Patent Description:
<CIT> discloses a method for platooning a vehicle in a cellular telecommunications network, the cellular telecommunications network including a first access network, the first radio access network including a first local platoon server, the cellular telecommunications network further including a core network having a central platoon server, the method comprising the steps of: the central platoon server storing data relating to a first vehicle platoon, the first vehicle platoon located in a first geographical region associated with the first radio access network; the central platoon server sending the data relating to the first vehicle platoon to the first local platoon server; the first local platoon server receiving a request from a vehicle to join a platoon; and, in response, the first local platoon server identifying the first vehicle platoon.

<CIT> discloses a method for V2X wireless communication at a roadside unit (RSU), comprising: transmitting a query requesting vehicle platoon group information from a platoon leader of a vehicle platoon group, wherein the query identifies wireless resources for use by the platoon leader in transmitting the vehicle platoon group information to the RSU; and receiving the vehicle platoon group information from the platoon leader of the vehicle platoon group over the wireless resources; wherein the vehicle platoon group information comprises at least a number of vehicles within the vehicle platoon group and route information indicating an intended route of the vehicle platoon group.

<CIT> discloses a method for switching driving modes of a subject vehicle to support the subject vehicle to perform a platoon driving by using platoon driving information, the method including steps of: (a) a basement server, which interworks with the subject vehicle driving in a first mode, acquiring first platoon driving information, to N-th platoon driving information by referring to a real-time platoon driving information DB; (b) the basement server (i) calculating a first platoon driving suitability score to an N-th platoon driving suitability score by referring to first platoon driving parameters to N-th platoon driving parameters and (ii) selecting a target platoon driving group to be including the subject vehicle; (c) the basement server instructing the subject vehicle to drive in a second mode.

After considering this discussion, and particularly after reading the section entitled "Detailed Description" one will understand how the features of this disclosure provide advantages that include coordinating vehicle platoons (of vehicles associated with UEs communicating with each other) based on parameters over occupancy, autonomy level, safety, efficiency, and priority.

The invention is defined in the independent claims, to which reference should now be made.

Certain aspects provide a method for wireless communication performed by a source user equipment (UE), the method comprising: transmitting a request to a base station to join a vehicle platoon, wherein the request indicates a travel preference parameter of a first vehicle associated with the source UE, and wherein the travel preference parameter includes at least one lane position in one or more available lanes; and receiving a response message indicating confirmation that the first vehicle is allowed to join the vehicle platoon.

Certain aspects provide a method for wireless communication performed by a platoon UE, the method comprising: receiving a request for a source vehicle associated with a source UE to join a vehicle platoon to which a vehicle associated with the platoon UE is a member, wherein the request indicates a travel preference parameter of the source vehicle, and wherein the travel preference parameter includes at least one lane position in one or more available lanes; and transmitting a message indicating confirmation that the source vehicle is allowed to join the vehicle platoon.

Certain aspects provide a method for wireless communication performed by a network entity, the method comprising: receiving a request from a source UE associated with a source vehicle to join a vehicle platoon, wherein the request indicates a travel preference parameter of the source vehicle, and wherein the travel preference parameter includes at least one lane position in one or more available lanes; selecting, based at least on information in the request, a platoon suitable for the source UE; and forwarding the request to a target UE of the selected platoon.

Aspects of the present disclosure provide apparatus, methods, processing systems, and computer readable mediums for coordinating vehicle platooning.

Vehicle platooning is one of numerous features of self-driving or assisted driving vehicles. A vehicle platoon generally refers to a group of vehicles behaving as one, traveling safely and closely together at high speeds with continuous intercommunication. Platooning may provide various benefits. For example, in some cases, the close distance between vehicles may improve fuel economy by reducing air resistance.

On the other hand, the close distance poses challenges to reduced reaction time in accidents, as well as limiting space available for new vehicles to join the platoon. The present disclosure provides various techniques to address such challenges, by coordinating vehicle platooning and allowing new vehicles to join a platoon based on various parameters, such as ones that are related to efficiency and safety.

Vehicles may be associated with UEs using different methods of communications, such as direct physical connections, near-field communications, among others. Vehicles themselves may include operating systems that enable themselves being standalone UEs. The UEs associated with the vehicles or the vehicles themselves may connect with a network via uplinks and downlinks, and connect with each other via sidelinks.

Among various sidelink communication standards, Vehicle-to-everything (V2X) standards (further discussed below in relation to <FIG>) enable vehicles to support fully autonomous driving and advanced driver assistance systems (ADAS). In vehicle platooning, V2X is also used to aid and provide efficient and smooth vehicular movements through mutual interaction and co-ordination, such as specifying positions, distances, and speeds, in relation to other vehicles in the platoon. Vehicle platooning is an important aspect discussed in V2X standards.

