Patent Description:
Vehicle-to-everything (V2X) refers to the communication of vehicles with any other object (moving or stationary) that affects the vehicle (or its direction of movement). In addition to communication vehicle-to-vehicle (Car2Car, V2V -- Vehicle-to-Vehicle), a vehicle can also communicate with other road users and also with traffic infrastructure (Car2X, V2X - Vehicle-to-X). V2X communications are technologies in vehicular networks to reduce road accidents and enable a high-level of vehicle automation. Examples of V2X communication concepts can be found in <CIT>, <CIT>, <CIT>, <CIT>, <CIT>, <CIT>, or <CIT>. <CIT> describes a method and system for multi-RAT (Radio Access Technology) capable wireless devices to dynamically select optimal network connections while roaming. It utilizes a registration history and a preferred network/RAT combination list to evaluate and choose available networks based on predefined preferences and past successes or failures. The system supports updating preferences over-the-air, enabling efficient adaptation to changing network conditions and roaming agreements.

For years, the technology of choice for V2X, on one hand, has been Dedicated Short Range Communication (DSRC), which is based on IEEE <NUM>. 11p technology. IEEE <NUM>. 11p is an approved amendment to the IEEE <NUM> standard to add wireless access in vehicular environments (WAVE), a vehicular communication system. It defines enhancements to <NUM> (the basis of products marketed as Wi-Fi) required to support Intelligent Transportation Systems (ITS) applications. This includes data exchange between high-speed vehicles and between the vehicles and the roadside infrastructure in the licensed ITS band of <NUM> (<NUM>-<NUM>). IEEE <NUM> is a higher layer standard based on IEEE <NUM>. It is also the basis of a European standard for vehicular communication known as ETSI ITS-G5.

On the other hand, Cellular-V2X (C-V2X) technology is seen as a new communication standard supporting V2X services. C-V2X uses 3GPP standardized <NUM> LTE or <NUM> mobile cellular connectivity to send and receive signals from a vehicle to other vehicles, pedestrians or to fixed objects such as traffic lights in its surroundings. It commonly uses the <NUM> frequency band to communicate - this being the officially designated ITS frequency in most countries. C-V2X can function without network assistance and has a range that exceeds a mile. In <NUM>, 3GPP Release <NUM> spurred studies to test the applicability of the then current standards to V2X. This resulted in the 3GPP Release <NUM> specifications for C-V2X communications, finalized in <NUM>.

3GPP Release <NUM> introduced <NUM> for V2N use-cases, and 3GPP Release <NUM> includes work on <NUM> NR (New Radio) direct communications for V2V/V2I (V2I = Vehicle-to-Infrastructure).

IEEE <NUM>. 11p (ITS-G5) and C-V2X are technically mutually exclusive RATs and government authorities of each country or territory may choose one. Currently, some countries are moving towards C-V2X while others move towards IEEE <NUM>.

Vehicle manufacturers already want to offer their customers vehicle functions that are based on V2X- technology, because many functions have already been developed and can be used either using the one or the other V2X communications standard. Therefore, it is the question which V2X communications standard a vehicle manufacturer should bring into its vehicles. Should the vehicle manufacturer use different V2X communication modules in different markets, leading to market differences with a Vehicle type? However, such variant diversity may increase total costs in development, production, logistics and sales.

Therefore, there is a desire for technical solutions avoiding such variant diversity.

This desire is met by apparatuses and methods in accordance with the independent claims. Potentially advantageous embodiments are addressed by the dependent claims.

According to a first aspect, the present disclosure provides an apparatus for wireless V2X communication of a vehicle. The apparatus comprises a first communication module configured to provide V2X communication based on a first RAT. The apparatus also comprises a second communication module configured to provide V2X communication based on a second RAT. A controller is configured to select either the first or the second communication module for V2X communication based on a region/territory the vehicle is operated in. By providing both the first and the second communication module in the vehicle, the V2X communication RAT prevailing in the territory (country) the vehicle is or will be operated in can be selected. Thus, the apparatus for wireless V2X communication can be used flexibly and variant diversity can be reduced.

