CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The present application is a non-provisional filing of, and claims benefit under 35 U.S. C. §119(e) from, U.S. Provisional Patent Application Serial No. 62/532,841, entitled "METHOD FOR POWER ADAPTATION OF THE ENVIRONMENT PERCEPTION SYSTEM," filed July 14, 2017, the entirety of which is incorporated herein by reference.

BACKGROUND

[0002] Environment perception sensors, computers, and algorithms use energy to run. Combustion engine vehicle manufacturers struggle with reducing emissions and related energy consumption, while electric vehicle manufacturers struggle to increase the driving range of their vehicles.

[0003] US Patent Application 2017/050618 discloses a method and system for reducing power consumption for a smart entry vehicle door handle.

[0004] Chinese Patent Application CN106427590A discloses a vehicle mileage calculation method and display system.

[0005] Japanese Patent Application JP2016162383A discloses a method for preventing a train from going to the next station if an object is detected on the tracks between the two stations.

Sensor interference

[0006] In the near future, autonomous and highly-automated vehicle traffic may comprise a majority of the traffic on roads. As a result, there will be a lot of environment perception sensors emitting microwave radiation as well as infrared light pulses around. It seems likely that if trends continue, noise levels may increase, and signal quality may degrade in such environments.

[0007] Sensors may be very heterogeneous, depending on the function or situation of the vehicle. Some sensors switch a frequency sub-band within a maximum allowed total bandwidth. This switch may be done to avoid being disturbed or to avoid changing the field of view by switching between two antenna modes.

[0008] Radars may cause electromagnetic interference in other electronic equipment (e.g., hospital equipment). The threshold for these effects are often well below guidance levels for human exposure to RF fields. Additionally, radar may cause interference in certain medical devices, such as cardiac pacemakers and hearing aids.

[0009] Furthermore, the increased use of automotive radar has raised concerns, e.g., the National Radio Astronomy Observatory (NRAO) argues that vehicular radar may interfere with radio astronomy receivers over distances up to approximately 60 miles.

SUMMARY

[0010] Some embodiments of a method performed at an autonomous vehicle (AV) may include: monitoring contextual and environmental parameters of the AV; receiving a power restriction message from at least one of a road side unit (RSU), a traffic light, or a remote server, wherein the power restriction message includes location-based information regarding a geographical area and corresponding power restriction information for the geographical area; and applying a power mode based on the power restriction message and the contextual and environmental parameters.

[0011 ] In some embodiments, applying the power mode may include: determining the power mode based on the power restriction message and the contextual and environmental parameters; and activating the determined power mode.

[0012] In some embodiments, the contextual and environmental parameters may include weather data and determining a power mode based on the power restriction message and the contextual and environmental parameters may include determining, based on the weather data, if a weather condition exists within a threshold distance of the AV.

[0013] In some embodiments, a method may further include: analyzing a plurality of sensor readings; and determining whether a degradation occurred for the plurality of sensor readings based on the analysis of the plurality of sensor readings, wherein determining the power mode may further include determining the power mode based on whether a degradation occurred for the plurality of sensor readings.

[0014] In some embodiments, a method may further include making a plurality of interference calculations that correspond to a plurality of AV sensors, and determining the power mode may further include determining the power mode based on the plurality of interference calculations.

[0015] In some embodiments, a method may further include setting a power level of a sensor of the AV based on the power mode.

[0016] In some embodiments, a method may further include setting a sampling rate of a sensor of the AV based on the power mode.

[0017] In some embodiments, a method may further include determining a location of the AV. [0018] In some embodiments, the corresponding power restriction information for the geographical area may include information regarding a maximum power level.

[0019] In some embodiments, the corresponding power restriction information for the geographical area may include information regarding a respective maximum power level for each of a plurality of frequency bands.

[0020] In some embodiments, a method may further include switching a frequency of a sensor of the AV to a frequency band of the plurality of frequency bands such that the sensor operates within the respective maximum power level for that frequency band.

[0021] In some embodiments, the location-based information regarding a geographical area may include location coordinates that define the geographical area.

[0022] In some embodiments, applying the power mode may further include: determining whether the AV is within the geographical area; and activating the power mode if the AV is within the geographical area.

[0023] In some embodiments, applying the power mode may further include: determining whether the AV is within the geographical area; and activating a previous power mode if the AV is not within the geographical area.

[0024] In some embodiments, applying the power mode may further include applying the power mode for a power mode duration.

[0025] In some embodiments, a method may further include: determining the power mode duration, wherein determining the power mode duration may include at least one of calculating the power mode duration or receiving the power mode duration in the power restriction message; and applying a previous power mode after the power mode duration elapses, the previous power mode being different than the power mode.

[0026] In some embodiments, receiving the power restriction message may further include receiving the power restriction message from the traffic light, and the method may further include determining the power mode duration based on signal timing information, wherein the corresponding power restriction information in the power restriction message may include the signal timing information regarding a timing of the traffic light.

[0027] In some embodiments, receiving the power restriction message may further include receiving the power restriction message from the traffic light, and the corresponding power restriction information in the power restriction message may include signal phase information regarding a phase of the traffic light.

[0028] In some embodiments, the contextual and environmental parameters may include a vehicle speed of the AV. [0029] In some embodiments, the power mode is selected from the group consisting of minimal power mode, normal power mode, high power mode, restricted power mode, and weather optimized mode.

[0030] In some embodiments, a method may further include transmitting, to a second AV, information regarding the power mode of the AV.

[0031 ] In some embodiments, a method may further include receiving, from a second AV, information regarding a power mode of the second AV.

[0032] In some embodiments, an apparatus may include a processor and a non-transitory computer- readable medium storing instructions that are operative, when executed by the processor, to perform a method listed above.

BRIEF DESCRIPTION OF THE DRAWINGS

[0033] A more detailed understanding may be had from the following description, presented by way of example in conjunction with the accompanying drawings.

[0034] FIG. 1 is an example plan view schematic of a vehicle showing different sensor coverage areas around a vehicle in accordance with some embodiments.

[0035] FIG. 2 is an example plan view schematic of a regional map indicating different power modes for different areas and conditions in accordance with some embodiments.

[0036] FIG. 3 is a flowchart of an example process of power mode switching in accordance with some embodiments.

[0037] FIG. 4 is a block diagram illustrating an example process flow for processing sensor readings for object classification by way of an example power scheme management system in accordance with some embodiments.

[0038] FIG. 5 is a block diagram illustrating an example power scheme management system in accordance with some embodiments.

[0039] FIG. 6 is a diagram illustrating an example message sequence for three driving modes in accordance with some embodiments.

[0040] FIG. 7 is a diagram illustrating an example message sequence for sending and receiving power scheme message broadcasts in accordance with some embodiments.

[0041 ] FIG. 8 is a flowchart illustrating an example process in accordance with some embodiments. [0042] FIG. 9 is a flowchart illustrating an example process in accordance with some embodiments. [0043] FIG. 10 depicts an example wireless transmit/receive unit (WTRU) that may be used within a communications system in accordance with some embodiments.

[0044] FIG. 11 depicts an exemplary network entity that may be used within a communication system in accordance with some embodiments.

[0045] The entities, connections, arrangements, and the like that are depicted in— and described in connection with— the various figures are presented by way of example and not by way of limitation. As such, any and all statements or other indications as to what a particular figure "depicts," what a particular element or entity in a particular figure "is" or "has," and any and all similar statements— that may in isolation and out of context be read as absolute and therefore limiting— may only properly be read as being constructively preceded by a clause such as "In at least one embodiment,...." For brevity and clarity of presentation, this implied leading clause is not repeated ad nauseum in the detailed description of the drawings.

