DRIVER NOTIFICATIONS DURING DRIVING EVENTS

A method of driving assistance at a device is disclosed herein. The method includes identifying that a vehicle is approaching a driving event based on sensor data while the vehicle is operating. The method includes computing a time to arrival at the driving event based on the sensor data. The method includes adjusting at least one of an acceleration value or a position of the vehicle with respect to the driving event based on the sensor data and the time to arrival at the driving event being equal to a threshold value.

TECHNICAL FIELD

The present disclosure relates generally to communication systems, and more particularly, to driving assistance systems.

INTRODUCTION

BRIEF SUMMARY

In an aspect of the disclosure, a method, a computer-readable medium, and an apparatus are provided. The apparatus includes a memory; and at least one processor coupled to the memory and, based at least in part on information stored in the memory, the at least one processor is configured to identify that a vehicle is approaching a driving event based on sensor data while the vehicle is operating; compute a time to arrival at the driving event based on the sensor data; and adjust at least one of an acceleration value or a position of the vehicle with respect to the driving event based on the sensor data and the time to arrival at the driving event being equal to a threshold value.

DETAILED DESCRIPTION

A vehicle may be equipped with a driver assistance system that enables the vehicle to operate autonomously or semi-autonomously from a person (i.e., a driver) in a driver's seat of the vehicle. For instance, when the vehicle approaches an intersection, the driver assistance system of the vehicle may identify the intersection based on sensor data and/or maps and determine whether the vehicle has a right-of-way (i.e., if a traffic light is green) at the intersection. If the vehicle has the right-of-way, the driver assistance system may cause the vehicle to drive through the intersection without input from the driver. If the vehicle does not have the right-of-way, the driver assistance system may cause the vehicle to stop at a stopping position (i.e., at a traffic marking before the traffic light) of the intersection without input from the driver. If the driver assistance system erroneously determines that the vehicle has the right-of-way (i.e., the traffic light is red and the driver assistance system identifies the traffic light as green) or if the driver assistance system erroneously determines that the vehicle does not have the right-of-way (i.e., the traffic light is green and the driver assistance system identifies the traffic light as red), the driver may take action causing the vehicle to stop at the stopping position or action causing the vehicle to drive through the intersection, respectively. The driver assistance system may visually indicate (e.g., on a display, such as a center console of the vehicle) an intent to proceed through an intersection or stop at the intersection to the driver; however, visual indications may be missed by the driver.

Various aspects relate generally to driver notifications during driving events. Some aspects more specifically relate to approaching an intersection or approaching an obstacle on a road. In some examples, an apparatus identifies that a vehicle is approaching a driving event based on sensor data while the vehicle is operating. The apparatus computes a time to arrival at the driving event based on the sensor data. The apparatus adjusts at least one of an acceleration value or a position (e.g., a lateral position) of the vehicle with respect to the driving event based on the sensor data and the time to arrival at the driving event being equal to a threshold value.

Particular aspects of the subject matter described in this disclosure can be implemented to realize one or more of the following potential advantages. In some examples, by adjusting at least one of the acceleration value or the position (e.g., a lateral position) of the vehicle with respect to the driving event when the time to arrival equals the threshold value, the apparatus may inform the driver of an intention of the vehicle with respect to the driving event (e.g., approaching an intersection) in a timely manner that enables the driver to take action if the driver so chooses. Furthermore, the apparatus may condition the driver over time to expect adjustment of the acceleration value and/or the position at a time instance at which the time to arrival equals the threshold value. Thus, the apparatus may provide the driver with the opportunity to determine whether the vehicle is performing in a suitable or desired manner and as such, the driver remains “in the loop” with respect to navigation decisions made by the vehicle.

The SMO Framework105may be configured to support RAN deployment and provisioning of non-virtualized and virtualized network elements. For non-virtualized network elements, the SMO Framework105may be configured to support the deployment of dedicated physical resources for RAN coverage requirements that may be managed via an operations and maintenance interface (such as an O1interface). For virtualized network elements, the SMO Framework105may be configured to interact with a cloud computing platform (such as an open cloud (O-Cloud)190) to perform network element life cycle management (such as to instantiate virtualized network elements) via a cloud computing platform interface (such as an O2interface). Such virtualized network elements can include, but are not limited to, CUs110, DUs130, RUs140and Near-RT RICs125. In some implementations, the SMO Framework105can communicate with a hardware aspect of a 4G RAN, such as an open eNB (O-CNB)111, via an O1interface. Additionally, in some implementations, the SMO Framework105can communicate directly with one or more RUs140via an O1interface. The SMO Framework105also may include a Non-RT RIC115configured to support functionality of the SMO Framework105.

Referring again toFIG.1, in certain aspects, the UE104may have a time to driving event (TTDE) component198that may be configured to identify that a vehicle is approaching a driving event based on sensor data while the vehicle is operating; compute a time to arrival at the driving event based on the sensor data; and adjust at least one of an acceleration value or a position (e.g., a lateral position) of the vehicle with respect to the driving event based on the sensor data and the time to arrival at the driving event being equal to a threshold value. Although the following description may focus on a time to an intersection or a time to an obstacle, the concepts described herein may be applicable to any driving scenario.

At least one of the TX processor368, the RX processor356, and the controller/processor359may be configured to perform aspects in connection with the TTDE component198ofFIG.1.

FIG.4is a diagram400illustrating an example of wireless communication between wireless devices based on sidelink (SL) communication in accordance with various aspects of the present disclosure. In one example, a UE402may transmit a transmission414, e.g., including a control channel (e.g., a physical sidelink control channel (PSCCH)) and a corresponding data channel (e.g., a physical sidelink shared channel (PSSCH)), that may be received by one or more UEs (e.g., UEs404and406). A control channel may include information for decoding the corresponding data channel, and it may also be used by a receiving UE for avoiding interference (e.g., UEs404and406may be refrained from transmitting data on resources occupied/reserved by the UE402). For example, the UE402may indicate the number of transmission time intervals (TTIs) and the resource blocks (RBs) that are to be occupied by a transmission from the UE402in a control message (e.g., a sidelink control information (SCI) message). The UEs402,404,406, and408may each have the capability to operate as a transmitting UE in addition to operating as a receiving UE. For example, UEs404,406, and408may also transmit transmissions422,416, and420, respectively, to other UEs, such as the UEs402and404. The transmissions414,416,420may be broadcast or multicast to nearby wireless devices or UEs. For example, the UE402may transmit communication (e.g., data) for receipt by other UEs within a range401of the UE402. Additionally, or alternatively, a road side unit (RSU)407may be used to provide connectivity and information to sidelink devices, such as by receiving communication from and/or transmitting communication (e.g., communication418) to UEs402,406, and408.

Sidelink communication that is exchanged directly between UEs (which may be referred to as “sidelink UEs” hereafter) may include discovery messages for a UE to find other nearby UEs. In some examples, the sidelink communication may also include resource reservation information associated with other sidelink UEs, which may be used by a UE for determining/selecting the resources for transmission.

In one example, a sidelink communication may be based on different types or modes of resource allocation mechanisms. As shown by a diagram500A ofFIG.5A, in a first resource allocation mode (which may be referred to as “Mode1,” “sidelink transmission Mode1,” and/or “V2X Mode1,” etc.), a centralized resource allocation may be provided. For example, under the first resource allocation mode, a base station502may determine and allocate sidelink resources for communications between a first UE504and a second UE506. The first UE504may receive an indication of the allocated sidelink resources (e.g., a resource grant) from the base station502via a UE-to-universal mobile telecommunications system (UMTS) terrestrial radio access network (UE-to-UTRAN) (Uu) link (e.g., via a resource radio control (RRC) message or downlink control information (DCI) (e.g., DCI format 3_0)), and then the first UE504may use the allocated sidelink resources for communicating with the second UE506over the sidelink (which may also be referred to as a PC5 link).

