Sensor misbehavior detection system utilizing communications

Disclosed are systems, apparatuses, processes, and computer-readable media for wireless communications. For example, an example of a process includes detecting an object based on sensor data from at least one sensor of the network device. The process further includes receiving, by the network device, a vehicle-based message comprising message data related to the object. The process further includes comparing, by the network device, the sensor data and the message data and detecting, by the network device, malicious behavior based on the comparing.

FIELD

The present disclosure generally relates to vehicle communications. For example, aspects of the present disclosure relate to a sensor misbehavior detection system utilizing communications, such as vehicle-to-everything (V2X) communications.

BACKGROUND

SUMMARY

Disclosed are systems, apparatuses, methods and computer-readable media for a V2X-sensor misbehavior detection system. According to at least one example, a method is provided for wireless communications at a network device. The method includes: detecting an object based on sensor data from at least one sensor of the network device; receiving, by the network device, a vehicle-based message comprising message data related to the object; comparing, by the network device, the sensor data and the message data; and detecting, by the network device, malicious behavior based on the comparing.

In another example, an apparatus for wireless communications is provided that includes at least one memory and at least one processor coupled to the at least one memory. The at least one processor is configured to: detect an object based on sensor data from at least one sensor of a network device; receive a vehicle-based message comprising message data related to the object; compare the sensor data and the message data; and detect malicious behavior based on the comparing.

In another example, a non-transitory computer-readable medium is provided that has stored thereon instructions that, when executed by one or more processors, cause the one or more processors to: detect an object based on sensor data from at least one sensor of a network device; receive a vehicle-based message comprising message data related to the object; compare the sensor data and the message data; and detect malicious behavior based on the comparing.

In another example, an apparatus for wireless communications is provided. The apparatus includes: means for detecting an object based on sensor data from at least one sensor of the network device; means for receiving a vehicle-based message comprising message data related to the object; means for comparing the sensor data and the message data; and means for detecting malicious behavior based on the comparing.

In some aspects, the apparatus is, includes, or is part of, a vehicle (e.g., an automobile, truck, etc., or a component or system of an automobile, truck, etc.), a mobile device (e.g., a mobile telephone or so-called “smart phone” or other mobile device), a wearable device, an extended reality device (e.g., a virtual reality (VR) device, an augmented reality (AR) device, or a mixed reality (MR) device), a personal computer, a laptop computer, a server computer, a robotics device, or other device. In some aspects, the apparatus includes radio detection and ranging (radar) for capturing radio frequency (RF) signals. In some aspects, the apparatus includes one or more light detection and ranging (LIDAR) sensors, radar sensors, or other light-based sensors for capturing light-based (e.g., optical frequency) signals. In some aspects, the apparatus includes a camera or multiple cameras for capturing one or more images. In some aspects, the apparatus further includes a display for displaying one or more images, notifications, and/or other displayable data. In some aspects, the apparatuses described above can include one or more sensors, which can be used for determining a location of the apparatuses, a state of the apparatuses (e.g., a temperature, a humidity level, and/or other state), and/or for other purposes.

This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended for use in isolation to determine the scope of the claimed subject matter. The subject matter should be understood by reference to appropriate portions of the entire specification of this patent, any or all drawings, and each claim.

DETAILED DESCRIPTION

Certain aspects of this disclosure are provided below for illustration purposes. Alternate aspects may be devised without departing from the scope of the disclosure. Additionally, well-known elements of the disclosure will not be described in detail or will be omitted so as not to obscure the relevant details of the disclosure. Some of the aspects described herein can be applied independently and some of them may be applied in combination as would be apparent to those of skill in the art. In the following description, for the purposes of explanation, specific details are set forth in order to provide a thorough understanding of aspects of the application. However, it will be apparent that various aspects may be practiced without these specific details. The figures and description are not intended to be restrictive.

Wireless communications systems are deployed to provide various telecommunication services, including telephony, video, data, messaging, broadcasts, among others. Wireless communications systems have developed through various generations. A fifth generation (5G) mobile standard calls for higher data transfer speeds, greater numbers of connections, and better coverage, among other improvements. The 5G standard (also referred to as “New Radio” or “NR”), according to the Next Generation Mobile Networks Alliance, is designed to provide data rates of several tens of megabits per second to each of tens of thousands of users.

Vehicles are an example of systems that can include wireless communications capabilities. For example, vehicles (e.g., automotive vehicles, autonomous vehicles, aircraft, maritime vessels, among others) can communicate with other vehicles and/or with other devices that have wireless communications capabilities. Wireless vehicle communication systems encompass vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), vehicle-to-network (V2N), and vehicle-to-pedestrian (V2P) communications, which are all collectively referred to as vehicle-to-everything (V2X) communications. V2X communications is a vehicular communication system that supports the wireless transfer of information from a vehicle to other entities (e.g., other vehicles, pedestrians with smart phones, equipped vulnerable road users (VRUs), such as bicyclists, and/or other traffic infrastructure) located within the traffic system that may affect the vehicle. The main purpose of the V2X technology is to improve road safety, fuel savings, and traffic efficiency.

In a V2X communication system, information is transmitted from vehicle sensors (and other sources) through wireless links to allow the information to be communicated to other vehicles, pedestrians, VRUs, and/or traffic infrastructure. The information may be transmitted using one or more vehicle-based messages, such as cellular-vehicle-to-everything (C-V2X) messages, which can include Sensor Data Sharing Messages (SDSMs), Basic Safety Messages (BSMs), Cooperative Awareness Messages (CAMs), Collective Perception Messages (CPMs), Decentralized Environmental Messages (DENMs), and/or other types of vehicle-based messages. By sharing this information with other vehicles, the V2X technology improves vehicle (and driver) awareness of potential dangers to help reduce collisions with other vehicles and entities. In addition, the V2X technology enhances traffic efficiency by providing traffic warnings to vehicles of potential upcoming road dangers and obstacles such that vehicles may choose alternative traffic routes.

As previously mentioned, the V2X technology includes V2V communications, which can also be referred to as peer-to-peer communications. V2V communications allows for vehicles to directly wireless communicate with each other while on the road. With V2V communications, vehicles can gain situational awareness by receiving information regarding upcoming road dangers (e.g., unforeseen oncoming vehicles, accidents, and road conditions) from the other vehicles.

The IEEE 802.11p Standard supports (uses) a dedicated short-range communications (DSRC) interface for V2X wireless communications. Characteristics of the IEEE 802.11p based DSRC interface include low latency and the use of the unlicensed 5.9 Gigahertz (GHz) frequency band. C-V2X was adopted as an alternative to using the IEEE 802.11p based DSRC interface for the wireless communications. The 5G Automotive Association (5GAA) supports the use of C-V2X technology. In some cases, the C-V2X technology uses Long-Term Evolution (LTE) as the underlying technology, and the C-V2X functionalities are based on the LTE technology. C-V2X includes a plurality of operational modes. One of the operational modes allows for direct wireless communication between vehicles over the LTE sidelink PC5 interface. Similar to the IEEE 802.11p based DSRC interface, the LTE C-V2X sidelink PC5 interface operates over the 5.9 GHz frequency band. Vehicle-based messages, such as BSMs and CAMs, which are application layer messages, are designed to be wirelessly broadcasted over the 802.11p based DSRC interface and the LTE C-V2X sidelink PC5 interface.

In one or more cases, a transmitting network device (e.g., a V2X-capable vehicle that generates and sends vehicle-based messages) may be misbehaving (e.g., operating as a misbehaving vehicle) by sending (e.g., either purposely or not purposely) vehicle-based messages containing incorrect information. For example, a transmitting network device may be operating as a misbehaving vehicle if the information contained within its vehicle-based messages identifies an incorrect position (location) for the transmitting network device.

In some cases, a transmitting network device (e.g., a V2X-capable vehicle that generates and sends vehicle-based messages) may be operating as a misbehaving vehicle or an attacker and misbehaving, such as by including false information in a V2X message or creating a non-visible, V2X ghost object to disturb traffic on the road. A ghost V2X object is a V2X object (e.g., an object perceived by V2X sensors) that is not located at the location indicated by the transmitting network device. Ghost V2X objects are objects with no physical existence, such as a simulated vulnerable road user (VRU) or a simulated vehicle. A non-visible object is an object that is out of a sensor field-of-view (FoV) or not in the line-of-sight (LoS) (e.g., a non-line of sight scenario) of a receiving network device (e.g., a V2X-capable vehicle that receives vehicle-based messages).

In some cases, an attacker can use V2X attacks that may only be detectable by sensors. For example, an attacker can create ghost vehicles that mimic real vehicles. In another example, an attacker may include false information (e.g., false traffic light information, such as information indicating that, at certain time, a traffic light is illuminated red, when the traffic light is actually illuminated green) in a vehicle-based message. The goal of an attacker can be to cause the driver to perform unnecessary maneuvers (e.g., decelerating), which can result in frustration to the driver and/or cause a disruption to traffic, which can result in a traffic jam and/or a vehicle collision. Attacks that mimic the mobility of vehicles can be very difficult to detect without the use of sensors (e.g., cameras, radar sensors, LIDAR sensors, and/or other sensors).

Currently, V2X-sensor solutions are insufficient to detect such attacks. For example, current solutions may only scan for a single type of message (e.g., a CAM or a BSM), while an attacker may target multiple message types. For another example, current solutions may only rely on a single detector (e.g., a ghost-V2X detector) and, as such, these current solutions can only detect a single V2X attack.

Systems, apparatuses, apparatuses (e.g., network devices), methods (also referred to as processes), and computer-readable media (collectively referred to herein as “systems and techniques”) are provided for optimizing situational awareness of vehicle misbehavior, which can lead to a disruption in traffic. The systems and techniques can provide a V2X-sensor misbehavior detection system that utilizes information from sensors (e.g., cameras, radar, and LIDAR) to verify (or confirm) information (e.g., vehicle and/or traffic infrastructure information) contained within vehicle-based messages. In one or more aspects, the systems and techniques may include a plurality of processes, which may include, but are not limited to, data alignment, data association, misbehavior reporting, objection detection (e.g., via sensors), spatial and temporal alignment, and estimation probabilities for line of sight (LoS) and non-line of sight (NLoS) objects.

In one or more aspects, data alignment may be related to time. For example, sensor data and CPM data may not be generated at the same time (e.g., the data, such as for a vehicle location, may be generated with a 10 second time difference, such that the sensor data is generated 10 seconds after the CPM data is generated). Without the use of time alignment (e.g., the sensor data and the CPM data are aligned at the same time), consistency between the sensor data and the CPM data cannot be verified (or confirmed). Sensor data and CPM data can be aligned in time by utilizing a mobility estimation algorithm, such using as a least square time mean (LSTM) algorithm or a Kalman Filter.

Additionally or alternatively, in some aspects, data alignment may be related to space. For instance, sensor data and CPM data may not have the same referential frame. In one example, the sensor data may rely on polar coordinates or a relative positioning format (e.g., where the sensor data position is an offset of the sensor position). In another example, a message format (e.g., a CPM format) may use Cartesian coordinates (e.g., based on global maps) or a relative positioning format (e.g., where the sensor of the transmitting device sending the message is located at an origin). The sensor and message (e.g., CPM) positioning data may have the same referential frame (e.g., the CPM receiver can be located at the origin and Cartesian coordinates) in order to be able to verify (or confirm) a consistency between the sensor data and the message data (e.g., CPM data).

In some cases, distance information (e.g., for 5G NR V2X, in 3GPP Release 16) may be calculated using a distance-based feedback transmission. For example, a sender (transmitter) may include in signaling information (e.g., Sidelink Control Information (SCI) part 2) the location of the sender (e.g., it may not be an exact location, but rather a coarse location in a grid) and a Minimum Communication Range (MCR). This location and range information related to the sender may not be part of any application layer message (e.g., a BSM or SDSM), but rather may be part of a control message, which may accompany any application layer message. A receiver (e.g., which is located is inside of the MCR and is able to decode this control information, but is unable to decode the corresponding data) can send (transmit) a non-acknowledgement message (NACK) to the originator (e.g., sender). After receiving the NACK, the originator (e.g., sender) can then retransmit the information.

In one or more aspects, estimation probabilities for LoS and NLoS objects (e.g., for 5G NR V2X, in 3GPP Release 16) can estimate whether a LoS path is blocked by another vehicle by using, for example, a local dynamic map and a calculation of a three-dimensional LoS. For estimating whether a LoS path is blocked by another vehicle, computation formulas (e.g., formulas for highway1410and urban1420driving scenarios in table1400ofFIG.14) for the probability of LoS (e.g., P(LoS)) may be utilized, where a distance (d) is between a host vehicle (HV) and a remote vehicle (RV), and the HV and RV should be located on the same road. The highway and urban driving scenarios can be determined based on the type of road (e.g., which may be determined by using an embedded map), a perceived speed limit for the road, and an average self-speed for driving within a certain time period.

In the current European Telecommunications Standards Institute (ETSI) Technical Specification (TS)103759, the first version (V1) includes detectors that do not rely on senor information. However, the second version (V2) plans to specify new categories of detectors that can use sensor information. The standards should define V2X-sensor detectors, which are able to use sensor information to verify (confirm) information (e.g., location information) contained within vehicle-based messages. For example, these V2X-sensor detectors may be able to verify (confirm) if a color (e.g., red) of a traffic light contained within a Signal, Phase, and Time (SPaT) message is consistent with a color (e.g., red) of that traffic light perceived by a camera (sensor).

Additional aspects of the present disclosure are described in more detail below.