In existing V2X standards, however, consideration for platoon formation is limited to aspects such as a common destination or highway exit. That is, when a new vehicle (also known as a source vehicle) requests joining a platoon, a platoon control system (PCS) would only consider and suggest platoons based on such limited consideration. The techniques disclosed herein include additional considerations that improve platooning efficiency and safety. For example, occupancy situations and autonomy levels of vehicles are used in selecting platoons and determining the platoons' lanes, speeds, and headways, among other operation conditions.

The following description provides examples of coordinating vehicle platooning, and is not limiting of the scope, applicability, or examples set forth in the claims.

The techniques described herein may be used for various wireless networks and radio technologies. While aspects may be described herein using terminology commonly associated with <NUM>, <NUM>, and/or new radio (e.g., <NUM> NR) wireless technologies, aspects of the present disclosure can be applied in other generation-based communication systems.

NR access may support various wireless communication services, such as enhanced mobile broadband (eMBB) targeting wide bandwidth (e.g., <NUM> or beyond), millimeter wave (mmW) targeting high carrier frequency (e.g., e.g., <NUM> to <NUM> or beyond), massive machine type communications MTC (mMTC) targeting non-backward compatible MTC techniques, and/or mission critical targeting ultra-reliable low-latency communications (URLLC). NR supports beamforming and beam direction may be dynamically configured.

<FIG> illustrates an example wireless communication network <NUM>, such as a New Radio (NR) or <NUM> network, in which aspects of the present disclosure may be performed.

For example, one or more BSs <NUM> may ensure that one or more UEs <NUM> can have secure and reliable sidelink communications to support or coordinate vehicle platooning and/or autonomous operations. In some examples disclosed, the BS <NUM> may be a platoon control system (PCS); the UEs <NUM> may be associated with a source vehicle or a lead vehicle of a platoon. In general, the UE <NUM> may be configured to perform operations <NUM> of <FIG> and operations <NUM> of <FIG>, while the BS <NUM> may be configured to perform operations <NUM> of <FIG>.

As shown in <FIG>, the wireless communication network <NUM> may be in communication with a core network <NUM>. The core network <NUM> may in communication with one or more base station (BSs) <NUM> and/or user equipment (UE) <NUM> in the wireless communication network <NUM> via one or more interfaces. The wireless communication network <NUM> may include a number of BSs 110a-z (each also individually referred to herein as BS <NUM> or collectively as BSs <NUM>) and other network entities.

The BSs <NUM> communicate with UEs 120a-y (each also individually referred to herein as UE <NUM> or collectively as UEs <NUM>) in the wireless communication network <NUM>.

A network controller <NUM> may be in communication with a set of BSs <NUM> and provide coordination and control for these BSs <NUM> (e.g., via a backhaul). In aspects, the network controller <NUM> may be in communication with a core network <NUM> (e.g., a <NUM> Core Network (5GC)), which provides various network functions such as Access and Mobility Management, Session Management, User Plane Function, Policy Control Function, Authentication Server Function, Unified Data Management, Application Function, Network Exposure Function, Network Repository Function, Network Slice Selection Function, etc..

<FIG> illustrates example components of BS 110a and UE 120a (one example of the BS <NUM> and the UE <NUM> depicted in <FIG>), which may be used to implement aspects of the present disclosure. For example, antennas 252a, processors <NUM>, <NUM>, <NUM>, and/or controller/processor <NUM> of the UE 120a may be configured to perform (or cause UE 120a to perform) operations <NUM> or <NUM> of respective <FIG> or <FIG>; and/or antennas 234a, processors <NUM>, <NUM>, <NUM>, and/or controller/processor <NUM> of the BS <NUM> may be configured to perform (or cause BS <NUM> to perform) operations <NUM> of <FIG>, for coordinating vehicle platooning.

At the BS 110a, a transmit processor <NUM> may receive data from a data source <NUM> and control information from a controller/processor <NUM>. The control information may be for the physical broadcast channel (PBCH), physical control format indicator channel (PCFICH), physical hybrid ARQ indicator channel (PHICH), physical downlink control channel (PDCCH), group common PDCCH (GC PDCCH), etc. The data may be for the physical downlink shared channel (PDSCH), etc. A medium access control (MAC)-control element (MAC-CE) is a MAC layer communication structure that may be used for control command exchange between wireless nodes. The MAC-CE may be carried in a shared channel such as a physical downlink shared channel (PDSCH), a physical uplink shared channel (PUSCH), or a physical sidelink shared channel (PSSCH).