DETAILED DESCRIPTION

[0046] Systems and methods described herein in accordance with some embodiments adjust dynamically sensor power mode(s) based on contextual and environmental conditions such as, e.g., host vehicle (such as autonomous vehicle (AV) or electric vehicle (EV)) speed, interference, or radiation sensitivity. Systems and methods disclosed herein in accordance with some embodiments are implemented by a host vehicle (such as an AV) sensor system to switch modes to adapt power consumption and power usage. In some embodiments, power modes may be optimized for power savings and performance. In some embodiments, modes may be switched based on internal host vehicle sensor information, which may include location information (such as information retrieved from maps) or external trigger conditions retrieved via a V2X communication channel. In some embodiments, power management may occur, e.g., only if monitoring power and changing power modes may be performed safely and if sensor information may be reduced without compromising in-vehicle system performance (e.g., Advanced Driver Assistance Systems (ADAS) or automated driving performance).

[0047] An Autonomous Vehicle (AV) (or any vehicle with an advanced sensor system) may, e.g., use a set of environment perception sensors to operate. To perform perception measurements for many previous systems, a sensor, a set of communication interfaces, and associated data processing capability may be used. Such items consume power (or energy) and transmit electromagnetic radiation into the environment.

[0048] In city environments where density of sensor-equipped host vehicles (e.g., AVs or EVs) may be high, a large number of perception sensors may be active in the same area. In some embodiments, a minimal power mode (or scheme) may be used, e.g., to reduce power radiation. Airports, hospitals, and military equipment may be sensitive to power radiation. For certain such environments and conditions, in accordance with some embodiments, sensors and associated systems may be switched off or to limited power mode, which may be communicated via V2X communication.

[0049] In some embodiments, a host vehicle (e.g., an AV or EV) onboard computer may dynamically adjust a power scheme (or power mode) using map data or data from roadside units (RSUs). In some embodiments, a host vehicle computer may determine (e.g., calculate) interference from other sensor units (such as radar or LIDAR) associated with adjacent host vehicles and set the mode for all sensor types or, in some embodiments, particular sensor units. The mode may be selected based on whether, e.g., a government and/or health official has established a restricted-power area for an area in which the host vehicle is located. In some embodiments, a host vehicle may receive a signal phase and timing (SPaT) and/or map data (MAP) message containing traffic light timing data and may determine (e.g., calculate) the time remaining in a traffic light cycle until a traffic light illuminates a green light.

[0050] Many AVs may be electric vehicles in the future. Host vehicles (such as AVs or EVs) are equipped with a multitude of sensors, and the number of sensors is expected to increase. These sensors may be high-powered and thus use a lot of power, which impacts battery usage. Electrical Design News (EDN) article B. Schweber, Power the Autonomous Car, EDN (July 13, 2015), available at http://www.edn.com/electronics-blogs/power-points/4439903/Po wering-the-autonomous-car states that autonomous vehicles "will require a lot of electrical power for all those high-profile sensors...and even more for the less-obvious but enormous computational MIPS needed to process the huge amounts of data from them."

[0051] A host vehicle's sensor system detection range may be increased as vehicle's speed is increased. To achieve this increased detection capability, transmission power and detector sensitivity may be increased for higher vehicle speeds. Nevertheless, increased vehicle speed shortens the reaction time, which decreases processing time. Decreases in processing time may increase processing capacity requirements and increase power consumption. In some embodiments, long detection ranges may not be used inside the cities and traffic jams, where vehicle velocity is very low.

[0052] FIG. 1 is an example plan view schematic of a vehicle showing different sensor coverage areas around a vehicle in accordance with some embodiments. The patterned areas in FIG. 1 depict typical coverage areas for different perception sensor systems. Adaptive cruise control 102 (with coverage areas shown as solid black) may use a long-range radar sensor, while emergency braking, pedestrian detection, and collision avoidance systems 104 (with coverage areas shown with dark vertical lines) may use LIDAR sensors. Traffic sign recognition 106, lane departure warning 108, surround view 110, and park assistance systems 112 (with coverage areas shown with horizontal and cross-hatched lines) may use camera sensors. Cross traffic alert 114, blind spot detection 116, and rear collision warning systems 118 (with coverage areas shown with vertical lines) may use short- and medium-range radar sensors. Park assist systems 120 (with coverage areas shown with diagonal lines) may use ultrasound sensors.

[0053] Adverse weather conditions may also increase power demands to counteract signal attenuation due to water vapors and droplets moving between targets and sensors. As the concentration of sensor- equipped vehicles in an area increases, the total amount of radiation may also increase. Also, sensor emissions or noise levels (e.g., from automotive radars and LIDARs) may increase and degrade performance of host vehicle sensor systems.

[0054] Mutual interference between automotive sensors (such as radar) is an area of research because more cars are being equipped with radar for the use in driver assistance functions and improving comfort or safety. Averaged market penetration forecasts predict a total radar penetration rate (RPR) of about 57% in the year 2030 for the worldwide car stock. This increased RPR may result in a higher probability for radars to experience interference and may lead to higher received interference powers.

[0055] The investigation of mutual interference and countermeasures was one topic of the joint project "Radar on Chip for Cars" (RoCC). Traffic density and the percentage of vehicles equipped with radar sensors is projected to increase. Results show the appearance of ghost targets and an increase of the noise or interference level in the radar receiver. If two sensors directly face each other, very high signal strengths of interference signals may occur.

[0056] LIDAR interference issues have also been studied. With the growing number of autonomous vehicles equipped with a LIDAR scanner operated close to each other at the same time, the LIDAR scanner has a higher probability of receiving laser pulses from other LIDAR scanners.

[0057] Electrical radiation levels may be reduced around sensitive areas (such as military, airports, and hospitals) to reduce disturbance radiation levels of automotive sensors because of unwanted disturbances. Also, these areas may have reduced speed limits, where vehicle sensors may not need to operate at full power. Also, there may be public health concerns, with associated radiative (electrical) pollution reductions, especially in densely populated areas, such as downtown areas (or city centers) where speed limits are low. Many systems do not use power management and thus may not be capable of adjusting sensor system capabilities to match driving conditions or environmental requirements.

[0058] Many environment perception systems used in ADAS systems, automated driving systems, and automated vehicles may not use any adaptation for driving conditions. An increase of detection range and object detection accuracy may increase power consumption for both a sensor system and a signal processing system. If a vehicle is not moving or is moving at a very low speed, power (or energy) used for environment perception may be wasted. Both electric vehicles (EVs) and vehicles with combustion engines have a need for a perception system optimized to use less power while providing satisfactory performance. Adaptive power management may save power (or energy), thereby increasing operating range of an electric vehicle (EV) and/or decreasing fuel consumption by a combustion engine. More power may be used in adverse weather conditions to compensate for signal attenuation or a change in sensor temperature (such as heating of a sensor). Using such a higher power mode for a sensor under normal weather conditions may waste the extra power (or energy) and may decrease expected sensor life.

