outside of the vehicle corresponding to the driver's line of sight. | 11. The ToD system according to claim 9, wherein the video transmitter compresses the external sensor information. | 12. The method of claim 1, wherein the ToC controller initializes all units of the ToC system when receiving the ToD On request from the ToV controller, checks whether an operator to operate the remote driving system is ready, and notifies the ToV of preparation for receiving a remote driving signal. Doing, ToD system. | 13. The ToD system according to claim 1, wherein the ToC system further includes a video receiver, a monitor and speaker device, and a voice communication device. | 14. The ToD system according to claim 1, wherein the voice communication device is related to a voice call between a passenger inside the vehicle and a ToC operator. | 15. The ToD system according to claim 1, wherein the second network device is a separate communication device composed of V2X equipment, Telematics equipment, or a dedicated QoS/satellite communication network. | 5. The ToD system according to claim 4, wherein the various types of travel devices include the helicopter control device type, the driver's seat type of the vehicle, the fighter control type, and the ship control type. | 17. The method of claim 16, wherein the driving device includes a mechanical device and a cockpit, and the mechanical device includes a device related to a driver's seat of a vehicle, and the device related to a driver's seat of a vehicle includes a steering wheel, a brake, an accelerator pedal, a transmission and a wiper, and a direction A ToD system including an indicator light control unit. | 18. A method of operating a teleoperated vehicle (ToV) system related to teleoperated driving (ToD). Receiving a signal from a ToC (Toleoperated Centor) system including a traveling device I/F, a traveling device, a ToV controller, and a second network device through a first network device; Delivering a command corresponding to a signal from the ToC system to an Electronic Control Unit (ECU) through a vehicle I/F; wherein the vehicle I/F includes a plurality of descriptions related to communication rules between an electronic control unit (ECU) mounted on a plurality of vehicle types and the ToD. | 19. A non-volatile computer readable storage medium storing at least one computer program comprising instructions that, when executed by at least one processor, cause the at least one processor to perform operations for a relay UE, the operations comprising: ToC The ToV (Teleoperated Vehicle) system receives signals related to remote driving from the Toleoperated Centor (Toleoperated Centor) system; The vehicle I/F of the ToV system transmits the remote driving related signal to an electronic control unit (ECU); wherein the ToV system includes a vehicle I/F, a ToV controller, and a first network device, and the ToC system includes a traveling device I/F, a traveling device, a ToC controller, and a second network device; A first network device and a second network device support communication between the ToV system and the ToC system, and the vehicle I/F transmits a plurality of descriptions related to communication rules between ECUs installed in a plurality of vehicle types and the ToD. Including, a storage medium. | 20. In a teleoperated vehicle (ToV) device related to teleoperated driving (ToD). Receiving signals related to remote driving from ToC (Toleoperated Centor) system; The vehicle I/F transmits the remote driving related signal to an ECU (Electronic Control Unit); wherein the ToV device includes a vehicle I/F, a ToV controller, and a first network device, and the ToC device includes a traveling device I/F, a traveling device, a ToC controller, and a second network device; A first network device and a second network device support communication between the ToV system and the ToC system, and the vehicle I/F transmits a plurality of descriptions related to communication rules between ECUs installed in a plurality of vehicle types and the ToD. Including device.

The system has two network devices for supporting communication between a teleoperated vehicle (ToV) system and a trolley operated center (ToC) system. A vehicle I-F communicates between electronic control units (ECU) installed in multiple types of vehicles and a teleoperated driving (ToD). The ToD system is mounted on an autonomous vehicle. An external sensor senses an outer side of the vehicle corresponding to a driver's line of sight. A video transmitter compresses external sensor information, and a voice communication device is related to a voice call between a passenger inside the vehicle and an ToC operator. INDEPENDENT CLAIMS are also included for:a non-volatile computer readable storage medium for storing a set of instructions for for operating a ToV; anda method for operating a teleoperated vehicle (ToV) system Teleoperated vehicle (ToV) system. The system provides description-based I-F between the vehicle and the ToD controller, so that sequence control between the ToC and ToV can be performed in an effective manner. The drawing shows a block diagram of a ToV system (Drawing includes non-English language text).

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APPARATUS FOR WIRELESS COMMUNICATION BETWEEN PLATOONING VEHICLES, AND OPERATING METHOD THEREOFDisclosed is a method of operating an apparatus for wireless communication between vehicles platooning in an autonomous driving system. A method of operating an apparatus for wireless communication between vehicles traveling in a platooning system in an autonomous driving system includes a plurality of reception beams having different directions when a preceding vehicle of a vehicle including the apparatus rotates among vehicles traveling in a platoon. sweeping some reception beams among (Rx beams), wherein the partial reception beams are selected in consideration of the rotation direction of the preceding vehicle; forming a beam pair link (BPL) by selecting one of a plurality of transmission beams of the preceding vehicle and a combination of the partial reception beams; sweeping some transmission beams among a plurality of transmission beams (Tx beams) having different directions, wherein the partial transmission beams are selected in consideration of the rotation direction; and forming a beam pair link by selecting one of a combination of the partial transmission beams and a plurality of reception beam combinations of a vehicle following the vehicle including the device.|1. In the operating method of a device for wireless communication between vehicles that are platooning in an autonomous driving system, when a preceding vehicle of a vehicle including the device rotates among vehicles traveling in a platoon, a plurality of receptions having different directions sweeping some reception beams among Rx beams, wherein the partial reception beams are selected based on an area formed by a rotational direction of the preceding vehicle and an existing traveling direction of the vehicles traveling in the queue; forming a beam pair link (BPL) by selecting one of a plurality of transmission beams of the preceding vehicle and a combination of the partial reception beams; and forming a new beam pair link when the beam pair link fixing timer expires when the preceding vehicle does not rotate. | 2. The method of claim 1 , wherein the partial reception beams are selected by further considering a location of the preceding vehicle. | 3. delete | 4. delete | 5. The wireless communication between vehicles according to claim 1, wherein the selecting of one of the plurality of transmission beams and the partial reception beam combinations of the preceding vehicle comprises selecting based on the signal reception strength of the receiving vehicle. How the device works for you. | 6. In the operating method of a device for wireless communication between vehicles that are platooning in an autonomous driving system, when a preceding vehicle of a vehicle including the device rotates among vehicles traveling in a platoon, a plurality of transmissions having different directions sweeping some transmission beams among Tx beams, wherein the partial transmission beams are selected based on an area formed by the rotational direction and an existing driving direction of the vehicles traveling in the queue; forming a beam pair link by selecting one of a plurality of combinations of the transmission beams and a plurality of reception beams of a vehicle following the vehicle including the device; and forming a new beam pair link when the beam pair link fixing timer expires when the preceding vehicle does not rotate. | 7. The method of claim 6 , wherein the partial transmission beams are selected by further considering a position of the following vehicle. | 8. delete | 9. delete | 10. The method of claim 6, wherein the selecting of one of a plurality of combinations of the partial transmission beams and a plurality of reception beams of a vehicle following the vehicle including the device comprises selecting based on signal reception strength in the reception vehicle. , a method of operating a device for vehicle-to-vehicle wireless communication. | 11. An apparatus for wireless communication between vehicles platooning in an autonomous driving system, comprising: a transceiver including a plurality of antenna components; and a processor coupled to the transceiver, wherein the processor is configured to, when a vehicle preceding a vehicle including the apparatus rotates among vehicles traveling in a line, some of a plurality of reception beams (Rx beams) having different directions sweeping a reception beam, wherein the partial reception beam is selected based on an area formed by a rotational direction of the preceding vehicle and an existing traveling direction of the vehicles traveling in the group, a plurality of transmission beams of the preceding vehicle and the portion A vehicle that forms a beam pair link (BPL) by selecting any one of the reception beam combinations, and forms a new beam pair link when the preceding vehicle does not rotate and the beam pair link fixed timer expires A device for inter-wireless communication. | 12. The apparatus of claim 11 , wherein the partial reception beams are selected by further considering a location of the preceding vehicle. | 13. delete | 14. delete | 15. The inter-vehicle method of claim 11 , wherein the selecting, by the processor, from among the plurality of transmission beams and the partial reception beam combinations of the preceding vehicle, is a step of selecting based on the signal reception strength of the receiving vehicle. Device for wireless communication. | 16. An apparatus for wireless communication between vehicles platooning in an autonomous driving system, comprising: a transceiver including a plurality of antenna components; and a processor coupled to the transceiver, wherein the processor is configured to, when a vehicle preceding a vehicle including the apparatus rotates among vehicles traveling in a line, some of a plurality of Tx beams having different directions sweeping a transmission beam, wherein the partial transmission beam is selected based on an area formed by the rotational direction and an existing driving direction of the vehicles traveling in the queue, the partial transmission beam and a vehicle following a vehicle including the device Selecting any one of a plurality of reception beam combinations of A device for wireless communication between vehicles. | 17. The apparatus of claim 16 , wherein the partial transmission beams are selected by further considering a position of the following vehicle. | 18. delete | 19. delete | 20. The method of claim 16, wherein the selecting of one of a plurality of combinations of the partial transmission beams and a plurality of reception beams of a vehicle following the vehicle including the device comprises selecting based on signal reception strength in the reception vehicle. , a device for wireless communication between vehicles. | 21. In the operating method of a device for wireless communication between vehicles that are platooning in an autonomous driving system, when a preceding vehicle of a vehicle including the device rotates among vehicles traveling in a platoon, a plurality of receptions having different directions sweeping some reception beams among Rx beams, wherein the partial reception beams are selected based on an area formed by a rotational direction of the preceding vehicle and an existing traveling direction of the vehicles traveling in the queue; forming a beam pair link (BPL) by selecting one of a plurality of transmission beams of the preceding vehicle and a combination of the partial reception beams; Sweeping some transmission beams among a plurality of Tx beams having different directions, wherein the partial transmission beams are selected based on an area formed by the rotation direction and the existing driving directions of the vehicles traveling in the queue. step; forming a beam pair link by selecting one of a plurality of combinations of the transmission beams and a plurality of reception beams of a vehicle following the vehicle including the device; and forming a new beam pair link when the beam pair link fixing timer expires when the preceding vehicle does not rotate. | 22. An apparatus for wireless communication between vehicles platooning in an autonomous driving system, comprising: a transceiver including a plurality of antenna components; and a processor coupled to the transceiver, wherein the processor is configured to, when a vehicle preceding a vehicle including the apparatus rotates among vehicles traveling in a line, some of a plurality of reception beams (Rx beams) having different directions sweeping a reception beam, wherein the partial reception beam is selected based on an area formed by a rotational direction of the preceding vehicle and an existing driving direction of the vehicles traveling in the group, a plurality of transmission beams of the preceding vehicle and the portion A beam pair link by selecting any one of the reception beam combinations; BPL) and some transmit beams among a plurality of transmit beams (Tx beams) having different directions, wherein the some transmit beams are selected based on an area formed by the rotational direction and the existing travel directions of the vehicles traveling in the queue - sweeping (sweeping), selecting any one among a plurality of combinations of the receiving beams of the following vehicle of the vehicle including the partial transmission beam and the device to form a beam pair link, and the preceding vehicle An apparatus for wireless communication between vehicles, which, if not rotated, forms a new beam pair link when the beam pair link lock timer expires. | 23. A computer program stored in a computer-readable recording medium in combination with hardware to execute the method of any one of claims 1 to 2, 5 to 7, 10 and 21.

The method involves sweeping (650,680) some reception beams among multiple reception beams having different directions, where the partial reception beams are selected based on an area formed by a rotational direction of the preceding vehicle and an existing traveling direction of the vehicles traveling in a line. A beam pair link (BPL) is formed (660,690) by selecting multiple transmission beams of the preceding vehicle and a combination of the partial reception beams. A new beam pair link is formed (610) when the beam pair link lock timer expires if the preceding vehicle does not turn. The partial reception beams are selected by considering a location of the preceding vehicle. INDEPENDENT CLAIMS are included for the following:a device for wireless communication between vehicles in autonomous driving system; anda computer readable recording medium recording program for operating device for wireless communication between vehicles in autonomous driving system. Method for operating device for wireless communication between vehicles in autonomous driving system. The method enables shortening beam pair link (BPL) formation time in mmWave sidelink between vehicles during 5G V2X line driving, so that service and data transmission and reception can be performed in a seamless manner and use of a battery of the vehicle can be reduced. The drawing shows a flowchart illustrating a method for operating device for wireless communication between vehicles in autonomous driving system. (Drawing includes non-English language text) 610Step for forming new beam pair link when beam pair link lock timer expires645Step for selecting some receive beams considering existing driving direction650,680Step for sweeping reception beams among multiple reception beams having different directions660,690Step for forming BPL by selecting multiple transmission beams of preceding vehicle and combination of partial reception beams675Step for selecting reception beam in consideration of existing driving direction

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Sensor fusion-based object position estimation method and device thereforThe present invention relates to an object recognition technology for autonomous driving, and a method for estimating an object location based on sensor fusion comprises the steps of acquiring external environment information from an external device through a wireless network, analyzing a sensor state of a sensor system, and the external environment. Generating a noise model based on environment information and sensor state analysis results, estimating an object location by applying the noise model to observation data obtained from the sensor system, and outputting an object location estimation result. can do. Accordingly, the present invention has the advantage of providing a more accurate and reliable object location estimation method by adaptively applying a noise model according to changes in the external environment and sensor state.|1. A method for estimating an object location based on sensor fusion, the method comprising: acquiring external environment information from an external device through a wireless network; Analyzing the sensor state of the sensor system; generating a noise model based on the external environment information and the sensor state analysis result; estimating an object position by applying the noise model to observation data obtained from the sensor system; and outputting an object location estimation result. | 2. The method of claim 1, wherein the external environment information includes at least one of weather information, illuminance information, sunlight intensity information, rainfall information, snowfall information, and fog information. | 3. The method of claim 1, wherein the external device includes at least one of a Local Dynamic Map (LDM), an environment sensor, a Road Side Unit (RSU), and a vehicle terminal, which is an environment information storage for each region. | 4. The method of claim 1, wherein the wireless network includes at least one of a mobile communication network and a vehicle-to-vehicle communication network, wherein the mobile communication network includes at least one of a Longterm Evolution (LTE) communication network, a 5G New Radio (NR) communication network, and a Wi-Fi communication network, The vehicle-to-vehicle communication network is an IEEE 802.11p-based WAVE (Wireless Access for Vehicle Environment) communication network, an LTE-based V2X (Vehicle to Everything) communication network, a mmWave communication network, a 5G NR-V2X communication network, and a DSRC (Dedicated Short Range Communication) communication network A method comprising at least one. | 5. The method of claim 1, wherein the sensor state analysis result includes at least one of a failure state, measurement accuracy, measurement error, variance and standard deviation for measurement data. | 6. The method of claim 1, wherein the sensor system includes a camera and a lidar. | 7. The method of claim 1, wherein the noise model includes a measurement noise model and an observation noise model, the measurement noise model includes a measurement model noise level, and the observation noise model includes an observation model noise level, the measurement model The method of claim 1, wherein the noise level and the observation model noise level are variable values. | 2. The method of claim 1, wherein the generating of the noise model comprises: analyzing a sensor state for each sensor included in the sensor system and generating a sensor state analysis result; generating a learning dataset by performing pre-processing on the external environment information; And determining the noise model by performing machine learning based on the sensor state analysis result and the learning dataset. | 9. The method of claim 1, wherein the object position estimation result includes at least one of a final estimated position corresponding to a recognized object and a final estimated position noise. | 10. The method of claim 9, further comprising: recognizing an object based on observation data received from the sensor system, and determining an initial location of the recognized object; generating correction information based on the noise model; and determining a final estimated position and a final estimated position noise corresponding to the recognized object based on the determined initial position and the correction information. | 11. An apparatus for estimating an object location based on sensor fusion, comprising: a wireless communication unit that obtains external environment information from an external device through a wireless network; Sensor state analysis unit for analyzing the sensor state of the sensor system; and a noise model generator including a noise model determining unit generating a noise model based on the external environment information and the analysis result of the sensor state, wherein the object location is estimated by applying the noise model to observation data obtained from the sensor system. Characterized in that, the device outputs the result. | 12. The apparatus of claim 11, wherein the external environment information includes at least one of weather information, illuminance information, sunlight intensity information, rainfall information, snowfall information, and fog information. | 13. The apparatus of claim 11, wherein the external device includes at least one of a Local Dynamic Map (LDM), an environment sensor, a Road Side Unit (RSU), and a vehicle terminal, which is a regional environment information storage. | 14. The method of claim 11, wherein the wireless network includes at least one of a mobile communication network and a vehicle-to-vehicle communication network, wherein the mobile communication network includes at least one of a Longterm Evolution (LTE) communication network, a 5G New Radio (NR) communication network, and a Wi-Fi communication network, The vehicle-to-vehicle communication network is an IEEE 802.11p-based WAVE (Wireless Access for Vehicle Environment) communication network, an LTE-based V2X (Vehicle to Everything) communication network, a mmWave communication network, a 5G NR-V2X communication network, and a DSRC (Dedicated Short Range Communication) communication network A device comprising at least one. | 12. The apparatus of claim 11, wherein the sensor state analysis result includes at least one of a failure state, measurement accuracy, measurement error, variance and standard deviation for measurement data. | 12. The apparatus of claim 11, wherein the sensor system comprises a camera and lidar. | 12. The method of claim 11, wherein the noise model includes a measurement noise model and an observation noise model, and the apparatus determines a theoretical object measurement location corresponding to a location of an initially recognized object based on the measurement noise model. wealth; and an observation modeling unit determining a correction value corresponding to the theoretical object measurement position based on the observation noise model. | 18. The method of claim 17, wherein the measurement noise model includes a measurement model noise level, and the observation noise model includes an observation model noise level, wherein the measurement model noise level and the observation model noise level are variable values., Device. | 12. The method of claim 11, wherein the noise model generator further comprises a data pre-processing unit for generating a learning dataset by performing pre-processing on the external environment information, and the sensor state analysis unit determines sensor states for each sensor included in the sensor system. An apparatus comprising first to N analysis units for analysis, wherein the noise model determination unit determines the noise model by performing machine learning based on a result of analyzing the sensor state and the learning dataset. | 12. The apparatus of claim 11, wherein the object position estimation result includes at least one of a final estimated position corresponding to a recognized object and a final estimated position noise. | 21. The system of claim 20, further comprising: an initial object positioning unit recognizing an object based on observation data received from the sensor system and determining an initial position of the recognized object; and a correction information generation unit configured to generate correction information based on the noise model, wherein the device includes a final estimated position corresponding to the recognized object and a final estimated position noise based on the determined initial position and the correction information. A device, characterized in that is determined. | 22. The device of claim 11, wherein the device is provided in any one of an autonomous vehicle and an infrastructure system for supporting autonomous driving. | 23. A non-volatile computer readable storage medium storing at least one computer program comprising instructions that, when executed by at least one processor, cause the at least one processor to perform sensorfusion-based object location estimation operations, the operation obtaining external environment information from an external device through a wireless network; Analyzing the sensor state of the sensor system; generating a noise model based on the external environment information and the sensor state analysis result; estimating an object position by applying the noise model to observation data obtained from the sensor system; and outputting an object location estimation result.

The method involves acquiring an external environment information from an external device through a wireless network, and analyzing a sensor state of a sensor system, generating a noise model based on the external environment and the sensor state analysis results, estimating an object position by applying the noise model to observation data obtained from the sensor system, and outputting an object location estimation result, and selecting the external device from a local dynamic map (LDM), an environment sensor, a road side unit (RSU) and a vehicle terminal. INDEPENDENT CLAIMS are also included for :a device for estimating object location based on sensor fusion in autonomous vehicle or infrastructure; anda computer-readable storage medium comprising a set of instructions for estimating object location based on sensor fusion in autonomous vehicle or infrastructure. The method is useful for estimating object location based on sensor fusion in autonomous vehicle or infrastructure. The method enables providing accurate object location estimation by collecting the external environment information through interworking with a local dynamic map (LDN). The method enables applying the noise model adaptively generated based on the sensor state analysis and the external environmental information when estimating the object location, so that various effects can be identified directly or indirectly through a document. The drawing shows a flowchart illustrating the method for estimating object location based on sensor fusion in autonomous vehicle or infrastructure (Drawing includes non-English language text).

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METHOD AND DEVICE FOR CONTROL THE LEVEL OF AUTONOMOUS DRIVING OF AUTONOMOUS VEHICLEThe present invention relates to a method and device for controlling the autonomous driving level of an autonomous vehicle. In the method for controlling the autonomous driving level performed by a control device for an autonomous vehicle, at least one wirelessly connected based on V2X (Vehicle to Everything) communication Receiving a plurality of V2X packets from one external device; Based on the plurality of V2X packets, analyzing communication quality regarding the link of the V2X communication; generating guidance information for determining an autonomous driving level of the autonomous vehicle based on a result of analyzing the communication quality; and controlling the autonomous driving level of the autonomous vehicle based on the guidance information.|1. An autonomous driving level control method performed by a control device of an autonomous vehicle, comprising: receiving a plurality of V2X packets from at least one external device wirelessly connected based on V2X (Vehicle to Everything) communication; Based on the plurality of V2X packets, analyzing communication quality regarding the link of the V2X communication; generating guidance information for determining an autonomous driving level of the autonomous vehicle based on a result of analyzing the communication quality; and controlling the autonomous driving level of the autonomous vehicle based on the guidance information. | 2. The method of claim 1, wherein the at least one external device includes another vehicle driving around the autonomous vehicle, an infrastructure unit (Road Side Unit, RSU) installed on a road on which the autonomous vehicle is traveling, and a control server. And, the step of receiving the plurality of V2X packets includes receiving a V2V (Vehicle to Vehicle) packet from the other vehicle; Receiving a V2I (Vehicle to Infrastructure) packet from the infrastructure unit; and receiving a V2N (Vehicle to Network) packet from the control server. | 3. The method of claim 1, wherein analyzing the communication quality comprises: analyzing a packet reception success rate for each of the plurality of V2X packets; Analyzing transmission delay for each of the plurality of V2X packets; And analyzing the transmission speed for each of the V2X packets; An autonomous driving level control method including at least one of: | 4. The method of claim 3, wherein analyzing the packet reception success rate includes calculating a ratio of the number of packets successfully decoded by the autonomous vehicle to the total number of packets successfully transmitted from the external device; and determining which of a plurality of reference levels for packet reception success rate the result of calculating the ratio corresponds to. | 5. The method of claim 3, wherein analyzing the transmission delay includes calculating a time at which each of the plurality of V2X packets completely arrives from the external device to the autonomous vehicle; and determining which of a plurality of reference levels for transmission delay the result of calculating the time corresponds to, respectively. | 6. The method of claim 3, wherein analyzing the transmission rate comprises: calculating a transmission rate for each of the plurality of V2X packets; and determining which of a plurality of reference levels for transmission speed the result of calculating the transmission speed corresponds to, respectively. | 7. The method of claim 1, wherein the step of generating the guidance information is one of steps 0 to 5 based on at least one of the results of analyzing the packet reception success rate, transmission delay, and transmission speed for each of the plurality of V2X packets. An autonomous driving level control method comprising: generating guidance information corresponding to a specific step. | 8. The method of claim 1, wherein controlling the autonomous driving level comprises: maintaining the current autonomous driving level if the current autonomous driving level of the autonomous vehicle is the same as the autonomous driving level determined according to the guidance information; If the current autonomous driving level of the autonomous vehicle is lower than the autonomous driving level determined according to the guidance information, increasing the current autonomous driving level to the same level as the autonomous driving level determined according to the guidance information; And if the current autonomous driving level of the autonomous vehicle is higher than the autonomous driving level determined according to the guidance information, reducing the current autonomous driving level to the same level as the autonomous driving level determined according to the guidance information. Autonomous driving comprising a. Level control method. | 9. The method of claim 1, wherein the step of controlling the autonomous driving level includes determining the autonomous driving level to level 0 when the communication quality of the plurality of V2X packets corresponds to a state in which communication is not possible with all of the plurality of external devices. steps; When the communication quality of the plurality of V2X packets is in a state where communication is not possible with some of the plurality of external devices, determining the autonomous driving level as level 1 to level 2; If the communication quality of the plurality of V2X packets is in a state in which communication with some of the plurality of external devices is not possible and the current driving state can be maintained, determining the autonomous driving level in three levels; And when the communication quality of the plurality of V2X packets is in a state that allows communication with all of the plurality of external devices, determining the autonomous driving level to level 4 to level 5. Autonomous driving level control method comprising a. | 10. An autonomous driving level control device for an autonomous vehicle, comprising: a communication device that receives a plurality of V2X packets from at least one external device wirelessly connected based on V2X (Vehicle to Everything) communication; And based on the plurality of V2X packets, analyze the communication quality for the link of the V2X communication, and generate guidance information for determining the autonomous driving level of the autonomous vehicle based on the results of analyzing the communication quality,, a processor that controls the autonomous driving level of the autonomous vehicle based on the guidance information. | 11. The method of claim 10, wherein the at least one external device includes another vehicle driving around the autonomous vehicle, an infrastructure unit (Road Side Unit, RSU) installed on a road on which the autonomous vehicle is driving, and a control server., the communication device receives a V2V (Vehicle to Vehicle) packet from the other vehicle, receives a V2I (Vehicle to Infrastructure) packet from the infrastructure unit, and receives a V2N (Vehicle to Network) packet from the control server. Driving level control device. | 12. The method of claim 10, wherein the processor analyzes the packet reception success rate for each of the plurality of V2X packets, the transmission delay for each of the plurality of V2X packets, and the transmission speed for each of the V2X packets. controller. | 13. The method of claim 12, wherein the processor calculates a ratio of the number of packets successfully decoded by the autonomous vehicle to the total number of packets successfully transmitted from the external device, and the result of calculating the ratio is related to the packet reception success rate. An autonomous driving level control device that determines which level it corresponds to among a plurality of reference levels. | 14. The method of claim 12, wherein the processor calculates a time for each of the plurality of V2X packets to fully arrive from the external device to the autonomous vehicle, and the result of calculating the time is a plurality of reference levels for transmission delay. An autonomous driving level control device that determines which level each falls under. | 15. The method of claim 12, wherein the processor calculates a transmission rate for each of the plurality of V2X packets, and determines which level of the plurality of reference levels for the transmission rate the result of calculating the transmission rate corresponds to. Autonomous driving level control device. | 16. The method of claim 10, wherein the processor provides guidance corresponding to a specific stage among stages 0 to 5 based on at least one of the results of analyzing the packet reception success rate, transmission delay, and transmission speed for each of the plurality of V2X packets. Autonomous driving level control device that generates information. | 17. The method of claim 10, wherein the processor maintains the current autonomous driving level if the current autonomous driving level of the autonomous vehicle is the same as the autonomous driving level determined according to the guidance information, and the current autonomous driving level of the autonomous vehicle If it is lower than the autonomous driving level determined according to the guidance information, the current autonomous driving level is increased to the same level as the autonomous driving level determined according to the guidance information, and the current autonomous driving level of the autonomous vehicle is increased according to the guidance information. An autonomous driving level control device that reduces the current autonomous driving level to the same level as the autonomous driving level determined according to the guidance information if it is higher than the determined autonomous driving level. | 18. An autonomous driving level control method performed by a user terminal of an autonomous vehicle, comprising: connecting to a control device of the autonomous vehicle; Receiving a plurality of packets from at least one external device wirelessly connected based on V2X (Vehicle to Everything) communication; Based on the plurality of V2X packets, analyzing communication quality for the link of the V2X communication; generating guidance information for determining an autonomous driving level of the autonomous vehicle based on a result of analyzing the communication quality; and transmitting the guidance information to a control device of the autonomous vehicle.