As shown by a diagram500B ofFIG.5B, in a second resource allocation mode (which may be referred to as “Mode2,” “sidelink transmission Mode2,” and/or “V2X Mode2,” etc.), a distributed resource allocation may be provided between UEs. For example, under the second resource allocation mode, each UE may autonomously determine sidelink resources for its sidelink transmission. In order to coordinate the selection of sidelink resources by individual UEs, each UE may use a sensing technique to monitor/detect sidelink resources reserved/used by other UEs, and then each UE may select sidelink resources for its sidelink transmissions from unreserved/used sidelink resources. For example, a first UE504may sense and select unreserved/unused sidelink resources in a sidelink resource pool based on decoding SCI messages received (e.g., transmitted from a second UE506or another UE), and the first UE504may use the selected side resources for communicating with the second UE506. After the first UE504selects the sidelink resources for its transmission, the first UE504may also transmit/broadcast (e.g., via groupcast or broadcast) to other UEs the sidelink resources used/reserved by the first UE504via SCI, such that other UEs may refrain using these sidelink resources to avoid resource collision (e.g., two UEs transmitting simultaneously using same time and frequency resources). Signaling on sidelink may be the same between the two resource allocation modes (e.g., Mode1and Mode2). For example, from a receiving UE's point of view (e.g., the second UE506), there may be no difference between the two resource allocation modes.

In some examples, a UE receiving a sidelink transmission (which may be referred to as a receiving UE) may be configured to provide feedback (e.g., an acknowledgement (ACK) or a negative acknowledgement (NACK)) to a UE transmitting the sidelink transmission (which may be referred to as a transmitting UE). For example, after the second UE506receives a transmission from the first UE504, the second UE506may send an ACK to the first UE504via a physical sidelink feedback channel (PSFCH) if the second UE506is able to receive and decode the transmission. On the other hand, if the second UE506is unable to decode or receive the transmission, the second UE506may send a NACK to the first UE504. In one example, if the transmission from the first UE504is a unicast or a groupcast message, the second UE506may be configured to transmit an explicit ACK/NACK to the first UE504indicating whether the transmission is successfully decoded, e.g., the second UE506transmits an ACK if the transmission is successfully decoded and transmits a NACK if the transmission is not successfully decoded. In another example, if the transmission from the first UE504is a groupcast message, the second UE506may be configured to transmit an implicit NACK, where the second UE506may transmit a NACK to the first UE504if the second UE506is unable to decode or does not receive the transmission. However, the second UE506may skip transmitting an ACK if the second UE506successfully decodes the transmission.

Sidelink communications may take place in transmission or reception sidelink resource pools. The minimum resource allocation unit in a sidelink resource pool may be a sub-channel in frequency, and the resource allocation in time may be one slot. Some slots in a sidelink resource pool may are not be available for sidelink communications (e.g., may be reserved/configured for other purposes or other types of communications). For example, some slots may contain feedback resources (e.g., a PSFCH). A base station may configure a sidelink resource pool to a set of UEs, such as via an RRC configuration, or the sidelink resource pool may be preloaded on the set of UEs (e.g., via a pre-configuration).

FIG.6is a diagram600illustrating an example structure of a sidelink resource pool in accordance with various aspects of the present disclosure. A sidelink resource pool602may include a set of time and frequency resources (e.g., each slot and sub-channel may indicate a time and frequency resource), and each time and frequency resource may be used by a transmitting UE for transmitting a PSCCH and/or a PSSCH, or used by a receiving UE for transmitting a PSFCH. For example, as shown at604, a slot606may include resources for a PSCCH608, a PSSCH610, and a PSFCH612. After a receiving UE receives the slot606(e.g., the second UE506), the receiving UE may first decode the SCI in the PSCCH608and/or the PSSCH610(e.g., for a two-stage SCI), then decode data in the PSSCH610. The receiving UE may also receive a feedback via the PSFCH612(e.g., for a previous transmission to the transmitting UE), or the receiving UE may also transmit a feedback for the PSSCH610via the PSFCH612.

A vehicle may be equipped with a driver assistance system that enables the vehicle to operate autonomously or semi-autonomously from a person (i.e., a driver) in a driver's seat of the vehicle. For instance, when the vehicle approaches an intersection, the driver assistance system of the vehicle may identify the intersection based on sensor data and/or maps and determine whether the vehicle has a right-of-way (i.e., if a traffic light is green) at the intersection. If the vehicle has the right-of-way, the driver assistance system may cause the vehicle to drive through the intersection without input from the driver. If the vehicle does not have the right-of-way, the driver assistance system may cause the vehicle to stop at a stopping position (i.e., at a traffic marking before the traffic light) of the intersection without input from the driver.

If the driver assistance system erroneously determines that the vehicle has the right-of-way (i.e., the traffic light is red and the driver assistance system identifies the traffic light as green) or if the driver assistance system erroneously determines that the vehicle does not have the right-of-way (i.e., the traffic light is green and the driver assistance system identifies the traffic light as red), the driver may take action causing the vehicle to stop at the stopping position or action causing the vehicle to drive through the intersection, respectively. The driver assistance system may visually indicate (e.g., on a display, such as a center console of the vehicle) an intent to proceed through an intersection or stop at the intersection to the driver; however, visual indications may be missed by the driver.

Various technologies pertaining to driver notifications during driving events are described herein. In an example, an apparatus identifies that a vehicle is approaching a driving event based on sensor data while the vehicle is operating. The apparatus computes a time to arrival at the driving event based on the sensor data. The apparatus adjusts at least one of an acceleration value or a position (e.g., a lateral position) of the vehicle with respect to the driving event based on the sensor data and the time to arrival at the driving event being equal to a threshold value. Vis-à-vis adjusting at least one of the acceleration value or the position of the vehicle with respect to the driving event when the time to arrival equals the threshold value, the apparatus may inform the driver of an intention of the vehicle with respect to the driving event (e.g., approaching an intersection) in a timely manner that enables the driver to take action if the driver so chooses. Furthermore, the apparatus may condition the driver over time to expect adjustment of the acceleration value and/or the position (e.g., a lateral position) at a time instance at which the time to arrival equals the threshold value. Thus, the apparatus may provide the driver with the opportunity to determine whether the vehicle is performing in a suitable or desired manner and as such, the driver remains “in the loop” with respect to navigation decisions made by the vehicle.

In one aspect, at a time to intersection (TTI), a driver may be informed of a vehicle's intended action at an upcoming traffic signaled intersection, so that the driver may intervene if they wish to do so; where the TTI may be pre-configured, and where the vehicle may accelerate/decelerate so that the information is provided to the driver at the configured TTI. In an embodiment, the vehicle's intended action may be based on the traffic signal being red (intended action=stop) or green (intended action=go). In an example, when the traffic signal is red, the information regarding the vehicle's intended action may be provided to the driver in the form of a deceleration jerk or the vehicle slowing down. In an embodiment when the traffic signal is green, the information regarding the vehicle's intended action may be provided to the driver in the form of an acceleration jerk or sound or vibration.

FIG.7is a diagram700illustrating an example vehicle702according to one or more techniques of this disclosure. In an example, the vehicle702may be a car, a bus, a motorcycle, etc. The vehicle702may include processor(s)704. The vehicle702may include sensor(s)706that may enable the vehicle702to perceive an environment around the vehicle702. The sensor(s)706may include camera(s)708, radar sensor(s)710, and/or light detection and ranging (LIDAR) sensor(s)712(which may also be referred to as “laser imaging, detection, and ranging sensors”). The vehicle702may include data store(s)714. The data store(s)714may include map(s)716that may facilitate navigation of the vehicle702through environments. The map(s)716may include standard-definition (SD) maps and high-definition (HD) maps. SD maps may have approximately meter-level accuracy and HD maps may have approximately centimeter-level accuracy.