In some embodiments, the first communication module is configured to provide WLAN-based (WLAN = Wireless Local Area Network) V2X communication while the second communication module is configured to provide cellular-based V2X communication, C-V2X. More particularly, the first communication module may be configured to provide V2X communication based on past, current or future versions of IEEE <NUM>. 11p, while the second communication module may be configured to provide C-V2X communication based on past, current or future cellular communication systems, such as <NUM> (LTE) or <NUM>. The skilled person having benefit from the present disclosure will appreciate that these embodiments can cover the presently discussed V2X communications standards. The disclosed concept is, however, also applicable to any future RAT that might come into play for V2X communications.

The first and second communication modules may be implemented as respective hardware circuits or as respective software modules. Thus, in one example implementation, the first communication module is a first software-defined radio module and the second communication module is a second software-defined radio module. Software-defined radio (SDR) is a radio communication system where components that have been traditionally implemented in hardware (e.g. mixers, filters, amplifiers, modulators/demodulators, detectors, etc.) are instead implemented by means of software on a personal computer or embedded system. Here, the controller may select either the first or the second software-defined radio module to be loaded to a programmable hardware device. Hence, only one programmable hardware device may be used and adapted by software to V2X communication RAT prevailing in the region/territory (country) the vehicle is operated in.

In other example implementations, the first communication module may be a first hardware-defined radio module and the second communication module may be a second hardware-defined radio module. Here, two physically different hardware modules with respective RF components (e.g. mixers, filters, amplifiers, modulators/demodulators, detectors, etc.) implemented in hardware may be provided. Thus, the need for additional memory for different software modules may be reduced.

In some embodiments, the controller is configured to select either the first or the second communication module for V2X communication based on static control information indicating the territory the vehicle is operated in. Here, static control information refers to a hard-coded choice of V2X technology. For this purpose, the apparatus for wireless V2X communication may comprise a programmable memory and the controller may be configured to select the first or the second communication module based on a predefined parameter stored in the programmable memory, the parameter indicating whether to select the first or the second communication module. For example, the predefined parameter may include coding and adjustment values which can be written to vehicle control units at the end of production (so-called end-of-line, EOL, programming). For example, the predefined parameter may comprise a stored country code, wherein the country code determines usage of either the first or the second communication module for V2X communication. If needed, the predefined parameter may be changed (reprogrammed) via vehicle diagnostics interfaces, for example.

In some embodiments, the controller is configured to select either the first or the second communication module for V2X communication based on dynamic control information indicating the territory the vehicle is operated in. Here, dynamic control information refers to control information which is not hard coded into one or more control units but soft control information based on user interaction (e.g., a user's choice), the vehicle's current position, or a currently detected V2X communications standard.

In some embodiments, the controller may be configured to select the first or the second communication module based on a selected user language for operating the vehicle. The selected user language may then hint to the region/territory (country) the vehicle is operated in. In return, the appropriate V2X communication module may be selected.

In some embodiments, the controller may be configured to select the first or the second communication module based on the vehicle's current location. The location may then be mapped to the appropriate V2X-RAT in use at the location. For example, the location may be determined via global navigation satellite systems (GNSS) that provide geolocation and time information to an electronic receiver installed in the vehicle. Examples of global navigation satellite systems are the Global Positioning System (GPS), GLObal NAvigation Satellite System (GLONASS), Galileo, or BeiDou. Additionally or alternatively, the vehicle's current location may be determined based on cell identifiers (cell-IDs) of a cellular communication system. With Cell-ID the position can be determined via the radio cell (Cell-ID). The cell in which the vehicle is registered may be decisive. This procedure is also known as Cell of Origin (CoO) or Cell Global Identity (CGI). The Cell-ID can then hint to the territory (country) the vehicle is operated in and may be mapped to the appropriate V2X-RAT in use in that territory (country).