The method involves receiving multiple vehicle to everything (V2X) packets from an external device wirelessly connected based on V2X communication (S210); analyzing communication quality regarding a link of the V2X communication based on the V2X packets; generating guidance information for determining an autonomous driving level of an autonomous vehicle based on a result of analyzing the communication quality; controlling the autonomous driving level of the autonomous vehicle based on the guidance information; receiving a vehicle to vehicle (V2V) packet from other vehicle; receiving a vehicle to infrastructure (V2I) packet from an infrastructure unit; and receiving a vehicle to network (V2N) packet from a control server. INDEPENDENT CLAIM is also included for:a device for controlling an autonomous driving level by a control device of an autonomous vehicle; anda method for controlling an autonomous driving level by a user terminal of an autonomous vehicle. Method for controlling an autonomous driving level by a control device of an autonomous vehicle i.e. car, by analyzing communication quality of vehicle to everything (V2X) packets. The method enables changing the autonomous driving level of the autonomous vehicle in real time based on the communication quality of the V2X packet. The drawing shows a flowchart diagram illustrating a method for controlling an autonomous driving level by a control device of an autonomous vehicle (Drawing includes non-English language text).S210Step for receiving multiple vehicle to everything packets from the external device wirelessly connected based on V2X communication

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V2X communication moduleA communication module according to an embodiment of the present invention includes a communication unit that transmits and receives a driving negotiation message with a base station or another communication module when entering a driving negotiation required area, and a communication unit that transmits and receives a driving negotiation message from the base station when the base station is located in the driving negotiation necessary area. It includes a processing unit that determines a driving scenario within the driving negotiation required area using a driving negotiation message, searches for the base station through broadcast communication, and receives the driving negotiation message through unicast communication.|1. A communication unit that transmits and receives a driving negotiation message with a base station or another communication module when entering an area requiring driving negotiation; And when the base station is located in the driving negotiation required area, a processing unit that determines a driving scenario within the driving negotiation required area using a driving negotiation message received from the base station, searches for the base station through broadcast communication, and, A communication module that receives the driving negotiation message through unicast communication. | 2. The communication module of claim 1, wherein, when searching for the base station, the communication unit transmits a search message containing information about entering a driving negotiation required area, and receives a response message containing unicast link setting information from the base station. | 3. The communication module of claim 2, wherein the unicast link configuration information includes at least one of a subchannel location, number of subchannels, transmission (Tx) power, and effective time for radio resources. | 4. The communication module of claim 2, wherein the processing unit connects a unicast link using a subchannel with the lowest received signal strength among subchannels included in the response message. | 5. The communication module of claim 1, wherein the processing unit releases the unicast link connection after receiving the driving negotiation message. | 6. The method of claim 1, wherein the communication unit determines whether another communication module is located within the driving negotiation required area, and when another communication module is located within the driving negotiation required area, the driving negotiation unit includes driving information of the other communication module. A message or a driving assistance message according to another communication module within the driving negotiation required area is received from the base station through unicast communication, and the driving assistance message includes the entry order, driving path, driving speed, and other vehicles at the time of driving. A communication module containing at least one of the expected locations. | 7. The method of claim 6, wherein the base station receives a driving information message including a driving path and driving speed from another communication module in the driving negotiation required area through broadcast communication, and receives a driving information message including a driving path and driving speed from another communication module in the driving negotiation necessary area through groupcast communication. A communication module that performs paging with a communication module and transmits the driving assistance message to other communication modules in the driving negotiation required area through unicast communication. | 8. The method of claim 6, wherein, when a vehicle not equipped with a communication module is located within the driving negotiation required area, the base station detects driving information of the vehicle not equipped with the communication module, and uses the detected driving information. A communication module that generates the driving negotiation message or the driving assistance message. | 9. The communication module according to claim 1, wherein the communication module is mounted on a vehicle, and the driving negotiation area is a confluence area where a plurality of roads meet. | 10. The communication module of claim 1, wherein the base station includes at least one of a base station (RSU) and a mobile communication base station (eNB). | 11. The method of claim 1, wherein when approaching the other communication module, the communication unit transmits an overtake message to the other communication module through broadcast communication and transmits and receives a driving negotiation message with the other communication module through unicast communication, and A communication module that transmits a second driving negotiation message after transmitting a first driving negotiation message to another communication module, and retransmits the first driving negotiation message when receiving a NACK signal for the first driving negotiation message. | 12. The method of claim 11, wherein the communication unit transmits an overtaking request message to the other communication module and receives an overtaking consent message or an overtaking rejection message from the other communication module, wherein the overtaking consent message is transmitted to the front camera of the other communication module. Communication module containing information. | 13. A communication unit that transmits and receives a driving negotiation message with the base station when entering an area requiring driving negotiation; and a processing unit that determines a driving scenario within the driving negotiation required area using a driving negotiation message received from the base station, and receives information about the driving negotiation required area from the base station using broadcast communication, A communication module that receives driving negotiation messages or driving assistance messages through group cast communication to communication modules located within the driving negotiation required area. | 14. The communication module of claim 13, wherein the driving negotiation required area is a roundabout, and the driving assistance message includes at least one of an entry point into the roundabout and a driving priority. | 15. The method of claim 13, wherein the driving negotiation required area is an intersection, the group cast performed varies depending on the type of driving lane within the driving negotiation required area, and the communication unit performs a group cast corresponding to the group cast to which the communication module belongs. A communication module that receives the driving negotiation message through communication. | 16. It is located in the driving negotiation required area, receives a navigation message or driving information message from a communication module within the driving negotiation necessary area, and when driving negotiation is necessary between communication modules within the driving negotiation necessary area, the driving negotiation message is sent to the communication module requiring driving negotiation. a transmitting base station; And when entering the driving negotiation required area, it includes a communication module that determines a driving scenario within the driving negotiation required area using a driving negotiation message received from the base station, and transmits and receives the navigation message or the driving information message through broadcast communication. and an autonomous driving and intelligent transportation system that transmits and receives the driving negotiation message through unicast communication.

The module (110) has a communication unit (111) receives communication channel configuration information for performing vehicle-to-everything (V2X) communication from a base station (120). A processing unit (112) generates communication data by allocating a bandwidth for function for performing V2X communication according to the received communication channel configuration information. The communication channel configuration information is variable depending on an area in which the communication module is located. The communication channel configuration information is set according to regional information within a coverage area of the base station and varies according to situation changes within the coverage area of the base station. An INDEPENDENT CLAIM is also included for a base station. V2X Communication module for a base station (claimed) of a autonomous driving and intelligent transportation systems utilized in toll payment, traffic information and autonomous driving applications. The use efficiency of frequency resources can be increased compared to a case of using frequency resources in a fixed form in autonomous driving utilizing V2X. The service quality can be improved by allocating bandwidth to important applications and utilizes dynamic frequency resources by utilizing only a small portion of the bandwidth and base stations of the V2X without using separate hardware or communication technology. The dynamic allocation of frequencies is possible by taking into account regional characteristics over time as well as dynamic allocation of frequencies according to geographical characteristics. The V2V communication is possible even in GNSS shadow areas, and stable communication between surrounding vehicles is possible even when the GNSS shadow duration is long. The temporary time synchronization is possible by predicting time synchronization section through time uncertainty variable and reference signal. The group time synchronization is possible using the received data. Time synchronization is possible. The geographic limitations in communication during driving negotiations in autonomous driving utilizing V2X can be overcome through the base station so that smooth traffic control is possible through intelligent transportation system (C-ITS) connection. The base station can act as a mediator during driving negotiations. The unicast or groupcast was used to determine the intention of the receiving vehicle so as to increase communication efficiency and minimize interference. The drawing shows a block diagram of a V2X Communication module (Drawing includes non-English language text).110Communication module111Communication unit112Processing unit120Base station

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V2X communication moduleA communication module according to an embodiment of the present invention includes a communication unit that receives signal information of the entry direction from a base station located at the intersection when entering an intersection, a first time remaining from the signal information to a red signal change, and a first time until passing the intersection. It includes a processing unit that calculates the distance and determines whether it is possible to cross the intersection using the current driving information.|1. When entering an intersection, a communication unit that receives signal information of the entering direction from a base station located at the intersection; and a processing unit that calculates the first time remaining until the red signal changes from the signal information and the first distance until passing the intersection, and determines whether or not crossing the intersection is possible using the current driving information. | 2. The method of claim 1, wherein the base station is located at an entry point to each intersection and transmits signal information about the corresponding access road to a communication module, wherein the signal information includes a current signal of a traffic light, signal remaining time, location information of the base station, and a communication module including the intersection passing section length. | 3. The communication module of claim 2, wherein the base station is a roadside base station mounted on a traffic light for a corresponding access road. | 4. The communication module of claim 2, wherein the processing unit calculates the distance to the base station using the location information of the base station, and calculates the first distance from the distance to the base station and the intersection passing section length. | 5. The method of claim 4, wherein the processing unit determines whether crossing the intersection is possible using the first distance, the first time, the traveling speed, the acceleration, and the first value, and the first value is the acceleration when crossing the intersection. Communication module that is a statistical constant for the amount of change. | 6. The communication module of claim 5, wherein the first value is a constant derived through deep learning from driving information of vehicles passing through the intersection. | 7. The method of claim 5, wherein the first value is derived using at least one of the average acceleration change of vehicles passing through the intersection, intersection length, vehicle performance, traffic congestion by time zone, and user driving information by time zone, and two A communication module that applies weights to each of the above variables. | 8. The method of claim 1, wherein the communication unit receives from the base station whether it is possible to enter the intersection, and the processing unit determines whether it is possible to cross the intersection if it is possible to enter the intersection, and whether it is possible to enter the intersection is determined by the communication module that passed through the intersection. A communication module derived from the base station using driving information. | 9. The communication module of claim 1, wherein the processing unit provides warning information when it is determined that crossing the intersection is impossible. | 10. A communication unit that receives driving information from a communication module entering an intersection or a communication module entering an intersection; And a processing unit that determines whether the communication module entering the intersection can enter the intersection using driving information of the communication module entering the intersection, and the communication unit determines whether the determined intersection can enter the intersection. A base station that transmits to a communication module. | 11. The base station of claim 10, wherein, when the communication module entering the intersection can enter the intersection, the communication unit transmits signal information of the entry direction of the communication module entering the intersection. | 12. The method of claim 10, wherein when one or more congested vehicles among the communication modules entering the intersection exist, the processing unit determines the speed, acceleration, and acceleration time of the lead vehicle of the congested vehicle, the reaction time when the preceding vehicle departs, and the signal remaining time., a base station that determines whether a communication module entering the intersection can enter the intersection using the remaining distance until the rear vehicle passes the intersection, and the overall length of the rear vehicle. | 13. A base station located at an intersection and transmitting signal information or whether it is possible to enter the intersection to a communication module entering the intersection; And when entering the intersection, a communication module that determines whether crossing the intersection is possible using signal information received from the base station, stops entering the intersection or determines whether crossing the intersection is possible depending on whether entering the intersection is possible received from the base station. Includes, the base station determines whether it is possible to enter the intersection using the driving information received from the communication module entering the intersection, and the communication module determines the first time remaining until the red signal changes and the first distance to passing the intersection. An autonomous driving and intelligent transportation system that calculates and uses current driving information to determine whether or not it is possible to cross an intersection.

The communication module (110) has a communication unit (111) receiving signal information of an entering direction from a base station (120) i.e. roadside base station, located at an intersection. A processing unit (112) calculates a time remaining until a red signal changes from the signal information and a distance until passing the intersection. The processing unit determines whether the intersection is crossed using the current driving information. The base station transmits signal information about a corresponding access road to the module. The signal information includes a current signal of a traffic light, signal remaining time, location information of the base station and an intersection passing section length. The processing unit determines the speed, acceleration, and acceleration time of the lead vehicle (131). Communication module for an autonomous driving and smart transportation system (claimed). The risk of accidents with vehicles coming from the opposite or sideways direction is reduced. The overall congestion in road traffic is prevented. The drawing shows a schematic diagram of a communication module (Drawing includes non-English language text).110Communication module111Communication unit112Processing unit120Base station131Lead vehicle132Rear vehicle

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V2X communication moduleThe communication module according to an embodiment of the present invention transmits first driving information to the base station when entering the left turn lane, and a communication unit that transmits second driving information to the base station after completing the left turn, and generates the first driving information when entering the left turn lane. and a processing unit that generates the second driving information after completion of the left turn, and the left turn signal at the intersection turns on when the base station receives the first driving information.|1. A communication unit that transmits first driving information to the base station when entering the left turn lane and transmits second driving information to the base station after completing the left turn; and a processing unit that generates the first driving information when entering the left turn lane and generates the second driving information after completing the left turn, and the left turn signal at the intersection is a communication module that turns on when the base station receives the first driving information.. | 2. The method of claim 1, wherein the first driving information includes a first lane identification number corresponding to the left turn lane when entering the left turn lane, and the second driving information includes a second lane identification number corresponding to the exit lane when the left turn is completed. A communication module that contains a number, and the lane identification number is set differently for each entry and exit lane of the intersection. | 3. The communication module of claim 2, wherein the communication unit transmits the first lane identification number or the second lane identification number through broadcast communication. | 4. The communication module of claim 2, wherein the left turn signal is turned on according to the first lane identification number, and the left turn signal is turned off according to the second lane identification number. | 5. The method of claim 1, wherein the first driving information includes a left turn request, the second driving information includes left turn completion information, and the communication unit transmits the first driving information or the second driving information through unicast communication. Transmitting communication module. | 6. The method of claim 5, wherein the processing unit establishes a communication link with the base station when entering an intersection in an application layer, and transmits the first driving information or the second driving information in a physical layer (PHY Layer). module | 7. The method of claim 6, wherein, after transmitting the first driving information or the second driving information to the base station, when receiving a NACK signal from the base station, the processing unit transmits the first driving information or the second driving information to the base station in the physical layer. 2 Communication module that retransmits driving information. | 8. A communication unit that transmits first driving information to a base station when entering a right turn lane and receives right turn signal information from the base station; and a processing unit that generates the first driving information when entering the right turn lane and determines whether to proceed with a right turn according to the right turn signal information, and the right turn signal information determines whether a pedestrian is detected on the right turn path according to the first driving information. Communication module that varies depending on. | 9. The communication module of claim 8, wherein the first driving information includes a third lane identification number corresponding to the right turn lane when entering the right turn lane, and the lane identification number is set differently for each entry and exit lane of the intersection. | 10. The communication module of claim 9, wherein the communication unit transmits the third lane identification number through broadcast communication. | 11. The method of claim 8, wherein the right turn signal information includes a red signal when a pedestrian is detected on the right turn path according to the first driving information, and includes a green signal when a pedestrian is not detected on the right turn path, and turns right. A communication module that changes the green signal to a red signal when jaywalking is detected along the right turn route. | 12. The communication module of claim 8, wherein the first driving information includes a right turn request, and the communication unit transmits the first driving information through unicast communication. | 13. The method of claim 12, wherein the processing unit is a communication module that establishes a communication link with the base station when entering an intersection in an application layer and transmits and receives the first driving information or the right turn signal information in a physical layer (PHY Layer).. | 14. The method of claim 13, wherein the processing unit receives an emergency braking request when jaywalking is detected on the right turn path during a right turn, but if an error occurs in receiving the emergency braking request, the physical layer transmits a NACK signal A communication module that retransmits the emergency braking request. | 15. A base station located at an intersection and providing a left turn signal or a right turn signal to a communication module attempting to make a left or right turn for which a periodic signal is not provided; and a communication module that transmits driving information including left turn or right turn progress information to the base station when entering the intersection, and performs a left or right turn by receiving the left turn signal or the right turn signal from the base station, the communication module When a communication link is not established, driving information including a lane identification number is transmitted to the base station through broadcast communication, and when a communication link is established, driving information including a left turn request or right turn request is transmitted through unicast communication. Autonomous driving and intelligent transportation system that transmits to the base station.

The module (110) has a communication unit (111,121) that transmits first driving information to a base station (120) when entering the left turn lane and transmits second driving information to the base station after completing the left turn. A processing unit (112,122) generates the first driving information when entering the left turn lane and generates the second driving information after completing the left turn. The left turn signal at the intersection turns on when the base station receives the first driving information. The first driving information includes a first lane identification number corresponding to the left turn lane when entering the left turn lane. An INDEPENDENT CLAIM is included for an autonomous driving and intelligent transportation system. Communication module e.g. on-board unit (OBU) for turning left or right without periodic signals of autonomous driving and intelligent transportation system (claimed) mounted on vehicle. The module efficiently controls the left turn signal through communication between the in-vehicle communication module (OBU) and the roadside base station (RSU). The module determines presence or absence of pedestrians when a vehicle turns right, so that risk of an accident can be reduced through communication with the OBU. The module utilizes unicast communication and HARQ to maximize signal control efficiency and pedestrian accident reduction rate. The drawing shows a block diagram illustrating a communication module and base station. (Drawing includes non-English language text) 110Communication module111,121Communication unit112,122Processing unit120Base station

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Sidelink resource handling for CU-DU split based V2X communicationA method and apparatus for sidelink resource handling for central unit (CU)-distributed unit (DU) split based vehicle-to-everything (V 2X) communication is provided. A gNB central unit (gNB-CU) in a wireless communication system receives, from a wireless device, information related to a radio access technology (RAT) for which a sidelink resource is requested. The gNB-CU transmits, to a gNB distributed unit (gNB-DU), the information related to the RAT for sidelink resource allocation.What is claimed is: | 1. A method performed by a gNB central unit (gNB-CU) operating in a wireless communication system, the method comprising: receiving, from a wireless device, a sidelink resource request for a specific radio access technology (RAT); transmitting, to a gNB distributed unit (gNB-DU), the sidelink resource request for the specific RAT; receiving, from the gNB-DU, a sidelink resource for the specific RAT, after transmitting the sidelink resource request for the specific RAT to the gNB-DU; and transmitting, to the wireless device, the sidelink resource for the specific RAT, wherein the gNB-CU is a logical node constituting a gNB that hosts a radio resource control (RRC) layer and a packet data convergence protocol (PDCP) layer, and wherein the gNB-DU is a logical node constituting a gNB that hosts a radio link control (RLC) layer, a media access control (MAC) layer and a physical layer. | 2. The method of claim 1, wherein the specific RAT only includes a 4G long-term evolution (LTE). | 3. The method of claim 1, wherein the specific RAT only includes a 5G new radio access technology (NR). | 4. The method of claim 1, wherein the specific RAT includes both a 4G LTE and a 5G NR. | 5. The method of claim 1, further comprising checking the specific RAT based on the sidelink resource request for the specific RAT. | 6. The method of claim 1, wherein high level resource information to be used for a vehicle-to-everything (V2X) sidelink communication is transmitted to the gNB-DU together with the sidelink resource request for the specific RAT. | 7. The method of claim 1, wherein a capability of the wireless device for the specific RAT is transmitted to the gNB-DU together with the sidelink resource request for the specific RAT. | 8. The method of claim 1, wherein the sidelink resource for the specific RAT is transmitted to the wireless device via a dedicated signaling by using at least one of a dynamic resource allocation or a configured grant. | 9. The method of claim 1, wherein the wireless device is in communication with at least one of a mobile terminal, a network, or autonomous vehicles other than the wireless device. | 10. A gNB central unit (gNB-CU) operating in a wireless communication system, the method comprising: at least one processor; and at least one computer memory operably connectable to the at least one processor and storing instructions that, based on being executed by the at least one processor, perform operations comprising: receiving, from a wireless device, a sidelink resource request for a specific radio access technology (RAT); transmitting, to a gNB distributed unit (gNB-DU), the sidelink resource request for the specific RAT; receiving, from the gNB-DU, a sidelink resource for the specific RAT, after transmitting the sidelink resource request for the specific RAT to the gNB-DU; and transmitting, to the wireless device, the sidelink resource for the specific RAT, wherein the gNB-CU is a logical node constituting a gNB that hosts a radio resource control (RRC) layer and a packet data convergence protocol (PDCP) layer, and wherein the gNB-DU is a logical node constituting a gNB that hosts a radio link control (RLC) layer, a media access control (MAC) layer and a physical layer. | 11. A user equipment (UE) operating in a wireless communication system, the method comprising: transmitting, to a gNB central unit (gNB-CU), a sidelink resource request for a specific radio access technology (RAT); and receiving, from the gNB-CU, a sidelink resource for the specific RAT, wherein the sidelink resource for the specific RAT is received by the gNB-CU from the gNB-DU after the gNB-CU transmits the sidelink resource request for the specific RAT to the gNB-DU, wherein the gNB-CU is a logical node constituting a gNB that hosts a radio resource control (RRC) layer and a packet data convergence protocol (PDCP) layer, and wherein the gNB-DU is a logical node constituting a gNB that hosts a radio link control (RLC) layer, a media access control (MAC) layer and a physical layer.

The method involves receiving (S1100) the information related to a radio access technology (RAT) for which a sidelink resource is requested from a wireless device. The RAT for which the sidelink resource is requested includes a fourth-generation (4G)long-term evolution (LTE) and a fifth-generation (5G) new radio access technology (NR). A high level resource information to be used for a vehicle-to-everything (V2X) sidelink communication is transmitted to a gNB distributed unit (gNB-DU) together with the information related to the RAT. The information related to the RAT is transmitted (S1110) to the gNB-DU. The information related to the sidelink resource is received (S1120) from the gNB-DU and the sidelink resource is transmitted (S1130) to the wireless device. Method for allocating resources for vehicle-to-everything (V2X) sidelink communication using gNB-CU in wireless communication system (claimed). The safety system allows a driver to guide the alternative course of action that drive more safely, thus reducing the risk of accidents. The technical requirements of self-driving vehicles require ultra-low latency and high-speed reliability to increase traffic safety to a level not achievable by humans. The access to health service that is not continuously available in distant rural areas is improved, thus reducing barriers to distance. The smart grid is allowed to improve the distribution of fuel such as electricity. The drawing shows a flowchart illustrating the method for allocating resources for V2X sidelink communication. S1100Step for receiving information related to a RAT for which a sidelink resource is requested from a wireless deviceS1110Step for transmitting the information related to the RAT to a gNB-DUS1120Step for receiving information related to the sidelink resource from the gNB-DUS1130Step for transmitting the sidelink resource to the wireless device

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METHOD FOR ACK/NACK TRANSMISSION AND RECEPTION IN WIRELESS COMMUNICATION SYSTEM AND APPARATUS THEREFORThe present invention relates to a method and apparatus for transmitting and receiving an acknowledgement/negative-acknowledgement (ACK/NACK) by a terminal for vehicle-to-everything (V2X) communication in a wireless communication system. Particularly, the method comprises the steps of: receiving a configuration for a resource pool for V2X communication; for a particular wireless resource in a resource pool, when a reception time point of a first ACK/NACK and a transmission time of a second ACK/NACK have been simultaneously configured, determining a use of the particular wireless resource; and transmitting and receiving one ACK/NACK selected from the first ACK/NACK and the second ACK/NACK, on the basis of the use of the particular wireless resource. The UE is capable of communicating with at least one of another UE, a UE related to an autonomous driving vehicle, a base station or a network.|1-10. (canceled) | 11. A method of transmitting or receiving a Physical Sidelink Feedback Channel (PSFCH) by a user equipment (UE) in a Vehicle-to-Everything (V2X) communication system, the method comprising: transmitting a plurality of first Physical Sidelink Shared Channels (PSSCHs); receiving a plurality of second PSSCHs; determining (i) first PSFCH resources for receiving a set of first PSFCHs in response to the plurality of first PSSCHs and (ii) second PSFCH resources for transmitting a set of second PSFCHs in response to the plurality of second PSSCHs; based on the first PSFCH resources being overlapped in time with the second PSFCH resources: determining a smallest priority value among a plurality of first priority values corresponding to the set of first PSFCHs and a plurality of second priority values corresponding to the set of second PSFCHs; receiving the set of first PSFCHs based on the set of first PSFCHs corresponding to the smallest priority field value; and transmitting the set of second PSFCHs based on the set of second PSFCHs corresponding to the smallest priority field value. | 12. The method of claim 11, wherein the plurality of first priority values indicated by a first set of Sidelink Control Information (SCI) associated with the set of first PSFCHs, and wherein the plurality of second priority values indicated by a second set of SCI associated with the set of second PSFCHs. | 13. The method of claim 11, wherein the plurality of first priority values are priority values of the plurality of first PSSCHs, and wherein the plurality of second priority values are priority values of the plurality of second PSSCHs. | 14. The method of claim 11, wherein a PSFCH corresponding to the smallest priority value among the plurality of first priority values and the plurality of second priority values has a highest priority. | 15. The method of claim 11, wherein priorities of the plurality of first PSSCHs are priorities of the set of first PSFCHs, and wherein priorities of the plurality of second PSSCHs are priorities of the set of second PSFCHs. | 16. A user equipment (UE) of transmitting or receiving a Physical Sidelink Feedback Channel (PSFCH) in a Vehicle-to-Everything (V2X) communication system, the UE comprising: at least one transceiver; at least one processor; and at least one computer memory operably connectable to the at least one processor and storing instructions that, when executed, cause the at least one processor to perform operations comprising: transmitting, through the at least one transceiver, a plurality of first Physical Sidelink Shared Channels (PSSCHs); receiving, through the at least one transceiver, a plurality of second PSSCHs; determining (i) first PSFCH resources for receiving a set of first PSFCHs in response to the plurality of first PSSCHs and (ii) second PSFCH resources for transmitting a set of second PSFCHs in response to the plurality of second PSSCHs; based on the first PSFCH resources being overlapped in time with the second PSFCH resources: determining a smallest priority value among a plurality of first priority values corresponding to the set of first PSFCHs and a plurality of second priority values corresponding to the set of second PSFCHs; receiving, through the at least one transceiver, the set of first PSFCHs based on the set of first PSFCHs corresponding to the smallest priority field value; and transmitting, through the at least one transceiver, the set of second PSFCHs based on the set of second PSFCHs corresponding to the smallest priority field value. | 17. The UE of claim 16, wherein the plurality of first priority values indicated by a first set of Sidelink Control Information (SCI) associated with the set of first PSFCHs, and wherein the plurality of second priority values indicated by a second set of SCI associated with the set of second PSFCHs. | 18. The UE of claim 16, wherein the plurality of first priority values are priority values of the plurality of first PSSCHs, and wherein the plurality of second priority values are priority values of the plurality of second PSSCHs. | 19. The UE of claim 16, wherein a PSFCH corresponding to the smallest priority value among the plurality of first priority values and the plurality of second priority values has a highest priority. | 20. The UE of claim 16, wherein priorities of the plurality of first PSSCHs are priorities of the set of first PSFCHs, and wherein priorities of the plurality of second PSSCHs are priorities of the set of second PSFCHs. | 21. An apparatus of transmitting or receiving a Physical Sidelink Feedback Channel (PSFCH) in a Vehicle-to-Everything (V2X) communication system, the apparatus comprising: at least one processor; and at least one computer memory operably connectable to the at least one processor and storing instructions that, when executed, cause the at least one processor to perform operations comprising: transmitting a plurality of first Physical Sidelink Shared Channels (PSSCHs); receiving a plurality of second PSSCHs; determining (i) first PSFCH resources for receiving a set of first PSFCHs in response to the plurality of first PSSCHs and (ii) second PSFCH resources for transmitting a set of second PSFCHs in response to the plurality of second PSSCHs; based on the first PSFCH resources being overlapped in time with the second PSFCH resources: determining a smallest priority value among a plurality of first priority values corresponding to the set of first PSFCHs and a plurality of second priority values corresponding to the set of second PSFCHs; receiving the set of first PSFCHs based on the set of first PSFCHs corresponding to the smallest priority field value; and transmitting the set of second PSFCHs based on the set of second PSFCHs corresponding to the smallest priority field value. | 22. The apparatus of claim 21, wherein the plurality of first priority values indicated by a first set of Sidelink Control Information (SCI) associated with the set of first PSFCHs, and wherein the plurality of second priority values indicated by a second set of SCI associated with the set of second PSFCHs. | 23. The apparatus of claim 21, wherein the plurality of first priority values are priority values of the plurality of first PSSCHs, and wherein the plurality of second priority values are priority values of the plurality of second PSSCHs. | 24. The apparatus of claim 21, wherein a PSFCH corresponding to the smallest priority value among the plurality of first priority values and the plurality of second priority values has a highest priority. | 25. The apparatus of claim 21, wherein priorities of the plurality of first PSSCHs are priorities of the set of first PSFCHs, and wherein priorities of the plurality of second PSSCHs are priorities of the set of second PSFCHs. | 26. A non-transitory computer readable storage medium storing at least one computer program comprising instructions that, when executed by at least one processor, cause the at least one processor to perform according to the method of claim 1.

The method involves receiving setting about a resource pool for vehicle-to-everything (V2X) communication. Use of a specific radio resource is determined when receiving time point of first acknowledgment/negative-acknowledgment (ACK/NACK) and transmission point of a second ACK/NACK are continuously set in the specific radio resource of a resource pool. The ACK/NACK selected between the first and second ACKs/NACKs is sent and received based on use of the specific radio resource. Message priority of second data related to the second ACK/NACK is compared with message priority of first data related to the first ACK/NACK. Method for transceiving ACK/NACK for performing V2X communication in a radio communication system by a terminal (claimed). Uses include but are not limited to a radio communication system such as Code division multiple access (CDMA) system e.g. Universal terrestrial radio access (UTRA) system and CDMA-2000 system, OFDMA system e.g. Wi-Fi system, Wi-MAX system, IEEE 802-20 system and Evolved-UTRA (E-UTRA) system, FDMA system, Time division multiple access (TDMA) system i.e. Global system for mobile communications (GSM)/general packet radio service (GPRS)/enhanced data rates for GSM evolution (EDGE) system, Single carrier (SC)-FDMA) system, Third generation partnership project-long term evolution- advanced (3GPP-LTE-A) system, LTE-A system, 3GPP system and 3GPP LTE system. The method enables efficiently transceiving ACK/NACK signal in the radio communication system. The drawing shows a schematic illustration of a signal transmission method. '(Drawing includes non-English language text)' S301Step for performing initial cell search operationS302Step for obtaining system informationS303Step for transmitting preamble through physical random access channelS304Step for receiving response message about preambleS305Step for performing contention resolution procedure

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Method and device for performing power control in NR V2XA method by which a first device ( 100) performs sidelink transmission is provided. The method can comprise the steps of: determining a priority of a first carrier including a plurality of BWPs; allocating transmission power for the first carrier on the basis of the priority; and performing sidelink transmission through the plurality of BWPs on the basis of the transmission power.What is claimed is: | 1. A method for performing wireless communication by a first device, the method comprising: obtaining, by the first device, configuration related to a plurality of bandwidth parts (BWPs), wherein the plurality of BWPs include a plurality of sidelink BWPs, measuring, by the first device, a channel busy ratio (CBR) for each of the plurality of sidelink BWPs; selecting, by the first device, at least one sidelink BWP among the plurality of sidelink BWPs, based on the CBR for the each of the plurality of sidelink BWPs; determining, by the first device, a highest priority among at least one priority of the at least one sidelink BWP, as a priority of a first carrier comprising the at least one sidelink BWP, wherein based on the at least one sidelink BWP being activated, sidelink transmission on the at least one sidelink BWP is performed; allocating, by the first device, transmit power for the first carrier based on the priority of the first carrier; and performing, by the first device, the sidelink transmission through the at least one sidelink BWP based on the transmit power. | 2. The method of claim 1, wherein the highest priority of sidelink transmission requiring highest transmit power among at least one priority of the sidelink transmission through the at least one sidelink BWP is determined as the priority of the first carrier. | 3. The method of claim 1, wherein the highest priority of sidelink transmission through a preset sidelink BWP among at least one priority of the sidelink transmission through the at least one sidelink BWP is determined as the priority of the first carrier. | 4. The method of claim 1, wherein the highest priority among at least one priority of sidelink transmission through at least one sidelink BWP used for the first device to obtain time or frequency synchronization is determined as the priority of the first carrier. | 5. The method of claim 1, wherein based on a number of the at least one sidelink BWP being two or more, the sidelink transmission through the at least one sidelink BWP overlap in a time domain. | 6. The method of claim 1, wherein the transmit power allocated for the first carrier is less than transmit power required for the sidelink transmission through the at least one sidelink BWP. | 7. The method of claim 6, wherein the transmit power allocated for the first carrier is preferentially allocated for sidelink transmission having a high priority among the sidelink transmission through the at least one sidelink BWP. | 8. The method of claim 6, wherein the transmit power allocated for the first carrier is equally allocated for the sidelink transmission through the at least one sidelink BWP. | 9. The method of claim 6, wherein the transmit power allocated for the first carrier is preferentially allocated for preset sidelink transmission. | 10. The method of claim 6, further comprising: wherein the transmit power allocated for the first carrier is preferentially allocated for sidelink transmission through a BWP having a high CBR among the sidelink transmission through the at least one sidelink BWP. | 11. The method of claim 1, wherein the first device comprises at least one of a transmission UE, a reception UE, a wireless device, a wireless communication device, a vehicle, a vehicle having an autonomous driving function, a connected car, an unmanned aerial vehicle (UAV), an artificial intelligence (AI) module, a robot, an augmented reality (AR) device, a virtual reality (VR) device, a mixed reality (MR) device, a laptop computer, a digital broadcasting terminal a tablet PC, a smartphone, a wearable device, a hologram device, a public safety device, an MTC device, an IoT device, a medical device, a fintech device, a security device, or an environmental device. | 12. A first device for performing wireless communication, the first device comprising: at least one memory; at least one transceiver; and at least one processor to couple the at least one memory and the at least one transceiver, wherein the processor is configured to: obtain, configuration related to a plurality of bandwidth parts (BWPs), wherein the plurality of BWPs includes a plurality of sidelink BWPs, measure, a channel busy ratio (CBR) for each of the plurality of sidelink BWPs; select, at least one sidelink BWP among the plurality of sidelink BWPs, based on the CBR for the each of the plurality of sidelink BWPs; determine a highest priority among at least one priority of the at least one sidelink BWP, as a priority of a first carrier comprising the at least one sidelink BWP, wherein based on the at least one sidelink BWP being activated, sidelink transmission on the at least one sidelink BWP is performed; allocate transmit power for the first carrier based on the priority of the first carrier; and control the at least one transceiver to perform the sidelink transmission through the at least one sidelink BWP based on the transmit power.