The vehicle702may include communication system(s)718that may enable the vehicle to communicate with other devices, such as other vehicles, remote servers, road-side units (RSUs), onboard units (OBUs), mobile phones, etc. The communication system(s)718may include vehicle-to-vehicle (V2V) communication systems and vehicle-to-everything (V2X) communication systems. The communication system(s)718may include transceivers and/or antennas. The communication system(s)718may include wireless local area network (WLAN) systems, Bluetooth communication systems, and/or wireless communication systems such as 5G New Radio (NR), Long-Term Evolution (LTE), etc.

The vehicle702may include actuator(s)720. The actuator(s)720may include one or more elements that may change other elements of the vehicle702based on signals from the processor(s)704or other inputs. The actuator(s)720may include motors, relays, hydraulic pistons, pneumatic actuators, etc.

The vehicle702may include vehicle systems722that facilitate movement of the vehicle702. The vehicle systems722may include a propulsion system724that converts energy into force used to turn wheels of the vehicle702. The propulsion system724may include an internal combustion engine and/or an electric engine. The propulsion system724may also be used to power functions of the vehicle702not related to movement of the vehicle702. The vehicle systems722may include a braking system726that enables the vehicle702to brake. The vehicle systems722may include a steering system728that enables the vehicle702to change directions (i.e., steer). The vehicle systems722may include a throttle system730that enables the vehicle702to control a flow of fuel or power to an engine of the vehicle702. The vehicle702may include a transmission system732that may change a speed or a direction of rotation of a mechanical device. The vehicle systems722may include a signaling system734that enables the vehicle to output indications to devices and persons that signal an intent of the vehicle. The signaling system734may include turn-signals, blinkers, headlights, etc. The vehicle702may include a navigation system736that facilitates navigation of the vehicle702about an environment. The navigation system736may utilize inputs from the sensor(s)706, the map(s)716, and/or the communication system(s)718in order to generate a route that the vehicle702may navigate. The navigation system736may be or include a global navigation satellite system (GNSS), such as a global positioning system (GPS).

The vehicle702may include driver assistance systems738that aid a driver of the vehicle702when the vehicle702is operated. The driver assistance systems738may include an autonomous driving system740that enables the vehicle702to operate (i.e., navigate about an environment) autonomously without input from the driver. The driver assistance systems738may include a semi-autonomous driving system742that enables the vehicle702to operate semi-autonomously (i.e., both the driver and the vehicle702may share responsibilities for operating the vehicle). The driver assistance systems738may include a time to driving event (TTDE) component198. As will be described in greater detail below, the TTDE component198may be configured to compute a TTDE based on sensor data generated by the sensor(s)706and/or data from the map(s) and the TTDE component198may be configured to change an acceleration value and/or a position of the vehicle702based on the TTDE. The TTDE component198may be implemented in hardware and/or software.

The vehicle702may include driver feedback devices744that provide feedback to the driver as the vehicle702operates. The driver feedback devices744may include visual feedback device(s)746that provide visual feedback to a user. The visual feedback device(s) may include a display panel. The driver feedback devices744may include auditory feedback device(s)748that provide auditory feedback to the driver. The auditory feedback device(s)748may include speaker(s). The vehicle702may include haptic feedback device(s)750that provide haptic feedback to the driver. The haptic feedback device(s)750may include motor(s).

The vehicle702may also include components in addition to those depicted in the diagram700, such as memory storing instructions, seating, wheels, a steering wheel, microphones, etc.

FIG.8is a diagram800illustrating example processes for navigating an intersection with and without a time to intersection (TTI) calculation. As used herein, the term “TTI” may refer to a time computed by a vehicle (or a component thereof) for the vehicle to move from a first position to a second position, where the first position is a current position of the vehicle and where the second position is a road marking (e.g., a stop line) where vehicles are to stop prior to entering an intersection when the vehicle does not have a right-of-way (e.g., when a traffic light at the intersection is red) to proceed through the intersection.

In a first example802, a vehicle (e.g., the vehicle702) may not calculate a TTI. The vehicle may be operating in an autonomous mode or a semi-autonomous mode. At804, the vehicle may detect that the vehicle is approaching an intersection based on sensor data, such as image(s) captured by camera(s), and/or data from map(s). At806, the vehicle may determine whether a traffic light at the intersection is green (i.e., whether the vehicle has a right-of-way with respect to the intersection) based on the sensor data. At808, upon positive determination, the vehicle may proceed through the intersection (i.e., the vehicle may drive through the intersection). For instance, the vehicle may control vehicle systems of the vehicle such that the vehicle accelerates through the intersection, maintains a current acceleration while proceeding through the intersection, or decelerates through the intersection (without coming to a stop). At810, upon negative determination, the vehicle may identify a stop position (e.g., a traffic marking on the ground indicating where the vehicle is to stop if the vehicle does not have the right-of-way) with respect to the intersection based on the sensor data. At812, the vehicle may stop at the identified stop position. For instance, the vehicle may control the vehicle systems of the vehicle such that the vehicle decelerates and comes to a stop at the stop position. The driving scenario described above in the first example802may not inform a driver of the vehicle of an intent of the vehicle to proceed or not proceed through the intersection in a timely manner.

In a second example814, the vehicle (e.g., the vehicle702) may calculate a TTI. The vehicle may be operating in an autonomous mode or a semi-autonomous mode. At816, the vehicle may detect that the vehicle is approaching an intersection based on sensor data, such as image(s) captured by camera(s), and/or data from map(s). At818, the vehicle may identify a stop position (e.g., a traffic marking on the ground indicating where the vehicle is to stop if the vehicle does not have the right-of-way) with respect to the intersection based on the sensor data. At820, the vehicle may calculate a TTI based on the sensor data. For instance, the vehicle may determine a current position of the vehicle based on the sensor data, a current velocity of the vehicle, and a current acceleration of the vehicle. The vehicle may compute the TTI based on the current position of the vehicle, the stop position, the current velocity of the vehicle, and the current acceleration of the vehicle. At822, the vehicle may determine whether the TTI is equal to a threshold value (i.e., a threshold time value). In one aspect, the threshold value may be a global value for a plurality of driving scenarios. Upon negative determination, the vehicle may repeat the TTI calculation at820using updated values for the current position of the vehicle, the stop position of the vehicle, the velocity of the vehicle, and the current acceleration of the vehicle. For instance, the vehicle may calculate the TTI as described above at periodic intervals.

Upon positive determination, at824, the vehicle may determine whether a traffic light at the intersection is green (i.e., whether the vehicle has a right-of-way with respect to the intersection) based on the sensor data. Additionally, or alternatively, in some aspects, at824, the vehicle may determine whether the vehicle has the right-of-way with respect to the intersection based on received vehicle to infrastructure (V21) data that indicates whether or not the vehicle has the right-of-way with respect to the intersection. Upon positive determination, and at a time instance at which the TTI equals the threshold value, at826, the vehicle may implement green light actuator behavior. In one example with respect to the green light actuator behavior, the vehicle may increase an acceleration value of the vehicle at the time instance. In another example with respect to the green light actuator behavior, the vehicle may maintain a current acceleration (and hence a current velocity) at the time instance. Stated differently, through the green light actuator behavior, the vehicle may inform the driver at the time instance that the vehicle has identified the intersection and that the vehicle intends to proceed through the intersection. At828, the vehicle may proceed through the intersection based on the green light actuator behavior.

