Secure perimeter area communication system and method

Abstract

Systems and methods for secure vehicle communication are provided, including determining a size of a file to be communicated to or from a vehicle; determining a data communication speed at which the file can be communicated; determining, based on the file size and the communication speed, a distance of travel of the vehicle required to complete communication of the file; assigning a secure data communication zone based on the determined distance of travel and based on a size of the secure data communication zone in which the communication is to be performed.

Description

Technical Field

[0001] This disclosure generally relates to secure communications, and more specifically, some implementations may relate to secure data transmission within a geofenced area. Background Technology

[0002] As autonomous vehicles and ADAS technologies play an increasingly important role in vehicle operation, the importance and popularity of connected vehicle technology appear to be growing exponentially. Vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) wireless communications (collectively referred to as V2X) enable vehicles to communicate with each other and with infrastructure elements such as road signs, smart highway elements, etc.

[0003] A crucial aspect of successfully deploying vehicle communications is the security of those communications. For example, these potentially life-threatening communications must be protected from hacking or modification, and private information must also be protected. However, implementing security measures in the specific operating environment of a vehicle can be challenging (e.g., moving vehicles, fragmented connectivity, exposure to potential hackers in the vicinity, etc.). Summary of the Invention

[0004] According to various embodiments of the disclosed technology, a method for secure data transfer with a vehicle may include: determining the size of a file to be transferred to or from the vehicle; determining a data transfer speed at which the file can be transferred; determining the distance the vehicle needs to travel to complete the file transfer based on the file size and the transfer speed; and assigning a secure data transfer area based on the determined distance traveled and based on the size of the secure data transfer area in which the transfer is to be performed.

[0005] In various embodiments, assigning a secure data transmission area may include identifying an existing secure data transmission area of ​​sufficient size to perform the transmission and assigning the identified secure data transmission area to perform the transmission. In embodiments, assigning a secure data transmission area may include identifying an existing secure data transmission area to perform the transmission, dynamically changing the boundaries of the identified secure data transmission area to accommodate a determined travel distance for the transmission, and assigning the identified secure data transmission area to perform the transmission.

[0006] The assigned secure data transfer area may include multiple secure data transfer areas with sufficient cumulative size to perform the transfer.

[0007] The method may also include adjusting the boundaries of one or more secure data transfer zones among a plurality of secure data transfer zones, such that the plurality of secure data transfer zones include a cumulative size sufficient to accommodate the determined travel distance.

[0008] Assigning a secure data transfer zone may include creating a new secure data transfer zone or multiple new secure data transfer zones with sufficient size to accommodate the determined travel distance.

[0009] The method may further include predicting the vehicle's speed as it travels through an assigned secure data transfer zone, and further using the predicted vehicle speed to determine the distance the vehicle needs to travel to complete the file transfer. The method may also include predicting the vehicle's path, identifying one or more available secure data transfer zones along the predicted path, and assigning a secure data transfer zone may include assigning one or more of the one or more available secure data transfer zones.

[0010] In various embodiments, one or more available secure data transfer zones include one or more existing secure data transfer zones, one or more dynamically created secure data transfer zones, or a combination of at least one existing secure data transfer zone and at least one dynamically created secure data transfer zone.

[0011] In various embodiments, predicting the vehicle's path is performed using machine learning.

[0012] A non-transitory machine-readable medium storing instructions that, when executed by a processor, cause the processor to perform operations, which may include: determining the size of a file to be transferred to or from a vehicle; determining a data transfer speed at which the file can be transferred; determining, based on the file size and the transfer speed, the distance the vehicle needs to travel to complete the transfer of the file; and assigning a secure data transfer area based on the determined distance of travel and based on the size of a secure data transfer area in which the transfer is to be performed.

[0013] A system for secure vehicle communication may include: a processor; and a memory coupled to the processor to store instructions that, when executed by the processor, cause the processor to perform operations, which may include: determining the size of a file to be transferred to or from a vehicle; determining a data transfer speed at which the file can be transferred; determining, based on the file size and the transfer speed, the distance the vehicle needs to travel to complete the file transfer; and assigning a secure data transfer area based on the determined distance and the size of the secure data transfer area in which the transfer is to be performed.

[0014] In various embodiments, assigning a secure data transmission area may include identifying an existing secure data transmission area of ​​sufficient size to perform the transmission and assigning the identified secure data transmission area to perform the transmission. In embodiments, assigning a secure data transmission area may include identifying an existing secure data transmission area to perform the transmission, dynamically changing the boundaries of the identified secure data transmission area to accommodate a determined travel distance for the transmission, and assigning the identified secure data transmission area to perform the transmission.

[0015] The assigned secure data transfer area may include multiple secure data transfer areas with a sufficient cumulative size to perform the transfer.

[0016] The operation may also include adjusting the boundaries of one or more secure data transfer zones among a plurality of secure data transfer zones, such that the plurality of secure data transfer zones include a cumulative size sufficient to accommodate the determined travel distance.

[0017] Assigning a secure data transfer zone may include creating a new secure data transfer zone or multiple new secure data transfer zones with sufficient size to accommodate the determined travel distance.

[0018] The operation may also include predicting the vehicle's speed as it travels through an assigned secure data transfer zone, and further using the predicted vehicle speed to determine the distance the vehicle needs to travel to complete the file transfer. The method may also include predicting the vehicle's path, identifying one or more available secure data transfer zones along the predicted path, and assigning a secure data transfer zone may include assigning one or more of the one or more available secure data transfer zones.

[0019] In various embodiments, one or more available secure data transfer zones include one or more existing secure data transfer zones, one or more dynamically created secure data transfer zones, or a combination of at least one existing secure data transfer zone and at least one dynamically created secure data transfer zone.

[0020] In various embodiments, predicting the vehicle's path is performed using machine learning.

[0021] Other features and aspects of the disclosed technology will become apparent from the following detailed description taken in conjunction with the accompanying drawings, which illustrate features of embodiments according to the disclosed technology by way of example. This description is not intended to limit the scope of any invention described herein, which is defined only by the appended claims. Attached Figure Description

[0022] This disclosure is described in detail with reference to the following accompanying drawings, according to one or more various embodiments. The drawings are provided for illustrative purposes only and depict only typical or exemplary embodiments.