As used herein, the terms “user equipment” (UE) and “network entity” are not intended to be specific or otherwise limited to any particular radio access technology (RAT), unless otherwise noted. In general, a UE may be any wireless communication device (e.g., a mobile phone, router, tablet computer, laptop computer, and/or tracking device, etc.), wearable (e.g., smartwatch, smart-glasses, wearable ring, and/or an extended reality (XR) device such as a virtual reality (VR) headset, an augmented reality (AR) headset or glasses, or a mixed reality (MR) headset), vehicle (e.g., automobile, motorcycle, bicycle, etc.), and/or Internet of Things (IoT) device, etc., used by a user to communicate over a wireless communications network. A UE may be mobile or may (e.g., at certain times) be stationary, and may communicate with a radio access network (RAN). As used herein, the term “UE” may be referred to interchangeably as an “access terminal” or “AT,” a “client device,” a “wireless device,” a “subscriber device,” a “subscriber terminal,” a “subscriber station,” a “user terminal” or “UT,” a “mobile device,” a “mobile terminal,” a “mobile station,” or variations thereof. Generally, UEs can communicate with a core network via a RAN, and through the core network the UEs can be connected with external networks such as the Internet and with other UEs. Of course, other mechanisms of connecting to the core network and/or the Internet are also possible for the UEs, such as over wired access networks, wireless local area network (WLAN) networks (e.g., based on IEEE 802.11 communication standards, etc.) and so on.

In some cases, a network entity can be implemented in an aggregated or monolithic base station or server architecture, or alternatively, in a disaggregated base station or server architecture, and may include one or more of a central unit (CU), a distributed unit (DU), a radio unit (RU), a Near-Real Time (Near-RT) RAN Intelligent Controller (MC), or a Non-Real Time (Non-RT) MC. In some cases, a network entity can include a server device, such as a Multi-access Edge Compute (MEC) device. A base station or server (e.g., with an aggregated/monolithic base station architecture or disaggregated base station architecture) may operate according to one of several RATs in communication with UEs, road side units (RSUs), and/or other devices depending on the network in which it is deployed, and may be alternatively referred to as an access point (AP), a network node, a NodeB (NB), an evolved NodeB (eNB), a next generation eNB (ng-eNB), a New Radio (NR) Node B (also referred to as a gNB or gNodeB), etc. A base station may be used primarily to support wireless access by UEs, including supporting data, voice, and/or signaling connections for the supported UEs. In some systems, a base station may provide edge node signaling functions while in other systems it may provide additional control and/or network management functions. A communication link through which UEs can send signals to a base station is called an uplink (UL) channel (e.g., a reverse traffic channel, a reverse control channel, an access channel, etc.). A communication link through which the base station can send signals to UEs is called a downlink (DL) or forward link channel (e.g., a paging channel, a control channel, a broadcast channel, or a forward traffic channel, etc.). The term traffic channel (TCH), as used herein, can refer to either an uplink, reverse or downlink, and/or a forward traffic channel.

The term “network entity” or “base station” (e.g., with an aggregated/monolithic base station architecture or disaggregated base station architecture) may refer to a single physical TRP or to multiple physical TRPs that may or may not be co-located. For example, where the term “network entity” or “base station” refers to a single physical TRP, the physical TRP may be an antenna of the base station corresponding to a cell (or several cell sectors) of the base station. Where the term “network entity” or “base station” refers to multiple co-located physical TRPs, the physical TRPs may be an array of antennas (e.g., as in a multiple-input multiple-output (MIMO) system or where the base station employs beamforming) of the base station. Where the term “base station” refers to multiple non-co-located physical TRPs, the physical TRPs may be a distributed antenna system (DAS) (a network of spatially separated antennas connected to a common source via a transport medium) or a remote radio head (RRH) (a remote base station connected to a serving base station). Alternatively, the non-co-located physical TRPs may be the serving base station receiving the measurement report from the UE and a neighbor base station whose reference radio frequency (RF) signals (or simply “reference signals”) the UE is measuring. Because a TRP is the point from which a base station transmits and receives wireless signals, as used herein, references to transmission from or reception at a base station are to be understood as referring to a particular TRP of the base station.

A roadside unit (RSU) is a device that can transmit and receive messages over a communications link or interface (e.g., a cellular-based sidelink or PC5 interface, an 802.11 or WiFi™ based Dedicated Short Range Communication (DSRC) interface, and/or other interface) to and from one or more UEs, other RSUs, and/or base stations. An example of messages that can be transmitted and received by an RSU includes vehicle-to-everything (V2X) messages, which are described in more detail below. RSUs can be located on various transportation infrastructure systems, including roads, bridges, parking lots, toll booths, and/or other infrastructure systems. In some examples, an RSU can facilitate communication between UEs (e.g., vehicles, pedestrian user devices, and/or other UEs) and the transportation infrastructure systems. In some implementations, a RSU can be in communication with a server, base station, and/or other system that can perform centralized management functions.

An RSU can communicate with a communications system of a UE. For example, an intelligent transport system (ITS) of a UE (e.g., a vehicle and/or other UE) can be used to generate and sign messages for transmission to an RSU and to validate messages received from an RSU. An RSU can communicate (e.g., over a PC5 interface, DSRC interface, etc.) with vehicles traveling along a road, bridge, or other infrastructure system in order to obtain traffic-related data (e.g., time, speed, location, etc. of the vehicle). In some cases, in response to obtaining the traffic-related data, the RSU can determine or estimate traffic congestion information (e.g., a start of traffic congestion, an end of traffic congestion, etc.), a travel time, and/or other information for a particular location. In some examples, the RSU can communicate with other RSUs (e.g., over a PC5 interface, DSRC interface, etc.) in order to determine the traffic-related data. The RSU can transmit the information (e.g., traffic congestion information, travel time information, and/or other information) to other vehicles, pedestrian UEs, and/or other UEs. For example, the RSU can broadcast or otherwise transmit the information to any UE (e.g., vehicle, pedestrian UE, etc.) that is in a coverage range of the RSU.

According to various aspects,FIG.1illustrates an exemplary wireless communications system100. The wireless communications system100(which may also be referred to as a wireless wide area network (WWAN)) can include various base stations102and various UEs104. In some aspects, the base stations102may also be referred to as “network entities” or “network nodes.” One or more of the base stations102can be implemented in an aggregated or monolithic base station architecture. Additionally or alternatively, one or more of the base stations102can be implemented in a disaggregated base station architecture, and may include one or more of a central unit (CU), a distributed unit (DU), a radio unit (RU), a Near-Real Time (Near-RT) RAN Intelligent Controller (MC), or a Non-Real Time (Non-RT) MC. The base stations102can include macro cell base stations (high power cellular base stations) and/or small cell base stations (low power cellular base stations). In an aspect, the macro cell base station may include eNBs and/or ng-eNBs where the wireless communications system100corresponds to a long term evolution (LTE) network, or gNBs where the wireless communications system100corresponds to a NR network, or a combination of both, and the small cell base stations may include femtocells, picocells, microcells, etc.

The base stations102may collectively form a RAN and interface with a core network170(e.g., an evolved packet core (EPC) or a 5G core (5GC)) through backhaul links122, and through the core network170to one or more location servers172(which may be part of core network170or may be external to core network170). In addition to other functions, the base stations102may perform functions that relate to one or more of transferring user data, radio channel ciphering and deciphering, integrity protection, header compression, mobility control functions (e.g., handover, dual connectivity), inter-cell interference coordination, connection setup and release, load balancing, distribution for non-access stratum (NAS) messages, NAS node selection, synchronization, RAN sharing, multimedia broadcast multicast service (MBMS), subscriber and equipment trace, RAN information management (RIM), paging, positioning, and delivery of warning messages. The base stations102may communicate with each other directly or indirectly (e.g., through the EPC or 5GC) over backhaul links134, which may be wired and/or wireless.

The wireless communications system100may further include a WLAN AP150in communication with WLAN stations (STAs)152via communication links154in an unlicensed frequency spectrum (e.g., 5 Gigahertz (GHz)). When communicating in an unlicensed frequency spectrum, the WLAN STAs152and/or the WLAN AP150may perform a clear channel assessment (CCA) or listen before talk (LBT) procedure prior to communicating in order to determine whether the channel is available. In some examples, the wireless communications system100can include devices (e.g., UEs, etc.) that communicate with one or more UEs104, base stations102, APs150, etc. utilizing the ultra-wideband (UWB) spectrum. The UWB spectrum can range from 3.1 to 10.5 GHz.

Receive beams may be spatially related. A spatial relation means that parameters for a transmit beam for a second reference signal can be derived from information about a receive beam for a first reference signal. For example, a UE may use a particular receive beam to receive one or more reference downlink reference signals (e.g., positioning reference signals (PRS), tracking reference signals (TRS), phase tracking reference signal (PTRS), cell-specific reference signals (CRS), channel state information reference signals (CSI-RS), primary synchronization signals (PSS), secondary synchronization signals (SSS), synchronization signal blocks (SSBs), etc.) from a network node or entity (e.g., a base station). The UE can then form a transmit beam for sending one or more uplink reference signals (e.g., uplink positioning reference signals (UL-PRS), sounding reference signal (SRS), demodulation reference signals (DMRS), PTRS, etc.) to that network node or entity (e.g., a base station) based on the parameters of the receive beam.

For example, still referring toFIG.1, one of the frequencies utilized by the macro cell base stations102may be an anchor carrier (or “PCell”) and other frequencies utilized by the macro cell base stations102and/or the mmW base station180may be secondary carriers (“SCells”). In carrier aggregation, the base stations102and/or the UEs104may use spectrum up to Y MHz (e.g., 5, 10, 15, 20, 100 MHz) bandwidth per carrier up to a total of Yx MHz (x component carriers) for transmission in each direction. The component carriers may or may not be adjacent to each other on the frequency spectrum. Allocation of carriers may be asymmetric with respect to the downlink and uplink (e.g., more or less carriers may be allocated for downlink than for uplink). The simultaneous transmission and/or reception of multiple carriers enables the UE104/182to significantly increase its data transmission and/or reception rates. For example, two 20 MHz aggregated carriers in a multi-carrier system would theoretically lead to a two-fold increase in data rate (i.e., 40 MHz), compared to that attained by a single 20 MHz carrier.

In order to operate on multiple carrier frequencies, a base station102and/or a UE104is equipped with multiple receivers and/or transmitters. For example, a UE104may have two receivers, “Receiver 1” and “Receiver 2,” where “Receiver 1” is a multi-band receiver that can be tuned to band (i.e., carrier frequency) ‘X’ or band ‘Y,’ and “Receiver 2” is a one-band receiver tuneable to band ‘Z’ only. In this example, if the UE104is being served in band ‘X,’ band ‘X’ would be referred to as the PCell or the active carrier frequency, and “Receiver 1” would need to tune from band ‘X’ to band ‘Y’ (an SCell) in order to measure band ‘Y’ (and vice versa). In contrast, whether the UE104is being served in band ‘X’ or band ‘Y,’ because of the separate “Receiver 2,” the UE104can measure band ‘Z’ without interrupting the service on band ‘X’ or band ‘Y.’

As previously mentioned,FIG.2shows a diagram illustrating an example disaggregated base station201architecture. The disaggregated base station201architecture may include one or more central units (CUs)211that can communicate directly with a core network223via a backhaul link, or indirectly with the core network223through one or more disaggregated base station units (such as a Near-Real Time (Near-RT) RAN Intelligent Controller (RIC)227via an E2 link, or a Non-Real Time (Non-RT) RIC217associated with a Service Management and Orchestration (SMO) Framework207, or both). A CU211may communicate with one or more distributed units (DUs)231via respective midhaul links, such as an F1 interface. The DUs231may communicate with one or more radio units (RUs)241via respective fronthaul links. The RUs241may communicate with respective UEs221via one or more RF access links. In some implementations, the UE221may be simultaneously served by multiple RUs241.

Lower-layer functionality can be implemented by one or more RUs241. In some deployments, an RU241, controlled by a DU231, may correspond to a logical node that hosts RF processing functions, or low-PHY layer functions (such as performing fast Fourier transform (FFT), inverse FFT (iFFT), digital beamforming, physical random access channel (PRACH) extraction and filtering, or the like), or both, based at least in part on the functional split, such as a lower layer functional split. In such an architecture, the RU(s)241can be implemented to handle over the air (OTA) communication with one or more UEs221. In some implementations, real-time and non-real-time aspects of control and user plane communication with the RU(s)241can be controlled by the corresponding DU231. In some scenarios, this configuration can enable the DU(s)231and the CU211to be implemented in a cloud-based RAN architecture, such as a vRAN architecture.

The SMO Framework207may be configured to support RAN deployment and provisioning of non-virtualized and virtualized network elements. For non-virtualized network elements, the SMO Framework207may be configured to support the deployment of dedicated physical resources for RAN coverage requirements which may be managed via an operations and maintenance interface (such as an O1 interface). For virtualized network elements, the SMO Framework207may be configured to interact with a cloud computing platform (such as an open cloud (O-Cloud)291) to perform network element life cycle management (such as to instantiate virtualized network elements) via a cloud computing platform interface (such as an O2 interface). Such virtualized network elements can include, but are not limited to, CUs211, DUs231, RUs241and Near-RT RICs227. In some implementations, the SMO Framework207can communicate with a hardware aspect of a 4G RAN, such as an open eNB (O-eNB)213, via an O1 interface. Additionally, in some implementations, the SMO Framework207can communicate directly with one or more RUs241via an O1 interface. The SMO Framework207also may include a Non-RT RIC217configured to support functionality of the SMO Framework207.

