Patent Description:
Document <CIT> discloses a method of operating a collision warning system in a motor vehicle. The method comprises mapping a road section proximate the motor vehicle including receiving vehicle travel history information for the road section from a transmitter proximate the road section and evaluating potential paths for the road section based on the vehicle travel history information, determining a first path for the motor vehicle to traverse the road section, receiving a signal transmitted by a target vehicle, determining a second path for the target vehicle to traverse the road section and calculating a threat of collision for the motor vehicle with the target vehicle including comparing the first and second paths.

Document <CIT> discloses a method for operating a vehicle system of a first vehicle, comprising at least one vehicle communication unit for automatic data communication with vehicle communication units of other vehicles and/or communication units of infrastructures and/or other road users. The vehicle system is adapted to evaluate messages received from a vehicle communication unit of another vehicle by using the vehicle communication unit. Based on the contents of a received message the vehicle system determines whether it is a message of a vehicle communication unit of a second vehicle following the first vehicle on the same roadway in the same direction. If this is true, the vehicle system evaluates the content of the received message for performing at least one further function.

Document <CIT> discloses a method for operating a driver assistance system for a motor vehicle. A receiving unit receives data packets with position data of a third-party vehicle and transfers it to a monitoring device. Based on the position data comprised by the data packets, the monitoring device maps the positions of third-party vehicles on a digital map. Based on the positions on the map, the monitoring device determines a lane course for at least one lane of the road. Based on the lane course, the monitoring device determines at least one geometric property of the road. Depending on the at least one determined geometric property, the monitoring device outputs a control signal to at least one device of the motor vehicle provided for assistance in driving the motor vehicle.

<CIT> discloses a method for determining and processing information relevant for a vehicle. At least one sensor of a vehicle detects at least one unique identifier of other vehicles in the surrounding of the vehicle. Data referring to the detected identifier of at least one another vehicle are automatically transferred to a vehicle-external server. Based on the transferred data, information data belonging to the detected identifier of the other vehicle are determined and transferred to the vehicle.

<CIT> discloses a vehicle system being in communication with a mobile device. The vehicle system receives information from the mobile device and determines the quality of the information. If the quality of the information is acceptable, the vehicle system may use the information from the mobile device. In addition, the quality of the information may be used to determine if the information should be sent to other vehicles. Document <CIT> discloses a method for entering a preceding vehicle autonomous following mode, and an arrangement for entering and operating a preceding vehicle autonomous following mode.

Advanced applications, such as intelligent transportation system (ITS), have revolutionized numerous services that relate to different modes of transport and traffic management. As a result, various assistance systems, such as a driving assistance system, are rapidly evolving with respect to their technology and utility to aid in different driving scenarios.

In certain scenarios, it may be difficult for a driver of a motor vehicle to view beyond a certain point ahead in a path due to an unfavorable environmental condition or terrain. For example, paths in mountainous terrains may be narrow and may have multiple sharp and/or blind curves. In another example, at blind spots, there may be a poor visibility and the driver may need to know if there are other vehicles and/or pedestrians at the blind spots. In such scenarios, the driver may be required to brake hard when the curve suddenly appears to be sharper and/or steeper than expected. This may cause the motor vehicle to under-steer or over-steer and may result in an accident. In addition, the presence of road hazards, such as potholes and other obstacles, not visible beyond a certain point, may also pose a risk to occupant(s) of the motor vehicle. Consequently, enhanced driving assistance may be required that may anticipate such blind curves and other road hazards.

Further limitations and disadvantages of conventional and traditional approaches will become apparent to one of skill in the art, through comparison of described systems with some aspects of the present invention, as set forth in the remainder of the present application and with reference to the drawings.

The present invention addresses the above limitations and disadvantages.

According to a first aspect of the present invention, there is provided a driving assistance system as claimed in claim <NUM> and a driving assistance system as claimed in claim <NUM>. According to yet another aspect of the present invention, there is provided a method for providing driving assistance as claimed in claim <NUM> and a method for providing driving assistance as claimed in claim <NUM>. According to yet another aspect of the present invention, there is provided a non-transitory computer readable storage medium as claimed in claim <NUM>. According to yet another aspect of the present invention, there is provided a vehicle as claimed in claim <NUM>.

The following described implementations may be found in the disclosed system and method for driving assistance along a path. An aspect of the invention comprises a method that includes receipt of a unique identifier of a first vehicle from a communication device. The receipt occurs at an electronic control unit (ECU) of the first vehicle. Such receipt occurs when the first vehicle has reached a first location along a first portion of a path. A communication channel is established between the first vehicle and the communication device. Such a communication channel is established based on the received unique identifier. Data associated with a second portion of the path is received from the communication device based on the established communication channel. Alert information associated with the second portion of the path is generated based on the received data.

In accordance with an embodiment, sensor data may be communicated to the communication device. The communicated sensor data may comprise at least a direction of travel, lane information in which the first vehicle drives, a type of the first vehicle, size of the first vehicle, weight of the first vehicle, error information of a device embedded on the first vehicle, breakdown information of the first vehicle, geospatial position, steering angle, yaw rate, speed, and/or rate of change of speed of the first vehicle.

According to the invention, the received data associated with the second portion of the path comprises road surface characteristics of the path and/or one or more road hazards along the path. The road surface characteristics may comprise an upward slope, a downward slope, a bank angle, a curvature, a boundary, a speed limit, a road texture, a pothole, a lane marking, and/or a width of the second portion of the path. Examples of the one or more road hazards may comprise, but is not limited to, an obstacle, an animal, a landslide, and/or a second vehicle present on the second portion of the path. In accordance with an embodiment, the data associated with the second portion of the path may be received from one or more other communication devices.

In accordance with an embodiment, the alert information may be generated when a current speed of the second vehicle is higher than a pre-specified threshold speed. The alert information may be further generated when the second vehicle crosses a lane marking along the second portion of the path. The pre-specified threshold speed may be determined based on the one or more road surface characteristics of the path.

In accordance with an embodiment, the generated alert information may be updated based on the data received from the communication device. The generated alert information may correspond to a position of the second vehicle on the second portion of the path.

In accordance with an embodiment, display of a combined view of the first portion and the generated alert information associated with the second portion of the path, may be controlled. The combined view may comprise one or more features based on the data received from the communication device. The one or more features may comprise an indication (in the combined view) of the second vehicle with regard to vehicle type, size, and position along the second portion of the path. The one or more features may further comprise an indication of current speed of the second vehicle, current distance to pass the second vehicle, and/or a required change in speed of the first vehicle to pass the second portion of the path. An indication of the one or more road hazards on the second portion of the path may also be provided in the combined view.

In accordance with an embodiment, the display of the generated alert information as a graphical view may be controlled. Such a display may occur on a heads-up display (HUD), an augmented reality (AR)-HUD which displays HUD information in an augmented reality, a driver information console (DIC), a see-through display, a projection-based display, or a smart-glass display.

Another aspect of the invention comprises a method for driving assistance along a path. The method includes determination of whether the first vehicle has reached (or passed) the first location along the first portion of the path at a communication device. A first unique identifier is communicated to the first vehicle to establish a communication channel between the first vehicle and the communication device. Such communication occurs when the first vehicle has reached a first location along the first portion of the path. Data associated with the second portion of the path is communicated to the first vehicle.

In accordance with the invention, the communicated data associated with the second portion of the path comprises the road surface characteristics of the path and/or one or more road hazards along the path. A second unique identifier may be communicated to the second vehicle to establish a communication channel between the second vehicle and the communication device. Such communication of the second unique identifier may occur when the second vehicle reaches the second location along the second portion of the path. Data associated with the first portion of the path may be communicated to the second vehicle.

In accordance with an embodiment, sensor data from the first vehicle and/or the second vehicle present on the second portion of the path may be received. The received sensor data may comprise at least a direction of travel, lane information in which the first vehicle drives, a type of the first vehicle and/or the second vehicle, size of the first vehicle and/or the second vehicle, weight of the first vehicle and/or the second vehicle, error information of a device embedded on the first vehicle and/or the second vehicle, breakdown information of the first vehicle and/or the second vehicle, geospatial position, steering angle, yaw rate, speed, and/or rate of change of speed of the first vehicle and/or the second vehicle.

In accordance with an embodiment, a warning signal may be communicated to one or both of the first vehicle and/or the second vehicle. Such communication may occur when one or both of the first vehicle and/or the second vehicle are detected along an opposing traffic lane of the path. The traffic information along the path may be communicated to one or both of the first vehicle and/or the second vehicle. In accordance with an embodiment, the communication device may be the ECU of the second vehicle, a mobile unit, or a road-side unit (RSU).

In accordance with an embodiment, the first unique identifier may be communicated based on a direction of travel of the first vehicle, lane information of the first vehicle, or a vehicle type of the first vehicle. The communicated first unique identifier expires when the first vehicle reaches the second location along the second portion of the path. The established communication channel between the first vehicle and the communication device may then be terminated. Such termination may occur based on the expiry of the validity of the first unique identifier.

These and other features and advantages of the present invention may be appreciated from a review of the following detailed description of the present invention, along with the accompanying figures in which like reference numerals refer to like parts throughout.

<FIG> is a block diagram that illustrates a network environment for driving assistance, in accordance with an embodiment of the invention. With reference to <FIG>, there is shown a network environment <NUM>. The network environment <NUM> may include a communication device <NUM>, an electronic control unit (ECU) <NUM>, and one or more vehicles, such as a first vehicle <NUM> and a second vehicle <NUM>. The network environment <NUM> may further include a communication network <NUM> and one or more users, such as a driver <NUM> of the first vehicle <NUM>.

The first vehicle <NUM> may include the ECU <NUM>. The ECU <NUM> may be communicatively coupled to the communication device <NUM> and/or the second vehicle <NUM>, via the communication network <NUM>. The ECU <NUM> may be associated with the driver <NUM> of the first vehicle <NUM>. The ECU <NUM> further may be communicatively coupled to one or more other communication devices (not shown), via the communication network <NUM>, by use of one or more communication protocols, known in the art.

The ECU <NUM> may comprise suitable logic, circuitry, interfaces, and/or code that may be operable to receive a unique identifier from the communication device <NUM> when the first vehicle <NUM> has reached (or passed) a first location along a first portion of a path. The ECU <NUM> may be configured to access vehicle data of the first vehicle <NUM> or communicate one or more control commands to other ECUs, components, or systems of the first vehicle <NUM>. The vehicle data and the one or more control commands may be communicated via an in-vehicle network, such as a vehicle area network (VAN), and/or in-vehicle data bus, such as a controller area network (CAN) bus.