The method involves determining a priority of a carrier, where the carrier includes multiple BWPs (S2110). Transmission power is allocated (S2120) to the carrier based on the priority. Sidelink transmission process is performed (S2130) on the BWPs based on the transmission power. A highest priority among priorities of the sidelink transmissions is determined as the priority of the carrier through the BWPs, where highest transmission power among the sidelink transmissions are required by the priority of the sidelink transmission through the BWPs. Channel busy ratios (CBRs) are measured for the BWPs. Method for performing NR sidelink transmission by a first device e.g. transmitting terminal, receiving terminal, wireless device, wireless communication device, vehicle, connected car, drone, artificial intelligence (AI) module, robot, augmented reality (AR) device, virtual reality (VR) device and mixed reality (MR) device in a wireless communication system. Uses include but are not limited to a Code division multiple access (CDMA) system e.g. Universal terrestrial radio access (UTRA) and CDMA2000 , a frequency division multiple access (FDMA) system, a Time division multiple access (TDMA) system i.e. Global system for mobile communications (GSM) /General packet radio service (GPRS) system/Enhanced data rates for GSM evolution (EDGE) system, an orthogonal FDMA (OFDMA) system e.g. Wireless fidelity (Wi-Fi) system, Worldwide interoperability for microwave access (WiMAX) system, IEEE 802-20 system and Evolved-UTRA (E-UTRA) system, Single-carrier CDMA (SC-CDMA) system and Third generation partnership project (3GPP) long-term evolution (LTE) system. The method enables allocating transmission power for a transceiver, controlling the transceiver to perform the sidelink transmissions over the BWPs based on the transmission power, and efficiently performing the sidelink transmission on the BWPs by a terminal. The drawing shows a flowchart illustrating a method of performing sidelink transmission by a device. '(Drawing includes non-English language text)' S2110Step for determining priority of carrierS2120Step for allocating transmission power to carrier based on priorityS2130Step for performing sidelink transmission process on BWPs

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METHOD AND DEVICE FOR OCCUPYING RESOURCES IN NR V2XProvided are a method for transmitting sidelink information by means of a first device (100) and a device for supporting same in a wireless communication system. The method may comprise the steps of: determining a plurality of candidate resources on the basis of a threshold; selecting, from the plurality of candidate resources and in a specific time interval, a resource for transmitting sidelink information; and transmitting the sidelink information on the resource.|1. A method for transmitting sidelink information by a first apparatus (100) in a wireless communication system, the method comprising: determining a plurality of candidate resources based on a threshold; Selecting a resource for transmitting sidelink information from a plurality of candidate resources in a specific time interval; And transmitting sidelink information on the resource. | 2. The method of claim 1, wherein the resource for transmitting the sidelink information is a resource located at a time when the value of the random counter selected by the first device is zero. | 3. The method of claim 2, further comprising decreasing the value of the random counter in the specific time interval. | 4. The method of claim 3, wherein the value of the random counter is not decreased in a time interval other than the specific time interval. | 5. The method of claim 1, wherein the specific time interval is a time interval in which the number of candidate resources occupied by the first apparatus (100) is greater than or greater than a specific number. | 6. The method of claim 5, wherein the specific number is determined based on a priority of the sidelink information. | 7. The method of claim 6, wherein if the priority of the sidelink information is high, the specific number is determined to be a small value. | 8. The method of claim 1, wherein the specific time interval is a time interval in which the ratio of the number of candidate resources occupied by the first apparatus (100) to the total number of resources is equal to or greater than a specific ratio. | 9. The method of claim 8, wherein the specific ratio is determined based on a priority of the sidelink information. | 10. The method of claim 1, wherein the plurality of candidate resources are resources whose channel state measured by the first device (100) is above or above the threshold. | 11. The method of claim 1, further comprising: determining a first threshold based on a channel measurement result, wherein the threshold is a larger value of the first threshold and the second threshold. | 12. The method of claim 11, wherein the second threshold is received from a base station. | 13. The method of claim 11, wherein the second threshold is predefined for the first device (100). | 14. The method of claim 1, wherein the first device 100 communicates with at least one of a mobile terminal, a network, or autonomous vehicles other than the first device 100. How to. | 15. A first apparatus (100) for transmitting sidelink information in a wireless communication system, comprising: at least one memory (104); One or more transceivers 106; And one or more processors 102 connecting the one or more memories 104 and the one or more transceivers 106, wherein the one or more processors 102 determine a plurality of candidate resources based on a threshold; Selecting a resource for transmitting sidelink information from a plurality of candidate resources in a specific time interval, and controlling the one or more transceivers 106 to transmit sidelink information on the resource; 1 device.

The method involves determining (S2210) multiple candidate resources based on a threshold value. A resource is selected (S2220) for transmitting (S2230) sidelink (SL) information from the candidate resources in a specific time interval when a value of a random counter selected by a first apparatus is zero. Specific time interval in which number of candidate resources occupied by the first apparatus is greater than a specific number. The specific number is determined based on a priority of the SL information. The specific number is determined to be a small value when the priority of the SL information is high. Method for transmitting SL information in a wireless communication system by using a first apparatus (claimed). Uses include but are not limited to a Code division multiple access (CDMA) system, a Frequency division multiple access (FDMA) system, a Time division multiple access (TDMA) system, an Orthogonal FDMA (OFDMA) system, a Single carrier FDMA (SC-FDMA) system and a Multi-carrier FDMA (MC-FDMA) system. The method enables selecting the resource for transmitting the SL information from the candidate resources in the specific time interval when the value of the random counter selected by the first apparatus is zero so as to occupy the resource by the terminal during SL communication in an efficient manner. The drawing shows a flowchart illustrating a method for transmitting SL information in a wireless communication system. '(Drawing includes non-English language text)' S2210Step for determining multiple candidate resourcesS2220Step for selecting resourceS2230Step for transmitting SL information from candidate resources

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METHOD AND DEVICE FOR DETERMINING TBS IN NR V2XProvided are a method for performing sidelink transmission by a first device (100) in a wireless communication system, and a device for supporting same. The method comprises the steps of: determining a transport block size (TBS) on the basis of whether at least one of an automatic gain control (AGC) symbol and a guard period (GP) symbol is used for sidelink transmission; and performing the sidelink transmission with respect to a second device (200) on the basis of the determined TBS, wherein the AGC symbol may be a symbol which a first device (100) uses for AGC, and the GP symbol may be a symbol which the first device (100) uses for TX/RX switching.|1. A method for performing sidelink transmission, by a first device (100), in a wireless communication device, the method comprising: * determining a Transport Block Size (TBS) based on whether or not at least one of an Automatic Gain Control (AGC) symbol or a Guard Period (GP) symbol is to be used for the sidelink transmission; and * performing the sidelink transmission for a second device (200), based on the determined TBS, * wherein the AGC symbol is a symbol that is used, by the first device (100), for AGC, and wherein the GP symbol is a symbol that is used, by the first device (100), for TX/RX switching. | 2. The method of claim 1, wherein the GP symbol is a last symbol within a slot including multiple symbols. | 3. The method of claim 2, further comprising: determining whether or not to use part of the GP symbol for the sidelink transmission based on a numerology of the slot. | 4. The method of claim 3, wherein, if subcarrier spacing related to the numerology of the slot is less than or equal to a specific value, part of the GP symbol is determined to be used for the sidelink transmission. | 5. The method of claim 2, further comprising: determining whether or not to use part of the GP symbol for the sidelink transmission based on latency requirements of a service being transmitted from the slot. | 6. The method of claim 2, further comprising: determining whether or not to use part of the GP symbol for the sidelink transmission based on a type of a service being transmitted from the slot. | 7. The method of claim 2, further comprising: determining whether or not to use part of the GP symbol for the sidelink transmission based on a frequency range related to the slot. | 8. The method of claim 1, wherein the AGC symbol is a first symbol within a slot including multiple symbols. | 9. The method of claim 8, further comprising: determining whether or not to use part of the AGC symbol for the sidelink transmission based on a numerology of the slot. | 10. The method of claim 8, further comprising: determining whether or not to use part of the AGC symbol for the sidelink transmission based on latency requirements of a service being transmitted from the slot. | 11. The method of claim 8, further comprising: determining whether or not to use part of the AGC symbol for the sidelink transmission based on a type of a service being transmitted from the slot. | 12. The method of claim 1, further comprising: transmitting, to the second device (200), information indicating that the TBS is determined based on whether or not at least one of the AGC symbol or the GP symbol is to be used for sidelink transmission. | 13. The method of claim 1, wherein the first device (100) communicates with at least one of mobile UEs, networks or autonomous vehicles other than the first device (100). | 14. A method for receiving sidelink data, by a second device (200), in a wireless communication system, the method comprising: * receiving sidelink data from a first device (100), based on a Transport Block Size (TBS) that is determined by the first device (100), * wherein the TBS is determined, by the first device (100), based on whether or not to use at least one of an Automatic Gain Control (AGC) symbol or a Guard Period (GP) symbol for the sidelink transmission, and * wherein the AGC symbol is a symbol that is used, by the first device (100), for AGC, and wherein the GP symbol is a symbol that is used, by the first device (100), for TX/RX switching. | 15. A first device (100) performing sidelink transmission in a wireless communication system, comprising: * one or more memories; * one or more transceivers; and * one or more processors being operatively connected to the one or more memories and the one or more transceivers, * wherein the one or more processors is configured to: * determine a Transport Block Size (TBS) based on whether or not at least one of an Automatic Gain Control (AGC) symbol or a Guard Period (GP) symbol is to be used for the sidelink transmission, and * perform the sidelink transmission for a second device (200), based on the determined TBS, * wherein the AGC symbol is a symbol that is used, by the first device (100), for AGC, and wherein the GP symbol is a symbol that is used, by the first device (100), for TX/RX switching.

The method involves determining whether automatic gain control (AGC) symbol or a guard period (GP) symbol is used for performing sidelink transmission. A transport block size (TBS) is determined. Sidelink transmission is performed (S2020) with respect to a second device based on the determined TBS, where the AGC symbol is a symbol used by the first device for AGC, and the GP symbol is a symbol used by the first device for TX/RX switching and the GP symbol is a last symbol in a slot including symbols. Determination is made whether a portion of the GP symbol is used for performing the sidelink transmission based on numerology of the slot. An INDEPENDENT CLAIM is also included for a method for receiving sidelink data by a second device in a wireless communication system. Method for performing sidelink transmission by a first device (claimed) in a wireless communication system. Uses include but are not limited to a wireless communication system such as Code division multiple access (CDMA) system such as Universal terrestrial radio access (UTRA) , Evolved-UTRA (E-UTRA) and CDMA2000 , Frequency division multiple access (FDMA) system such as Single carrier-FDMA (SC-FDMA) system, Multi-carrier FDMA (MC-FDMA) system, Time division multiple access (TDMA) system such as Global system for mobile communication (GSM) , General packet radio service (GPRS) system, Enhanced data rates for GSM evolution (EDGE) system, Orthogonal FDMA (OFDMA) system such as Wi-Fi system, WiMAX system, IEEE802-20 system, Universal mobile telecommunication system (UMTS) and Evolved UMTS (E-UMTS) , Third generation partnership project long term evolution (3GPP LTE) system and 3GPP LTE-advanced (3GPP LTE-A) system. The method enables efficiently determining the TBS by a terminal. The drawing shows a flowchart illustrating a method for performing sidelink transmission by a first device in a wireless communication system. '(Drawing includes non-English language text)' S2010Step for utilizing TBS based on AGC symbol or GP symbol used for performing sidelink transmissionS2020Step for performing sidelink transmission with respect to second device based on determined TBS

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METHOD FOR EFFICIENTLY TRANSMITTING SIDELINK CSI REPORT FOR BEAM MANAGEMENT IN MMWAVE V2X COMMUNICATION SYSTEMProvided are a method for efficiently transmitting a sidelink (SL) Channel State Information (CSI) report for beam management and a device therefor in an mmWave Vehicle-To-Everything (V2X) communication system. In the wireless communication system, a reception User Equipment (UE) receives, from a transmission UE, first SL control information including a first CSI-RS Resource Index (CRI) indicating a CSI request for a first beam, and second SL control information including a second CRI indicating a CSI request for a second beam. The reception UE transmits an SL CSI report to the transmission UE. The SL CSI report includes a measurement result, the first CRI, and the second CRI.|1. A method performed by a receiving User Equipment (UE) in a wireless communication system, the method comprising: establishing a unicast link with a transmitting UE; receiving a Sidelink (SL) Radio Resource Control (RRC) reconfiguration message from the transmitting UE, wherein the SL RRC reconfiguration message comprises a configuration for a Channel State Information Reference Signal (CSI-RS); transmitting an SL RRC reconfiguration complete message to the transmitting UE in response to the SL RRC reconfiguration message; receiving a first SL control information from the transmitting UE, wherein the first SL control information comprises a first CSI-RS Resource Index (CRI) indicating a CSI request for a first beam; receiving a second SL control information from the transmitting UE, wherein the second SL control information comprises a second CRI indicating a CSI request for a second beam; receiving the CSI-RS from the transmitting UE via the first beam and the second beam; measuring the CSI-RS received via the first beam and the second beam; and transmitting an SL CSI reporting to the transmitting UE, wherein the SL CSI reporting comprises a result of the measurement, the first CRI and the second CRI. | 2. The method of claim 1, wherein the first CRI included in the first SL control information and/or the second CRI included in the second SL control information has a size greater than one bit. | 3. The method of claim 2, wherein, after the first SL control information is received, the CSI-RS is received via the first beam after X slot, and wherein, after the first SL control information is received, the SL CSI reporting is transmitted after Y slot. | 4. The method of claim 2, wherein the CSI-RS received via the first beam and the CSI-RS received via the second beam are received at regular periods. | 5. The method of claim 1, wherein the SL CSI reporting is transmitted within an SL CSI latency boundary configured in the SL RRC reconfiguration message from after the first SL control information is received. | 6. The method of claim 1, wherein the first CRI included in the first SL control information and/or the second CRI included in the second SL control information has a size of 1 bit, and wherein the CSI-RS received via the first beam and the CSI-RS received via the second beam are received via different dynamically allocated time resources. | 7. The method of claim 1, wherein the first beam and a beam of the transmitting UE are aligned with each other in a Physical Sidelink Feedback Channel (PSFCH) cycle of a receiving pool, within an SL CSI latency boundary configured in the SL RRC reconfiguration message from after the first SL control information is received. | 8. The method of claim 1, wherein the first beam and a beam of the transmitting UE are aligned with each other in a slot corresponding to a multiple of a beam alignment cycle check parameter received by an upper layer, within an SL CSI latency boundary configured in the SL RRC reconfiguration message from after the first SL control information is received. | 9. The method of claim 1, wherein the SL RRC reconfiguration message comprises a configuration to enable the SL CSI reporting to include a CRI and a Reference Signal Received Power (RSRP). | 10. The method of claim 9, wherein the first CRI and/or the second CRI included in the SL CSI reporting has a size of at least 7 bits. | 11. The method of claim 9, wherein the result of the measurement included in the SL CSI reporting comprises an RSRP of the CSI-RS received via the first beam and an RSRP of the CSI-RS received via the second beam, wherein the RSRP of the CSI-RS received via the first beam has a size of 7 bits, and wherein the RSRP of the CSI-RS received via the second beam has a size of 4 bits. | 12. The method of claim 9, wherein the first CRI and/or the second CRI included in the SL CSI reporting is expressed as an offset value of 4 bits relative to a representative CRI. | 13. The method of claim 1, wherein the receiving UE is in communication with at least one of a mobile device, a network, and/or autonomous vehicles other than the receiving UE. | 14. A receiving User Equipment (UE) operating in a wireless communication system, the receiving UE comprising: at least one transceiver, at least one processor, and at least one memory operably connectable to the at least one processor and storing instructions that, based on being executed by the at least one processor, perform operations comprising: establishing a unicast link with a transmitting UE; receiving, via the at least one transceiver, a Sidelink (SL) Radio Resource Control (RRC) reconfiguration message from the transmitting UE, wherein the SL RRC reconfiguration message comprises a configuration for a Channel State Information Reference Signal (CSI-RS); transmitting, via the at least one transceiver, an SL RRC reconfiguration complete message to the transmitting UE in response to the SL RRC reconfiguration message; receiving, via the at least one transceiver, a first SL control information from the transmitting UE, wherein the first SL control information comprises a first CSI-RS Resource Index (CRI) indicating a CSI request for a first beam; receiving, via the at least one transceiver, a second SL control information from the transmitting UE, wherein the second SL control information comprises a second CRI indicating a CSI request for a second beam; receiving, via the at least one transceiver, the CSI-RS from the transmitting UE via the first beam and the second beam; measuring the CSI-RS received via the first beam and the second beam; and transmitting, via the at least one transceiver, an SL CSI reporting to the transmitting UE, wherein the SL CSI reporting comprises a result of the measurement, the first CRI and the second CRI. | 15.-17. (canceled) | 18. A transmitting User Equipment (UE) operating in a wireless communication system, the transmitting UE comprising: at least one transceiver, at least one processor, and at least one memory operably connectable to the at least one processor and storing instructions that, based on being executed by the at least one processor, perform operations comprising: establishing a unicast link with a receiving UE; transmitting, via the at least one transceiver, a Sidelink (SL) Radio Resource Control (RRC) reconfiguration message to the receiving UE, wherein the SL RRC reconfiguration message comprises a configuration for a Channel State Information Reference Signal (CSI-RS); receiving, via the at least one transceiver, an SL RRC reconfiguration complete message from the receiving UE in response to the SL RRC reconfiguration message; transmitting, via the at least one transceiver, a first SL control information to the receiving UE, wherein the first SL control information comprises a first CSI-RS Resource Index (CRI) indicating a CSI request for a first beam; transmitting, via the at least one transceiver, a second SL control information to the receiving UE, wherein the second SL control information comprises a second CRI indicating a CSI request for a second beam; transmitting, via the at least one transceiver, the CSI-RS to the receiving UE via the first beam and the second beam; and receiving, via the at least one transceiver, an SL CSI reporting from the receiving UE, wherein the SL CSI reporting comprises a result of measurement on the CSI-RS, the first CRI and the second CRI. | 19-20. (canceled)

The method involves receiving (S1030) first sidelink (SL) control information from a transmitting user equipment (UE), where the first SL control information includes a first channel state information (CSI)-reference signal (RS) resource index (CRI) indicating a CSI request for a first beam. Second SL control information is received (S1040) from the transmitting UE, where the second SL control information includes a second CRI indicating a CSI request for a second beam. The CSI-RS is received (S1050) from the transmitting UE through the first beam and the second beam. The CSI-RS received through the first beam and the second beam is measured (S1060). An SL CSI report is transmitted (S1070) to the transmitting UE, where the SL CSI report includes the first CRI and the second CRI as a result of the measurement. INDEPENDENT CLAIMS are also included for:a receiving UE;a computer readable medium comprising a set of instructions for receiving a SL CSI report for beam management for a receiving UE;a method for transmitting a SL CSI report for beam management in a wireless communication system;a transmitting UE; anda processing device Method for receiving a SL CSI report for beam management for a receiving UE (claimed) in a wireless communication system i.e. Vehicle-To-Everything (V2X) communication system. The method enables performing SL CSI reporting required in a beam improvement process after initial beam alignment of bidirectional transmission beamforming of the UE participating in communication for a V2X service is completed. The drawing shows a method performed by a receiving UE to which the implementation.(Drawing includes non-English language text).S1030Step for receiving first SL control information from transmitting UES1040Step for receiving second SL control information from transmitting UES1050Step for receiving CSI-RS from transmitting UE through first beam and second beamS1060Step for measuring CSI-RS received through first beam and second beamS1070Step for transmitting SL CSI report to transmitting UE

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METHOD FOR RAPIDLY RECOVERING COMMUNICATION CONNECTION IN SIDELINK COMMUNICATION AND DEVICE FOR SAMEProvided are a method for rapidly recovering a communication connection in sidelink communication and/or Vehicle-to-Everything (V2X) communication in a millimeter wave (mmWave)/terahertz (THz) band, and a device for same. A relay User Equipment (UE) transmits a relay link proposal message to a first UE on the basis of the matching of a first source UE ID indicating a first UE with a second target UE ID, and the matching of a second source UE ID indicating a second UE with a first target UE ID.|1. A method performed by a relay User Equipment (UE) adapted to operate in a wireless communication system, the method comprising: receiving a first recovery request and a second recovery request for a beam failure from a first UE and a second UE, respectively, wherein the first UE and the second UE were performing sidelink communication before the beam failure occurred, wherein the first recovery request includes a first source UE Identifier (ID) and a first target UE ID, and wherein the second recovery request includes a second source UE ID and a second target UE ID; determining whether the first source UE ID and the second target UE ID match, and whether the second source UE ID and the first target UE ID match; transmitting a relay link suggestion message to the first UE, based on matching of the first source UE ID with the second target UE ID and matching of the second source UE ID with the first target UE ID; receiving a relay request from the first UE; transmitting a relay scheduling to the second UE; and relaying a communication between the first UE and the second UE. | 2. The method of claim 1, wherein the relay link suggestion message is transmitted using a beam failure recovery request response message that is a response to the first recovery request and/or a resource for the beam failure recovery request response message. | 3. The method of claim 2, wherein a particular field of the beam failure recovery request response message is set to a particular value, indicating that the relay link suggestion message is transmitted using the beam failure recovery request response message and/or the resource for the beam failure recovery request response message. | 4. The method of claim 1, wherein the first source UE ID and the second target UE ID indicates the first UE, and wherein the second source UE ID and the first target UE ID indicates the second UE. | 5. The method of claim 1, wherein the relay link suggestion message is transmitted based on a link quality between the relay UE and the first UE and/or a link quality between the relay UE and the second UE satisfying certain conditions. | 6. The method of claim 1, wherein the relay link suggestion message includes at least one of an ID of the first UE and/or an ID of the second UE. | 7. The method of claim 1, wherein the relay link suggestion message includes at least one of a link quality between the relay UE and the first UE and/or a link quality between the relay UE and the second UE. | 8. The method of claim 1, wherein the relay link suggestion message includes information about time resources and/or frequency resources available for a relay link. | 9. The method of claim 1, wherein the relay UE is in communication with at least one of a mobile device, a network, and/or autonomous vehicles other than the relay UE. | 10. A relay User Equipment (UE) adapted to operate in a wireless communication system, the relay UE comprising: at least one transceiver; at least one processor; and at least one memory operably connectable to the at least one processor and storing instructions that, based on being executed by the at least one processor, perform operations comprising: receiving, using the at least one transceiver, a first recovery request and a second recovery request for a beam failure from a first UE and a second UE, respectively, wherein the first UE and the second UE were performing sidelink communication before the beam failure occurred, wherein the first recovery request includes a first source UE Identifier (ID) and a first target UE ID, and wherein the second recovery request includes a second source UE ID and a second target UE ID; determining whether the first source UE ID and the second target UE ID match, and whether the second source UE ID and the first target UE ID match; transmitting, using the at least one transceiver, a relay link suggestion message to the first UE, based on matching of the first source UE ID with the second target UE ID and matching of the second source UE ID with the first target UE ID; receiving, using the at least one transceiver, a relay request from the first UE; transmitting, using the at least one transceiver, a relay scheduling to the second UE; and relaying, using the at least one transceiver, a communication between the first UE and the second UE. | 11. A method performed by a first User Equipment (UE) adapted to operate in a wireless communication system, the method comprising: performing a sidelink communication with a second UE; detecting a beam failure for the sidelink communication; transmitting a recovery request for the beam failure to one or more relay candidate UEs, wherein the recovery request includes a source UE ID indicating the first UE and a target UE indicating the second UE; receiving a relay link suggestion message from the one or more relay candidate UEs; selecting a relay UE having a best link quality by evaluating a link quality between the first UE and the one or more relay candidate UEs based on the relay link suggestion message; transmitting a relay request to the relay UE; and performing communication with the second UE via relaying of the relay UE. | 12. The method of claim 11, wherein the relay link suggestion message is received using a beam failure recovery request response message that is a response to the recovery request and/or a resource for the beam failure recovery request response message. | 13. The method of claim 12, wherein a particular field of the beam failure recovery request response message is set to a particular value, indicating that the relay link suggestion message is received using the beam failure recovery request response message and/or the resource for the beam failure recovery request response message. | 14. The method of claim 11, wherein the relay link suggestion message is received based on a link quality between the one or more relay candidate UEs and the first UE and/or a link quality between the one or more relay candidate UEs and the second UE satisfying certain conditions. | 15. The method of claim 11, wherein the relay link suggestion message includes i) at least one of an ID of the first UE and/or an ID of the second UE, ii) at least one of a link quality between the one or more relay candidate UEs and the first UE and/or a link quality between the one or more relay candidate UEs and the second UE, and/or iii) information about time resources and/or frequency resources available for a relay link. | 16. (canceled) | 17. (canceled) | 18. (canceled)

The method involves receiving (S1100) first recovery request and a second recovery request for beam failure from a first UE and a second UE. The sidelink communication is performed before the beam failure occurred. The first recovery request includes a first source UE identifier (ID). Determination is made (S1110) whether the first source UE ID matches the second target UE ID and whether the second source UE ID matches the first target UE ID. The relay link proposal message is transmitted (S1120) to the first UE based on the matching of the first source UE ID and the second target UE ID. The second source UE ID and the first target UE ID is matched. The relay request is received (S1130) from the first UE. The relay scheduling is transmitting (S1140) to the second UE. The communication is relayed (S1150) between the first UE and the second UE. INDEPENDENT CLAIMS are included for the following:a relay user equipment operating in wireless communication system;a processing device operating in wireless communication system; anda computer readable medium storing program for operating processing device in wireless communication system. Method performed by relay user equipment (UE) (claimed) in wireless communication system. The relay search procedure may be performed without performing a separate procedure. The drawing shows the flowchart illustrating the method performed by relay user equipment in wireless communication system. (Drawing includes non-English language text) S1100Step for receiving first recovery request and a second recovery request for beam failure from a first UE and a second UES1110Step for determining whether the first source UE ID matches the second target UE ID and whether the second source UE ID matches the first target UE IDS1120Step for transmitting relay link proposal message to the first UE based on the matching of the first source UE ID and the second target UE IDS1130Step for receiving relay request from the first UES1140Step for transmitting relay scheduling to the second UES1150Step for relaying communication between the first UE and the second UE