[0023] Figure 1 The illustrations depict examples of autonomous or semi-autonomous vehicles through which embodiments of the disclosed technology can be implemented.

[0024] Figure 2 Examples of secure boundary area communication according to various embodiments are illustrated.

[0025] Figure 3This is a diagram illustrating an example process for secure boundary area communication according to one embodiment.

[0026] Figure 4 This is a diagram illustrating another example process for secure file transfer according to various embodiments.

[0027] Figure 5 These are example computing components that can be used to implement various features of the embodiments described in this disclosure.

[0028] The accompanying drawings are not exhaustive and do not limit this disclosure to the precise form disclosed. Detailed Implementation

[0029] Embodiments of the systems and methods disclosed herein can provide systems and methods for coordinating secure vehicle communications with one or more secure communication zones. Embodiments can be configured to identify secure information to be uploaded or downloaded to a vehicle and to schedule the transmission. The system can be configured to determine the size of a file to be transmitted to or from a vehicle and the data transmission speed at which the file can be transmitted. Using this information and a predicted vehicle speed, the system can determine the distance the vehicle needs to travel to complete the file transmission. Utilizing this information, the system can assign one or more secure data transmission zones based on the determined travel distance and the size of one or more secure data transmission zones in which the transmission is to be performed.

[0030] If the size of the existing safety communication zone is insufficient to accommodate the transmission (e.g., the vehicle will pass through (one or more) zones too fast to complete the transmission), the system can dynamically add one or more new safety communication zones, or dynamically increase the dimensions of one or more existing safety communication zones, or both, to accommodate the transmission.

[0031] The systems and methods disclosed herein can be implemented with any of a variety of different vehicles and vehicle types, including autonomous or semi-autonomous vehicles. For example, the systems and methods disclosed herein can be used with automobiles, trucks, motorcycles, recreational vehicles, and other similar on-road or off-road vehicles. These can include vehicles used for transporting people, materials, or other items. Furthermore, the principles disclosed herein can also be extended to other vehicle types.

[0032] Figure 1The illustration shows an example autonomous or semi-autonomous vehicle through which embodiments of the disclosed technology can be implemented. In this example, vehicle 100 includes a computing system 110, sensors 120, an AV control system 130, and a vehicle system 140. Vehicle 100 may include more or fewer systems and subsystems, and each may include multiple elements. Thus, one or more of the functions of the technologies disclosed herein may be divided into additional functions or physical components, or combined into fewer functions or physical components. Furthermore, although Figure 1 The systems and subsystems shown are illustrated as being divided in a particular manner, but the functionality of vehicle 100 can be divided in other ways. For example, various vehicle systems and subsystems can be combined in different ways to share functionality.

[0033] Sensor 120 may include multiple different sensors to collect data about vehicle 100, its operator, its operation, and its surrounding environment. In this example, sensor 120 includes lidar 111, radar 112 or other similar distance measurement sensors, image sensor 113, throttle and brake sensors 114, 3D accelerometer 115, steering sensor 116, and GPS or other vehicle positioning system 117. One or more sensors 120 may collect data and transmit that data to the vehicle ECU or other processing unit. Sensor 120 (and other vehicle components) may be duplicated to provide redundancy.

[0034] Distance measurement sensors, such as lidar 111, radar 112, IR sensors, and other similar sensors, can be used to collect data to measure the distance and approach rate to various external objects, such as other vehicles, traffic signs, pedestrians, lampposts, and other objects. Image sensor 113 may include one or more cameras or other image sensors to capture images of the environment around and inside the vehicle. Information from image sensor 113 can be used to determine information about the environment around vehicle 100, including, for example, information about other objects around vehicle 100. For example, image sensor 113 may be able to identify landmarks or other features (including, for example, street signs, traffic lights, etc.), road slope, lines on the road, curbs, objects to be avoided (e.g., other vehicles, pedestrians, cyclists, etc.), and other landmarks or features. Information from image sensor 113 can be combined with other information, such as map data or information from positioning system 117, to determine, refine, or verify the vehicle's position.

[0035] Throttle and brake sensors 114 can be used to collect data about the throttle and brakes applied by a human or autonomous operator. Accelerometer 115 may include a 3D accelerometer to measure the vehicle's roll, pitch, and yaw. Accelerometer 115 may include any combination of accelerometers and gyroscopes for the vehicle, or any of several systems or subsystems within the vehicle, to sense changes in position and orientation based on inertial sensing.

[0036] A steering sensor 116 (e.g., a steering angle sensor) may be included to collect data on steering inputs made to the vehicle by a human or autonomous operator. The steering sensor may include a position encoder that monitors the angle of the steering input in degrees. Analog sensors may collect voltage differences that can be used to determine information about the angle and direction of rotation, while digital sensors may use LEDs or other light sources to detect the angle of the steering input. The steering sensor may also provide information about the speed at which the steering wheel is turned. Rapid steering wheel turns are generally normal during low-speed vehicle operation but generally abnormal at high speeds. If a driver rapidly turns the steering wheel while driving at high speed, the vehicle's computing system may interpret this as an indication of loss of vehicle control. The steering sensor 116 may also include a steering torque sensor to detect the amount of force applied to the steering wheel by the driver.

[0037] The vehicle positioning system 117 (e.g., GPS or other positioning system) can be used to collect location information about the vehicle's current location as well as other positioning or navigation information.

[0038] Although not shown, other sensors 120 may also be provided. Various sensors 120 can be used to provide input to the computing system 110 and other systems of the vehicle 100, enabling the systems to have information useful for operating in autonomous, semi-autonomous, or manual modes.

[0039] The AV control system 130 may include multiple different systems / subsystems to control the operation of the vehicle 100. In this example, the AV control system 130 includes a steering unit 136, a throttle and brake control unit 135, a sensor fusion module 131, a computer vision module 134, a pathfinding module 138, and an obstacle avoidance module 139. The sensor fusion module 131 may be included to evaluate data from multiple sensors, including sensor 120. The sensor fusion module 131 may use the computing system 110 or its own computing system to perform algorithms that evaluate the inputs from the various sensors.