The communication device <NUM> may comprise suitable logic, circuitry, interfaces, and/or code that may be operable to establish a communication channel with one or more vehicles, such as the first vehicle <NUM> and the second vehicle <NUM>. The communication device <NUM> may be pre-installed at an accident-prone area, such as at the blind curve. Examples of the communication device <NUM> may include, but are not limited to, a mobile unit, an infrastructure unit, such as a road side unit (RSU), an ECU of the second vehicle <NUM>, and/or other wireless communication devices, such as a radio-frequency (RF) based communication device.

The first vehicle <NUM> may comprise the ECU <NUM> that may be configured to communicate with the communication device <NUM>, other communication devices, and/or a cloud server (not shown). The first vehicle <NUM> may be configured to communicate with other vehicles, such as the second vehicle <NUM>, in a vehicle-to-vehicle (V2V) communication.

The second vehicle <NUM> may be configured similar to that of the first vehicle <NUM>. In accordance with an embodiment, the second vehicle <NUM> may comprise an ECU (not shown) configured similar to that of the ECU <NUM>. In accordance with an embodiment, the second vehicle <NUM> may comprise a conventional ECU that may not have the functionalities and/or configurations similar to that of the ECU <NUM>. Examples of first vehicle <NUM> and the second vehicle <NUM> may include, but are not limited to, a motor vehicle, a hybrid vehicle, and/or a vehicle that uses one or more distinct renewable or non-renewable power sources. A vehicle that uses renewable or non-renewable power sources may include a fossil fuel-based vehicle, an electric propulsion-based vehicle, a hydrogen fuel-based vehicle, a solar-powered vehicle, and/or a vehicle powered by other forms of alternative energy sources.

The communication network <NUM> may include a medium through which the first vehicle <NUM> may communicate with the communication device <NUM>, and/or one or more other vehicles, such as the second vehicle <NUM>. Examples of the communication network <NUM> may include, but are not limited to, a dedicated short-range communication (DSRC) network, a mobile ad-hoc network (MANET), a vehicular ad-hoc network (VANET), Intelligent vehicular ad-hoc network (InVANET), Internet based mobile ad-hoc networks (IMANET), a wireless sensor network (WSN), a wireless mesh network (WMN), the Internet, a cellular network, such as a long-term evolution (LTE) network, a cloud network, a Wireless Fidelity (Wi-Fi) network, and/or a Wireless Local Area Network (WLAN). Various devices in the network environment <NUM> may be operable to connect to the communication network <NUM>, in accordance with various wireless communication protocols. Examples of such wireless communication protocols may include, but are not limited to, IEEE <NUM>, <NUM>. 11p, <NUM>, <NUM>, <NUM>, Worldwide Interoperability for Microwave Access (Wi-MAX), Wireless Access in Vehicular Environments (WAVE), cellular communication protocols, Transmission Control Protocol and Internet Protocol (TCP/IP), User Datagram Protocol (UDP), Hypertext Transfer Protocol (HTTP), Long-term Evolution (LTE), File Transfer Protocol (FTP), ZigBee, EDGE, infrared (IR), and/or Bluetooth (BT) communication protocols.

In operation, the communication device <NUM> may be configured to determine whether the first vehicle <NUM> has reached (or passed) a first location along a first portion of a path. In accordance with an embodiment, another communication device (not shown) may be configured to determine whether the first vehicle <NUM> has reached (or passed) the first location. A second portion of the path may be beyond a field-of-view of the driver <NUM> from the first location. The second portion of the path may not be visible from the first location due to terrain features, such as a blind curve in a mountainous terrain, and/or a dead angle due to an uphill road. In accordance with an embodiment, the second portion of the path may not be visible due to an unfavorable environmental and/or lighting condition, such as fog, heavy rainfall, and/or darkness. In accordance with an embodiment, the second portion of the path may not be visible from the first location or have reduced visibility due to mirage conditions, such as an inferior mirage, a superior mirage, a highway mirage, a heat haze, a 'Fata Morgana' in desert areas, and/or night-time mirages.

The communication device <NUM> is configured to communicate a first unique identifier to the first vehicle <NUM>. Such communication occurs when the first vehicle <NUM> reaches (or passes) the first location along the first portion of the path. In accordance with an embodiment, the first unique identifier may be communicated by another communication device situated at the first location.

In accordance with an embodiment, the ECU <NUM> is configured to receive the first unique identifier from the communication device <NUM> and/or one or more other communication devices. Such receipt occurs when the first vehicle <NUM> has reached (or passed) the first location along the first portion of the path. The ECU <NUM> is configured to establish a communication channel between the first vehicle <NUM> and the communication device <NUM>, based on the received unique identifier.

In accordance with an embodiment, the communication device <NUM> may be configured to determine whether the second vehicle <NUM> has reached (or passed) a second location along the second portion of the path. The communication device <NUM> may be configured to communicate a second unique identifier to the second vehicle <NUM>. The second unique identifier may establish a communication channel between the second vehicle <NUM> and the communication device <NUM>. Such a communication of the second unique identifier may occur when the second vehicle <NUM> reaches (or passes) the second location along the second portion of the path.

In accordance with an embodiment, the ECU <NUM> may be configured to communicate sensor data associated with the first vehicle <NUM> to the communication device <NUM>. The communication device <NUM> may be configured to receive the sensor data, communicated by the ECU <NUM>. The sensor data, received by the communication device <NUM>, may comprise a direction of travel, lane information in which a vehicle (such as the first vehicle and/or the second vehicle) drives, vehicle type, vehicle size, weight of a vehicle, error information of a device embedded on the vehicle, breakdown information of the vehicle, geospatial position, steering angle, yaw rate, speed, and/or rate of change of speed of the first vehicle and/or the second vehicle. As for the vehicle type, it may be a model number or a brand name set by a car manufacturer, a category based on vehicle size, such as a truck, a compact car, a Sport Utility Vehicle (SUV), characteristics of a vehicle, such as an electric vehicle (EV), an internal combustion engine (ICE) vehicle, an autonomous vehicle that may be capable to sense its environment and navigate without a driver manual operation, a vehicle operated by a human driver, a vehicle with advanced driving assisted system, a semi-autonomous vehicle, a vehicle capable of vehicle to vehicle communication, a vehicle incapable of vehicle to vehicle communication, a taxi, or a rental car. In instances when the second vehicle <NUM> is detected on the second portion of the path, the communication device <NUM> may be further configured to receive sensor data communicated by another ECU associated with the second vehicle <NUM>.

In accordance with an embodiment, the communication device <NUM> may be configured to communicate data associated with the second portion of the path to the first vehicle <NUM>. The ECU <NUM> is configured to receive data associated with the second portion of the path from the communication device <NUM>. The ECU <NUM> is configured to receive the data associated with the second portion of the path from the one or more other communication devices. In accordance with the invention, the received data associated with the second portion of the path comprises road surface characteristics of the path and/or one or more road hazards along the path.

In accordance with the invention, the ECU <NUM> is configured to generate alert information associated with the second portion of the path, based on the received data. In accordance with an embodiment, the ECU <NUM> may be configured to generate the alert information when a current speed of the second vehicle <NUM> is higher than a pre-specified threshold speed.

In accordance with an embodiment, the ECU <NUM> may be configured to generate the alert information when the second vehicle <NUM> crosses a lane marking along the second portion of the path. The ECU <NUM> may be configured to determine the pre-specified threshold speed based on the one or more road surface characteristics of the path.

In accordance with an embodiment, the ECU <NUM> may be configured to update the generated alert information that corresponds to a position of the second vehicle <NUM> on the second portion of the path. Such an update at the first vehicle <NUM> may occur based on the data received from the communication device <NUM>.

In accordance with an embodiment, the ECU <NUM> may be configured to control the display of a combined view of the first portion and the generated alert information associated with the second portion of the path. The combined view may comprise one or more features based on the data received from the communication device <NUM>. The one or more features may comprise an indication of the type, size, and position along the second portion of the path of the second vehicle <NUM>. The one or more features may further comprise an indication of current speed of the second vehicle <NUM> and/or an indication of current distance to pass the second vehicle <NUM>. The combined view may also comprise an indication of a required change in speed of the first vehicle <NUM> to pass the second portion of the path and/or an indication of one or more road hazards on the second portion of the path.

In accordance with an embodiment, the ECU <NUM> may be configured to control the display of the generated alert information as a graphical view. Such a display may occur on the display <NUM>, such as a HUD, an AR-HUD, a DIC, the see-through display, a projection-based display, or a smart-glass display.

In accordance with an embodiment, the communication device <NUM> may be configured to communicate data associated with the first portion of the path to the second vehicle <NUM>. The communication device <NUM> may be configured to communicate a warning signal to one or both of the first vehicle <NUM> and/or the second vehicle <NUM>. Such a communication of the warning signal may occur when one or both of the first vehicle <NUM> and/or the second vehicle <NUM> are detected approaching each other along a same traffic lane of the path.

In accordance with an embodiment, the communication device <NUM> may be configured to communicate traffic information along the path to one or both of the first vehicle <NUM> and/or the second vehicle <NUM>. Such traffic information may be communicated when both of the first vehicle <NUM> and the second vehicle <NUM> are detected approaching each other along a same lane of the path.

In accordance with an embodiment, the communication device <NUM> may be configured to terminate the established communication channel between the first vehicle <NUM> and the communication device <NUM>. The established communication channel may be terminated based on expiry of the validity of the first unique identifier. The validity of the communicated first unique identifier expires when the first vehicle <NUM> reaches (or passes) the second location along the second portion of the path.

Similarly, the communication device <NUM> may be configured to terminate the established communication channel between the second vehicle <NUM> and the communication device <NUM>, based on expiry of the second unique identifier. The communicated second unique identifier may expire when the second vehicle <NUM> reaches (or passes) the first location along the first portion of the path.

<FIG> is a block diagram that illustrates various exemplary components or systems of a vehicle, in accordance with an embodiment of the invention. <FIG> is explained in conjunction with elements from <FIG>. With reference to <FIG>, there is shown the first vehicle <NUM>. The first vehicle <NUM> may comprise the ECU <NUM> that may include a microprocessor <NUM> and a memory <NUM>. The first vehicle <NUM> may further comprise a wireless communication system <NUM>, an audio interface <NUM>, a display <NUM>, a powertrain control system <NUM>, a steering system <NUM>, a braking system <NUM>, a sensing system <NUM>, a body control module <NUM>, and an in-vehicle network <NUM>. The display <NUM> may render a user interface (Ul) 210a. There is further shown a battery <NUM> associated with a vehicle power system <NUM>. In accordance with an embodiment, the wireless communication system <NUM>, the audio interface <NUM> and the display <NUM> may also be associated with the ECU <NUM>.

