A method for evaluating occluded areas from a vehicle, vehicle, and vehicle control unit

Abstract

A method for evaluating occluded areas from a vehicle having a first sensor. The method includes receiving a message from the remote sensor unit being configured to detect objects and free space regions within a detection region, wherein the message relates to a free space region within the detection region occluded from the first sensor, obtaining a time delay between a first time when the remote sensor unit generates the message and a second time when a vehicle control unit of the vehicle processes the message, obtaining parameter information relating to the detection region, and obtaining an updated free space region within the detection region based on the obtained time delay and the parameter information of the detection region.

Description

[0001]A method for evaluating occluded areas from a vehicle, vehicle, and vehicle control unit Field The technology relates to the field of autonomous vehicles and advanced driver- assistance systems, specifically focusing on communication and processing of sensor data for improved situational awareness and decision-making in real-time environments. Background Autonomous vehicles (AVs) and advanced driver-assistance systems (ADAS) rely on accurate and timely object detection and free space estimation to make informed decisions about their intended path and to avoid collisions. Free space estimation is the process of determining the available space in the vehicle's surroundings, which can be occupied without causing a collision. This estimation is typically performed using on-board sensors, such as cameras, LIDARs, or other sensing technologies. With the emergence of Vehicle-to-Everything (V2X) communication methods, vehicles and infrastructure sensors can share their object detection and free space estimates with each other, improving the joint estimate. A standard protocol for sharing free space has been presented in a Technical Specification from ETSI (ETSI TS 102894- 2 and ETSI TR 103562 V2.1.1), which describes how a time-stamped "free space addendum" can be added to the Collaborative Perception Message (CPM). The free space addendum to the CPM allows a vehicle using V2X communications to determine whether regions occluded from the vehicle's own sensors are free from objects. Since the V2X communications are carried out over a short range, the time of flight of the CPM between different entities is minimal. This means that near real time determination of free space in regions occluded from the vehicle can be achieved. This can improve the control and overall safety of autonomous vehicles (AVs) and advanced driver-assistance systems (ADAS). Two known systems incorporating the free space addendum are shown in WO2023171371-A1 and US2023169853-A1. WO2023171371-A1 discloses using a free space estimate via V2X where environmental conditions are taken into account, and US2023169853-A1 discloses a method for exchanging information in a cooperative intelligent transport system (C-ITS) involving the transmission of collective perception messages (CPM) with object data. Both of these documents assume perfect communication between entities where the time of flight of the CPM is negligible. However, whilst the message propagation time is minimal, it is possible in some circumstances for other unforeseen potential delays in communication between the units to occur. The prior art assumes perfect communication between entities and as a result, the received free space estimate may become outdated before the AV or ADAS can use it, leading to potentially unsafe decisions and increased risk of collisions. Summary According to a first aspect of the disclosure, a method is provided for evaluating occluded areas from a vehicle having a first sensor. The method comprises receiving a message from a remote sensor unit being configured to detect objects and free space regions within a detection region. The message relates to a free space region within the detection region occluded from the first sensor. The method also comprises obtaining a time delay between a first time when the remote sensor unit generates the message and a second time when a vehicle control unit of the vehicle processes the message, obtaining parameter information relating to the detection region, and obtaining an updated free space region within the detection region based on the obtained time delay and the parameter information of the detection region. This method allows for more accurate and timely detection of objects and free space regions, thereby enhancing the safety and efficiency of the vehicle's operation. Optionally in some examples, the process of obtaining the time delay involves obtaining the first time based on a timestamp from the message and obtaining the second time based on a reference time signal. Optionally in some examples, the parameter information comprises predicted object speed parameters, type of road, lane configuration, road layout, static object information, time of day, and / or weather conditions relating to the detection region. This comprehensive set of parameters allows for a more detailed