[0040] The throttle and brake control unit 135 can be used to control the actuation of the vehicle's throttle and brake mechanisms to accelerate, decelerate, stop, or otherwise adjust the vehicle's speed. For example, the throttle unit can control the operating speed of the engine or motor that powers the vehicle. Similarly, the brake unit can be used to actuate brakes (e.g., disc, drum, etc.) or perform regenerative braking (e.g., as in hybrid or electric vehicles) to slow or stop the vehicle.

[0041] Steering unit 136 may include any of a variety of different mechanisms to control or change the course of the vehicle. For example, steering unit 136 may include appropriate control mechanisms to adjust the orientation of the front or rear wheels of the vehicle to achieve a change in the vehicle's direction during operation. Electro-, hydraulic, mechanical, or other steering mechanisms may be controlled by steering unit 136.

[0042] The system may include a computer vision module 134 to process image data (e.g., image data captured from image sensor 113, or other image data) to assess the environment inside or around the vehicle. For example, algorithms operating as part of the computer vision module 134 may evaluate still or moving images to determine features and landmarks (e.g., road signs, traffic lights, lane markings, and other road boundaries), obstacles (e.g., pedestrians, cyclists, other vehicles, and other obstacles in the path of the main vehicle), and other objects. The system may include video tracking and other algorithms to identify objects (such as objects ahead), estimate their speeds, map the surrounding environment, etc.

[0043] The pathfinding module 138 may be included to calculate the desired path for vehicle 100 based on inputs from various other sensors and systems. For example, the pathfinding module 138 may use information from positioning system 117, sensor fusion module 131, computer vision module 134, obstacle avoidance module 139 (described below), and other systems to determine a safe path to navigate the vehicle along segments of the desired route. The pathfinding module 138 may also be configured to dynamically update the vehicle path as it receives real-time information from sensors 120 and other control systems 130.

[0044] The system may include an obstacle avoidance module 139 to determine the control input necessary to avoid obstacles detected by sensor 120 or AV control system 130. The obstacle avoidance module 139 may work in conjunction with pathfinding module 138 to determine an appropriate path to avoid the detected obstacles.

[0045] Vehicle system 140 may include multiple different systems / subsystems to control the operation of vehicle 100. In this example, AV control system 130 includes steering system 121, throttle system 122, brakes 123, transmission 24, electronic control unit (ECU) 125, and propulsion system 126. These vehicle systems 140 can be controlled by AV control system 130 in autonomous, semi-autonomous, or manual modes. For example, in autonomous or semi-autonomous mode, AV control system 130 can control vehicle system 140 alone or in combination with other systems to operate the vehicle in a fully or semi-autonomous manner. This may also include an assist mode in which the vehicle takes over partial control or activates ADAS controls to assist the driver in operating the vehicle.

[0046] The computing system 110 in the example shown includes a processor 106 and a memory 103. Some or all of the functions of the vehicle 100 can be controlled by the computing system 110. The processor 106 may include one or more GPUs, CPUs, microprocessors, or any other suitable processing system. The processor 106 may include one or more single-core or multi-core processors. The processor 106 executes instructions 108 stored in a non-transitory computer-readable medium such as memory 103.

[0047] Memory 103 may contain instructions (e.g., program logic) executable by processor 106 to perform various functions of vehicle 100, including functions of vehicle systems and subsystems. Memory 103 may also contain additional instructions, including instructions for transmitting data to, receiving data from, interacting with, and / or controlling one or more of sensors 120, AV control system 130, and vehicle system 140. In addition to instructions, memory 103 may also store data and other information used for the operation of the vehicle and its systems and subsystems, including the operation of vehicle 100 in autonomous, semi-autonomous, or manual modes.

[0048] Although Figure 1 The figure shows a computing system 110, but multiple computing systems 110 may be included in various embodiments. Furthermore, one or more systems and subsystems of vehicle 100 may include their own dedicated or shared computing system 110 or variations thereof. Thus, although computing system 110 is shown as a discrete computing system, this is for illustrative purposes only, and computing system 110 may be distributed across various vehicle systems or components.

[0049] Vehicle 100 may also include a wireless communication system (not shown) to communicate with other vehicles, infrastructure components, cloud components, and other external entities using any of a variety of communication protocols, including, for example, V2V, V2I, and V2X protocols. This wireless communication system can allow vehicle 100 to receive information from other objects, including, for example, map data, data about infrastructure components, data about the operation and intentions of surrounding vehicles, and so on. The wireless communication system can also allow vehicle 100 to transmit information to other objects. In some applications, the computing functions disclosed herein for various embodiments may be executed entirely on computing system 110, distributed among two or more computing systems 110 of vehicle 100, executed on a cloud-based platform, executed on an edge-based platform, or executed on a combination of the foregoing.

[0050] Figure 1 The examples provided are for illustrative purposes only, serving as an example of a vehicle system that can implement embodiments of the disclosed technology. Those skilled in the art who read this specification will understand how the disclosed embodiments can be implemented on this and other vehicle platforms.

[0051] Figure 2 The illustration depicts examples of secure boundary area communication according to various embodiments. Now refer to... Figure 2 This example illustrates three different types of mobile communication platforms: a tractor trailer 222, a passenger vehicle 224, and a mobile device 226 (such as a smartwatch or smartphone worn or carried by, for example, a cyclist, a walker, or other pedestrian). Each platform can communicate with each other and with infrastructure elements (e.g., V2V, V2P, and V2I, not shown) and with one or more wireless networks 232.

[0052] In these and other examples, vehicles can transmit information via wireless network 232 for various reasons, including, for example, receiving map updates, providing navigation assistance, and performing other mobility management functions; Or provide other similar platform communications related to concierge services, such as automatic collision notification, SOS assistance, stolen vehicle location, and roadside assistance; enable business-related applications, including on-the-road purchases and toll collection; transmit information for maintenance tracking and fault prevention (e.g., sharing data with backend algorithms that can predict faults or identify service needs); provide entertainment features; provide driver assistance for partially or fully automated driving and ADAS; and transmit information to enhance or ensure the health of the driver / passengers.

[0053] Some of the communications mentioned above and others may involve security or other sensitive data. This could include personal information about the driver and passengers, such as health-related data, banking or payment information, and other personal information. It may also include information related to the autonomous or semi-autonomous operation of the vehicle. Therefore, in many cases, it may be desirable to provide six secure communication channels for this and other sensitive information.

