Certain aspects of the present disclosure provide techniques for sidelink communication. A method that may be performed by a user equipment (UE) includes selecting a modulating and coding scheme (MCS) and a transmission power based on a configured dependency between one or more candidate MCSs and one or more candidate transmission powers, and transmitting, via a sidelink channel, one or more frames using the selected MCS and the selected transmission power.

Wireless communication in 5G or 6G, between vehicles (V2V) and other entities (V2X), offers vast opportunities for collision avoidance and improved traffic flow. Many of these opportunities depend on localizing and identifying particular wireless entities (vehicle, pedestrian, base station, toll booth, security gate, among innumerable others). However, due to vehicle motion, the spatial resolution achievable with satellite signals such as GPS, is generally too poor (several meters) to reliably localize a particular wireless entity, inhibiting many applications. Greatly improved localization may be achieved by arranging for multiple vehicles to acquire the satellite signals at the same time from the same satellites. They then transmit parameters of the satellite signals to a calculating entity (such as one of the vehicles) which then processes the data differentially, determining the relative distances between vehicles. Many errors and uncertainties may thereby cancel. The calculating entity can then broadcast a message indicating the coordinates and wireless addresses of the vehicles. With sub-meter spatial resolution, vehicle localization may be improved, cooperation between vehicles may be enabled, and many collisions may be avoided, saving countless lives, according to some embodiments.

Autonomous vehicles may communicate with each other in 5G or 6G to avoid hazards, mitigate collisions, and facilitate the flow of traffic. However, for cooperative action, each vehicle must determine the wireless address of other vehicles in proximity, so that they can communicate directly with each other. It is not sufficient to know the wireless address alone; the wireless address must be associated with an actual vehicle in view. Methods disclosed herein enable vehicles to exchange messages that specify the distances and angles of other vehicles in view. Then, each vehicle compares the other vehicle's measurements with its own, along with each vehicle's wireless address. Using an AI-based map-merging algorithm, one or more vehicles can produce a full traffic map from the fragmentary local maps of each vehicle's viewpoint.

Autonomous vehicles are required to communicate with each other in 5G or 6G, to avoid hazards, mitigate collisions, and facilitate the flow of traffic. However, for cooperative action, each vehicle must determine the wireless address and position of other vehicles in proximity, so that they can communicate directly with each other. It is not sufficient to know the wireless address alone; the wireless address must be associated with an actual vehicle in view. Methods disclosed herein enable vehicles to simultaneously acquire 360-degree images of other vehicles in traffic, and transmit those images wirelessly along with their wireless addresses. The various images are then “fused” by identifying objects that are viewed from at least two directions, and calculating their positions by triangulation. The resulting traffic map, or a listing of the vehicle positions, is then broadcast along with the wireless addresses of the vehicles The vehicles can then determine which wireless address belongs to which of the vehicles in proximity, and can thereby cooperate with each other to avoid accidents and facilitate the flow of traffic.

Autonomous vehicles may communicate with each other in 5G or 6G to avoid hazards, mitigate collisions, and facilitate the flow of traffic. However, for cooperative action, each vehicle must determine the wireless address of other vehicles in proximity, so that they can communicate directly with each other. It is not sufficient to know the wireless address alone; the wireless address must be associated with an actual vehicle in view. Methods disclosed herein enable vehicles to exchange messages that specify the distances and angles of other vehicles in view. Then, each vehicle compares the other vehicle's measurements with its own, along with each vehicle's wireless address. Using an AI-based map-merging algorithm, one or more vehicles can produce a full traffic map from the fragmentary local maps of each vehicle's viewpoint. With the full traffic map, each vehicle can determine which wireless address belongs to which of the vehicles in view. The vehicles can then cooperate effectively to avoid accidents and to facilitate the flow of traffic.

Wireless communication in 5G or 6G, between vehicles (V2V) and other entities (V2X), offers vast opportunities for collision avoidance and improved traffic flow. Many of these opportunities depend on localizing and identifying particular wireless entities (vehicle, pedestrian, base station, toll booth, security gate, among innumerable others). However, due to vehicle motion, the spatial resolution achievable with satellite signals such as GPS, is generally too poor (several meters) to reliably localize a particular wireless entity, inhibiting many applications. Greatly improved localization may be achieved by arranging for multiple vehicles to acquire the satellite signals at the same time from the same satellites. They then transmit parameters of the satellite signals to a calculating entity (such as one of the vehicles) which then processes the data differentially, determining the relative distances between vehicles. Many errors and uncertainties may thereby cancel. The calculating entity can then broadcast a message indicating the coordinates and wireless addresses of the vehicles. With sub-meter spatial resolution, vehicle localization may be improved, cooperation between vehicles may be enabled, and many collisions may be avoided, saving countless lives, according to some embodiments.

The present disclosure relates to methods and systems to manage traffic density in a transportation system, and by doing so, maintain, in one embodiment, traffic flows near optimum levels to maximize road capacity and minimize travel times. The method includes, in one embodiment, a mechanism for vehicles to request road access from a centralized control, a queuing system that allows road access to be granted to individual vehicles over an extended period of time in a fair and organized fashion, a measurement system that allows traffic flow and density throughout the system to be determined in real-time, and an enforcement and fraud prevention mechanism to ensure that the rules and permissions imposed by the system are followed.

Systems and methods are provided for increasing the geospatial resolution of traffic information by dividing known location intervals into a fixed number of sub-segments not tied to any one map providers format, efficient coding of the traffic information, and distribution of the traffic information to end-user consuming devices over one or more of a satellite based broadcast transport medium and a data communications network. Exemplary embodiments of the present invention detail a nationwide traffic service which can be encoded and distributed through a single broadcast service, such as, for example, an SDARS service, or a broadcast over a data network. Exemplary embodiments include aggregating the traffic data from segments of multiple location intervals, into predefined and predetermined flow vectors, and sending the flow vectors within a data stream to users. Confidence levels obtained from raw traffic data can both (i) be disclosed to drivers/users to supplement a very low signal (or no signal) speed and congestion report, and (ii) can also be used in various system algorithms that decide what local anomalies or aberrations to filter out as noise, or to disclose as accurate information and thus more granularly depict the roadway in question (and use additional bits to do so) as an actual highly localized traffic condition.

A device, system and method for controlling autonomous vehicles using a visual notification device. A movement detector is used to detect a user gesture of a user. A controller in communication with the movement detector is used to control a visual notification device to provide a visual indication of the user gesture combined with authentication data stored at a memory, to visually instruct the autonomous vehicle to perform an action associated with the user gesture upon verification of the authentication data.

An emergency vehicle notification system includes an emergency vehicle sensor having functionality for detecting a siren or strobe light emanating from an emergency vehicle. A driver notification unit is positioned within the vehicle and provides an audiovisual indication to a driver that an emergency vehicle is approaching. Both the sensor and the notification unit are linked to a controller having a vehicle communication unit. The vehicle communication unit communicates directly with an electronic component of the automobile to allow the controller to issue a warning over the automobiles radio or visual display system.