The processor <NUM> may process (e.g., encode and symbol map) the data and control information to obtain data symbols and control symbols, respectively. The transmit processor <NUM> may also generate reference symbols, such as for the primary synchronization signal (PSS), secondary synchronization signal (SSS), PBCH demodulation reference signal (DMRS), and channel state information reference signal (CSI-RS). A transmit (TX) multiple-input multiple-output (MIMO) processor <NUM> may perform spatial processing (e.g., precoding) on the data symbols, the control symbols, and/or the reference symbols, if applicable, and may provide output symbol streams to the modulators (MODs) 232a-232t. Downlink signals from modulators 232a-232t may be transmitted via the antennas 234a-234t, respectively.

At the UE 120a, the antennas 252a-252r may receive the downlink signals from the BS 110a and may provide received signals to the demodulators (DEMODs) in transceivers 254a-254r, respectively. A MIMO detector <NUM> may obtain received symbols from all the demodulators 254a-254r, perform MIMO detection on the received symbols if applicable, and provide detected symbols. A receive processor <NUM> may process (e.g., demodulate, deinterleave, and decode) the detected symbols, provide decoded data for the UE 120a to a data sink <NUM>, and provide decoded control information to a controller/processor <NUM>.

On the uplink, at UE 120a, a transmit processor <NUM> may receive and process data (e.g., for the physical uplink shared channel (PUSCH)) from a data source <NUM> and control information (e.g., for the physical uplink control channel (PUCCH) from the controller/processor <NUM>. The symbols from the transmit processor <NUM> may be precoded by a TX MIMO processor <NUM> if applicable, further processed by the modulators in transceivers 254a-254r (e.g., for SC-FDM, etc.), and transmitted to the BS 110a. At the BS 110a, the uplink signals from the UE 120a may be received by the antennas <NUM>, processed by the modulators <NUM>, detected by a MIMO detector <NUM> if applicable, and further processed by a receive processor <NUM> to obtain decoded data and control information sent by the UE 120a.

Antennas <NUM>, processors <NUM>, <NUM>, <NUM>, and/or controller/processor <NUM> of the UE 120a and/or antennas <NUM>, processors <NUM>, <NUM>, <NUM>, and/or controller/processor <NUM> of the BS 110a may be used to perform the various techniques and methods described herein.

Each subframe may include a variable number of slots (e.g., <NUM>, <NUM>, <NUM>, <NUM>, <NUM>,. slots) depending on the SCS. Each slot may include a variable number of symbol periods (e.g., <NUM>, <NUM>, or <NUM> symbols) depending on the SCS.

In NR, a synchronization signal block (SSB) is transmitted. In certain aspects, SSBs may be transmitted in a burst where each SSB in the burst corresponds to a different beam direction for UE-side beam management (e.g., including beam selection and/or beam refinement). The SSB includes a PSS, a SSS, and a two symbol PBCH. The SSB can be transmitted in a fixed slot location, such as the symbols <NUM>-<NUM> as shown in <FIG>. The PBCH carries some basic system information, such as downlink system bandwidth, timing information within radio frame, SS burst set periodicity, system frame number, etc. The SSBs may be organized into SS bursts to support beam sweeping. The SSB can be transmitted up to sixty-four times, for example, with up to sixty-four different beam directions for mmWave. The multiple transmissions of the SSB are referred to as a SS burst set. SSBs in an SS burst set may be transmitted in the same frequency region, while SSBs in different SS bursts sets can be transmitted at different frequency regions.

<FIG> show diagrammatic representations of example V2X systems, in accordance with some aspects of the present disclosure. For example, the vehicles shown in <FIG> may communicate via sidelink channels and may perform sidelink CSI reporting as described herein.

The V2X systems, provided in <FIG> provide two complementary transmission modes. A first transmission mode, shown by way of example in <FIG>, involves direct communications (for example, also referred to as sidelink communications) between participants in proximity to one another in a local area. A second transmission mode, shown by way of example in <FIG>, involves network communications through a network, which may be implemented over a Uu interface (for example, a wireless communication interface between a radio access network (RAN) and a UE).

Referring to <FIG>, a V2X system <NUM> (for example, including vehicle to vehicle (V2V) communications) is illustrated with two vehicles <NUM>, <NUM>. The first transmission mode allows for direct communication between different participants in a given geographic location. As illustrated, a vehicle can have a wireless communication link <NUM> with an individual (V2P) (for example, via a UE) through a PC5 interface. Communications between the vehicles <NUM> and <NUM> may also occur through a PC5 interface <NUM>. In a like manner, communication may occur from a vehicle <NUM> to other highway components (for example, roadside service unit <NUM>), such as a traffic signal or sign (V2I) through a PC5 interface <NUM>. With respect to each communication link illustrated in <FIG>, two-way communication may take place between elements, therefore each element may be a transmitter and a receiver of information. The V2X system <NUM> may be a self-managed system implemented without assistance from a network entity. A self-managed system may enable improved spectral efficiency, reduced cost, and increased reliability as network service interruptions do not occur during handover operations for moving vehicles. The V2X system may be configured to operate in a licensed or unlicensed spectrum, thus any vehicle with an equipped system may access a common frequency and share information. Such harmonized/common spectrum operations allow for safe and reliable operation.