and accurate representation of the detection region, thereby enhancing the reliability of the updated free space region. Optionally in some examples, the process of obtaining the updated free space region involves calculating a distance from the obtained time delay and predicted object speed parameters. Optionally in some examples, the process of obtaining the updated free space region involves reducing the size of the free space region based on the calculated distance. Optionally in some examples, the method further comprises issuing a notification signal to a user interface or a notification system for a driver based on the updated free space region. This notification provides the driver with timely and relevant information about the vehicle's surroundings, thereby enhancing the safety and efficiency of the vehicle's operation. Optionally in some examples, the method further comprises controlling the vehicle based on the updated free space region. This control allows for more accurate and efficient operation of the vehicle, thereby enhancing its safety and performance. Optionally in some examples, the process of controlling the vehicle involves issuing one or more control instructions to a vehicle powertrain, vehicle braking system, and / or vehicle steering system. Optionally in some examples, the remote sensor unit is a roadside unit. Optionally in some examples, the remote sensor unit is a vehicle sensor unit on another vehicle, a pedestrian sensor unit, or an additional vehicle sensor of the vehicle. Optionally in some examples, the message is a collective perception message. Optionally in some examples, the collective perception message comprises a free space addendum. Optionally in some examples, the vehicle control unit and the remote sensor unit are configured to use a communication protocol. Optionally in some examples, the communication protocol is one or more of: Vehicle- to-Everything protocol, Dedicated Short-Range Communications protocol, Cellular Vehicle-to-Everything protocol, and IEEE 802.11p protocol. According to a second aspect of the disclosure, a vehicle is provided that comprises a first sensor configured to detect objects within a detection region, and a vehicle control unit configured to receive a message from a remote sensor unit relating to a free space region within the detection region occluded from the first sensor, obtain a time delay between a first time when the remote sensor unit generates the message and a second time when the vehicle control unit processes the message, obtain parameter information relating to the detection region, and obtain an updated free space region within the detection region based on the obtained time delay and the parameter information of the detection region. According to a third aspect of the disclosure, a vehicle control unit is provided that comprises a processor configured to receive a message from a remote sensor unit relating to a free space region within a detection region occluded from a first sensor of a vehicle, obtain a time delay between a first time when the remote sensor unit sends the message and a second time when the vehicle control unit processes the message, obtain parameter information relating to the detection region, and obtain an updated free space region within the detection region based on the obtained time delay and the parameter information of the detection region. According to a fourth aspect of the disclosure, a system is provided for evaluating occluded areas from a vehicle having a first sensor . The system comprises a vehicle control unit and a remote sensor unit configured to send a message relating to a free space region within the detection region occluded from the first sensor. According to a fifth aspect of the disclosure, a computer program product is provided that comprises instructions for causing a processor to perform a method when executed on the processor. The method involves compensating for a message delay between a vehicle equipped with a first sensor and a remote sensor unit. The remote sensor unit is configured to detect objects and free space regions within a detection region. The method comprises receiving a message from the remote sensor unit relating to a free space region within the detection region occluded from the first sensor, obtaining a time delay between a first time when the remote sensor unit generates the message and a second time when a vehicle control unit of the vehicle processes the message, obtaining parameter information relating to the detection region, and obtaining an updated free space region within the detection region based on the obtained time delay and the parameter information of the detection region. Brief Description of the Drawings Examples are described in more detail below with reference to the appended drawings. Figure 1 is a schematic view of a vehicle with a first sensor for detecting objects around the vehicle and a remote sensor unit for detecting objects and free space around the vehicle which may be occluded from the vehicle according to some examples; Figure 2 is a schematic view of a remote sensor unit, or the first sensor configured to detect objects