The Non-RT RIC217may be configured to include a logical function that enables non-real-time control and optimization of RAN elements and resources, Artificial Intelligence/Machine Learning (AI/ML) workflows including model training and updates, or policy-based guidance of applications/features in the Near-RT RIC227. The Non-RT RIC217may be coupled to or communicate with (such as via an A1 interface) the Near-RT RIC227. The Near-RT RIC227may be configured to include a logical function that enables near-real-time control and optimization of RAN elements and resources via data collection and actions over an interface (such as via an E2 interface) connecting one or more CUs211, one or more DUs231, or both, as well as an O-eNB213, with the Near-RT RIC227.

In some implementations, to generate AI/ML models to be deployed in the Near-RT MC227, the Non-RT RIC217may receive parameters or external enrichment information from external servers. Such information may be utilized by the Near-RT MC227and may be received at the SMO Framework207or the Non-RT RIC217from non-network data sources or from network functions. In some examples, the Non-RT MC217or the Near-RT MC227may be configured to tune RAN behavior or performance. For example, the Non-RT MC217may monitor long-term trends and patterns for performance and employ AI/ML models to perform corrective actions through the SMO Framework207(such as reconfiguration via01) or via creation of RAN management policies (such as A1 policies).

FIG.3illustrates examples of different communication mechanisms used by various UEs. In one example of sidelink communications,FIG.3illustrates a vehicle304, a vehicle305, and an RSU303communicating with each other using PC5, DSRC, or other device to device direct signaling interfaces. In addition, the vehicle304and the vehicle305may communicate with a base station302(shown as BS302) using a network (Uu) interface. The base station302can include a gNB in some examples.FIG.3also illustrates a user device307communicating with the base station302using a network (Uu) interface. As described below, functionalities can be transferred from a vehicle (e.g., vehicle304) to a user device (e.g., user device307) based on one or more characteristics or factors (e.g., temperature, humidity, etc.). In one illustrative example, V2X functionality can be transitioned from the vehicle304to the user device307, after which the user device307can communicate with other vehicles (e.g., vehicle305) over a PC5 interface (or other device to device direct interface, such as a DSRC interface), as shown inFIG.3.

WhileFIG.3illustrates a particular number of vehicles (e.g., two vehicles304and305) communicating with each other and/or with RSU303, BS302, and/or user device307, the present disclosure is not limited thereto. For instance, tens or hundreds of such vehicles may be communicating with one another and/or with RSU303, BS302, and/or user device307. At any given point in time, each such vehicle, RSU303, BS302, and/or user device307may transmit various types of information as messages to other nearby vehicles resulting in each vehicle (e.g., vehicles304and/or305), RSU303, BS302, and/or user device307receiving hundreds or thousands of messages from other nearby vehicles, RSUs, base stations, and/or other UEs per second.

While PC5 interfaces are shown inFIG.3, the various UEs (e.g., vehicles, user devices, etc.) and RSU(s) can communicate directly using any suitable type of direct interface, such as an 802.11 DSRC interface, a Bluetooth™ interface, and/or other interface. For example, a vehicle can communicate with a user device over a direct communications interface (e.g., using PC5 and/or DSRC), a vehicle can communicate with another vehicle over the direct communications interface, a user device can communicate with another user device over the direct communications interface, a UE (e.g., a vehicle, user device, etc.) can communicate with an RSU over the direct communications interface, an RSU can communicate with another RSU over the direct communications interface, and the like.

FIG.4is a block diagram illustrating an example a vehicle computing system450of a vehicle404. The vehicle404is an example of a UE that can communicate with a network (e.g., an eNB, a gNB, a positioning beacon, a location measurement unit, and/or other network entity) over a Uu interface and with other UEs using V2X communications over a PC5 interface (or other device to device direct interface, such as a DSRC interface). As shown, the vehicle computing system450can include at least a power management system451, a control system452, an infotainment system454, an intelligent transport system (ITS)455, one or more sensor systems456, and a communications system458. In some cases, the vehicle computing system450can include or can be implemented using any type of processing device or system, such as one or more central processing units (CPUs), digital signal processors (DSPs), application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), application processors (APs), graphics processing units (GPUs), vision processing units (VPUs), Neural Network Signal Processors (NSPs), microcontrollers, dedicated hardware, any combination thereof, and/or other processing device or system.

The control system452can be configured to control one or more operations of the vehicle404, the power management system451, the computing system450, the infotainment system454, the ITS455, and/or one or more other systems of the vehicle404(e.g., a braking system, a steering system, a safety system other than the ITS455, a cabin system, and/or other system). In some examples, the control system452can include one or more electronic control units (ECUs). An ECU can control one or more of the electrical systems or subsystems in a vehicle. Examples of specific ECUs that can be included as part of the control system452include an engine control module (ECM), a powertrain control module (PCM), a transmission control module (TCM), a brake control module (BCM), a central control module (CCM), a central timing module (CTM), among others. In some cases, the control system452can receive sensor signals from the one or more sensor systems456and can communicate with other systems of the vehicle computing system450to operate the vehicle404.

The vehicle computing system450also includes a power management system451. In some implementations, the power management system451can include a power management integrated circuit (PMIC), a standby battery, and/or other components. In some cases, other systems of the vehicle computing system450can include one or more PMICs, batteries, and/or other components. The power management system451can perform power management functions for the vehicle404, such as managing a power supply for the computing system450and/or other parts of the vehicle. For example, the power management system451can provide a stable power supply in view of power fluctuations, such as based on starting an engine of the vehicle. In another example, the power management system451can perform thermal monitoring operations, such as by checking ambient and/or transistor junction temperatures. In another example, the power management system451can perform certain functions based on detecting a certain temperature level, such as causing a cooling system (e.g., one or more fans, an air conditioning system, etc.) to cool certain components of the vehicle computing system450(e.g., the control system452, such as one or more ECUs), shutting down certain functionalities of the vehicle computing system450(e.g., limiting the infotainment system454, such as by shutting off one or more displays, disconnecting from a wireless network, etc.), among other functions.

The vehicle computing system450further includes a communications system458. The communications system458can include both software and hardware components for transmitting signals to and receiving signals from a network (e.g., a gNB or other network entity over a Uu interface) and/or from other UEs (e.g., to another vehicle or UE over a PC5 interface, WiFi interface (e.g., DSRC), Bluetooth™ interface, and/or other wireless and/or wired interface). For example, the communications system458is configured to transmit and receive information wirelessly over any suitable wireless network (e.g., a 3G network, 4G network, 5G network, WiFi network, Bluetooth™ network, and/or other network). The communications system458includes various components or devices used to perform the wireless communication functionalities, including an original equipment manufacturer (OEM) subscriber identity module (referred to as a SIM or SIM card)460, a user SIM462, and a modem464. While the vehicle computing system450is shown as having two SIMs and one modem, the computing system450can have any number of SIMs (e.g., one SIM or more than two SIMS) and any number of modems (e.g., one modem, two modems, or more than two modems) in some implementations.

A SIM is a device (e.g., an integrated circuit) that can securely store an international mobile subscriber identity (IMSI) number and a related key (e.g., an encryption-decryption key) of a particular subscriber or user. The IMSI and key can be used to identify and authenticate the subscriber on a particular UE. The OEM SIM460can be used by the communications system458for establishing a wireless connection for vehicle-based operations, such as for conducting emergency-calling (eCall) functions, communicating with a communications system of the vehicle manufacturer (e.g., for software updates, etc.), among other operations. The OEM SIM460can be important for the OEM SIM to support critical services, such as eCall for making emergency calls in the event of a car accident or other emergency. For instance, eCall can include a service that automatically dials an emergency number (e.g., “9-1-1” in the United States, “1-1-2” in Europe, etc.) in the event of a vehicle accident and communicates a location of the vehicle to the emergency services, such as a police department, fire department, etc.

The user SIM462can be used by the communications system458for performing wireless network access functions in order to support a user data connection (e.g., for conducting phone calls, messaging, Infotainment related services, among others). In some cases, a user device of a user can connect with the vehicle computing system450over an interface (e.g., over PC5, Bluetooth™, WiFI™ (e.g., DSRC), a universal serial bus (USB) port, and/or other wireless or wired interface). Once connected, the user device can transfer wireless network access functionality from the user device to communications system458the vehicle, in which case the user device can cease performance of the wireless network access functionality (e.g., during the period in which the communications system458is performing the wireless access functionality). The communications system458can begin interacting with a base station to perform one or more wireless communication operations, such as facilitating a phone call, transmitting and/or receiving data (e.g., messaging, video, audio, etc.), among other operations. In such cases, other components of the vehicle computing system450can be used to output data received by the communications system458. For example, the infotainment system454(described below) can display video received by the communications system458on one or more displays and/or can output audio received by the communications system458using one or more speakers.

A modem is a device that modulates one or more carrier wave signals to encode digital information for transmission, and demodulates signals to decode the transmitted information. The modem464(and/or one or more other modems of the communications system458) can be used for communication of data for the OEM SIM460and/or the user SIM462. In some examples, the modem464can include a 4G (or LTE) modem and another modem (not shown) of the communications system458can include a 5G (or NR) modem. In some examples, the communications system458can include one or more Bluetooth™ modems (e.g., for Bluetooth™ Low Energy (BLE) or other type of Bluetooth communications), one or more WiFi™ modems (e.g., for DSRC communications and/or other WiFi communications), wideband modems (e.g., an ultra-wideband (UWB) modem), any combination thereof, and/or other types of modems.

In some cases, the modem464(and/or one or more other modems of the communications system458) can be used for performing V2X communications (e.g., with other vehicles for V2V communications, with other devices for D2D communications, with infrastructure systems for V2I communications, with pedestrian UEs for V2P communications, etc.). In some examples, the communications system458can include a V2X modem used for performing V2X communications (e.g., sidelink communications over a PC5 interface or DSRC interface), in which case the V2X modem can be separate from one or more modems used for wireless network access functions (e.g., for network communications over a network/Uu interface and/or sidelink communications other than V2X communications).

In some examples, the communications system458can be or can include a telematics control unit (TCU). In some implementations, the TCU can include a network access device (NAD) (also referred to in some cases as a network control unit or NCU). The NAD can include the modem464, any other modem not shown inFIG.4, the OEM SIM460, the user SIM462, and/or other components used for wireless communications. In some examples, the communications system458can include a Global Navigation Satellite System (GNSS). In some cases, the GNSS can be part of the one or more sensor systems456, as described below. The GNSS can provide the ability for the vehicle computing system450to perform one or more location services, navigation services, and/or other services that can utilize GNSS functionality.

In some cases, the communications system458can further include one or more wireless interfaces (e.g., including one or more transceivers and one or more baseband processors for each wireless interface) for transmitting and receiving wireless communications, one or more wired interfaces (e.g., a serial interface such as a universal serial bus (USB) input, a lightening connector, and/or other wired interface) for performing communications over one or more hardwired connections, and/or other components that can allow the vehicle404to communicate with a network and/or other UEs.

The vehicle computing system450can also include an infotainment system454that can control content and one or more output devices of the vehicle404that can be used to output the content. The infotainment system454can also be referred to as an in-vehicle infotainment (IVI) system or an In-car entertainment (ICE) system. The content can include navigation content, media content (e.g., video content, music or other audio content, and/or other media content), among other content. The one or more output devices can include one or more graphical user interfaces, one or more displays, one or more speakers, one or more extended reality devices (e.g., a VR, AR, and/or MR headset), one or more haptic feedback devices (e.g., one or more devices configured to vibrate a seat, steering wheel, and/or other part of the vehicle404), and/or other output device.

In some examples, the computing system450can include the intelligent transport system (ITS)455. In some examples, the ITS455can be used for implementing V2X communications. For example, an ITS stack of the ITS455can generate V2X messages based on information from an application layer of the ITS. In some cases, the application layer can determine whether certain conditions have been met for generating messages for use by the ITS455and/or for generating messages that are to be sent to other vehicles (for V2V communications), to pedestrian UEs (for V2P communications), and/or to infrastructure systems (for V2I communications). In some cases, the communications system458and/or the ITS455can obtain car access network (CAN) information (e.g., from other components of the vehicle via a CAN bus). In some examples, the communications system458(e.g., a TCU NAD) can obtain the CAN information via the CAN bus and can send the CAN information to a PHY/MAC layer of the ITS455. The ITS455can provide the CAN information to the ITS stack of the ITS455. The CAN information can include vehicle related information, such as a heading of the vehicle, speed of the vehicle, breaking information, among other information. The CAN information can be continuously or periodically (e.g., every 1 millisecond (ms), every 10 ms, or the like) provided to the ITS455.

The conditions used to determine whether to generate messages can be determined using the CAN information based on safety-related applications and/or other applications, including applications related to road safety, traffic efficiency, infotainment, business, and/or other applications. In one illustrative example, the ITS455can perform lane change assistance or negotiation. For instance, using the CAN information, the ITS455can determine that a driver of the vehicle404is attempting to change lanes from a current lane to an adjacent lane (e.g., based on a blinker being activated, based on the user veering or steering into an adjacent lane, etc.). Based on determining the vehicle404is attempting to change lanes, the ITS455can determine a lane-change condition has been met that is associated with a message to be sent to other vehicles that are nearby the vehicle in the adjacent lane. The ITS455can trigger the ITS stack to generate one or more messages for transmission to the other vehicles, which can be used to negotiate a lane change with the other vehicles. Other examples of applications include forward collision warning, automatic emergency breaking, lane departure warning, pedestrian avoidance or protection (e.g., when a pedestrian is detected near the vehicle404, such as based on V2P communications with a UE of the user), traffic sign recognition, among others.