In some embodiments, the controller is configured to alternately activate the first and the second communication module and to select that communication module for V2X communication which detects valid incoming messages. In a territory relying on the first RAT for V2X communication, the first communication module would detect valid messages. Likewise, in a territory relying on the second RAT for V2X communication, the second communication module would detect valid messages and thus be selected. This option may reliably select the appropriate communication module for the territory (country) the vehicle is currently operated in without any further territory-to-RAT mapping tables.

According to a further aspect, the present disclosure also proposes a vehicle (car) comprising the apparatus for wireless V2X communication of any one of the previous embodiments.

According to yet a further aspect, the present disclosure proposes a method for wireless V2X communication of a vehicle. The method includes providing a first communication module configured for V2X communication based on a first RAT, providing a second communication module configured for V2X communication based on a second RAT, and selecting either the first or the second communication module for V2X communication based on a territory the vehicle is operated in.

In some embodiments, the method includes programming, via a vehicle's diagnostics interface, static control information in a parameter field of a programmable control unit and selecting either the first or the second communication module for V2X communication based on the static control information. The static control information may be a country code, for example, indicating the territory the vehicle is (to be) operated in.

In some embodiments, the method includes determining a language selected by a user of the vehicle for operating the vehicle and selecting either the first or the second communication module for V2X communication based on the selected language. For example, a driver can select his language via settings on a human-machine interface in the vehicle. If the language is assigned to one of the possible V2X RATs, the vehicle can switch to the assigned V2X RAT.

In some embodiments, the method includes determining the vehicle's current location based on a satellite-based positioning system or based on cell identifiers of a cellular communication system, and selecting either the first or the second communication module for V2X communication based on the vehicle's current location. The vehicle can use its GNSS system (GPS, Galileo, GLONASS, Beidou, etc.) to determine its position. It does not have to be very accurate, but can identify the region in which the vehicle is located, so that a system can know via a database prepared in advance (in the vehicle or in the cloud) which of the V2X technologies is to be used here. This system should be able to use one or the other V2X-module or deactivate both if neither of the two built-in standards is allowed.

In some embodiments, the method includes alternately activating the first and the second communication module and selecting that communication module for V2X communication which has detected valid incoming messages during its activation. The vehicle could subsequently activate each one of the V2X modules and listen to incoming messages. Other vehicles or infrastructure with V2X capability would most likely send large amounts of messages using the V2X technology allowed in the region due to the broadcast nature of the V2X standards. Thus, many messages would arrive at the vehicle. Based on the frequency of the messages, the vehicle can then decide which V2X module to use and then activate it.

Accordingly, while further examples are capable of various modifications and alternative forms, some particular examples thereof are shown in the figures and will subsequently be described in detail. However, this detailed description does not limit further examples to the particular forms described. Further examples may cover all modifications, equivalents, and alternatives falling within the scope of the disclosure. Same or like numbers refer to like or similar elements throughout the description of the figures, which may be implemented identically or in modified form when compared to one another while providing for the same or a similar functionality.

It will be understood that when an element is referred to as being "connected" or "coupled" to another element, the elements may be directly connected or coupled or via one or more intervening elements. If two elements A and B are combined using an "or", this is to be understood to disclose all possible combinations, i.e. only A, only B as well as A and B, if not explicitly or implicitly defined otherwise. An alternative wording for the same combinations is "at least one of A and B" or "A and/or B". The same applies, mutatis mutandis, for combinations of more than two Elements.

<FIG> shows a schematic block diagram of an apparatus <NUM> for wireless V2X communication of the vehicle.

Apparatus <NUM> comprises a first wireless communication module <NUM> which is configured to provide V2X communication based on a first V2X radio access technology (RAT). According to embodiments, the first V2X RAT can be based on IEEE <NUM>. More specifically, first V2X RAT can be based on IEEE802.11p technology. Apparatus <NUM> further comprises a second wireless communication module <NUM> which is configured to provide V2X communication based on a second V2X RAT. The second V2X RAT can be based on C-V2X using 3GPP standardized <NUM> LTE or <NUM> mobile cellular connectivity to send and receive signals from the vehicle to other vehicles, pedestrians or to fixed objects such as traffic lights in its surroundings. Apparatus <NUM> further comprises a control module (switch) <NUM> which is configured to select either the first or the second V2X communication module <NUM>, <NUM> for V2X communication based on a region/territory the vehicle is operated in or an indicator thereof.