around vehicles within a detection region according to some examples; Figure 3 is a schematic plan view of a vehicle at an intersection in communication with a remote sensor unit at a first time according to some examples; Figure 4 is a schematic plan view of a vehicle at an intersection in communication with a remote sensor unit at a second time according to some examples; Figure 5 is a schematic plan view of a vehicle at an intersection in communication with a remote sensor unit where the predicted free space volume is updated according to some examples. Figure 6 is a flow diagram for a method for compensating message delays between a vehicle having a first sensor and a remote sensor unit according to some examples; and Figure 7 is a message and message contents used for transmitting information between the vehicle and the remote sensor unit according to some examples. Detailed Description The detailed description set forth below provides information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practise the disclosure. Figure 1 illustrates a system for compensating for a message 124 delay between a vehicle 100 and a remote sensor unit 114. Figure 1 is a schematic view of the vehicle 100 with a first sensor 102 for detecting objects 128 around the vehicle 100 and a remote sensor unit 114 for detecting objects 128 and free space around the vehicle 100 which may be occluded from the vehicle 100. The detected objects 128 and free space may be immediately adjacent to the vehicle 100 or at a distance from the vehicle e.g. hundreds of metres away from the vehicle 100. The system includes various components and modules that work together to ensure accurate and timely detection and processing of objects 128 and free space regions 130 within a detection region126. The system is designed to compensate for any delays that occur after or beforemessages 124 are transmitted from the remote sensor unit 114 to the vehicle 100. This is particularly in scenarios where the vehicle 100 is autonomously controlled and relies on real-time data for safe and efficient operation. The vehicle 100, as depicted in Figure 1, is an vehicle 100 with a VCU 104 configured to control the vehicle 100. The VCU 104 in some examples is configured to autonomously control the vehicle 100 and / or comprises ADAS functionality. Accordingly, the vehicle 100 in some examples is equipped with an advanced driver- assistance system. In the context of the examples as shown in the Figures, the vehicle 100 may be referred to as the “ego” vehicle 100 in order to distinguish the vehicle 100 from other vehicles in the Figures. For the purposes of clarity, only the ego vehicle 100 has been labelled as vehicle 100. Other vehicles as shown in the Figures are indicated as objects 128 within the detection region 126. The vehicle 100 can be any type of vehicle, such as a car, truck, or any other type of vehicle capable of autonomous operation. The vehicle 100 includes various components and modules that enable it to detect objects 128 and free space regions 130 within a detection region 126, process the received data, and make informed decisions based on the processed data as discussed below. The vehicle 100 includes a first sensor 102, a vehicle control unit (VCU) 104, and a communications module 110. The first sensor 102 is connected to the VCU 104 and is configured to detect objects 128 and free space regions 130 within at least part of a detection region 126 around the vehicle 100. As shown in Figures 3 and 4, the first sensor 102 may not be able to detect the entire area of the detection region 126. This is because one or more objects 128 are in the way. The first sensor 102 as shown in Figure 1 is a component mounted to the vehicle 100. In Figure 1 the first sensor 102 is directed in a forwards direction of the vehicle 100, but in other examples, the first sensor 102 can face in any direction with respect to the vehicle 100. The first sensor 102 is configured to detect objects 128 and free space regions 130 around the vehicle 100. The first sensor 102 provides situational awareness, which is for the safe and efficient operation of the vehicle 100. The vehicle 100 can have other sensors e.g. a second sensor 112 which faces in a different direction to the first sensor 102. In some implementations, the first sensor 102 can be a camera, a lidar, a radar, an ultrasonic sensor, an infrared sensor, or any other type of sensor capable of detecting objects 128 and free space regions 130. The first sensor 102 can be a monocular camera, a stereo camera, a 360-degree camera, or any other type of camera suitable for detecting objects 128 and free space regions 130. In some other examples, the first sensor 102 can be a combination of one or more sensors e.g. two fused lidar sensors which when used together provide a single measurement. The first sensor 102 is connected to the VCU 104. The VCU 104 processes the data received from the first sensor 102 and uses the processed data to control the vehicle100. The first sensor 102 is configured to detect objects 128 and free space regions130 within a detection region 126 around the vehicle 100, providing the vehicle 100 with