The ITS455can use any suitable protocol to generate messages (e.g., V2X messages). Examples of protocols that can be used by the ITS455include one or more Society of Automotive Engineering (SAE) standards, such as SAE J2735, SAE J2945, SAE J3161, and/or other standards, which are hereby incorporated by reference in their entirety and for all purposes.

A security layer of the ITS455can be used to securely sign messages from the ITS stack that are sent to and verified by other UEs configured for V2X communications, such as other vehicles, pedestrian UEs, and/or infrastructure systems. The security layer can also verify messages received from such other UEs. In some implementations, the signing and verification processes can be based on a security context of the vehicle. In some examples, the security context may include one or more encryption-decryption algorithms, a public and/or private key used to generate a signature using an encryption-decryption algorithm, and/or other information. For example, each ITS message generated by the ITS455can be signed by the security layer of the ITS455. The signature can be derived using a public key and an encryption-decryption algorithm. A vehicle, pedestrian UE, and/or infrastructure system receiving a signed message can verify the signature to make sure the message is from an authorized vehicle. In some examples, the one or more encryption-decryption algorithms can include one or more symmetric encryption algorithms (e.g., advanced encryption standard (AES), data encryption standard (DES), and/or other symmetric encryption algorithm), one or more asymmetric encryption algorithms using public and private keys (e.g., Rivest—Shamir—Adleman (RSA) and/or other asymmetric encryption algorithm), and/or other encryption-decryption algorithm.

In some examples, the ITS455can determine certain operations (e.g., V2X-based operations) to perform based on messages received from other UEs. The operations can include safety-related and/or other operations, such as operations for road safety, traffic efficiency, infotainment, business, and/or other applications. In some examples, the operations can include causing the vehicle (e.g., the control system452) to perform automatic functions, such as automatic breaking, automatic steering (e.g., to maintain a heading in a particular lane), automatic lane change negotiation with other vehicles, among other automatic functions. In one illustrative example, a message can be received by the communications system458from another vehicle (e.g., over a PC5 interface, a DSRC interface, or other device to device direct interface) indicating that the other vehicle is coming to a sudden stop. In response to receiving the message, the ITS stack can generate a message or instruction and can send the message or instruction to the control system452, which can cause the control system452to automatically break the vehicle404so that it comes to a stop before making impact with the other vehicle. In other illustrative examples, the operations can include triggering display of a message alerting a driver that another vehicle is in the lane next to the vehicle, a message alerting the driver to stop the vehicle, a message alerting the driver that a pedestrian is in an upcoming cross-walk, a message alerting the driver that a toll booth is within a certain distance (e.g., within 1 mile) of the vehicle, among others.

In some examples, the ITS455can receive a large number of messages from the other UEs (e.g., vehicles, RSUs, etc.), in which case the ITS455will authenticate (e.g., decode and decrypt) each of the messages and/or determine which operations to perform. Such a large number of messages can lead to a large computational load for the vehicle computing system450. In some cases, the large computational load can cause a temperature of the computing system450to increase. Rising temperatures of the components of the computing system450can adversely affect the ability of the computing system450to process the large number of incoming messages. One or more functionalities can be transitioned from the vehicle404to another device (e.g., a user device, a RSU, etc.) based on a temperature of the vehicle computing system450(or component thereof) exceeding or approaching one or more thermal levels. Transitioning the one or more functionalities can reduce the computational load on the vehicle404, helping to reduce the temperature of the components. A thermal load balancer can be provided that enable the vehicle computing system450to perform thermal based load balancing to control a processing load depending on the temperature of the computing system450and processing capacity of the vehicle computing system450.

The computing system450further includes one or more sensor systems456(e.g., a first sensor system through an Nth sensor system, where N is a value equal to or greater than 0). When including multiple sensor systems, the sensor system(s)456can include different types of sensor systems that can be arranged on or in different parts the vehicle404. The sensor system(s)456can include one or more camera sensor systems, LIDAR sensor systems, radio detection and ranging (RADAR) sensor systems, Electromagnetic Detection and Ranging (EmDAR) sensor systems, Sound Navigation and Ranging (SONAR) sensor systems, Sound Detection and Ranging (SODAR) sensor systems, Global Navigation Satellite System (GNSS) receiver systems (e.g., one or more Global Positioning System (GPS) receiver systems), accelerometers, gyroscopes, inertial measurement units (IMUs), infrared sensor systems, laser rangefinder systems, ultrasonic sensor systems, infrasonic sensor systems, microphones, any combination thereof, and/or other sensor systems. It should be understood that any number of sensors or sensor systems can be included as part of the computing system450of the vehicle404.

While the vehicle computing system450is shown to include certain components and/or systems, one of ordinary skill will appreciate that the vehicle computing system450can include more or fewer components than those shown inFIG.4. For example, the vehicle computing system450can also include one or more input devices and one or more output devices (not shown). In some implementations, the vehicle computing system450can also include (e.g., as part of or separate from the control system452, the infotainment system454, the communications system458, and/or the sensor system(s)456) at least one processor and at least one memory having computer-executable instructions that are executed by the at least one processor. The at least one processor is in communication with and/or electrically connected to (referred to as being “coupled to” or “communicatively coupled”) the at least one memory. The at least one processor can include, for example, one or more microcontrollers, one or more central processing units (CPUs), one or more field programmable gate arrays (FPGAs), one or more graphics processing units (GPUs), one or more application processors (e.g., for running or executing one or more software applications), and/or other processors. The at least one memory can include, for example, read-only memory (ROM), random access memory (RAM) (e.g., static RAM (SRAM)), electrically erasable programmable read-only memory (EEPROM), flash memory, one or more buffers, one or more databases, and/or other memory. The computer-executable instructions stored in or on the at least memory can be executed to perform one or more of the functions or operations described herein.

FIG.5illustrates an example of a computing system570of a user device507. The user device507is an example of a UE that can be used by an end-user. For example, the user device507can include a mobile phone, router, tablet computer, laptop computer, tracking device, wearable device (e.g., a smart watch, glasses, an XR device, etc.), Internet of Things (IoT) device, and/or other device used by a user to communicate over a wireless communications network. The computing system570includes software and hardware components that can be electrically or communicatively coupled via a bus589(or may otherwise be in communication, as appropriate). For example, the computing system570includes one or more processors584. The one or more processors584can include one or more CPUs, ASICs, FPGAs, APs, GPUs, VPUs, NSPs, microcontrollers, dedicated hardware, any combination thereof, and/or other processing device or system. The bus589can be used by the one or more processors584to communicate between cores and/or with the one or more memory devices586.

The computing system570may also include one or more memory devices586, one or more digital signal processors (DSPs)582, one or more SIMS574, one or more modems576, one or more wireless transceivers578, an antenna587, one or more input devices572(e.g., a camera, a mouse, a keyboard, a touch sensitive screen, a touch pad, a keypad, a microphone, and/or the like), and one or more output devices580(e.g., a display, a speaker, a printer, and/or the like).

The one or more wireless transceivers578can receive wireless signals (e.g., signal588) via antenna587from one or more other devices, such as other user devices, vehicles (e.g., vehicle404ofFIG.4described above), network devices (e.g., base stations such as eNBs and/or gNBs, WiFI routers, etc.), cloud networks, and/or the like. In some examples, the computing system570can include multiple antennae. The wireless signal588may be transmitted via a wireless network. The wireless network may be any wireless network, such as a cellular or telecommunications network (e.g., 3G, 4G, 5G, etc.), wireless local area network (e.g., a WiFi network), a Bluetooth™ network, and/or other network. In some examples, the one or more wireless transceivers578may include an RF front end including one or more components, such as an amplifier, a mixer (also referred to as a signal multiplier) for signal down conversion, a frequency synthesizer (also referred to as an oscillator) that provides signals to the mixer, a baseband filter, an analog-to-digital converter (ADC), one or more power amplifiers, among other components. The RF front-end can generally handle selection and conversion of the wireless signals588into a baseband or intermediate frequency and can convert the RF signals to the digital domain.

In some cases, the computing system570can include a coding-decoding device (or CODEC) configured to encode and/or decode data transmitted and/or received using the one or more wireless transceivers578. In some cases, the computing system570can include an encryption-decryption device or component configured to encrypt and/or decrypt data (e.g., according to the AES and/or DES standard) transmitted and/or received by the one or more wireless transceivers578.

The one or more SIMs574can each securely store an IMSI number and related key assigned to the user of the user device507. As noted above, the IMSI and key can be used to identify and authenticate the subscriber when accessing a network provided by a network service provider or operator associated with the one or more SIMs574. The one or more modems576can modulate one or more signals to encode information for transmission using the one or more wireless transceivers578. The one or more modems576can also demodulate signals received by the one or more wireless transceivers578in order to decode the transmitted information. In some examples, the one or more modems576can include a 4G (or LTE) modem, a 5G (or NR) modem, a modem configured for V2X communications, and/or other types of modems. The one or more modems576and the one or more wireless transceivers578can be used for communicating data for the one or more SIMs574.

The computing system570can also include (and/or be in communication with) one or more non-transitory machine-readable storage media or storage devices (e.g., one or more memory devices586), which can include, without limitation, local and/or network accessible storage, a disk drive, a drive array, an optical storage device, a solid-state storage device such as a RAM and/or a ROM, which can be programmable, flash-updateable and/or the like. Such storage devices may be configured to implement any appropriate data storage, including without limitation, various file systems, database structures, and/or the like.

In various aspects, functions may be stored as one or more computer-program products (e.g., instructions or code) in memory device(s)586and executed by the one or more processor(s)584and/or the one or more DSPs582. The computing system570can also include software elements (e.g., located within the one or more memory devices586), including, for example, an operating system, device drivers, executable libraries, and/or other code, such as one or more application programs, which may comprise computer programs implementing the functions provided by various aspects, and/or may be designed to implement methods and/or configure systems, as described herein.

FIG.6illustrates an example 600 of wireless communication between devices based on sidelink communication, such as V2X or other D2D communication. The communication may be based on a slot structure. For example, transmitting UE602may transmit a transmission614, e.g., comprising a control channel and/or a corresponding data channel, that may be received by receiving UEs604,606,608. At least one UE may comprise an autonomous vehicle or an unmanned aerial vehicle. A control channel may include information for decoding a data channel and may also be used by receiving device to avoid interference by refraining from transmitting on the occupied resources during a data transmission. The number of TTIs, as well as the RBs that will be occupied by the data transmission, may be indicated in a control message from the transmitting device. The UEs602,604,606,608may each be capable of operating as a transmitting device in addition to operating as a receiving device. Thus, UEs606,608are illustrated as transmitting transmissions616,620. The transmissions614,616,620(and618by RSU607) may be broadcast or multicast to nearby devices. For example, UE614may transmit communication intended for receipt by other UEs within a range601of UE614. Additionally/alternatively, RSU607may receive communication from and/or transmit communication618to UEs602,604,606,608. UE602,604,606,608or RSU607may comprise a detection component. UE602,604,606,608or RSU607may also comprise a BSM or mitigation component.

In wireless communications, such as V2X communications, V2X entities may perform sensor sharing with other V2X entities for cooperative and automated driving. For example, with reference to diagram700ofFIG.7A, the host vehicle (HV)702may detect a number of items within its environment. For example, the HV702may detect the presence of the non-V2X entity (NV)706at block732. The HV702may inform other entities, such as a first remote vehicle (RV1)704or a road side unit (RSU)708, about the presence of the NV706, if the RV1704and/or the RSU708, by themselves, are unable to detect the NV706. The HV702informing the RV1704and/or the RSU708about the NV706is a sharing of sensor information. With reference to diagram710ofFIG.7B, the HV702may detect a physical obstacle712, such as a pothole, debris, or an object that may be an obstruction in the path of the HV702and/or RV1704that has not yet been detected by RV1704and/or RSU708. The HV702may inform the RV1 and/or the RSU708of the obstacle712, such that the obstacle712may be avoided. With reference to diagram720ofFIG.7C, the HV702may detect the presence of a vulnerable road user (VRU)722and may share the detection of the VRU722with the RV1704and the RSU708, in instances where the RSU708and/or RV1704may not be able to detect the VRU722. With reference to diagram730ofFIG.7D, the HV, upon detection of a nearby entity (e.g., NV, VRU, obstacle) may transmit a sensor data sharing message (SDSM)734to the RV and/or the RSU to share the detection of the entity. The SDSM734may be a broadcast message such that any receiving device within the vicinity of the HV may receive the message. In some instances, the shared information may be relayed to other entities, such as RVs. For example, with reference to diagram800ofFIG.8, the HV802may detect the presence of the NV806and/or the VRU822. The HV802may broadcast the SDSM810to the RSU808to report the detection of NV806and/or VRU822. The RSU808may relay the SDSM810received from the HV802to remote vehicles such that the remote vehicles are aware of the presence of the NV806and/or VRU822. For example, the RSU808may transmit an SDSM812to the RV1804, where the SDSM812includes information related to the detection of NV806and/or VRU822.

FIG.9is a diagram illustrating an example of a system900for sensor sharing in wireless communications (e.g., V2X communications), in accordance with some aspects of the present disclosure. InFIG.9, the system900is shown to include a plurality of equipped (e.g., V2X capable) network devices. The plurality of equipped network devices includes vehicles (e.g., automobiles)910a,910b,910c,910d, and an RSU905. Also shown are a plurality of non-equipped network devices, which include a non-equipped vehicle920, a VRU (e.g., a bicyclist)930, and a pedestrian940. The system900may comprise more or less equipped network devices and/or more or less non-equipped network devices, than as shown inFIG.9. In addition, the system900may comprise more or less different types of equipped network devices (e.g., which may include equipped UEs) and/or more or less different types of non-equipped network devices (e.g., which may include non-equipped UEs) than as shown inFIG.9. In addition, in one or more examples, the equipped network devices may be equipped with heterogeneous capability, which may include, but is not limited to, C-V2X/DSRC capability, 4G/5G cellular connectivity, GPS capability, camera capability, radar capability, and/or LIDAR capability.