That is to say, in embodiments the first and the second V2X communication modules are not operated in parallel (concurrently). Either the first or the second V2X communication module <NUM>, <NUM> is selected for V2X communication dependent on the territory/region/country the vehicle is operated or supposed to be operated in.

All or some of the modules <NUM>, <NUM>, <NUM> may be software-defined modules or hardware-defined modules. In case of software-defined modules, software can be loaded on a programmable general-purpose hardware device depending on the region/territory the vehicle is operated in or an indicator thereof. In case of hardware-defined modules, dedicated electronic circuitry is provided, respectively.

The region/territory the vehicle is operated in or meant to be operated in can be determined in various ways. In some embodiments, the region/territory or an indicator thereof can be hardcoded into one or more control units of the vehicle. In other embodiments, the region/territory can be dynamically determined based on user inputs or measurements.

<FIG> shows a block diagram of an apparatus <NUM> for wireless V2X communication in which region/territory information is hardcoded as static control information for the control module <NUM>.

For that purpose, the apparatus <NUM> may comprise a programmable memory <NUM> for permanently storing the region/territory information. The programmable memory <NUM> may be implemented within a (transceiver) control unit of the vehicle, for example. In some embodiments, the programmable memory <NUM> may be programmed during or after production or it might be programmed or reprogrammed at a later stage by a car dealer, for example. For programming the region information into the programmable memory <NUM>, conventional vehicle's diagnostics interfaces may be used. The hardcoded region/territory information stored in memory <NUM> may be provided to the control module <NUM> which may be configured to select the first or the second V2X communication module <NUM>, <NUM> based on the hardcoded region/territory information stored in the memory <NUM>. For example, the control module <NUM> may be configured to map the stored region/territory information to the V2X RAT used in that region and select the appropriate V2X communication module. For example, a lookup table may be used for this mapping.

If the region/territory the vehicle is operated in changes, the region/territory information (country code) in the programmable memory <NUM> may have to be updated. For example, if the car is sold from an owner in country X to a new owner in country Y, country Y may have a different underlying V2X communication standard compared to country X. In order to ensure appropriate V2X communication, the respective region or country code in programmable memory <NUM> may be reprogrammed via the vehicle's diagnostics interface.

In markets, for example, parameterization can be carried out by country coding via OBD (= "On-board diagnostics") tools. For example, coding and adjustment values can usually be written initially at the end of production (so-called end of line) via data set writing or parametrization into the vehicle to each control unit. Here a dependency in the transceiver controller can be introduced in such a way that the country code is assigned to one of two V2X technologies, so that it is then used until possibly a new parameterization is carried out (e.g. when reimport/export to another country/market). Alternatively, the technology selection could also be managed via a separate parameter, so that an importer/dealer can select one or the other V2X technology independently of a country code when setting the parameters.

In addition to or as an alternative to the static control information described above, some embodiments may also support dynamic control information. Thus, the control module <NUM> may be configured to select either the first or the second V2X communication module <NUM>, <NUM> for V2X communication based on dynamic control information which is indicative of the region/territory the vehicle is currently operated in. The dynamic control information may be based on user interaction via human machine interfaces (HMIs) or measurements.

In the embodiment of apparatus <NUM> shown in <FIG>, the control module <NUM> is coupled to a human machine interface (HMI) <NUM>. The HMI <NUM> can be used by a user of the vehicle to select the first or the second V2X communication module <NUM>, <NUM> directly or indirectly. For example, if the user uses the human machine interface <NUM> for directly selecting one of the V2X communication modules <NUM>, <NUM>, the user should be aware of the region/territory the vehicle is currently operated in. In most cases, however, the user will not have this knowledge related to the needed V2X communication technology. Therefore, the HMI <NUM> may also be used for indirect selection of one of the V2X communication modules <NUM>, <NUM>. For example, the user can select a user language for interacting with the vehicle. The selected user language can then be used as an indicator for the region/territory the vehicle is operated in. For example, if the user selects German as user language, this can be used as an indicator that the vehicle is currently operated in Germany, Austria, or Switzerland. Likewise, English as user language can indicate that the vehicle is currently operated in the UK, Australia, or in the US, for example. This indirect regional information via the user language can then again be used by control module <NUM> to select the appropriate V2X communication module <NUM>, <NUM> for the vehicle.