Upon negative determination, and at the time instance at which the TTI equals the threshold value, at830, the vehicle may implement intersection actuator behavior. In an example, the vehicle may decrease an acceleration value of the vehicle at the time instance at which the TTI equals the threshold value. Stated differently, through the intersection actuator behavior, the vehicle may inform the driver at the time instance that the vehicle has identified the intersection and that the vehicle intends to stop at the intersection. At832, the vehicle may stop at the identified stop position based on the intersection actuator behavior.

The second example814described above (TTI calculation) may be associated with various advantages compared to the first example802(no TTI calculation) described above. By implementing the green light actuator behavior or the intersection actuator behavior at the time instance at which the TTI equals the threshold value, the vehicle may inform the driver of an intention of the vehicle with respect to the intersection in a timely manner that enables the driver to take action if the driver so chooses. In an example, if a driver assistance system (e.g., the autonomous driving system, the semi-autonomous driving system742, etc.) misidentifies a traffic signal (e.g., misidentifies a green light for a red light or vice versa), the vehicle may inform the driver of an intention of the vehicle (e.g., via the green light actuator behavior or the intersection actuator behavior) at the time instance at which the TTI equals the threshold value such that the driver has an opportunity recognize the misidentification and take corrective action before the vehicle reaches the intersection. For example, the intended behavior of the vehicle may be overridden by the driver (e.g., by accelerating or decelerating the vehicle, changing a position of the vehicle, etc.). Furthermore, the driver may become conditioned over time to expect the green light actuator behavior or the intersection actuator behavior at the time instance at which the TTI equals the threshold value. Thus, the driver may be given the opportunity to determine whether the vehicle is performing in a suitable manner and as such, the driver remains “in the loop” with respect to navigation decisions made by the vehicle.

In one aspect, the vehicle may identify a color and/or a symbol on a traffic signal at the intersection. The vehicle may predict whether the color and/or a symbol on the traffic signal at the intersection. For example, the vehicle may predict whether color and/or the symbol on the traffic signal will change based on an amount of time that the color and/or the symbol has remained constant and/or based on data about behavior of the traffic signal at the intersection. At a time instance at which the TTI is equal to the threshold value, the vehicle may adjust an acceleration value (e.g., implement the green light actuator behavior or the intersection actuator behavior) and/or a position (e.g., a lateral position) of the vehicle based on the prediction. For instance, if the traffic signal is red at the time instance, but the traffic signal is predicted to change from red to green within a relatively short period of time (e.g., a few milliseconds) after the time instance, the vehicle may implement the green light actuator behavior at the time instance.

FIG.9is a diagram900illustrating example aspects pertaining to a TTI calculation in accordance with one or more techniques of this disclosure. The green light actuator behavior implemented by the vehicle at the time instance at which the TTI equals the threshold value may include, at902, the vehicle controlling the vehicle systems to produce an acceleration jerk at the time instance. The acceleration jerk may refer to a positive change in a rate of acceleration of the vehicle. Furthermore, the green light actuator behavior may include, at904, additional feedback. The additional feedback may include generating a sound (i.e., auditory feedback) corresponding to an acceleration or an acceleration jerk at the time instance. The additional feedback may include generating a vibration (i.e., haptic feedback) in a seat, wheel, or floor of the vehicle corresponding to the acceleration or the acceleration jerk at the time instance. The additional feedback may include generating visual information (i.e., visual feedback) at the time instance that informs the driver that the vehicle intends to proceed through the intersection.

The intersection actuator behavior implemented by the vehicle at the time instance at which the TTI equals the threshold value may include, at906, the vehicle controlling the vehicle systems to produce a deceleration jerk. The deceleration jerk may refer to a negative change in a rate of acceleration of the vehicle. The intersection actuator behavior may also include generating auditory, haptic, and/or visual feedback at the time instance corresponding to the deceleration jerk. At908, the intersection actuator behavior may include reducing a speed of the vehicle in order for the vehicle to stop at a stop position of the intersection.

FIGS.10A-10Dare diagrams1000A,1000B,1000C, and1000D depicting examples of the vehicle702calculating a TTI and controlling the vehicle702based on the calculated TTI. In the diagrams1000A-400D, the vehicle702may be operating in an autonomous mode or a semi-autonomous mode. The examples depicted in the diagrams1000A-1000D may correspond to the aspects described above in the description ofFIGS.8and9.

Referring toFIG.10A, the vehicle702may be travelling cast on a road in an autonomous driving mode or a semi-autonomous driving mode. The road may be part of an intersection1002(e.g., a location where at least two roads meet), where the intersection1002may have a stop line1004and a traffic light1006. In the example depicted in the diagram1000A, the vehicle702has not yet identified the intersection1002.

Referring toFIG.10B, the vehicle702has travelled further east (and is closer to the intersection1002compared to the example depicted in the diagram1000A). The vehicle702may identify the intersection1002and the stop line1004of the intersection1002based on sensor data generated by the sensor(s)706of the vehicle702. The vehicle702may calculate a TTI as described above. However, in the example depicted in the diagram1000B, the TTI calculated by the vehicle702may not be equal to the threshold value.

Referring toFIG.10C, the vehicle702has travelled further east (and is closer to the intersection1002compared to the example depicted in the diagram1000B). In the example depicted in the diagram1000C, the vehicle702may determine that the TTI is equal to the threshold value. Upon determining that the TTI is equal to the threshold value, the vehicle702may determine whether the traffic light1006is green (i.e., whether the vehicle702has the right-of-way with respect to the intersection1002) based on sensor data generated by the sensor(s)706. Based on the determination, the vehicle702may implement the green light actuator behavior or the intersection actuator behavior at a time instance in which the TTI is equal to the threshold value as described above in the description ofFIGS.8and9. Although the identification of the intersection1002and the determination that the TTI equals the threshold value are described above as occurring consecutively, the identification of the intersection1002and the determination that the TTI equals the threshold value may be performed concurrently.

Referring toFIG.10D, the driver of the vehicle702may perceive the green light actuator behavior or the intersection actuator behavior at the time instance. The driver may then react or not react based on perceiving the green light actuator behavior or the intersection actuator behavior at the time instance. For example, if the driver does not react, the vehicle702may continue with its intended behavior (e.g., stopping at the stop line1004or proceeding through the intersection1002). For example, if the driver does react, the driver may override the intended behavior of the vehicle702as perceived by the driver through the green light actuator behavior or the intersection actuator behavior. Based on the foregoing, the driver may be conditioned over time to expect a cue (e.g., the green light actuator behavior, the intersection actuator behavior) at a time instance at which the TTI is equal to the threshold. For instance, if the vehicle702does not recognize the intersection1002(e.g., due to a sensor obstruction) and hence does not produce the cue, the driver may respond to the lack of the cue (e.g., by braking or accelerating) due to the conditioning.

FIGS.11A-11Dare diagrams1100A,1100B,1100C, and1100D depicting example illustrations of the vehicle702calculating a time to obstacle (TTO) and controlling the vehicle702based on the calculated TTI. Although the concepts described above in the description ofFIGS.8,9, and10A-10Drelate to an intersection, such concepts may also be utilized in other driving scenarios, such as a driving scenario in which the vehicle702encounters an obstacle on a road. As used herein, the term “TTO” may refer to a time computed by a vehicle (or a component thereof) for the vehicle to move from a first position to a second position, where the first position is a current position of the vehicle and where the second position is a position of an obstacle. In the diagrams1100A-110D, the vehicle702may be operating in an autonomous mode or a semi-autonomous mode. The examples depicted in the diagrams1100A-1100D may correspond to aspects described above in the description ofFIGS.8,9, and10A-10D.