The plurality of equipped network devices may be capable of performing V2X communications. In addition, at least some of the equipped network devices are configured to transmit and receive sensing signals for radar (e.g., RF sensing signals) and/or LIDAR (e.g., optical sensing signals) to detect nearby vehicles and/or objects. Additionally or alternatively, in some cases, at least some of the equipped network devices are configured to detect nearby vehicles and/or objects using one or more cameras (e.g., by processing images captured by the one or more cameras to detect the vehicles/objects). In one or more examples, vehicles910a,910b,910c,910dand RSU905may be configured to transmit and receive sensing signals of some kind (e.g., radar and/or LIDAR sensing signals).

In some examples, some of the equipped network devices may have higher capability sensors (e.g., GPS receivers, cameras, RF antennas, and/or optical lasers and/or optical sensors) than other equipped network devices of the system900. For example, vehicle910bmay be a luxury vehicle and, as such, have more expensive, higher capability sensors than other vehicles that are economy vehicles. In one illustrative example, vehicle910bmay have one or more higher capability LIDAR sensors (e.g., high capability optical lasers and optical sensors) than the other equipped network devices in the system900. In one illustrative example, a LIDAR of vehicle910bmay be able to detect a VRU (e.g., cyclist)930and/or a pedestrian940with a large degree of confidence (e.g., a seventy percent degree of confidence). In another example, vehicle910bmay have higher capability radar (e.g., high capability RF antennas) than the other equipped network devices in the system900. For instance, the radar of vehicle910bmay be able to detect the VRU (e.g., cyclist)930and/or pedestrian940with a degree of confidence (e.g., an eight-five percent degree of confidence). In another example, vehicle910bmay have higher capability camera (e.g., with higher resolution capabilities, higher frame rate capabilities, better lens, etc.) than the other equipped network devices in the system900.

During operation of the system900, the equipped network devices (e.g., RSU905and/or at least one of the vehicles910a,910b,910c,910d) may transmit and/or receive sensing signals (e.g., RF and/or optical signals) to sense and detect vehicles (e.g., vehicles910a,910b,910c,910d, and920) and/or objects (e.g., VRU930and pedestrian940) located within and surrounding the road. The equipped network devices (e.g., RSU905and/or at least one of the vehicles910a,910b,910c,910d) may then use the sensing signals to determine characteristics (e.g., motion, dimensions, type, heading, and speed) of the detected vehicles and/or objects. The equipped network devices (e.g., RSU905and/or at least one of the vehicles910a,910b,910c,910d) may generate at least one vehicle-based message915(e.g., a V2X message, such as a Sensor Data Sharing Message (SDSM), a Basic Safety Message (BSM), a Cooperative Awareness Message (CAM), Collective Perception Messages (CPMs), and/or other type of message) including information related to the determined characteristics of the detected vehicles and/or objects.

The vehicle-based message915may include information related to the detected vehicle or object (e.g., a position of the vehicle or object, an accuracy of the position, a speed of the vehicle or object, a direction in which the vehicle or object is traveling, and/or other information related to the vehicle or object), traffic conditions (e.g., low speed and/or dense traffic, high speed traffic, information related to an accident, etc.), weather conditions (e.g., rain, snow, etc.), message type (e.g., an emergency message, a non-emergency or “regular” message), etc.), road topology (line-of-sight (LOS) or non-LOS (NLOS), etc.), any combination, thereof, and/or other information. In some examples, the vehicle-based message915may also include information regarding the equipped network device's preference to receive vehicle-based messages from other certain equipped network devices. In some cases, the vehicle-based message915may include the current capabilities of the equipped network device (e.g., vehicles910a,910b,910c,910d), such as the equipped network device's sensing capabilities (which can affect the equipped network device's accuracy in sensing vehicles and/or objects), processing capabilities, the equipped network device's thermal status (which can affect the vehicle's ability to process data), and the equipped network device's state of health.

In some aspects, the vehicle-based message915may include a dynamic neighbor list (also referred to as a Local Dynamic Map (LDM) or a dynamic surrounding map) for each of the equipped network devices (e.g., vehicles910a,910b,910c,910dand RSU905). For example, each dynamic neighbor list can include a listing of all of the vehicles and/or objects that are located within a specific predetermined distance (or radius of distance) away from a corresponding equipped network device. In some cases, each dynamic neighbor list includes a mapping, which may include roads and terrain topology, of all of the vehicles and/or objects that are located within a specific predetermined distance (or radius of distance) away from a corresponding equipped network device.

In some implementations, the vehicle-based message915may include a specific use case or safety warning, such as a do-not-pass warning (DNPW) or a forward collision warning (FCW), related to the current conditions of the equipped network device (e.g., vehicles910a,910b,910c,910d). In some examples, the vehicle-based message915may be in the form of a standard Basic Safety Message (BSM), a Cooperative Awareness Message (CAM), a Collective Perception Message (CPM), a Sensor Data Sharing Message (SDSM) (e.g., SAE J3224 SDSM), and/or other format.

FIG.10is a diagram1000illustrating an example of a vehicle-based message (e.g., vehicle-based message915ofFIG.9), in accordance with some aspects of the present disclosure. The vehicle-based message915is shown as a sensor-sharing message (e.g., an SDSM), but can include a BSM, a CAM, a CPM, or other vehicle-based message as noted herein. InFIG.10, the vehicle-based message915is shown to include HostData1020and Detected Object Data1010a,1010b. The HostData1020of the vehicle-based message915may include information related to the transmitting device (e.g., the transmitting equipped network entity, such as RSU905or an onboard unit (OBU), such as on vehicles910a,910b,910c,910d) of the vehicle-based message915. The Detected Object Data1010a,1010bof the vehicle-based message915may include information related to the detected vehicle or object (e.g., static or dynamic characteristics related to the detected vehicle or object, and/or other information related to the detected vehicle or object). The Detected Object Data1010a,1010bmay specifically include Detected Object CommonData, Detected Object VehicleData, Detected Object VRUData, Detected Obstacle ObstacleData, and Detected Object MisbehavingVehicleData.

These vehicle-based messages915are beneficial because they can provide an awareness and understanding to the equipped network devices (e.g., vehicles910a,910b,910c,910dofFIG.9) of upcoming potential road dangers (e.g., unforeseen oncoming vehicles, accidents, and road conditions).

As previously mentioned, a transmitting network device (e.g., a V2X-capable vehicle that generates and sends vehicle-based messages) can be misbehaving (e.g., operating as a misbehaving vehicle) by sending (e.g., either purposely or not purposely) vehicle-based messages containing incorrect (wrong) information. For example, a transmitting network device can be operating as a misbehaving vehicle, if the information contained within its vehicle-based messages identifies an incorrect position (location) for the transmitting network device.

In one or more cases, a transmitting network device (e.g., a V2X-capable vehicle that generates and sends vehicle-based messages) can be misbehaving (e.g., operating as a misbehaving vehicle) by operating as an attacker by creating a non-visible, V2X ghost object to disturb traffic on the road. A ghost V2X object is a V2X object (e.g., an object perceived by V2X sensors) that is not located at the position (location) as indicated by the transmitting network device. Ghost V2X objects are objects with no physical existence, such as a simulated vulnerable road user (VRU) or a simulated vehicle. A non-visible object is an object that is out of a sensor field-of-view (FoV) or not in the line-of-sight (LoS) (e.g., a non-line of sight scenario) of a receiving network device (e.g., a V2X-capable vehicle that receives vehicle-based messages).

In some cases, an attacker can use V2X attacks that may only be detectable by sensors. For example, an attacker may create ghost vehicles that mimic real vehicles. In another example, an attacker may include false traffic light information (e.g., stating that, at certain time, a traffic light is illuminated red, when the traffic light is actually illuminated green) in a vehicle-based message. The aim of an attacker can be to cause the driver to perform unnecessary maneuvers (e.g., decelerating), which can result in frustration to the driver, and cause a disruption to traffic, which can result in a traffic jam and/or a vehicle collision. Attacks that mimic the mobility of vehicles can be difficult to detect without the use of sensors (e.g., cameras, radar, and LIDAR).

FIG.11is a diagram illustrating an example of a vehicle configuration1100for a non-line of sight (NLoS) scenario, in accordance with some aspects of the present disclosure. InFIG.11, several equipped (e.g., V2X capable) network devices1110a,1110b,1110cin the form of trucks are shown.FIG.11also shows a non-equipped (e.g., not V2X capable) object1120in the form of a pedestrian.

InFIG.11, the equipped network devices1110a,1110b,1110c(e.g., trucks) are all shown to be driving in the same direction on the road. In particular, equipped network device1110a(e.g., a truck) is shown to be driving in the direction of line1130b. The non-equipped object1120(e.g., pedestrian) is shown to be beginning to cross the road in the direction of line1130a. As such, paths of the equipped network device1110a(e.g., a truck) and the non-equipped object1120(e.g., pedestrian) should cross where the two lines1130a,1130bcross on the road.

The equipped network device1110a(e.g., a truck) may not be aware of the non-equipped object1120(e.g., pedestrian) because the non-equipped object1120(e.g., pedestrian) is not in the line of sight (NLoS) (e.g., not within the FoV) of sensors on the equipped network device1110a(e.g., truck). In some cases, an attacker (e.g., a vehicle) may a transmit a vehicle-based message (e.g., a BSM or CAM) to the equipped network device1110a(e.g., a truck) notifying the equipped network device1110a(e.g., truck) of the non-equipped object1120(e.g., pedestrian) heading in the direction of the line1130a. However, since the non-equipped object1120(e.g., pedestrian) is located in the NLoS of the equipped network device1110a(e.g., a truck), the sensors of the equipped network device1110a(e.g., a truck) are not able to sense the non-equipped object1120(e.g., pedestrian) to verify whether the non-equipped object1120(e.g., pedestrian) has a physical existence or is merely a ghost object.

As previously mentioned, current V2X-sensor solutions are insufficient to detect certain, multiple V2X attacks. For example, current solutions may only scan for a single type of message (e.g., a CAM or a BSM), while an attacker may target multiple message types. For another example, current solutions may only rely on a single detector (e.g., a ghost-V2X detector) and, as such, these current solutions can only detect a single V2X attack.

In one or more aspects, systems and techniques are provided for optimizing situational awareness of vehicle misbehavior, which can lead to a disruption in traffic. The systems and techniques provide a V2X-sensor misbehavior detection system that can utilize information from sensors (e.g., cameras, radar, and LIDAR) to verify (confirm) information (e.g., vehicle and/or traffic infrastructure information) contained within vehicle-based messages (e.g., V2X messages). In one or more aspects, the disclosed system may include a plurality of processes (e.g., for detectors), which may include, but are not limited to, data alignment, data association, misbehavior reporting, objection detection (e.g., via sensors), spatial and temporal alignment, and estimation probabilities for LoS and NLoS objects.

In some aspects, the systems and techniques can provide V2X-sensor detectors as well as a management system for the V2X-sensor detectors. The systems and techniques can also provide an interaction between a misbehavior detection system (MBDS) and V2X-sensor detectors, as well as an interaction between sensor fusion and V2X-sensor detectors. The systems and techniques can be implemented as part of a network device, such as a vehicle.

FIG.12is a diagram1200illustrating an example of operations that can be performed by a V2X-sensor misbehavior detection system of a network device, such as a vehicle. For example, the diagram1200illustrates operations performed by the management system for the V2X-sensor detectors (e.g., detector management engine1215). The diagram1200also illustrates interactions between the MBDS (e.g., fusion/sensor MBDS1225) and the V2X-sensor detectors (e.g., V2X-sensor detectors1230), and the sensor fusion (e.g., fusion/sensor detection engine1220) and the V2X-sensor detectors (e.g., V2X-sensor detectors1230). For the diagram1200ofFIG.12, a V2X message is received at block1205.

As shown in the diagram1200ofFIG.12, a sensor status check engine1210, can update and/or check (e.g., periodically update and/or check) the status of one or more sensors of the network device (e.g., a vehicle). For example, the sensor status can depend upon whether a sensor of the network device is broken or blinded, and/or can depend upon whether the weather (e.g., fog or rain) can cause limited sensing capabilities for the sensor. For example, checking the color of a traffic light contained within a vehicle-based message (e.g., a V2X message) may not be possible without the use of a working camera (as an example of a sensor).

In some cases, depending upon the sensor status, a sensor (or the sensor status check engine1210) may create a configuration file, which can include a confidence level for the sensing capabilities of the sensor (e.g., for successfully sensing within a specific sensing range, such as a 50 meter range). The confidence level for a sensor can depend upon the type of sensor.

For example, unlike performance of a camera, performance of a radar sensor may not be affected by fog. In some cases, the confidence level for a sensor can vary from 0% (e.g., for no confidence in the sensing capability of the sensor for a particular range, such as a 50 meter range) to 100% (e.g., for complete confidence in the sensing capability of the sensor for a particular range, such as a 50 meter range). The configuration file can be sent to the detector management engine1215.