<FIG> shows a V2X system <NUM> for communication between a vehicle <NUM> and a vehicle <NUM> through a network entity <NUM>. These network communications may occur through discrete nodes, such as a BS (e.g., the BS 110a), that sends and receives information to and from (for example, relays information between) vehicles <NUM>, <NUM>. The network communications through vehicle to network (V2N) links <NUM> and <NUM> may be used, for example, for long range communications between vehicles, such as for communicating the presence of a car accident a distance ahead along a road or highway. Other types of communications may be sent by the wireless node to vehicles, such as traffic flow conditions, road hazard warnings, environmental/weather reports, and service station availability, among other examples. Such data can be obtained from cloud-based sharing services.

Roadside units (RSUs) may also be utilized. An RSU may be used for V2I communications. In some examples, an RSU may act as a forwarding node to extend coverage for a UE. In some examples, an RSU may be co-located with a BS or may be standalone. RSUs can have different classifications. For example, RSUs can be classified into UE-type RSUs and Micro NodeB-type RSUs. Micro NB-type RSUs have similar functionality as the Macro eNB/gNB. The Micro NB-type RSUs can utilize the Uu interface. UE-type RSUs can be used for meeting tight quality-of-service (QoS) requirements by minimizing collisions and improving reliability. UE-type RSUs may use centralized resource allocation mechanisms to allow for efficient resource utilization. Critical information (e.g., such as traffic conditions, weather conditions, congestion statistics, sensor data, etc.) can be broadcast to UEs in the coverage area. Relays can rebroadcasts critical information received from some UEs. UE-type RSUs may be a reliable synchronization source.

Aspects of the disclosure relate to sidelink communications, such as cellular-vehicular-to-anything (C-V2X) communications. C-V2X can offer vehicles low-latency V2V, V2I, and V2P communication. C-V2X networks can operate without cellular infrastructure support. For example, C-V2X communication allows direct communication between two UE devices, without transmissions through the BS, functioning by continuous monitoring and decoding of other UE devices. In C-V2X, vehicles can autonomously select their radio resources. For example, the vehicles may select resources, such as semi-persistent scheduling (SPS) resources, according to an algorithm. The algorithm may be a resource allocation algorithm specified by the 3GPP wireless standards.

Current 3GPP C-V2X design targets deployment in a licensed spectrum, either by deployment in a shared, licensed cellular band or by deployment in a dedicated intelligent transportation system (ITS) spectrum. In the licensed spectrum, the spectrum may be assigned exclusively to operators for independent usage. Licensed spectrum may either be shared or dedicated. Shared licensed spectrums provide bandwidth up to a specified level and the bandwidth is shared among all subscribers. Therefore, in a licensed cellular band, a C-V2X system shares uplink spectrum in the cellular network. On the other hand, dedicated internet spectrum provides guaranteed bandwidth at all times, thereby providing spectrum exclusivity when the C-V2X design is deployed in a dedicated ITS spectrum.

ITSs have been developed for decades to support a wide variety of safety-critical and traffic-efficient applications. Under current FCC rules, the <NUM> band is reserved for dedicated short-range communication (DSRC), which facilitates both V2V and V2I communications.

Other countries and regions have also allocated spectrums around <NUM> to V2X communications; however, dedicated spectrums may not be guaranteed in all locations due to spectrum scarcity. Spectrum scarcity has emerged as a primary problem encountered when trying to launch new wireless services in some regions. The effects of this scarcity have led some locations to allocate spectrums for LTE V2X only, leaving allocated spectrum unavailable for NR V2X. 3GPP Release <NUM> includes specification for <NUM> NR C-V2X which targets advanced V2X use cases, such as autonomous driving. Rel-<NUM><NUM> NR C-V2X goes beyond technology that targets basic safety, by adding direct multicast communication technology for advanced safety, increased situational awareness, energy savings, and faster travel time.

In some cases, deployment of C-V2X communications involves deployment in an unlicensed spectrum. Unlicensed spectrum refers to radio frequency bands in which technical rules are specified for both the hardware and deployment methods of radio systems such that the band is open for shared use by an unlimited number of unaffiliated users. In unlicensed spectrum, the spectrum may be available for non-exclusive usage subject to some regulatory constraints (e.g., restrictions in transmission power).