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METHOD FOR MMWAVE V2X COMMUNICATION IN MULTIPLE UE COMMUNICATION ENVIRONMENT, AND DEVICE THEREFORProvided are a method for mmWAVE vehicle-to-everything (V2X) communication in a multiple user equipment (UE) communication environment, and a device therefor. During a data period, on the basis of having data to be transmitted to a receiving user equipment (UE), a transmitting UE i) transmits, to the receiving UE, a first physical sidelink control channel (PSCCH) for triggering transmission of a beam management reference signal (BRS), ii) transmits the BRS to the receiving UE, iii) transmits, to the receiving UE, a second PSCCH for scheduling the data, and iv) transmits the data to the receiving UE. The transmitting UE receives a measurement result of the BRS from the receiving UE, and adjusts a transmission beam on the basis of the measurement result of the BRS.|1. A method performed by a transmitting User Equipment (UE) adapted to operate in a wireless communication system, the method comprising: discovering a receiving UE during a discovery duration; based on having data to transmit to the receiving UE, during a data duration: i) transmitting a first Physical Sidelink Control Channel (PSCCH) that triggers transmission of a Beam management Reference Signal (BRS) to the receiving UE; ii) transmitting the BRS to the receiving UE; iii) transmitting a second PSCCH that schedules the data to the receiving UE; and iv) transmitting the data to the receiving UE; receiving a measurement result of the BRS from the receiving UE; and adjusting a transmission beam based on the measurement result of the BRS. | 2. The method of claim 1, wherein the BRS is transmitted aperiodically. | 3. The method of claim 1, wherein the method further comprises, during the discovery duration: transmitting a discovery signal to the receiving UE; and receiving a response message to the discovery signal from the receiving UE. | 4. The method of claim 3, wherein, based on the receiving UE detecting a plurality of transmission beams by receiving the discovery signal, i) the response message includes an index and a measurement result of a beam having a best measurement result among the plurality of transmission beams, and ii) the response message is received using a resource corresponding to the beam having the best measurement result. | 5. The method of claim 3, wherein, based on the receiving UE detecting a plurality of transmission beams by receiving the discovery signal, i) the response message includes an index and a measurement result for each of the plurality of transmission beams, and ii) the response message is received using a resource associated with each of the plurality of transmission beams. | 6. The method of claim 1, wherein the response message is received via a preconfigured frequency resource, and wherein the preconfigured frequency resource does not conflict with a frequency resource used by another UE for the response message during a discovery process. | 7. The method of claim 1, wherein the response message comprises at least one of a response type, a UE Identifier (ID), and/or a status of the receiving UE. | 8. The method of claim 1, wherein the method further comprises receiving information informing presence or absence of an intention to transmit data from the receiving UE. | 9. The method of claim 8, wherein the information informing presence or absence of the intention to transmit data is received in conjunction with a Hybrid Automatic Repeat Request (HARQ)-Acknowledgment (ACK) for the data and/or is received subsequent to reception of the HARQ-ACK. | 10. The method of claim 9, wherein, based on the information informing presence or absence of the intention to transmit data being received in conjunction with the HARQ-ACK, the information informing presence or absence of the intention to transmit data is received via a frequency resource associated with a frequency resource for the HARQ-ACK and/or via a dedicated frequency resource. | 11. The method of claim 8, wherein the information informing presence or absence of the intention to transmit data is received by being included in a response message to a discovery signal in the discovery duration. | 12. The method of claim 8, wherein the information informing presence or absence of the intention to transmit data is received periodically. | 13. The method of claim 1, wherein the transmitting UE is in communication with at least one of a mobile device, a network, and/or autonomous vehicles other than the transmitting UE. | 14. A transmitting User Equipment (UE) adapted to operate in a wireless communication system, the transmitting UE comprising: at least one transceiver; at least one processor; and at least one memory operably connectable to the at least one processor and storing instructions that, based on being executed by the at least one processor, perform operations comprising: discovering a receiving UE during a discovery duration; based on having data to transmit to the receiving UE, during a data duration using the at least one transceiver: i) transmitting a first Physical Sidelink Control Channel (PSCCH) that triggers transmission of a Beam management Reference Signal (BRS) to the receiving UE; ii) transmitting the BRS to the receiving UE; iii) transmitting a second PSCCH that schedules the data to the receiving UE; and iv) transmitting the data to the receiving UE; receiving a measurement result of the BRS from the receiving UE using the at least one transceiver; and adjusting a transmission beam of the at least one transceiver based on the measurement result of the BRS. | 15.-17. (canceled) | 18. A receiving User Equipment (UE) adapted to operate in a wireless communication system, the receiving UE comprising: at least one transceiver; at least one processor; and at least one memory operably connectable to the at least one processor and storing instructions that, based on being executed by the at least one processor, perform operations comprising: discovering a transmitting UE during a discovery duration; based on having data to receive from the transmitting UE, during a data duration using the at least one transceiver: i) receiving a first Physical Sidelink Control Channel (PSCCH) that triggers transmission of a Beam management Reference Signal (BRS) from the transmitting UE; ii) receiving the BRS from the transmitting UE; iii) receiving a second PSCCH that schedules the data from the transmitting UE; and iv) receiving the data from the transmitting UE; and transmitting a measurement result of the BRS to the transmitting UE using the at least one transceiver. | 19-20. (canceled)

The method involves discovering a receiving user equipment during a search period (S1100). A first physical sidelink control channel (PSCCH) triggering transmission of a beam management reference signal (BRS) is transmitted to the equipment based on transmitting data to the equipment during the data interval, and second PSCCH for scheduling the data is transmitted to the equipment (S1110) . A measurement result of the BRS is received (S1120) from the equipment. A transmission beam is adjusted (S1130) based on the measurement result of the BRS. INDEPENDENT CLAIMS are also included for:a transmitting user equipment for operating in a wireless communication systema processing device for operating in a wireless communication systema computer readable medium comprising a set of instructions for providing millimeter vehicle-to-everything communication in a user equipment of a communication environmenta receiving user equipment for operating in a wireless communication system. Method for providing millimeter vehicle-to-everything communication in a receiving user equipment (claimed) of a Next generation communication system i.e.Third generation partnership project (3GPP) long-term evolution (LTE) system. Uses include but are not limited to a mobile phone, a smart phone, a notebook computer, a digital broadcast terminal, a personal digital assistant, a portable multimedia player, a navigation system, a slate personal computer, a tablet personal computer, an ultrabook and a vehicle with autonomous driving function. The method enables using aperiodic and/or semi-permanent reference signal setting as a reference signal resource allocation for beam management such that reference signal transmission and measurement result report can be minimized, so that resource waste can be reduced by dynamically allocating resources when data is generated, thus efficiently utilizing resources when a set of user equipments are connected, reducing overhead of millimeter vehicle-to-everything communication, and increasing communication efficiency. The drawing shows a flow diagram illustrating a method for (Drawing includes non-English language text).S1100Step for searching receiving user equipment during search periodS1110Step for transmitting first PSCCH for triggering transmission of BRS, transmitting BRS to receiving user equipment and transmitting second PSCCH for scheduling data during data period on basis of having data to be transmitted to receiving user equipmentS1120Step for receiving measurement result of BRS from receiving user equipmentS1130Step for adjusting transmission beam on basis of measurement result of BRS

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METHOD FOR SYNCHRONIZATION BETWEEN UES ACCORDING TO CHANGE IN REFERENCE SYNCHRONIZATION SOURCE IN V2X COMMUNICATION SYSTEM, AND DEVICE THEREFORProvided are a method for synchronization between user equipments (UEs) according to a change in a reference synchronization source in a vehicle-to-everything (V2X) communication system, and a device therefor. A first transmission UE transmits information on a change in a reference synchronization source to at least one reception UE, and after a predetermined time, changes the reference synchronization source from the first transmission UE to a second transmission UE.|1. A method performed by a first transmitting User Equipment (UE) adapted to operate in a wireless communication system, the method comprising: establishing a Sidelink (SL) link with at least one receiving UE; transmitting a first Sidelink Synchronization Signal Block (SL-SSB) to the at least one receiving UE; performing synchronization with the at least one receiving UE based on the first SL-SSB; providing SL services to the at least one receiving UE using the first transmitting UE as a reference synchronization source; receiving a second SL-SSB from a second transmitting UE having a higher priority of the reference synchronization source than the first transmitting UE; transmitting information about a change of the reference synchronization source to the at least one receiving UE; and changing the reference synchronization source from the first transmitting UE to the second transmitting UE after a period of time. | 2. The method of claim 1, wherein the information about the change of the reference synchronization source comprises a timing offset before and after the change of the reference synchronization source. | 3. The method of claim 2, wherein the timing offset comprises at least one of a System Frame Number (SFN) offset, a slot offset, a symbol offset, and/or a sample offset. | 4. The method of claim 2, wherein the timing offset is expressed in sample units. | 5. The method of claim 2, wherein the timing offset is a timing offset of SFN 0 or slot index 0. | 6. The method of claim 1, wherein the information about the change of the reference synchronization source comprises information about a reference synchronization source activation time informing when the change of the reference synchronization source takes effect, wherein the reference synchronization source activation time corresponds to the period of time. | 7. The method of claim 1, wherein the information about the change of the reference synchronization source comprises information about the second transmitting UE. | 8. The method of claim 1, wherein the information about the change of the reference synchronization source comprises an Identifier (ID) of the second SL-SSB. | 9. The method of claim 1, wherein the first transmitting UE is in communication with at least one of a mobile device, a network, and/or autonomous vehicles other than the first transmitting UE. | 10. A first transmitting User Equipment (UE) adapted to operate in a wireless communication system, the first transmitting UE comprising: at least one transceiver; at least one processor; and at least one memory operably connectable to the at least one processor and storing instructions that, based on being executed by the at least one processor, perform operations comprising: establishing a Sidelink (SL) link with at least one receiving UE; transmitting a first Sidelink Synchronization Signal Block (SL-SSB) to the at least one receiving UE via the at least one transceiver; performing synchronization with the at least one receiving UE based on the first SL-SSB; providing SL services to the at least one receiving UE using the first transmitting UE as a reference synchronization source via the at least one transceiver; receiving a second SL-SSB from a second transmitting UE having a higher priority of the reference synchronization source than the first transmitting UE via the at least one transceiver; transmitting information about a change of the reference synchronization source to the at least one receiving UE via the at least one transceiver; and changing the reference synchronization source from the first transmitting UE to the second transmitting UE after a period of time. | 11. A method performed by a receiving User Equipment (UE) adapted to operate in a wireless communication system, the method comprising: establishing a sidelink link with a first transmitting UE; receiving a first Sidelink Synchronization Signal Block (SL-SSB) from the first transmitting UE; performing synchronization with the first transmitting UE based on the first SL-SSB; receiving sidelink services from the first transmitting UE using the first transmitting UE as a reference synchronization source; receiving information from the first transmitting UE about a change of the reference synchronization source; and changing the reference synchronization source from the first transmitting UE to a second transmitting UE after a period of time. | 12. The method of claim 11, wherein the information about the change of the reference synchronization source comprises a timing offset before and after the change of the reference synchronization source, wherein a Fast Fourier Transform (FFT) boundary is configured based on a timing with the first transmitting UE as the reference synchronization source and the timing offset. | 13. The method of claim 12, wherein broadcast services are provided from the first transmitting UE within the FFT boundary. | 14. The method of claim 11, wherein the information about the change of the reference synchronization source comprises information about a reference synchronization source activation time informing when the change of the reference synchronization source takes effect, wherein the reference synchronization source activation time corresponds to the period of time. | 15. The method of claim 11, wherein the information about the change of reference synchronization source comprises information about the second transmitting UE. | 16. (canceled) | 17. (canceled) | 18. (canceled) | 19. (canceled) | 20. (canceled)

The method involves establishing (S1600) a sidelink (SL) link with a receiving UE. A first sidelink synchronization signal block (SL-SSB) is transmitted (S1610) to the receiving UE. A synchronization is performed (S1620) with the receiving UE based on the first SL-SSB. An SL service is provided (S1630) to the receiving UE using the first transmitting UE as a reference synchronization source. A second SL-SSB is received (S1640) from a second transmitting UE having a higher priority of the reference synchronization source than the first transmitting UE. The information on the change of the reference synchronization source is transmitted (S1650) to the receiving UE. The reference synchronization source is changed (S1660) from the first transmitting UE to the second transmitting UE after a predetermined time. INDEPENDENT CLAIMS are included for the following:a transmitting user equipment (UE) operating in a wireless communication system;a method for synchronization between performed by a receiving UE in a wireless communication system;a receiving UE in a wireless communication system;a processing device operating in a wireless communication system; anda computer-readable medium storing a program for synchronization between user equipment. Method for synchronization between user equipment (UE)s in a wireless communication system e.g. vehicle-to-everything (V2X) communication system, performed by a transmitting UE. The communication disconnection problem that occurs due to a change of a reference synchronization source can be minimized. The broadcast service can be continuously provided without interruption even after the reference synchronization source is changed. The drawing shows a flow diagram illustrating the method for synchronization between the UEs performed by a transmitting UE. (Drawing includes non-English language text) 1600Step for establishing a SL link with a receiving UES1610Step for transmitting a first SL-SSB to the receiving UES1620Step for performing synchronization with the receiving UE based on the first SL-SSBS1630Step for providing an SL service to the receiving UE using the first transmitting UE as a reference synchronization sourceS1640Step for receiving a second SL-SSB from a second transmitting UE having a higher priority of the reference synchronization source than the first transmitting UES1650Step for transmitting information on the change of the reference synchronization source to the receiving UES1660Step for changing reference synchronization source from first transmitting UE to second transmitting UE after predetermined time

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SIDELINK COMMUNICATIONOne disclosure of the present specification provides a method by which a UE performs sidelink communication. The method may comprise the steps of: performing sidelink communication on the basis of a first RAT; switching a RAT for the sidelink communication from the first RAT to a second RAT; performing the sidelink communication on the basis of the second RAT; and communicating with a base station on the basis of NR.|1-17. (canceled) | 18. A method for a user equipment (UE) to perform sidelink communication, the method comprising: switching from an Evolved Universal Terrestrial Radio Access (E-UTRA) Vehicle-to-everything (V2X) sidelink to a New Radio (NR) V2X sidelink, wherein interruption on a serving cell due to the switching from the E-UTRA V2X sidelink to the NR V2X sidelink is allowed up to a number of NR slots based on Subcarrier Spacing (SCS) for the communication with the serving cell, wherein the interruption is for uplink and downlink of the serving cell, wherein the number of the NR slots is 2 NR slots, based on the SCS for the serving cell being 15 kHz, wherein the number of the NR slots is 2 NR slots, based on the SCS for the serving cell being 30 kHz, and wherein the number of the NR slots is 2 NR slots, based on the SCS for the serving cell being 60 kHz. | 19. The method of claim 18, wherein the number of the NR slots is 2 NR slots, based on the SCS for the serving cell being 120 kHz. | 20. The method of claim 18, wherein the UE performs the switching based on a Time Division Multiplexing manner (TDM-ed manner). | 21. The method of claim 18, wherein the switching is limited so that a probability of missing Acknowledgement (ACK)/Non-Acknowledgement (NACK) in communication with the serving cell becomes equal to or less than 0.5%. | 22. A user equipment (UE) that performs sidelink communication, the UE comprising: at least one processor; and at least one memory for storing instructions and operably electrically connectable with the at least one processor, wherein the operation performed based on the instructions being executed by the at least one processor comprises: switching from an Evolved Universal Terrestrial Radio Access (E-UTRA) Vehicle-to-everything (V2X) sidelink to a New Radio (NR) V2X sidelink, wherein interruption on a serving cell due to the switching from the E-UTRA V2X sidelink to the NR V2X sidelink is allowed up to a number of NR slots based on Subcarrier Spacing (SCS) for the serving cell, wherein the interruption is for uplink and downlink of the serving cell, wherein the number of the NR slots is 2 NR slots, based on the SCS for the serving cell being 15 kHz, wherein the number of the NR slots is 2 NR slots, based on the SCS for the serving cell being 30 kHz, and wherein the number of the NR slots is 2 NR slots, based on the SCS for the serving cell being 60 kHz. | 23. The UE of claim 22, wherein the number of the NR slots is 2 NR slots, based on that the SCS for the serving cell is 120 kHz. | 24. The UE of claim 22, wherein the UE performs the switching based on a Time Division Multiplexing manner (TDM-ed manner). | 25. The UE of claim 22, wherein the switching is limited so that a probability of missing Acknowledgement (ACK)/Non-Acknowledgement (NACK) for the serving cell becomes equal to or less than 0.5%. | 26. The UE of claim 22, wherein the UE is an autonomous driving device communicating with at least one of a mobile terminal, a network and an autonomous driving vehicle other than the UE. | 27. A user equipment (UE) that performs sidelink communication, the UE comprising: at least one processor; and at least one memory for storing instructions and operably electrically connectable with the at least one processor, wherein the operation performed based on the instructions being executed by the at least one processor comprises: switching from a New Radio (NR) Vehicle-to-everything (V2X) sidelink to an Evolved Universal Terrestrial Radio Access (E-UTRA) V2X sidelink, wherein interruption on a serving cell due to the switching from the NR V2X sidelink to the E-UTRA V2X sidelink is allowed up to a number of NR slots based on the SCS for the serving cell, wherein the interruption is for uplink and downlink of the serving cell, wherein the number of the NR slots is 2 NR slots, based on the SCS for the serving cell being 15 kHz, wherein the number of the NR slots is 2 NR slots, based on the SCS for the serving cell being 30 kHz, and wherein the number of the NR slots is 2 NR slots, based on the SCS for the serving cell being 60 kHz. | 28. The UE of claim 27, wherein the number of the NR slots is 2 NR slots, based on that the SCS for the serving cell is 120 kHz. | 29. The UE of claim 27, wherein the UE performs the switching based on a Time Division Multiplexing manner (TDM-ed manner). | 30. The UE of claim 27, wherein the switching is limited so that a probability of missing Acknowledgement (ACK)/Non-Acknowledgement (NACK) for the serving cell becomes equal to or less than 0.5%.

The method involves performing (S1001) sidelink communication based on a first radio access technology (RAT). The first RAT is Evolved Universal terrestrial Radio Access (E- UTRA) and New Radio (NR). A RAT for the sidelink communication is switched (S1002) from the first RAT to a second RAT. The sidelink communication is performed (S1003) based on the second RAT. The communication is performed (S1004) with a base station based on NR. The interruption for communication with the base station is applied to a preset number of NR slots while switching from the first RAT to the second RAT is performed, according to Subcarrier Spacing (SCS) for communication with the base station. INDEPENDENT CLAIMS are included for the following:a UE;an apparatus in mobile communication; anda non-transitory computer-readable storage medium. Method for performing sidelink communication by a user equipment (UE) (claimed). The Third Generation Partnership Project Long Term Evolution has lower cost per bit, improved service availability, flexible use of frequency bands, simple structure, open interface, and appropriate power consumption of the terminal. The drawing shows a flowchart of a method for performing sidelink communication. (Drawing includes non-English language text). S1001Performing sidelink communication based on a first RATS1002Switching RAT for the sidelink communication from the first RAT to a second RATS1003Performing sidelink communication based on the second RATS1004Performing communication with a base station based on NR

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METHOD FOR PERFORMING REINFORCEMENT LEARNING BY V2X COMMUNICATION DEVICE IN AUTONOMOUS DRIVING SYSTEMA method for performing reinforcement learning by a V2X communication device in an autonomous driving system, specifically, a method for performing reinforcement learning in consideration of an application rate of a reward according to age in terms of the freshness of a reward for an action, is proposed. An agent transmits an action message and controls a reflection rate of a reward through AoI management for a reward message, so that rewards transmitted from a plurality of devices are suitably reflected in an environment of a reinforcement learning-based autonomous driving system, and an optimal policy can be found accordingly.|1. A method of performing reinforcement learning performed by a first Vehicle-to-everything (V2X) communication device in an autonomous driving system, the method comprising: receiving a sidelink synchronization signal from a base station; performing a synchronization based on the sidelink synchronization signal; transmitting action information to a second V2X communication device, wherein the action information informs an action performed by the first V2X communication device; receiving reward information from the second V2X communication device, wherein the reward information informs a reward for the action; and measuring a time value from a time of transmitting the action information to a time of receiving the reward information; and performing reinforcement learning based on the reward, wherein, based on the time value being above a first threshold and below a second threshold, the first V2X communication device transmits a status check request information relating to the second V2X communication device to the base station, and wherein, based on the time value being above the second threshold, the first V2X communication device transmits forwarding request information requesting forwarding of the reward information to the base station. | 2. The method of claim 1, wherein the reinforcement learning is applied with the reward corresponding to a ratio determined by the first V2X communication device, wherein the ratio is determined based on the time value, and wherein the ratio is a value of at least 0 and no more than 1. | 3. The method of claim 2, wherein, based on the time value being less than a third threshold, the ratio is 1. | 4. The method of claim 2, wherein, based on the time value being greater than a third threshold, the ratio is a value of a difference between the second threshold and the third threshold divided by a maximum value of the time value. | 5. The method of claim 4, wherein the first threshold to the third threshold are in order of the second threshold value, the first threshold value, and the third threshold value. | 6. The method of claim 5, wherein the first V2X communication device receives the first threshold, the second threshold, and the third threshold from the base station. | 7. The method of claim 1, wherein the first V2X communication device receives status check information from the base station in response to the status check request information. | 8. The method of claim 7, wherein, based on the status check information informing that retransmission of the action information is available for the second V2X communication device, the first V2X communication device retransmits the action information to the second V2X communication device. | 9. The method of claim 8, wherein the first V2X communication device retransmits the action information including an indicator, and wherein the indicator is an indicator requesting the second V2X communication device to transmit the reward information in priority. | 10. The method of claim 7, wherein, based on the status check information informing that retransmission of the action information is not available for the second V2X communication device, the first V2X communication device stops the reinforcement learning for the second V2X communication device. | 11. The method of claim 1, wherein, based on transmitting the forwarding request information to the base station, the first V2X communication device receives the reward information transmitted from the second V2X communication device via the base station. | 12. The method of claim 1, wherein the ratio is determined based on a value obtained by applying a function that takes the time value as an input. | 13. The method of claim 12, wherein the function is transmitted by the base station to the first V2X communication device. | 14. The method of claim 1, wherein the action is a vector for a direction of movement and a speed of movement of the first V2X communication device. | 15. A first V2X communication device comprising: one or more memories storing instructions; one or more transceivers; and one or more processors connecting the one or more memories and the one or more transceivers, wherein the one or more processors, by executing the instructions, perform, receiving a sidelink synchronization signal from a base station; performing a synchronization based on the sidelink synchronization signal; transmitting action information to a second V2X communication device, wherein the action information informs an action performed by the first V2X communication device; receiving reward information from the second V2X communication device, wherein the reward information informs a reward for the action; and measuring a time value from a time of transmitting the action information to a time of receiving the reward information; and performing reinforcement learning based on the reward, wherein, based on the time value being above a first threshold and below a second threshold, the first V2X communication device transmits a status check request information relating to the second V2X communication device to the base station, and wherein, based on the time value being above the second threshold, the first V2X communication device transmits forwarding request information requesting forwarding of the reward information to the base station. | 16. (canceled) | 17. An apparatus adapted to control a first V2X communication device in an autonomous driving system, wherein the apparatus comprising: one or more processors; and one or more memories operably connected by the one or more processors and storing instructions, wherein the one or more processors, by executing the instructions, perform, performing a synchronization based on the sidelink synchronization signal; transmitting action information to a second V2X communication device, wherein the action information informs an action performed by the first V2X communication device; receiving reward information from the second V2X communication device, wherein the reward information informs a reward for the action; and measuring a time value from a time of transmitting the action information to a time of receiving the reward information; and performing reinforcement learning based on the reward, wherein, based on the time value being above a first threshold and below a second threshold, the first V2X communication device transmits a status check request information relating to the second V2X communication device to the base station, and wherein, based on the time value being above the second threshold, the first V2X communication device transmits forwarding request information requesting forwarding of the reward information to the base station.

The method involves receiving a sidelink synchronization signal from a base station The sidelink synchronization is performed based on a signal, and action information is transmitted (S4510) to second V2X communication device, where the action information informs the action performed by first V2X communication device. The reward information is received (S4520) from second V2X communication device, where the reward information informs the reward for the behavior. A time value is measured (S4530) from the time of transmission of the behavior information to the time when the reward information is received, and reinforcement learning is performed (S450) based on the reward but based on the time value being greater than or equal to the first threshold and less than the second threshold. The forwarding request information for requesting forwarding of the compensation information is transmitted to the base station, based on the time value being equal to or greater than the second threshold. An INDEPENDENT CLAIM is included for an apparatus for transmitting forwarding request information for requesting forwarding of the compensation information to the base station. Method for performing reinforcement learning by vehicle-to-everything (V2X) communication device in autonomous driving system conforming to 3GPP standard. The agent transmits an action message and controls the reward reflection rate through AoI management for the reward message, so that the reward transmitted from multiple devices is reflected in the reinforcement learning-based autonomous driving system environment, and the optimal policy accordingly can be found. The drawing shows a flow diagram illustrating the method for performing reinforcement learning of vehicle-to-everything communication device in an autonomous driving system. (Drawing includes non-English language text) S4510Step for transmitting action information to the second V2X communication deviceS4520Step for receiving reward information from the second V2X communication deviceS4530Step for measuring a time value from the time of transmission of the behavior information to the time of receiving the reward informationS4540Step for performing reinforcement learning based on the reward

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METHOD AND DEVICE FOR RESOURCE ALLOCATION IN WIRELESS COMMUNICATION SYSTEMA first UE of the present disclosure identifies a first resource for first data and a second resource for second data, transmits, to a second UE, the first data on the basis of control information for allocating the first resource and the first resource, the control information not including reservation information about the second resource notifying of the location of the second resource on the basis of the time interval between the first resource and the second resource being larger than the time interval permitted for the resource reservation, identifies a third resource for the second data in the activation section of a DRX cycle of the second UE, and transmits, to the second UE, the second data on the basis of control information for allocating the third resource and the third resource.|1. A method performed by a first user equipment (UE) in a wireless communication system, the method comprising: identifying a first resource for first data and a second resource for second data; transmitting, to a second UE, control information for allocating the first resource and the first data based on the first resource, wherein the control information does not include reservation information for the second resource indicating a location of the second resource based on a time interval between the first resource and the second resource being greater than a time interval allowed for resource reservation; identifying a third resource for the second data in an active time of a discontinuous reception (DRX) cycle of the second UE based on the control information not including the reservation information for the second resource; and transmitting, to the second UE, control information for allocating the third resource and the second data based on the third resource. | 2. The method of claim 1, wherein the identifying of the first resource and the second resource comprises autonomously selecting the first resource and the second resource from a resource pool configured for the first UE. | 3. The method of claim 1, wherein the identifying of the first resource and the second resource comprises receiving a sidelink grant for the first resource and a sidelink grant for the second resource from a network. | 4. The method of claim 1, wherein the time interval allowed for resource reservation is 32 slots. | 5. The method of claim 1, further comprising: receiving information for the DRX cycle of the second UE from the second UE or a network, wherein the information for the DRX cycle of the second UE comprises at least one of a time of the active time of the DRX cycle of the second UE, a length of the active time of the DRX cycle of the second UE, a time of the DRX cycle of the second UE, or a length of the DRX cycle of the second UE. | 6. The method of claim 1, wherein the identifying of the third resource comprises: transmitting a resource request for the third resource to a network based on a time interval between the first resource and the second resource being greater than a time interval allowed for resource reservation; and in response to the resource request, receiving a sidelink grant for the third resource. | 7. The method of claim 1, wherein the identifying of the third resource comprises autonomously selecting the third resource in an active time of the DRX cycle of the second UE based on a time interval between the first resource and the second resource being greater than a time interval allowed for resource reservation, and wherein the third resource is selected from a resource pool configured for the first UE. | 8. The method of claim 1, wherein the second data corresponds to retransmission of the first data. | 9. The method of claim 1, wherein the location of the second resource belongs to an inactive time of the DRX cycle of the second UE. | 10. The method of claim 1, wherein the time interval allowed for resource reservation is greater than or equal to a time interval in which an active time of the DRX cycle of the second UE lasts from when transmission related to the second UE occurs. | 11. The method of claim 1, wherein the control information for allocating the first resource includes information indicating that the second data to be transmitted exists. | 12. The method of claim 1, wherein the reservation information for the second resource is used to increase the active time of the DRX cycle of the second UE so that the active time of the DRX cycle of the second UE includes the location of the second resource. | 13. The method of claim 1, wherein the first UE and the second UE are autonomous vehicles that perform vehicle-to-everything (V2X) communication with each other. | 14. A first user equipment (UE) in a wireless communication system, the first UE comprising: a transceiver; a memory; and at least one processor operatively coupled to the transceiver and the memory, wherein the at least one processor is configured to: identify a first resource for first data and a second resource for second data; control the transceiver to transmit, to a second UE, control information for allocating the first resource and the first data based on the first resource, wherein the control information does not include reservation information for the second resource indicating a location of the second resource based on a time interval between the first resource and the second resource being greater than a time interval allowed for resource reservation; identify a third resource for the second data in an active time of a discontinuous reception (DRX) cycle of the second UE based on the control information not including the reservation information for the second resource; and control the transceiver to transmit, to the second UE, control information for allocating the third resource and the second data based on the third resource. | 15-17. (canceled) | 18. A base station (BS) in a wireless communication system, the BS comprising: a transceiver; a memory; and at least one processor operatively coupled to the transceiver and the memory, wherein the at least one processor is configured to control the transceiver to: allocate a first resource and a second resource used for a transmission by a first user equipment (UE) to a second UE; control the transceiver to transmit control information for scheduling the first resource and control information for scheduling the second resource to the first UE; control the transceiver to receive, from the first UE, a resource request for requesting a resource used for the first UE to transmit to the second UE based on a time interval between the first resource and the second resource being greater than a time interval allowed for resource reservation; allocate a third resource used for a transmission by the first UE to the second UE in an active time of a discontinuous reception (DRX) cycle of the second UE based on the resource request; and control the transceiver to transmit control information for scheduling the third resource to the first UE.

The method involves : identifying a first resource for first data and a second resource for second data and transmitting the first data based on the first resource and the control information for allocating the first resource. The second resource is configured for identifying a third resource for the second data in active period of a discontinuous reception (DRX) cycle of a user equipment, where the identifying of the first resource and the second resource comprises autonomously selecting the first resource and the second resource from a resource pool configured for the user equipment. INDEPENDENT CLAIMS are also included for:an user equipment;a non-transitory computer readable medium storing a set of instructions for performing resource allocation in a wireless communication system;a processor for performing resource allocation in a wireless communication system;a method for performing resource allocation in a wireless communication system by a base station; anda base station. Method for performing resource allocation in a wireless communication system by a user equipment (claimed). The method involves allowing the user equipment to receive data from a next transmission resource if time interval between transmission resources is larger than time interval allowed for resource reservation. The drawing shows a flow diagram illustrating the method for performing resource allocation in the wireless communication system by the user equipment (Drawing includes non-English language text).