[0059] FIG. 2 is an example plan view schematic of a regional map indicating different power modes

(e.g., used by vehicles) for different areas and conditions in accordance with some embodiments. According to the example, vehicles in the diagram are labeled with power mode. The example power modes shown in

FIG. 2 that particular vehicles are currently experiencing include "M," "N," "H," "R," and "We". Here, "M" indicates minimal power mode. "N" indicates normal power mode. "H" indicates high power mode. "R" indicates restricted power mode. "We" indicates weather optimized power mode. "RSU" indicates a "roadside" unit. The term "roadside" is used as an example, and it should be noted that other units and descriptions for the units may be used. "RSUs," for example, may be positioned at or adjacent to a variety of locations including, e.g., roads, highways, parking lots, driveways, drive-throughs, and other locations where it may be appropriate to communicate information to vehicles. The regional map contains a city center (or downtown) area 202, as illustrated on the left side of FIG. 2. For this example, RSUs, e.g. RSU 204 are located along highways (or freeways) and roads around the edges of a downtown area 202. Other embodiments may have

RSUs located more frequently and along more roads in a city or region. In some embodiments, a traffic light

206 located in the downtown area may be associated with an RSU that may send and receive messages to and from nearby vehicles, such as those vehicles waiting for the traffic light to turn green. In some embodiments, a traffic light may communicate directly with a vehicle to send and receive messages.

According to the example, a bad weather system is moving through the area and is located on the southwest

(lower left) portion of FIG. 2, e.g., defining a bad weather region 208. According to the example, vehicles located in the bad weather region 208 are labeled with a "We" to indicate that those vehicles are in a weather optimized power mode. Vehicles located along a road that goes northwest (or upper-left portion of FIG. 2) are in minimal power mode because, e.g., those vehicles are exiting the downtown area along a surface street with a lower vehicle speed. An airport 210 is located along a highway/freeway that goes east (or towards the right). A restricted power area 212 is, e.g., located around the airport to reduce interference to air traffic control systems from vehicle sensors. In some embodiments, RSUs located near the restricted area may communicate with vehicles to broadcast the presence of the restricted power area. For example, a vehicle located in the restricted power area may be in restricted power mode, as indicated by an "R." In some embodiments, a vehicle on the highway 214 further east (or further to the right of FIG. 2) is in high power mode (as indicated by an "H") because, e.g., the vehicle is outside the restricted power area and traveling at a high rate of speed. For this example, the vehicles located, e.g., on a main road between the airport and downtown in the center of FIG. 2 are in normal power mode, as indicated by an "N." [0060] Adjusting a sensor's sampling rate may be a very efficient way to reduce the power used by a sensor. At low speeds or when an EV is not moving, power consumed by sensors may be a very high percentage (-50%) of overall EV battery consumption. Such an adjustment may affect the whole processing chain. For example, reducing the sampling rate of a LIDAR from one sample every 80 milliseconds (ms) to one sample every second may save 92% of the computing power (25 samples every two seconds vs. 2 samples every two seconds). In some embodiments, power schemes may be adapted to driving conditions to optimize the relationship between sensor performance and power consumption.

[0061] Table 1 below lists some example typical in-vehicle environment perception sensors, the number of sensors used, and power consumed. The number of sensors may be calculated for the sensor setup shown in FIG. 1. Sensor system power consumption estimation shows that for an example typical number of sensors, the total power requirement for the sensors is about 111 Watts (W). Active sensor power consumption is roughly 8 Watts/unit, where camera units consume approximately 2.5 Watts/unit. Power savings may be up to 60% by switching power modes under different scenarios.

[0062] Microprocessor power consumption in idle mode is about 40-80W, while full load is about 70- 210W.

[0063] While estimated computing power for host vehicle sensors may vary, e.g., by sensor, by sensors implemented by a particular vehicle, and by driving situation, some example estimates of computing power illustrate the potential challenges with power consumption. According to some example estimates, a total computing requirement for a self-driving vehicle (car) might be about 1 ,000,000 Dhrystone Millions of Instructions Per Second (DMIPS). For example, with an Intel Core i7 3960X producing about 177,000 DMIPS, to perform this example number of 1,000,000 DMIPS, at least six processors may be used to provide the computing power. At full capacity, power consumption is about 6 * 210W = 1260W, while idle power consumption is about 6 * 40W = 240W.

[0064] Comparing sensor system energy consumption to driving energy consumption illustrates how a sensor system may use a large portion of the total energy consumed. For example, for a small electric vehicle, typical energy consumption is about 0.14kWh/km. For a small electric vehicle with a 1.5kW sensory system, the proportion of sensor system energy consumption to total energy consumption (or driving energy) is largest at low speeds and decreases with higher vehicle speeds. For self-driving functions, image processing may be the most power intensive process and consume the most power. Methods of power adaptation disclosed herein may be used to achieve power savings. At larger velocities, e.g., approximately 40-80km/h, sensor system energy consumption may be about 15-25% of total drive energy. At lower velocities, e.g., approximately up to 20km/h, the proportion of potential power savings may be about half of the total power (or driving energy). Power savings may be 50% - 60% of the total power capacity. Up to 1.5kW in sensor and computing power may be saved for a self-driving vehicle.

[0065] Combustion engines may consume more power (or energy), and therefore, the proportion of power savings is smaller. At idle, diesel engines consume 0.6 liters/hour. A system consuming 1.5kW as a fuel corresponds to 0.3 liters/hour. Hence, a vehicle idling in traffic congestion may consume 1.5 times more fuel. Stated another way, a sensor system may be 50% of an engine's power (or energy) consumption.

[0066] Total shutdown of a sensory system (e.g., when a vehicle is not moving) may put a host vehicle in a state of being unable to determine when to power up the sensory system. Instead, for some embodiments, some sensors may make checks at a very low rate and use a very low level of power for processing while the main processing threads continue to sleep. In some embodiments, power scheme selection may be based on vehicle speed. For example, selection may be done according to the following table, Table 2:

[0067] Estimated power consumption for this example allocates 110W for sensor system setup and a range of 240W to 1250W for data processing. This relationship may be expressed for this example as the following example equation:

Estimated Power Consumption = P _setup + P _dat a processing [0068] For minimal power mode, estimated power consumption is 110W for sensor system setup plus 240W for data processing, which is 350W. For normal mode, estimated power consumption is 110W for sensor system setup plus 940W (75% of 1250W) for data processing, which is 1050W. For high power mode, estimated power consumption is 110W for sensor system setup plus 1250W for data processing, which is 1360W.

[0069] In some embodiments, sensor sampling rate may be adjusted based on driving environment. Some examples of sensor sampling rate adjustments including the following, in accordance with some embodiments. If, for example, a vehicle is traveling on a highway (or freeway), forward-looking sensors may use a high sampling rate but sideways and backward-looking sensors may use lower sampling rates (e.g., half the sampling rate used by sensors on other vehicles). If a vehicle is traveling in a downtown (or city center) area at very low speeds or not moving, long-range sensors (such as long-range radar) may be put in sleep mode. If a vehicle stops at a traffic light and receives signal phase information via V2X communication with the traffic light, all vehicle sensors may be put in minimal power mode and sensor sampling rates may be minimized. If the traffic light is about to change to green, vehicle systems may adjust power back to the previously used mode.