In an unlicensed spectrum, a minimum channel bandwidth may be specified in accordance with regional regulations, and any technological device may transmit in a bandwidth greater than the specified minimum channel bandwidth. For example, in some regions the minimum channel bandwidth may be set at <NUM> megahertz (MHz). There exists a wide range of unlicensed spectrums available from <NUM> gigahertz (GHz) to <NUM> (e.g., Unlicensed National Information Instructure <NUM> (U-NII-<NUM>) operating between <NUM> and <NUM> or U-NII-<NUM> operating between <NUM> and <NUM>). As used herein, the <NUM> unlicensed spectrum, also referred to as the U-NII band, comprises the frequency range between <NUM> and <NUM>. The <NUM> unlicensed spectrum potentially comprises the frequency range from <NUM> up to <NUM>.

In contrast with most licensed assignments of spectrum use rights, devices or systems operating on an unlicensed basis enjoy no regulatory protection against interference from other licensed or unlicensed users in the band. Currently, the unlicensed spectrum may be utilized by Wireless Local Area Networks (WLAN), such as the ones that are based on IEEE <NUM>. 11a/g/n/ac technologies, which are also referred to as Wi-Fi systems. For example, a Wi-Fi device may transmit, for example, in a channel bandwidth of <NUM>, <NUM>, <NUM>, or any other channel bandwidth above <NUM>.

C-V2X communications deployed in an unlicensed spectrum may operate in either a distributed or a centralized manner. In distributed C-V2X, UEs communicate independently without the assistance of a central node (e.g., a BS) scheduling transmissions between the UEs. In centralized C-V2X, a central node controls and assists with sidelink communications.

Although continuous monitoring may help to effectuate sidelink communication, UEs in an unlicensed spectrum may be incapable of meeting these demands. Continuous monitoring of all carriers/frequencies for potential sidelink transmission may be an unrealistic expectation when a UE is deployed in an unlicensed spectrum due to the wide range of available spectrums (e.g., U-NII-<NUM> or U-NII-<NUM>) in the unlicensed band coupled with the band's limited capability.

Accordingly, capability of the UE to transmit and receive in a limited number of carriers (e.g., frequencies) known to all UEs is beneficial to reduce the UE's burden of monitoring all carriers within in an unlicensed band. For example, this burden may be alleviated where UEs have common understanding of carrier(s) used for C-V2X communication. However, statically limiting C-V2X communication to a specific unlicensed carrier may lead to sub-optimal performance, such as an increased probability of interference with other technologies within the band (other technologies may access the unlicensed spectrum as long as they comply with regulatory requirements).

Aspects of the present disclosure provide techniques for coordinating vehicle platooning with V2X assistance. As noted above, vehicle platooning may substantially increase fuel economy, reduce road congestion, improve safety, and utilize certain level of driving autonomy to allow passengers to be productive during commute. Aspects of the present disclosure may be used to incorporate various parameters in determining platoon formation (e.g., allowing for a source UE associated with a source vehicle to join a selected platoon). The various parameters may include a number of passengers, seating positions of passengers, and other occupancy information pertaining safety and prioritization. The autonomy level enables vehicles of similar autonomy to form a platoon that optimizes headways, thus minimizing fuel consumption due to air resistance. The travel preference parameter may include a preferred speed of the source UE. The source UE may receive a response message indicating confirmation that the first vehicle is allowed to join the vehicle platoon.

<FIG> is a schematic illustration <NUM> of vehicle platooning, in accordance with aspects of the present disclosure. As shown, the vehicle platoon may include a lead vehicle (also referred to as an anchor vehicle, or a platoon UE). The lead vehicle constantly communicates with other member vehicles in the platoon, as indicated by the wave signals. The lead vehicle may determine the travel route, traveling speeds and acceleration, headway (i.e., distances between vehicles in succession), and other operation details. The lead vehicle and each member vehicle of the platoon may include various onboard sensors and processing units to enable a level of driving autonomy or assistance.

For example, the member vehicles need not be fully autonomous to join the platoon, as some of the sensing, control, or determination operations may be distributed among vehicles in the platoon. Such coordination is achieved through the communications among the platoon vehicles and communications with platoon control systems (PCS) illustrated as the cellular base station. In some cases, the PCS provides, via the cellular network, infotainment, road maps, payment services, and other information services in addition to the platooning coordination. The communications between member vehicles in the platoon may be established using direct ad-hoc link, such as V2V PC5 interface <NUM> in <FIG>.