The various components or systems may be communicatively coupled to each other, via the in-vehicle network <NUM>, such as a vehicle area network (VAN), and/or an in-vehicle data bus. The microprocessor <NUM> may be communicatively coupled to the memory <NUM>, the wireless communication system <NUM>, the audio interface <NUM>, the display <NUM>, the powertrain control system <NUM>, the sensing system <NUM>, and the body control module <NUM>, via the in-vehicle network <NUM>. It should be understood that the first vehicle <NUM> may also include other suitable components or systems, but for brevity, those components or systems which are used to describe and explain the function and operation of the present invention are illustrated herein.

The microprocessor <NUM> may comprise suitable logic, circuitry, interfaces, and/or code that may be configured to execute a set of instructions stored in the memory <NUM>. The microprocessor <NUM> may be configured to receive data associated with the second portion of the path from the communication device <NUM>, via the wireless communication system <NUM>. The microprocessor <NUM> may be configured to generate alert information associated with the second portion of the path based on the received data. Examples of the microprocessor <NUM> may be an X86-based processor, a Reduced Instruction Set Computing (RISC) processor, an Application-Specific Integrated Circuit (ASIC) processor, a Complex Instruction Set Computing (CISC) processor, an Explicitly Parallel Instruction Computing (EPIC) processor, a Very Long Instruction Word (VLIW) processor, a microcontroller, a central processing unit (CPU), a graphics processing unit (GPU), a state machine, and/or other processors or circuits.

The memory <NUM> may comprise suitable logic, circuitry, and/or interfaces that may be configured to store a machine code and/or a set of instructions with at least one code section executable by the microprocessor <NUM>. The memory <NUM> may be further operable to store one or more text-to-speech conversion algorithms, one or more speech-generation algorithms, audio data that corresponds to various buzzer sounds, and/or other data. Examples of implementation of the memory <NUM> may include, but are not limited to, Electrically Erasable Programmable Read-Only Memory (EEPROM), Random Access Memory (RAM), Read Only Memory (ROM), Hard Disk Drive (HDD), Flash memory, a Secure Digital (SD) card, Solid-State Drive (SSD), and/or CPU cache memory.

The wireless communication system <NUM> may comprise suitable logic, circuitry, interfaces, and/or code that may be configured to communicate with one or more external devices, such as the communication device <NUM>, one or more cloud servers, and/or one or more vehicles, such as the second vehicle <NUM>. Such communication with the one or more external devices may occur by use of the communication network <NUM>. The wireless communication system <NUM> may include, but is not limited to, an antenna, a telematics unit, a radio frequency (RF) transceiver, one or more amplifiers, one or more oscillators, a digital signal processor, a near field communication (NFC) circuitry, a coder-decoder (CODEC) chipset, and/or a subscriber identity module (SIM) card. The wireless communication system <NUM> may communicate via wireless communication, such as a dedicated short-range communication (DSRC) protocol, by use the communication network <NUM> (as described in <FIG>).

The audio interface <NUM> may be connected to a speaker, a chime, a buzzer, or other device that may be operable to generate a sound. The audio interface <NUM> may also be connected to a microphone or other device to receive a voice input from an occupant of the first vehicle <NUM>, such as the driver <NUM>. The audio interface <NUM> may also be communicatively coupled to the microprocessor <NUM>. The audio interface <NUM> may be a part of an in-vehicle infotainment (IVI) system or head unit of the first vehicle <NUM>.

The display <NUM> may refer to a display screen to display various types of information to the occupants of the first vehicle <NUM>, such as the driver <NUM>. In accordance with an embodiment, the display <NUM> may be a touch screen display that may receive an input from the driver <NUM>. The display <NUM> may be communicatively coupled to the microprocessor <NUM>. Examples of the display <NUM> may include, but are not limited to a heads-up display (HUD) or a head-up display with an augmented reality system (AR-HUD), a driver information console (DIC), a projection-based display, a display of the head unit, a see-through display, a smart-glass display, and/or an electro-chromic display. The AR-HUD may be a combiner-based AR-HUD. The display <NUM> may be a transparent or a semitransparent display. In accordance with an embodiment, the see-through display and/or the projection-based display may generate an optical illusion that the generated alert information is floating in air at a pre-determined distance from a user's eye, such as the driver <NUM>. The first vehicle <NUM> may include other input/output (I/O) devices that may be configured to communicate with the microprocessor <NUM>.

The UI 210a may be used to render the generated alert information as a graphical view on the display <NUM>, under the control of the microprocessor <NUM>. The display <NUM> may render a two-dimensional (2D) or a three-dimensional (3D) graphical view of the generated alert information, via the UI 210a, under the control of the microprocessor <NUM>. Examples of the UI 210a is shown in <FIG>, <FIG> and <FIG>.

The powertrain control system <NUM> may refer to an onboard computer of the first vehicle <NUM> that controls operations of an engine and a transmission system of the first vehicle <NUM>. The powertrain control system <NUM> may control an ignition, fuel injection, emission systems, and/or operations of a transmission system (when provided) and the braking system <NUM>.

The steering system <NUM> may be associated with the powertrain control system <NUM>. The steering system <NUM> may include a steering wheel and/or an electric motor (provided for a power-assisted steering) that may be used by the driver <NUM> to control movement of the first vehicle <NUM> in manual mode or a semi-autonomous mode. In accordance with an embodiment, the movement or steering of the first vehicle <NUM> may be automatically controlled when the first vehicle <NUM> is in autonomous mode. Examples of the steering system <NUM> may include, but are not limited to, an autonomous steering control, a power-assisted steering system, a vacuum/hydraulic-based steering system, an electro-hydraulic power-assisted system (EHPAS), or a "steer-by-wire" system, known in the art.

The braking system <NUM> may be used to stop or slow down the first vehicle <NUM> by application of frictional forces. The braking system <NUM> may be configured to receive a command from the powertrain control system <NUM> under the control of the microprocessor <NUM>, when the first vehicle <NUM> is in an autonomous mode or a semi-autonomous mode. In accordance with an embodiment, the braking system <NUM> may be configured to receive a command from the body control module <NUM> and/or the microprocessor <NUM> when the microprocessor <NUM> preemptively detects a steep curvature, an obstacle, or other road hazards along the second portion of the path based on the received sensor data from the communication device <NUM>.

The sensing system <NUM> may comprise one or more other vehicle sensors embedded in the first vehicle <NUM>. The sensing system <NUM> may further comprise one or more image sensors to capture a field-of-view (FOV) in front of the first vehicle <NUM>. The sensing system <NUM> may be operatively connected to the microprocessor <NUM> to provide input signals. One or more communication interfaces, such as a CAN interface, may be provided in the sensing system <NUM> to connect to the in-vehicle network <NUM>. Examples of the sensing system <NUM> may include, but are not limited to, a vehicle speed sensor, the odometric sensors, a yaw rate sensor, a speedometer, a global positioning system (GPS), a steering angle detection sensor, a vehicle travel direction detection sensor, a magnometer, an image sensor, a touch sensor, an infrared sensor, a radio wave-based object detection sensor, and/or a laser-based object detection sensor. The one or more vehicle sensors of the sensing system <NUM> may be configured to detect a direction of travel, geospatial position, steering angle, yaw rate, speed, and/or rate-of-change of speed of the first vehicle <NUM>.

The body control module <NUM> may refer to another electronic control unit that comprises suitable logic, circuitry, interfaces, and/or code that may be configured to control various electronic components or systems of the first vehicle <NUM>, such as a central door locking system. The body control module <NUM> may be configured to receive a command from the microprocessor <NUM> to unlock a vehicle door of the first vehicle <NUM>. The body control module <NUM> may relay the command to other suitable vehicle systems or components, such as the central door locking system, for access control of the first vehicle <NUM>.

The in-vehicle network <NUM> may include a medium through which the various control units, components, or systems of the first vehicle <NUM>, such as the ECU <NUM>, the wireless communication system <NUM>, the powertrain control system <NUM>, the sensing system <NUM>, and/or the body control module <NUM>, may communicate with each other. In accordance with an embodiment, in-vehicle communication of audio/video data for multimedia components may occur by use of Media Oriented Systems Transport (MOST) multimedia network protocol of the in-vehicle network <NUM>. The in-vehicle network <NUM> may facilitate access control and/or communication between the ECU <NUM> and other ECUs, such as the wireless communication system <NUM>, of the first vehicle <NUM>. Various devices in the first vehicle <NUM> may be configured to connect to the in-vehicle network <NUM>, in accordance with various wired and wireless communication protocols. One or more communication interfaces, such as the CAN interface, a Local Interconnect Network (LIN) interface, may be used by the various components or systems of the first vehicle <NUM> to connect to the in-vehicle network <NUM>. Examples of the wired and wireless communication protocols for the in-vehicle network <NUM> may include, but are not limited to, a vehicle area network (VAN), a CAN bus, Domestic Digital Bus (D2B), Time-Triggered Protocol (TTP), FlexRay, IEEE <NUM>, Carrier Sense Multiple Access With Collision Detection (CSMA/CD) based data communication protocol, Inter-Integrated Circuit (I<NUM>C), Inter Equipment Bus (IEBus), Society of Automotive Engineers (SAE) J1708, SAE J1939, International Organization for Standardization (ISO) <NUM>, ISO <NUM>, Media Oriented Systems Transport (MOST), MOST25, MOST50, MOST150, Plastic optical fiber (POF), Power-line communication (PLC), Serial Peripheral Interface (SPI) bus, and/or Local Interconnect Network (LIN).

The battery <NUM> may be a source of electric power for one or more electric circuits or loads (not shown). For example, the loads may include, but are not limited to various lights, such as headlights and interior cabin lights, electrically powered adjustable components, such as vehicle seats, mirrors, windows or the like, and/or other in-vehicle infotainment system components, such as radio, speakers, electronic navigation system, electrically controlled, powered and/or assisted steering, such as the steering system <NUM>. The battery <NUM> may be a rechargeable battery. The battery <NUM> may be a source of electrical power to the ECU <NUM> (shown by dashed lines), the one or more sensors of the sensing system <NUM>, and/or one or hardware units, such as the display <NUM>, of the in-vehicle infotainment system. The battery <NUM> may be a source of electrical power to start an engine of the first vehicle <NUM> by selectively providing electric power to an ignition system (not shown) of the first vehicle <NUM>.

The vehicle power system <NUM> may regulate the charging and the power output of the battery to various electric circuits and the loads of the first vehicle <NUM>, as described above. When the first vehicle <NUM> is a hybrid vehicle or an autonomous vehicle, the vehicle power system <NUM> may provide the required voltage for all of the components and enable the first vehicle <NUM> to utilize the battery <NUM> power for a sufficient amount of time. In accordance with an embodiment, the vehicle power system <NUM> may correspond to power electronics, and may include a microcontroller that may be communicatively coupled (shown by dotted lines) to the in-vehicle network <NUM>. In such an embodiment, the microcontroller may receive command from the powertrain control system <NUM> under the control of the microprocessor <NUM>.

