Patent Description:
Wireless communication systems are widely deployed to provide various types of communication content such as voice, video, packet data, messaging, broadcast, and so on. Examples of such multiple-access systems include code-division multiple access (CDMA) systems, time-division multiple access (TDMA) systems, frequency-division multiple access (FDMA) systems, and orthogonal frequency-division multiple access (OFDMA) systems, and single-carrier frequency division multiple access (SC-FDMA) systems.

For example, a fifth generation (<NUM>) wireless communications technology (which can be referred to as <NUM> new radio (<NUM> NR)) is envisaged to expand and support diverse usage scenarios and applications with respect to current mobile network generations. In an aspect, <NUM> communications technology can include: enhanced mobile broadband addressing human-centric use cases for access to multimedia content, services and data; ultra-reliable low-latency communications (URLLC) with certain specifications for latency and reliability; and massive machine type communications, which can allow a very large number of connected devices and transmission of a relatively low volume of non-delay-sensitive information. As the demand for mobile broadband access continues to increase, however, further improvements in <NUM> communications technology and beyond may be desired.

In some wireless communication technologies, such as <NUM>, user equipment (UEs) communicate with a base station to receive access to a wireless network and can also communicate with other UEs over a sidelink channel. Sidelink communications can be used in vehicle-based communications, such as vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), etc., which are collectively referred to, in <NUM> NR, as vehicle-to-anything (V2X) communications. Vehicle-based UEs can be configured to convey basic safety messages (BSM) to one another over sidelink communications, where the BSMs can include information from the vehicle, such as position, motion parameters, braking parameters, etc.
<NPL> discloses emergency message dissemination in a vehicular ad-hoc network in which a single message is sent which is delivered over short distance with more details and over a longer distance with less details at the same time. The short distance over which the message is delivered with more details should be at least a reaction deadline that is dependent upon the human/vehicle reaction time and travel speed, the periodicity with which the message is repeated and the speed of the vehicles to ensure that all vehicles receive the message in time to be able to stop before reaching the position of interest, for example the site of an accident.

US patent application with publication number <CIT> discloses collision preventing apparatuses and methods for a vehicle. The collision preventing apparatus estimate whether objects located in a vicinity of the vehicle may collide with each other based on data collected from a sensor in the vehicle, determine a trajectory of each of the objects, verify whether the estimated trajectories intersect, determine that the objects may collide with each other in response to the estimated trajectories overlapping, inform each of the objects of a collision risk when the objects may collide with each other, and differently perform an operation of informing the objects of the collision risk based on a collision level of each of the objects.

The scope of the present invention is defined by the appended claims Any embodiments that do not fall under the scope of the claims are examples which are useful for understanding the invention, but do not form a part of the invention.

The described features generally relate to sharing sensor-related messages among devices using sidelink communications. For example, in fifth generation (<NUM>) new radio (NR), vehicle-based user equipment (UE) can communicate with one another using sidelink communications, which can include vehicle-to-vehicle (V2V) communications, vehicle-to-infrastructure (V2I) communications, etc., which can be collectively referred to as vehicle-to-anything (V2X) communications. Sidelink communications, in this regard, can occur among the nearby UEs without traversing a base station or other network nodes, though in some examples a base station can manage and provide resources for the sidelink communications. V2X communications can include basic safety messages (BSMs), which can include vehicle information such as position (e.g., global positioning system (GPS) position), motion parameters (e.g., velocity, acceleration, etc.), braking parameters, and/or the like for a vehicle transmitting the BSM. Other vehicles can receive the BSM(s) from transmitting vehicles and can determine or apply parameters received in the BSMs for certain purposes, such as to notify a driver of the vehicle receiving the BSM of a safety issue presented by, or discerned from, the BSM of another vehicle.

Application-layer standards are being defined for advanced V2X features including sensor-sharing (e.g., dissemination of detected vehicles and/or objects) and coordinated driving (e.g., sharing and negotiating intended maneuvers). Messages including parameters to enable these features can be exchanged between vehicles or between vehicles and infrastructure components, or Roadside Units (RSUs). Sensor-sharing can assist in coordinated driving, in an example, as all vehicles participating in a maneuver can have knowledge of road conditions and environment in the vicinity of the planned maneuver through their own sensors, and via sensor-sharing information received from other participating vehicles. As such, reliable sensor-sharing can improve coordinated driving. <NUM> NR V2X has introduced application-aware, distance-based high reliability for groupcast communication, enabling enhanced reliability at the physical layer as a function of range (e.g., or distance).