[0070] FIG. 3 is a flowchart of an example process of power mode switching in accordance with some embodiments. According to the example, a system may have five power modes: minimal power mode, normal power mode, high power mode, restricted power mode, and weather optimized power mode. In some embodiments, a process of power mode switching 300 includes the following steps. At 302, it is determined whether the vehicle is in a restricted area (e.g., a region designated as a restricted power zone). For example, the vehicle may receive a message indicating the location of a restricted area from RSU 204 shown in FIG. 2. If it is determined that the vehicle is in a restricted area, at 304 a restricted power mode is switched on (or "activated"); otherwise, at 306 it is determined whether there is a weather condition. In some embodiments, a host vehicle may determine a weather condition using one or more sensors. For example, the host vehicle may have a rain sensor or determine that visibility has decreased due to rain or fog by performing an analysis on sensor readouts. In some embodiments, a vehicle may receive (e.g., from RSU 204 or, e.g., from a weather or a map service) information regarding a weather condition. If it is determined that there is a weather condition, a weather optimized mode is switched on at 308; otherwise, at 310 it is determined if the vehicle velocity is zero. At 312, if the velocity has been determined to be zero a minimal power mode is switched on; otherwise, at 314 it is determined if the vehicle velocity is low. At 316, if the vehicle velocity has been determined to be low, a normal power mode is switched on; otherwise, at 318 it is determined if the vehicle is at a high velocity. At 320, if the vehicle velocity has been determined to be high, a high power mode is switched on; otherwise, at 322 a default power mode is switched on. In some embodiments, a low velocity may be defined, for example, by the speeds listed as "Urban Area Speeds" and "Main Road Speeds" in the preceding table, and a high velocity may be defined, for example, by the speeds listed as "Freeway / Highways," although of course these are merely examples and other definitions may be applied. In some embodiments, a minimal power mode may be switched if it is determined the vehicle velocity is below a threshold.

[0071] In some embodiments, power modes may be applied in order to optimize power consumption by switching off or lowering the power of some sensors and associated computing processors. In some embodiments, applying a power mode may include maintaining, switching on, or raising the power on other sensors and associated processors. As used herein, in some embodiments, "long range sensors" may refer to, e.g., the long range perceptive sensor systems as illustrated and described with respect to FIG. 1 (e.g., the adaptive cruise control 102). Accordingly, in such embodiments, "short range sensors" may refer to short range perceptive sensor systems as illustrated and described with respect to FIG. 1 (e.g., rear collision warning system 118). In some embodiments, some perception sensor systems may include multiple sensors of varying operating ranges. In such embodiments, "long range sensors" may refer to the sensors of one or more systems that are capable of collecting sensor data at farther distances from the host vehicle, while "short range sensors" may refer to the sensors of one or more systems that operate to gather sensor data regarding relatively shorter distances. In some embodiments, the range of a sensor may depend, e.g., on its transmission power. In such embodiments, long range sensors may refer to sensors operating at a higher power setting, while short range sensors may refer to sensors operating at lower power setting. In some embodiments, applying a power mode may include setting a power level of sensors, e.g., at or to or within a particular range.

[0072] The following are some example implementations of different power mode in accordance with some embodiments.

[0073] In some embodiments of minimal power mode, most sensors are switched off and associated computing processors switch to sleep mode. Sensing system sampling rates for the remaining sensors may be minimized. In some embodiments of minimal power mode, a system may adjust sensors to be capable of detecting only changes in host vehicle status (e.g., speed), which may be used as a trigger to send messages and/or signals to sensors and processors to exit sleep mode (or wake-up).

[0074] In some embodiments of normal power mode, long range sensors are in sleep mode and other sensors run in low power mode, where the power transmitted to sensors is minimized (or kept at the lowest power level setting).

[0075] In some embodiments of high power mode, long range sensors may be switched on and selected short range sensors may be switched off. Other sensors may use higher power to increase range and/or may increase system sampling rate to increase rates of perception due to higher vehicle speed. [0076] In some embodiments of restricted power mode, a host vehicle may use limited power. Restricted power mode may be used in areas which are sensitive to noise or where density of host vehicle is very high. Radar radiation may interfere with airport or military radars or may interfere with other host vehicle sensors and may cause an increased risk of accidents. In some embodiments, V2X communication may be used to set power restrictions. A restricted area may be indicated by map data or may be communicated adaptively to a vehicle via V2X communication, e.g., from a roadside unit (RSU). An RSU may be connected to a traffic light and provide signal phase information to a vehicle, which may be used to adapt sensor power management. In some embodiments of a restricted power mode, a host vehicle may adjust the power levels of individual sensors based on power restrictions (such as, e.g. maximum sensor power, signal amplitude, bandwidth, etc.) for different frequency bands.

[0077] In some embodiments, weather optimized mode may be used, e.g., in areas affected (or projected or expected to be affected) by a weather condition. Adverse weather conditions may cause some sensors to make inaccurate readings or to provide unusable information and such sensors may be turned off (e.g., LIDAR provides inaccurate or false readings in heavy rain). Other sensors may use more power to compensate for attenuation due to adverse weather conditions.

[0078] In some embodiments, a host vehicle may have a power management system capable of switching between multiple power schemes of a perception system. FIG. 4 is a block diagram illustrating an example process flow for processing sensor readings for object classification by way of an example power scheme management system in accordance with some embodiments. The example environment perception system shown in FIG. 4 has a hierarchical structure with raw sensor signals processed for object detection. According to the example shown in FIG. 4, a raw sensor signal is measured at Sensor 402 and signal preprocessing is performed at Signal Pre-Processing 404 on the raw sensor measurement. A pre-processed signal from 404 may be used to extract features of an environment at Feature Extraction 406. Extracted features from 406 may be used to detect and classify objects in an environment at Object Classification 408.

[0079] FIG. 5 is a block diagram illustrating an example power scheme management system in accordance with some embodiments. The example adaptive power management system 500 shows example in-vehicle environment perception processes that interface with a power management process 510. In some embodiments, sensor performance may be adjusted via a device driver that supports transmission power commands (e.g., adjusting power level settings) and system operation commands (such as total shutdown or wake-up commands).

[0080] At 501 , a sensor 502 may interface with a power management process 510 to receive messages or signals to adjust power level, sampling rate, and/or sensor power mode (e.g., powered on or off). At 503, signal pre-processing 504, feature extraction 506, and object classification 508 may also interface with a power management process 510 to receive messages adjusting sampling rate and sleep/wake-up mode. [0081] Sensor data statistical analysis 512, interference calculations 516, and velocity, location, and map data 520 may be used by a power scheme setting process. At 511 , a power scheme setting process 514 may interface with a power management process 510 and V2X communication 518 as part of communicating a power scheme within a vehicle and to other vehicles.

[0082] Adverse weather conditions may affect sensors differently. Sensor usability may be checked using statistical analysis methods. At 513, sensor data statistical analysis 512 may interface with a power scheme setting process 514.

[0083] In some embodiments, a decrease in camera image quality may be used to set a sensor power mode, power level, or sampling rate. In some embodiments, the number of object edges in an image may be used to determine image quality. In some embodiments, a stereo imaging process with left and right images of an environment may match pixels in the left image with a corresponding pixel in the right image and calculate a disparity value for the matched pixels. As image quality decreases, the number of successful matches between a left and right image may decrease. In some embodiments, thermal imaging may use a similar technique for an image quality check as a visible light camera.

[0084] In some embodiments, a system may identify performance degradation using analysis of sensor readings. For example, ice or water on a radar antenna may absorb more radar transmission energy as more ice or water is present. Sensor data quality may decrease, and as a result, sensor perception ability may be degraded. For example, image quality may decrease and objects may disappear, and objects may fail to be detected. In some embodiments, sensor data statistical analysis 512 may be used to perform an analysis on a plurality of readings from one or more sensors 502. For example, under clear conditions, a traffic environment may produce a certain level of echoes of radar signals, so a system may identify performance degradation as a decrease in the number and/or level of echo signals received by a detector (which may correspond to, e.g., a lower number of detected objects). In some embodiments, based on the analysis on the sensor readings, it is determined whether a degradation has occurred. A power mode may be determined (e.g., by the power scheme setting process 514) based on whether a degradation occurred. According to the example, the determined power mode is communicated to power management process 510. Sensor(s) 502 may receive messages from power management process 510 to adjust power level, sampling rate, and/or sensor power mode via interface 501.