After the detector management engine1215receives the configuration file from the sensor (or the sensor status check engine1210), the detector management engine1215can be aware of the sensing capabilities of the sensor and can apply a weight to sensor data (or sensing information) obtained from that sensor based on the confidence level (e.g., 80%) for that sensor. For example, if the configuration file indicates that the sensor has a zero confidence level (e.g., 0%) for sensing in a particular range (e.g., a 50 meter range), the detector management engine1215may assign a weight of zero (0) to sensor data received from that sensor and, as such, that the sensor data may not be utilized by the V2X-sensor detectors1230. As such, depending upon the confidence level of the configuration file for a sensor, the detector management engine1215can control (e.g., by changing detector parameters) how the V2X-sensor detectors1230perceive the sensor data obtained from the sensor.

In one or more cases, the detector management engine1215can change the parameters of the V2X-sensor detectors1230(e.g., detector parameters). For example, the detector management engine1215can change the maximum detection range of the sensor fusion (e.g., the range of sensor data collected by the fusion/sensor detection engine1220) and/or the maximum bearing angle for the sensor fusion (e.g., the maximum bearing angle of the sensor for sensor data collected by the fusion/sensor detection engine1220). In some cases, for example in extreme weather conditions where the sensor has a zero confidence level (e.g., 0%) for sensing in a particular range (e.g., a 50 meter range), the detector management engine1215can simply disable the sensor from sensing (e.g., disable the sensor from obtaining sensor data).

The fusion/sensor detection engine1220can collect (e.g., performs “fusion”) the sensor data from at least one sensor (e.g., from a plurality of sensors) that is obtained for a particular scene. By collecting sensor data from multiple sensors for a particular scene, rather than collecting sensor data from a single sensor for a particular scene, allows for the detection of a scene, even if one sensor fails. After the fusion/sensor detection engine1220collects (e.g., performs “fusion”) the sensor data from at least one sensor for a particular scene, the fusion/sensor detection engine1220can send this collected sensor data to the fusion sensor/sensor MBDS1225.

After the fusion sensor/sensor MBDS1225receives the sensor data from the fusion/sensor detection engine1220, the fusion sensor/sensor MBDS1225can detect and remove simulated sensor objects (e.g., fake sensor objects) contained within the sensor data (e.g., by filtering out information or data associated with the simulated or face sensor objects from the sensor data). For example, a simulated (fake) pedestrian may simply be an image (e.g., picture) of a pedestrian projected (displayed) on the on the road. The fusion sensor/sensor MBDS1225can remove any detected simulated (fake) objects in the sensor data. The removal of the simulated (fake) objects in the sensor data can allow for a reduction in false assumptions of objects existing made according to the sensor data. After the fusion sensor/sensor MBDS1225removes any detected simulated (fake) objects in the sensor data, the fusion sensor/sensor MBDS1225can send the filtered out sensor data to the V2X-sensor detectors1230.

The V2X-sensor detectors1230can receive the V2X message at block1205, the detector parameters from the detector management engine1215, the filtered out sensor data from the fusion sensor/sensor MBDS1225, and in some cases a map. The map may include Global Navigation Satellite system (GNSS) data and a local map1235. After the V2X-sensor detectors1230receive these inputs, the V2X-sensor detectors1230can analyze (compare) these inputs to determine if there is malicious behavior (e.g., incorrect information contained within a V2X message). In one or more aspects, the V2X-sensor detectors1230may include a plurality of different detectors, which may include, but are not limited to, the detector for detecting ghost objects ofFIG.13, the detector for detecting simulated (fake) free space ofFIG.15, and the detector for detecting an inconsistent number of CPM objects ofFIG.18.

After the V2X-sensor detectors1230analyze (compare) the inputs to determine if there is malicious behavior, the V2X-sensor detectors1230can send their results to a detectors aggregator1240. The detectors aggregator1240can aggregate (combine) the received results from the V2X-sensor detectors1230. Then, depending upon the aggregated results, it can be determined (e.g., by at least one processor) whether or not malicious behavior has been detected at block1245. If it is determined that malicious behavior has not been detected, then the V2X application can proceed at block1250. However, if it is determined that malicious behavior has been detected, then the detected misbehavior may be reported at block1255, such as within a misbehavior report (MBR), to a misbehavior server of a misbehavior authority.

FIG.13is a flow chart illustrating an example of a process1300for operation of a detector for detecting ghost objects using sensors, where the detector may be employed for the V2X-sensor detectors1230ofFIG.12. In the process1300ofFIG.13, the detector can collect the V2X data (e.g., information contained within a V2X message) at block1305. After the detector collects the V2X data, the detector can check for sensor FoV at block1310to determine whether a V2X object (e.g., within the collected V2X data) can be detected by the sensor (e.g., whether the V2X object is located within the sensor's FoV, which may be defined by X and Y coordinates as well as a Z coordinate, such as altitude). If the detector determines that the V2X object is not located within the sensor's FoV (a no decision at block1315), the detector can simply remain idle1355.

However, if the detector determines that the V2X object is located within the sensor's FoV (a yes decision at block1315), a NLoS aggregator1325can aggregate the collected V2X data with non-V2X data1320(e.g., map information related to the V2X object). After the NLoS aggregator1325has aggregated the data, the detector can determine whether the V2X object is located in NLoS of the sensor at block1330. If the detector determines that the V2X object is located in NLoS of the sensor, then the detector can simply remain idle at block1355.

At block1335, the detector can collect sensor/fusion data (e.g., sensor data from at least one sensor for a particular scene related to the V2X object). If the detector determines that the V2X object is not located in NLoS of the sensor, then the detector, by using the collected sensor/fusion data, can determine whether there is an association (at block1340) between a sensor object (e.g., within the collected sensor/fusion data) and the V2X object (e.g., whether a sensor object validates the existence of the V2X object).

Then, the detector may determine whether malicious behavior has been detected at block1345(e.g., there is malicious behavior when there is no sensor object that can validate the existence of the V2X object). If the detector determines that there is no malicious behavior detected (e.g., there is a sensor object that can validate the existence of the V2X object), the detector can simply remain idle1355. However, if the determines that there is malicious behavior detected (e.g., there is no sensor object that can validate the existence of the V2X object), the detector can generate a misbehavior report1350that reports the misbehavior (e.g., ghost object).

In one or more aspects, the NLoS aggregator1325may rely on a set of techniques to determine whether the V2X object is located within the NLoS or LoS of the sensors of the equipped (e.g., V2X capable) network device (e.g., vehicle). The output of the NLoS aggregator1325may be based on aggregating the output from each NLoS technique. In some cases, an aggregation technique may be a majority vote.

The techniques utilized by the NLoS aggregator1325may include computational geometry techniques. As previously mentioned, estimation probabilities for LoS and NLoS objects can be used to estimate whether a LoS path is blocked by another vehicle by using, for example, a local dynamic map (e.g., an embedded map) and a calculation of a three-dimensional LoS. For estimating whether a LoS path is blocked by another vehicle, computation formulas (e.g., formulas for highway and urban driving scenarios in table1400ofFIG.14) for the probability of LoS (e.g., P(LoS)) may be utilized, where a distance (d) is between a HV (e.g., vehicle) and an RV (e.g., V2X object), and the HV and RV should be located on the same road. In some cases, the HV and RV may be on different roads (e.g., if the HV and RV are still located close to one another). An embedded map and a sensor of the vehicle can each provide the location of the non-V2X obstacle. The highway and urban driving scenarios may be determined based on the type of road (e.g., which may be determined by using an embedded map), a perceived speed limit for the road, and an average self-speed for driving within a certain time period.

In one or more aspects, the distance (d) can be the difference between the position of the equipped (e.g., V2X capable) network device (e.g., vehicle) and a position of the V2X object (e.g., a position within a vehicle-based message, such as a BSM), or can be determined by the received signal strength indicator (RSSI) of the vehicle-based message (e.g., BSM). In some aspects, the same road determination (e.g., whether the V2X object is located on the same road as the vehicle) can be made using an embedded map along with a position of the V2X object (e.g., a position within a vehicle-based message, such as a BSM). In one or more aspects, the context determination (e.g., whether it is a highway or urban scenario), can be made using road infrastructure (e.g., traffic sign) sensors, an embedded map, and/or an average self-speed (e.g., of the vehicle) within a time period. In some aspects, the state determination (e.g., whether the V2X object is located in NLoS or LoS of the sensors of the vehicle) can be made using a single threshold approach, such as if the probability of the LoS (P(LoS)) is greater than a probability threshold, then the V2X object is determined to be located within the LoS of the vehicle.

FIG.15is a diagram1500illustrating an example of operations of a detector for detecting simulated (fake) free space, where the detector may be employed for the V2X-sensor detectors1230ofFIG.12. As shown in the diagram1500ofFIG.15, the detector can collect a V2X message, such as a CPM at block1505. After the detector collects a V2X message (e.g., a CPM), the detector can check an identification (ID) of the V2X message at block1510. After the detector checks the V2X ID, the detector can determine whether or not the ID of the V2X message is a bad (e.g., not valid) ID at block1515. If the detector determine determines that the V2X ID is bad (a yes decision at block1515), the detector may report the misbehavior at block1560(e.g., report that the V2X message has an invalid ID). If the detector determine determines that the V2X ID is valid or not bad (a no decision at block1515), the operations can proceed to operation1540, described below.

A sensor status check engine1520may include similar operations as the sensor status check engine1210ofFIG.12. For instance, the sensor status check engine1520can update and/or check (e.g., periodically update and/or check) the sensor status of one or more sensors to generate a configuration file, which is sent to the detector management engine1525. The detector management engine1525can receive the configuration file, and can operate similar to the detector management engine1215ofFIG.12to generate detectors parameters, which are sent to the V2X-sensor detectors1540.

The sensor detection engine1530can operate similar to the fusion/sensor detection engine1220to collect all of the sensor data from at least one sensor (e.g., from a plurality of sensors) that is obtained for a particular scene. The sensor detection engine1530can send this collected sensor data to the sensor MBDS1535. The sensor MBDS1535can receive the collected sensor data and operate similar to the fusion sensor/sensor MBDS1225to detect and remove (filters out) simulated (fake) sensor objects contained within the sensor data. The sensor MBDS1535can send the filtered sensor data to the V2X-sensor detectors1540.

If the detector determines that the V2X ID is valid or not bad at block1515, the V2X-sensors detector1540can receive the detector parameters from the detector management engine1525and the filtered out sensor data from the sensor MBDS1535. The V2X-sensors detector1540can analyze (compare) these inputs to determine if there is malicious behavior (e.g., a sensor object is actually located in “free space” indicated in the CPM). In some cases, the V2X-sensor detectors1540can send the detector results to a detectors aggregator1545, which may be similar to the detectors aggregator1240. The detectors aggregator1545can aggregate (combine) the received results from the V2X-sensor detectors1540. In such cases, depending upon the aggregated results, it can be determined (e.g., by at least one processor) whether or not malicious behavior has been detected at block1550. If the V2X-sensors detector1540(or the detectors aggregator1545) determines that there is no malicious behavior (e.g., a sensor object is not located in “free space” indicated in the CPM and, as such, the indicated “free space” is actually free space), then the V2X application can proceed at block1555. However, if the V2X-sensors detector1540(or the detectors aggregator1545) determines that there is malicious behavior (e.g., a sensor object is actually located in “free space” indicated in the CPM and, as such, the indicated “free space” is not actually free space), the detector may report the misbehavior at block1560(e.g., report that a sensor object is actually located within the “free space” indicated in the CPM).

FIGS.16A,16B,16C, and16Deach show examples of different views1600,1601,1602,1603. In particular,FIG.16Ais a diagram illustrating an example of a ground truth view1600. InFIG.16A, a transmitting equipped (e.g., V2X capable) network device1610a(e.g., a vehicle) and a receiving equipped (e.g., V2X capable) network device1610b(e.g., a vehicle) are shown. The transmitting equipped (e.g., V2X capable) network device1610a(e.g., a vehicle) may send a CPM to the receiving equipped (e.g., V2X capable) network device1610b(e.g., a vehicle).FIG.16Adepicts a ground truth view related to this use case.

A sensor FoV1620afor the transmitting equipped (e.g., V2X capable) network device1610a(e.g., a vehicle) and a sensor FoV1620bfor the receiving equipped (e.g., V2X capable) network device1610b(e.g., a vehicle) are shown inFIG.16A. A V2X object1640is in both of the FoVs1620a,1620b. A non-V2X object1630is located in the LoS of both the transmitting equipped (e.g., V2X capable) network device1610a(e.g., a vehicle) and the receiving equipped (e.g., V2X capable) network device1610b(e.g., a vehicle). As such, the ground truth view1600may include both V2X objects (e.g., V2X object164) and non-V2X objects (e.g., non-V2X object1630).

FIG.16Bis a diagram illustrating an example of a Collective Perception Message (CPM) view1601. InFIG.16B, the transmitting equipped (e.g., V2X capable) network device1610a(e.g., a vehicle) is shown.FIG.16Bshows the CPM view of the CPM sent (transmitted) by the transmitting equipped (e.g., V2X capable) network device1610a(e.g., a vehicle). A CPM view does not contain any objects perceived by sensors that are V2X sensors and, as such, a CPM view should not contain any V2X objects.

“Free space” as indicated in the CPM (e.g., free space in CPM1621) is shown. A CPM object (Tx)1641as perceived by a sensor of the transmitting equipped (e.g., V2X capable) network device1610a(e.g., a vehicle) is also shown. A shadowed space1631depicts an area that is not visible to the sensor of the transmitting equipped (e.g., V2X capable) network device1610a(e.g., a vehicle) because the CPM object (Tx)1641is blocking (obstructing) the view of the transmitting equipped (e.g., V2X capable) network device1610a(e.g., a vehicle).