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METHOD AND DEVICE FOR ADJUSTING DISCONTINUOUS RECEPTION PATTERN IN WIRELESS COMMUNICATION SYSTEMThe present disclosure relates to adjusting a discontinuous reception (DRX) pattern in a wireless communication system. According to various embodiments of the present disclosure, a method performed by a first user equipment (UE) in a wireless communication system comprises the steps of: receiving, from a second UE, information indicating a channel busy ration (CBR) for an active section in a discontinuous reception (DRX) cycle of the second UE; adjusting the DRX cycle of the second UE on the basis of the CBR; and transmitting, to the second LTE, information on the adjusted DRX cycle of the second LTE.|1. A method performed by a first user equipment (UE) in a wireless communication system, the method comprising: * receiving, from a second LTE, information indicating a channel busy ration (CBR) for an active time in a discontinuous reception (DRX) cycle of the second LTE; * adjusting the DRX cycle of the second UE based on the CBR; and * transmitting, to the second LTE, information for the adjusted DRX cycle of the second UE. | 2. The method of claim 1, wherein the adjusting of the DRX cycle of the second LTE comprises comparing a CBR threshold and the CBR to adjust the DRX cycle of the second UE, wherein the CBR threshold is a value configured from a network or a predetermined value. | 3. The method of claim 2, wherein the adjusting of the DRX cycle of the second LTE comprises: based on the CBR being greater than the CBR threshold, adjusting the active time in the DRX cycle of the second LTE so that the active time in the DRX cycle of the second LTE does not overlap with an active time in a DRX cycle of the first UE as much as possible. | 4. The method of claim 2, wherein the adjusting of the DRX cycle of the second LTE comprises increasing the active time in the DRX cycle of the second UE based on the CBR being greater than the CBR threshold. | 5. The method of claim 2, wherein the adjusting of the DRX cycle of the second LTE comprises: based on the CBR being smaller than the CBR threshold, adjusting the active time in the DRX cycle of the second LTE so that the active time in the DRX cycle of the second LTE overlaps an active time in a DRX cycle of the first UE as much as possible. | 6. The method of claim 2, wherein the adjusting of the DRX cycle of the second LTE comprises decreasing the active time in the DRX cycle of the second UE based on the CBR being smaller than the CBR threshold. | 7. The method of claim 1, wherein the adjusting of the DRX cycle of the second LTE comprises: adjusting at least one of a start point of the active time in the DRX cycle of the second UE, a length of the active time in the DRX cycle of the second UE, a start point of the DRX cycle of the second LTE, or a length of the DRX cycle of the second LTE. | 8. The method of claim 1, wherein the information for the adjusted DRX cycle of the second UE comprises at least one of an adjusted starting point of the active time in the DRX cycle of the second LTE, a length of the active time in the DRX cycle of the second LTE, a starting point of the DRX cycle of the second UE, or a length of the DRX cycle of the second UE. | 9. The method of claim 1, wherein the adjusting of the DRX cycle of the second LTE comprises adjusting the DRX cycle of the second LTE based on at least one of a number of negative acknowledgments (NACKs) or channel state information (CSI) for the active time in the DRX cycle of the second LTE. | 10. The method according to claim 9, wherein the adjusting of the DRX cycle of the second LTE comprises increasing the active time in the DRX cycle of the second LTE based on the number of NACKs for the active time in the DRX cycle of the second UE being greater than a threshold value. | 11. The method according to claim 9, wherein the adjusting of the DRX cycle of the second LTE comprises increasing the active time in the DRX cycle of the second LTE based on a channel quality value for the active time in the DRX cycle of the second UE being less than a threshold value. | 12. The method of claim 1, further comprising: * measuring a CBR for an active time in a DRX cycle of the first UE; * transmitting information for the measured CBR to a network; and * receiving, from the network, information for the DRX cycle of the first UE adjusted by the network based on the measured CBR. | 13. The method of claim 1, wherein the first LTE and the second LTE are autonomous vehicles that perform vehicle-to-everything (V2X) communication with each other. | 14. A first user equipment (UE) in a wireless communication system, the first UE comprising: * a transceiver; * a memory; and * at least one processor operatively coupled to the transceiver and the memory, * wherein the at least one processor is configured to: * control the transceiver to receive, from a second LTE, information indicating a channel busy ration (CBR) for an active time in a discontinuous reception (DRX) cycle of the second UE; * adjust the DRX cycle of the second UE based on the CBR; and * control the transceiver to transmit, to the second UE, information for the adjusted DRX cycle of the second LTE. | 15. A non-transitory computer readable medium having stored thereon a plurality of instructions that, when executed by a processor of a first user equipment (LTE), perform operations comprising: * receiving, from a second LTE, information indicating a channel busy ration (CBR) for an active time in a discontinuous reception (DRX) cycle of the second LTE; * adjusting the DRX cycle of the second UE based on the CBR; and * transmitting, to the second LTE, information for the adjusted DRX cycle of the second UE. | 16. A processor for a first user equipment (UE) in a wireless communication system, wherein a memory of the processor stores a software code implementing instructions that, when executed by the processor, perform operations comprising: * receiving, from a second LTE, information indicating a channel busy ration (CBR) for an active time in a discontinuous reception (DRX) cycle of the second LTE; * adjusting the DRX cycle of the second UE based on the CBR; and * transmitting, to the second LTE, information for the adjusted DRX cycle of the second UE. | 17. A method performed by a first user equipment (LTE) in a wireless communication system, the method comprising: * transmitting, to a second UE, information indicating a CBR for an active time in a DRX cycle of the first UE; * receiving, from the second UE, information for the DRX cycle of the first UE adjusted by the second UE based on the CBR; and * performing a communication with the second UE based on the adjusted DRX cycle of the first UE. | 18. A first user equipment (UE) in a wireless communication system, the first UE comprising: * a transceiver; * a memory; and * at least one processor operatively coupled to the transceiver and the memory, * wherein the at least one processor is configured to control the transceiver to: * transmit, to a second UE, information indicating a CBR for an active time in a DRX cycle of the first UE; * receive, from the second UE, information for the DRX cycle of the first UE adjusted by the second UE based on the CBR; and * perform a communication with the second UE based on the adjusted DRX cycle of the first UE.

The method involves receiving (S1101) information informing of channel busy ration (CBR) for an active period in a discontinuous reception (DRX) cycle of a second UE. The DRX cycle of the second UE is adjusted (S1102), based on the CBR. The information on the adjusted DRX cycle of the second UE, is transmitted (S1103) to the second UE. INDEPENDENT CLAIMS are included for the following:a non-transitory computer readable medium storing program for adjusting discontinuous reception pattern in wireless communication system;a first user equipment; anda processor for adjusting discontinuous reception pattern in wireless communication system. Method for adjusting discontinuous reception pattern in wireless communication system, performed by first user equipment (UE) (claimed). Since the DRX ON period of the TX UE and the RX UE is aligned or adjusted based on CBR, power consumption of the TX/RX UE is reduced. Improved mobile broadband communication, massive machine type communication (MTC), and ultra-reliable and low latency communication (URLLC) are achieved. The power consumption is reduced. The drawing shows a flowchart illustrating the method for adjusting discontinuous reception pattern in wireless communication system. (Drawing includes non-English language text) S1101Step for receiving information informing of channel busy ration for an active period in a discontinuous reception cycle of a second UES1103Step for adjusting DRX cycle of the second UES1105Step for transmitting information on adjusted DRX cycle to user equipment

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METHOD AND DEVICE FOR PROCESSING STATE TRANSITION IN WIRELESS COMMUNICATION SYSTEMThe present disclosure relates to processing a state transition in a wireless communication system. According to an embodiment disclosed herein, a method performed by a first user equipment (UE) in a wireless communication system comprises the steps of: monitoring phasing for a second UE in a first state; acquiring state information indicating that the state of the second UE has changed from the first state to a second state; and stopping the monitoring of the phasing for the second UE in the second state on the basis of the acquisition of the state information, wherein the first state includes at least one of an idle state or a nonactive state, and the second state includes a connected state.|1. A method performed by a relay user equipment (UE) in a UE-to-network relay in a wireless communication system, the method comprising: establishing a sidelink connection with a remote UE for the UE-to-network relay; monitoring a paging for the remote UE in an idle state or an inactive state; receiving, through the sidelink connection, a message comprising information that is set based on a state of the remote UE being changed from the idle state or the inactivate state to a connected state; and stopping monitoring a paging for the remote UE in the connected state based on receiving the information. | 2. The method of claim 1, wherein the relay UE is in the connected state while the remotes UE is in the connected state. | 3. The method of claim 1, wherein the relay UE is not in the idle state while the remote UE is in the inactive state. | 4. The method of claim 1, wherein the relay UE is in the inactive state while the remotes UE is in the idle state. | 5. The method of claim 1, wherein a destination of the message is set to a base station. | 6. The method of claim 5, wherein the message comprises a message for requesting transition to the connected state. | 7. The method of claim 1, wherein the message comprises indication information indicating that the second UE has transmitted a message for requesting a transition to the connected state to a base station. | 8. The method of claim 1, further comprising: receiving a PC5-radio resource control (RRC) message comprising an RRC message and indication information indicating that the RRC message is a message for requesting a transition to the connected state from the second UE; and identifying that the RRC message is a message for requesting a transition to the connected state, by decoding the indication information without decoding the RRC message in the PC5-RRC message. | 9. The method of claim 8, wherein the indication information is included in a header of the PC5-RRC message. | 10. The method of claim 8, wherein the message for requesting transition to the connected state comprises at least one of a radio resource control (RRC) setup request message or an RRC resume request message. | 11. (canceled) | 12. The method of claim 1, further comprising transitioning from the inactive state to the connected state in response to receiving the message. | 13. The method of claim 1, wherein the relay UE and the remotes UE are autonomous vehicles that perform vehicle-to-everything (V2X) communication with each other. | 14. A first user equipment (UE) in a wireless communication system, the first UE comprising: a transceiver; a memory; and at least one processor operatively coupled to the transceiver and the memory, wherein the memory stores instructions that, based on being executed by the at least one processor, perform operations comprising: establishing a sidelink connection with a remote UE for the UE-to-network relay; monitoring a paging for the remote UE in an idle state or an inactive state; receiving, through the sidelink connection, a message comprising information that is set based on a state of the remote UE being changed from the idle state or the inactivate state to a connected state; and stopping monitoring a paging for the remote UE in the connected state based on receiving the information. | 15-17. (canceled) | 18. A base station (BS) in a user equipment (UE)-to-network relay in a wireless communication system, the BS comprising: a transceiver; a memory; and at least one processor operatively coupled to the transceiver and the memory, wherein the memory stores instructions that, based on being executed by the at least one processor, perform operations comprising: establishing a connection with a relay UE for the UE-to-network relay; and transmitting a paging for a remote UE for the UE-to-network relay, wherein a sidelink connection is established between the relay UE and the remote UE, wherein the relay UE is configured to: monitor a paging for the remote UE in an idle state or an inactive state; receive, through the sidelink connection, a message comprising information that is set based on a state of the remote UE being changed from the idle state or the inactivate state to a connected state; and stop monitoring a paging for the remote UE in the connected state based on receiving the information.

The method involves monitoring (S1101) phasing for a second UE in a first state. The state information indicating that the state of the second UE is changed from the first state to a second state is acquired (S1103). The monitoring of the phasing for the second UE in the second state is stopped (S1105) on the basis of the acquisition of the state information, where the first state includes one of an idle state or a non-active state, and the second state includes a connected state. INDEPENDENT CLAIMS are included for the following:a user equipment (UE) in a wireless communication system;a non-transitory computer readable medium storing a program for processing state transition by UE in wireless communication system;a processor for processing state transition by UE in wireless communication system;a method for processing state transition by a base station in a wireless communication system; anda base station in a wireless communication system. Method for processing a state transition by user equipment (UE) (claimed) in a wireless communication system e.g. New Radio (NR) system for vehicle-to-everything (V2X) communication. Since the relay UE acquires the information about the state transition of the remote UE, the unnecessary operations that occurs due to erroneous assumption of the RRC state of the remote UE can be prevented. The drawing shows a flow diagram illustrating the method for processing the state transition by the UE. (Drawing includes non-English language text) S1101Step for monitoring phasing for a second UE in a first stateS1103Step for acquiring state information indicating that the state of the second UE is changed from the first state to a second stateS1105Step for stopping the monitoring of the phasing for the second UE in the second state on the basis of the acquisition of the state information

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METHOD AND APPARATUS FOR ACCESS CONTROL IN WIRELESS COMMUNICATION SYSTEMThe present disclosure relates to access control in a wireless communication system. According to an embodiment of the present disclosure, a method performed by a first user equipment (UE) in a wireless communication system comprises: receiving a discovery message broadcast by a second UE, the discovery message comprising access control information for a cell in which the second UE is in a connected state; performing access barring check for the cell based on the access control information; selecting a third UE for obtaining a network connection based on an access attempt to the cell being barred as a result of the access barring check; and performing an access attempt to acquire the network connection through the third UE.|1. A method performed by a first user equipment (UE) in a wireless communication system, the method comprising: receiving a discovery message broadcast by a second UE, the discovery message comprising access control information for a cell in which the second UE is in a connected state; performing access barring check for the cell based on the access control information; selecting a third UE for obtaining a network connection based on an access attempt to the cell being barred as a result of the access barring check; and performing an access attempt to acquire the network connection through the third UE. | 2. The method of claim 1, wherein the first UE is in an idle or inactive state. | 3. The method of claim 1, wherein the cell is different from a cell to which the third UE belongs. | 4. The method of claim 1, wherein the third UE belongs to the cell. | 5. The method of claim 4, wherein an access attempt to the cell performed through the second UE is barred, and wherein the access attempt to the cell performed through the third UE is allowed. | 6. The method of claim 1, further comprising: based on the access control information, determining whether to establish a connection with the second UE; and determining not to establish a connection with the second UE based on an access attempt to a cell in which the second UE is in a connected state is barred as a result of the access barring check, wherein the selecting of the third UE comprises selecting the third UE after determining not to establish a connection with the second UE. | 7. The method of claim 1, further comprising establishing a connection with the third UE after selecting the third UE, wherein the first UE is not establishing a connection with any UE before establishing a connection with the third UE. | 8. The method of claim 1, wherein the third UE is access-barred to a specific cell, wherein the performing of the access attempt through the third UE comprises: establishing a connection with the third UE which is access-barred to the specific cell; and performing an access attempt to the specific cell through the third UE which is access-barred to the specific cell based on the connection established with the third UE. | 9. The method of claim 1, further comprising: receiving a discovery message from the third UE; and obtaining a signal strength of a sidelink between the first UE and the third UE by measuring a reference signal related to the discovery message, wherein the selecting of the third UE comprises selecting the third UE based on the signal strength of the sidelink and the signal strength of an access link between the third UE and a network. | 10. The method of claim 9, wherein the discovery message comprises information indicating the signal strength of the access link, and wherein the selecting of the third UE comprises selecting the third UE based on the signal strength of the sidelink exceeding a first threshold and the signal strength of the access link exceeding a second threshold. | 11. The method of claim 9, wherein the discovery message comprises information indicating an offset value proportional to the signal strength of the access link, and wherein the selecting of the third UE comprises selecting the third UE based on a value obtained by adding the offset value to the signal strength for the sidelink. | 12. The method of claim 9, wherein the discovery message is received from the third UE with power proportional to a signal strength for the access link, wherein the obtaining of the signal strength for the sidelink comprises obtaining the power by measuring a reference signal related to the discovery message, and wherein the selecting of the third UE comprises selecting the third UE based on the power. | 13. The method of claim 1, wherein the first UE and the second UE are autonomous vehicles that perform vehicle-to-everything (V2X) communication with each other. | 14. A first user equipment (UE) in a wireless communication system, the first UE comprising: a transceiver; a memory; and at least one processor operatively coupled to the transceiver and the memory, wherein the at least one processor is configured to: control the transceiver to receive a discovery message broadcast by a second UE, the discovery message comprising access control information for a cell in which the second UE is in a connected state; perform access barring check for the cell based on the access control information; select a third UE for obtaining a network connection based on an access attempt to the cell being barred as a result of the access barring check; and perform an access attempt to acquire the network connection through the third UE. | 15-17. (canceled) | 18. A base station (BS) in a wireless communication system, the BS comprising: a transceiver; a memory; and at least one processor operatively coupled to the transceiver and the memory, wherein the at least one processor is configured to: establish a connection with a first user equipment (UE), wherein the first UE is in a connected state with a cell related to the base station after the connection is established; control the transceiver to transmit, to the first UE, access control information for the cell related to the base station; and control the transceiver to transmit, to the first UE, an instruction for allowing the first UE to broadcast a discovery message comprising the access control information, wherein the access control information is used to determine whether a second UE that has not established a connection with any UE establishes a connection with the first UE.

The method involves receiving (S1101) a discovery message broadcast by a second UE, including access control information for a cell. An access blocking check for the cell is carried out (S1103) based on the access control information. A third UE is selected (S1105) to obtain a network connection based on the access attempt to the cell which is blocked according to the result of the access blocking check and an access attempt is performed (S1107)to obtain the network connection through the third UE. The first UE is in an idle state or an inactive state. INDEPENDENT CLAIMS are included for the following:a first UE in a wireless communication system;a non-transitory computer readable medium (CRM) storing a program for performing an access control by first UE in the wireless communication system;a processor for a first UE in a wireless communication system;a method performed by a base station (BS) in the wireless communication system; andthe BS in a wireless communication system. Method for access control by first user equipment (UE) (claimed) in wireless communication system. The remote UE determines in advance whether access through the relay UE is blocked before selecting the relay UE, and establishes a connection with an accessible relay UE, thus preventing unnecessary operation. The link stability and reliability are guaranteed when the remote UE selects the relay UE after selecting the relay UE by considering the signal strength for the access link. The drawing shows a flowchart illustrating a process for access control by first UE in wireless communication system. (Drawing includes non-English language text) S1101Step for receiving a discovery message broadcast by a second UE including access control information for a cellS1103Step for performing an access blocking check for the cell based on the access control informationS1105Step for selecting a third UE to obtain a network connection based on the access attempt to the cell which is blocked according to the result of the access blocking checkS1107Step for performing an access attempt to obtain the network connection through the third UE

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METHOD AND DEVICE FOR MEASURING LINK QUALITY IN WIRELESS COMMUNICATION SYSTEMThe present disclosure relates to a link quality measurement in a wireless communication system. According to an embodiment of the present disclosure, a method performed by a first user equipment (UE) in a wireless communication system comprises: receiving, from a second UE, a discovery message broadcast by the second UE; receiving, from the second UE, a unicast message through a unicast link and information for a power value related to the unicast link; determining a first signal strength based on a measurement of a reference signal related to the discovery message and a second signal strength based on a measurement of a reference signal related to the unicast message and the power value related to the unicast link; determining a link quality for the second UE based on the first signal strength and the second signal strength; and transmitting, to the second UE, information for the link quality for the second UE.|1. A method performed by a first user equipment (UE) in a wireless communication system, the method comprising: * receiving, from a second UE, a discovery message broadcast by the second UE; * receiving, from the second UE, a unicast message through a unicast link and information for a power value related to the unicast link; * determining a first signal strength based on a measurement of a reference signal related to the discovery message and a second signal strength based on a measurement of a reference signal related to the unicast message and the power value related to the unicast link; * determining a link quality for the second UE based on the first signal strength and the second signal strength; and * transmitting, to the second UE, information for the link quality for the second UE. | 2. The method of claim 1, wherein the first signal strength is a signal strength of the discovery message, and wherein the signal strength of the discovery message is greater than a signal strength of the unicast link. | 3. The method of claim 1, wherein the determining of the second signal strength comprises: * determining a signal strength of the unicast link based on the measurement of the reference signal related to the unicast message; and * determining the second signal strength as a value obtained by adding the power value related to the unicast link to the signal strength of the unicast link. | 4. The method of claim 1, wherein the link quality for the second UE is an average value of the first signal strength and the second signal strength. | 5. The method of claim 1, wherein the unicast message comprises information for the power value related to the unicast link. | 6. The method of claim 1, wherein the unicast link is established between the first UE and the second UE, and wherein the unicast link comprises at least one of a PC5-signalling (PC5-S) connection or a PC5- radio resource control (PC5-RRC) connection. | 7. The method of claim 1, further comprising: * transmitting, to the second UE, a request message for requesting information for the power value related to the unicast link, * wherein the information for the power value related to the unicast link is received from the second UE through a response message to the request message. | 8. The method of claim 1, wherein the signal strength of the discovery message comprises a sidelink discovery - reference signal received power (SD-RSRP), and wherein the signal strength of the unicast link comprises a sidelink-reference signal received power (SL-RSRP). | 9. The method of claim 1, wherein the measurement of the reference signal related to the discovery message is performed after the discovery message is successfully decoded. | 10. The method of claim 1, wherein the measurement of the reference signal related to the unicast message is performed after the unicast message is successfully decoded. | 11. The method of claim 10, further comprising: * decoding a source identifier (ID) and a destination ID of the unicast message; and * after identifying that the source ID is related to the second UE and the destination ID is related to the first UE, performing the measurement of the reference signal related to the unicast message. | 12. The method of claim 1, further comprising: after determining the first signal strength and the second signal strength, evaluating a reselection to the second UE based on the first signal strength instead of the second signal strength. | 13. The method of claim 1, wherein the first UE and the second UE are autonomous vehicles that perform vehicle-to-everything (V2X) communication with each other. | 14. A first user equipment (UE) in a wireless communication system, the first UE comprising: * a transceiver; * a memory; and * at least one processor operatively coupled to the transceiver and the memory, * wherein the at least one processor is configured to: * control the transceiver to receive, from a second UE, a discovery message broadcast by the second UE; * control the transceiver to receive, from the second UE, a unicast message through a unicast link and information for a power value related to the unicast link; * determine a first signal strength based on a measurement of a reference signal related to the discovery message and a second signal strength based on a measurement of a reference signal related to the unicast message and the power value related to the unicast link; * determine a link quality for the second UE based on the first signal strength and the second signal strength; and * control the transceiver to transmit, to the second UE, information for the link quality for the second UE. | 15. A non-transitory computer readable medium having stored thereon a plurality of instructions that, when executed by a processor of a first user equipment (UE), perform operations comprising: * receiving, from a second UE, a discovery message broadcast by the second UE; * receiving, from the second UE, a unicast message through a unicast link and information for a power value related to the unicast link; * determining a first signal strength based on a measurement of a reference signal related to the discovery message and a second signal strength based on a measurement of a reference signal related to the unicast message and the power value related to the unicast link; * determining a link quality for the second UE based on the first signal strength and the second signal strength; and * transmitting, to the second UE, information for the link quality for the second UE. | 16. A processor for a first user equipment (UE) in a wireless communication system, wherein a memory of the processor stores a software code implementing instructions that, when executed by the processor, perform operations comprising: * receiving, from a second UE, a discovery message broadcast by the second UE; * receiving, from the second UE, a unicast message through a unicast link and information for a power value related to the unicast link; * determining a first signal strength based on a measurement of a reference signal related to the discovery message and a second signal strength based on a measurement of a reference signal related to the unicast message and the power value related to the unicast link; * determining a link quality for the second UE based on the first signal strength and the second signal strength; and * transmitting, to the second UE, information for the link quality for the second UE. | 17. A method performed by a second user equipment (UE) in a wireless communication system, the method comprising: * broadcasting a discovery message; * transmitting, to a first UE, a unicast message through a unicast link and information for a power value related to the unicast link; and * receiving, from the first UE, information for a link quality for the second UE, * wherein the link quality for the second UE is determined based on a first signal strength and a second signal strength, * wherein the first signal strength is determined based on a measurement of a reference signal related to the discovery message, and * wherein the second signal strength is determined based on a measurement of a reference signal related to the unicast message and the power value related to the unicast link. | 18. A second user equipment (UE) in a wireless communication system, the second UE comprising: * a transceiver; * a memory; and * at least one processor operatively coupled to the transceiver and the memory, wherein the at least one processor is configured to control the transceiver to: * broadcast a discovery message; * transmit, to a first UE, a unicast message through a unicast link and information for a power value related to the unicast link; and * receive, from the first UE, information for a link quality for the second UE, * wherein the link quality for the second UE is determined based on a first signal strength and a second signal strength, * wherein the first signal strength is determined based on a measurement of a reference signal related to the discovery message, and * wherein the second signal strength is determined based on a measurement of a reference signal related to the unicast message and the power value related to the unicast link.

The method involves receiving (S1001) a discovery message broadcast by a second UE, from the second UE. A unicast message through a cast link and information on a power value related to the unicast link is received (S1003). A first signal strength is determined based on a measurement of a reference signal related to the discovery message and a second signal strength is determined (S1005) based on a measurement of a reference signal related to the unicast message and a power value related to the unicast link class. A link quality to the second UE is determined (S1007) based on the first signal strength and the second signal strength. The information on link quality for the second UE is transmitted (S1009) to the second UE. INDEPENDENT CLAIMS are included for the following:a first UE in a wireless communication system;a non-transitory computer readable medium (CRM) storing a program for measuring a link quality;a processor for a first UE in a wireless communication system;a method performed by a second UE for measuring link quality in a wireless communication system; anda second UE in a wireless communication system. Method performed by first user equipment (UE) (claimed) for measuring link quality in wireless communication system e.g. new radio (NR) system. The remote UE uses not only the signal strength of the discovery message but also the signal strength of the unicast link to measure the link quality for the relay UE, thus link quality measurement is more accurately and precisely performed. The drawing shows a flowchart illustrating a process performed by first UE for measuring link quality in wireless communication system. (Drawing includes non-English language text) S1001Step for receiving a discovery message broadcast by a second UE from the second UES1003Step for receiving a unicast message through a cast link and information on a power value related to the unicast linkS1005Step for determining a first signal strength based on a measurement of a reference signal related to the discovery message and determining a second signal strength based on a measurement of a reference signal related to the unicast message and a power value related to the unicast link classS1007Step for determining a link quality to the second UE based on the first signal strength and the second signal strengthS1009Step for transmitting the information on link quality for the second UE to the second UE

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METHOD AND DEVICE FOR RESOURCE ALLOCATION IN WIRELESS COMMUNICATION SYSTEMThe present disclosure relates to resource allocation in a wireless communication system. According to one embodiment of the present disclosure, a method performed by means of a first user equipment (UE) in a wireless communication system comprises the steps of: receiving, from a second UE, information about a packet delay budget (PDB) set by means of a network; generating data to be transmitted to the network; selecting a resource for the transmission of the data through a first link on the basis of the PDB, the first link being a link between the first UE and the second UE; and transmitting, to the second UE, the data through the first link on the basis of the selected resource, wherein the PDB is determined on the basis of a measurement for the first link and a measurement for a second link between the second UE and the network.|1. A method performed by a first user equipment (UE) in a wireless communication system, the method comprising: * receiving, from a second UE, information for a packet delay budget (PDB) configured by a network; * generating data to be transmitted to the network; * selecting a resource for transmitting the data through a first link based on the PDB, the first link being a link between the first UE and the second UE; and * transmitting the data to the second UE through the first link based on the selected resource, * wherein the PDB is determined based on a measurement on the first link and a measurement on a second link between the second UE and the network. | 2. The method of claim 1, wherein the PDB comprises an upper bound of an allowed latency for the first link. | 3. The method of claim 1, wherein the measurement of the first link comprises a channel busy ratio (CBR) for the first link, and wherein the measurement of the second link comprises a CBR for the second link. | 4. The method of claim 1, wherein the information for the PDB comprises at least one of a quality of service (QoS) identifier indicating a combination of QoS characteristics including the PDB or a logical channel identifier (LCID) associated with the QoS identifier. | 5. The method of claim 4, wherein the selecting of the resource comprises autonomously selecting a resource satisfying the QoS characteristics within the PDB from a resource pool. | 6. A method performed by a first user equipment (UE) in a wireless communication system, the method comprising: * receiving, from a network, information for a packet delay budget (PDB) configured by the network; * receiving, from the network, data to be transmitted to a second UE; * based on the PDB, selecting a resource for transmission of the data through a first link, the first link being a link between the first UE and the second UE; and * transmitting the data to the second UE through the first link based on the selected resource; * wherein the PDB is determined based on a measurement on the first link and a measurement on a second link between the first UE and the network. | 7. The method of claim 6, wherein the PDB comprises an upper bound of an allowed latency for the first link. | 8. The method of claim 6, wherein the measurement on the first link comprises a channel busy ratio (CBR) for the first link, and wherein the measurement of the second link comprises a CBR for the second link. | 9. The method of claim 6, wherein the information for the PDB comprises at last one of a QoS identifier indicating a combination of quality of service (QoS) characteristics including the PDB, a logical channel identifier (LCID) associated with the QoS identifier, or an LCID of a logical channel associated with the second link to which data received from the second UE is mapped. | 10. The method of claim 9, wherein the selecting of the resource comprises autonomously selecting a resource satisfying the QoS characteristics within the PDB from a resource pool. | 11. A method performed by a base station (BS) in a wireless communication system, the method comprising: * obtaining information for a measurement of a first link and information for a measurement of a second link, wherein the first link is a link between a first user equipment (UE) and a second UE, and the second link is a link between the first UE and the BS; * determining a packet delay budget (PDB) for the first UE and a PDB for the second UE based on the measurement of the first link and the measurement of the second link; and * transmitting information for the PDB for the first UE to the first UE and transmitting information for the PDB for the second UE to the second UE. | 12. The method of claim 11, wherein the PDB for the first UE and the PDB for the second UE comprise an upper bound of an allowed latency for the first link. | 13. The method of claim 11, wherein the PDB for the first UE and the PDB for the second UE are used to select a resource for transmission of data through the first link between the first UE and the second UE. | 14. The method according to claim 11, wherein the information for the PDB for the first UE comprises at least one of a quality of service (QoS) identifier indicating a combination of QoS characteristics including the PDB for the first UE, a logical channel identifier (LCID) associated with the QoS identifier or an LCID of a logical channel associated with the second link to which data received from the second UE is mapped, and wherein the information for the PDB for the second UE comprises at least one of a QoS identifier indicating a combination of QoS characteristics including the PDB for the second UE or an LCID associated with the QoS identifier. | 15. The method of claim 11, wherein the first UE and the second UE are autonomous vehicles that perform vehicle-to-everything (V2X) communication with each other. | 16. A first user equipment (UE) in a wireless communication system, the first UE comprising: * a transceiver; * a memory; and * at least one processor operatively coupled to the transceiver and the memory, * wherein the at least one processor is configured to: * control the transceiver to receive, from a second UE, information for a packet delay budget (PDB) configured by a network; * generate data to be transmitted to the network; * select a resource for transmitting the data through a first link based on the PDB, the first link being a link between the first UE and the second UE; and * control the transceiver to transmit the data to the second UE through the first link based on the selected resource, * wherein the PDB is determined based on a measurement on the first link and a measurement on a second link between the second UE and the network. | 17. A first user equipment (UE) in a wireless communication system, the first UE comprising: * a transceiver; * a memory; and * at least one processor operatively coupled to the transceiver and the memory, * wherein the at least one processor is configured to: * control the transceiver to receive, from a network, information for a packet delay budget (PDB) configured by the network; * control the transceiver to receive, from the network, data to be transmitted to a second UE; * based on the PDB, select a resource for transmission of the data through a first link, the first link being a link between the first UE and the second UE; and * control the transceiver to transmit the data to the second UE through the first link based on the selected resource; * wherein the PDB is determined based on a measurement on the first link and a measurement on a second link between the first UE and the network. | 18. A base station (BS) in a wireless communication system, the BS comprising: * a transceiver; * a memory; and * at least one processor operatively coupled to the transceiver and the memory, * wherein the at least one processor is configured to: * obtain information for a measurement of a first link and information for a measurement of a second link, wherein the first link is a link between a first user equipment (UE) and a second UE, and the second link is a link between the first UE and the BS; * determine a packet delay budget (PDB) for the first UE and a PDB for the second UE based on the measurement of the first link and the measurement of the second link; and * control the transceiver to transmit information for the PDB for the first UE to the first UE and transmitting information for the PDB for the second UE to the second UE. | 19. A processor for a first user equipment (UE) in a wireless communication system, wherein a memory of the processor stores a software code implementing instructions that, when executed by the processor, perform operations comprising: * receiving, from a second UE, information for a packet delay budget (PDB) configured by a network; * generating data to be transmitted to the network; * selecting a resource for transmitting the data through a first link based on the PDB, the first link being a link between the first UE and the second UE; and * transmitting the data to the second UE through the first link based on the selected resource, * wherein the PDB is determined based on a measurement on the first link and a measurement on a second link between the second UE and the network. | 20. A non-transitory computer readable medium having stored thereon a plurality of instructions that, when executed by a processor of a first user equipment (UE), perform operations comprising: * receiving, from a second UE, information for a packet delay budget (PDB) configured by a network; * generating data to be transmitted to the network; * selecting a resource for transmitting the data through a first link based on the PDB, the first link being a link between the first UE and the second UE; and * transmitting the data to the second UE through the first link based on the selected resource, * wherein the PDB is determined based on a measurement on the first link and a measurement on a second link between the second UE and the network.