Each member vehicle of the platoon may include an onboard computer or a processing unit, configured to receive and transmit data via the direct ad-hoc link. The data may include measurements from various onboard sensors, including at least one of a radar, laser, or infrared sensor for detecting vehicle to vehicle distance, speeds, and other driving information for automated driving.

<FIG> is a schematic illustration of coordinating multiple vehicle platoons (three platoons: platoon <NUM>, platoon <NUM>, and platoon <NUM> shown), in accordance with aspects of the present disclosure. As shown, because the member vehicles in a platoon can accelerate or decelerate simultaneously without human reaction delays, platooning enables configuring and maintaining a minimal distance or headway between moving vehicles at high speeds. In some examples, a source vehicle may broadcast a request (e.g., to the PCS and/or the lead vehicle) to join a platoon that shares the same destination information, vehicle dimension, and other information. In response to the request, the platoon or the lead vehicle may accept the request and notify the source vehicle with a confirmation. Dynamically based on the destination information, the source vehicle position within the platoon may be adjusted in preparation for the source vehicle to leave the platoon. While leaving the platoon, similar handshaking with the PCS or the lead vehicle may be performed.

As shown in <FIG>, the numerous PCS installations provide V2I communication to the platoons nearby. The three platoons <NUM>, <NUM>, and <NUM> show different driving scenarios. In platoon <NUM> of four light vehicles (e.g., cars), one vehicle may be requesting to leave the platoon and exit the highway. In platoon <NUM> of five light vehicles, one vehicle joins the platoon at the end from a roadway entrance, while the lead vehicle changes to the passing lane to overtake platoon <NUM>. In platoon <NUM> of three mixed vehicles, two trucks and a car form the platoon and are distanced close to each other. Therefore, the communication among the vehicles and with the PCS enables safety operation of leaving, joining, lane changing, and cruising of platoons of different vehicles.

Aspects of the present disclosure provide techniques for coordinating vehicle platooning with V2X assistance. Vehicles in the platoon may be associated with UEs that are C-V2X capable or the vehicles themselves may be equipped with telematics systems with C-V2X capable modems. A source UE (e.g., a wireless device within a vehicle) may transmit a request to a base station to join a vehicle platoon. The request may indicate at least one of: an occupancy parameter of the first vehicle associated with the source UE; an autonomy level of the first vehicle; or a travel preference parameter. Upon approval, the source UE may receive a message indicating confirmation that the source vehicle is allowed to join the platoon.

<FIG> is a flow diagram illustrating example operations <NUM> for wireless communication by a source UE or a UE associated with a first vehicle requesting to join a platoon, in accordance with certain aspects of the present disclosure. The operations <NUM> may be performed, for example, by a source UE (e.g., the UE 120a in the wireless communication network <NUM>). The operations <NUM> may be implemented as software components that are executed and run on one or more processors (e.g., controller/processor <NUM> of <FIG>). Further, the transmission and reception of signals by the UE in operations <NUM> may be enabled, for example, by one or more antennas (e.g., antennas <NUM> of <FIG>). In certain aspects, the transmission and/or reception of signals by the UE may be implemented via a bus interface of one or more processors (e.g., controller/processor <NUM>) obtaining and/or outputting signals.

The operations <NUM> begin, at <NUM>, by transmitting a request to a base station to join a vehicle platoon. The request may indicate at least one of: an occupancy parameter of the first vehicle associated with the source UE; an autonomy level of the first vehicle; or a travel preference parameter.

At <NUM>, the source UE receives a message indicating confirmation that the first vehicle is allowed to join the platoon.

<FIG> is a flow diagram illustrating example operations <NUM> for wireless communication that may be considered complimentary to the operations <NUM> For example, operations <NUM> may be performed, by a lead vehicle/platoon UE receiving and responding to a request from a UE performing operations <NUM> of <FIG>. The operations <NUM> may be implemented as software components that are executed and run on one or more processors (e.g., controller/processor <NUM> of <FIG>). Further, the transmission and reception of signals by the UE in operations <NUM> may be enabled, for example, by one or more antennas (e.g., antennas <NUM> of <FIG>). In certain aspects, the transmission and/or reception of signals by the UE may be implemented via a bus interface of one or more processors (e.g., controller/processor <NUM>) obtaining and/or outputting signals.

The operations <NUM> begin, at block <NUM>, by receiving a request for a source associated with a source UE to join a vehicle platoon to which a vehicle, such as a lead vehicle or anchor vehicle associated with the target UE, is a member. The request may indicate at least one of: an occupancy parameter of the first vehicle associated with the source UE; an autonomy level of the first vehicle; or a travel preference parameter.

At block <NUM>, operations <NUM> continue by transmitting a message indicating confirmation that the source vehicle is allowed to join the platoon.