situational awareness. The process of detecting objects 128 and free space regions 130 by the VCU 104 is known and will not be discussed in any further detail. This situational awareness is for the safe and efficient operation of the vehicle 100, particularly when the vehicle 100 is autonomously controlled. As discussed below, the VCU 104 can update the free space information related to the detection region 126 based on information received from the remote sensor unit 114 as discussed in more detail below. The VCU 104 is configured to process the data received from the first sensor 102 and control the vehicle 100 based on the processed data. The VCU 104 includes a vehicle processor 106 (e.g. CPU) and a vehicle memory 108. The first sensor 102 is configured to send data relating to the detected objects 128 and free space regions 130 within the detection region 126 to the VCU 104. The VCU 104 then processes this data and uses it to control the vehicle 100. The processes carried out by the VCU 104 will be discussed in more detail below with reference to Figure 6. The vehicle processor 106 is a part of the VCU 104. It is configured to process the data received from the first sensor 102 and the messages 124 received from the remote sensor unit 114. The vehicle processor 106 performs various functions in autonomously controlling the vehicle 100. There may be a delay between the VCU 104 receiving the message 124 from the remote sensor unit 114 and the vehicle processor 106 handling the message 124. In some examples, the vehicle processor 106 is configured to determine a reference time signal as discussed below. The reference time signal can be a GPS signal or an internal clock of the vehicle processor 106. Indeed, any suitable reference time signal can be used by the vehicle processor 106. A GPS signal may be advantageous because this can be used by both the vehicle processor 106 and the remote sensor unit 114. The vehicle memory 108 is configured to store parameter information relating to the area near the vehicle 100. The parameter information relating to the detection region 126 can include map information, road layout, speed limit, type of area, pedestrian areas, road furniture, number of lanes, and any other relevant information of a detection region 126 as discussed in more detail below. The parameter information of the detection region 126 can be either permanent or temporary information relating to the detection region 126 of the detection region 126. The parameter information relating to the detection region 126 can include time sensitive data such as traffic conditions, weather conditions, temporary changes to the road layout etc. The vehicle memory 108 works in conjunction with the vehicle processor 106 to process the data received from the first sensor 102 and the messages 124 received from the remote sensor unit 114. The processed data is used to control the vehicle 100. The communications module 110 is connected to the VCU 104 and is configured to receive messages 124 from the remote sensor unit 114. The communications module 110 uses a communication protocol to receive these messages 124. As shown in Figure 1, the communications module 110 is configured to receive broadcast messages 124 from the remote sensor unit 114. However, the communications module 110 is also capable of transmitting messages 124 itself. This may be required if the ego vehicle 100 acts as a remote sensor unit 114 for another vehicle. Indeed, there can be a plurality of vehicles 100 within the detection region 126 each generating and receiving messages 124 and performing the processes as described in reference to Figure 6. However, for the purposes of clarity, the interaction between one vehicle 100 and the remote sensor unit 114 will be discussed herein. Whilst the arrangement as described in reference to the Figures describes compensating for delays in the message 124 between the vehicle 100 and the remote sensor unit 114, the same method can be used for compensating for delays in the message 124 between the vehicle 100 and the remote sensor unit 114 via intermediate entities e.g. other remote sensor units 114, vehicles etc. In some implementations, the communications module 110 is configured to use a Vehicle-to-Everything (V2X) protocol, a Dedicated Short-Range Communications (DSRC) protocol, a Cellular Vehicle-to-Everything (C-V2X) protocol, or an IEEE 802.11p protocol or any other suitable protocol for transmitting information between the vehicle 100 and the remote sensor unit 114. These protocols enable the communications module 110 to receive messages from the remote sensor unit 114 in an efficient manner. As shown in Figure 1, the vehicle 100 receives messages 124 from the remote sensor unit 114. The remote sensor unit 114 is a separate unit that is configured to detect objects 128 and free space regions 130 within a different detection region 126 from the detection region 126 detected by the first sensor 102. The remote sensor unit 114 includes a remote sensor unit processor 116, a memory 118, a remote sensor 120, and a remote sensor unit communication module 122. The remote sensor unit 114 is located in or near a detection