Thus, in the embodiment of <FIG>, the driver can select his language via settings on the HMI <NUM> in the vehicle. If the language has been previously assigned to one of the two V2X technologies, the vehicle may switch from one V2X technology to the other on its own. For example, the German-speaking user's vehicle could automatically activate the IEEE <NUM>. 11p module <NUM>, and the Chinese-speaking user's vehicle could activate the C-V2X module <NUM>.

An alternative or additional option for obtaining dynamic control information indicative of the region/territory the vehicle is operated in this shown in <FIG>.

In the embodiment of <FIG>, the control module <NUM> is coupled to a global navigation satellite systems (GNSS) <NUM> of the vehicle. The GNSS <NUM> can provide information on the vehicle's current position/location. This measured position may be mapped to the region/territory (e.g., country) the vehicle is currently located in. Based on this region/territory the control module <NUM> can again select the V2X communication module <NUM>, <NUM> which is appropriate for the determined region/territory.

The vehicle can thus determine its position using its GNSS system (GPS, Galileo, GLONASS, Beidou, etc.). The position does not have to be very accurate, but it can detect in which region the vehicle is located, so that a system can know via a predefined database (e.g., in the vehicle or in the cloud) which of the two V2X technologies is to be used here. This system should activate one or the other V2X module or deactivate both if neither of the two built-in standards is allowed.

The embodiment of <FIG> may be fully transparent to the user. That is to say, the dynamic selection of V2X communication module <NUM>, <NUM> may take place in the background and may not involve the user's interaction at all. The embodiment of <FIG> even allows switching V2X communication modules in case the vehicle crosses a border between two countries which use different V2X communications standards.

In addition to or as an alternative to GNSS <NUM>, the vehicle's current position may also be determined based on positioning techniques used in cellular communication systems. In a cellular communication system, each cell has associated therewith a cell-ID to identify the cell to which a mobile communication device is currently assigned. Since the geographic location of the identified cell (base station) is known, at least a coarse determination of the vehicle's current location can be accomplished. Thus, a mobile radio module and its SIM card (or eSIM) can be used for approximate but sufficient positioning, e.g. if no GNSS module is installed. For example, this could be done via the SIM profile, the country code (MCC) and/or the network code (MNC). This cellular-based localization can be used alternatively or to supplement the GNSS-based localization described above. The skilled person having benefit from the present disclosure will appreciate that V2X communication module selection based on cell identifiers may also be fully transparent to the user.

A further option where the controller <NUM> dynamically controls the selection of the first or the second V2X communication module <NUM>, <NUM> is shown in <FIG>.

In the embodiment of <FIG>, the control module <NUM> may be configured to alternately activate the first and the second V2X communication module <NUM>, <NUM> and to select that communication module for V2X communication which detects valid incoming V2X messages from its surrounding. For example, the control module <NUM> may receive inputs from each of the V2X communication modules <NUM>, <NUM>. The inputs from the V2X communication modules <NUM>, <NUM> may indicate whether one or the other V2X communication module <NUM>, <NUM> decodes valid V2X messages. The V2X communication module <NUM>, <NUM> indicating that it receives valid V2X messages at the vehicle's current location may be selected for V2X communication by controller <NUM>. For this purpose, the first V2X communication module <NUM> and the second V2X communication module <NUM> may be activated subsequently in order to listen to their prevailing V2X environment at the vehicle's current location. Depending on whether the first V2X RAT or the second V2X RAT prevails, either the first or the second V2X communication module will indicate the decoding of valid messages.