In operation, the microprocessor <NUM> is configured to receive the first unique identifier when the first vehicle <NUM> reaches (or passes) the first location along the first portion of the path. The unique identifier is received from the communication device <NUM>, via the wireless communication system <NUM>. In accordance with an embodiment, the unique identifier may be received from another communication device, such as a radio frequency identification (RFID) device, situated at the first location.

In accordance with the invention, the microprocessor <NUM> is configured to establish a communication channel between the first vehicle <NUM> and the communication device <NUM>. Such communication occurs based on the unique identifier received via the wireless communication system <NUM>.

In accordance with an embodiment, the microprocessor <NUM> may be configured to communicate sensor data associated with the first vehicle <NUM> to the communication device <NUM>, via the wireless communication system <NUM>. The sensor data may correspond to signals received by the microprocessor <NUM> from the sensing system <NUM>, such as the RADAR and/or the image-capturing unit, installed at the front side of a vehicle body of the first vehicle <NUM>. The communicated sensor data may comprise a direction of travel, lane information in which lane the first vehicle <NUM> drives, vehicle type, vehicle size, weight of a vehicle, error information of a device embedded on the first vehicle <NUM>, geospatial position, steering angle, yaw rate, speed, and/or rate of change of speed of the first vehicle <NUM>. In instances when there is a breakdown in the first vehicle <NUM>, the communicated sensor data may also comprise breakdown information of the first vehicle <NUM>. The vehicle type may correspond to certain information, such as a model number or a brand name set by a car manufacturer. The vehicle type may further correspond to a category based on vehicle size, such as a truck, a compact car, a Sport Utility Vehicle (SUV). The vehicle type may further correspond to characteristics of a vehicle, such as an electric vehicle (EV), an internal combustion engine (ICE) vehicle, an autonomous vehicle that may be capable to sense its environment and navigate without a driver manual operation, a vehicle operated by a human driver, a vehicle with advanced driving assisted system, a semi-autonomous vehicle, a vehicle capable of vehicle to vehicle communication, a vehicle incapable of vehicle to vehicle communication, a taxi, or a rental car.

In accordance with the invention, the microprocessor <NUM> is configured to receive data associated with the second portion of the path from the communication device <NUM>, via the wireless communication system <NUM>. In accordance with an embodiment, the microprocessor <NUM> may be configured to receive data associated with the second portion of the path from one or more other communication devices. The received data associated with the second portion of the path comprises road surface characteristics of the path and one or more road hazards along the path.

In accordance with the invention, the microprocessor <NUM> is configured to generate alert information associated with the second portion of the path, based on the received data. In accordance with an embodiment, the microprocessor <NUM> may be configured to generate the alert information when a current speed of the second vehicle <NUM> is higher than a pre-specified threshold speed. In accordance with an embodiment, the microprocessor <NUM> may be configured to generate the alert information when a current speed of the first vehicle <NUM> is higher than a pre-specified threshold speed.

In accordance with an embodiment, the microprocessor <NUM> (in first vehicle <NUM>) may be configured to generate the alert information when the second vehicle <NUM> crosses a lane marking along the second portion of the path. The microprocessor <NUM> may be configured to determine the pre-specified threshold speed based on the one or more road surface characteristics of the path. In accordance with an embodiment, the microprocessor <NUM> may be configured to generate alert information when both the first vehicle <NUM> and the second vehicle <NUM> are detected approaching each other along a same lane of the path. Such alert information may be generated when the first vehicle <NUM> crosses a lane marking along the first portion of the path. The alert information may be shown on the display <NUM> via the UI 210a together with a buzzer sound. The microprocessor <NUM> may be configured to reproduce the audio data stored in the memory <NUM> to generate various buzzer sounds via the audio interface <NUM>. The pitch of the buzzer sound may be controlled based on the type of safety alert.

In accordance with an embodiment, microprocessor <NUM> may be configured to communicate the generated alert information, such as wrong lane warning alert, directly to the second vehicle <NUM>, via the communication network <NUM>, such as the DSRC channel. The microprocessor <NUM> may be configured to update the generated alert information that corresponds to a position of the second vehicle <NUM> on the second portion of the path. Such an update at the first vehicle <NUM> may occur based on the data received from the communication device <NUM>.

In accordance with an embodiment, the microprocessor <NUM> may be configured to dynamically update the generated alert information based one or more road hazards detected on the second portion of the path. Such dynamic update of the generated alert information may be further based on a change of the one or more road surface characteristics along the path. Conventionally, map data (2D/3D map data) or geospatial information pre-stored in a database, such as GPS information, may not be up-to-date, and/or may comprise only limited information. Therefore, dependency on such map data may pose a serious risk in an unfavorable environmental condition and/or terrain. The generated alert information and update of such generated alert information may ensure safety of occupant(s), such as the driver <NUM>, of the first vehicle <NUM>. Such an update at the first vehicle <NUM> and/or the second vehicle <NUM> may occur based on an update received from the communication device <NUM>.

In accordance with an embodiment, the microprocessor <NUM> may be configured to control the display of a combined view of the first portion and the generated alert information associated with the second portion of the path, via the UI 210a. The combined view comprises one or more features based on the received data from the communication device <NUM>. The one or more features may comprise information with regard to the second vehicle <NUM>, such as vehicle type, size, and position along the second portion of the path. The one or more features may further comprise an indication of current speed of the second vehicle <NUM> and/or current distance to pass the second vehicle <NUM>. In accordance with an embodiment, the combined view may further comprise an indication of a required change in speed of the first vehicle <NUM> to pass the second portion of the path and/or one or more road hazards on the second portion of the path.

In accordance with an embodiment, the microprocessor <NUM> may be configured to control the display of the generated alert information as a graphical view on the display <NUM>, via the UI 210a (the generated alert information is shown in <FIG>, <FIG> and <FIG>). In accordance with an embodiment, the microprocessor <NUM> may be configured to continuously update the position of the second vehicle <NUM> on the generated graphical view of the second portion of the path.

In accordance with an embodiment, the microprocessor <NUM> may be configured to control display of the combined view, such that the first portion and the generated second portion of the path may be rendered as a continuous road stretch on the display <NUM>, via the UI 210a. In accordance with an embodiment, the microprocessor <NUM> may be configured to control display of the combined view, such that the generated alert information that includes the second portion may be overlaid on a part of the first portion. Such an overlaid view may include the one or more features that may be updated based on the data received from the communication device <NUM>. In accordance with an embodiment, the microprocessor <NUM> may be configured to automatically control one or more components or systems, such as the powertrain control system <NUM>, the steering system <NUM>, the braking system <NUM>, the sensing system <NUM>, and/or the body control module <NUM> of the first vehicle <NUM>, when the first vehicle <NUM> is in an autonomous operating mode. Such auto control may be based on the generated alert information to pass the second portion of the path and/or one or more road hazards on the second portion of the path.

<FIG> is a block diagram that illustrates an exemplary communication device, in accordance with an embodiment of the invention. <FIG> is explained in conjunction with elements from <FIG> and <FIG>. With reference to <FIG>, there is shown the communication device <NUM>. The communication device <NUM> may comprise one or more processors, such as a processor <NUM>, a memory <NUM>, a sensing device <NUM>, and a transceiver <NUM>.

In accordance with an embodiment, the processor <NUM> may be connected to the memory <NUM>, the sensing device <NUM>, and the transceiver <NUM>. The transceiver <NUM> may be operable to communicate with one or more vehicles, such as a first vehicle <NUM> and the second vehicle <NUM>. The transceiver <NUM> may be further operable to communicate with the one or more other communication devices, and/or other cloud servers, via the communication network <NUM>.

The processor <NUM> may comprise suitable logic, circuitry, interfaces, and/or code that may be operable to execute a set of instructions stored in the memory <NUM>. The processor <NUM> may be implemented, based on a number of processor technologies known in the art. Examples of the processor <NUM> may be an X86-based processor, a RISC processor, an ASIC processor, a CISC processor, a CPU, a microcontroller, and/or other processors or circuits.

The memory <NUM> may comprise suitable logic, circuitry, and/or interfaces that may be operable to store a machine code and/or a set of instructions with at least one code section executable by the processor <NUM>. In an embodiment, the memory <NUM> may be configured to pre-store road surface characteristics data associated with the first portion and second portion of the path. Examples of implementation of the memory <NUM> may include, but are not limited to, Random Access Memory (RAM), Read Only Memory (ROM), Hard Disk Drive (HDD), Flash memory, and/or a Secure Digital (SD) card.

The sensing device <NUM> may comprise suitable logic, circuitry, and/or interfaces that may be configured to store a machine code and/or instructions executable by the processor <NUM>. The sensing device <NUM> may include one or more sensors for detection of a direction of travel, a geospatial position, speed, and/or rate of change of speed of vehicles, such as the second vehicle <NUM>. The sensing device <NUM> may further comprise one or more image sensors to capture an FOV of the first portion and/or the second portion of the path. Other examples of the one or more sensors may include, but are not limited to, a RADAR speed gun, a LIDAR speed gun, a vehicle speed sensor, a speedometer, a global positioning system (GPS) sensor, an image sensor, an infrared sensor, a radio wave-based object detection sensor, and/or a laser-based object detection sensor.

The transceiver <NUM> may comprise suitable logic, circuitry, interfaces, and/or code that may be configured to communicate with one or more vehicles, such as the first vehicle <NUM> and/or the second vehicle <NUM>. The transceiver <NUM> may be further configured to communicate with the one or more other communication devices, via the communication network <NUM>. The transceiver <NUM> may be operable to communicate data to the first vehicle <NUM> and/or the second vehicle <NUM>. The transceiver <NUM> may implement known technologies to support wired or wireless communication of the communication device <NUM> with the communication network <NUM>. The transceiver <NUM> may include, but is not limited to, an antenna, a RF transceiver, one or more amplifiers, one or more oscillators, a digital signal processor, and/or a coder-decoder (CODEC) chipset. The transceiver <NUM> may communicate via wireless communication with networks and by use of one or more communication protocols similar to that described above for the wireless communication system <NUM>.

In operation, the processor <NUM> is configured to determine whether the first vehicle <NUM> has reached (or passed) a first location along a first portion of a path. In accordance with an embodiment, instead of the processor <NUM>, another communication device, such as the RFID device, situated at the first location may determine whether the first vehicle <NUM> has reached (or passed) the first location along the first portion of a path.

In accordance with the invention, the processor <NUM> is configured to communicate a first unique identifier to the first vehicle <NUM> when the first vehicle <NUM> reaches (or passes) the first location along the first portion of the path. In accordance with an embodiment, the processor <NUM> may be configured to communicate the first unique identifier based one or more of a direction of travel, lane information, and/or vehicle type of the first vehicle <NUM>.