For sensor sharing data to be useful to a receiving vehicle, the receiving vehicle may benefit from receiving the data such that the receiving vehicle has sufficient time to react to the information. For example, if the information received in a sensor-related message includes an obstacle in the road, the vehicles receiving the message can benefit from receiving the data with sufficient time to invoke maneuvers. The required reaction time for a vehicle to react to an object can be specified as a reaction distance, or range, to the detected object information included in the message. <NUM> NR V2X currently defines a mechanism to enforce high-reliability transmission for groups of participants, based on specification of a range for a specific V2X service. However, there is no mechanism defined in <NUM> or at the application layer for the sender of a message to determine the appropriate distance which the physical layer should use to enforce high-reliability transmission. In aspects described herein, vehicles can communicate sensor-related messages to one another as well, such to warn of an obstacle in a driving path. For example, a vehicle can transmit a sensor-related message to other nearby vehicles using sidelink communications, where the sensor-related message may indicate existence of an obstacle in a driving path.

In some aspects described herein, a vehicle that detects the obstacle (also referred to herein as the "ego vehicle") can determine a sight stopping distance (SSD) of one or more nearby receiving vehicles, which are able to receive messages from the ego vehicle. In an example, the ego vehicle can determine the SSD based on information received in BSMs from the one or more nearby receiving vehicles. The ego vehicle can determine to transmit a message notifying of the obstacle to receiving vehicles having a SSD that is determined to be within a threshold distance of the obstacle. For example, the ego vehicle can compute the SSD based on one or more of the motion parameters (e.g., oncoming speed) indicated for the one or more receiving vehicles, a road condition determined by the ego vehicle or indicated by the one or more receiving vehicles (e.g., weather related conditions), an internal vehicle condition reported by the one or more receiving vehicles (e.g., brake status), a speed of the obstacle, and/or the like.

Using such parameters to determine the SSD of the vehicle can allow for determining an appropriate range for enforcing <NUM> NR distance-based reliability of transmitting the messages, and the ego vehicle can accordingly transmit the messages to comply with the distance-based reliability. This can improve driving safety for both human-driving and autonomously-driven vehicles by providing advanced notice of obstacles to nearby vehicles to allow drivers (or autonomous driving systems) to take action based on notification of the obstacles. In an example, a rule set for enforcing a reliability range for the messages can be as standardized in application-layer standards in groups including Society of Automotive Engineers (SAE), European Telecommunications Standards Institute (ETSI)-Intelligent Transport Systems (ITS), China-SAE (C-SAE), etc. In SAE, for example, an application-layer standard for such messages can include the J3224 Sensor Sharing Message standard.

As used in this application, the terms "component," "module," "system" and the like are intended to include a computer-related entity, such as but not limited to hardware, software, a combination of hardware and software, or software in execution. For example, a component may be, but is not limited to being, a process running on a processor, a processor, an object, an executable, a thread of execution, a program, and/or a computer. By way of illustration, both an application running on a computing device and the computing device can be a component. One or more components can reside within a process and/or thread of execution and a component can be localized on one computer and/or distributed between two or more computers. In addition, these components can execute from various computer readable media having various data structures stored thereon. The components can communicate by way of local and/or remote processes such as in accordance with a signal having one or more data packets, such as data from one component interacting with another component in a local system, distributed system, and/or across a network such as the Internet with other systems by way of the signal.

Techniques described herein may be used for various wireless communication systems such as CDMA, TDMA, FDMA, OFDMA, SC-FDMA, and other systems. The terms "system" and "network" may often be used interchangeably. IS-<NUM> Releases <NUM> and A are commonly referred to as CDMA2000 1X, 1X, etc. IS-<NUM> (TIA-<NUM>) is commonly referred to as CDMA2000 1xEV-DO, High Rate Packet Data (HRPD), etc. UTRA includes Wideband CDMA (WCDMA) and other variants of CDMA. An OFDMA system may implement a radio technology such as Ultra Mobile Broadband (UMB), Evolved UTRA (E-UTRA), IEEE <NUM> (Wi-Fi), IEEE <NUM> (WiMAX), IEEE <NUM>, Flash-OFDM™, etc. UTRA and E-UTRA are part of Universal Mobile Telecommunication System (UMTS). 3GPP Long Term Evolution (LTE) and LTE-Advanced (LTE-A) are new releases of UMTS that use E-UTRA. UTRA, E-UTRA, UMTS, LTE, LTE-A, and GSM are described in documents from an organization named "3rd Generation Partnership Project" (3GPP). The techniques described herein may be used for the systems and radio technologies mentioned above as well as other systems and radio technologies, including cellular (e.g., LTE) communications over a shared radio frequency spectrum band. The description below, however, describes an LTE/LTE-A system for purposes of example, and LTE terminology is used in much of the description below, although the techniques are applicable beyond LTE/LTE-A applications (e.g., to fifth generation (<NUM>) new radio (NR) networks or other next generation communication systems).