The method involves (i) receiving from a second UE, information about a packet delay budget (PDB) set by a network; (ii) transmitting a process of a generating data to the network, transmitting the process of selecting a resource for transmission of the data through a first link based on the PDB, and transmitting the first link between the first UE and the second UE based on a selected resource; (iii) performing the PDB measurement on the first link; (iv) obtaining the PDB includes an upper bound of an allowable latency for the first link; and (v) selecting a resource comprises autonomously selecting a resource satisfying a QoS characteristic within the PDB from a resource pool. INDEPENDENT CLAIMS are also included for :device for performing first user equipment in wireless communication system;a processor for performing first user equipment in wireless communication system; anda computer-readable storage medium comprising a set of instructions for performing first user equipment in wireless communication system. The method is useful for performing first user equipment in wireless communication system. The method satisfies the latency requirement in relay operation is better. The drawing shows a flowchart illustrating the method for performing first user equipment in wireless communication system (Drawing includes non-English language text).

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Method for transmitting and receiving signal by terminal in wireless communication systemAn embodiment relates to a method for a first terminal operating in a wireless communication system, the method comprising the steps of: transmitting application information from an application layer to a vehicle-to-everything (V2X) layer; generating, in the V2X layer, sidelink (SL) discontinuous reception (DRX) information on the basis of the application information; transmitting the SL DRX information from the V2X layer to an AS layer; and communicating with a second terminal by applying the SL DRX information in the AS layer, wherein the application information includes at least one application requirement.What is claimed is: | 1. A method for a first user equipment (UE) operating in a wireless communication system, the method comprising: determining a service type identified based on an intelligent transport systems-application object identifier (ITS-AID) or a provider service identifier (PSID); configuring sidelink (SL) discontinuous reception (DRX) for groupcast based on the service type and a layer-2 identifier; and monitoring first sidelink control information (SCI) based on the SL DRX, wherein the SL DRX is configured with parameters including SL drx-onDurationTimer, SL drx-InactivityTimer, SL drx-RetransmissionTimer and SL drx-HARQ-RTT-Timer. | 2. The method according to claim 1, wherein the parameters further includes at least one of SL drx-SlotOffset, SL drx-LongCycleStartOffset, SL drx-ShortCycle, SL drx-ShortCycleTimer. | 3. The method according to claim 1, wherein the SL DRX is transmitted to other UEs which are not connected to the first UE. | 4. The method according to claim 1, wherein the SL DRX is transmitted to a second UE through a physical sidelink broadcast channel (PSBCH). | 5. The method according to claim 1, wherein the SL DRX is transmitted to a second UE through second sidelink control information (SCI). | 6. The method according to claim 5, wherein first SCI includes an indicator indicating whether the SL DRX is included in the second SCI. | 7. The method according to claim 5, wherein based on a part of the SL DRX being included in the second SCI, remaining SL DRX is transmitted to the second UE through a physical sidelink shared channel (PSSCH). | 8. The method according to claim 7, wherein the second SCI includes an indicator indicating whether the remaining SL DRX is included in the PSSCH. | 9. The method according to claim 1, wherein the SL DRX is transmitted to a second UE through a PSSCH. | 10. A first user equipment (UE) configured to operate in a wireless communication system, the first UE comprising: at least one processor; and at least one computer memory operably coupled to the at least one processor and storing instructions which when executed, cause the at least one processor to perform operations, wherein the operations include: determining a service type identified based on an intelligent transport systems-application object identifier (ITS-AID) or a provider service identifier (PSID); configuring sidelink (SL) discontinuous reception (DRX) for groupcast based on the service type and a layer-2 identifier; and monitoring first sidelink control information (SCI) based on the SL DRX, wherein the SL DRX is configured with parameters including SL drx-onDurationTimer, SL drx-InactivityTimer, SL drx-RetransmissionTimer and SL drx-HARQ-RTT-Timer. | 11. A processor for performing operations for a first user equipment (UE) configured to operate in a wireless communication system, wherein the operations include: determining service type identified based on an intelligent transport systems-application object identifier (ITS-AID) or a provider service identifier (PSID); configuring sidelink (SL) discontinuous reception (DRX) for groupcast based on the service type and a layer-2 identifier; and monitoring first sidelink control information (SCI) based on the SL DRX, wherein the SL DRX is configured with parameters including SL drx-onDurationTimer, SL drx-InactivityTimer, SL drx-RetransmissionTimer and SL drx-HARQ-RTT-Timer. | 12. The first UE according to claim 10, wherein the first UE communicates with at least one of another UE, a UE related to an autonomous driving vehicle, a base station, or a network.

The method involves transferring application information from an application layer to a Vehicle-to-everything (V2X) layer (S1001). A sidelink discontinuous reception (SL DRX) information is generated based on the application information in the V2X layer (S1002). The SL DRX information from the V2X layer is transferred to the AS layer (S1003) and communicates with a second terminal by applying the SL DRX information in the AS layer (S1004). The application information consists of service type information. The SL DRX information is broadcast to other terminals not connected to the first terminal. The SL DRX information is transmitted to the second terminal through a physical sidelink broadcast channel (PSBCH). An INDEPENDENT CLAIM is included for a computer-readable storage medium for performing a method for operating the first terminal in a wireless communication system. Method for operating first terminal in a wireless communication system (claimed). The terminal generates the SL DRX configuration without signaling with the base station in consideration of application requirements in the V2X layer by applying the SL DRX information in the AS layer. The drawing shows a flow chart of the method. (Drawing includes non-English language text). S1001Transferring application information from an application layer to a V2X layerS1002Generating SL DRX information based on the application information in the V2X layer Generating sidelink discontinuous receptionS1003Transferring SL DRX information from the V2X layer to the AS layerS1004Communicating with a second terminal by applying the SL DRX information in the AS layer

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Method and apparatus for transmitting and receiving messages from a V2X terminal in a wireless communication systemThe invention relates to a method and an apparatus for transmitting and receiving messages from a V2X terminal in a wireless communication system. An embodiment of the present invention relates to a method for sending a message by a terminal in a wireless communication system, comprising the following steps: generating a message; and transmitting control information for the message and the message from the resource segmented on the time axis when the size of the message is greater than a predetermined value, and transmitting control information for the message and the message from the resource segmented on the frequency axis when the size of the message is less than the predetermined value.|1. A method for a user equipment (UE) in a wireless communication system, comprising: the UE sends a physical side link control channel (PDCCH); the physical side link shared channel PSSCH related to the PSCCH is sent by the UE, wherein the sequence for the PSSCH is based on the value related to the cyclic redundancy check CRC, and wherein the sequence is a reference signal sequence for the PSSCH, or the sequence is a scrambling sequence for the PSSCH. | 2. The method according to claim 1, wherein the CRC is a CRC on the PSCCH. | 3. The method according to claim 1, wherein the UE is capable of communicating with at least one of another UE, a UE, a BS, or a network associated with an autonomous driving vehicle. | 4. A user equipment (UE) in a wireless communication system, comprising: at least one processor; at least one computer memory operatively connected to the at least one processor and storing instructions that, when executed, cause the at least one processor to perform operations comprising: the UE sends a physical side link control channel (PDCCH); the physical side link shared channel PSSCH related to the PSCCH is sent by the UE, wherein the sequence for the PSSCH is based on the value related to the cyclic redundancy check CRC, and wherein the sequence is a reference signal sequence for the PSSCH, or the sequence is a scrambling sequence for the PSSCH. | 5. A processor for transmitting a physical side link shared channel (PSSCH) in a wireless communication system, the processor performing an operation for a user equipment (UE), wherein the operation comprises: the UE sends a physical side link control channel (PDCCH); the physical side link shared channel PSSCH related to the PSCCH is sent by the UE, wherein the sequence for the PSSCH is based on the value related to the cyclic redundancy check CRC, and wherein the sequence is a reference signal sequence for the PSSCH, or the sequence is a scrambling sequence for the PSSCH. | 6. A non-temporary computer readable storage medium storing at least one computer program, the computer program comprising instructions which, when executed by at least one processor, cause the at least one processor to perform operations for a user equipment UE, wherein the operations comprise: the UE sends a physical side link control channel (PDCCH); the physical side link shared channel PSSCH related to the PSCCH is sent by the UE, wherein the sequence for the PSSCH is based on the value related to the cyclic redundancy check CRC, and wherein the sequence is a reference signal sequence for the PSSCH, or the sequence is a scrambling sequence for the PSSCH.

The method involves determining size of message. Judgment is made to check whether the message is greater than pre-set value. Control information is transmitted based on resource which is classified in time axis. Judgment is made to check whether the size of the message is smaller than the pre-set value. The control information is transmitted based on the resource when the message classified on frequency axis. The control information is transmitted on the resource classified on the frequency axis. The control information is limited in a slot. An INDEPENDENT CLAIM is also included for a terminal device. Method for transmitting and receiving message of V2X terminal by using a terminal in a radio communication system. Code division multiple access(CDMA) system, Frequency division multiple access (FDMA) system, Time division multiple access system, orthogonal FDMA system, single carrier (SC)- FDMA system, Global system for mobile communication (GSM) system, Enhanced data rates for GSM evolution (EDGE), Third generation partnership project (3GPP) system and Long term evolution (LTE) system. The method enables improving sidelink (D2D) communication performance. The drawing shows a schematic illustration of a method for transmitting and receiving message of V2X terminal. '(Drawing includes non-English language text)'

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VEHICLE CONTROL DEVICE MOUNTED ON VEHICLE AND METHOD FOR CONTROLLING THE VEHICLEThe present invention relates to a vehicle control apparatus provided in a vehicle and a vehicle control method. A vehicle control apparatus according to an embodiment of the present invention includes a communication unit configured to obtain location information of the vehicle and to communicate with at least one of an external server and another vehicle, a sensing unit configured to sense vehicle-related information, and the and a processor for controlling the communication unit to receive map information from an external server and location information of the other vehicle from the other vehicle, wherein the processor receives the obtained location information of the vehicle and the received location information of the other vehicle. It is characterized in that the vehicle is fused to the received map information, and the vehicle is controlled based on at least one of the fused map information and the vehicle-related information sensed through the sensing unit.|1. A vehicle control device provided in a vehicle, comprising: a communication unit configured to obtain location information of the vehicle and to communicate with at least one of an external server and another vehicle; a sensing unit configured to sense vehicle-related information; and a processor for controlling the communication unit to receive the map information from the external server and the location information of the other vehicle from the other vehicle, wherein the processor includes the obtained location information of the vehicle and the received location of the other vehicle. Information is fused with the received map information, and the vehicle is controlled based on at least one of the fused map information and vehicle-related information sensed through the sensing unit, wherein the processor includes the fused map information. Based on the information, it is determined whether the distance between the present vehicle and the other vehicle is less than or equal to a preset distance and whether the present vehicle and the other vehicle exist in different lanes, and the distance between the present vehicle and the other vehicle is If the distance is less than the preset distance and the present vehicle and the other vehicle are driving in the same lane, a warning message related to the driving of the vehicle is output, and even if the distance between the present vehicle and the other vehicle is less than the preset distance, When the present vehicle and the other vehicle are driving in different lanes, a warning message related to the driving of the vehicle is not output. | 2. The vehicle control apparatus according to claim 1, wherein the processor fuses the location information of the vehicle and the location information of the other vehicle with the map information on a lane-by-lane basis. | 3. The method according to claim 1, wherein the processor applies information related to a vehicle sensed within a predetermined range through the sensing unit to the map information and then additionally fuses the location information of the other vehicle to control the vehicle. vehicle control unit. | 4. The apparatus of claim 1 , wherein controlling the vehicle comprises at least one of autonomously driving the vehicle and outputting a warning message related to driving of the vehicle. | 5. According to claim 1, wherein the communication unit, V2X module for receiving LDM (Local Dynamic Map) data from the other vehicle; and an eHorizon module for receiving an Advanced Driver Assistance System (ADAS) MAP from the external server, wherein the location information of the other vehicle is included in the LDM data, and the map information is included in the ADAS MAP vehicle control unit. | 6. The method of claim 5, wherein the processor converts the coordinate system of the ADAS MAP received through the eHorizon module into the coordinate system of the LDM data received through the V2X module, or converts the coordinate system of the LDM data into the coordinate system of the ADAS MAP Vehicle control device, characterized in that. | 7. The ADAS of claim 6, wherein the processor extracts a relative position between the vehicle and another vehicle that has transmitted the LDM data, based on the LDM data received through the V2X module, and received through the eHorizon module The vehicle control apparatus according to claim 1, wherein the extracted relative positions of the other vehicles are arranged in lane units on the MAP. | 8. The vehicle control apparatus according to claim 7, wherein the processor controls the autonomous driving of the vehicle based on an ADAS MAP in which the relative positions of the other vehicles are arranged in lane units. | 9. The vehicle control apparatus of claim 7 , wherein the processor determines whether to output a warning message related to driving of the vehicle based on an ADAS MAP in which the relative positions of the other vehicles are arranged in lane units. . | 10. delete | 11. A vehicle comprising the vehicle control device according to any one of claims 1 to 9. | 12. A method of controlling a vehicle equipped with a vehicle control device, the method comprising: obtaining location information of the vehicle through a communication unit, receiving map information from an external server, and location information of the other vehicle from another vehicle; sensing information related to the vehicle; and fusing the acquired location information of the vehicle and the received location information of another vehicle with the received map information, and controlling the vehicle based on at least one of the fused map information and the sensed vehicle-related information. determining, based on the fused map information, whether a distance between the present vehicle and the other vehicle is less than or equal to a preset distance and whether the present vehicle and the other vehicle exist in different lanes; outputting a driving-related warning message when the distance between the present vehicle and the other vehicle is equal to or less than the preset distance and the present vehicle and the other vehicle are driving in the same lane; and not outputting a warning message related to driving of the vehicle when the present vehicle and the other vehicle are driving in different lanes even if the distance between the present vehicle and the other vehicle is equal to or less than the preset distance control method.

The device comprises a communication unit that obtains location information of a vehicle and communicate with an external server and multiple another vehicles. A sensing unit is configured to sense vehicle-associated information. A computer-readable medium is coupled to a processor (870). The instructions are executed by the processor for instructing the communication unit to obtain map information from the external server and respective location information of latter vehicles. Former vehicle is controlled based the merged map information or vehicle-associated information. An INDEPENDENT CLAIM is included for a method for controlling a vehicle. Device for controlling a vehicle (Claimed), such as hybrid vehicle. The fuel efficiency is enhanced. The vehicle control is accurately and stably performed. The drawing shows a flowchart of a method for controlling a vehicle. 870ProcessorS1100Performing message generationS1102Calculating relative locations between vehiclesS1108Performing alignment between detailed map and vehicle relative locationsS1110Performing message refinement

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Method and apparatus for performing QoS prediction based on network assistance in NR V2XProvided are a method for receiving a result of quality of service (QoS) prediction by a first apparatus. The method may include: receiving a first message for requesting the QoS prediction between the first apparatus and a second apparatus, from the second apparatus; transmitting a second message for requesting the QoS prediction between the first apparatus and the second apparatus, to a network; and receiving the result of the QoS prediction between the first apparatus and the second apparatus, from the network.The invention claimed is: | 1. A method for receiving a result of a quality of service (QoS) prediction by a first user equipment (UE), the method comprising: transmitting at least one sidelink synchronization signal (SLSS); transmitting at least one physical sidelink broadcast channel (PSBCH); receiving, from a second UE, a direct communication request message for sidelink unicast service; establishing a direct connection for the sidelink unicast service between the first UE and a second UE; receiving, from the second UE, a first request message for requesting the QoS prediction for the sidelink unicast service between the first UE and a second UE; transmitting, to the second UE, a first UE information message; receiving, from the second UE, a second UE information message; transmitting, to a network, a second request message for requesting the QoS prediction for the sidelink unicast service between the first UE and the second UE; and receiving, from the network, the result of the QoS prediction for the sidelink unicast service between the first UE and the second UE, wherein the at least one SLSS includes a primary sidelink synchronization signal (PSSS) and a secondary sidelink synchronization signal (SSSS). | 2. The method of claim 1, wherein the QoS prediction is performed by the network. | 3. The method of claim 2, wherein the QoS prediction is performed based on at least one of capability information of the first UE, capability information of the second UE, a sidelink measurement result of the first UE, a sidelink measurement result of the second UE, resource restriction information of the first UE, resource restriction information of the second UE, on-going service information of the first UE, or on-going service information of the second UE. | 4. The method of claim 1, wherein the first request message includes at least one of information related to a service related to the QoS prediction or information related to connectivity status of the second UE. | 5. The method of claim 4, wherein the information related to the service includes information related to required QoS related to the service. | 6. The method of claim 1, wherein the first request message includes information related to a time during which the QoS prediction is valid. | 7. The method of claim 1, wherein the first request message includes information related to an area in which the QoS prediction is valid. | 8. The method of claim 1, further comprising: receiving a network-assisted QoS prediction configuration, from the network. | 9. The method of claim 8, wherein the network-assisted QoS prediction configuration includes at least one of a reporting object or reporting triggering condition. | 10. The method of claim 9, wherein the reporting object includes at least one of capability information, a sidelink measurement result, resource restriction information, or on-going service information. | 11. The method of claim 9, wherein the first request message is received from the second UE based on whether the reporting triggering condition is satisfied. | 12. The method of claim 1, further comprising: transmitting the result of the QoS prediction between the first UE and the second UE, to the second UE. | 13. The method of claim 1, wherein the first UE communicates with at least one of a mobile terminal, the network or autonomous vehicles other than the first UE. | 14. A first user equipment (UE) receiving a result of a QoS prediction, the first UE comprising: at least one transceiver; and at least one processor coupled to the at least one transceiver and configured to: transmit at least one sidelink synchronization signal (SLSS); transmit at least one physical sidelink broadcast channel (PSBCH); receive, from a second UE, a direct communication request message for sidelink unicast service; establish a direct connection for the sidelink unicast service between the first UE and a second UE; receive, from the second UE, a first request message for requesting the QoS prediction for the sidelink unicast service between the first UE and the second UE; transmit, to the second UE, a first UE information message; receive, from the second UE, a second UE information message; transmit, to a network, a second request message for requesting the QoS prediction for the sidelink unicast service between the first UE and the second UE; and receive, from the network, the result of the QoS prediction for the sidelink unicast service between the first UE and the second UE, wherein the at least one SLSS includes a primary sidelink synchronization signal (PSSS) and a secondary sidelink synchronization signal (SSSS). | 15. A processing device configured to control a first user equipment (UE) to operate in a wireless communication system, the processing device comprising: at least one processor; and at least one computer memory operably connected to the at least one processor and storing instructions that, based on being executed by the at least one processor, perform operations comprising: transmitting at least one sidelink synchronization signal (SLSS); transmitting at least one physical sidelink broadcast channel (PSBCH); receiving, from a second UE, a direct communication request message for sidelink unicast service; establishing a direct connection for the sidelink unicast service between the first UE and a second UE; receiving, from the second UE, a first request message for requesting the QoS prediction for the sidelink unicast service between the first UE and a second UE; transmitting, to the second UE, a first UE information message; receiving, from the second UE, a second UE information message; transmitting, to a network, a second request message for requesting the QoS prediction for the sidelink unicast service between the first UE and the second UE; and receiving, from the network, the result of the QoS prediction for the sidelink unicast service between the first UE and the second UE, wherein the at least one SLSS includes a primary sidelink synchronization signal (PSSS) and a secondary sidelink synchronization signal (SSSS).

The method involves receiving (1710) a first message for requesting the QoS prediction between the first apparatus and a second apparatus from the second apparatus. The second message for requesting the QoS prediction is transmitted (1720) between the first apparatus and the second apparatus to a network. The result of the QoS prediction between the first apparatus and the second apparatus is received (1730) from the network. The QoS prediction is performed by the network. The QoS prediction is performed. INDEPENDENT CLAIMS are included for the following:a method for performing QoS prediction by network node; anda first apparatus receiving result of QoS prediction. Method for receiving result of QoS prediction by wireless communication. The user equipment greatly reduce a transmission failure probability of the safety service. The user equipment perform more accurate QoS prediction through the help of the network. The drawing shows a flow chart illustrating the method for receiving result of quality of service (QoS) prediction by wireless communication. 1710Step for receiving first message for requesting QoS prediction1720Step for transmitting second message for QoS prediction1730Step for receiving result of QoS prediction

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Method and apparatus for performing QoS prediction based on UE autonomous prediction in NR V2XProvided are a method for performing quality of service (QoS) prediction by a first apparatus ( 100). The method may include: receiving a first message for requesting the QoS prediction between the first apparatus (100) and a second apparatus (200), from the second apparatus (200); and performing the QoS prediction between the first apparatus (100) and the second apparatus (200).What is claimed is: | 1. A method for performing quality of service (QoS) prediction by a first apparatus, the method comprising: transmitting, by the first apparatus, a direct communication request message for establishing a unicast link to a second apparatus, wherein the direct communication request message includes an identifier of the first apparatus and information related to at least one service requested by the first apparatus and security information for an establishment of security between the first apparatus and the second apparatus; receiving, by the first apparatus, a direct communication accept message from the second apparatus, wherein the direct communication accept message includes an identifier of the second apparatus; establishing, by the first apparatus, the unicast link between the first apparatus and the second apparatus; receiving, by the first apparatus, QoS prediction information for determining whether to activate UE autonomous QoS prediction or network-assisted QoS prediction, from a network; determining, by the first apparatus, to activate the UE autonomous QoS prediction, among the UE autonomous QoS prediction or the network-assisted QoS prediction, based on the QoS prediction information; receiving, by the first apparatus, information for requesting the QoS prediction between the first apparatus and the second apparatus, from the second apparatus; and performing, by the first apparatus, the UE autonomous QoS prediction between the first apparatus and the second apparatus, based on the determination to activate the UE autonomous QoS prediction. | 2. The method of claim 1, wherein the information for requesting the QoS prediction includes information on a service, and the QoS prediction is performed for the service. | 3. The method of claim 2, wherein the QoS prediction is performed, based on a prediction model among a plurality of prediction models. | 4. The method of claim 3, wherein the prediction model is a prediction model related to the service. | 5. The method of claim 3, wherein the prediction model is a default prediction model. | 6. The method of claim 3, wherein the plurality of prediction models are included in a UE autonomous QoS prediction configuration. | 7. The method of claim 6, wherein the UE autonomous QoS prediction configuration is received from the network. | 8. The method of claim 6, wherein the UE autonomous QoS prediction configuration is pre-configured in the first apparatus. | 9. The method of claim 1, wherein the QoS prediction is performed based on at least one of capability information of the first apparatus, a sidelink measurement result of the first apparatus, resource restriction information of the first apparatus, or on-going service information of the first apparatus. | 10. The method of claim 1, further comprising: receiving a reporting object or reporting triggering condition, from the network, wherein the reporting object includes at least one of capability information, a sidelink measurement result, resource restriction information, or on-going service information. | 11. The method of claim 10, wherein the first apparatus receives the reporting triggering condition, and wherein the information for requesting the QoS prediction is received from the second apparatus based on whether the reporting triggering condition is satisfied. | 12. The method of claim 1, further comprising: transmitting a result of the QoS prediction between the first apparatus and the second apparatus, to the second apparatus. | 13. The method of claim 1, wherein the first apparatus communicates with at least one of a mobile terminal, the network or autonomous vehicles other than the first apparatus. | 14. The method of claim 1, wherein the QoS prediction information includes at least one of Uu connectivity dependency information, geographic area information, time information, or frequency information. | 15. The method of claim 1, further comprising: transmitting, by the first apparatus, a message for requesting the QoS prediction to the network, based on a determination not to activate the UE autonomous QoS prediction. | 16. A first apparatus configured to perform quality of service (QoS) prediction, the first apparatus comprising: at least one transceiver; at least one processor; and at least one computer memory operably connectable to the at least one processor and storing instructions that, when executed, cause the at least one processor to perform operations comprising: transmitting, via the at least one transceiver, a direct communication request message for establishing a unicast link to a second apparatus,. wherein the direct communication request message includes an identifier of the first apparatus and information related to at least one service requested by the first apparatus and security information for an establishment of security between the first apparatus and the second apparatus; receiving, via the at least one transceiver, a direct communication accept message from the second apparatus, wherein the direct communication accept message includes an identifier of the second apparatus; establishing, via the at least one transceiver, the unicast link between the first apparatus and the second apparatus; receiving, via the at least one transceiver, QoS prediction information for determining whether to activate UE autonomous QoS prediction or network-assisted QoS prediction, from a network; determining, via the at least one transceiver, among to activate the UE autonomous QoS prediction, the UE autonomous QoS prediction or the network-assisted QoS prediction, based on the QoS prediction information; receiving, via the at least one transceiver, information for requesting the QoS prediction between the first apparatus and the second apparatus, from the second apparatus; and performing, via the at least one transceiver, the UE autonomous QoS prediction between the first apparatus and the second apparatus, based on the determination to activate the UE autonomous QoS prediction. | 17. A device configured to control a first apparatus, the device comprising: one or more processors; and one or more memories operably connectable to the one or more processors and storing instructions, wherein the one or more processors execute the instructions to: transmit, by the first apparatus, a direct communication request message for establishing a unicast link to a second apparatus, wherein the direct communication request message includes an identifier of the first apparatus and information related to at least one service requested by the first apparatus and security information for an establishment of security between the first apparatus and the second apparatus, receive, by the first apparatus, a direct communication accept message from the second apparatus, wherein the direct communication accept message includes an identifier of the second apparatus, establish, by the first apparatus, the unicast link between the first apparatus and the second apparatus, receive, by the first apparatus, QoS prediction information for determining whether to activate UE autonomous QoS prediction or network-assisted QoS prediction, from a network, determine, by the first apparatus, to activate the UE autonomous QoS prediction, among the UE autonomous QoS prediction or the network-assisted QoS prediction, based on the QoS prediction information, receive, by the first apparatus, information for requesting the QoS prediction between the first apparatus and the second apparatus, from the second apparatus, and perform, by the first apparatus, the UE autonomous QoS prediction between the first apparatus and the second apparatus, based on the determination to activate the UE autonomous QoS prediction.