<FIG> is a flow diagram illustrating example operations <NUM> for wireless communication by a network entity, such as a PCS, in accordance with certain aspects of the present disclosure. The operations <NUM> may be performed, for example, by a BS (e.g., the BS 110a in the wireless communication network <NUM>, configured as a PCS). The operations <NUM> may be complimentary to the operations <NUM> and/or <NUM> performed by the UE. For example, the operations <NUM> may be performed by a PCS when the PCS receives a request from the source UE to join a platoon. The source UE may perform operations <NUM> of <FIG>. When the PCS forward the request to a lead UE of the platoon, the lead UE determines if such request may be approved, by performing operations <NUM> of <FIG>. The PCS may relay any associated rejections or acceptance from the lead UE to the source UE, in accordance to operations <NUM> of <FIG>. The interactions/communications of the source UE of the first vehicle, the lead UE of the platoon, and the PCS are further illustrated in the call flow diagram shown in <FIG>.

The operations <NUM> may be implemented as software components that are executed and run on one or more processors (e.g., controller/processor <NUM> of <FIG>). Further, the transmission and reception of signals by the BS in operations <NUM> may be enabled, for example, by one or more antennas (e.g., antennas <NUM> of <FIG>). In certain aspects, the transmission and/or reception of signals by the BS may be implemented via a bus interface of one or more processors (e.g., controller/processor <NUM>) obtaining and/or outputting signals.

The operations <NUM> begin, at block <NUM>, by receiving a request from a source UE associated with a source vehicle to join a vehicle platoon. The request indicates at least one of: an occupancy parameter of a source vehicle; an autonomy level of the source vehicle; or a travel preference parameter of the source vehicle.

Operations <NUM> continue at block <NUM> by determining, based at least on the request, a target UE associated with a target vehicle that is a member of the vehicle platoon.

At block <NUM>, operations <NUM> continue by forwarding the request to the target UE.

<FIG> illustrates a call flow diagram <NUM> showing communications among the source vehicle, a lead vehicle, and a platoon control system (PCS), in accordance with certain aspects of the present disclosure.

As shown, the source vehicle may first send a request to PCS, the request indicates at least one of an occupancy parameter of the source vehicle, an autonomy level of the source vehicle, or a travel preference parameter. The PCS executes an algorithm based on the one or more criteria or parameters in the request and determines at least one suitable or available platoon. The PCS may also determine a position of the selected platoon for accepting the source vehicle. The PCS may then send or forward the request (including the position information) to the lead vehicle of the selected platoon. The lead vehicle has the authority to decide whether to accept the request. When the lead vehicle decides that the request is accepted, the lead vehicle sends an acceptance message to the PCS, which then forwards the acceptance message (or joining confirmation message) to the source vehicle. The source vehicle may then join the selected platoon and send a confirmation message back to PCS after joining the selected platoon.

In some aspects, the occupancy parameter may include a number of passengers of the first vehicle (i.e., the source vehicle that requesting to join a platoon) associated with the source UE. The travel preference parameter may include at least one of a lane position in available lanes. Very often, there are dedicated lanes for car pools, such as high occupancy vehicle (HOV) lanes. Such dedicated lanes allow only for cars carrying two or more people for improving travel efficiency. Therefore, a platoon of vehicles may take advantage of the HOV lanes if each member vehicle of the platoon includes two or more passengers.

Using the occupancy parameter enables the first vehicle to inform the PCS to look up a suitable platoon that satisfies the car pool criteria. For example, the platoon accepting the first vehicle has vehicles that each has a same or comparable occupancy parameter as the first vehicle. As a result, an HOV platoon may be created to further enhance travel efficiency by coordinating high occupancy vehicles to travel in less congested lane(s), such as the HOV lane. In some implementations, the existing vehicles in the platoon may have an allowable deviation for the occupancy parameter as the first vehicle. For example, the occupancy parameter may be set to be between three and four, such that vehicles having both three passengers and four passengers onboard may form a platoon.

On the other hand, some autonomous or semi-autonomous vehicles may not include any passengers and are nonetheless operable to join a platoon. A vehicle platoon may prioritize vehicles with passengers over vehicles without passengers when forming a platoon. For example, fully autonomous vehicles may not carry passengers all the time. In this case a field value of '<NUM>' may indicate that the vehicle currently carries no passenger and should join a platoon that has other non-occupied vehicles. In some implementations, the vehicles that do not carry passengers may be used as a safety buffer and placed in the front of a platoon having vehicles that carry passengers.