Referring toFIG.11A, the vehicle702may be travelling cast on a road in an autonomous driving mode or a semi-autonomous driving mode. An obstacle1102may be present on the road. In an example, the obstacle1102may be debris, a road sign, a pedestrian, a vehicle, a cyclist, etc. In the example depicted in the diagram1100A, the vehicle702has not yet identified the obstacle1102.

Referring toFIG.11B, the vehicle702has travelled further cast (and is closer to the obstacle1102compared to the example depicted in the diagram1100A). The vehicle702may identify the obstacle1102based on sensor data generated by the sensor(s)706of the vehicle702. The vehicle702may calculate a TTO as described above in a manner similar to that described above with respect to the TTI. For instance, the vehicle702may calculate the TTO based on a current position of the vehicle702(as ascertained through the sensor data), a position of the obstacle1102(as ascertained through the sensor data), a current velocity of the vehicle702(as ascertained through the sensor data), and a current acceleration of the vehicle702(as ascertained through the sensor data). However, in the example depicted in the diagram1000B, the TTO calculated by the vehicle702may not be equal to the threshold value.

Referring toFIG.11C, the vehicle702has travelled further east (and is closer to the obstacle1102compared to the example depicted in the diagram1100B). In the example depicted in the diagram1100C, the vehicle702may determine that the TTO is equal to the threshold value. Based on the determination, the vehicle702may implement behavior similar to the green light actuator behavior or the intersection actuator behavior at a time instance in which the TTO is equal to the threshold value as described above in the description ofFIGS.8and9. For instance, the vehicle702may control the vehicle systems722to change an acceleration value of the vehicle702at the time instance. Additionally, or alternatively, the vehicle702may control the vehicle systems722to change a position of the vehicle with respect to the obstacle1102at the time instance. Although the identification of the obstacle1102and the determination that the TTO equals the threshold value are described above as occurring consecutively, the identification of the obstacle1102and the determination that the TTO equals the threshold value may be performed concurrently.

Referring toFIG.11D, the driver of the vehicle702may perceive the behavior similar to the green light actuator behavior or the intersection actuator behavior at the time instance. The driver may then react or not react based on perceiving the behavior similar to the green light actuator behavior or the intersection actuator behavior at the time instance. For example, if the driver does not react, the vehicle702may continue with its intended behavior. For example, if the driver does react, the driver may override the intended behavior of the vehicle702as perceived by the driver through the behavior similar to the green light actuator behavior or the intersection actuator behavior. Based on the foregoing, the driver may be conditioned over time to expect a cue (e.g., the green light actuator behavior, the intersection actuator behavior) at a time instance at which the TTO is equal to the threshold. For instance, if the vehicle702does not recognize the obstacle1102(e.g., due to a sensor obstruction) and hence does not produce the cue, the driver may respond to the lack of the cue (e.g., by braking or accelerating, changing a position of the vehicle with respect to the obstacle1102, etc.) due to the conditioning.

FIG.12is a communications flow diagram1200depicting example communications between the apparatus1201, the sensor(s)706, and the vehicle systems722of the vehicle702. As used herein, the term “driving event” (DE) may refer to a scenario in which a vehicle approaches an intersection, a scenario in which a vehicle approaches an obstacle, or another driving scenario. As used herein, the term “TTDE” may refer to a time computed by a vehicle (or a component thereof) for the vehicle to move from a first position to a second position, where the first position is a current position of the vehicle and where the second position is a position associated with the driving event. The term TTDE may also be referred to as a “time to arrival at a driving event.”

At1202, the apparatus1201may obtain (e.g., receive) sensor data generated by the sensor(s)706. The sensor data may include image(s) captured by the camera(s)708, radar data generated by the radar sensor(s)710, and/or LIDAR data generated by the LIDAR sensor(s)712. The sensor data may also include a current position of the vehicle702, a velocity of the vehicle702, and/or an acceleration value of the vehicle702. The vehicle702may be operating in a self-driving mode or a driver-assisted mode. At1204, the apparatus1201may identify that the vehicle702is approaching a driving event based on the sensor data. Additionally, the apparatus1201may identify that the vehicle702is approaching the driving event based on data from the map(s)716. At1206, the apparatus1201may compute a TTDE based on the sensor data. The apparatus1201may also compute the TTDE based on the data from the map.

At1208, the apparatus1201may adjust an acceleration value and/or a position (e.g., a lateral position) of the vehicle702with respect to the driving event based on the sensor data and the TTDE being equal to a threshold value. For instance, at1210, the apparatus1201may transmit an indication of the acceleration value and/or the position of the vehicle702with respect to the driving event to the vehicle systems722, where the vehicle systems722may act to adjust the acceleration value and/or the (e.g., a lateral position) position of the vehicle702with respect to the driving event. At1212, the apparatus1201may provide visual indication(s), haptic indication(s), and/or auditory indication(s) to a driver of the vehicle702concurrently with adjusting the acceleration value and/or the position (e.g., a lateral position) of the vehicle702, where the visual, haptic, and/or auditory indication(s) may inform the driver of an intent of the vehicle702with respect to the driving event. At1214, the apparatus1201may output an indication of the adjusted acceleration value and/or the adjusted position of the vehicle.

FIG.13is a flowchart1300of a method of driving assistance. The method may be performed by an apparatus (e.g., the UE104, the UE402, the first UE504, the second UE506, the vehicle702, the apparatus1201, the apparatus1504). The method may be associated with various advantages at a vehicle, such as informing a driver of the vehicle of an intention of the vehicle with respect to a driving event. In an example, the method may be performed by the TTDE component198.

At1302, the apparatus (e.g., a vehicle, a component of a vehicle) identifies that a vehicle is approaching a driving event based on sensor data while the vehicle is operating. For example,FIG.12at1202shows that the apparatus1201may identify that a vehicle is approaching a driving event based on sensor data while the vehicle is operating. In an example, the vehicle may be the vehicle702. In an example, the driving event may be or include aspects described above in the description ofFIGS.10A-10D and11A-11D. In another example, the sensor data may be or include data generated by the sensor(s)706. In an example,1302may be performed by the TTDE component198.

At1304, the apparatus (e.g., a vehicle, a component of a vehicle) computes a time to arrival at the driving event based on the sensor data. For example,FIG.12shows that the apparatus1201may compute a TTDE based on the sensor data. In an example, computing the time to arrival at the driving event may include aspects described above in connection withFIGS.8and9(e.g., calculate the TTI at820). In an example,1304may be performed by the TTDE component198.

At1306, the apparatus (e.g., a vehicle, a component of a vehicle) adjusts at least one of an acceleration value or a position of the vehicle with respect to the driving event based on the sensor data and the time to arrival at the driving event being equal to a threshold value. For example,FIG.12at1208shows that the apparatus1201may adjust an acceleration value and/or a position (e.g., a lateral position) of a vehicle with respect to a driving event based on sensor data and a TTDE being equal to a threshold value. In an example, adjusting the at least one of the acceleration value or the position of the vehicle with respect to the driving event may include aspects described above in the description ofFIGS.10A-10D and11A-11D. In an example,1306may be performed by the TTDE component198.

FIG.14is a flowchart1400of a method of driving assistance. The method may be performed by an apparatus (e.g., the UE104, the UE402, the first UE504, the second UE506, the vehicle702, the apparatus1201the apparatus1504). The method may be associated with various advantages at a vehicle, such as informing a driver of the vehicle of an intention of the vehicle with respect to a driving event. In an example, the method (including the various aspects detailed below) may be performed by the TTDE component198.