[0085] Snow and rain located very close to a LIDAR sensor may result in ghost objects appearing on an image. Fog may cause the mean distance between objects in a LIDAR image to decrease. In some embodiments, a LIDAR system, which uses multi-echo technology, may have an increase in the number of signal echoes for fog, rain, and snow conditions, and this increase in echoes may be analyzed by sensor data analysis 512 to identify a degradation in system performance. [0086] If a sensor measures abnormal data that may not be used, the sampling rate of this sensor may be set to a very low rate or set to zero (e.g., in a sleep mode) to save power. The sensor may be checked periodically to determine if the measurement problem has gone away with an improvement in weather.

[0087] Messages with area restrictions of vehicle sensor power may be received from V2X communication with an RSU or cloud server. Area restrictions information also may be sent with map data. Such messaging may be used to set power restrictions adaptively or dynamically. For example, a military area may restrict disturbances from automotive sensors only at certain times. Instructions for area restrictions may include the maximum power which may be used.

[0088] FIG. 6 is a diagram illustrating an example message sequence for three driving modes in accordance with some embodiments. In some embodiments, the host vehicle (which may be an AV or EV) may adapt the power mode according to vehicle speed and weather conditions. For example, if a host vehicle is driving on a highway, the power mode may be set to high and if a host vehicle is driving on a street with a lower speed limit, the power mode may be set to normal. In some embodiments, each time a power mode is changed, a power scheme message may be broadcasted to other vehicles. A host vehicle may also receive broadcast messages from RSUs to switch to power modes (such as to minimal, normal, high, restricted, or weather optimized power mode).

[0089] The top set of messages 611 show an example of a scenario for a host vehicle driving in normal power mode in accordance with some embodiments. At 612, a host vehicle 602 reads sensors, e.g., located on the host vehicle. For example, host vehicle 602 may monitor contextual and environmental parameters (e.g. vehicle speed, weather conditions) using its sensors. At 614, the host vehicle 602 sets a power scheme. In some embodiments, setting a power scheme includes determining a power mode based on the contextual and environmental parameters. At 616, the power scheme may be broadcast, e.g., to other vehicle(s) such as to an Other Vehicle 610.

[0090] The middle set of messages 617 illustrate an example scenario for a host vehicle driving in a restricted area. In some embodiments, if a host vehicle comes to a power restricted area, the host vehicle 602 may receive a message from a communication unit (e.g., RSU 604), as shown at 624. The received message, for example, may contain instructions to adjust (e.g., reduce) the sensor transmission power. In some embodiments, e.g., alternatively, at 618, the host vehicle may check if it is approaching a restricted area by communicating with a remote service, such as a cloud service, e.g., map data cloud service 606. In some embodiments, the location of a host vehicle may be determined. At 620, the map data cloud service 606 may check restriction areas. For example, the current location of a host vehicle may be received or determined by map data cloud service 606 and the service may check for restriction areas with reference to the host vehicle. Of course, the current location of the host vehicle may also be determined locally at the host vehicle. The map data cloud service may check against restriction areas using, for example, the current location, surrounding locations, or a predicted future location of the vehicle for restriction areas. In some embodiments, future locations may be predicted, for example, by using information such as vehicle velocity, and/or map data such as vehicle route and the geographical layout of roads. At 622, the cloud service may reply with a power restriction message if it is determined that the vehicle has entered (or is about to enter) a restricted area. At 626, the host vehicle sets a power scheme based at least in part on the power restriction message. With a change in power mode, at 628 the host vehicle may broadcast an updated power scheme message to, e.g., an Other Vehicle 610. At 630, host vehicle 602 may check to determine if it is still in the restricted area. For example, a host vehicle may determine its current location (e.g., locally, e.g., through GPS apart from the cloud service) and check if that location is within the restriction area defined in the power restriction message. In some embodiments, a host vehicle 602 may receive updated power restriction messages from the map data cloud service 606 or RSU 604 regarding changes to restriction areas and/or their associated power restrictions. At 632, if the host vehicle leaves the restricted area, the host vehicle may switch back to normal power mode. At 634, the host vehicle may broadcast the switch in a power scheme message broadcast to, e.g. an Other Vehicle 610.

[0091] The bottom set of messages 635 illustrate an example scenario for a host vehicle at a traffic light. In the example, a host vehicle 602 drives around, checks map (or camera) data, and determines that there is a traffic light with an RSU located ahead. For example, based on, e.g., information on a map or a camera, the host vehicle can know (e.g., by determining based on map information) that it is approaching, e.g., a traffic light with, e.g., a communicating RSU), At 636, the host vehicle receives a signal phase message such as a Signal Phase and Timing (SPaT) message, which may include information about signal phase (e.g., is the signal currently green, yellow, or red). For example, if a host vehicle comes to a red traffic light, the host vehicle may receive (with, e.g., V2X or RSU communication) information about the signal phase and/or timing (as, e.g., a SPaT/MAP message). At 638, the host vehicle system stores or determines information indicating when the light will turn green. At 640, the host vehicle sets a power scheme. For example, the host vehicle may switch sensors to minimal power mode while the vehicle is waiting at the red light and not moving and may calculate the time remaining until the light turns green. In some embodiments of minimal power mode, vehicle perception sensors (e.g., radar and LIDAR) may reduce power consumption so as not to cause interference for other vehicles at the intersection. Based on messages received from an RSU or traffic light, the vehicle may start a countdown (e.g. a power mode duration) to turn on the sensors back on (e.g. to a previous power mode) when the light will turn green. If a traffic light is about to change to green (e.g. after the power mode duration elapses) , the vehicle may switch back to normal power mode. At 642, the host vehicle may broadcast the set power message scheme to, e.g., an Other Vehicle 610.

[0092] In some embodiments, a Signal Phase and Timing (SPaT) message (providing, e.g., information about the signal phase of, e.g., a traffic light) may be used by systems and methods described herein in accordance with some embodiments. SPaT messages are described, for example, in the ISO/TS 19091 :2017 Intelligent Transport Systems - Cooperative ITS - Using V2I and 12V Communications for Applications Related to Signalized Intersections standard, which is available at https://www.iso.org/standard/69897.html.

[0093] FIG. 7 is a diagram illustrating an example message sequence for sending and receiving power scheme message broadcasts in accordance with some embodiments. In some embodiments, a host vehicle (e.g., an AV or EV) receives power mode broadcast messages from vehicles located, e.g., within a threshold distance of the host vehicle (e.g., other vehicles 704a, 704b, 704c). As shown at 710, 712, and 714, a host vehicle 702 receives power mode broadcast messages from other vehicles 704a-c, respectively. At 716, the host vehicle may determine (e.g., calculate) whether there are interference issues with other vehicles e.g., based on how many other host vehicles are nearby and the respective heading of these vehicles. In some embodiments, for example, a host vehicle such as host vehicle 702 may utilize broadcast information from V2V communication capable vehicles- generally, for example, such vehicles broadcast information (e.g., continuously) such as their own coordinates, speed, heading, etc. in messages such as Basic Safety Messages. In some embodiments, the host vehicle 702 may determine (e.g., by calculating) the estimated probability for local mutual sensor interference based on the detailed information received, which may include details of each vehicle active sensor (e.g. frequency) and power usage. In some embodiments, if the probability for mutual interference is higher than a set threshold, the host vehicle may lower power usage. Additionally, the host vehicle may estimate interference for different scenarios (e.g., false positive detections for affected sensors) and may adjust the power level accordingly. At 718, the host vehicle 702 may set the power scheme based on the interference calculations, the received power scheme messages and how many host vehicles are, e.g., within a threshold distance of the host vehicle. At 720, 722, and 724, if there is a power mode change, the host vehicle may send sensor power mode messages to other nearby host vehicles, e.g., other vehicles 704a-c.