In some aspects, a reserved value of the occupancy parameter may be used to indicate the autonomy level of the first vehicle. For example, if the first vehicle has no passenger on board, the occupancy parameter of "<NUM>" may be used to indicate the full autonomy of the first vehicle. This information can later be used in the current accident and collision avoidance algorithms where cars with passengers are prioritized over other non-passenger carrying vehicles to eliminate/minimize the number of human casualties.

In some aspects, the occupancy parameter may further include a seat position of each passenger of the first vehicle. Because the seat position often relates to a safety factor in collision, the seat position can be used to make critical decisions in order to minimize fatalities or injuries in accidents. For example, because platooning is often used in autonomous or semi-autonomous vehicles, some vehicles may not have passengers in the front row. Vehicles having passengers in the front row may need greater headways for safety concerns. Therefore, the present disclosure allows for coordinating vehicles in platoons by grouping vehicles of similar seating positions together.

In some aspects, the vehicle platoon includes vehicles having the same autonomy level as the first vehicle. The autonomy of the first vehicle can be one of: fully autonomous control, semi-autonomous control, or manual control. The autonomous level information can be used to enhance the platooning performance by minimizing the inter-vehicle distance in the platoons. For example: vehicles with fully autonomous capabilities may be grouped together. These vehicles may move in a platoon with much closer distance or lesser headways than vehicles without fully autonomous capabilities. Similarly, vehicles with semi-autonomous capability and manual vehicles may be grouped in another platoon, where the distance between the moving vehicles would be kept relatively larger to account for manual reaction time when braking or human supervision maneuvers, such as when information alert is provided in the ADAS instrument panel.

In some embodiments, a vehicle platoon may include a mix of fully autonomous and manual/semi-autonomous vehicles. The same platoon may arrange the order of the mixed vehicles such that fully autonomous vehicles are positioned in succession while maintaining a minimal distance, and the semi-autonomous/manual vehicles are separately grouped in succession while maintaining a relatively larger inter-vehicle distance. As such, the overall efficiency can be improved by minimizing the distance between the vehicles in the platoon and not compromising safety margins (e.g., allowing for sufficient headways for semi-autonomous and manual vehicles).

In some aspects, the travel preference parameter includes a preferred speed of the first vehicle. The preferred speed of the first vehicle may be selected by the driver, calculated based on time of arrival, or determined based on traffic regulation or safety concerns. The preferred speed may or may not be accepted by the platoon receiving the request. In some cases, a PCS may select, when there are more than one platoon available, a platoon that may accommodate the preferred speed and forwards the request to the lead vehicle of the selected platoon. If the selected platoon is already traveling at a speed that is similar to or the same as the preferred speed, the lead vehicle may accept the request. But if the selected platoon is traveling at a different speed, the lead vehicle may decline the request.

When the platoon declines the requested preferred speed, the first vehicle and its associated UE may receive a response message that indicates the first vehicle being allowed to join the platoon at a different speed than the preferred speed. In some cases, the source UE may decline to join the vehicle platoon at the different speed in the response message. In some cases, the source UE may negotiate yet a different speed with the platoon. For example, the source UE may indicate a credit to redeem to join the platoon at the preferred speed, such as when the credit may be sufficient to have the platoon to change the speed to the preferred speed. In some cases, other priority criteria, besides credit, may be used for negotiation. For example, vehicle type of autonomy, commercial purpose, or emergency response, may be used as priority criteria for negotiating an acceptable speed of the platoon. When the first vehicle negotiates with the platoon, the lead vehicle of the platoon may further negotiate with other member vehicles of the platoon. As part of this negotiation, the platoon may increase or decrease the speed of the platoon along with the requesting vehicle to arrive at a negotiated speed value.

Aspects of the present disclosure may provide one or more potential advantages, such as helping comply with different rules to drive vehicles on certain lanes based on car's occupancy, better accident avoidance system eliminating/minimizing the number of human casualties, enhanced platooning with minimizing the distance between the vehicles based on their capabilities, and/or inclusion of the speed of vehicle would ensure a more appropriate assignment of platoon to the incoming vehicle based on its preference.

For example, such a computer program product may comprise a computer-readable medium having instructions stored (and/or encoded) thereon, the instructions being executable by one or more processors to perform the operations described herein, for example, instructions for performing the operations described herein and illustrated in <FIG>, <FIG>, and/or <NUM>.

Claim 1:
A method for wireless communications by a source user equipment, UE, the method comprising:
transmitting (<NUM>) a request to a base station to join a vehicle platoon, wherein the request indicates a travel preference parameter of a first vehicle associated with the source UE, and wherein the travel preference parameter includes at least one lane position in one or more available lanes; and
receiving (<NUM>) a response message indicating confirmation that the first vehicle is allowed to join the vehicle platoon.