In accordance with an embodiment, another communication device situated at the first location may determine whether the first vehicle <NUM> has reached (or passed) the first location along the first portion of the path. In instances when the other communication device determines whether the first vehicle <NUM> has reached (or passed) the first location along the first portion, the other communication device may assign the first unique identifier to the first vehicle <NUM>. In such instances, the first vehicle <NUM>, or the communication device situated at the first location, may communicate the first unique identifier to the communication device <NUM>.

In accordance with an embodiment, the processor <NUM> is configured to establish a communication channel with the first vehicle <NUM>, via the transceiver <NUM>. Such establishment of a communication channel occurs based on the first unique identifier dynamically assigned to the first vehicle <NUM>.

In accordance with an embodiment, the processor <NUM> may be configured to determine whether the second vehicle <NUM> has reached (or passed) the second location along the second portion of the path. The processor <NUM> may be configured to communicate a second unique identifier to the second vehicle <NUM> to establish a communication channel between the second vehicle <NUM> and the processor <NUM>.

In accordance with an embodiment, instead of the processor <NUM>, a communication device (such as another RFID device) situated at the second location may assign the second unique identifier to the second vehicle <NUM>. Such assignment may occur when the second vehicle <NUM> moves past the second location along the second portion of the path. In such an instance, the second vehicle <NUM> or a communication device situated at the second location may communicate the second unique identifier to the communication device <NUM>. Such communication of the second unique identifier may occur when the second vehicle <NUM> has reached (or passed) the second location along the second portion of the path.

In accordance with an embodiment, the processor <NUM> may be configured to receive sensor data from the first vehicle <NUM>, via the transceiver <NUM>. In instances, when the second vehicle <NUM> is detected on the second portion of the path, the processor <NUM> may be configured to receive sensor data of the second vehicle <NUM>. The received sensor data may comprise a direction of travel, lane information in which lane a vehicle (such as the first vehicle <NUM> and/or the second vehicle <NUM>) drives, vehicle type, vehicle size, weight of a vehicle, error information of a device embedded on the vehicle, breakdown information of the vehicle, geospatial position, steering angle, yaw rate, speed, and/or rate of change of speed of the first vehicle <NUM> and/or the second vehicle <NUM>. The vehicle type may further correspond to a category based on vehicle size, such as a truck, a compact car, a Sport Utility Vehicle (SUV). The vehicle type may further correspond to characteristics of a vehicle, such as an electric vehicle (EV), an internal combustion engine (ICE) vehicle, an autonomous vehicle that may be capable to sense its environment and navigate without a driver manual operation, a vehicle operated by a human driver, a vehicle with advanced driving assisted system, a semi-autonomous vehicle, a vehicle capable of vehicle to vehicle communication, a vehicle incapable of vehicle to vehicle communication, a taxi, or a rental car.

Further, in instances when the first vehicle <NUM> and/or the second vehicle <NUM> do not communicate the sensor data to the communication device <NUM>, the processor <NUM> may be configured to utilize one or more sensors of the sensing device <NUM> to capture data associated with the first vehicle <NUM> and/or the second vehicle <NUM>. For example, a speed sensor, such as the RADAR speed gun, may be utilized to detect the speed of the first vehicle <NUM> and/or the second vehicle <NUM>. An image sensor may be utilized to capture an FOV of the first portion and/or the second portion to detect a direction of travel, type, and size of the first vehicle <NUM>, and/or the second vehicle <NUM>. The FOV may correspond to one or more images or a video. In another example, two image sensors may be pre-installed at two different locations along the second portion. The two image sensors may be separated by a pre-determined distance. The two image sensors may capture one or more images at different time instances to deduce the speed of the second vehicle <NUM> by use of image processing techniques known in the art.

In accordance with an embodiment, the processor <NUM> may be configured to detect one or more road surface characteristics on the first portion and/or the second portion of the path. The road surface characteristics may comprise an upward slope, a downward slope, a bank angle, a curvature, a boundary, a road texture, a pothole, a lane marking, and/or a width of the second portion of the path. Such one or more road surface characteristics may be detected by use of the one or more sensors of the sensing device <NUM>.

In accordance with the invention, the processor <NUM> is configured to detect one or more road hazards on the first portion and/or the second portion of the path. The one or more road hazards may comprise an obstacle, an animal, and/or a landslide. The obstacle may be a static obstacle, such as a heap of construction material, and/or a moving obstacle, such as a human subject. Such detection of one or more road hazards may occur by use of the one or more sensors of the sensing device <NUM>. For example, the FOV captured by the image sensor of the sensing device <NUM> may be processed to detect the second vehicle <NUM>, which may be present on the second portion of the path. In instances, when the processor <NUM> detects the second vehicle <NUM> along the second portion of the path, the processor <NUM> further communicates data related to the second vehicle <NUM> to the ECU <NUM> of the first vehicle <NUM>.

In accordance with the invention, the processor <NUM> is configured to communicate data associated with the second portion of the path to the first vehicle <NUM>. In accordance with the invention, the communicated data associated with the second portion of the path comprises the road surface characteristics of the path and one or more road hazards along the path.

In accordance with an embodiment, the processor <NUM> may be configured to update the data associated with the second portion of the path communicated to the first vehicle <NUM>. For example, the processor <NUM> may be configured to continuously communicate an update of the position of the second vehicle <NUM> on the second portion of the path.

In accordance with an embodiment, the processor <NUM> may be configured to communicate data associated with the first portion of the path to the second vehicle <NUM>. In accordance with an embodiment, such communication may occur when the second vehicle <NUM> comprises an ECU configured similar to that of the ECU <NUM>.

In accordance with an embodiment, the processor <NUM> may be configured to communicate a warning signal to one or both of the first vehicle <NUM> and the second vehicle <NUM>. Such communication of the warning signal may occur when one or both of the first vehicle <NUM> and the second vehicle <NUM> are detected in a wrong lane of the path. In accordance with an embodiment, the processor <NUM> may be configured to communicate traffic information along the path to one or both of the first vehicle <NUM> and the second vehicle <NUM>. In accordance with an embodiment, the processor <NUM> may be configured to simultaneously communicate a warning signal to both of the first vehicle <NUM> and the second vehicle <NUM>. Such a warning signal may be communicated when both of the first vehicle <NUM> and the second vehicle <NUM> are detected to approach each other along a same lane of the path.

In accordance with the invention, the processor <NUM> is configured to execute control to set validity of the communicated first unique identifier as expired when the first vehicle <NUM> reaches (or passes) the second location along the second portion of the path. In accordance with an embodiment, the processor <NUM> may be configured to terminate the established communication channel between the first vehicle <NUM> and the communication device <NUM> based on the expiry of the validity of the first unique identifier. Similarly, the processor <NUM> may be configured to terminate the established communication channel between the second vehicle <NUM> and the communication device <NUM>. Such termination may occur when the second vehicle <NUM> reaches (or passes) the first location along the first portion of the path. Such termination may be based on the expiry of the validity of the second unique identifier.

<FIG> illustrate a first exemplary scenario for the implementation of the disclosed system and method for driving assistance along a path, in accordance with an embodiment of the invention. <FIG> are explained in conjunction with elements from <FIG>, <FIG>, and <FIG>. With reference to <FIG>, there is shown a cut section <NUM> of an interior portion of the first vehicle <NUM>, a windshield <NUM>, an AR-HUD <NUM>, a first portion <NUM> of a path <NUM>, a first lane <NUM>, a second lane <NUM>, and a mountain area <NUM> of a mountain.

In accordance with the first exemplary scenario, the AR-HUD <NUM> may correspond to the display <NUM> (<FIG>). The first vehicle <NUM> may move towards a first location along the first portion <NUM> of the path <NUM>. A view of the outside, such as the first portion <NUM> of the path <NUM> and the mountain area <NUM> may be visible through the AR-HUD <NUM> from the interior portion of the first vehicle <NUM>. The AR-HUD <NUM> may be a transparent display. The AR-HUD <NUM> may be integrated with the windshield <NUM> for a hands-free and unobtrusive display for occupant(s) of the first vehicle <NUM>. A second portion <NUM> (shown in <FIG>) of the path <NUM>, may be hidden from the mountain area <NUM> of the mountain. The second portion <NUM> may not be visible from the first location in a direct line of sight.

With reference to <FIG>, a user, such as the driver <NUM>, at a first location of the first portion <NUM>, may want to see the second portion <NUM> of the path <NUM>. The driver <NUM> may want to see if road hazards are present in the second portion <NUM> of the path <NUM>. The driver <NUM> may further want to know the type, size, and/or position of road hazards in real time to drive safely along the path <NUM>. It may be beneficial for the driver <NUM> to be aware of the road surface characteristics of the second portion <NUM>, such as a bank angle, slope conditions, and/or information related to curvature.

In operation, the first vehicle <NUM> may move past the first location along the first portion <NUM> of the path <NUM>, via the first lane <NUM>. Now, <FIG> is explained to depict the sequence of operations. <FIG> shows a plan view of the scenario depicted in <FIG>.

With reference to <FIG>, there is shown the first vehicle <NUM>, the second vehicle <NUM>, the first portion <NUM>, the path <NUM>, the first lane <NUM>, the second lane <NUM>, the second portion <NUM>, a first location <NUM>, a second location <NUM>, a first communication device <NUM>, a second communication device <NUM>, a third communication device <NUM>, a fourth communication device <NUM>, and a central communication device <NUM>. There is further shown a first ECU <NUM> installed in the first vehicle <NUM>, a second ECU <NUM> installed in the second vehicle <NUM>, and a pothole <NUM> in the second portion <NUM> of the path <NUM>.

In accordance with the first exemplary scenario, the central communication device <NUM> may correspond to the communication device <NUM>. The first communication device <NUM>, the second communication device <NUM>, the third communication device <NUM>, and the fourth communication device <NUM> may correspond to the one or more other communication devices, such as the RFID device. The first ECU <NUM> may correspond to the ECU <NUM>. The second ECU <NUM> may correspond to an ECU with configurations and functionalities similar to that of the ECU <NUM>.

In operation, the first communication device <NUM> may be configured to determine whether the first vehicle <NUM> has reached (or passed) the first location <NUM> along the first portion <NUM> of the path <NUM> by use a wireless communication or sensing devices, such as the RFID device, an ultrasonic sensor, and/or an imaging device. The first communication device <NUM> is configured to communicate the first unique identifier to the first vehicle <NUM> when the first vehicle <NUM> passes the first location <NUM>.

In accordance with an embodiment, the first ECU <NUM> may be configured to receive the first unique identifier from the first communication device <NUM> when the first vehicle <NUM> has passed the first location <NUM>. The first ECU <NUM> may be configured to communicate the first unique identifier to the central communication device <NUM>. In instances where the central communication device <NUM> communicates the first unique identifier to the first vehicle <NUM>, further communication of the first unique identifier between the first ECU <NUM> and the central communication device <NUM> may not be required.