[0094] In some embodiments, a host vehicle may broadcast a message such as a power scheme message. Changes in power used by a host vehicle may have an effect on other vehicles, for example increasing a noise level. An RSU may monitor host vehicle power mode changes to verify that power changes do not violate power restrictions. In some embodiments, information may be integrated into a V2V Basic Safety Message (BSM) as additional data (beyond usual existing data such as e.g., vehicle location): vehicle ID, power scheme, and additional sensor information. Example power schemes may include off, minimal, normal, high, or modified due to weather. If the power mode is normal or high, the message may include additional sensor information (e.g., a list of sensors; sensor power; and sensor frequency band or wavelength).

[0095] In some embodiments, a host vehicle may receive a power restriction message. A power restriction message may include location-based information regarding a geographical area (e.g., a geofenced area) and corresponding power restriction information for the geographical area. In some embodiments, a power restriction message may contain information describing a polygon where restrictions are valid and allowed maximum power for different frequency bands. A host vehicle may adjust power levels based on the power restrictions and the sensors present on a vehicle. In some embodiments, a power restriction message may include an area ID and a series of location fields and power limits for each area. A set of location fields may be a list of location coordinates (e.g., latitude and longitude pairs) that describe the area or boundaries of the area (e.g. a polygon). Each polygon area may have, e.g., a set of power limits (such as frequency or wavelength bands and associated power limits).

[0096] FIG. 8 is a flowchart illustrating an example process in accordance with some embodiments. For some embodiments, a method 800 may include monitoring 802 environmental and contextual parameters of the AV. The method 800 may further include receiving 804 a power restriction message from at least one of a road side unit (RSU), a traffic light, or a remote server, wherein the power restriction message includes location-based information regarding a geographical area and corresponding power restriction information for the geographical area. The method 800 may further include applying 806 a power mode based on the power restriction message and the environmental and contextual parameters.

[0097] In some embodiments, monitoring environmental and contextual parameters of the AV may include monitoring sensor readings from a sensor at the AV. In some embodiments, monitoring environmental and contextual parameters of the AV may include receiving information, e.g., from a remote server or other vehicles. Environmental and contextual parameters may include, for example, vehicle speed and weather data.

[0098] Applying a power mode may include, for example, adjusting one or more sensor power levels and/or a sensor sampling rates based on the power restriction message and the environmental and contextual parameters. In some embodiments, applying a power mode may include adjusting the frequency band on which the sensor operates. For example, a power restriction message may include power restriction information for a geographical area regarding a respective maximum power level for each of a plurality of frequency bands. A sensor operating above the maximum power level of a frequency band with regard to the power restriction message may switch to another frequency band that has a greater allowed power level in order to operate within the respective maximum power level for that frequency band.

[0099] FIG. 9 is a flowchart illustrating an example process in accordance with some embodiments. For some embodiments, a method 900 may include determining 902 a power mode based on a power restriction message and contextual and environmental parameters. The method 900 may further include determining 904 a power mode duration, wherein determining the power mode duration includes at least one of calculating the power mode duration or receiving the power mode duration in the power restriction message. The method 900 may further include applying 906 the power mode for a power mode duration. The method 900 may further include applying 908 a previous power mode after the power mode duration elapses, the previous power mode being different than the power mode.

[0100] In some embodiments, calculating a power mode duration may include calculating the power mode duration based on the contextual and environmental parameters. For example, vehicle speed may be considered when calculating the duration for which a power mode is to be applied. In some embodiments, a power mode duration may be calculated based on the received power restriction message. For example, a vehicle may calculate a power mode duration in response to receiving a SPaT massage from a traffic light system, an RSU, or another vehicle. In some embodiments, a previous power mode is the power mode in which the vehicle is operating just prior to switching to (applying) the power mode.

[0101] In some embodiments, a method includes the following. Contextual and environmental parameters of a first automated vehicle (AV) are monitored. Information regarding a map service power restriction mode is received from a road side unit (RSU). A power mode change and a power mode duration are calculated based on the map service power restriction mode information and the contextual and environmental parameters. A power mode of the first AV is switched to the power mode change for a length of time equal to the power mode duration.

[0102] In some embodiments, a device includes a processor and a non-transitory computer-readable medium storing instructions that are operative, when executed on the processor, to perform the features described in the preceding paragraph.

[0103] In some embodiments, the contextual and environmental parameters include vehicle speed, map data, live traffic data, weather data, and geo-fenced power restriction are data. In some embodiments, the calculated power mode is selected from the group consisting of minimal power mode, normal power mode, high power mode, restricted power mode, and weather optimized mode. In some embodiments, the method further includes setting a sampling rate of a sensor based on the calculated power mode. In some such embodiments, the sampling rate of the sensor is set to (1) zero if the calculated power mode is minimal power mode, (2) a maximum sampling rate for the sensor if the calculated power mode is high power mode, and (3) a mid-point sampling rate between zero and the maximum sampling rate for the sensor if the calculated power mode is normal power mode.

[0104] In some embodiments, the method further includes sending, to a second AV, information regarding a power mode for the second AV. In some embodiments, the method further includes receiving, from the second AV, information regarding the power mode for the first AV.

[0105] In some embodiments, the method further includes the following. A plurality of sensor readings is made. A statistical analysis is performed on the plurality of sensor readings. It is determined if a degradation occurred for the plurality of sensor readings based on the statistical analysis of the plurality of sensor readings. The power mode is set based on whether a degradation occurred for the plurality of sensor readings.

[0106] In some embodiments, the method further includes making a plurality of interference calculations that correspond to a plurality of AV sensors, and adjusting the power mode based on the plurality of interference calculations.

[0107] In some embodiments, a method includes the following. A vehicle speed of a first autonomous vehicle (AV) is measured. A power mode change is set to a default power mode. If the vehicle speed is high, the power mode change is updated to high power mode. If the vehicle speed is low, the power mode change is updated to normal power mode. If the vehicle speed is zero, the power mode change is updated to minimal power mode. It is determined if a weather condition exists within a threshold distance of the first AV. If the weather condition exists within a threshold distance of the first AV, the power mode change is updated to weather optimized mode. A location of the first AV is determined. If the location of the first AV is designated a restricted area, the power mode change is updated to restricted power mode. A power mode of the first AV is switched to the power mode change.

[0108] In some embodiments, the method further includes the following. It is determined that the vehicle speed of the first AV is zero. It is determined that the first AV is located within a threshold distance of a traffic light. The power mode of the AV is switched to minimal power mode. Information regarding phase timing of the traffic light is received. A time remaining until the traffic light turns green for the first AV is calculated. If the traffic light has turned green for the first AV, the power of the first AV is switched to a power mode used just prior to switching to minimal power mode.