The wireless communications system (also referred to as a wireless wide area network (WWAN)) can include base stations <NUM>, UEs <NUM>, an Evolved Packet Core (EPC) <NUM>, and/or a <NUM> Core (5GC) <NUM>. The macro cells can include base stations. The small cells can include femtocells, picocells, and microcells. In an example, the base stations <NUM> may also include gNBs <NUM>, as described further herein. In one example, some nodes of the wireless communication system may have a modem <NUM> and communicating component <NUM> for transmitting sensor-related messages to other UEs <NUM> over sidelink communications, as described herein. Though a UE <NUM> is shown as having the modem <NUM> and communicating component <NUM>, this is one illustrative example, and substantially any node or type of node may include a modem <NUM> and communicating component <NUM> for providing corresponding functionalities described herein.

The base stations <NUM> configured for <NUM> LTE (which can collectively be referred to as Evolved Universal Mobile Telecommunications System (UMTS) Terrestrial Radio Access Network (E-UTRAN)) may interface with the EPC <NUM> through backhaul links <NUM> (e.g., using an S1 interface). The base stations <NUM> configured for <NUM> NR (which can collectively be referred to as Next Generation RAN (NG-RAN)) may interface with 5GC <NUM> through backhaul links <NUM>. The base stations <NUM> may communicate directly or indirectly (e.g., through the EPC <NUM> or 5GC <NUM>) with each other over backhaul links <NUM> (e.g., using an X2 interface).

The base stations <NUM> may wirelessly communicate with one or more UEs <NUM>. A network that includes both small cell and macro cells may be referred to as a heterogeneous network. A heterogeneous network may also include Home Evolved Node Bs (eNBs) (HeNBs), which may provide service to a restricted group, which can be referred to as a closed subscriber group (CSG). The base stations <NUM> / UEs <NUM> may use spectrum up to Y MHz (e.g., <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, etc. MHz) bandwidth per carrier allocated in a carrier aggregation of up to a total of Yx MHz (e.g., for x component carriers) used for transmission in the DL and/or the UL direction. Allocation of carriers may be asymmetric with respect to DL and UL (e.g., more or less carriers may be allocated for DL than for UL).

In another example, certain UEs <NUM> may communicate with each other using device-to-device (D2D) communication link <NUM>.

A base station <NUM>, whether a small cell <NUM>' or a large cell (e.g., macro base station), may include an eNB, gNodeB (gNB), or other type of base station. A base station <NUM> referred to herein can include a gNB <NUM>.

The 5GC <NUM> may include an Access and Mobility Management Function (AMF) <NUM>, other AMFs <NUM>, a Session Management Function (SMF) <NUM>, and a User Plane Function (UPF) <NUM>. The AMF <NUM> can be a control node that processes the signaling between the UEs <NUM> and the 5GC <NUM>. Generally, the AMF <NUM> can provide QoS flow and session management. User Internet protocol (IP) packets (e.g., from one or more UEs <NUM>) can be transferred through the UPF <NUM>. The UPF <NUM> can provide UE IP address allocation for one or more UEs, as well as other functions.

The base station <NUM> provides an access point to the EPC <NUM> or 5GC <NUM> for a UE <NUM>. Examples of UEs <NUM> include a cellular phone, a smart phone, a session initiation protocol (SIP) phone, a laptop, a personal digital assistant (PDA), a satellite radio, a positioning system (e.g., satellite, terrestrial), a multimedia device, a video device, a digital audio player (e.g., MP3 player), a camera, a game console, a tablet, a smart device, robots, drones, an industrial/manufacturing device, a wearable device (e.g., a smart watch, smart clothing, smart glasses, virtual reality goggles, a smart wristband, smart jewelry (e.g., a smart ring, a smart bracelet)), a vehicle/a vehicular device, a meter (e.g., parking meter, electric meter, gas meter, water meter, flow meter), a gas pump, a large or small kitchen appliance, a medical/healthcare device, an implant, a sensor/actuator, a display, or any other similar functioning device. Some of the UEs <NUM> may be referred to as IoT devices (e.g., meters, pumps, monitors, cameras, industrial/manufacturing devices, appliances, vehicles, robots, drones, etc.). IoT UEs may include MTC/enhanced MTC (eMTC, also referred to as CAT-M, Cat M1) UEs, NB-IoT (also referred to as CAT NB <NUM>) UEs, as well as other types of UEs. In the present disclosure, eMTC and NB-IoT may refer to future technologies that may evolve from or may be based on these technologies. For example, eMTC may include FeMTC (further eMTC), eFeMTC (enhanced further eMTC), mMTC (massive MTC), etc., and NB-IoT may include eNB-IoT (enhanced NB-IoT), FeNB-IoT (further enhanced NB-IoT), etc. The UE <NUM> may also be referred to as a station, a mobile station, a subscriber station, a mobile unit, a subscriber unit, a wireless unit, a remote unit, a mobile device, a wireless device, a wireless communications device, a remote device, a mobile subscriber station, an access terminal, a mobile terminal, a wireless terminal, a remote terminal, a handset, a user agent, a mobile client, a client, or some other suitable terminology.