The method involves receiving (S1710) a message for requesting the QoS prediction between the first apparatus and a second apparatus. The QoS prediction is performed (S1720) between the first apparatus and the second apparatus. The message is included with information on a service and the QoS prediction is performed for the service. The QoS prediction is performed based on a prediction model among prediction models. The prediction model is a default prediction model. INDEPENDENT CLAIMS are included for the following:a method for receiving result of QoS prediction by second apparatus; anda first apparatus. Method for performing quality of service (QoS) prediction by first apparatus (claimed) in wireless communication system such as Fourth generation wireless communication system, Fifth generation wireless communication system and long term evolution communication system. Uses include but are not limited to wireless device such as robot, vehicle, hand-held device such as smart phone, smart pad and wearable device and home appliance such as TV, refrigerator and washing machine. The QoS prediction accuracy is increased by the network. The user equipment reduces a transmission failure probability of the safety service. The drawing shows a flowchart illustrating the method of performing QoS prediction. S1710Step for receiving a first message for requesting the QoS predictionS1720Step for performing the QoS prediction

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Method and apparatus for reporting cast type by UE in NR V2XProvided are a method for transmitting information on cast type by a first apparatus ( 9010), and the first apparatus (9010) supporting the same. The method may include: initiating a sidelink service with a second apparatus (9020) based on a specific cast type; and transmitting information on the specific cast type related to the sidelink service.What is claimed is: | 1. A method for performing sidelink communication by a first apparatus, the method comprising: receiving, from a second apparatus, sidelink capability information related to the second apparatus; transmitting, to a base station (BS), a radio resource control (RRC) message including (i) the sidelink capability information received from the second apparatus, (ii) cast type information related to the sidelink communication with the second apparatus, and (iii) synchronization reference information related to the sidelink communication with the second apparatus; and performing the sidelink communication based on the RRC message, wherein the cast type information includes information related to unicast, groupcast or broadcast. | 2. The method of claim 1, wherein the synchronization reference information includes information related to a global navigation satellite system (GNSS), a base station (BS) or a user equipment (UE). | 3. The method of claim 1, wherein the RRC message includes quality of service (QoS) information including sidelink communication range information related to the sidelink communication. | 4. The method of claim 3, wherein the QoS information includes priority information related to the sidelink communication and delay budget information related to the sidelink communication. | 5. The method of claim 3, wherein the QoS information includes at least one QoS indicator value representing guaranteed bit rate (GBR) or non-GBR. | 6. The method of claim 1, wherein the sidelink communication is related to a destination identifier (ID). | 7. The method of claim 1, wherein the sidelink communication with the second apparatus is performed based on the unicast, the groupcast or the broadcast indicated by the cast type information. | 8. The method of claim 1, wherein the RRC message is a sidelink UE information message. | 9. The method of claim 1, wherein the RRC message includes information related to resources for the sidelink communication. | 10. The method of claim 9, wherein the resources for the sidelink communication is allocated by the BS based on the RRC message. | 11. The method of claim 1, wherein the RRC message includes channel status information includes channel busy ratio (CBR) that is measured by the second apparatus. | 12. The method of claim 1, further comprising: receiving, from the BS, information on allowed interface including at least one of PC5 interface or Uu interface. | 13. The method of claim 1, wherein the first apparatus or the second apparatus includes at least one of a terminal, a user equipment (UE), a wireless device, a wireless communication device, a vehicle, a vehicle equipped with an autonomous driving function, a connected car, a unmanned aerial vehicle (UAV), an artificial intelligence (AI) module, a robot, an augmented reality (AR) device, a virtual reality (VR) device, a mixed reality (MR) device, a hologram device, a public safety device, a machine type communication (MTC) device, an internet of things (IoT) device, a medical device, a pin-tech device (or financial device), a security device, or a climate/environmental device. | 14. A first apparatus performing sidelink communication, the first apparatus comprising: one or more memories storing instructions; one or more transceivers; and one or more processors operably connected to the one or more memories and the one or more transceivers, wherein the one or more processors execute the instructions to: receive, from a second apparatus, sidelink capability information related to the second apparatus; transmit, to a base station (BS), a radio resource control (RRC) message including (i) the sidelink capability information received from the second apparatus, (ii) cast type information related to the sidelink communication with the second apparatus, and (iii) synchronization reference information related to the sidelink communication with the second apparatus; and perform the sidelink communication based on the RRC message, wherein the cast type information includes information related to unicast, groupcast or broadcast. | 15. An apparatus configured to control a first user equipment (UE) to perform sidelink communication, the apparatus comprising: one or more processors; and one or more memories operably connected to the one or more processors and storing instructions, wherein the one or more processors execute the instructions to: receive, from a second UE, sidelink capability information related to the second UE; transmit, to a base station (BS), a radio resource control (RRC) message including (i) the sidelink capability information received from the second UE, (ii) cast type information related to the sidelink communication with the second UE, and (iii) synchronization reference information related to the sidelink communication with the second UE; and perform the sidelink communication based on the RRC message, wherein the cast type information includes information related to unicast, groupcast or broadcast.

The method involves initiating (S2510) a sidelink service related to a destination identifier (ID) with a second apparatus based on a specific cast type, for determining to transmit the sidelink service to the second apparatus through the specific cast type. An information on the specific cast type related to the sidelink service is transmitted (S2520) to a base station and the second apparatus. The specific cast type is transmitted to the base station to inform whether hybrid automatic repeat request (HARQ) feedback is needed. An INDEPENDENT CLAIM is included for a first apparatus transmitting information on cast type. Method for transmitting information on cast type by apparatus in wireless communication system performing sidelink communication or V2X communication, for industrial control, vehicular communication, factory automation, remote surgery, smart grids and public safety applications. Uses include but are not limited to user equipment (UE), wireless device, wireless communication device, unmanned aerial vehicle (UAV), artificial intelligence (AI) module, robot, augmented reality (AR) device, virtual reality (VR) device, mixed reality (MR) device, hologram device, public safety device, machine type communication (MTC) device, internet of things (IoT) device, medical device, pin-tech device, security device, or climate/environmental device (all claimed). A sidelink communication can be performed efficiently between apparatuses. The drawing shows the flowchart illustrating a method for transmitting information on cast type by a first apparatus. S2510Step for initiating a sidelink service with a second apparatus based on a specific cast typeS2520Step for transmitting information on the specific cast type related to sidelink service

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VEHICULAR ELECTRONIC DEVICE AND METHOD OF OPERATING THE SAMEDisclosed is a vehicular electronic device including a processor which, in the situation in which an autonomous vehicle generates a horn signal during autonomous driving, determines a horn-signal-transmitting entity and a horn-signal-receiving entity, selects at least one of a horn signal in an audible frequency band or a horn signal in an inaudible frequency band, and outputs the selected horn signal to the horn-signal-receiving entity.|1. A vehicular electronic device included in an autonomous vehicle having a horn-signal-generating function, the vehicular electronic device comprising: a processor configured to: determine whether a horn-signal-transmitting entity is a human or a machine, determine whether a horn-signal-receiving entity is a human or a machine, select at least one of a horn signal in an audible frequency band or a horn signal in an inaudible frequency band based on determinations as to the horn-signal-transmitting entity and the horn-signal-receiving entity, and output the selected horn signal to the horn-signal-receiving entity. | 2. The vehicular electronic device of claim 1, wherein the processor is configured to transmit at least one piece of driving-related information among information about a driving situation, information about a driving state, information about a vehicle driving direction, and information to request from another vehicle to the horn-signal-receiving entity with outputting the selected horn signal. | 3. The vehicular electronic device of claim 2, wherein the processor is configured to output, upon determining that the horn-signal-transmitting entity is a driver of a host vehicle and upon determining that the horn-signal-receiving entity is a driver of another vehicle, the horn signal in the audible frequency band, and transmit the at least one piece of driving-related information. | 4. The vehicular electronic device of claim 2, wherein the processor is configured to output, upon determining that the horn-signal-transmitting entity is a driver of a host vehicle and upon determining that the horn-signal-receiving entity is a pedestrian, the horn signal in the audible frequency band, and transmit the at least one piece of driving-related information. | 5. The vehicular electronic device of claim 2, wherein the autonomous vehicle further comprises: a communicator transmitting the at least one piece of driving-related information using V2V communication; and an interface receiving a signal transmitted from an inaudible frequency band transceiver mounted in the autonomous vehicle. | 6. The vehicular electronic device of claim 5, wherein the processor is configured to output, upon determining that the horn-signal-transmitting entity is an autonomous vehicle and upon determining that the horn-signal-receiving entity is a driver of another vehicle, the horn signal in the audible frequency band or the horn signal in the inaudible frequency band, and transmit the at least one piece of driving-related information. | 7. The vehicular electronic device of claim 5, wherein the processor is configured to output, upon determining that the horn-signal-transmitting entity is an autonomous vehicle and upon determining that the horn-signal-receiving entity is a pedestrian, the horn signal in the audible frequency band or the horn signal in the inaudible frequency band, and transmit the at least one piece of driving-related information. | 8. The vehicular electronic device of claim 5, wherein the processor is configured to output, upon determining that the horn-signal-transmitting entity is a driver of a host vehicle and upon determining that the horn-signal-receiving entity is an autonomous vehicle, the horn signal in the audible frequency band or the horn signal in the inaudible frequency band, and transmit the at least one piece of driving-related information. | 9. The vehicular electronic device of claim 5, wherein the processor is configured to output, upon determining that the horn-signal-transmitting entity is an autonomous vehicle and upon determining that the horn-signal-receiving entity is an autonomous vehicle, the horn signal in the inaudible frequency band, and transmit the at least one piece of driving-related information. | 10. The vehicular electronic device of claim 9, wherein, when the processor is configured to: output, on receiving a signal for lane change, the horn signal in the inaudible frequency band to a vehicle in an adjacent lane as the horn-signal-receiving entity, transmit information about an ID of the horn-signal-transmitting entity through the V2V communication, transmit information about lane change and information about a request for yielding as the driving-related information, receive an approval signal from the horn-signal-receiving entity, and transmit a termination signal after changing lanes. | 11. The vehicular electronic device of claim 9, wherein the processor is configured to: output, on detecting an emergency situation ahead, the horn signal in the inaudible frequency band to a following vehicle as the horn-signal-receiving entity, transmit information about an ID of the horn-signal-transmitting entity through the V2V communication, transmit at least one of information about the emergency situation, information about a request for emergency stopping or slow driving, or information about a state of the horn-signal-transmitting entity as the driving-related information, and transmit a termination signal when the horn-signal-receiving entity stops or drives slowly. | 12. The vehicular electronic device of claim 9, wherein, when the processor is configured to: output, on sensing an abnormal state of a preceding vehicle, the horn signal in the inaudible frequency band to the preceding vehicle as the horn-signal-receiving entity, transmit information about an ID of the horn-signal-transmitting entity through the V2V communication, request information about a state of the preceding vehicle or information about a state of a driver as the driving-related information, and transmit a termination signal when receiving information about a state of the preceding vehicle or information about a state of a driver. | 13. The vehicular electronic device of claim 9, wherein, when the processor is configured to: output, on receiving a command for joining a platoon performing platooning, the horn signal in the inaudible frequency band to a leader vehicle of the platoon as the horn-signal-receiving entity, transmit information about an ID of the horn-signal-transmitting entity through the V2V communication, transmit information about a request for joining the platoon as the driving-related information, receive an approval signal from the horn-signal-receiving entity, and communicate with the platoon after joining the platoon. | 14. The vehicular electronic device of claim 5, wherein the interface is configured to receive driving speed data from a sensor and receive GPS data from a location-data-generating device, and wherein the processor is configured to determine a location of the autonomous vehicle using the driving speed data and the GPS data. | 15. The vehicular electronic device of claim 14, wherein the processor is configured to output the horn signal in the audible frequency band or the horn signal in the inaudible frequency band based on a determination as to the location of the autonomous vehicle using the driving speed data and the GPS data. | 16. The vehicular electronic device of claim 15, wherein the processor is configured to output, when the determined location is a location at which another vehicle is expected to be present near the autonomous vehicle, output the horn signal in the audible frequency band on a general road and the horn signal in the inaudible frequency band on a highway or an expressway. | 17. The vehicular electronic device of claim 15, wherein the processor is configured to output, when the determined location is a location at which a pedestrian is expected to be present near the autonomous vehicle, the horn signal in the audible frequency band or the horn signal in the inaudible frequency band. | 18. The vehicular electronic device of claim 17, wherein the processor is configured to: detect, when the determined location is a location to enter a specific section of pedestrian priority, a risk factor in the specific section, and output the horn signal in the inaudible frequency band to a following vehicle as the horn-signal-receiving entity, output the horn signal in the audible frequency band to a driver of the following vehicle as the horn-signal-receiving entity, and transmit the at least one piece of driving-related information to the horn-signal-receiving entity. | 19. A method of operating a vehicular electronic device included in an autonomous vehicle having a horn-signal-generating function during autonomous driving, the method comprising: determining a horn-signal-transmitting entity and a horn-signal-receiving entity; selecting at least one of a horn signal in an audible frequency band or a horn signal in an inaudible frequency band based on a result of determining the horn-signal-transmitting entity and the horn-signal-receiving entity; and outputting the selected horn signal to the horn-signal-receiving entity. | 20. The method of claim 19, further comprising: transmitting at least one piece of driving-related information among information about a driving situation, information about a driving state, information about a vehicle driving direction, and information to request from another vehicle to the horn-signal-receiving entity with outputting the selected horn signal.

The device has a processor that is configured for determining whether the horn sender is a person or a machine and for determining whether the horn receiver is a person or machine. The processor is configured for selecting a horn in an audible frequency region or a horn in an inaudible frequency region based on the determination of the horn transmitting subject and the horn receiving subject. The processor is configured for outputting a horn in a selected frequency domain to the horn receiving subject. An INDEPENDENT CLAIM is included for method for operating vehicle electronic device. Electronic device for autonomous vehicle e.g. car. The horn is utilized in an autonomous vehicle by generating a horn even in a situation where a driver of a driver is confused with a driver. The necessary information is transmitted together with the generation of an audible frequency band or a non-audible frequency band according to the subject. The horn of the non-audible frequency band is used as an event when the communication is initially entered, and in conjunction with V2V communication. The drawing shows a block diagram of the electronic device for autonomous vehicle. (Drawing includes non-English language text) 110Communication unit140Memory170Processor180Interface unit190Power supply unit

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METHOD, PERFORMED BY TERMINAL, FOR PROTECTING V2X COMMUNICATION IN WIRELESS COMMUNICATION SYSTEMAccording an aspect of the present specification, a first terminal receives a plurality of messages from a plurality of terminals, respectively, determines information on the number of terminals around the first terminal on the basis of the plurality of messages, collects sensor data of the first terminal, determines whether an attack situation is detected, on the basis of the information on the number of terminals and the sensor data, and displays the information on the number of terminals and information about whether the attack situation is detected.|1. A method for a first terminal to protect V2X communication in a wireless communication system, the method comprising: receiving, by a first terminal, a message from each of a plurality of terminals; determining information on the number of terminals around the first terminal based on the plurality of messages; collecting sensor data of the first terminal; determining whether there is an attack situation based on the number of terminals information and the sensor data; and displaying information on the number of terminals and information on whether an attack situation exists through a display provided in the first terminal. | 2. The method of claim 1 , wherein the information on whether the attack situation is an attack situation is information indicating reliability as a grade. | 3. The method according to claim 1 or 2, wherein the information on whether the attack situation is an attack situation includes a warning message indicating that an abnormal vehicle distribution is detected. | 4. The method according to any one of claims 1 to 3, further comprising the step of stopping autonomous driving of the first terminal when it is determined that there is an attack situation. | 5 . The method of claim 4 , further comprising, before stopping the autonomous driving, displaying a warning message indicating that the autonomous driving is terminated due to a low reliability of the V2X message through the display of the first terminal. | 6. The method according to any one of claims 1 to 5, wherein the sensor data includes an image captured by a camera of the first terminal. | 7. The method according to any one of claims 1 to 6, wherein the sensor data includes data collected by a proximity sensor of the first terminal. | 8. The method according to any one of claims 1 to 7, wherein the sensor data includes sensor data collected by the remaining terminals around the first terminal and received by the first terminal. | 9. According to any one of claims 1 to 8, The step of determining whether the attack situation, At least one section of the path moved by the first terminal between the sensor data and the number of peripheral terminals Learning the relationship, And Based on the learning result, characterized in that it comprises the steps of determining whether the attack situation in the section in which the first terminal is currently moving, the method comprising the steps of.

The method involves receiving (2401) the messages by a specific terminal from multiple terminals, respectively. The information on the number of terminals around the specific terminal is determined (2403) based on the messages. The sensor data of the specific terminal is collected (2405). A determination (2407) is made whether an attack situation exists based on the number of terminals information and the sensor data. The information on the number of terminals and information on whether the attack situation exists are displayed (2409) through a display provided in the specific terminal. Method for terminal to protect vehicle to everything (V2X) communication in wireless communication system in third generation partnership project long-term evolution (3GPP LTE)/LTE-advanced/New Radio (LTE-A/NR). Uses include but are not limited to combustion engine vehicle, external combustion engine vehicle, gas turbine vehicle or electric vehicle. The V2X user equipment (UE) of SYBIL ATTACK intent is detected. The false information is invalidated by determining the FAKE message of the V2X UE. The drawing shows a flowchart illustrating the evolved packet system (EPS) including evolved packet core. 2401Step for receiving messages by specific terminal2403Step for determining information on number of terminals around specific terminal2405Step for collecting sensor data of specific terminal2407Step for determining is made whether attack situation exists2409Step for displaying information on number of terminals and information on whether attack situation exists

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Network-based positioning method using relay in NR-V2X system and device thereforThe present invention relates to a method for performing positioning in a New Radio-Vehicle to Everything (NR-V2X) system and an apparatus therefor, and relates to a network-based positioning in a New Radio-Vehicle to Everything (NR-V2X) communication system according to an aspect. The method for performing is determining whether positioning using a relay is necessary based on whether the positioning performance of the terminal is deteriorated, and if positioning using the relay is required, at least one anchor node to be used for positioning of the terminal Determining a relay terminal, requesting terminal auxiliary measurement information for positioning of the terminal from the relay terminal, receiving the terminal auxiliary measurement information from the relay terminal, and the terminal based on the terminal auxiliary measurement information and measuring the absolute position of, wherein the terminal requiring positioning using the relay is classified as a remote terminal, The terminal auxiliary measurement information may include relay terminal auxiliary measurement information for positioning of the relay terminal and remote terminal auxiliary measurement information for positioning of the remote terminal.|1. A method for performing network-based positioning in a New Radio-Vehicle to Everything (NR-V2X) communication system, comprising: determining whether positioning using a relay is necessary based on whether positioning performance of a terminal is deteriorated; determining at least one relay terminal to be used as an anchor node for positioning of the terminal when positioning using the relay is required; requesting terminal-assisted measurement information for positioning of the terminal from the relay terminal; Receiving the terminal auxiliary measurement information from the relay terminal; and measuring an absolute position of the terminal based on the terminal auxiliary measurement information, wherein the terminal requiring positioning using the relay is classified as a remote terminal, and the terminal auxiliary measurement information performs positioning of the relay terminal. A method for performing network-based positioning, comprising relay terminal auxiliary measurement information for and remote terminal auxiliary measurement information for performing positioning of the remote terminal. | 2. The method of claim 1, further comprising: requesting capability information from the relay terminal; and receiving the capability information from the relay terminal, wherein the capability information includes capability information of the relay terminal and capability information of the remote terminal. method. | 3. The method of claim 2, further comprising: determining a positioning method based on the capability information; and transmitting auxiliary data including the determined positioning method to the relay terminal. | 4. The method of claim 3, wherein the positioning method includes a DL-TDoA-R positioning method, a multi-cell RTT-R positioning method, and a UL-TDoA-R positioning method. | 5. The method of claim 3, wherein the positioning method is determined further based on the determined number of relay terminals. | 6. The method of claim 3, wherein the DL-TDoA-R positioning method comprises: a first method of measuring an absolute position of the remote terminal through UL-TDoA positioning between the relay terminal and the remote terminal; a second method of measuring the absolute position of the remote terminal through RTT between the relay terminal and the remote terminal; and a third method of measuring the absolute position of the remote terminal using relative position information between the relay terminal and the remote terminal, wherein in the DL-TDoA-R positioning method, the absolute position of the relay terminal is determined through a Uu link. A method of performing network-based positioning, measured through DL-TDoA based on Uu-Positioning Reference Signal (Uu-PRS) received through | 7. The method of claim 3, wherein the remote terminal auxiliary measurement information is collected by the relay terminal based on positioning signaling information and sidelink (SL)-PRS received from the remote terminal through a sidelink. | 8. The method of claim 7, wherein the positioning signaling information includes 1st Sidelink Control Information (SCI) and/or 2nd SCI and/or Physical Sidelink Shared Channel (PSSCH) of a Physical Sidelink Control Channel (PSCCH) in an NR-V2X service slot structure.; And transmitted through any one of the 1st SCI and / or 2nd SCI of the PSCCH in a slot structure exclusively allocated for NR-V2X sidelink positioning. | 9. The method of claim 7, wherein the positioning signaling information is a time of arrival (ToA) or time of flight (ToF) measured based on a remote terminal ID, a remote terminal speed, a remote terminal heading, and an SL-PRS received from the relay terminal.) or the relative position, the time at which the ToA or the ToF or the relative position was measured, the quality level of the ToA or the ToF or the relative position, and RSRP (Received Signal Received Power for the SL-PRS received from the relay terminal)) A method for performing network-based positioning, including at least one of. | 10. The method of claim 1, wherein a candidate relay terminal having a PQI (Positioning Quality Indicator) for an absolute position measured at a network side, among at least one candidate relay terminal determined based on location information of a base station corresponding to the remote terminal, is equal to or greater than a predetermined threshold value. A method for performing network-based positioning, wherein the anchor node is determined as the anchor node for positioning of a remote terminal. | 11. A server for performing network-based positioning, comprising: a transceiver for transmitting and receiving a signal to and from a base station; A processor connected to the transceiver unit, wherein the processor determines whether positioning using a relay is necessary based on whether positioning performance of the terminal is deteriorated, and if positioning using the relay is necessary, an anchor node for positioning of the terminal (determine at least one relay terminal to be used as an anchor node), request terminal auxiliary measurement information for positioning of the terminal to the relay terminal, receive the terminal auxiliary measurement information from the relay terminal, and enter the terminal auxiliary measurement information into the terminal auxiliary measurement information Based on this, the terminal requiring positioning using the relay is classified as a remote terminal, and the terminal auxiliary measurement information includes relay terminal auxiliary measurement information for positioning of the relay terminal and the remote terminal. Server including remote terminal auxiliary measurement information for performing positioning of. | 12. The method of claim 11, wherein the processor requests capability information from the relay terminal and receives the capability information from the relay terminal, wherein the capability information includes capability information of the relay terminal and the remote terminal. A server including capability information of the terminal. | 13. The server of claim 12, wherein the processor determines a positioning method based on the capability information and transmits auxiliary data including the determined positioning method to the relay terminal. | 14. The server according to claim 13, wherein the positioning method includes a DL-TDoA-R positioning method, a Multi-cell RTT-R positioning method, and a UL-TDoA-R positioning method. | 15. The server according to claim 13, wherein the positioning method is determined further based on the determined number of relay terminals. | 14. The method of claim 13, wherein the DL-TDoA-R positioning method comprises: a first method of measuring an absolute position of the remote terminal through UL-TDoA positioning between the relay terminal and the remote terminal; a second method of measuring the absolute position of the remote terminal through RTT between the relay terminal and the remote terminal; and a third method of measuring the absolute position of the remote terminal using relative position information between the relay terminal and the remote terminal, wherein in the DL-TDoA-R positioning method, the absolute position of the relay terminal is determined through a Uu link. Server, measured through DL-TDoA based on Uu-Positioning Reference Signal (Uu-PRS) received through | 17. The server according to claim 13, wherein the remote terminal auxiliary measurement information is collected by the relay terminal based on sidelink (SL)-PRS and positioning signaling information received from the remote terminal through a sidelink. | 18. The method of claim 17, wherein the positioning signaling information includes 1st Sidelink Control Information (SCI) and/or 2nd SCI and/or Physical Sidelink Shared Channel (PSSCH) of a Physical Sidelink Control Channel (PSCCH) in an NR-V2X service slot structure.; And transmitted through any one of the 1st SCI and / or 2nd SCI of the PSCCH in a slot structure exclusively allocated for NR-V2X sidelink location. | 19. The method of claim 17, wherein the positioning signaling information comprises a time of arrival (ToA) or time of flight (ToF) measured based on a remote terminal ID, a remote terminal speed, a remote terminal heading, and an SL-PRS received from the relay terminal.) or the relative position, the time at which the ToA or the ToF or the relative position was measured, the quality level of the ToA or the ToF or the relative position, and RSRP (Received Signal Received Power for the SL-PRS received from the relay terminal)), a server comprising at least one of | 12. The method of claim 11, wherein the processor has a Positioning Quality Indicator (PQI) of at least one candidate relay terminal determined based on location information of a base station corresponding to the remote terminal and an absolute position measured by a network-side is equal to or greater than a predetermined threshold value. determining a terminal as the anchor node for positioning of the remote terminal. | 21. A processor for performing operations for a server in a New Radio-Vehicle to Everything (NR-V2X) communication system, the operations comprising: determining whether positioning using a relay is necessary based on whether positioning performance of a terminal is deteriorated; determining at least one relay terminal to be used as an anchor node for positioning of the terminal when positioning using the relay is required; requesting terminal-assisted measurement information for positioning of the terminal from the relay terminal; receiving the terminal auxiliary measurement information from the relay terminal; and measuring an absolute position of the terminal based on the terminal auxiliary measurement information, wherein the terminal requiring positioning using the relay is classified as a remote terminal, and the terminal auxiliary measurement information performs positioning of the relay terminal. A processor comprising relay terminal auxiliary measurement information for and remote terminal auxiliary measurement information for positioning of the remote terminal. | 22. A non-volatile computer readable storage medium storing at least one computer program containing instructions that, when executed by at least one processor, cause the at least one processor to perform operations for a server, the operations comprising: determining whether positioning using a relay is necessary based on whether positioning performance is deteriorated; determining at least one relay terminal to be used as an anchor node for positioning of the terminal when positioning using the relay is required; requesting terminal-assisted measurement information for positioning of the terminal from the relay terminal; receiving the terminal auxiliary measurement information from the relay terminal; and measuring an absolute position of the terminal based on the terminal auxiliary measurement information, wherein the terminal requiring positioning using the relay is classified as a remote terminal, and the terminal auxiliary measurement information performs positioning of the relay terminal. A storage medium comprising relay terminal auxiliary measurement information for and remote terminal auxiliary measurement information for positioning of the remote terminal. | 23. A method of performing network-based positioning by a first terminal in a New Radio-Vehicle to Everything (NR-V2X) communication system, comprising: receiving a signal requesting terminal-assisted measurement information from a network; generating the terminal auxiliary measurement information based on the received signal; and transmitting the generated terminal-assisted measurement information to the network, wherein if positioning using a relay is required based on whether positioning performance of a second terminal, which is a remote terminal, is deteriorated, an anchor node for positioning of the remote terminal Based on the determination that the relay terminal to be used as the (Anchor Node) is the first terminal, a signal requesting the terminal auxiliary measurement information is received from the network, and based on the terminal auxiliary measurement information received from the relay terminal, the terminal auxiliary measurement information The absolute position of the remote terminal is measured by the network, and the terminal auxiliary measurement information includes relay terminal auxiliary measurement information for performing positioning of the relay terminal and remote terminal auxiliary measurement information for performing positioning of the remote terminal. How to perform network-based positioning. | 24. A first terminal performing network-based positioning, comprising: a transceiver for transmitting and receiving a signal to and from a base station; And a processor connected to the transceiver, wherein the processor generates and transmits the terminal auxiliary measurement information to the network based on a signal requesting the terminal auxiliary measurement information received from the network, and transmits the terminal auxiliary measurement information to the network, and a second terminal that is a remote terminal. When positioning using a relay is required based on whether the positioning performance of the remote terminal is deteriorated, the terminal-assisted measurement information is provided based on the determination that the relay terminal to be used as an anchor node for positioning of the remote terminal is the first terminal. A requesting signal is received from the network, the absolute position of the remote terminal is measured by the network based on the terminal auxiliary measurement information received from the relay terminal, and the terminal auxiliary measurement information performs positioning of the relay terminal A first terminal comprising relay terminal auxiliary measurement information for and remote terminal auxiliary measurement information for positioning of the remote terminal. | 25. The first terminal of claim 24, wherein the first terminal communicates with at least one of another terminal, a terminal related to an autonomous vehicle, a base station, or a network. | 26. A processor for performing operations for a first terminal in a new radio-vehicle to everything (NR-V2X) communication system, the operations comprising: receiving a signal requesting terminal-assisted measurement information from a network; generating the terminal auxiliary measurement information based on the received signal; and transmitting the generated terminal-assisted measurement information to the network, wherein if positioning using a relay is required based on whether positioning performance of a second terminal, which is a remote terminal, is deteriorated, an anchor node for positioning of the remote terminal Based on the determination that the relay terminal to be used as the (Anchor Node) is the first terminal, a signal requesting the terminal auxiliary measurement information is received from the network, and based on the terminal auxiliary measurement information received from the relay terminal, the terminal auxiliary measurement information The absolute position of the remote terminal is measured by the network, and the terminal auxiliary measurement information includes relay terminal auxiliary measurement information for performing positioning of the relay terminal and remote terminal auxiliary measurement information for performing positioning of the remote terminal. processor. | 27. A non-volatile computer readable storage medium storing at least one computer program comprising instructions that, when executed by at least one processor, cause the at least one processor to perform operations for a first terminal, the operations comprising: Receiving a signal requesting UE-assisted measurement information from a network; generating the terminal auxiliary measurement information based on the received signal; and transmitting the generated terminal-assisted measurement information to the network, wherein if positioning using a relay is required based on whether positioning performance of a second terminal, which is a remote terminal, is deteriorated, an anchor node for positioning of the remote terminal Based on the determination that the relay terminal to be used as the (Anchor Node) is the first terminal, a signal requesting the terminal auxiliary measurement information is received from the network, and based on the terminal auxiliary measurement information received from the relay terminal, the terminal auxiliary measurement information The absolute position of the remote terminal is measured by the network, and the terminal auxiliary measurement information includes relay terminal auxiliary measurement information for positioning of the relay terminal and remote terminal auxiliary measurement information for positioning of the remote terminal. storage medium.