FIG.16Cis a diagram illustrating an example of a receiver (Rx) sensor view1602. InFIG.16C, the transmitting equipped (e.g., V2X capable) network device1610a(e.g., a vehicle) and the receiving equipped (e.g., V2X capable) network device1610b(e.g., a vehicle) are shown. A sensor FoV1622of the receiving equipped (e.g., V2X capable) network device1610b(e.g., a vehicle) is shown to include sensor objects (Rx)1632a,1632bthat are perceived by a sensor of the receiving equipped (e.g., V2X capable) network device1610b(e.g., a vehicle). As Rx sensor view may contain both non-V2X objects and V2X objects.

FIG.16Dis a diagram illustrating an example of an overall Rx view1603. InFIG.16D, the transmitting equipped (e.g., V2X capable) network device1610a(e.g., a vehicle) and the receiving equipped (e.g., V2X capable) network device1610b(e.g., a vehicle) are shown. In particular, FIG. D shows one example of the detector checking for an inconsistence in the free space. For example, the receiving equipped (e.g., V2X capable) network device1610b(e.g., a vehicle) may check for an inconsistency in the CPM sent (transmitted) by the transmitting equipped (e.g., V2X capable) network device1610a(e.g., a vehicle).

A free space in CPM1633(e.g., an area indicated as free space in the CPM) is shown to include a shadowed space1643. The sensor of the receiving equipped (e.g., V2X capable) network device1610b(e.g., a vehicle) may detect (e.g., within the sensor FoV1623) two objects in the free space in CPM1633. The FoV1623may include an object1653that may be both a CPM object (Tx) (e.g., an object indicated in the transmitted CPM) and a sensor object (Rx) (e.g., an object perceived by a sensor on the receiving vehicle1610b). Since this object1653is both a CPM object (Tx) and a sensor object (Rx), the object1653has been verified.

The FoV1623may also include an object1663that may be a sensor object (Rx) (e.g., an object perceived by a sensor on the receiving vehicle1610b) and a V2X object (e.g., an object perceived by V2X sensors). A V2X object should not be contained within a CPM. Since the CPM has defined the area of the object1663to be “free space”, but the object1663has been detected by a sensor on the receiving vehicle1610b, there is an inconsistency for object1663. Since there is an inconsistency for object1663, an alert regarding simulated (fake) “free space” in the area of object1663can be generated.

FIG.17is a flow chart illustrating example processes1700that may be performed by a detector for detecting simulated (fake) free space, where the detector may be employed for the V2X-sensor detectors1230ofFIG.12. In the processes1700ofFIG.17, the detector may receive an incoming CPM at block1710. After the detector receives the CPM, at block1720, the detector may perform data alignment at block1730to align (e.g., in both time and space) the “free space” data in the CPM and object data from a sensor/fusion object (e.g., object data obtained from sensors).

After the detector has aligned the “free space” data in the CPM and the object data from a sensor/fusion object, the detector may determine whether there is any position overlap at block1740(e.g., any overlap in position) of the sensor object (e.g., which may have its an area represented in the form of a square or rectangle shape, based on the length and width of the object) in the CPM “free space” at block1750. If the detector does not determine that there is any position overlap of the sensor object in the CPM “free space”, the detector can remain idle at block1770, and may output an output in the form of a Boolean indicator (e.g., an output of zero to indicate a “no”). However, if the detector determines that there is some position overlap of the sensor object in the CPM “free space”, the detector may generate a misbehavior report (MBR) at block1760, and output an output in the form of a Boolean indicator (e.g., an output of a one to indicate a “yes”). The detector may send (transmit) the misbehavior report to a misbehavior authority. The misbehavior report may indicate the triggered detector (e.g., the specific detector that generated the misbehavior report) and contain evidence (e.g., the CPM and sensor data) for the misbehavior.

FIG.18is a flow chart illustrating an example of a process1800for operation of a detector for detecting an inconsistent number of CPM objects, where the detector may be employed for the V2X-sensor detectors1230ofFIG.12. In the process1800ofFIG.18, the detector may receive an incoming CPM at block1810, which may include CPM object (CPMO) data. The detector may collect needed V2X-sensor fusion object (VSFO) data at block1820. In one or more aspects, the VSFO data may include a position, speed, and heading for V2X-sensor fusion objects (e.g., objects perceived by V2X sensors).

After the detector receives the CPM and the VSFO, the detector may perform data alignment at block1830to align (e.g., in both time and space) the CPMO data and the VSFO data. After the detector aligns the CPMO data and the VSFO data, the detector may perform association at block1840to associate objects in the CPMO data with objects in the VSFO data. After the detector associates objects in the CPMO data with objects in the VSFO data, the detector can determine whether there are any unassociated objects in the CPMO data or in the VSFO data at block1850.

If the detector determines that there are not any unassociated objects in the CPMO data or in the VSFO data, the detector may simply remain idle1890. However, if the detector determines that there is at least one unassociated object in the CPMO data or in the VSFO data, the detector may determine whether the unassociated object is a CMPO or a VSFO at block1860. If the detector determines that the unassociated object is a CMPO, the detector may generate a misbehavior report at block1880. However, if the detector determines that the unassociated object is a VSFO, the detector may determine whether the unassociated VSFO has been advertised in a past CPM at block1870. If the detector determines that the VSFO object has been advertised in a past (previous) CPM, the detector will remain idle at block1890. However, if the detector determines that the VSFO object has been advertised in a past (previous) CPM, the detector may generate a misbehavior report at block1880. In one or more aspects, the generation and transmission of a misbehavior report at block1880may be performed as specified in ETSI TS 103 759.

FIGS.19A,19B,19C,19D, and19Eare diagrams that together illustrate an example of processes1900,1901,1902,1903,1904that may be performed by the detector ofFIG.18for detecting simulated (fake) CPM objects. InFIGS.19A,19B,19C,19D, and19E, a transmitting equipped (e.g., V2X capable) network device1910a(e.g., a vehicle) and a receiving equipped (e.g., V2X capable) network device1910b(e.g., a vehicle) are shown. A free space in CPM1920for the transmitting equipped (e.g., V2X capable) network device1910a(e.g., a vehicle), and a sensor FoV1930for the receiving equipped (e.g., V2X capable) network device1910b(e.g., a vehicle) are shown inFIGS.19A,19B,19C,19D, and19E.

FIG.19Aillustrates an example of the process of collecting needed VSFOs (e.g., block1820ofFIG.18). InFIG.19A, CPM objects (Tx)1940a,1940b(e.g., objects contained within a CPM sent by the transmitting vehicle1910a), and VSFOs (Rx)1980a,1980b,1980c(e.g., VSFOs detected by the receiving vehicle1910b) are shown. InFIG.19A, a shadowed space (CPM)1950(e.g., a space not detectable the transmitting vehicle1910a) and a shadowed space (sensor)1995(e.g., a space not detectable by the receiving vehicle1910b) are shown.

Also shown in an object1990that can be associated with both a CPM object (Tx) (e.g., an object contained within a CPM sent by the transmitting vehicle1910a) and a VSFO object (Rx) (e.g., a VSFO detected by the receiving vehicle1910b). Since this object1990can be associated with both a CPM object (Tx) and a VSFO object (Rx), the object1990can be verified.

InFIG.19A, a V2X object1970is shown, and an object1960that can be associated with both a V2X object and a VSFO object (Rx). Since a CPM only contains objects that are non-V2X objects (e.g., a CPM cannot contain a V2X object), any objects inFIG.19Athat are V2X objects should be removed (pruned). As such, objects1970and1960should be removed fromFIG.19A.

FIGS.19B,19C, and19Dillustrate an example of the process of association (e.g., block1840ofFIG.18).FIG.19Bis similar toFIG.19A, except that objects1970and1960have been removed. InFIG.19B, object1980bis shown to not be within the field of view of the free space in CPM1920. Since object1980bis not be within the field of view of the free space in CPM1920, object1980bshould be removed (pruned) such that only objects that can be sensed by the transmitting equipped (e.g., V2X capable) network device1910a(e.g., a vehicle) remain.

FIG.19Cis similar toFIG.19B, except that object1980bhas been removed. InFIG.19C, object1940ais shown to not be within the FoV1930of the receiving equipped (e.g., V2X capable) network device1910b(e.g., a vehicle). Since object1940ais not be within the FoV1930, object1940ashould be removed (pruned) such that only objects that can be sensed by the receiving equipped (e.g., V2X capable) network device1910b(e.g., a vehicle) remain.

FIG.19Dis similar toFIG.19C, except that object1940ahas been removed (pruned). InFIG.19D, object1940bis occluded from the view of the receiving equipped (e.g., V2X capable) network device1910b(e.g., a vehicle) because object1990is located in front of object1940b. Object1980ais occluded from the view of the transmitting equipped (e.g., V2X capable) network device1910a(e.g., a vehicle) because object1990is located in front of object1980a. Since objects1940band1980aare occluded objects, objects1940band1980ashould be removed (pruned).

FIG.19Eillustrates an example of the process of association (e.g., block1840ofFIG.18) and the process of generating a misbehavior report (e.g., block1880ofFIG.18).FIG.19Eis similar toFIG.19D, except that objects1940band1980ahave been removed. As previously mentioned, the object1990can be associated with both a CPM object (Tx) (e.g., an object contained within a CPM sent by the transmitting vehicle1910a) and a VSFO object (Rx) (e.g., a VSFO detected by the receiving vehicle1910b). As such, since this object1990can be associated with both a CPM object (Tx) and a VSFO object (Rx), the object1900can be verified.

However, the object1980cis a sensor object (Rx) that does not also have a CPM object (Tx) associated with it. Since object1980cdoes not also have a CPM object (Tx) associated with it, a misbehavior report can be generated to alert of this object1980c. As such, misbehavior reports can be generated for objects that are sensor objects (Rx) that do not also have an associated CPM object (Tx). For these cases, a malicious transmitter may have removed a CPM object from the CPM.

In some cases, misbehavior reports may also be generated for CPM objects (Tx) that have not been associated (e.g., associated with sensor objects (Rx)). For these cases, a malicious transmitter may have added a simulated (fake) CPM object to the CPM.

FIG.20is a flow chart illustrating an example of a process2000for operation of a detector for detecting a V2X-camera inconsistency, where the detector may be employed for the V2X-sensor detectors1230ofFIG.12. In the process2000ofFIG.20, the detector can receive an incoming SPaT and map data (SPaT/MAP) (2010). At block2040, the detector can associate information contained within the SPaT/MAP with camera (sensor) data (2020) and map data (e.g., GNSS data and local map data) (2030). For example, the detector can associate a traffic light detected with a camera with corresponding lane information in the map data. In some examples, the detector can translate the lane ID, the coordinates of the traffic light ID, and/or the coordinates of the traffic light from the MAP or SPaT into local map coordinates.

After the detector has associated the information contained within the SPaT/MAP with the camera data and the map data, the detector can check (2050) whether the data (e.g., relating to a traffic light) advertised within the SPaT or MAP message matches the data (e.g., relating to the traffic light) detected by the camera. For example, the detector may check (verify) whether the number of lanes in the road (e.g., where a vehicle is located) advertised by the MAP message matches the number of lanes perceived by the camera and/or the number of lanes contained within the local map.

After the detector has checked to verify whether the data advertised within the SPaT or MAP message matches the data detected by the camera, the detector can determine whether a misbehavior has been detected (2060). If the detector does not determine that a misbehavior has been detected, the detector can remain idle (2080). However, if the detector does determine that a misbehavior has been detected, the detector can generate a misbehavior report (2070). In one or more examples, in the absence of a match), the detector can generate a misbehavior report. For instance, if the detector cannot associate information contained within the SPaT/MAP with the camera (and/or other sensor) data and map data (e.g., GNSS data and/or local map data), the detector may not generate a misbehavior report.

FIG.21is a flow chart illustrating an example of a process2100for wireless communications. The process2100can be performed by a network device or by a component or system of the network device (e.g., an onboard unit (OBU) of the network device, a chipset of the network device, or other component or system of the network device). For example, the network device may be a vehicle, a user equipment (UE), a roadside unit (RSU), traffic infrastructure, a drone (or unmanned aerial vehicle (UAE), or other network device. The network device is capable of transmitting, receiving, and processing vehicle-based communications, such as Vehicle-to-Everything (V2X) communications (e.g., V2X messages). The operations of the process2100may be implemented as software components that are executed and run on one or more processors (e.g., processor2210ofFIG.22or other processor(s)) of the network device. Further, the transmission and reception of signals by the wireless communications device in the process2100may be enabled, for example, by one or more antennas and/or one or more transceivers (e.g., wireless transceiver(s)) of the network device.

At block2110, the network device (or component, system, or apparatus thereof) may receive detect an object based on sensor data from at least one sensor of a network device. The at least one sensor may be a camera, a radar sensor, a Light Detection and Ranging (LIDAR) sensor, any combination thereof, and/or other sensor(s). In some cases, network device (or component, system, or apparatus thereof) may remove simulated objects from the sensor data (e.g., using the fusion/sensor MBDS1225).

At block2120, the network device (or component, system, or apparatus thereof) may receive a vehicle-based message comprising message data related to the object. The vehicle-based message may be a Basic Safety Message (BSM), a Cooperative Awareness Message (CAM), a Collective Perception Message (CPM), a Sensor Data Sharing Message (SDSM), a Decentralized Environmental Message (DENM), a Signal, Phase, and Time (SPaT) message, and/or other type of vehicle-based message.

At block2130, the network device (or component, system, or apparatus thereof) may compare the sensor data and the message data (e.g., using the detector management engine1215and/or the V2X-sensor detectors1230). In some cases, to compare the sensor data and the message data, the network device (or component, system, or apparatus thereof) may compare the sensor data and the message data to map data. As described herein, the map data may include satellite data, a local map, or both.