In an example, communicating component <NUM> of UE <NUM>-a (and/or other UEs) can detect obstacles in a driving path or area using one or more vehicle sensors and can transmit associated messages to nearby UEs (e.g., UE <NUM>-b) over a sidelink (e.g., D2D communication link <NUM>). Communicating component <NUM> can determine whether to transmit the message to a given UE based on a SSD determined for the given UE, where the SSD can be computed based on various parameters related to the vehicle that hosts the given UE, parameters related to the obstacle, road condition parameters, etc., as described further herein. In another example, communicating component <NUM> can additionally determine whether to transmit the message to the given UE based on one or more of a location of the obstacle with respect to the given UE.

Turning now to <FIG>, aspects are depicted with reference to one or more components and one or more methods that may perform the actions or operations described herein, where aspects in dashed line may be optional. Although the operations described below in <FIG> are presented in a particular order and/or as being performed by an example component, it should be understood that the ordering of the actions and the components performing the actions may be varied, depending on the implementation. Moreover, it should be understood that the following actions, functions, and/or described components may be performed by a specially-programmed processor, a processor executing specially-programmed software or computer-readable media, or by any other combination of a hardware component and/or a software component capable of performing the described actions or functions.

Referring to <FIG>, one example of an implementation of UE <NUM> may include a variety of components, some of which have already been described above and are described further herein, including components such as one or more processors <NUM> and memory <NUM> and transceiver <NUM> in communication via one or more buses <NUM>, which may operate in conjunction with modem <NUM> and/or communicating component <NUM> for transmitting sensor-related messages to other UEs <NUM> over sidelink communications, as described herein. UE <NUM> can be hosted by, implemented within, etc. a vehicle <NUM> for facilitating V2X communications, such as V2V communications with other vehicles, such as receiving vehicle <NUM>.

In an aspect, the one or more processors <NUM> can include a modem <NUM> and/or can be part of the modem <NUM> that uses one or more modem processors. Thus, the various functions related to communicating component <NUM> may be included in modem <NUM> and/or processors <NUM> and, in an aspect, can be executed by a single processor, while in other aspects, different ones of the functions may be executed by a combination of two or more different processors. For example, in an aspect, the one or more processors <NUM> may include any one or any combination of a modem processor, or a baseband processor, or a digital signal processor, or a transmit processor, or a receiver processor, or a transceiver processor associated with transceiver <NUM>. In other aspects, some of the features of the one or more processors <NUM> and/or modem <NUM> associated with communicating component <NUM> may be performed by transceiver <NUM>.

Also, memory <NUM> may be configured to store data used herein and/or local versions of applications <NUM> or communicating component <NUM> and/or one or more of its subcomponents being executed by at least one processor <NUM>. Memory <NUM> can include any type of computer-readable medium usable by a computer or at least one processor <NUM>, such as random access memory (RAM), read only memory (ROM), tapes, magnetic discs, optical discs, volatile memory, non-volatile memory, and any combination thereof. In an aspect, for example, memory <NUM> may be a non-transitory computer-readable storage medium that stores one or more computer-executable codes defining communicating component <NUM> and/or one or more of its subcomponents, and/or data associated therewith, when UE <NUM> is operating at least one processor <NUM> to execute communicating component <NUM> and/or one or more of its subcomponents.

In an aspect, receiver <NUM> may receive signals transmitted by at least one base station <NUM> or another UE.

Moreover, in an aspect, UE <NUM> may include RF front end <NUM>, which may operate in communication with one or more antennas <NUM> and transceiver <NUM> for receiving and transmitting radio transmissions, for example, receiving wireless communications transmitted by at least one base station <NUM> or another UE, or transmitting wireless communications by UE <NUM>.

In an aspect, transceiver may be tuned to operate at specified frequencies such that UE <NUM> can communicate with, for example, one or more base stations <NUM> or one or more cells associated with one or more base stations <NUM> or one or more other UEs (e.g., in D2D, sidelink, or V2X communications).

UE <NUM> can also include or be operatively coupled to one or more sensors <NUM>. Though shown as within the UE <NUM>, the sensors <NUM> may be physically mounted on the vehicle <NUM> to detect obstacles or other conditions, and may be communicatively coupled with the UE <NUM> to provide information thereto. For example, the one or more sensors <NUM> may include proximity sensors to detect obstacles within a proximity of an area or surface of the vehicle <NUM>, velocity sensors to detect velocity of an obstacle with respect to the vehicle <NUM> where the obstacle is in motion, etc. The sensors <NUM> and/or a corresponding processor can provide the obstacle information to the UE <NUM> or a component thereof (e.g., processor <NUM>) at various times, such as based on detecting the obstacle, as a periodic notification of any obstacles detected within a time period, etc..