In accordance with an embodiment, the first ECU <NUM> may be configured to establish a communication channel between the first vehicle <NUM> and the central communication device <NUM>, based on the received first unique identifier. Similarly, the second ECU <NUM> may be configured to receive the second unique identifier from the third communication device <NUM> situated at the second location <NUM>. Such communication may occur when the second vehicle <NUM> has passed the second location <NUM>. The second ECU <NUM> may be configured to communicate the second unique identifier to the central communication device <NUM>.

In accordance with the invention, the first ECU <NUM> is configured to receive data associated with the second portion <NUM> of the path <NUM> from the central communication device <NUM>. The received data associated with the second portion <NUM> of the path comprises road surface characteristics of the path <NUM>, such as the pothole <NUM>, and one or more road hazards along the path <NUM>.

In accordance with the invention, the first ECU <NUM> is configured to generate alert information associated with the second portion <NUM> of the path <NUM> based on the received data. For example, the first ECU <NUM> may be configured to generate the alert information when a current speed of the second vehicle <NUM> received from the central communication device <NUM> is higher than a pre-specified threshold speed. Based on information acquired from the first vehicle <NUM>, when the central communication device <NUM> detects the first vehicle <NUM> in the second lane <NUM>, and a direction of travel of the first vehicle <NUM> is detected towards the second location <NUM>, the central communication device <NUM> may be configured to communicate a warning signal, such as "wrong lane", to the first vehicle <NUM>. In accordance with an embodiment, the warning signal may be communicated to both the first vehicle <NUM> and the second vehicle <NUM> when both of the first vehicle <NUM> and the second vehicle <NUM> are detected along the same lane, such as the second lane <NUM> of the path <NUM>.

In accordance with an embodiment, the first ECU <NUM> may be configured to update the generated alert information that corresponds to a position of the second vehicle <NUM> on the second portion <NUM> of the path <NUM>. Such an update at the first vehicle <NUM> may occur based on the data received from the communication device <NUM>.

<FIG> shows the generated alert information associated with the second portion <NUM> of the path <NUM> as a graphical view displayed on the display <NUM>, such as the AR-HUD <NUM>, of the first vehicle <NUM>. With reference to <FIG>, there is shown a combined view <NUM> of the first portion <NUM> and the generated alert information associated with the second portion <NUM> of the path <NUM>.

In accordance with an embodiment, the first ECU <NUM> may be configured to control display of the combined view <NUM> of the first portion <NUM> and the generated alert information associated with the second portion <NUM> of the path <NUM>. The first ECU <NUM> may be configured to control display of the combined view <NUM> such that the first portion <NUM> and generated second portion 418a is rendered as a continuous stretch of the path <NUM> on the AR-HUD <NUM> of the first vehicle <NUM>. The generated alert information includes information with regard to a representative icon 108a of the second vehicle <NUM>, such as type, size, and position along the generated second portion 418a of the path <NUM>. The generated alert information may further include indications of one or more road hazards and road surface characteristics, such as an indication 438a for the pothole <NUM> on the second portion <NUM> of the path <NUM>. In accordance with an embodiment, the first ECU <NUM> may be configured to control display of the combined view <NUM> such that the generated alert information is overlaid on a part of the first portion <NUM> (as shown in <FIG>).

<FIG> shows the generated alert information displayed on the display <NUM>, such as the AR-HUD <NUM>, of the first vehicle <NUM>, in accordance with an embodiment. With reference to <FIG>, there is shown several indications with respect to the second portion <NUM> of the path <NUM>. The indications may include a driving route 410a where the first vehicle <NUM> drives, a representative icon 106a of the first vehicle <NUM> which shows a position of the first vehicle <NUM> on the driving route 410a, an indication 438b of the pothole <NUM> which shows a position of the pothole <NUM> on the driving route 410a, and another representative icon 108b of the second vehicle <NUM> according to vehicle type, such as a car, size, and position of the second vehicle <NUM>. Such indications correspond to the one or more features that may be updated based on the data received from the central communication device <NUM>. There is further shown a graphical bar 410b that indicates a distance from the first vehicle <NUM> to the second vehicle <NUM>. A volume, as shown by a dark shaded portion, of the graphical bar 410b decreases when the second vehicle <NUM> comes near to the first vehicle <NUM>. In instances when a plurality of oncoming vehicles exist along the second portion <NUM>, the graphical bar 410b shows the distance for an oncoming vehicle that is nearest to the first vehicle <NUM>. For example, a predetermined minimum set of sensor data is already defined for communication between vehicles and central communication device <NUM>. At a certain moment, such as when the first vehicle <NUM> approaches a blind curve near the mountain area <NUM> of the mountain (<FIG>), the first ECU <NUM> receives an information of the second vehicle <NUM> from the central communication device <NUM>. The information includes a geographical position (such as longitude <NUM>°<NUM>' and latitude <NUM>°<NUM>'), speed (such as <NUM> mile per hour (MPH)), a driving direction (such as northeast direction), and/or size or type of the second vehicle <NUM> (such as sports utility vehicle (SUV).

The first ECU <NUM> may further receive information that corresponds to whether or not the second vehicle <NUM> (represented as 108b at the UI 210a) is approaching towards the first vehicle <NUM> and has passed the third communication device <NUM>. For instance, the received information may include a data field, such as "Is the <second vehicle <NUM>> approaching towards the first vehicle <NUM>", for which corresponding value may be "Yes". The value "Yes" received for the above data field may denote that the second vehicle <NUM> (represented as 108b at the UI 210a) is approaching towards the first vehicle <NUM> and has passed the third communication device <NUM>. The first ECU <NUM> may determine a level of alert based on the received information of the second vehicle <NUM>. The distance between the first vehicle <NUM> and the second vehicle <NUM> may be calculated based on the received geographical position of the second vehicle <NUM> and a current geographical position of the first vehicle <NUM>. For example, a calculated distance between the first vehicle <NUM> and the second vehicle <NUM> is less than predetermined threshold, such as "<NUM> meters". This may indicate that a high risk alert may be required to be generated and displayed at the AR-HUD <NUM>, and a color of the graphical bar 410b is to be turned to red from previously green. The color is green when the calculated distance between the first vehicle <NUM> and the second vehicle <NUM> is more than the predetermined threshold.

In an instance, when the sensing system <NUM> of the first vehicle <NUM>, such as the imaging device, does not detect the second vehicle <NUM>, it may be assumed that the driver <NUM> of the first vehicle <NUM> cannot visually identify the second vehicle <NUM>. In another instance, when the sensing system <NUM> of the first vehicle <NUM>, such as the imaging device, does not detect the second vehicle <NUM>, a calculated distance to the second vehicle <NUM> is less than the predetermined threshold, such as "<NUM> meters", and/or a received speed of the second vehicle <NUM> is more than another predetermined speed threshold, such as "<NUM> MPH", a color of the other representative icon 108b of the second vehicle <NUM> turns red in color or an audio alert is issued to notify a high risk alert to the driver <NUM> of the first vehicle <NUM>.

With reference to <FIG>, there is shown a truck <NUM>, a pedestrian <NUM>, a camera <NUM>, which may be associated with the central communication device <NUM>, on the second portion <NUM>, of the path <NUM>. The truck <NUM> may not have an ECU with configurations and functionalities similar to that of the ECU <NUM>. The camera <NUM> may correspond to the one or more sensors of the sensing device <NUM>. The truck <NUM> and the pedestrian <NUM> may move towards the second location <NUM> along the second portion <NUM> of the path <NUM>.

In operation, the central communication device <NUM> may be configured to detect one or more other potential road hazards, such as the truck <NUM> and the pedestrian <NUM>, on the second portion <NUM>. Such detection may occur when the truck passes the second location <NUM> along the second portion <NUM> of the path <NUM>. The central communication device <NUM> may determine the vehicle type, size, and position of the truck <NUM> by use of the camera <NUM>. One or more other sensors, such as the RADAR speed gun (not shown), may be associated with the central communication device <NUM>. Such one or more other sensors may detect the speed and position of the truck <NUM> on the second portion <NUM> of the path <NUM>.

In accordance with an embodiment, the central communication device <NUM> may be configured to communicate an update to the first vehicle <NUM>. The update may correspond to the detected one or more other road hazards. The first ECU <NUM> may be configured to dynamically update the generated alert information based on the received update.

<FIG> shows a graphical view of an update of the generated alert information associated with the second portion <NUM> of the path <NUM>. With reference to <FIG>, there is shown an indication 450a of the truck <NUM> and an indication 452a of the pedestrian <NUM> in the combined view <NUM>. In this case, the first ECU <NUM> determines a high risk because a curvature of an oncoming curving road, received from central communication device <NUM> as one of the road surface characteristics, is larger than a threshold angle, and the oncoming second vehicle <NUM> may be the truck <NUM>. To notify this high risk situation to the driver of the first vehicle <NUM>, the indication 450a of the truck <NUM> may be highlighted by red color or an audio alert may be issued. In accordance with an embodiment, the first ECU <NUM> may be configured to control display of the updated second portion <NUM> in the combined view <NUM>, such that the generated alert information is overlaid on a part of the first portion <NUM> (as shown in <FIG>).

With reference to <FIG>, there is shown an indication 450b of the truck <NUM> and an indication 452b of the pedestrian <NUM>. The first ECU <NUM> may be configured to control display to update one or more other features in the combined view <NUM>, such as the indication 450b of the truck <NUM> and the indication 452b of the pedestrian <NUM>.

In accordance with an embodiment, the combined view <NUM> may comprise an indication of current speed of the second vehicle <NUM> and an indication of current distance to pass the second vehicle <NUM>. The combined view <NUM> may further comprise an indication of a change in speed of the first vehicle <NUM> that is required to pass the second portion <NUM> of the path <NUM>. Thus, such operations and indications may provide enhanced visualization and driving assistance at the first vehicle <NUM> and/or at the second vehicle <NUM>.

<FIG> shows a view the generated alert information displayed on the display <NUM>, such as the AR-HUD <NUM>, of the first vehicle <NUM>, in accordance with an alternative embodiment. <FIG> depicts a scenario where there may be a plurality of oncoming vehicles, such as <NUM> oncoming vehicles, at the driving route 410a that may approach the first vehicle <NUM>. The plurality of oncoming vehicles may correspond to the second vehicle <NUM> (<FIG>). The driving route 410a displays the path <NUM> (including the hidden second portion <NUM>) along which the first vehicle <NUM> drives to pass the mountain area <NUM> of the mountain towards the second portion <NUM> of the path <NUM>.