At1404, the apparatus (e.g., a vehicle, a component of a vehicle) identifies that a vehicle is approaching a driving event based on sensor data while the vehicle is operating. For example,FIG.12at1202shows that the apparatus1201may identify that a vehicle is approaching a driving event (i.e., a location of the driving event) based on sensor data while the vehicle is operating. In an example, the vehicle may be the vehicle702. In an example, the driving event may be or include aspects described above in the description ofFIGS.10A-10D and11A-11D. In another example, the sensor data may be or include data generated by the sensor(s)706. In an example,1404may be performed by the TTDE component198.

At1406, the apparatus (e.g., a vehicle, a component of a vehicle) computes a time to arrival at the driving event based on the sensor data. For example,FIG.12shows that the apparatus1201may compute a TTDE based on the sensor data. In an example, computing the time to arrival at the driving event may include aspects described above in connection withFIGS.8and9(e.g., calculate the TTI at820). In an example,1406may be performed by the TTDE component198.

At1408, the apparatus (e.g., a vehicle, a component of a vehicle) adjusts at least one of an acceleration value or a position of the vehicle with respect to the driving event based on the sensor data and the time to arrival at the driving event being equal to a threshold value. For example,FIG.12at1208shows that the apparatus1201may adjust an acceleration value and/or a position (e.g., a lateral position) of a vehicle with respect to a driving event based on sensor data and a TTDE being equal to a threshold value. In an example, adjusting the at least one of an acceleration value or a position of the vehicle with respect to the driving event may include aspects described above in the description ofFIGS.10A-10D and11A-11D. In an example,1408may be performed by the TTDE component198.

In one aspect, identifying that the vehicle is approaching the driving event may include: detecting that the vehicle is moving toward the driving event and that the vehicle is within a threshold distance of the driving event. For example, identifying that the vehicle is approaching the driving event at1204may include detecting that the vehicle is moving toward the driving event and that the vehicle is within a threshold distance of the driving event.

In one aspect, at1402, the apparatus (e.g., a vehicle, a component of a vehicle) may obtain the sensor data prior to the identification that the vehicle is approaching the driving event, where identifying that the vehicle is approaching the driving event may include identifying that the vehicle is approaching the driving event based on the obtained sensor data. For example,FIG.12at1202shows that the apparatus may obtain sensor data prior to identifying that the vehicle is approaching the driving event. Furthermore,FIG.12at1204shows that identifying that the vehicle is approaching the driving event may be based on the obtained sensor data. In an example,1402may be performed by the TTDE component198.

In one aspect, the vehicle may be operating in a self-driving mode while approaching the driving event. For example, the vehicle702may operate in a self-driving mode via the autonomous driving system740.

In one aspect, the vehicle may be operating in a driver-assisted mode while approaching the driving event. For example, the vehicle702may operate in a driver-assisted mode via the semi-autonomous driving system742.

In one aspect, identifying that the vehicle is approaching the driving event may include identifying that the vehicle is approaching an intersection. For example,FIGS.10A-10Dshow that the vehicle702may identify that the vehicle702is approaching the intersection1002.

In one aspect, adjusting the acceleration value with respect to the driving event may include causing the vehicle to accelerate or decelerate with respect to the intersection. For example,FIGS.10A-10Dshow that the vehicle702may accelerate or decelerate with respect to the intersection1002.

In one aspect, causing the vehicle to accelerate or decelerate with respect to the intersection may include causing an acceleration jerk or a deceleration jerk. For example,FIG.9at902and at906show that causing the vehicle702to accelerate or decelerate may include causing an acceleration jerk or a deceleration jerk, respectively.

In one aspect, computing the time to arrival at the driving event may include computing a first time to a stop position (e.g., a location of a road marking) associated with the intersection. For example,FIGS.10A-10Dshow that computing the time to arrival at the driving event may include computing a time to the stop line1004of the intersection1002.

In one aspect, identifying that the vehicle is approaching the driving event may include identifying that the vehicle is approaching an obstacle on a road. For example,FIGS.11A-11Dshow that the vehicle702may identify that the vehicle702is approaching an obstacle1102on a road.

In one aspect, adjusting the position of the vehicle with respect to the driving event may include adjusting the position of the vehicle such that the vehicle avoids the obstacle. For example,FIGS.11A-11Dshow that the vehicle702may adjust a position of the vehicle702such that the vehicle702avoids the obstacle1102.

In one aspect, at least one of the acceleration value or the position of the vehicle may be adjusted when the time to arrival at the driving event equals the threshold value. For example,FIG.8at826and at830show that an acceleration value and/or position of a vehicle may be adjusted when a TTI equals a threshold. Furthermore,FIGS.10A-10D and11A-11Dshow that at least one of the acceleration value or the position of the vehicle may be adjusted when the time to arrival at the driving event equals the threshold value.

In one aspect, at least one of the acceleration value or the position of the vehicle may be adjusted prior to the vehicle reaching the driving event. For example,FIGS.10A-10D and11A-11Dshow that at least one of the acceleration value or the position of the vehicle702may be adjusted prior to the vehicle702reaching a driving event.

In one aspect, at1410, the apparatus (e.g., a vehicle, a component of a vehicle) may provide, concurrently with adjusting at least one of the acceleration value or the position of the vehicle, at least one visual indication that the vehicle is approaching the driving event. For example,FIG.12at1212shows that the apparatus1201may provide a visual indication that the vehicle is approaching a driving event concurrently with adjusting at least one of the acceleration value or the position of the vehicle. In an example, the visual indication may be provided via the visual feedback device(s)746. In an example,1410may be performed by the TTDE component198.

In one aspect, at1412, the apparatus (e.g., a vehicle, a component of a vehicle) may provide, concurrently with adjusting at least one of the acceleration value or the position of the vehicle, at least one auditory indication that the vehicle is approaching the driving event. For example,FIG.12at1212shows that the apparatus1201may provide an auditory indication that the vehicle is approaching a driving event concurrently with adjusting at least one of the acceleration value or the position of the vehicle. In an example, the visual indication may be provided via the auditory feedback device(s)748. In an example,1412may be performed by the TTDE component198.

In one aspect, at1414, the apparatus (e.g., a vehicle, a component of a vehicle) may output an indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event. For example,FIG.12at1214shows that that the apparatus1201may output an indication of an adjusted acceleration value and/or an adjusted position of the vehicle. In an example, the indication may be output relative to a default path of the vehicle. In an example,1414may be performed by the TTDE component198.

In one aspect, outputting the indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event may include transmitting, via at least one of the transceiver or the antenna, the indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event. For example,FIG.12at1210shows that the apparatus1201may transmit an indication of the adjusted acceleration value and/or the adjust position of the vehicle.

In one aspect, outputting the indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event may include storing, in the memory or a cache, the indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event. For example, outputting the indication of the adjusted acceleration value and/or the adjusted position of the vehicle at1214may include storing, in a memory or a cache, the indication of the adjusted acceleration value and/or the adjusted position of the vehicle in a memory or a cache.

In one aspect, outputting the indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event includes outputting the indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event to at least one system of the vehicle. For example, the indication may be output to the data store(s)714, the communication system(s)718, one or more of the vehicle systems722, one or more of the driver assistance systems738, and/or one or more of the driver feedback devices744. In one example, the indication may be utilized for insurance purposes. In another example, the indication may be utilized for dynamic map updates (e.g., updating the map(s)716). In yet another example, the indication may be presented (e.g., via the visual feedback device(s)746) to the driver of the vehicle at a time occurring after the driving event.

In one aspect, identifying that the vehicle is approaching the driving event may include identifying at least one of a color or a symbol of a traffic signal at an intersection, and the apparatus may predict whether at least one of the color or the symbol of the traffic signal will change prior to the vehicle reaching the intersection, where adjusting at least one of the acceleration value or the position of the vehicle may include adjusting, at a time instance at which the time to arrival equals the threshold value, at least one of the acceleration value or the position of the vehicle based on the prediction. For instance, if the traffic signal is red at the time instance, but the traffic signal is predicted to change from red to green within a relatively short period of time (e.g., a few milliseconds) after the time instance, the vehicle may implement the green light actuator behavior at the time instance.