The vehicle could thus briefly activate one of the two V2X modules <NUM>, <NUM> in succession and "listen" to incoming messages. Other vehicles or infrastructure with V2X capability would, due to the broadcast nature of the V2X standards, most likely send large volumes of messages using the V2X technology allowed in that region. Therefore, many messages would arrive at the vehicle. Based on the frequency of the messages, the vehicle could then make a decision about the V2X module to be used by the user and then activate it. The vehicle (control module <NUM>) may optionally activate the other V2X module from time to time at certain intervals in order to switch off the V2X module with lower reception if necessary (e.g. if the frequency of valid messages changes to another V2X technology).

<FIG> summarizes the proposed concept by showing a method <NUM> for wireless V2X communication of a vehicle in accordance with embodiments of the present disclosure.

Method <NUM> includes an act <NUM> of providing a first communication module <NUM> configured for V2X communication based on a first RAT. Method <NUM> further includes an act <NUM> of providing a second communication module <NUM> configured for V2X communication based on a second RAT. In act <NUM>, either the first communication module <NUM> or the second communication module <NUM> for V2X communication is selected based on information indicative of a territory the vehicle is operated in. As has been described above, the information of the territory can come in various static or dynamic flavors.

The concept proposed herein allows the vehicle to be flexibly operated with respective V2X communication throughout the whole world without prior knowledge during production in which region the vehicle will be operated in. This information can be provided by end of line programming or via.

Dynamic switching between V2X communication modules may be interesting for reasons of flexibility and to enable customers to continue using the V2X system and the functions based on it even if they organize the transfer of their vehicles to other markets themselves, especially if they simply change borders within a continent, without reprogramming via an on-board diagnosis system.

In the low-cost vehicle segment, however, fixed switching via On-Board-Diagnosis-System may be preferable, as this type of vehicle is typically imported to other continents by importers rather than customers. Importers/distributors have the possibility and expertise to make changes via on-board diagnostic systems. In order to keep the production costs of these vehicles low, the dynamic module can be saved.

Alternatively, for vehicles in the low-cost segment, the transceiver module may be designed to have an exchangeable V2X module so that the importer/dealer can exchange a small piece of hardware instead of changing the parameterization via on-board diagnostics. This would reduce the production costs to the extent that two V2X modules would not have to be installed in parallel in the transceiver module.

The skilled person having benefit from the present disclosure will appreciate that various options described herein can be used standalone or in combination with each other.

Functions of various elements shown in the figures, including any functional blocks labeled as "means", "means for providing a signal", "means for generating a signal. ", etc., may be implemented in the form of dedicated hardware, such as "a signal provider", "a signal processing unit", "a processor", "a controller", etc. as well as hardware capable of executing software in association with appropriate software. When provided by a processor, the functions may be provided by a single dedicated processor, by a single shared processor, or by a plurality of individual processors, some of which or all of which may be shared. However, the term "processor" or "controller" is by far not limited to hardware exclusively capable of executing software, but may include digital signal processor (DSP) hardware, network processor, application specific integrated circuit (ASIC), field programmable gate array (FPGA), read only memory (ROM) for storing software, random access memory (RAM), and non-volatile storage.

It is to be understood that the disclosure of multiple acts, processes, operations, steps or functions disclosed in the specification or claims may not be construed as to be within the specific order, unless explicitly or implicitly stated otherwise, for instance for technical reasons. Therefore, the disclosure of multiple acts or functions will not limit these to a particular order unless such acts or functions are not interchangeable for technical reasons. Furthermore, in some examples a single act, function, process, operation or step may include or may be broken into multiple sub-acts, -functions, -processes, -operations or -steps, respectively. Such sub acts may be included and part of the disclosure of this single act unless explicitly excluded.

Claim 1:
An apparatus (<NUM>) for wireless Vehicle-to-everything, V2X, communication of a vehicle, the apparatus comprising
a first V2X communication module (<NUM>) configured to provide V2X communication based on a first Radio Access Technology, RAT;
a second V2X communication module (<NUM>) configured to provide V2X communication based on a second RAT; and
a controller (<NUM>) configured to select either the first or the second V2X communication module for V2X communication based on a determined country the vehicle is operated in