In an aspect, communicating component <NUM> can optionally include an obstacle detecting component <NUM> for detecting obstacles in a driving path or area based on information received from one or more sensors <NUM> that are configured to detect obstacles, and/or a SSD determining component <NUM> for determining a SSD of a receiving vehicle (e.g., receiving vehicle <NUM>) as related to the obstacle, as described herein.

<FIG> illustrates a flow chart of an example of a method <NUM> for transmitting sensor-related messages based on a determined SSD of receiver vehicles. In an example, a UE (e.g., UE <NUM>-a) can perform the functions described in method <NUM> using one or more of the components described in <FIG> and <FIG>.

In method <NUM>, at Block <NUM>, presence of an obstacle can be detected, for a first vehicle, as being in a driving path of a second vehicle. In an aspect, obstacle detecting component <NUM>, e.g., in conjunction with processor(s) <NUM>, memory <NUM>, transceiver <NUM>, communicating component <NUM>, sensors <NUM>, etc., can detect, for the first vehicle (e.g., vehicle <NUM>), presence of the obstacle in the driving path of the second vehicle (e.g., vehicle <NUM>). For example, sensors <NUM> can be positioned around the vehicle <NUM> for detecting obstacles based on proximity, velocity, etc. In an example, the sensors <NUM>, e.g., via processor <NUM> or other processors in the vehicle <NUM> or UE <NUM>, can provide obstacle information to the obstacle detecting component <NUM>. For example, the obstacle information can include a distance to the obstacle from the sensors <NUM> (e.g., as measured by the sensors <NUM>), a speed, acceleration, etc. of the obstacle as measured by the sensors <NUM> (e.g., where the obstacle is in motion), and/or the like. In an example, obstacle detecting component <NUM> can detect the obstacle based on the obstacle information received from the sensors <NUM>, such as notification of the potential obstacle, determination that the obstacle may warrant notification based on an identification of the obstacle (e.g., identifying the object type, such as another vehicle, a person, etc.), a distance to the obstacle, speed or travel direction of the obstacle, etc..

In method <NUM>, at Block <NUM>, a SSD between the second vehicle and the obstacle can be determined for the second vehicle. In an aspect, SSD determining component <NUM>, e.g., in conjunction with processor(s) <NUM>, memory <NUM>, transceiver <NUM>, communicating component <NUM>, sensors <NUM>, etc., can determine, for the second vehicle, the SSD between the second vehicle and the obstacle. For example, SSD determining component <NUM> can determine the SSD based on various parameters related to the second vehicle (e.g., the receiver vehicle <NUM>), the obstacle, the first vehicle (e.g., the ego vehicle <NUM>), etc..

In an example, at least for human-drive vehicles, SSD can be defined as the distance required for a vehicle to stop for a stationary object in its path. Expressions for this distance can be as a function of road grade, human perception time, and vehicle braking time. SSD can be a function of the vehicle speed, road grade, driver reaction time, etc. and/or may be based on one or more formulas. An example formula may include the following: <MAT> <MAT> <MAT> where V is vehicle speed (e.g., in miles per hour (mph)), t is perception reaction time (PRT), which can be <NUM> seconds in one example, and a is deceleration rate, which can be <NUM> feet per second (ft/s), in one example. Thus, for example, SSD can be based on the speed of the affected vehicle. For sensor sharing, a relevant speed may be the speed of the vehicle receiving the sensor-related message (e.g., and not necessarily the sped of the vehicle sending the message). The speed of vehicles receiving such messages (e.g., vehicle <NUM>), as described, may be available to, or otherwise discernable by, the vehicle sending the messages (e.g., vehicle <NUM>) from the basic safety messages (BSM) transmitted by the receiving vehicles (e.g., vehicle <NUM>). Though BSMs are referred to herein, similar concepts can be applied using other messages communicated between vehicles based on one or more of various standards or communication technologies. For example, such other messages may include cooperative awareness messages (CAMs).

In one example, optionally at Block <NUM>, one or more messages can be received from the second vehicle. In an aspect, communicating component <NUM>, e.g., in conjunction with processor(s) <NUM>, memory <NUM>, transceiver <NUM>, etc., can receive, from the second vehicle, the one or more messages. For example, the one or more messages may include BSMs transmitted by the second vehicle, as described above, which can include information related to the position (e.g., GPS position) of the second vehicle, motion (e.g., speed, acceleration, direction, etc.) of the second vehicle, other internal vehicle condition parameters, such as braking parameters, tire pressure parameters, and/or the like, detected road condition parameters, etc., of the second vehicle.