[0109] In some embodiments, the method includes broadcasting, to a second AV, information regarding the power mode of the first AV. In some embodiments, the method includes sending, to a second AV, information regarding a power mode for the second AV. In some embodiments, the method includes receiving, from the second AV, information regarding the power mode for the first AV.

[0110] In some embodiments, the method includes setting a sampling rate of a sensor based on the power mode change. In some embodiments, the sampling rate of the sensor is set to (1) zero if the power mode change is minimal power mode, (2) a maximum sampling rate for the sensor if the power mode change is high power mode, and (3) a mid-point sampling rate between zero and the maximum sampling rate for the sensor if the power mode change is normal power mode.

[0111] In some embodiments, the method further includes the following. A statistical analysis is performed on the plurality of sensor readings. It is determined if a degradation occurred for the plurality of sensor readings based on the statistical analysis of the plurality of sensor readings. The power mode is set based on whether a degradation occurred for the plurality of sensor readings. In some embodiments, the method further includes making a plurality of interference calculations that correspond to a plurality of AV sensors, and adjusting the power mode based on the plurality of interference calculations.

[0112] In some embodiments, determining the location of the first AV includes receiving location information from a server.

[0113] In some embodiments, a method includes the following. Contextual and environmental parameters of a host vehicle are monitored. A power mode change and a power mode duration are calculated based on the contextual and environmental parameters. A power mode of the host vehicle is switched to the power mode change for a length of time equal to the power mode duration. In some embodiments, monitoring the contextual and environmental parameters of the host vehicle includes monitoring vehicle speed of the host vehicle, and calculating the power mode change and the power mode duration is based on the vehicle speed of the host vehicle.

[0114] In some embodiments, a method includes the following. Contextual and environmental parameters of a host vehicle are monitored. A sampling rate change of a sensor and a duration of the sampling rate change are calculated based on the contextual and environmental parameters. A sampling rate of the sensor is switched to the sampling rate change for a length of time equal to the calculated duration of the sampling rate change. In some embodiments, monitoring the contextual and environmental parameters of the host vehicle includes monitoring vehicle speed of the host vehicle, and calculating the sampling rate change and the duration of the sampling rate change is based on the vehicle speed of the host vehicle.

[0115] In some embodiments, a method includes the following. Contextual and environmental parameters of a host vehicle are monitored. A transmission power change of a sensor and a duration of the transmission power change are calculated based on the contextual and environmental parameters. A transmission power of the sensor is switched to the transmission power change for a length of time equal to the calculated duration of the transmission power change. In some embodiments, monitoring the contextual and environmental parameters of the host vehicle includes monitoring vehicle speed of the host vehicle, and calculating the transmission power change and the duration of the transmission power change is based on the vehicle speed of the host vehicle.

[0116] In some embodiments, a device includes a processor and a non-transitory computer-readable medium storing instructions that are operative, when executed on the processor, to perform, e.g., any of the features described above.

[0117] In some embodiments, an AV or an EV dynamically adjusts its sensor power mode. In some embodiments, the AV may be equipped with one or more sensors. In some embodiments, the AV may monitor contextual and/or environmental parameters such as, for example, AV speed, map information, live traffic data, weather data, geo-fenced power restriction area, etc. In some embodiments, the AV may receive data from a roadside unit (RSU) or, e.g., from a cloud service such as a map data service, or, e.g., from its own sensors. In some embodiments, the received data may include a power restriction mode or a power restriction message configured to, e.g., adjust a power mode of the AV. Responsively to receiving data (e.g., a power restriction message), the AV may apply (e.g., determine and/or activate) a power mode (e.g., low power, minimal power, high power, etc.). In some embodiments, the AV may apply the power mode for a particular time period or duration. In some embodiments, the AV may apply the power mode while some event is ongoing, such as, e.g., while the AV is maintaining its speed within a particular range, while the AV is in a particular geographic area, etc. In some embodiments, the AV may apply the power mode e.g., until some event ends, or until some event occurs or begins, such as, for example, until the AV reaches a particular speed, the AV leaves a particular geographic area in which the power mode is intended to apply, etc. In some embodiments, the AV, on the basis of data (e.g., a message or part of message) received from, e.g., an RSU, a cloud service, a traffic light, or its own sensors, the AV may switch one or more of its sensors on or off based on when a traffic light is at a given state, or changes state (or changes color indicating a state, e.g., green, red, or yellow, for example). In some embodiments, the AV may broadcast to one or more vehicles (or, e.g., send in a targeted fashion to one vehicle) information (e.g. as a message or as part of a message, e.g., a V2V or V2X message) about the AV's power mode. In some embodiments, the AV may receive information (e.g., as a message or as part of a message, e.g., a V2V or V2X message) from other AV(s) or EV(s) regarding their respective power mode(s). In some embodiments, the AV may adjust its power mode by, e.g., determining (e.g., calculating) interference from other sensors, e.g., radar or LIDAR sensors or from adjacent or nearby AV(s) or EV(s).

[0118] Systems and methods described herein in accordance with some embodiments are provided for monitoring contextual and environmental parameters of a host vehicle (such as an autonomous vehicle (AV) or electric vehicle (EV)), receiving map data regarding a host vehicle's location, calculating a host vehicle's power mode and corresponding duration based on contextual and environmental parameters and map data, and switching a host vehicle's power mode to the calculated power mode for the calculated corresponding duration. In some embodiments, contextual and environmental parameters may include vehicle speed, map data, weather data, and power restriction data. In some embodiments, switching a host vehicle to minimal power at a traffic light, e.g., may increase the host vehicle's driving range (e.g., in the case of an AV), decrease mutual interference between sensors, and save fuel for a combustion engine. In some embodiments, sampling rates for a host vehicle's sensors may adjusted based on a host vehicle's power mode, with high sampling rates corresponding to high power mode and low sampling rates corresponding to low power mode. Network Architecture

[0119] A wireless transmit/receive unit (WTRU) may be used as a host vehicle (such as an autonomous vehicle (AV) or electric vehicle (EV)) V2X transceiver in embodiments described herein. A WTRU may be located within a host vehicle in embodiments described herein.

[0120] FIG. 10 is a system diagram of an example WTRU 1002. As shown in FIG. 10, the WTRU 1002 may include a processor 1018, a transceiver 1020, a transmit/receive element 1022, a speaker/microphone 1024, a keypad 1026, a display/touchpad 1028, a non-removable memory 1030, a removable memory 1032, a power source 1034, a global positioning system (GPS) chipset 1036, and other peripherals 1038. The transceiver 1020 may be implemented as a component of decoder logic 1019. For example, the transceiver 1020 and decoder logic 1019 may be implemented on a single LTE or LTE-A chip. The decoder logic may include a processor operative to perform instructions stored in a non-transitory computer-readable medium. As an alternative, or in addition, the decoder logic may be implemented using custom and/or programmable digital logic circuitry.

[0121] The processor 1018 may be a general purpose processor, a special purpose processor, a conventional processor, a digital signal processor (DSP), a plurality of microprocessors, one or more microprocessors in association with a DSP core, a controller, a microcontroller, Application Specific Integrated Circuits (ASICs), Field Programmable Gate Array (FPGAs) circuits, any other type of integrated circuit (IC), a state machine, and the like. The processor 1018 may perform signal coding, data processing, power control, input/output processing, and/or any other functionality that enables the WTRU 1002 to operate in a wireless environment. The processor 1018 may be coupled to the transceiver 1020, which may be coupled to the transmit/receive element 1022. While FIG. 10 depicts the processor 1018 and the transceiver 1020 as separate components, the processor 1018 and the transceiver 1020 may be integrated together in an electronic package or chip.