At block2140, the network device (or component, system, or apparatus thereof) may detect malicious behavior based on the comparing (e.g., using the V2X-sensor detectors1230). In some examples, as described herein, the malicious behavior may be based on inclusion of incorrect information contained within the vehicle-based message. For instance, a misbehaving vehicle or other network device may transmit the vehicle-based message with incorrect information (e.g., information indicating a traffic light is red instead of green). In some examples, as further described herein, the incorrect information may include at least one of a ghost object or simulated free space within the vehicle-based message. In some aspects, the network device (or component, system, or apparatus thereof) may generate a misbehavior report comprising information associated with the malicious behavior. The network device (or component, system, or apparatus thereof) may transmit the misbehavior report (or may output the misbehavior report for transmission) to a misbehavior authority (e.g., a server of the misbehavior authority).

In some cases, the network device (or component, system, or apparatus thereof) may disable or enable a first sensor of the at least one sensor (e.g., using the detector management engine1215) based on a status of the first sensor, a capability of the first sensor, a characteristic of an environment in which the network device is located, any combination thereof, and/or other factors. The characteristic of the environment may include weather in the environment (e.g., fog, rain, etc.).

Additionally or alternatively, in some aspects, the network device (or component, system, or apparatus thereof) may assign or adjust a weight for the sensor data (e.g., using the detector management engine1215) based on a capability of the at least one sensor. Additionally or alternatively, in some aspects, the network device (or component, system, or apparatus thereof) may adjust a detection range of the at least one sensor (e.g., using the detector management engine1215) based on the capability of the at least one sensor. The capability of the at least one sensor may be related to an operability of the at least one sensor during weather conditions experienced by the at least one sensor in an environment in which the network device is located.

FIG.22is a block diagram illustrating an example of a computing system2200, which may be employed by the disclosed V2X-sensor misbehavior detection system, in accordance with some aspects of the present disclosure. In particular,FIG.22illustrates an example of computing system2200, which can be for example any computing device making up internal computing system, a remote computing system, a camera, or any component thereof in which the components of the system are in communication with each other using connection2205. Connection2205can be a physical connection using a bus, or a direct connection into processor2210, such as in a chipset architecture. Connection2205can also be a virtual connection, networked connection, or logical connection.

Example system2200includes at least one processing unit (CPU or processor)2210and connection2205that communicatively couples various system components including system memory2215, such as read-only memory (ROM)2220and random access memory (RAM)2225to processor2210. Computing system2200can include a cache2212of high-speed memory connected directly with, in close proximity to, or integrated as part of processor2210.

Processor2210can include any general purpose processor and a hardware service or software service, such as services2232,2234, and2236stored in storage device2230, configured to control processor2210as well as a special-purpose processor where software instructions are incorporated into the actual processor design. Processor2210may essentially be a completely self-contained computing system, containing multiple cores or processors, a bus, memory controller, cache, etc. A multi-core processor may be symmetric or asymmetric.

To enable user interaction, computing system2200includes an input device2245, which can represent any number of input mechanisms, such as a microphone for speech, a touch-sensitive screen for gesture or graphical input, keyboard, mouse, motion input, speech, etc. Computing system2200can also include output device2235, which can be one or more of a number of output mechanisms. In some instances, multimodal systems can enable a user to provide multiple types of input/output to communicate with computing system2200.

Computing system2200can include communications interface2240, which can generally govern and manage the user input and system output. The communication interface may perform or facilitate receipt and/or transmission wired or wireless communications using wired and/or wireless transceivers, including those making use of an audio jack/plug, a microphone jack/plug, a universal serial bus (USB) port/plug, an Apple™ Lightning™ port/plug, an Ethernet port/plug, a fiber optic port/plug, a proprietary wired port/plug, 3G, 4G, 5G and/or other cellular data network wireless signal transfer, a Bluetooth™ wireless signal transfer, a Bluetooth™ low energy (BLE) wireless signal transfer, an IBEACON™ wireless signal transfer, a radio-frequency identification (RFID) wireless signal transfer, near-field communications (NFC) wireless signal transfer, dedicated short range communication (DSRC) wireless signal transfer, 802.11 Wi-Fi wireless signal transfer, wireless local area network (WLAN) signal transfer, Visible Light Communication (VLC), Worldwide Interoperability for Microwave Access (WiMAX), Infrared (IR) communication wireless signal transfer, Public Switched Telephone Network (PSTN) signal transfer, Integrated Services Digital Network (ISDN) signal transfer, ad-hoc network signal transfer, radio wave signal transfer, microwave signal transfer, infrared signal transfer, visible light signal transfer, ultraviolet light signal transfer, wireless signal transfer along the electromagnetic spectrum, or some combination thereof.

The communications interface2240may also include one or more range sensors (e.g., LIDAR sensors, laser range finders, RF radars, ultrasonic sensors, and infrared (IR) sensors) configured to collect data and provide measurements to processor2210, whereby processor2210can be configured to perform determinations and calculations needed to obtain various measurements for the one or more range sensors. In some examples, the measurements can include time of flight, wavelengths, azimuth angle, elevation angle, range, linear velocity and/or angular velocity, or any combination thereof. The communications interface2240may also include one or more Global Navigation Satellite System (GNSS) receivers or transceivers that are used to determine a location of the computing system2200based on receipt of one or more signals from one or more satellites associated with one or more GNSS systems. GNSS systems include, but are not limited to, the US-based GPS, the Russia-based Global Navigation Satellite System (GLONASS), the China-based BeiDou Navigation Satellite System (BDS), and the Europe-based Galileo GNSS. There is no restriction on operating on any particular hardware arrangement, and therefore the basic features here may easily be substituted for improved hardware or firmware arrangements as they are developed.

Specific details are provided in the description above to provide a thorough understanding of the aspects and examples provided herein, but those skilled in the art will recognize that the application is not limited thereto. Thus, while illustrative aspects of the application have been described in detail herein, it is to be understood that the inventive concepts may be otherwise variously embodied and employed, and that the appended claims are intended to be construed to include such variations, except as limited by the prior art. Various features and aspects of the above-described application may be used individually or jointly. Further, aspects can be utilized in any number of environments and applications beyond those described herein without departing from the broader scope of the specification. The specification and drawings are, accordingly, to be regarded as illustrative rather than restrictive. For the purposes of illustration, methods were described in a particular order. It should be appreciated that in alternate aspects, the methods may be performed in a different order than that described.

One of ordinary skill will appreciate that the less than (“<”) and greater than (“>”) symbols or terminology used herein can be replaced with less than or equal to (“ ”) and greater than or equal to (“ ”) symbols, respectively, without departing from the scope of this description.

The phrase “coupled to” or “communicatively coupled to” refers to any component that is physically connected to another component either directly or indirectly, and/or any component that is in communication with another component (e.g., connected to the other component over a wired or wireless connection, and/or other suitable communication interface) either directly or indirectly.

Illustrative aspects of the disclosure include:

Aspect 1: A method for wireless communications at a network device, the method comprising: detecting an object based on sensor data from at least one sensor of the network device; receiving, by the network device, a vehicle-based message comprising message data related to the object; comparing, by the network device, the sensor data and the message data; and detecting, by the network device, malicious behavior based on the comparing.

Aspect 2: The method of Aspect 1, wherein the vehicle-based message is one of a Basic Safety Message (BSM), a Cooperative Awareness Message (CAM), a Collective Perception Message (CPM), a Sensor Data Sharing Message (SDSM), a Decentralized Environmental Message (DENM), or a Signal, Phase, and Time (SPaT) message.

Aspect 3: The method of any of Aspects 1 to 2, further comprising generating, by the network device, a misbehavior report comprising information associated with the malicious behavior.

Aspect 4: The method of Aspect 3, further comprising transmitting, by the network device, the misbehavior report to a misbehavior authority.

Aspect 5: The method of any of Aspects 1 to 4, wherein the malicious behavior is inclusion of incorrect information contained within the vehicle-based message.

Aspect 6: The method of Aspect 5, wherein the incorrect information includes at least one of a ghost object or simulated free space within the vehicle-based message.

Aspect 7: The method of any of Aspects 1 to 6, further comprising disabling or enabling a first sensor of the at least one sensor based on at least one of a status of the first sensor, a capability of the first sensor, or a characteristic of an environment in which the network device is located.

Aspect 8: The method of Aspect 7, wherein the characteristic of the environment includes weather in the environment.

Aspect 9: The method of any of Aspects 1 to 8, further comprising assigning or adjusting a weight for the sensor data based on a capability of the at least one sensor.

Aspect 10: The method of Aspect 9, wherein the capability of the at least one sensor is related to an operability of the at least one sensor during weather conditions experienced by the at least one sensor in an environment in which the network device is located.

Aspect 11: The method of any of Aspects 1 to 10, further comprising adjusting a detection range of the at least one sensor based on a capability of the at least one sensor.

Aspect 12: The method of Aspect 11, wherein the capability of the at least one sensor is related to an operability of the at least one sensor during weather conditions experienced by the at least one sensor in an environment in which the network device is located.

Aspect 13: The method of any of Aspects 1 to 12, further comprising removing simulated objects from the sensor data.

Aspect 14: The method of any of Aspects 1 to 13, wherein the comparing further comprises comparing the sensor data and the message data to map data.

Aspect 15: The method of Aspect 14, wherein the map data comprises at least one of satellite data or a local map.

Aspect 16: The method of any of Aspects 1 to 15, wherein the at least one sensor is at least one of a camera, a radar sensor, or a Light Detection and Ranging (LIDAR) sensor.

Aspect 17: The method of any of Aspects 1 to 16, wherein the network device is one of a vehicle, user equipment (UE), a roadside unit (RSU), traffic infrastructure, or a drone.

Aspect 18: The method of any of Aspects 1 to 17, wherein the network device is capable of Vehicle-to-Everything (V2X) communications.

Aspect 19: An apparatus for wireless communications, comprising at least one memory and at least one processor (e.g., implemented in circuitry) coupled to the at least one memory. The at least one is configured to: detect an object based on sensor data from at least one sensor of the network device; receiving, by the network device, a vehicle-based message comprising message data related to the object; comparing, by the network device, the sensor data and the message data; and detecting, by the network device, malicious behavior based on the comparing.

Aspect 20: The apparatus of Aspect 19, wherein the vehicle-based message is one of a Basic Safety Message (BSM), a Cooperative Awareness Message (CAM), a Collective Perception Message (CPM), a Sensor Data Sharing Message (SDSM), a Decentralized Environmental Message (DENM), or a Signal, Phase, and Time (SPaT) message.

Aspect 21: The apparatus of any of Aspects 19 to 20, wherein the at least one processor is configured to generate a misbehavior report comprising information associated with the malicious behavior.

Aspect 22: The apparatus of Aspect 21, wherein the at least one processor is configured to output the misbehavior report for transmission to a misbehavior authority.

Aspect 23: The apparatus of any of Aspects 19 to 22, wherein the malicious behavior is inclusion of incorrect information contained within the vehicle-based message.

Aspect 24: The apparatus of Aspect 23, wherein the incorrect information includes at least one of a ghost object or simulated free space within the vehicle-based message.

Aspect 25: The apparatus of any of Aspects 19 to 24, wherein the at least one processor is configured to disable or enable a first sensor of the at least one sensor based on at least one of a status of the first sensor, a capability of the first sensor, or a characteristic of an environment in which the network device is located.

Aspect 26: The apparatus of Aspect 25, wherein the characteristic of the environment includes weather in the environment.

Aspect 27: The apparatus of any of Aspects 19 to 26, wherein the at least one processor is configured to assign or adjust a weight for the sensor data based on a capability of the at least one sensor.

Aspect 28: The apparatus of Aspect 27, wherein the capability of the at least one sensor is related to an operability of the at least one sensor during weather conditions experienced by the at least one sensor in an environment in which the network device is located.

Aspect 29: The apparatus of any of Aspects 19 to 28, wherein the at least one processor is configured to adjust a detection range of the at least one sensor based on a capability of the at least one sensor.

Aspect 30: The apparatus of Aspect 29, wherein the capability of the at least one sensor is related to an operability of the at least one sensor during weather conditions experienced by the at least one sensor in an environment in which the network device is located.

Aspect 31: The apparatus of any of Aspects 19 to 30, wherein the at least one processor is configured to remove simulated objects from the sensor data.

Aspect 32: The apparatus of any of Aspects 19 to 31, wherein, to compare the sensor data and the message data, the at least one processor is configured to compare.

Aspect 33: The apparatus of Aspect 32, wherein the map data comprises at least one of satellite data or a local map.

Aspect 34: The apparatus of any of Aspects 19 to 33, wherein the at least one sensor is at least one of a camera, a radar sensor, or a Light Detection and Ranging (LIDAR) sensor.

Aspect 35: The apparatus of any of Aspects 19 to 34, wherein the network device is one of a vehicle, user equipment (UE), a roadside unit (RSU), traffic infrastructure, or a drone.

Aspect 36: The apparatus of any of Aspects 19 to 35, wherein the network device is capable of Vehicle-to-Everything (V2X) communications.

Aspect 37: The apparatus of any of Aspects 19 to 36, wherein the apparatus is implemented as the network device, and further comprising at least one transceiver configured to receive the vehicle-based message.

Aspect 38: A non-transitory computer-readable storage medium comprising instructions stored thereon which, when executed by one or more processors, cause the one or more processors to perform operations according to any of aspects 1 to 18.

Aspect 39: An apparatus for wireless communications, comprising one or more means for performing operations according to any of aspects 1 to 18.