[0054] Figure 2 The example scenario illustrates an example of a secure communication zone 252, whose boundaries are described by dashed lines. While vehicles can communicate with other tools outside these boundaries in many situations, it may be desirable for secure communication to occur only within the balance of secure communication zone 252. In some applications, secure communication zone 252 may be a geofenced area and can be defined with fixed dimensions and a fixed location, while in other applications, the size and location of one or more secure communication zones may be dynamic, allowing one or both of the size and location to change according to secure communication needs. Secure communication zone 252 may be constrained, for example, based on the availability of secure network channels, which may be defined by the communication capabilities (e.g., encryption capabilities, availability of secure channels, etc.) of the equipment constituting that part of the network. Other factors may limit the boundaries and location of one or more secure communication zones 252.

[0055] Figure 2 The example also illustrates a backend server, such as a cloud server or other computing device, that can be used to coordinate secure communications for various vehicles. For simplicity, the computing power in this example is described as a single secure communication boundary area computing system 240 located in the cloud. Although illustrated and described as a single network device, this computing system can be located on a vehicle or it can be implemented using edge computing, for example, distributed across multiple vehicles. The functionality of the secure communication boundary area communication system 240 can also be distributed between one or more vehicles and one or more servers.

[0056] The secure communication boundary area computing system 240 in this example includes communication circuitry 241 and decision circuitry 243 (which in this example includes processor 246 and memory 248). The components of the secure communication boundary area computing system 240 are shown communicating with each other via a data bus, but may include other communications in the interface.

[0057] Processor 246 may include one or more GPUs, CPUs, microprocessors, or any other suitable processing systems. Processor 246 may include a single-core or multi-core processor. Memory 248 may include one or more different forms of memory or data storage devices (e.g., flash memory, RAM, etc.), which may be used to store calibration parameters, images (analysis or history), point parameters, instructions and variables for processor 246, and any other suitable information. Memory 248 may consist of one or more modules of one or more different types of memory and may be configured to store data and other information, as well as operating instructions that processor 246 may use to protect the communication boundary area computing system 240.

[0058] Although Figure 2 The examples are illustrated using processor and memory circuitry, as described below with reference to the circuits disclosed herein; however, the decision circuitry 203 can be implemented using any form of circuitry, including, for example, hardware, software, or a combination thereof. As a further example, one or more processors, controllers, ASICs, PLAs, PALs, CPLDs, FPGAs, logic components, software routines, or other mechanisms can be implemented to constitute the secure communication boundary area computing system 240.

[0059] Communication circuitry 241 includes a wireless transceiver circuitry 242 with an associated antenna 214 and a wired I / O interface 244 with an associated hardwired data port (not shown). As this example illustrates, communication with the secure communication boundary area computing system 240 may include either or both of the wired and wireless communication circuitry 241. The wireless transceiver circuitry 242 may include a transmitter and a receiver (not shown) to allow wireless communication via any of a variety of communication protocols, whether standardized, proprietary, open, peer-to-peer, networked, or otherwise. The antenna 214 is coupled to and used by the wireless transceiver circuitry 242 to wirelessly transmit and receive radio signals to and from connected wireless equipment. These RF signals may include virtually any kind of information transmitted or received by the secure communication boundary area computing system 240 to / from other entities, such as sensor 152 and vehicle system 158.

[0060] Wired I / O interface 244 may include a transmitter and receiver (not shown) for hardwired communication with other devices. For example, wired I / O interface 244 may provide a hardwired interface to other components, including sensor 152 and vehicle system 158. Wired I / O interface 244 may communicate with other devices using Ethernet or any of many other wired communication protocols, whether standardized, proprietary, open, point-to-point, networked, or otherwise.

[0061] During operation, the secure communication boundary area computing system 240 can receive information from various vehicle systems and sensors to determine parameters that may be useful for coordinating secure data transmission. These parameters may include, for example, information about data to be uploaded or downloaded from the vehicle (e.g., data type, file size, etc.), security requirements for such data to be uploaded or downloaded, vehicle type information, vehicle speed and direction, and other information.

[0062] The secure communication boundary area calculation system 240 can also be configured to receive and store information related to one or more secure communication zones 252. This may include, for example, information about these zones (such as geofence boundaries); secure communication capabilities within the secure communication zones 252; speed limits, average speeds, or other speed information within the boundaries of the secure communication zones 252; and so on.

[0063] Instructions in memory 248 can be configured to cause boundary area computing system 242 to perform steps for coordinating secure data transfers. This may include, for example, determining that a given vehicle needs or desires to perform a secure data transfer, determining the size of a file to be uploaded or downloaded for the secure data transfer, determining the required security level for the transfer, determining vehicle parameters of the principal vehicle (e.g., such as speed, direction of travel, and the route the vehicle intends to travel), determining the distance required to complete the transfer based on the file size and vehicle speed, and assigning a secure file transfer area based on the required distance. In some embodiments, the secure file transfer area may be defined dynamically in real time (e.g., during operation) when communication requirements are determined. In other embodiments, secure transfers may be scheduled to occur during one or more upcoming secure communication areas 252 along the vehicle's predicted route.

[0064] Figure 2 The example also illustrates the use of codes to assist in vehicle classification. The example shown includes three codes: Code A, Code B, and Code C. In this example, Code A is assigned to tractor-trailer 222, Code B to passenger vehicle 224, and Code C to mobile device 226. These codes can be used, for example, to identify the type or category of a vehicle. While three different categories are shown, any of many different categories can be used. Furthermore, higher levels of granularity can be used in addition to the three levels described here. For example, different types of passenger vehicles can be assigned different codes (e.g., sports car, small car, large car, crossover, large SUV, pickup truck, economy car, luxury car, etc.).

[0065] In various embodiments, each code may be associated with multiple vehicle parameters typically applied to the vehicle category or type represented by the code. For example, a vehicle in code A may be identified as a tractor-trailer, may be defined as traveling within a specific speed window for a specific road type, may be identified as following a specific route (which can be useful when route information, such as a correct navigation system, is unavailable), and so on. Thus, in some embodiments, the secure communication boundary area calculation system 240 may simply receive the vehicle's code along with a secure data transmission request and make a determination based on information associated with the vehicle type or category within that code. For example, this can reduce data transmission requirements by avoiding the need to send additional information about the vehicle's speed. In some embodiments, a vehicle may be configured to identify whether it is operating within parameters defined for its type or category, and if not, to provide additional information to the secure communication boundary area calculation system 240 so that the secure communication boundary area communication system 240 has accurate information.