With reference to <FIG>, the five oncoming vehicles may be represented as graphical icons <NUM>, <NUM>, <NUM>, <NUM>, and <NUM> that indicate current position of the five oncoming vehicles on the driving route 410a and a range of vision of the driver <NUM> may is shown by two dashed lines 470a and 470b. For the sake of brevity, there is shown a legend <NUM> to depict different symbols used in the vicinity of the graphical icons <NUM>, <NUM>, <NUM>, <NUM>, and <NUM>. The symbols or indications include a human driver symbol <NUM>, a communication symbol <NUM>, a missing information symbol <NUM>, an autonomous mode symbol <NUM>, and an error symbol <NUM>.

The human driver symbol <NUM> indicates that a vehicle is operated by a human driver, and the vehicle is not in autonomous mode. The communication symbol <NUM> indicates that a vehicle has a capability of establishing communication with a communicative device, such as the central communication device <NUM>. The missing information symbol <NUM> (such as a question mark "?") indicates that the first vehicle <NUM> cannot receive the sensor data of a vehicle, such as the third oncoming vehicle (represented by the third graphical icon <NUM>). The autonomous mode symbol <NUM> indicates that a vehicle, such as the fourth vehicle (represented by the fourth graphical icon <NUM>), is an autonomous vehicle or currently operating in an autonomous mode. The error symbol <NUM> indicates that there are one or more errors in the sensor data received from a vehicle, such as the fifth oncoming vehicle (represented by the fifth graphical icon <NUM>).

The range of vision of the driver <NUM> of the first vehicle <NUM> may be from the interior of the first vehicle <NUM>. The range of vision of the driver <NUM> that is represented by the two dashed lines 470a and 470b may be displayed based on the sensor data, such as current geographic position, of the first vehicle <NUM> and characteristics of the driving route 410a, and a visibility interference or a part visibility blockage due to the mountain area <NUM>.

A first oncoming vehicle, as represented by the first graphical icon <NUM>, may be in the first portion <NUM> of the path <NUM>, and may be in the range of vision of the driver <NUM>. The human driver symbol <NUM> and the communication symbol <NUM> is also rendered in the vicinity of the first graphical icon <NUM> of first oncoming vehicle. The communication symbol <NUM> further indicates that the first vehicle <NUM> (shown as the representative icon 106a on the driving route 410a) has already received sensor data of the first oncoming vehicle (shown as the first graphical icon <NUM> on the driving route 410a). The human driver symbol <NUM> and a communication symbol <NUM> may be displayed based on the received sensor data from the first oncoming vehicle.

The second oncoming vehicle (one of the plurality of the oncoming vehicles) that is represented by the second graphical icon <NUM>, may communicate with the central communication device <NUM>. The first vehicle <NUM> may receive sensor information of the second oncoming vehicle from the central communication device <NUM>.

The third oncoming vehicle (one of the plurality of the oncoming vehicles) that is represented by the third graphical icon <NUM> on the driving route 410a, may not have a communication device or an ECU similar to that of the wireless communication system <NUM> or the ECU <NUM> (<FIG>) to establish a communication with the central communication device <NUM>. In such an instance, the central communication device <NUM> may detect the third oncoming vehicle by acquiring information from another device, such as the camera <NUM>, which captures objects on the path <NUM>. For example, the central communication device <NUM> may acquire information of an existence or vehicle type of a vehicle, such as the third oncoming vehicle, and a geographical location of the vehicle, such as the third oncoming vehicle, from the camera <NUM>. The central communication device <NUM> may then provide the acquired information of an existence, the vehicle type, and a geographical location of the vehicle, such as the third oncoming vehicle in this case which cannot communicate with the central communication device <NUM>, to the first vehicle <NUM>.

In accordance with an embodiment, based on the received information from the central communication device <NUM>, the first ECU <NUM> of the first vehicle <NUM> may determine the existence, the vehicle type (such as a hatchback car), and the geographical location of a vehicle, such as the third oncoming vehicle, hidden behind the mountain area <NUM>. However, as other sensor data of the third oncoming vehicle (represented by the third graphical icon <NUM>) is not received, and as the driver <NUM> may not understand a current situation of the third oncoming vehicle, the first ECU <NUM> may highlight the third graphical icon <NUM> of the third oncoming vehicle by a change in color or a size of the third graphical icon <NUM>. The missing information symbol <NUM> that indicates the first vehicle <NUM> cannot receive the sensor data of the third oncoming vehicle, may be rendered on the AR-HUD <NUM> or the display <NUM> of the first vehicle <NUM>. A voice alert that indicates the driver <NUM> needs to be cautious for the third oncoming vehicle may be generated via the audio interface <NUM>.

In accordance with an embodiment, a plurality of cameras or sensors may be installed along a roadside, such as the path <NUM>. The plurality of cameras may be communicatively coupled to the central communication device <NUM>. In this case, when the third oncoming vehicle passes the first camera, such as the camera <NUM>, the camera <NUM> may capture an image of the third oncoming vehicle, and record the timestamp of capture, such as a first timestamp. The camera <NUM> may communicate the captured image comprising at least the third oncoming vehicle with recorded first timestamp to the central communication device <NUM>. Similarly, another camera installed at a predetermined distance, may capture another image of a vehicle in motion, such as the third oncoming vehicle and record the timestamp of capture, such as a second timestamp. The other camera may communicate the captured other image comprising at least the third oncoming vehicle with recorded second timestamp to the central communication device <NUM>. Thus, the central communication device <NUM> may calculate the speed of the third oncoming vehicle based on the time taken to travel the predetermined distance. The time taken may be easily calculated based on an elapsed time difference between the second timestamp and the first timestamp. Thus, by use of this calculated speed of the third oncoming vehicle, the central communication device <NUM> may communicate the speed information to the first vehicle <NUM>. In such an instance, the missing information symbol <NUM> may not be displayed or another icon (not shown) may be displayed in the vicinity of the third graphical icon <NUM>.

The fourth oncoming vehicle (one of the plurality of the oncoming vehicles) that is represented by the fourth graphical icon <NUM> on the driving route 410a, may communicate with the central communication device <NUM>. The first ECU <NUM> of the first vehicle <NUM> receives the sensor data of the fourth oncoming vehicle from the central communication device <NUM> and determines that the fourth oncoming vehicle is an autonomous vehicle or currently operating in an autonomous mode. The autonomous mode symbol <NUM> and the communication symbol <NUM> may be rendered at the AR-HUD <NUM> or the display <NUM> of the first vehicle <NUM>.

The fifth oncoming vehicle (one of the plurality of the oncoming vehicles) that is represented by the fifth graphical icon <NUM> on the driving route 410a, may also communicate with the central communication device <NUM> or may directly communicate with the first vehicle <NUM> in a vehicle-to-vehicle (V2V) communication. With regards to the fifth oncoming vehicle, the human driver symbol <NUM>, the communication symbol <NUM>, and an error symbol <NUM> may be rendered based on the sensor data from the fifth oncoming vehicle in a V2V communication. The error symbol <NUM> indicates that there are one or more errors in the sensor data received from the fifth oncoming vehicle (represented by the fifth graphical icon <NUM>). The error symbol <NUM> may be an error flag. For example, if an image sensor of an advanced driving assisted system (ADAS) of the fifth oncoming vehicle is defective, an ECU of the fifth oncoming vehicle may send an error flag for its sensing capability to the central communication device <NUM>. In this case, the first ECU <NUM> of the first vehicle <NUM> may identify the error flag in the sensor data of the fifth oncoming vehicle, and render the error symbol <NUM> near the fifth graphical icon <NUM> of the fifth oncoming vehicle. Thus, the driver <NUM> may easily understand a need to be careful with regard to the fifth oncoming vehicle for safety purpose.

<FIG> illustrates a second exemplary scenario for implementation of the disclosed system and method for driving assistance, in accordance with an embodiment of the invention. <FIG> is explained in conjunction with elements from <FIG>, <FIG>, and <FIG>. With reference to <FIG>, there is shown a first car <NUM>, a second car <NUM>, an RSU <NUM>, a first portion <NUM>, a second portion <NUM>, a first location <NUM>, a second location <NUM>, and a path <NUM>.

In accordance with the second exemplary scenario, the first car <NUM> and the second car <NUM> may correspond to the first vehicle <NUM> and the second vehicle <NUM>, respectively. The RSU <NUM> may correspond to the communication device <NUM>. The first car <NUM> may pass the first location <NUM>, along the first portion <NUM> of the path <NUM>. The second car <NUM> may pass the second location <NUM>, along the second portion <NUM> of the path <NUM>. The second portion <NUM> of the path <NUM> may not be visible from the first location <NUM>, due to an uphill road condition. Similarly, the first portion <NUM> of the path <NUM> may not be visible from the second location <NUM>. The path <NUM> may be a single lane road.

In operation, the RSU <NUM> may be configured to communicate a first unique identifier to the first car <NUM> when the first car <NUM> has passed the first location <NUM>. Similarly, the RSU <NUM> may be configured to communicate a second unique identifier to the second car <NUM>, when the second car <NUM> has passed the second location <NUM>.

In accordance with an embodiment, the RSU <NUM> may be configured to establish communication channels with one or both of the first car <NUM> and the second car <NUM>. The RSU <NUM> may be configured to communicate data associated with the second portion <NUM> of the path <NUM> to the first car <NUM>. Similarly, the RSU <NUM> may communicate data associated with the first portion <NUM> of the path <NUM> to the second car <NUM>. The communicated data may include one or more road surface characteristics on the first portion <NUM> and/or the second portion <NUM> of the path <NUM>. The road surface characteristics may correspond to the downward slope, boundary, road texture, and/or width of the first portion <NUM> and the second portion <NUM> of the path <NUM>.

In accordance with an embodiment, alert information may be generated at the first car <NUM> and/or the second car <NUM>, based on the data received from the RSU <NUM>. One or more circuits in the ECU <NUM> of the first car <NUM> may be configured to generate the alert information when a current speed of the first car <NUM> is detected as higher than a pre-specified threshold speed. In accordance with an embodiment, one or more circuits in the ECU <NUM> of the first car <NUM> may be configured to determine a safe speed required to traverse the downward slope along the second portion <NUM> of the path <NUM>. Such determination of the safe speed may be dynamically updated based on the current position of the first car <NUM> or the oncoming second car <NUM>.

<FIG> depicts a flow chart that illustrates an exemplary method for driving assistance along a path, in accordance with an embodiment of the invention. With reference to <FIG>, there is shown a flow chart <NUM>. The flow chart <NUM> is described in conjunction with <FIG>, <FIG>, <FIG>, and <FIG>. The method starts at step <NUM> and proceeds to step <NUM>.