In an example, in determining the SSD at Block <NUM>, optionally at Block <NUM>, the SSD can be determined based on one or more messages received from the second vehicle. In an aspect, SSD determining component <NUM>, e.g., in conjunction with processor(s) <NUM>, memory <NUM>, transceiver <NUM>, communicating component <NUM>, etc., can determine the SSD based on the one or more message received from the second vehicle (e.g., the receiver vehicle <NUM>), which may include one or more BSMs. For example, the one or more BSMs can indicate maximum speed of the oncoming vehicles (e.g., the second vehicle(s)), VBSM, MAX, or one or more parameters for determining the maximum speed. In an example, SSD determining component <NUM> can determine the SSD for the second vehicle (e.g., receiver vehicle <NUM>) based on the indicated maximum speed using a formula similar to the following: <MAT> An example is shown in <FIG>, which illustrates a driving scenario <NUM> having an ego vehicle (VEGO) that detects an obstacle <NUM> in the driving path or area of the ego vehicle. For example, the ego vehicle can detect the obstacle <NUM> based on input from one or more sensors on the ego vehicle, as described above, or from sensor data that may be received from other vehicles, infrastructure, etc., in V2X communications. In an example, the ego vehicle can also detect receiving vehicles RV1, RV2 based on their BSM transmissions. The ego vehicle can create a sensor-related message to indicate existence of the obstacle, and/or can determine a message range for transmitting the sensor-related message to receiver vehicles within the message range. For example, ego vehicle can determine the message range as SSD using the maximum of the received velocities from RV1, RV2 (e.g., max(VRV1, VRV2)), e.g., which may be used as VBSM,MAX in the above formula.

In an example, in determining the SSD at Block <NUM>, optionally at Block <NUM>, the SSD can be determined based on a speed of the obstacle. In an aspect, SSD determining component <NUM>, e.g., in conjunction with processor(s) <NUM>, memory <NUM>, transceiver <NUM>, communicating component <NUM>, etc., can determine the SSD based on speed of the obstacle. For example, SSD determining component <NUM> can determine the speed of the obstacle based on input from one or more sensors <NUM>, as described. For example, the one or more sensors <NUM> can detect and report, to SSD determining component <NUM>, to speed of the obstacle. In another example, the one or more sensors <NUM> can report, to SSD determining component <NUM>, a position or location of the obstacle over multiple time periods, from which SSD determining component <NUM> can determine a detected proximity over the multiple time periods and thus a speed of the obstacle. In another example, the one or more sensors <NUM> can include velocity sensors that can determine and report a velocity of the obstacle. In yet another example, one or more other vehicles, infrastructure devices, etc., can report the speed of the obstacle (e.g., in BSMs or other messages) to SSD determining component <NUM>. In yet another example, the obstacle can be a vehicle or other object that can transmit, to SSD determining component <NUM>, BSMs indicating the speed of the obstacle and/or parameters from which the speed can be determined (e.g., position or location at certain points in time), etc..

In an example, SSD determining component <NUM> can determine the SSD for the second vehicle (e.g., receiver vehicle <NUM>) based on the speed of the second vehicle and the speed of the obstacle (VHAZARD) using a formula similar to the following: <MAT> An example is shown in <FIG>, which illustrates a driving scenario <NUM> having an ego vehicle (VEGO) that detects an obstacle <NUM>, which can be another vehicle (RV2) in the driving path or area of the ego vehicle. For example, the ego vehicle can detect the obstacle <NUM> (RV2), and/or speed thereof (VHAZARD), based on input from one or more sensors on the ego vehicle, BSMs received from the obstacle (where the obstacle is a vehicle), etc., as described above. In another example, the ego vehicle can also detect receiving vehicle RV1 based on its BSM transmissions. In an example, based on detecting the obstacle (RV1), the speed of the obstacle (RV1), the speed of the other vehicle (RV2), the computed SSD, etc., the ego vehicle can create a sensor-related message to indicate existence of the obstacle, and/or can determine a message range for transmitting the sensor-related message to receiver vehicles within the message range. For example, ego vehicle can determine the message range as SSD using the sum of the received velocities from receiving vehicle RV1, and the obstacle RV2 (e.g., VRV1 + VRV2) (e.g., as VBSM,MAX in the above formula).

In an example, in determining the SSD at Block <NUM>, optionally at Block <NUM>, the SSD can be determined based on one or more detected conditions. In an aspect, SSD determining component <NUM>, e.g., in conjunction with processor(s) <NUM>, memory <NUM>, transceiver <NUM>, communicating component <NUM>, etc., can determine the SSD based on one or more detected conditions. For example, the one or more detected conditions can include conditions detected by the first vehicle (e.g., vehicle <NUM>), conditions detected by the second vehicle (e.g., vehicle <NUM>), which can be communicated to the first vehicle (e.g., in BSMs), and/or the like. The detected conditions, for example, can include detected road conditions, such as weather conditions (e.g., precipitation, wind, road friction, etc.). As described, for example, the detected road conditions can be determined by sensors <NUM> on the vehicle, received in messages from the receiver vehicles (e.g., in application-layer messages), and/or the like. In another example, the detected conditions can include internal vehicle conditions of the receiver vehicles (e.g., brake status, tire pressure, etc.), or other conditions detected by vehicle <NUM> or received in messages from the receiver vehicles. In any case, the detected road or vehicle conditions can affect the effective SSD of the vehicle. Thus, in one example, SSD determining component <NUM> can adjust the SSD by an explicit margin based on one or more detected road or vehicle conditions. For example, SSD determining component <NUM> can adjust the SSD by increasing PRT, t, or both (in the above formulas).