The method involves determining whether positioning using a relay is necessary based on whether positioning performance of a terminal is deteriorated. The relay terminal to be used as an anchor node is determined for positioning of the terminal when positioning using the relay is required. The terminal-assisted measurement information for positioning of the terminal to the relay terminal is requested. The terminal auxiliary measurement information is received from the relay terminal. The absolute position of the terminal is measured based on the terminal-assisted measurement information. INDEPENDENT CLAIMS are included for the following:a server for performing network-based positioning;a processor for performing operations for a server in a new radio-vehicle to everything communication system;a non-volatile computer-readable storage medium storing a computer program with instructions that, when executed by processor, it performs an operation for performing network-based positioning for a server;a first terminal for performing network-based positioning;a processor for performing operations for a first terminal in a new radio-vehicle to everything communication system; anda non-volatile computer-readable storage medium storing a computer program with instructions that, when executed by a processor, it performs an operation for network-based positioning for a first terminal. Method for performing network-based positioning in a new radio-vehicle to everything communication system. The network-based positioning method using a relay has an advantage in that the network performs positioning on a remote terminal whose positioning performance is deteriorated through collaboration with the relay terminal, thus improving positioning performance. The drawing shows a schematic representation of a method of measuring an absolute position of a remote user equipment based on a distance measurement result between a remote user equipment and a relay user equipment.

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METHOD FOR PERFORMING REINFORCEMENT LEARNING BY V2X COMMUNICATION DEVICE IN AUTONOMOUS DRIVING SYSTEMA method for performing reinforcement learning by a V2X communication device in an autonomous driving system, specifically, a method for performing reinforcement learning in consideration of a reward application ratio over time, is proposed. Action information is transmitted to a second V2X communication device, reward information is received from the second V2X communication device, and reinforcement learning is performed on the basis of a reward, wherein a reward corresponding to a ratio determined by a first V2X communication device is applied to the reinforcement learning, the ratio is determined on the basis of a time interval from a time point of transmission of the action information to a time point of reception of the reward information, and the ratio is between 0 and 1, both inclusive.|1. A method of performing reinforcement learning performed by a first Vehicle-to-everything (V2X) communication device in an autonomous driving system, the method comprising: receiving a sidelink synchronization signal; performing a synchronization based on the sidelink synchronization signal; transmitting action information to a second V2X communication device, wherein the action information informs an action performed by the first V2X communication device; receiving reward information from the second V2X communication device, wherein the reward information informs a reward for the action; and performing reinforcement learning based on the reward, wherein the reinforcement learning is applied with the reward corresponding to a ratio determined by the first V2X communication device, wherein the ratio is determined based on a time from a time of transmission of the action information to a time of reception of the reward information, wherein the ratio is at least 0 and no more than 1. | 2. The method of claim 1, wherein, based on the time from the time of transmission of the action information to the time of reception of the reward information being less than a first threshold, the ratio is 1. | 3. The method of claim 1, wherein, based on the time from the time of transmission of the action information to the time of reception of the reward information being greater than a first threshold and less than a second threshold, the ratio is a value of a difference between the second threshold and the first threshold divided by the time from the time of transmission of the action information to the time of reception of the reward information. | 4. The method of claim 3, wherein the first threshold and the second threshold are transmitted by a network to the first V2X communication device. | 5. The method of claim 1, wherein, based on the time from the time of transmission of the action information to the time of reception of the reward information being greater than a second threshold, the first V2X communication device transmits a prioritized transmission request information to the second V2X communication device. | 6. The method of claim 5, wherein the first V2X communication device performs a specific action based on the reinforcement learning, wherein the first V2X communication device transmits action information about the specific action to the second V2X communication device, and wherein the action information for the specific action includes the prioritized transmission request information. | 7. The method of claim 6, wherein the prioritized transmission request information includes an indicator requesting prioritized transmission of reward information generated based on the action information for the specific action. | 8. The method of claim 1, wherein the first V2X communication device receives capability request information from a base station, and wherein the first V2X communication device transmits capability information to the base station in response to the capability request information. | 9. The method of claim 8, wherein the capability information includes information about at least one of a capability of the first V2X communication device to perform reinforcement learning, a type of actions of the first V2X communication device, and a computational capability of the first V2X communication device. | 10. The method of claim 1, wherein the action information is groupcast or broadcast. | 11. The method of claim 1, wherein the ratio is determined based on a maximum value of the time from the time of transmission of the action information to the time of reception of the reward information. | 12. The method of claim 1, wherein the ratio is determined based on a value of a function applied to the time from the time of transmission of the action information to the time of reception of the reward information. | 13. The method of claim 12, wherein the function is transmitted by a network to the first V2X communication device. | 14. The method of claim 1, wherein the action is a vector for a direction of movement and a speed of movement of the first V2X communication device. | 15. The first V2X communication device comprising: one or more memories storing instructions; one or more transceivers; and one or more processors connecting the one or more memories and the one or more transceivers, wherein the one or more processors, by executing the instructions, perform, receiving a sidelink synchronization signal; performing a synchronization based on the sidelink synchronization signal; transmitting action information to a second V2X communication device, wherein the action information informs an action performed by the first V2X communication device; receiving reward information from the second V2X communication device, wherein the reward information informs a reward for the action; and performing reinforcement learning based on the reward, wherein the reinforcement learning is applied with the reward corresponding to a ratio determined by the first V2X communication device, wherein the ratio is determined based on a time from a time of transmission of the action information to a time of reception of the reward information, wherein the ratio is at least 0 and no more than 1. | 16. (canceled) | 17. An apparatus configured to control a first V2X communication device in an autonomous driving system, wherein the apparatus comprising: one or more processors; and one or more memories operably connected by the one or more processors and storing instructions, wherein the one or more processors, by executing the instructions, perform, receiving a sidelink synchronization signal; performing a synchronization based on the sidelink synchronization signal; transmitting action information to a second V2X communication device, wherein the action information informs an action performed by the first V2X communication device; receiving reward information from the second V2X communication device, wherein the reward information informs a reward for the action; and performing reinforcement learning based on the reward, wherein the reinforcement learning is applied with the reward corresponding to a ratio determined by the first V2X communication device, wherein the ratio is determined based on a time from a time of transmission of the action information to a time of reception of the reward information, wherein the ratio is at least 0 and no more than 1.

The method involves transmitting (S410) action information to a second V2X communication device. The reward information is received (S420) from the second V2X communication device, and reinforcement learning is performed (S430) on the basis of a reward. The reward corresponding to a ratio determined by a first V2X communication device is applied to the reinforcement learning. The ratio is determined on the basis of a time interval from a time point of transmission of the action information to a time point of reception of the reward information, and the ratio is between 0 and 1, both inclusive. Method for performing reinforcement learning by V2X communication device in autonomous driving system. The multi-tier network composed of heterogeneous networks improves overall QoS and reduces costs. The drawing shows a flowchart illustrating the method for performing reinforcement learning by V2X communication device. (Drawing includes non-English language text) S410Step for transmitting action information to a second V2X communication deviceS420Step for receiving reward information from the second V2X communication deviceS430Step for performing reinforcement learning on the basis of a reward

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Driving system for vehicleThe present invention determines a parking spot of the vehicle based on a sensor for detecting the getting off of the occupant, the interface unit and the information obtained through the interface unit, and when the getting off of the occupant is detected, the vehicle is parked at the parking spot, It relates to a running system of an autonomous vehicle, including a processor for providing a control signal to the vehicle drive device via the interface unit. |1. A sensor for detecting getting off of the occupant; An interface unit; A processor for determining a parking spot of the vehicle based on the information obtained through the interface unit, and providing a control signal to the vehicle driving apparatus through the interface unit so that the vehicle is parked at the parking spot when the driver's getting off is detected; The processor may include determining a travel time for reciprocating from a location of a vehicle to a parking point, determining a return time required for the passenger to re-ride after getting off, and based on the travel time and the return time, autonomous It is determined whether to perform parking, and based on a result of determining whether to perform autonomous parking, the vehicle driving apparatus is controlled, and the processor, through the interface unit, at least one of a sensing unit, an object detecting apparatus, and a communication apparatus of the vehicle. Based on the information obtained from one, the occupant is more than a predetermined distance from the vehicle If it is determined that the departure or if the occupant is more than a predetermined time from the vehicle, the vehicle driving device is controlled to move the vehicle, The processor is configured to drive the vehicle to move the vehicle when it is determined that there is an emergency vehicle or exceeds a predetermined time which can be stopped even before it is determined that the occupant is separated from the vehicle by a predetermined distance or a predetermined time. The driving system of the autonomous vehicle, which controls the device. | 2. delete | 3. delete | 4. The autonomous vehicle of claim 1, wherein the processor acquires user input information related to a place from an input unit of the vehicle or the communication device through the interface unit, and determines a return time based on the user input information. Running system. | 5. The apparatus of claim 4, wherein the processor is further configured to acquire information regarding a return time of a passenger, which is received by the communication device through a vehicle to infrastructure (V2I) communication with an infrastructure of a passenger's visit through the interface unit, A drive system for an autonomous vehicle, further determining the return time based on the information regarding the return time of the occupant. | 6. The apparatus of claim 1, wherein the processor acquires navigation information including location information of a facility within a predetermined distance from the vehicle, and determines an expected visit destination that the occupant is expected to visit based on the navigation information, A traveling system for an autonomous vehicle, for determining a return time based on a distance to an expected visit destination. | 7. The apparatus of claim 6, wherein the processor obtains at least one of information on a schedule of a passenger and information on a visit history from a memory of a vehicle or a mobile terminal of a passenger through the interface unit. And based on at least one of the information and the information on the visit destination history, determining an expected visit destination. | 8. The driving system of claim 6, wherein the processor determines a representative of the plurality of passengers and determines a return time based on the representative, when it is determined that the plurality of passengers get off. | 9. The driving system of claim 1, wherein the processor controls the vehicle driving apparatus so that the vehicle travels roaming until the return time is determined when the driver's getting off is detected. | 10. The driving system of claim 1, wherein the processor controls the vehicle driving apparatus to perform autonomous parking when it is determined that a return time is equal to or greater than a preset value. | 11. The driving system of claim 10, wherein the processor controls the vehicle driving apparatus to stop or roam the vehicle when it is determined that a return time is less than a preset value. | 12. The vehicle according to claim 11, wherein the processor acquires road information around the vehicle from at least one of the object detection device, the communication device, and the navigation system through the interface unit, and the vehicle stops based on the road information. And determining that the vehicle is located in the possible zone, and if the vehicle is determined to be located in the stoptable zone, controlling the vehicle driving device to stop the vehicle. | 13. The driving system of claim 10, wherein the processor performs autonomous parking when it is determined that the return time is longer than the travel time. | 14. The method of claim 13, wherein the processor is further configured to determine a parking point from among the plurality of available parking points based on a distance from the vehicle when it is determined that there are a plurality of parking available points capable of parking the vehicle. Driving system of autonomous vehicle. | 15. The method of claim 14, wherein the processor, through the interface unit, from the at least one of the navigation system, the communication device and the memory of the vehicle, obtains information about the parking fee of each of the plurality of parking available points, a plurality of parking A driving system for an autonomous vehicle, further determining a parking point based on the information about the parking fee of each of the possible points. | 16. The vehicle navigation system of claim 13, wherein the processor generates a driving route for reciprocating from the position of the vehicle to the parking spot based on the obtained map data through the interface unit, and through the interface unit, the navigation system and the vehicle. A travel system of an autonomous vehicle, which obtains, from at least one of the communication devices, surrounding environment information near the travel route and determines a travel time based on the travel route and the surrounding environment information. | 17. The autonomous system of claim 1, wherein the processor provides a control signal to the vehicle driving apparatus through the interface unit to perform autonomous release based on the return time and the travel time of the occupant while the vehicle is parked. Driving system of traveling vehicle. | 18. The method of claim 17, wherein the processor acquires the surrounding environment information at a predetermined time interval from the communication device of the vehicle through the interface unit while the vehicle is parked, and based on the driving route and the changed surrounding environment information. The driving system of the autonomous vehicle, which judges the travel time and performs autonomous release. | 19. The method of claim 17, wherein the processor generates a driving route for moving from the parking point to the changed boarding position until the changed boarding time when it is determined that the boarding position and the boarding time of the occupant are changed while the vehicle is parked. And a self-driving vehicle. | 20. The method of claim 19, wherein the processor, while the vehicle is parked, through the interface unit, the vehicle's communication device obtains the location information of the passenger received from the passenger's mobile terminal, based on the passenger's location information, The boarding position and the boarding time are determined, and if it is determined that the boarding position or boarding time is changed, the communication unit controls the communication device to transmit information including the changed boarding position or boarding time to the passenger's mobile terminal. Providing a signal, and through the interface unit, the communication device obtains user input information received from the passenger's mobile terminal, and further determines the boarding position and the boarding time based on the user input information. system.

The device has a sensor for detecting an occupant of a vehicle (100) getting out of the vehicle at a drop-off location. A processor determines a target parking spot for the vehicle based on information acquired through the interface unit. The processor transmits a control signal to a vehicle drive apparatus to park the vehicle at the target parking spot through an interface unit in response to detecting the occupant getting out of the vehicle and determines a travel time period for moving from the drop-off location to the target parking spot and from the target parking spot back to the drop off location. Device for controlling a vehicle i.e. automobile. The device comprises an operation system to actively control the vehicle based on a location of the occupant to perform autonomous driving operation, autonomous parking operation, and autonomous parking-out operation in accordance with a return period of the occupant even without a place of visit being input by a user. The drawing shows a perspective view of a vehicle. 100Vehicle310aStereo camera510Steering input device

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METHOD FOR CONTROLLING VEHICLE IN AUTONOMOUS DRIVING SYSTEM AND APPARATUS THEREOFA method and apparatus for controlling a vehicle in an autonomous driving system are disclosed. A method for controlling a vehicle in an autonomous driving system according to an embodiment of the present invention is a method for acquiring data in an autonomous driving system, wherein block chain data for an entry scheduled section according to a driving route set in the own vehicle is Requesting a server; Receiving, from the server, an encryption key for authenticating a delivery vehicle that has received the block chain data from a candidate vehicle holding the block chain data; Performing authentication for the delivery vehicle using the encryption key; And acquiring the block chain data from the delivery vehicle, wherein the block chain data includes driving information verified by vehicles belonging to the scheduled entry section constituting the block chain network. have. The autonomous vehicle of the present invention is related to artificial intelligence (Artificail Intelligenfce) module, drone (Unmanned Aerial Vehicle, UAV), robot, Augmented Reality (AR) device, virtual reality (VR) device, 5G service. It can be linked to a device, etc.|1. A method for acquiring data in an autonomous driving system, the method comprising: requesting, from a server, block chain data for an entry scheduled section according to a driving route set in a vehicle; Receiving, from the server, an encryption key for authenticating a delivery vehicle that has received the block chain data from a candidate vehicle holding the block chain data; Performing authentication for the delivery vehicle using the encryption key; And acquiring the block chain data from the delivery vehicle, wherein the block chain data includes driving information verified by vehicles belonging to the scheduled entry section constituting the block chain network, A method for acquiring data in an autonomous driving system. | 2. The method of claim 1, further comprising: obtaining driving information of vehicles belonging to the scheduled entry section by decoding the block chain data; And updating at least one of a sensor activation setting, a sensing sensitivity, or a speed of the own vehicle based on the obtained driving information. | 3. The method of claim 1, wherein obtaining the blockchain data from the delivery vehicle comprises transmitting a token representing a digital compensation means used in the blockchain network to the delivery vehicle. How to obtain. | 4. The autonomous driving system of claim 1, wherein the candidate vehicle is a vehicle that has valid blockchain data based on a scheduled entry time of the planned entry section among vehicles belonging to the scheduled entry section and is searched by the server. Method for acquiring data from. | 5. The vehicle of claim 1, wherein the candidate vehicle is a vehicle having the longest block chain length among vehicles that have valid blockchain data based on the scheduled entry time of the scheduled entry section, belonging to the scheduled entry section. A method for obtaining data in an autonomous driving system, explored by. | 6. The method of claim 1, wherein the delivery vehicle is searched by the server as a vehicle scheduled to travel in the direction of the own vehicle, among surrounding vehicles of the candidate vehicle. | 7. The autonomous driving system according to claim 1, wherein the delivery vehicle is searched by the server as an idle vehicle belonging to the scheduled entry section when there is no vehicle scheduled to be driven in the direction of the own vehicle among surrounding vehicles of the candidate vehicle. Method for acquiring data from. | 8. The method of claim 1, wherein the performing of the authentication of the delivery vehicle comprises: receiving information on a contact area with the delivery vehicle from the server; And searching for the delivery vehicle using V2X communication of the own vehicle in the contact area. | 9. The method of claim 1, wherein the obtaining of the block chain data from the delivery vehicle comprises: checking whether delivery of the block chain data is delayed based on the valid time of the block chain data; And transmitting, to the delivery vehicle, a token indicating a digital compensation means used in the blockchain network, deducted according to data availability, when delivery of the blockchain data is delayed as a result of the confirmation. Method for obtaining data from the system. | 10. A processor for controlling functions of the own vehicle; A memory coupled to the processor and storing data for controlling the vehicle; And a transceiver coupled to the processor and transmitting or receiving data for controlling the vehicle. Including, the processor, the block chain data for the entry scheduled section according to the driving path set in the own vehicle to the server, and to the delivery vehicle that received the block chain data from the candidate vehicle holding the block chain data An encryption key for authentication is received from the server, authentication is performed on the delivery vehicle using the encryption key, and the block chain data is obtained from the delivery vehicle, wherein the block chain data is a block chain. An apparatus for acquiring data in an autonomous driving system, comprising driving information verified by vehicles belonging to the planned entry section constituting a network. | 11. The method of claim 10, wherein the processor acquires driving information of vehicles belonging to the scheduled entry section by decoding the block chain data, and sets and senses sensor activation of the own vehicle based on the obtained driving information. An apparatus for obtaining data in an autonomous driving system for updating at least one of sensitivity or speed. | 11. The apparatus of claim 10, wherein the processor transmits a token representing a digital reward means used in the blockchain network to the delivery vehicle. | 13. The autonomous driving system of claim 10, wherein the candidate vehicle is a vehicle that has valid blockchain data based on a scheduled entry time of the planned entry section among vehicles belonging to the scheduled entry section and is searched by the server. Device for acquiring data from. | 14. The method of claim 10, wherein the candidate vehicle is a vehicle having the longest block chain length among vehicles that have valid blockchain data based on the scheduled entry time of the scheduled entry section, belonging to the scheduled entry section, and Device for acquiring data in an autonomous driving system, explored by. | 15. The apparatus of claim 10, wherein the delivery vehicle is searched by the server as a vehicle scheduled to be driven in the direction of the own vehicle, among surrounding vehicles of the candidate vehicle. | 16. The autonomous driving system according to claim 10, wherein the delivery vehicle is searched by the server as an idle vehicle belonging to the scheduled entry section when there is no vehicle scheduled to be driven in the direction of the own vehicle among surrounding vehicles of the candidate vehicle. Device for acquiring data from. | 17. The autonomous vehicle according to claim 10, wherein the processor receives information on a contact area with the delivery vehicle from the server, and searches for the delivery vehicle using V2X communication of the own vehicle in the contact area. Device for acquiring data from a driving system. | 18. The method of claim 10, wherein the processor checks whether delivery of the blockchain data is delayed based on the valid time of the blockchain data, and, as a result of the confirmation, delivery of the blockchain data is delayed. A device for acquiring data in an autonomous driving system for transmitting a token representing a digital compensation means used in the blockchain network, deducted according to the availability of data in case, to the delivery vehicle.

The method involves requesting block chain data for an entry scheduled section according to a driving route set in a vehicle from a server (1550). An encryption key for authenticating a delivery vehicle (1560) that has received the block chain data is received from a candidate vehicle holding the block chain data from the server. The authentication for the delivery vehicle is performed using the encryption key. The block chain data is acquired from the delivery vehicle, where the block chain data includes driving information verified by vehicles belonging to the scheduled entry section constituting the block chain network. An INDEPENDENT CLAIM is included for an apparatus for acquiring data in autonomous driving system. Method for acquiring data in autonomous driving system. The apparatus for acquiring data secures real-time driving data through provision of driving data using a delivery vehicle, thus ensuring real-time driving stability and real-time driving stability. The infrastructure installation cost is reduced through purchase/reward of vehicle-to-vehicle driving block chain data without a server. The drawing shows a flowchart of a method for determining a delivery vehicle to transmit block chain-based driving data in an autonomous driving system. (Drawing includes non-English language text) 1550Server1560Delivery vehicleS1501Step for searching vehicle of holding vehicle around in which server holds block chain dataS1503Step for transmitting delivery request from server transmits grant or reject acceptance and rejection of corresponding requestS1505Step for transmitting contact point geographical information in delivery vehicle

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Method for controlling vehicle in autonomous driving system and apparatus thereofDisclosed is a method and apparatus for controlling a vehicle in an autonomous driving system that controls platooning. A method of controlling a first vehicle that transports passengers in an autonomous driving system that controls platooning according to an embodiment of the present disclosure includes: receiving boarding/alighting information of the passengers from a server; determining a first platoon formation of platooning vehicles that travel in the same lane in a platoon on the basis of the boarding/alighting information; transmitting information about the first platoon formation to other vehicles included in the platoon; checking an object moving adjacent to the lane; and transmitting an object block instruction message, which changes the platoon formation into a second platoon formation such that a block distance between at least one vehicle included in the platoon and a sidewalk becomes smaller than a width of the object, to other vehicles included in the platoon.What is claimed is: | 1. A method of controlling a first vehicle that transports passengers in an autonomous driving system that controls platooning, the method comprising: receiving boarding/alighting information of the passengers from a server; determining a first platoon formation of platooning vehicles that travel in the same lane in a platoon on the basis of the boarding/alighting information; transmitting information about the first platoon formation to other vehicles included in the platoon; detecting an object moving adjacent to the lane; and transmitting an object block instruction message, which changes the platoon formation into a second platoon formation such that a block distance between at least one vehicle included in the platoon and a sidewalk becomes smaller than a width of the object, to other vehicles included in the platoon. | 2. The method of claim 1, wherein the boarding/alighting information includes a stopping position, the number of passengers who board or alight at the stopping position, or an expected time required for boarding or alighting at the stopping position. | 3. The method of claim 2, wherein the determining of a first platoon formation includes: checking an expected stop time of each of the vehicles included in a platoon at the stopping position; determining order with respect to positions of the vehicles included in the platoon on the basis of the expected stop time of each of the vehicles included in the platoon; and determining the first platoon formation on the basis of the order. | 4. The method of claim 1, wherein the object corresponds to an object that has a predetermined size and can move, and wherein the checking of an object includes: receiving first object movement information about movement of the object in a first area that is a surrounding area of a second vehicle from the second vehicle traveling behind the first vehicle; receiving second object movement information about movement of the object in a second area that is a surrounding area of a third vehicle from the third vehicle traveling behind the second vehicle; and checking continuous movement of the object in the first area and the second area on the basis of the first object movement information and the second object movement information. | 5. A method of controlling a second vehicle that prevent intrusion of an object from a first vehicle that transports passengers in an autonomous driving system that controls platooning, the method comprising: receiving information about a first platoon formation of platoon vehicle traveling in a platoon in the same lane from a first vehicle; traveling in accordance with the first platoon formation; receiving movement information of an object moving adjacent to the lane from a third vehicle traveling behind the second vehicle in the platoon; receiving an object block instruction message, which changes the platoon formation into a second platoon formation such that a block distance between at least one vehicle included in the platoon and a sidewalk becomes smaller than a width of the object, from the first vehicle; and traveling in accordance with the second platoon formation. | 6. The method of claim 5, wherein the object corresponds to an object that has a predetermined size and can move. | 7. The method of claim 5, wherein the movement information of the object is shared among the vehicles included in the platoon through V2X (vehicle-to-everything) communication. | 8. The method of claim 5, wherein the movement information of the object includes a position, a movement speed, acceleration of the object in each of sub-areas divided from an area around the third vehicle. | 9. The method of claim 5, wherein the traveling in accordance with the second platoon formation includes approaching toward the sidewalk to maintain a block distance smaller than the width of the object with respect to the sidewalk in correspondence to the object block instruction message. | 10. The method of claim 5, wherein the traveling in accordance with the second platoon formation includes: determining an extra gap from a forward vehicle positioned ahead of the second vehicle that is required for the second vehicle to approach within a block distance with respect to the sidewalk; traveling while maintaining a distance over the extra gap with respect to the forward vehicle; determining whether a collision with the object is expected, when the vehicle approaches within a block distance from the sidewalk; approaching within the spare gap toward the forward vehicle with the distance from the sidewalk maintained when a collision with the object is expected; and approaching within the block distance with respect to the sidewalk when a collision with the object is not expected. | 11. The method of claim 10, wherein the determining of whether there is a possibility of a collision with the object include: determining a turning entry time required for the second vehicle to approach within the block distance with respect to the sidewalk; determining an expected position of the second vehicle after the turning entry time and an expected position of the object after the turning entry time; and determining whether there is a possibility of a collision on the basis of the expected position of the second vehicle and the expected position of the object. | 12. A method of controlling a third vehicle that provides object sensing information to a first vehicle that transports passengers and a second vehicle that assists boarding/alighting of the passengers of the first vehicle in an autonomous driving system that controls platooning, the method comprising: receiving information about a first platoon formation of platoon vehicle traveling in a platoon in the same lane from the first vehicle; traveling in accordance with the first platoon formation; detecting an object moving adjacent to the lane; transmitting movement information of the object to other vehicles included in the platoon; receiving an object block instruction message, which changes the platoon formation into a second platoon formation such that a block distance between at least one vehicle included in the platoon and a sidewalk becomes smaller than a width of the object, from the first vehicle; and traveling in accordance with the second platoon formation. | 13. The method of claim 12, wherein the object corresponds to an object that has a predetermined size and can move, the movement information of the object includes motion sensing information of the vehicle and image data of the object acquired by a camera of the vehicle, and the motion sensing information includes a position, a speed, and acceleration of the object. | 14. The method of claim 12, wherein the movement information of the object is shared among the platoon vehicles through V2X (vehicle-to-everything) communication. | 15. The method of claim 12, wherein the movement information of the object includes a position, a movement speed, acceleration of the object in each of sub-areas divided from an area around the third vehicle. | 16. The method of claim 12, wherein the detecting of an object includes: checking a sidewalk boundary of the a sidewalk adjacent to the lane; checking a vehicle side boundary that is a side boundary of the vehicle; and checking the object moving between the sidewalk boundary and the vehicle side boundary. | 17. The method of claim 12, wherein the detecting of an object includes: acquiring an image including a forward vehicle positioned ahead of the third vehicle and a sidewalk adjacent to the lane; checking a sidewalk boundary that is a boundary of the sidewalk adjacent to the lane in the image; checking a vehicle boundary that is a boundary of the forward vehicle in the image; and detecting movement of the object between the vehicle boundary of the forward vehicle and the sidewalk boundary. | 18. The method of claim 12, wherein the detecting of an object includes: acquiring an image including at least one forward vehicle positioned ahead of the third vehicle of the platoon vehicles and a sidewalk adjacent to the lane; checking a sidewalk boundary that is a boundary of the sidewalk adjacent to the lane in the image; checking movement of the object between the sidewalk boundary and wheel boundaries that are boundaries of wheels of the at least one forward vehicle. | 19. The method of claim 18, wherein the checking of movement of the object includes: checking a start line horizontally extending from a bottom of a rear side of a first forward vehicle positioned right ahead of the third vehicle; checking a start point where the start line and the sidewalk boundary meet; checking at least one wheel boundary point where a line connecting wheel boundaries of at least one vehicle and the start line meet; and detecting the object existing between a wheel point, which is close to the start point of the at least one wheel boundary point, and the start point. | 20. The method of claim 12, wherein the detecting of an object includes: receiving a message including a position of the object from a rearward vehicle positioned behind the third vehicle in the platoon; activating at least one sensor for sensing a surrounding area of the third vehicle in correspondence to reception of the message; and detecting the object moving in the surrounding area through the at least one sensor.

The method involves receiving ride information of the passenger from a server. It is determined that if a first cluster size of crowded vehicles that are clustered and run in the same lane based on the getting on and off information. The information about the first cluster large is transmitted to other vehicles included in the cluster. An object moving near the lane is detected. An object blocking command message is provided for changing the size of the cluster to a second size of the cluster. The getting on and off information includes a stop position, a number of persons getting on or off at the stop position, and a time required to get on or off at the stop position. INDEPENDENT CLAIMS are included for the following:a method for controlling a second vehicle; anda method for controlling a third vehicle. Method for controlling a first vehicle for transporting passengers in an autonomous system for controlling crowding. The entry of an object in response to the detection of an object that may collide with a passenger is prevented. The occurrence of a collision accident caused by a motorcycle or a bicycle approaching from the rear is prevented. The drawing shows a flowchart of a first vehicle for transporting passengers in an autonomous driving system. (Drawing includes non-English language text).

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