[0066] As a further example, codes can be used to define other parameters / capabilities of the coded vehicle. For instance, codes can identify the types of information a vehicle can possess. Beyond this example, when a semi-trailer is identified, additional information may include payload information (e.g., whether it is hazardous or perishable, or a specific type of payload), payload weight, gross vehicle weight, Gross Vehicle Weight Rating (GVWR), origin and destination, hours on the road, special permit information, etc. These codes can also define the communication capabilities of a vehicle type or category. For example, some vehicle categories may have higher bandwidth communication capabilities or requirements, while others may have lower bandwidth capabilities or requirements. Therefore, these codes can be used to determine what data or more data types can be transmitted and how much data the system should expect to be able to transmit.

[0067] Figure 3 This is a diagram illustrating an example process for secure boundary area communication according to one embodiment. Now refer to... Figure 3 At operation 312, a security communication system (e.g., security communication boundary area communication system 240) determines that a security file needs to be uploaded or downloaded from the vehicle. The security communication system may be part of other infrastructure equipment that can otherwise communicate with the vehicle. This determination may be based on communication with the vehicle. For example, during communication, the vehicle may indicate that it has security communication requirements that need to be met (e.g., upload or download). As another example, security communication requirements may be scheduled in advance, for example, based on known requirements or as part of periodically scheduled events.

[0068] At operation 314, the safety communication system determines the size of one or more files to be transferred (e.g., uploaded or downloaded) between the vehicle and another tool. If the vehicle has one or more files to upload, it can provide file size information to the safety communication system. This could include, for example, the number of bytes to be transferred.

[0069] At operation 314, the security communication system determines vehicle parameters. These may include any of a number of parameters that can be useful in determining the amount of time or distance necessary to complete the transmission of the main security document. As described above, in some embodiments, some or all of these parameters may be predefined and associated with a specific vehicle code (e.g., code A, code B, code C, as described above). Figure 2 (As described in the document). In other embodiments, some or all of these parameters may be uploaded by the vehicle to the secure communication system. Vehicle speed is an example of a parameter that can be used to determine the amount of distance necessary to complete the main secure file transfer. In cases where secure communication zones are defined or created along certain areas of the vehicle's path in the system, speed limits on one or more road segments within the secure communication zone can be used to further inform predictions about the vehicle's speed as it passes through the secure communication zone.

[0070] Speed ​​limit information can be combined with collected driver behavior information to perform refined predictions of speeds passing through safe communication zones. For example, if historical driver information indicates that a driver tends to operate the vehicle at speeds exceeding the speed limit by 6-10 mph, the system can assume that the driver will exceed the speed limit by a similar amount when driving the vehicle through the safe communication zone.

[0071] Refined speed predictions can also be made based on crowdsourced data. For example, data from multiple vehicles indicating that vehicles tend to drive through a given area within a specific speed range can be used to make refined predictions of vehicle speeds in that area. In this example, crowdsourced data could further indicate that drivers tend to operate their vehicles faster on long downhill sections and slower on long uphill sections. Thus, the average speed or speed envelope (e.g., a Gaussian distribution based on speed) over specific road sections (e.g., uphill and downhill sections) can be used to inform speed predictions.

[0072] Other information can be used to inform the system about predicted vehicle speeds passing through safe communication zones. For example, information about road construction, inclement weather, current road hazards, the presence of highway patrols, or other factors can be used by the system to reduce predicted vehicle speeds. Similarly, the presence of special events such as concerts, sporting events, and graduation ceremonies can be used to inform predictions. Furthermore, traffic patterns at different times of day can also be used to inform vehicle speed predictions.

[0073] Another vehicle parameter that can be collected by a safety communication system is route information or direction of travel. A safety indication system can use the direction of travel to determine whether the vehicle is heading towards one or more designated safety communication zones (e.g., safety communication zone 252). Route information provides more specific information than the direction of travel and can be used to identify one or more safety communication zones along an exact route identified by the vehicle. To the extent that the route information changes, the vehicle can provide updated route information to a safety adjudication system so that the identification of safety communication zones can also be updated according to the new route. Route information can be provided by, for example, the vehicle's navigation system or a navigation application.

[0074] At operation 318, the system uses the file size and the predicted vehicle speed to determine the distance required to complete the file transfer. For example, if the time required to transfer the main data volume is known, the system can multiply this time by the vehicle speed to determine the required transfer distance according to the following equation:

[0075] d=v*T t

[0076] Where D is the distance, v is the predicted velocity, and T t This is the amount of time required for secure data transmission. Given a file size, the available data rate within the secure communication zone for transmission can be used to predict the required transmission time based on the following equation:

[0077]

[0078] Where S is the file size and R is the data transfer rate.

[0079] Combining these two equations, we get:

[0080]

[0081] The system can be configured to provide a distance buffer if the vehicle actually travels through the safe communication zone faster than predicted.

[0082] At operation 320, the secure communication system assigns secure communication zones to the main data transmission. For example, assignment may be based on the distance required to complete the main transmission (e.g., as calculated above) and the distance that one or more available secure communication zones span in the direction of the main vehicle's travel or along its intended route. In some applications, the system may assign multiple secure communication zones, where one zone is insufficient to transmit the amount of data scheduled to be transmitted.

[0083] In some embodiments, assignment can be based on one or more available secure communication zones, which may be pre-existing and located along the vehicle's predicted travel path. Assignment can be made without adjusting the boundaries of those geofenced zones, either because the secure communication zones are fixed and cannot be redefined, or because secure transport can adequately fit into one or more of these zones.

[0084] In other embodiments, the establishment or sizing of secure communication zones can be dynamic to accommodate different amounts of secure data transmission. As an example, secure communication zones can be established to accommodate secure transmission, which can be useful when one or more secure communication zones cannot complete data transmission in a timely manner. As another example, existing secure communication zones can be adapted to increase their boundaries (e.g., extend the boundaries along the road direction) to provide a greater travel distance over which secure communication can be conducted. Thus, systems and methods can be implemented to adapt availability, location, and size to accommodate data transmission.