In an example, SSD determining component <NUM> can determine the detected conditions based on wiper status, road friction, rain sensor information, etc. detected at the first vehicle (vehicle <NUM>) and/or the second vehicle (receiver vehicle <NUM>). As described, where the conditions are detected by the second vehicle (e.g., receiver vehicle <NUM>), the second vehicle can send one or more messages to the first vehicle (e.g., vehicle <NUM>) notifying of the conditions or related parameters. In another example, SSD determining component <NUM> can determine the detected conditions based on brake status information (e.g., anti-lock brake system status, stability control status, traction control status, etc.), tire status information (e.g., tire pressure, which can be as a function of indicated tire temperature or otherwise, tire leakage rate, wheel status, etc.) of the first vehicle (e.g., vehicle <NUM>) or as received from the second vehicle (e.g., receiver vehicle <NUM>). In any case, for example, different detected conditions and/or associated condition values can have an associated SSD adjustment, which SSD determining component <NUM> can determine based on the detected conditions or associated values and/or apply in determining the SSD (e.g., by summing the SSD adjustments to determine ΔSSD).

In an example, SSD determining component <NUM> can determine the SSD for the second vehicle (e.g., receiver vehicle <NUM>) based on the speed of the second vehicle and/or the speed of the obstacle (VHAZARD) and/or by adjusting the SSD (by ΔSSD) to account for detected conditions using a formula similar to the following: <MAT> An example is shown in <FIG>, which illustrates a driving scenario <NUM> having an ego vehicle (VEGO) that detects an obstacle <NUM>, which can be another vehicle (RV2) in the driving path or area of the ego vehicle. For example, the ego vehicle can detect the obstacle <NUM> (RV2), and/or speed thereof (VHAZARD), based on input from one or more sensors on the ego vehicle, BSMs received from the obstacle (where the obstacle is a vehicle), etc., as described above. In an example, the ego vehicle can also detect receiving vehicle RV1 based on its BSM transmissions. In addition, for example, the ego vehicle can also detect one or more conditions, such as rain <NUM>, which can be based on information from sensors on the ego vehicle, messages received from one or more receiver vehicles, etc. The ego vehicle can create a sensor-related message to indicate existence of the obstacle, and/or can determine a message range for transmitting the sensor-related message to receiver vehicles within the message range. For example, ego vehicle can determine the message range as SSD using the sum of the received velocities from receiving vehicle RV1, and the obstacle RV2 (e.g., VRV1 + VRV2) (e.g., in the above formula). In this regard, for example, the ego vehicle can adjust the SSD based on detected conditions (e.g., to provide a safety margin for the SSD).

In method <NUM>, at Block <NUM>, a message including a notification of the obstacle can be transmitted to the second vehicle and where the SSD is within a threshold. In an aspect, communicating component <NUM>, e.g., in conjunction with processor(s) <NUM>, memory <NUM>, transceiver <NUM>, etc., can transmit, to the second vehicle (e.g., receiver vehicle <NUM>) and where the SSD is within the threshold, the message including the notification of the obstacle. For example, the message can be a sensor-related message, as described herein, to warn or notify of the obstacle. The message can include an indication of the obstacle and/or other obstacle information, such as location, distance, speed, size, classification (e.g., vehicle, stationary obstacle, etc.), parameters used to determine existence of the obstacle (e.g., road conditions), and/or the like. For example, the message can be another BSM, CAM, or other message communicated between vehicles over a sidelink. In addition, for example, the threshold can be a fixed value for all detected vehicles or can be different per vehicle, per vehicle type, per driving scenario, per location (e.g., per country, state, city, road, etc.), and/or the like. In another example, the threshold can be configured for the vehicle <NUM> by a base station or other network configuration, etc..

In an example, transmitting the message can include determining a message range for applying the message (e.g., based on the computed SSD for one or more vehicles). For example, the sensor-related message can be an application layer message transmitted to one or more receiving vehicles and can include (e.g., as a parameter) a message range for applying the message based on the SSD. As such, for example, receiving vehicles can receive the message (e.g., when within physical range to receive the message), and the receiving vehicles can determine whether to apply the message at a physical layer based on the intended message range indicated in the message. In this example, the message can be appropriately delivered to receiving vehicles to allow the receiving vehicles to be notified of the obstacle. The receiving vehicles can take further action based on the notification, such to trigger avoidance (e.g., whether the vehicle is human-driven or autonomously-driven), or other display or usage of the notification.