At step <NUM>, a unique identifier may be received when a first vehicle <NUM> has reached (or passed) a first location, such as the first location <NUM> (<FIG>), along a first portion, such as the first portion <NUM>, of a path (such as the path <NUM>). Such a unique identifier may be received from the communication device <NUM>. In accordance with an embodiment, the unique identifier may be received from another communication device situated at the first location, such as the first communication device <NUM>. At step <NUM>, a communication channel may be established between the first vehicle <NUM> and the communication device <NUM>, based on the received unique identifier. For example, the communication device <NUM> accepts a communication with a vehicle if the vehicle transmits an authorized unique identifier. At step <NUM>, sensor data may be communicated to the communication device <NUM>. The sensor data may be associated with the first vehicle <NUM>. At step <NUM>, data associated with a second portion, such as the second portion <NUM>, of the path <NUM> may be received from the communication device <NUM>.

At step <NUM>, alert information associated with the second portion of the path may be generated based on the received data. At step <NUM>, the generated alert information that may correspond to a position of the second vehicle <NUM>, on the second portion of path, may be updated. Such an update may occur based on the data received from the communication device <NUM>. At step <NUM>, display of a combined view of the first portion and the generated alert information associated with the second portion of the path may be controlled. The display may occur by use of the UI 210a (<FIG>). Further, <FIG>, <FIG> and <FIG> are examples of the result of the step <NUM>. Control passes to end step <NUM>.

In above examples, the AR-HUD <NUM> is used to display road hazards or road surface characteristics. However, all of information illustrated by <FIG>, <FIG>, and <FIG> can be displayed on the display <NUM> of the first vehicle <NUM>. For example, if a brightness level of outside vehicle environment is low, displayed content on the AR-HUD <NUM> may affect outside visibility from the point of view of the driver <NUM>. Therefore, the displayed content on the AR-HUD <NUM> may be switched to be displayed on the display <NUM> when the outside brightness level is lower than a visibility threshold. A time of day, such as night time, or an event of turning "ON" a head light at the first vehicle <NUM> or the second vehicle <NUM>, may be considered for the switching of the displayed content from the AR-HUD <NUM> to the display <NUM>.

<FIG> depicts another flow chart that illustrates another exemplary method for driving assistance along a path, in accordance with an embodiment of the invention. With reference to <FIG>, there is shown a flow chart <NUM>. The flow chart <NUM> is described in conjunction with <FIG>, <FIG>, and <FIG>. The method starts at step <NUM> and proceeds to step <NUM>.

At step <NUM>, whether the first vehicle <NUM> has reached (or passed) a first location (such as the first location <NUM>) along a first portion (such as the first portion <NUM>) of a path (such as the path <NUM>), may be determined at the communication device <NUM> (an example of the communication device <NUM> is the RSU <NUM> (<FIG>)). It may be further determined whether the second vehicle <NUM> has reached (or passed) a second location (such as the second location <NUM>) along a second portion (such as the second portion <NUM>) of the path. In instances when the first vehicle <NUM> has reached (or passed) the first location along the first portion of the path, control passes to step <NUM>. In instances when the second vehicle <NUM> has reached (or passed) the second location along the second portion of the path, control passes to step <NUM>.

At step <NUM>, a first unique identifier may be communicated to the first vehicle <NUM> to establish a communication channel between the first vehicle <NUM> and the communication device <NUM>. Such communication of the first unique identifier may occur when the first vehicle <NUM> reaches (or passes) the first location along the first portion of the path. At step <NUM>, sensor data from the first vehicle <NUM> that may be present on the first portion of the path, may be received at the communication device <NUM>.

At step <NUM>, data associated with the second portion of the path may be communicated from the communication device <NUM> to the first vehicle <NUM>. At step <NUM>, a second unique identifier may be communicated to the second vehicle to establish a communication channel between the second vehicle <NUM> and the communication device <NUM>. Such communication of the second unique identifier may occur when the second vehicle <NUM> reaches (or passes) the second location along the second portion of the path.

At step <NUM>, sensor data from the second vehicle present on the second portion of the path, may be received at the communication device <NUM>. At step <NUM>, data associated with the first portion of the path may be communicated from the communication device <NUM> to the second vehicle <NUM>. At step <NUM>, a warning signal may be communicated to one or both of the first vehicle <NUM> and/or the second vehicle <NUM>. For example, in case that the communication device <NUM> (or the RSU <NUM>) identifies an error in the sensor data of one of the vehicles on the path, a breakdown of one of the vehicles and/or a vehicle incapable of communicating with the communication device <NUM>, the warning signal may be communicated to other vehicles on the path. Such communication may occur when one or both of the first vehicle <NUM> and/or the second vehicle <NUM> are detected along an opposing traffic lane of the path.

At step <NUM>, traffic information along the path may be communicated to one or both of the first vehicle <NUM> and the second vehicle <NUM>. In instances when the first vehicle <NUM> (that comes from the first location) has reached (or passed) the second location along the second portion, control passes to step <NUM>. In instances when the second vehicle <NUM> (that comes from the second location) has reached (or passed) the first location along the first portion, control passes to step <NUM>.

At step <NUM>, validity of the first unique identifier may be set as expired when the first vehicle <NUM> has reached (or passed) the second location along the second portion of the path. At step <NUM>, the established communication channel between the first vehicle <NUM> and the communication device <NUM> may be terminated based on the expiry of the validity of the first unique identifier. Control passes to end step <NUM> with respect to the first vehicle <NUM>.

At step <NUM>, validity of the second unique identifier may be set as expired when the second vehicle <NUM> has reached (or passed) the first location along the first portion of the path. At step <NUM>, the established communication channel between the second vehicle <NUM> and the communication device <NUM> may be terminated based on the expiry of the validity of the second unique identifier. Control passes to end step <NUM> with respect to the second vehicle <NUM>.

In accordance with the invention, a system for driving assistance along a path is disclosed. The system (such as the ECU <NUM> (<FIG>)) comprises one or more circuits (hereinafter referred to as the microprocessor <NUM> (<FIG>)). The microprocessor <NUM> is configured to receive a unique identifier from the communication device <NUM> (<FIG>) when the first vehicle <NUM> has reached a first location along a first portion of a path. The microprocessor <NUM> is configured to establish a communication channel between the first vehicle <NUM> and the communication device <NUM> based on the received unique identifier. The microprocessor <NUM> is configured to receive data associated with a second portion of the path from the communication device <NUM>. The microprocessor <NUM> is further configured to generate alert information associated with the second portion of the path based on the received data.

In accordance with the invention, a system for driving assistance along a path is disclosed. The system (such as the communication device <NUM> (<FIG>)) comprises one or more circuits (hereinafter referred to as the processor <NUM> (<FIG>)). The processor <NUM> is configured to determine whether the first vehicle <NUM> (<FIG>) has reached a first location along a first portion of a path. The processor <NUM> is configured to communicate a first unique identifier to the first vehicle <NUM> to establish a communication channel between the first vehicle <NUM> and the communication device <NUM>. Such communication occurs when the first vehicle <NUM> reaches the first location along the first portion of the path. The processor <NUM> is further configured to communicate data associated with a second portion of the path to the first vehicle <NUM>.

In accordance with an embodiment of the invention, a vehicle for providing driving assistance along a path is disclosed. The vehicle, such as the first vehicle <NUM> (<FIG>) may comprise the battery <NUM> and the display <NUM>. The vehicle may further comprise an electronic control unit (such as the ECU <NUM> (<FIG>)) that may be powered by the battery <NUM>. The electronic control unit may comprise one or more circuits (hereinafter referred to as the microprocessor <NUM> (<FIG>)) that are configured to receive a unique identifier from the communication device <NUM> (<FIG>) when the vehicle has reached a first location along a first portion of a path. The microprocessor <NUM> may be configured to establish a communication channel between the vehicle and the communication device <NUM> based on the received unique identifier. The microprocessor <NUM> may be configured to receive data associated with a second portion of the path from the communication device <NUM>. The microprocessor <NUM> may be configured to generate alert information associated with the second portion of the path based on the received data. The microprocessor <NUM> may be configured to display the generated alert information on the display <NUM>.

Various embodiments of the invention may provide a non-transitory computer readable medium and/or storage medium, and/or a non-transitory machine readable medium and/or storage medium having stored thereon, a set of computer-executable instructions for causing a machine and/or a computer to provide driving assistance along a path. The set of computer-executable instructions in an ECU may cause the machine and/or computer to perform the steps that comprise receipt of a unique identifier at the ECU <NUM> of the first vehicle <NUM> from the communication device <NUM>. Such receipt may occur when the first vehicle <NUM> has reached a first location along a first portion of a path. A communication channel may be established by the ECU <NUM> between the first vehicle <NUM> and the communication device <NUM>. Such a communication channel may be established based on the received unique identifier. Data associated with a second portion of the path may be received by the ECU <NUM> from the communication device <NUM>. Alert information associated with the second portion of the path may be generated by the ECU <NUM> based on the received data.

Various embodiments of the invention may provide a non-transitory machine/computer readable medium and/or storage medium having stored thereon, a set of computer-executable instructions for causing a machine and/or a computer to provide driving assistance along a path. The set of computer-executable instructions in a communication device (such as the communication device <NUM>) may cause the machine and/or computer to perform the steps that comprise a determination, by the communication device <NUM>, whether the first vehicle <NUM> has reached a first location along a first portion of a path. A first unique identifier may be communicated to the first vehicle <NUM> to establish a communication channel between the first vehicle <NUM> and the communication device <NUM>. Such communication may occur when the first vehicle <NUM> has reached a first location along a first portion of a path. Data associated with a second portion of the path may be communicated to the first vehicle <NUM>.

The present invention may be realized in hardware, or a combination of hardware and software. The present invention may be realized in a centralized fashion, in at least one computer system, or in a distributed fashion, where different elements may be spread across several interconnected computer systems. A computer system or other apparatus adapted for carrying out the methods described herein may be suited. A combination of hardware and software may be a general-purpose computer system with a computer program that, when loaded and executed, may control the computer system such that it carries out the methods described herein. The present invention may be realized in hardware that comprises a portion of an integrated circuit that also performs other functions.

Claim 1:
A driving assistance system comprising:
an electronic control unit (<NUM>) of a first vehicle (<NUM>), the electronic control unit (<NUM>) comprising one or more circuits configured to:
receive a unique identifier from a road-side unit communication device (<NUM>) when said first vehicle (<NUM>) reaches a first location (<NUM>) along a first portion (<NUM>) of a path;
establish a communication channel between said first vehicle (<NUM>) and said communication device (<NUM>) based on said received unique identifier;
receive data associated with a second portion (<NUM>) of said path (<NUM>) from said communication device (<NUM>), wherein said received data associated with said second portion (<NUM>) of said path (<NUM>) comprises road surface characteristics of said path (<NUM>) and/or one or more road hazards along said path (<NUM>); and
generate alert information associated with said second portion (<NUM>) of said path (<NUM>) based on said received data,
wherein said communicated first unique identifier expires when said first vehicle (<NUM>) reaches a second location (<NUM>) along the second portion (<NUM>) of said path (<NUM>).