In one aspect, adjusting at least one of the acceleration value or the position of the vehicle may include adjusting at least one of the acceleration value or the position of the vehicle at a time instance at which the time to arrival equals the threshold value such that the adjustment of at least one of the acceleration value or the position of the vehicle is capable of being overridden prior to the vehicle reaching the driving event. For example, an intended behavior of the vehicle may be overridden by the driver (e.g., by accelerating or decelerating the vehicle, changing a position of the vehicle, etc.).

FIG.15is a diagram1500illustrating an example of a hardware implementation for an apparatus1504. The apparatus1504may be a UE, a component of a UE, or may implement UE functionality. In some aspects, the apparatus1504may include a cellular baseband processor1524(also referred to as a modem) coupled to one or more transceivers1522(e.g., cellular RF transceiver). The cellular baseband processor1524may include on-chip memory1524′. In some aspects, the apparatus1504may further include one or more subscriber identity modules (SIM) cards1520and an application processor1506coupled to a secure digital (SD) card1508and a screen1510. The application processor1506may include on-chip memory1506′. In some aspects, the apparatus1504may further include a Bluetooth module1512, a WLAN module1514, an SPS module1516(e.g., GNSS module), one or more sensor modules1518(e.g., barometric pressure sensor/altimeter; motion sensor such as inertial measurement unit (IMU), gyroscope, and/or accelerometer(s); light detection and ranging (LIDAR), radio assisted detection and ranging (RADAR), sound navigation and ranging (SONAR), magnetometer, audio and/or other technologies used for positioning), additional memory modules1526, a power supply1530, and/or a camera1532. The Bluetooth module1512, the WLAN module1514, and the SPS module1516may include an on-chip transceiver (TRX) (or in some cases, just a receiver (RX)). The Bluetooth module1512, the WLAN module1514, and the SPS module1516may include their own dedicated antennas and/or utilize the antennas1580for communication. The cellular baseband processor1524communicates through the transceiver(s)1522via one or more antennas1580with the UE104and/or with an RU associated with a network entity1502. The cellular baseband processor1524and the application processor1506may each include a computer-readable medium/memory1524′,1506′, respectively. The additional memory modules1526may also be considered a computer-readable medium/memory. Each computer-readable medium/memory1524′,1506′,1526may be non-transitory. The cellular baseband processor1524and the application processor1506are each responsible for general processing, including the execution of software stored on the computer-readable medium/memory. The software, when executed by the cellular baseband processor1524/application processor1506, causes the cellular baseband processor1524/application processor1506to perform the various functions described supra. The computer-readable medium/memory may also be used for storing data that is manipulated by the cellular baseband processor1524/application processor1506when executing software. The cellular baseband processor1524/application processor1506may be a component of the UE350and may include the memory360and/or at least one of the TX processor368, the RX processor356, and the controller/processor359. In one configuration, the apparatus1504may be a processor chip (modem and/or application) and include just the cellular baseband processor1524and/or the application processor1506, and in another configuration, the apparatus1504may be the entire UE (e.g., see UE350ofFIG.3) and include the additional modules of the apparatus1504.

As discussed supra, the TTDE component198may be configured to identify that a vehicle is approaching a driving event based on sensor data while the vehicle is operating. The TTDE component198may be configured to compute a time to arrival at the driving event based on the sensor data. The TTDE component198may be configured to adjust at least one of an acceleration value or a position of the vehicle with respect to the driving event based on the sensor data and the time to arrival at the driving event being equal to a threshold value. The TTDE component198may be configured to obtain the sensor data prior to the identification that the vehicle is approaching the driving event, where identifying that the vehicle is approaching the driving event includes identifying that the vehicle is approaching the driving event based on the obtained sensor data. The TTDE component198may be configured to provide, concurrently with adjusting at least one of the acceleration value or the position of the vehicle, at least one visual indication that the vehicle is approaching the driving event. The TTDE component198may be configured to provide, concurrently with adjusting at least one of the acceleration value or the position of the vehicle, at least one auditory indication that the vehicle is approaching the driving event. The TTDE component198may be configured to output an indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event. The TTDE component198may be within the cellular baseband processor1524, the application processor1506, or both the cellular baseband processor1524and the application processor1506. The TTDE component198may be one or more hardware components specifically configured to carry out the stated processes/algorithm, implemented by one or more processors configured to perform the stated processes/algorithm, stored within a computer-readable medium for implementation by one or more processors, or some combination thereof. As shown, the apparatus1504may include a variety of components configured for various functions. In one configuration, the apparatus1504, and in particular the cellular baseband processor1524and/or the application processor1506, may include means for identifying that a vehicle is approaching a driving event based on sensor data while the vehicle is operating. In one configuration, the apparatus1504, and in particular the cellular baseband processor1524and/or the application processor1506, may include means for computing a time to arrival at the driving event based on the sensor data. In one configuration, the apparatus1504, and in particular the cellular baseband processor1524and/or the application processor1506, may include means for adjusting at least one of an acceleration value or a position of the vehicle with respect to the driving event based on the sensor data and the time to arrival at the driving event being equal to a threshold value. In one configuration, the apparatus1504, and in particular the cellular baseband processor1524and/or the application processor1506, may include means for obtaining the sensor data prior to the identification that the vehicle is approaching the driving event, where identifying that the vehicle is approaching the driving event includes identifying that the vehicle is approaching the driving event based on the obtained sensor data. In one configuration, the apparatus1504, and in particular the cellular baseband processor1524and/or the application processor1506, may include means for providing, concurrently with adjusting at least one of the acceleration value or the position of the vehicle, at least one visual indication that the vehicle is approaching the driving event. In one configuration, the apparatus1504, and in particular the cellular baseband processor1524and/or the application processor1506, may include means for providing, concurrently with adjusting at least one of the acceleration value or the position of the vehicle, at least one auditory indication that the vehicle is approaching the driving event. In one configuration, the apparatus1504, and in particular the cellular baseband processor1524and/or the application processor1506, may include means for outputting an indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event. The means may be the TTDE component198of the apparatus1504configured to perform the functions recited by the means. As described supra, the apparatus1504may include the TX processor368, the RX processor356, and the controller/processor359. As such, in one configuration, the means may be the TX processor368, the RX processor356, and/or the controller/processor359configured to perform the functions recited by the means.

FIG.16is a diagram1600illustrating an example of a hardware implementation for a network entity1602. The network entity1602may be a BS, a component of a BS, or may implement BS functionality. The network entity1602may include at least one of a CU1610, a DU1630, or an RU1640. The network entity1602may include the CU1610; both the CU1610and the DU1630; each of the CU1610, the DU1630, and the RU1640; the DU1630; both the DU1630and the RU1640; or the RU1640. The CU1610may include a CU processor1612. The CU processor1612may include on-chip memory1612′. In some aspects, the CU1610may further include additional memory modules1614and a communications interface1618. The CU1610communicates with the DU1630through a midhaul link, such as an F1 interface. The DU1630may include a DU processor1632. The DU processor1632may include on-chip memory1632′. In some aspects, the DU1630may further include additional memory modules1634and a communications interface1638. The DU1630communicates with the RU1640through a fronthaul link. The RU1640may include an RU processor1642. The RU processor1642may include on-chip memory1642′. In some aspects, the RU1640may further include additional memory modules1644, one or more transceivers1646, antennas1680, and a communications interface1648. The RU1640communicates with the UE104. The on-chip memory1612′,1632′,1642′ and the additional memory modules1614,1634,1644may each be considered a computer-readable medium/memory. Each computer-readable medium/memory may be non-transitory. Each of the processors1612,1632,1642is responsible for general processing, including the execution of software stored on the computer-readable medium/memory. The software, when executed by the corresponding processor(s) causes the processor(s) to perform the various functions described supra. The computer-readable medium/memory may also be used for storing data that is manipulated by the processor(s) when executing software.