<FIG> is a block diagram of a MIMO communication system <NUM> including UEs <NUM>-a, <NUM>-b. The MIMO communication system <NUM> may illustrate aspects of the wireless communication access network <NUM> described with reference to <FIG>. The UE <NUM>-a may be an example of aspects of the UE <NUM> described with reference to <FIG>. The UE <NUM>-a may be equipped with antennas <NUM> and <NUM>, and the UE <NUM>-b may be equipped with antennas <NUM> and <NUM>. In the MIMO communication system <NUM>, the UEs <NUM>-a, <NUM>-b may be able to send data over multiple communication links at the same time. Each communication link may be called a "layer" and the "rank" of the communication link may indicate the number of layers used for communication. For example, in a 2x2 MIMO communication system where UE <NUM>-a transmits two "layers," the rank of the communication link between the UE <NUM>-a and the UE <NUM>-b is two.

At the UE <NUM>-a, a transmit (Tx) processor <NUM> may receive data from a data source.

The UE <NUM>-b may be an example of aspects of the UEs <NUM> described with reference to <FIG>. At the UE <NUM>-b, the UE antennas <NUM> and <NUM> may receive the signals from the UE <NUM>-a (e.g., over a sidelink) and may provide the received signals to the modulator/demodulators <NUM> and <NUM>, respectively. Each modulator/demodulator <NUM> through <NUM> may condition (e.g., filter, amplify, downconvert, and digitize) a respective received signal to obtain input samples. Each modulator/demodulator <NUM> through <NUM> may further process the input samples (e.g., for OFDM, etc.) to obtain received symbols. A MIMO detector <NUM> may obtain received symbols from the modulator/demodulators <NUM> and <NUM>, perform MIMO detection on the received symbols, if applicable, and provide detected symbols. A receive (Rx) processor <NUM> may process (e.g., demodulate, deinterleave, and decode) the detected symbols, providing decoded data for the UE <NUM>-b to a data output, and provide decoded control information to a processor <NUM>, or memory <NUM>.

At the UE <NUM>-b, a transmit processor <NUM> may receive and process data from a data source. The symbols from the transmit processor <NUM> may be precoded by a transmit MIMO processor <NUM> if applicable, further processed by the modulator/demodulators <NUM> and <NUM> (e.g., for SC-FDMA, etc.), and be transmitted to the UE <NUM>-a in accordance with the communication parameters received from the UE <NUM>-a. At the UE <NUM>-a, the signals from the UE <NUM>-b may be received by the antennas <NUM> and <NUM>, processed by the modulator/demodulators <NUM> and <NUM>, detected by a MIMO detector <NUM> if applicable, and further processed by a receive processor <NUM>.

The processor <NUM> may in some cases execute stored instructions to instantiate a communicating component <NUM> (see e.g., <FIG> and <FIG>).

The components of the UEs <NUM>-a, <NUM>-b may, individually or collectively, be implemented with one or more ASICs adapted to perform some or all of the applicable functions in hardware. Similarly, the components of the UE <NUM>-a may, individually or collectively, be implemented with one or more ASICs adapted to perform some or all of the applicable functions in hardware.

The functions described herein may be implemented in hardware, software, or any combination thereof. For example, due to the nature of software, functions described above can be implemented using software executed by a specially programmed processor, hardware, hardwiring, or combinations of any of these. " That is, unless specified otherwise, or clear from the context, the phrase, for example, "X employs A or B" is intended to mean any of the natural inclusive permutations. That is, for example the phrase "X employs A or B" is satisfied by any of the following instances: X employs A; X employs B; or X employs both A and B. Also, as used herein, including in the claims, "or" as used in a list of items prefaced by "at least one of" indicates a disjunctive list such that, for example, a list of "at least one of A, B, or C" means A or B or C or AB or AC or BC or ABC (A and B and C).

Claim 1:
A method (<NUM>) for wireless communication of vehicle-to-anything, V2X, messages performed by a first vehicle (<NUM>), comprising:
detecting (<NUM>) presence of an obstacle in a driving path of a second vehicle;
determining (<NUM>) a sight stopping distance between the second vehicle and the obstacle; and
transmitting (<NUM>), to the second vehicle, where the second vehicle is within a message range of the first vehicle, and where the sight stopping distance between the second vehicle and the obstacle is within a threshold, a message including a notification of the obstacle, wherein determining the sight stopping distance is based at least in part on an oncoming speed of the second vehicle, a location of the obstacle and a detected speed of the obstacle,
wherein the message range is a function of the sight stopping distance.