[0085] Adaptation is not limited to increasing the availability of secure communication zones; it can also be used to reduce availability where secure communication requirements have decreased. For example, a system can be configured to temporarily (or permanently) dismantle or disable a secure communication zone when there are no pending or anticipated secure transmissions. As another example, a system can be configured to shrink the secure communication zone when secure transmission volumes are low. Reducing the availability of secure communication zones can be beneficial, for example, when communication resources are expensive or other uses require high volumes.

[0086] As mentioned above, a secure communication zone can be defined by the level of security provided for data transmission within that zone. For example, in some applications, the provided security level may require a public key certificate with an unlimited (or finite) validity period. As another example, in some applications, the provided security level may require private key encryption. As a further example, some applications can provide an even higher level of security, providing both encryption and a higher level of hardware security. Higher levels of hardware security may include, for example, physical security of all or part of the equipment constituting the network, tamper-proof or vandal-proof enclosures, fiber optic communication links, etc.

[0087] In some embodiments, the system can be configured to predict vehicle routes or future locations beyond the current route. Machine learning techniques can be implemented to allow the system to learn the behavior of vehicle types or categories, individual vehicles, or vehicle operators or passengers. For example, data can be collected on various vehicles and patterns for vehicle movement can be learned. These patterns can be used to predict vehicle speeds as vehicles pass through one or more secure communication zones. These patterns can also be used to predict that vehicles are likely to enter a secure communication zone on a specific date and time, such as later that day, tomorrow, the next day, next week, or sometime in the future. For example, in the case of a tractor-trailer, the secure communication system can learn that large trucks (rigs) typically make round trips. Thus, if the secure communication zone is not large enough to accommodate secure data transmission during the outbound journey, the system can be configured to begin secure data transmission when a vehicle enters the geofenced secure communication zone and stop transmission when the vehicle leaves. The system can then schedule the remaining transmissions during the return journey. The decision of whether to add new secure communication zones or adjust existing communication zones relative to the scheduling for the return journey can be based on a trade-off of factors such as the predictability of vehicles making the return journey, the predicted amount of time elapsed between the outbound and return journeys, and the time sensitivity of the information. As another example, the system can be configured to learn other common patterns, such as driver or vehicle commuting patterns, and use these patterns to schedule safe data transfers across multiple individual trips. Because some of this analysis can be driver- or passenger- or cargo-based rather than vehicle-based or as a supplement to vehicle-based analysis, embodiments can be implemented to retrieve the identifiers of the driver, passengers, or payload of a primary vehicle.

[0088] Figure 4 This is a diagram illustrating another example process for secure file transfer according to various embodiments. Now refer to Figure 4 At operation 412, when a secure transmission is required, the secure communication system determines the size of the secure file to be uploaded or downloaded during the secure transmission.

[0089] At operation 414, the secure communication system determines the transfer speed or data rate at which secure files can be transmitted. The available transfer speed may depend on limitations of the vehicle hardware, data rate limitations of network components serving the secure communication zone, the amount of actual or anticipated traffic on the network, and other factors that can affect the data transfer rate. Because the data transfer rate can depend on the characteristics of the secure communication zone, in some embodiments, the system may be required to identify the available secure communication zone before determining the available data transfer speed (operation 432).

[0090] At operation 416, the safety communication system determines the speed of the primary vehicle. In some embodiments, the system may use an existing vehicle speed and assume that the vehicle will maintain that speed in the near future (or within + / - 5%, 10%, or some other determined amount). This assumption can be valid for safety communication zones near the vehicle on similar road segments. As described above, in other embodiments, the vehicle speed determined at operation 416 may be a predicted speed based on multiple factors used to estimate the speed of the primary vehicle passing through one or more available (or to be created) safety communication zones. In some embodiments, this may be calculated as the predicted average speed of the vehicle passing through the safety communication zone. The predicted average speed can be useful when the instantaneous vehicle speed is expected to change as the vehicle travels through the safety zone. In embodiments that predict vehicle speed based on zone location or placement, the zone may be identified before predicting the vehicle speed (e.g., operation 432).

[0091] At operation 420, based on the determined size of the secure information to be transmitted (e.g., file size) and the available data transmission rate, the secure communication system determines the time required to complete the file transmission. As described above, this can be calculated using the following formula:

[0092]

[0093] At operation 434, the safety communication system estimates the distance required to complete the safe transfer. As described above, this is a function of the amount of time required to complete the transfer and the distance the vehicle should travel within that time, based on the predicted vehicle speed. In some embodiments, the system may place a buffer over the distance required to accommodate unforeseen circumstances where the vehicle might travel through the safety communication zone faster than predicted.

[0094] At operation 442, the secure communication system determines whether one or more available secure communication zones will provide sufficient travel distance based on the calculated distance required for transmission and zone size. If the identified secure communication zones are sufficient to accommodate the required travel distance (including buffering in some embodiments), the system assigns that secure communication zone to the main secure file transmission. The system may instruct the vehicle to initiate transmission (initiate and upload or request download) upon reaching the geofence boundary of the identified one or more secure communication zones. Thus, in some embodiments, the secure communication system may download to the vehicle boundary for one or more secure communication zones in which secure transmission will occur. In some applications, zone boundaries and identifiers may be pre-loaded onto the vehicle, such as during route planning or otherwise. With pre-loaded zone boundaries and identifiers, the secure communication system may only identify one or more appropriate secure communication zones in which transmission will occur.

[0095] If the secure communication system determines that the available secure communication zone will not provide sufficient travel distance for secure communication transmission, then the secure communication system can assign multiple secure communication zones to the secure data transmission task. This is illustrated at operation 454. Alternatively, if the secure communication system determines that the available secure communication zone will not provide sufficient travel distance for secure communication transmission, then the system can dynamically adjust the zone to accommodate secure communication transmission. For example, the system can extend the zone along the road, allowing vehicles more travel time to complete the transmission.

[0096] If a secure communication zone is unavailable at a location to complete the transmission within the required time, or if one or more zones are available but too short to accommodate the transmission, the secure communication system can dynamically adjust the size of one or more existing secure communication zones to accommodate the transmission. In some embodiments, the secure communication system can be configured to dynamically create new secure transmission zones or multiple new secure transmission zones to accommodate secure communication transmission. In a further embodiment, the secure communication system can be configured to both dynamically adjust one or more existing secure communication zones and dynamically create one or more new secure communication zones to accommodate the transmission.