A vehicle may be equipped with a driver assistance system that enables the vehicle to operate autonomously or semi-autonomously from a person (i.e., a driver) in a driver's seat of the vehicle. For instance, when the vehicle approaches an intersection, the driver assistance system of the vehicle may identify the intersection based on sensor data and/or maps and determine whether the vehicle has a right-of-way (i.e., if a traffic light is green) at the intersection. If the vehicle has the right-of-way, the driver assistance system may cause the vehicle to drive through the intersection without input from the driver. If the vehicle does not have the right-of-way, the driver assistance system may cause the vehicle to stop at a stopping position (i.e., at a traffic marking before the traffic light) of the intersection without input from the driver.

If the driver assistance system erroneously determines that the vehicle has the right-of-way (i.e., the traffic light is red and the driver assistance system identifies the traffic light as green) or if the driver assistance system erroneously determines that the vehicle does not have the right-of-way (i.e., the traffic light is green and the driver assistance system identifies the traffic light as red), the driver may take action causing the vehicle to stop at the stopping position or action causing the vehicle to drive through the intersection, respectively. The driver assistance system may visually indicate (e.g., on a display, such as a center console of the vehicle) an intent to proceed through an intersection or stop at the intersection to the driver; however, visual indications may be missed by the driver.

Various technologies pertaining to driver notifications during driving events are described herein. In an example, an apparatus identifies that a vehicle is approaching a driving event based on sensor data while the vehicle is operating. The apparatus computes a time to arrival at the driving event based on the sensor data. The apparatus adjusts at least one of an acceleration value or a position of the vehicle with respect to the driving event based on the sensor data and the time to arrival at the driving event being equal to a threshold value. Vis-à-vis adjusting at least one of the acceleration value or the position of the vehicle with respect to the driving event when the time to arrival equals the threshold value, the apparatus may inform the driver of an intention of the vehicle with respect to the driving event (e.g., approaching an intersection) in a timely manner that enables the driver to take action if the driver so chooses. Furthermore, the apparatus may condition the driver over time to expect adjustment of the acceleration value and/or the position at a time instance at which the time to arrival equals the threshold value. Thus, the apparatus may provide the driver with the opportunity to determine whether the vehicle is performing in a suitable or desired manner and as such, the driver remains “in the loop” with respect to navigation decisions made by the vehicle.

Aspect 1 is a method of driving assistance, comprising: identifying that a vehicle is approaching a driving event based on sensor data while the vehicle is operating; computing a time to arrival at the driving event based on the sensor data; and adjusting at least one of an acceleration value or a position of the vehicle with respect to the driving event based on the sensor data and the time to arrival at the driving event being equal to a threshold value.

Aspect 2 is the method of aspect 1, wherein identifying that the vehicle is approaching the driving event comprises: detecting that the vehicle is moving toward the driving event and that the vehicle is within a threshold distance of the driving event.

Aspect 3 is the method of any of aspects 1-2, further comprising: obtaining the sensor data prior to the identification that the vehicle is approaching the driving event, wherein identifying that the vehicle is approaching the driving event comprises identifying that the vehicle is approaching the driving event based on the obtained sensor data.

Aspect 4 is the method of any of aspects 1-3, wherein the vehicle is operating in a self-driving mode while approaching the driving event.

Aspect 5 is the method of any of aspects 1-3, wherein the vehicle is operating in a driver-assisted mode while approaching the driving event.

Aspect 6 is the method of any of aspects 1-5, wherein identifying that the vehicle is approaching the driving event comprises identifying that the vehicle is approaching an intersection.

Aspect 7 is the method of aspect 6, wherein adjusting the acceleration value with respect to the driving event comprises causing the vehicle to accelerate or decelerate with respect to the intersection.

Aspect 8 is the method of aspect 7, wherein causing the vehicle to accelerate or decelerate with respect to the intersection comprises causing an acceleration jerk or a deceleration jerk.

Aspect 9 is the method of any of aspects 6-8, wherein computing the time to arrival at the driving event comprises computing a first time to a stop position associated with the intersection.

Aspect 10 is the method of any of aspects 1-5, wherein identifying that the vehicle is approaching the driving event comprises identifying that the vehicle is approaching an obstacle on a road.

Aspect 11 is the method of aspect 10, wherein adjusting the position of the vehicle with respect to the driving event comprises adjusting the position of the vehicle such that the vehicle avoids the obstacle.

Aspect 12 is the method of any of aspects 1-11, wherein at least one of the acceleration value or the position of the vehicle is adjusted when the time to arrival at the driving event equals the threshold value.

Aspect 13 is the method of any of aspects 1-12, wherein at least one of the acceleration value or the position of the vehicle is adjusted prior to the vehicle reaching the driving event.

Aspect 14 is the method of any of aspects 1-13, further comprising: providing, concurrently with adjusting at least one of the acceleration value or the position of the vehicle, at least one visual indication that the vehicle is approaching the driving event.

Aspect 15 is the method of any of aspects 1-14, further comprising: providing, concurrently with adjusting at least one of the acceleration value or the position of the vehicle, at least one auditory indication that the vehicle is approaching the driving event.

Aspect 16 is the method of any of aspects 1-15, further comprising: outputting an indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event.

Aspect 17 is the method of aspect 16, wherein outputting the indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event comprises transmitting the indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event.

Aspect 18 is the method of aspect 16, wherein outputting the indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event comprises storing, in a memory or a cache, the indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event.

Aspect 19 is the method of aspect 16, wherein outputting the indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event comprises outputting the indication of at least one of the adjusted acceleration value or the adjusted position of the vehicle with respect to the driving event to at least one system of the vehicle.

Aspect 20 is the method of any of aspects 1-9 or 12-19, wherein identifying that the vehicle is approaching the driving event comprises identifying at least one of a color or a symbol of a traffic signal at an intersection, further comprising predicting whether at least one of the color or the symbol of the traffic signal will change prior to the vehicle reaching the intersection, wherein adjusting at least one of the acceleration value or the position of the vehicle comprises adjusting, at a time instance at which the time to arrival equals the threshold value, at least one of the acceleration value or the position of the vehicle based on the prediction.

Aspect 21 is the method of any of aspects 1-20, wherein adjusting at least one of the acceleration value or the position of the vehicle comprises adjusting at least one of the acceleration value or the position of the vehicle at a time instance at which the time to arrival equals the threshold value such that the adjustment of at least one of the acceleration value or the position of the vehicle is capable of being overridden prior to the vehicle reaching the driving event.

Aspect 22 is an apparatus for wireless communication at a device comprising a memory and at least one processor coupled to the memory and based at least in part on information stored in the memory, the at least one processor is configured to perform a method in accordance with any of aspects 1-21.

Aspect 23 is an apparatus for wireless communications, comprising means for performing a method in accordance with any of aspects 1-21.

Aspect 24 is the apparatus of aspect 22 or 23 further comprising at least one of a transceiver or an antenna coupled to the at least one processor, wherein to identify that the vehicle is approaching the driving event, the at least one processor is configured to identify that the vehicle is approaching the driving event via at least one of the transceiver or the antenna.

Aspect 25 is a computer-readable medium (e.g., a non-transitory computer-readable medium) comprising instructions that, when executed by an apparatus, cause the apparatus to perform a method in accordance with any of aspects 1-21.