[0122] The transmit/receive element 1022 may be configured to transmit signals to, or receive signals from, a base station (or other WTRU 1002 for some embodiments) over the air interface 1016. For example, in one embodiment, the transmit/receive element 1022 may be an antenna configured to transmit and/or receive RF signals. In another embodiment, the transmit/receive element 1022 may be an emitter/detector configured to transmit and/or receive IR, UV, or visible light signals, as examples. In yet another embodiment, the transmit/receive element 1022 may be configured to transmit and receive both RF and light signals. The transmit/receive element 1022 may be configured to transmit and/or receive any combination of wireless signals.

[0123] In addition, although the transmit/receive element 1022 is depicted in FIG. 10 as a single element, the WTRU 1002 may include any number of transmit/receive elements 1022. More specifically, the

WTRU 1002 may employ MIMO technology. Thus, in one embodiment, the WTRU 1002 may include two or more transmit/receive elements 1022 (e.g., multiple antennas) for transmitting and receiving wireless signals over the air interface 1016.

[0124] The transceiver 1020 may be configured to modulate the signals that are to be transmitted by the transmit/receive element 1022 and to demodulate the signals that are received by the transmit/receive element 1022. As noted above, the WTRU 1002 may have multi-mode capabilities. Thus, the transceiver 1020 may include multiple transceivers for enabling the WTRU 1002 to communicate via multiple RATs, such as UTRA and IEEE 802.11 , as examples.

[0125] The processor 1018 of the WTRU 1002 may be coupled to, and may receive user input data from, the speaker/microphone 1024, the keypad 1026, and/or the display/touchpad 1028 (e.g., a liquid crystal display (LCD) display unit or organic light-emitting diode (OLED) display unit). The processor 1018 may also output user data to the speaker/microphone 1024, the keypad 1026, and/or the display/touchpad 1028. In addition, the processor 1018 may access information from, and store data in, any type of suitable memory, such as the non-removable memory 1030 and/or the removable memory 1032. The non-removable memory 1030 may include random-access memory (RAM), read-only memory (ROM), a hard disk, or any other type of memory storage device. The removable memory 1032 may include a subscriber identity module (SIM) card, a memory stick, a secure digital (SD) memory card, and the like. In other embodiments, the processor 1018 may access information from, and store data in, memory that is not physically located on the WTRU 1002, such as on a server or a home computer (not shown).

[0126] The processor 1018 may receive power from the power source 1034, and may be configured to distribute and/or control the power to the other components in the WTRU 1002. The power source 1034 may be any suitable device for powering the WTRU 1002. As examples, the power source 1034 may include one or more dry cell batteries (e.g., nickel-cadmium (NiCd), nickel-zinc (NiZn), nickel metal hydride (NiMH), lithium-ion (Li-ion), and the like), solar cells, fuel cells, and the like.

[0127] The processor 1018 may also be coupled to the GPS chipset 1036, which may be configured to provide location information (e.g., longitude and latitude) regarding the current location of the WTRU 1002. In addition to, or in lieu of, the information from the GPS chipset 1036, the WTRU 1002 may receive location information over the air interface 1016 from a base station and/or determine its location based on the timing of the signals being received from two or more nearby base stations. The WTRU 1002 may acquire location information by way of any suitable location-determination method while remaining consistent with an embodiment.

[0128] The processor 1018 may further be coupled to other peripherals 1038, which may include one or more software and/or hardware modules that provide additional features, functionality and/or wired or wireless connectivity. For example, the peripherals 1038 may include an accelerometer, an e-compass, a satellite transceiver, a digital camera (for photographs or video), a universal serial bus (USB) port, a vibration device, a television transceiver, a hands-free headset, a Bluetooth® module, a frequency modulated (FM) radio unit, a digital music player, a media player, a video game player module, an Internet browser, and the like.

[0129] FIG. 11 depicts an example network entity 1190 that may be used within a communication system. As depicted in FIG. 11 , network entity 1190 includes a communication interface 1192, a processor 1194, and non-transitory data storage 1196, all of which are communicatively linked by a bus, network, or other communication path 1198.

[0130] Communication interface 1192 may include one or more wired communication interfaces and/or one or more wireless-communication interfaces. With respect to wired communication, communication interface 1192 may include one or more interfaces such as Ethernet interfaces, as an example. With respect to wireless communication, communication interface 1192 may include components such as one or more antennae, one or more transceivers/chipsets designed and configured for one or more types of wireless (e.g., LTE) communication, and/or any other components deemed suitable by those of skill in the relevant art. And further with respect to wireless communication, communication interface 1192 may be equipped at a scale and with a configuration appropriate for acting on the network side— as opposed to the client side— of wireless communications (e.g., LTE communications, Wi-Fi communications, and dedicated V2V and V2X communication, such as DSRC/802.11 p or Cellular V2X, and the like). Thus, communication interface 1192 may include the appropriate equipment and circuitry (perhaps including multiple transceivers) for serving multiple mobile stations, UEs, or other access terminals in a coverage area.

[0131] Processor 1194 may include one or more processors of any type deemed suitable by those of skill in the relevant art, some examples including a general-purpose microprocessor and a dedicated DSP.

[0132] Data storage 1196 may take the form of any non-transitory computer-readable medium or combination of such media, some examples including flash memory, read-only memory (ROM), and random- access memory (RAM) to name but a few, as any one or more types of non-transitory data storage deemed suitable by those of skill in the relevant art may be used. As depicted in FIG. 11, data storage 1196 contains program instructions 1197 executable by processor 1194 for carrying out various combinations of the various network-entity functions described herein.

[0133] In some embodiments, the network-entity functions described herein are carried out by a network entity having a structure similar to that of network entity 1190 of FIG. 11. In some embodiments, one or more of such functions are carried out by a set of multiple network entities in combination, where each network entity has a structure similar to that of network entity 1190 of FIG. 11. And certainly other network entities and/or combinations of network entities may be used in various embodiments for carrying out the network- entity functions described herein, as the foregoing list is provided by way of example and not by way of limitation. [0134] Note that various hardware elements of one or more of the described embodiments are referred to as "modules" that carry out (perform or execute) various functions that are described herein in connection with the respective modules. As used herein, a module includes hardware (e.g., one or more processors, one or more microprocessors, one or more microcontrollers, one or more microchips, one or more application-specific integrated circuits (ASICs), one or more field programmable gate arrays (FPGAs), one or more memory devices) deemed suitable by those of skill in the relevant art for a given implementation. Each described module may also include instructions executable for carrying out the one or more functions described as being carried out by the respective module, and those instructions may take the form of or include hardware (hardwired) instructions, firmware instructions, software instructions, and/or the like, and may be stored in any suitable non-transitory computer-readable medium or media, such as commonly referred to as RAM or ROM.

[0135] Although features and elements are described above in particular combinations, one of ordinary skill in the art will appreciate that each feature or element may be used alone or in any combination with the other features and elements. In addition, the methods described herein may be implemented in a computer program, software, or firmware incorporated in a computer-readable medium for execution by a computer or processor. Examples of computer-readable storage media include, but are not limited to, a read only memory (ROM), a random access memory (RAM), a register, cache memory, semiconductor memory devices, magnetic media such as internal hard disks and removable disks, magneto-optical media, and optical media such as CD-ROM disks, and digital versatile disks (DVDs). A processor in association with software may be used to implement a radio frequency transceiver for use in a WTRU, UE, terminal, base station, RNC, or any host computer.