[0097] Secure communication zones can be dynamically created, resized, removed, or otherwise altered, including changing security parameters, to better suit the unfolding scenario. For example, consider creating geofenced zones for toll collection purposes. Further consider a scenario where a special event (e.g., a sporting event, concert, etc.) is taking place in a given part of a town. To generate revenue, reduce traffic, or for other purposes, one or more dynamic toll plazas can be virtually created, turning open avenues into toll roads. Dynamic toll booths can be erected and placed where these and other objectives are desired. Vehicles entering these zones can be required to upload payment information, which can be securely used to pay tolls. Furthermore, drivers can be warned, for example, via V2I communication with infrastructure components before reaching toll sections. As a similar example, dynamic toll plazas can be virtually created to transform open parking areas into paid parking areas in a similar manner.

[0098] As used herein, the terms circuit and component can describe a given functional unit that can perform according to one or more embodiments of this application. As used herein, a component can be implemented using any form of hardware, software, or a combination thereof. For example, one or more processors, controllers, ASICs, PLAs, PALs, CPLDs, FPGAs, logic components, software routines, or other mechanisms can be implemented to form a component. The various components described herein can be implemented as discrete components, or the described functions and features can be partially or wholly shared among one or more components. In other words, it will be apparent to those skilled in the art, upon reading this specification, that the various features and functions described herein can be implemented in any given application. They can be implemented in one or more separate or shared components in various combinations and substitutions. While various feature or functional elements may be described or claimed separately as separate components, it should be understood that these features / functions can be shared among one or more common software and hardware elements. Such description should not require or imply the use of separate hardware or software components to implement such features or functions.

[0099] When implementing components entirely or partially using software, these software elements can be implemented to operate together with computational or processing components capable of performing the functions described therein. An example of such a computational component is... Figure 5 The example computing component 500 is illustrated below. Various embodiments are described based on this example computing component 500. After reading this description, it will become apparent to those skilled in the art how to implement this application using other computing components or architectures.

[0100] Now for reference Figure 5 The computing component 500 can represent computing or processing capabilities found, for example, in self-adjusting displays, desktop computers, laptops, notebooks, and tablet computers. They can be found in handheld computing devices (tablet computers, PDAs, smartphones, cellular phones, PDAs, etc.). They can be found in workstations or other devices with displays, servers, or any other type of dedicated or general-purpose computing device that may be desirable or suitable for a given application or environment. The computing component 500 can also represent computing capabilities embedded in or otherwise available for use in a given device. For example, computing components can be found in other electronic devices such as portable computing devices and other electronic devices that may include some form of processing capability.

[0101] The computing unit 500 may include, for example, one or more processors, controllers, control units, or other processing devices. The processor 504 may be implemented using a general-purpose or special-purpose processing engine such as, for example, a microprocessor, controller, or other control logic. The processor 504 may be connected to the bus 502. However, any communication medium may be used to facilitate interaction with other components of the computing unit 500 or to perform external communication.

[0102] The computing unit 500 may also include one or more memory units, referred to herein as main memory 508. For example, random access memory (RAM) or other dynamic memory may be used to store information and instructions to be executed by the processor 504. Main memory 508 may also be used to store temporary variables or other intermediate information during the execution of instructions to be executed by the processor 504. The computing unit 500 may also include read-only memory (“ROM”) or other static storage devices coupled to bus 502 for storing static information and instructions for the processor 504.

[0103] The computing unit 500 may also include one or more information storage mechanisms 510 of various forms, which may include, for example, a media drive 512 and a storage unit interface 520. The media drive 512 may include a drive or other mechanism supporting a fixed or removable storage medium 514. For example, a hard disk drive, solid-state drive, magnetic tape drive, optical drive, optical disc (CD) or digital video disc (DVD) drive (R or RW) or other removable or fixed media drive may be provided. The storage medium 514 may include, for example, a hard disk, integrated circuit assembly, magnetic tape, cassette tape, optical disc, CD, or DVD. The storage medium 514 may be any other fixed or removable medium that is read, written to, or accessed by the media drive 512. As these examples illustrate, the storage medium 514 may include a computer-usable storage medium in which computer software or data is stored.

[0104] In an alternative embodiment, the information storage mechanism 510 may include other similar tools for allowing computer programs or other instructions or data to be loaded into the computing unit 500. Such tools may include, for example, fixed or removable storage units 522 and interfaces 520. Examples of such storage units 522 and interfaces 520 may include program cartridges and cartridge interfaces, removable memory (e.g., flash memory or other removable memory components), and memory slots. Other examples may include PCMCIA slots and cards, as well as other fixed or removable storage units 522 and interfaces 520 that allow software and data to be transferred from storage unit 522 to the computing unit 500.

[0105] The computing unit 500 may also include a communication interface 524. The communication interface 524 can be used to allow software and data to be transferred between the computing unit 500 and external devices. Examples of the communication interface 524 may include a modem or softmodem, a network interface (such as Ethernet, a network interface card, IEEE 802.XX, or other interfaces). Other examples include communication ports (such as, for example, a USB port, an IR port, an RS232 port, etc.). (Interface or other port) or other communication interface. Software / data transmitted via communication interface 524 may be carried on signals, which may be electronic, electromagnetic (including optical), or other signals that can be exchanged by a given communication interface 524. These signals may be provided to communication interface 524 via channel 528. Channel 528 may carry signals and may be implemented using wired or wireless communication media. Some examples of channels may include telephone lines, cellular links, RF links, optical links, network interfaces, local area networks or wide area networks, and other wired or wireless communication channels.

[0106] In this document, the terms "computer program medium" and "computer-usable medium" are generally used to refer to transient or non-transient media. Such media may be, for example, memory 508, storage cell 520, medium 514, and channel 528. These and other various forms of computer program media or computer-usable media may relate to delivering one or more sequences of one or more instructions to a processing device for execution. Such instructions implemented on the medium are generally referred to as "computer program code" or "computer program product" (which may be grouped in the form of computer programs or other groups). When executed, such instructions enable computing unit 500 to perform the features or functions of this application as discussed herein.

[0107] It should be understood that the various features, aspects, and functions described in one or more independent embodiments are not limited in their applicability to the specific embodiments in which they are described. Rather, they may be applied individually or in various combinations to one or more other embodiments, regardless of whether such embodiments are described or whether such features are represented as part of the described embodiments. Therefore, the breadth and scope of this application should not be limited to any of the exemplary embodiments described above.

[0108] Unless otherwise expressly stated, the terms and phrases used in this document and their variations should be interpreted as open-ended rather than restrictive. As an example of the foregoing, the term “including” should be understood to mean “including, but not limited to”, etc. The term “example” is used to provide exemplary instances of the items discussed, not an exhaustive or restrictive list thereof. The terms “a” or “an” should be understood to mean “at least one,” “one or more,” etc.; and adjectives such as “conventional,” “traditional,” “normal,” “standard,” “known.” Terms with similar meanings should not be interpreted as limiting the items described for a given time period or available items to that time. Instead, they should be understood to cover conventional, traditional, normal, or standard techniques that are available or known at any time now or in the future. Where this document relates to techniques that will be obvious or known to a person skilled in the art, such techniques cover techniques that are obvious or known to a person skilled in the art at any time now or in the future.

[0109] In some cases, the appearance of extended terms and phrases (such as "one or more," "at least," "but not limited to," or other similar phrases) should not be interpreted as an intention or requirement for a narrower application where such extended phrases might not be available. The use of the term "component" does not imply that the aspects or functions described or claimed as part of a component are configured within a single common package. In fact, any or all aspects of a component, whether control logic or other components, may be combined in a single package or maintained separately, and may also be distributed across multiple groups or packages or across multiple locations.

[0110] Furthermore, various embodiments described herein are illustrated with reference to exemplary block diagrams, flowcharts, and other diagrams. Upon reading this document, it will become apparent to those skilled in the art that the illustrated embodiments and various alternatives thereof can be implemented without being limited to the examples shown. For instance, the block diagrams and their accompanying descriptions should not be construed as requiring a particular architecture or configuration.

Claims

1. A method for securely transmitting data with a vehicle, the method comprising: Determine the size of the file to be transferred to or from the vehicle; Determine the data transfer speed for the file to be transmitted; Based on the file size and transmission speed, determine the distance the vehicle needs to travel to complete the file transmission; as well as A secure data transfer zone is dynamically created, the secure data transfer zone having a length along the vehicle's travel path of at least a determined travel distance, wherein file transfer is performed while the vehicle is within the secure data transfer zone, wherein the secure data transfer zone includes a dynamic virtual toll plaza at a determined location, and further wherein vehicles entering the dynamic virtual toll plaza upload secure payment information for the purpose of paying tolls related to the dynamic virtual toll plaza.

2. The method of claim 1, further comprising dynamically changing the boundary of the created secure data transmission zone to adapt to the determined travel distance for transmission, and assigning the identified secure data transmission zone for transmission.

3. The method of claim 1, wherein the dynamically created secure data transfer area comprises a plurality of secure data transfer areas having a sufficient cumulative size to perform file transfer.

4. The method of claim 1, further comprising adjusting the boundaries of one or more of the dynamically created secure data transfer zones such that the plurality of secure data transfer zones include a sufficient cumulative size to accommodate the determined travel distance.

5. The method of claim 1, wherein dynamically creating a secure data transfer zone comprises dynamically creating a plurality of new secure data transfer zones having sufficient size to accommodate the determined travel distance required to complete the transfer of the file.

6. The method of claim 1, further comprising predicting the speed of the vehicle during its travel through the created secure data transfer zone, and further using the predicted vehicle speed to determine the distance the vehicle needs to travel to complete the transfer of the file.

7. The method of claim 1, further comprising predicting the vehicle's path, determining one or more existing secure data transfer zones in the predicted vehicle's path, and assigning one or more existing secure data transfer zones to complete the file transfer in conjunction with dynamically created secure data transfer zones.

8. The method of claim 7, further comprising dynamically adjusting one or more existing secure data transfer zones assigned, such that the one or more existing secure data transfer zones assigned, combined with dynamically created secure data transfer zones, have sufficient geometric dimensions to complete the file transfer.

9. A system for safe vehicle communication, comprising: processor; as well as A memory, coupled to a processor, stores instructions that, when executed by the processor, cause the processor to perform operations, including: Determine the size of the file to be transferred to or from the vehicle; Determine the data transfer speed for the file to be transmitted; Based on the file size and data transfer speed, determine the distance the vehicle needs to travel to complete the file transfer; and A secure data transfer zone is dynamically created, the secure data transfer zone having a length along the vehicle's travel path of at least a determined travel distance, wherein file transfer is performed while the vehicle is within the secure data transfer zone, wherein the secure data transfer zone includes a dynamic virtual toll plaza at a determined location, and further wherein vehicles entering the dynamic virtual toll plaza upload secure payment information for the purpose of paying tolls related to the dynamic virtual toll plaza.

10. The system of claim 9 further includes dynamically changing the boundaries of the created secure data transmission zone to adapt to the determined travel distance for transmission, and assigning the identified secure data transmission zone for transmission.

11. The system of claim 9, wherein the dynamically created secure data transfer area comprises a plurality of secure data transfer areas having a sufficient cumulative size to perform file transfer.

12. The system of claim 9, wherein the operation further comprises adjusting the boundaries of one or more of a plurality of dynamically created secure data transfer zones such that the plurality of secure data transfer zones include a sufficient cumulative size to accommodate the determined travel distance.

13. The system of claim 9, wherein dynamically creating a secure data transfer zone comprises dynamically creating a plurality of new secure data transfer zones having sufficient size to accommodate a determined travel distance required to complete the transfer of the file.

14. The system of claim 9, wherein the operation further includes predicting the speed of the vehicle during the vehicle's travel through the created secure data transfer zone, and further using the predicted vehicle speed to determine the distance the vehicle needs to travel to complete the transfer of the file.

15. The system of claim 9, wherein the operation further includes predicting the vehicle's path, determining one or more existing secure data transfer zones in the predicted vehicle's path, and assigning one or more existing secure data transfer zones to complete the file transfer in conjunction with dynamically created secure data transfer zones.

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