region 126 which is occluded or partially occluded from the first sensor 102 of the vehicle 100. This means that the remote sensor unit 114 can detect objects 128 or free space in the detection region 126 that the vehicle 100 may not be able to. In some examples, the remote sensor unit 114 can be permanently fixed to detect a specific detection region 126. Alternatively, the remote sensor unit 114 can be temporarily installed within an area and may only detect with a detection region 126 (e.g. as shown in Figure 2) for only a limited period of time. The remote sensor unit 114 in some examples can be a roadside unit (RSU), another vehicle sensor unit, a pedestrian sensor unit, or an additional vehicle sensor 112 of the vehicle 100. The remote sensor unit 114 sends messages 124 to the VCU 104 of the vehicle 100. These messages contain information relating to the free space region 130 in the detection region 126 detected by the remote sensor unit 114. The free space region 130 as shown in Figure 2 is the striped area and excludes the dotted area and the cross hatched areas. In examples where the remote sensor unit 114 is a roadside unit (e.g. as shown in Figures 2, 3 and 4), the remote sensor unit 114 can be permanently fixed to infrastructure e.g. a building, signpost or other road furniture to detect a specific detection region 126. This may be desirable to improve object detection within a road intersection which may have reduced visibility to the vehicle 100. For example, the intersection may be a “blackspot” with an increased number of vehicle accidents. The remote sensor unit processor 116 is a component of the remote sensor unit 114. It is configured to generate a message 124 based on the received sensing signal from the remote sensor 120. The message 124 contains information relating to the free space region 130 in the detection region 126 detected by the remote sensor unit 114. In some examples, the remote sensor unit processor 116 is configured to generate a timestamp for the message 124 based on a reference time signal at a first time. The first time relates to the moment when the remote sensor unit processor 116 generates the message 124. The reference time signal in some examples can be a GPS signal. Similar to the vehicle processor 106 any other suitable reference time signal can be used instead. The memory 118 is another component of the remote sensor unit 114. It is configured to store data related to the objects 128 and free space regions 130 detected by the remote sensor 120 within the detection region 126. The memory 118 works in conjunction with the remote sensor unit processor 116 to process the sensing signal received from the remote sensor 120 and generate the message 124. Optionally, the memory 118 can store parameter information relating to the detection region 126. In this case, the remote sensor unit processor 116 can optionally supplement the message 124 with additional parameter information with respect to the detection region126. The parameter information can be the same as discussed with reference to thevehicle memory 108. This may be helpful if the remote sensor unit 114 comprises more up to date road layout data than the vehicle memory 108. For example, the remote sensor unit 114 may be aware of temporary road works in the detection region 126 when the vehicle 100 is not. However, the remote sensor unit 114 in some examples, does not need to send parameter information to the vehicle 100 in the message 124 because the vehicle 100 stores parameter information of the detection region 126 in the vehicle memory 108. The remote sensor 120 is a component of the remote sensor unit 114. It is connected to the remote sensor unit processor 116 (e.g. CPU) and is configured to detect objects 128 and free space regions 130 within a detection region 126 around the vehicle 100. The remote sensor 120 provides data that is for the operation of the remote sensor unit 114 and the vehicle 100. In some implementations, the remote sensor 120 can be a camera, a lidar, a radar, an ultrasonic sensor, an infrared sensor, or any other type of sensor capable of detecting objects and free space regions. The remote sensor 120 can be a monocular camera, a stereo camera, a 360-degree camera, or any other type of camera suitable for detecting objects 128 and free space regions 130. The remote sensor unit communication module 122 is a component of the remote sensor unit 114. It is connected to the remote sensor unit processor 116 and is configured to send messages 124 to the VCU 104 of the vehicle 100. The remote sensor unit communication module 122 again uses a communication protocol to send these messages 124. In some configurations, similar to the vehicle communication module 110, the remote sensor unit communication module 122 is configured to use a Vehicle-to-Everything (V2X) protocol, a Dedicated Short-Range Communications (DSRC) protocol, a Cellular Vehicle-to-Everything (C-V2X) protocol, or an IEEE 802.11p protocol. These protocols enable the remote sensor unit communication module 122 to send messages to the VCU 104 in an efficient manner. The message 124 e.g. CPM is discussed in more detail with respect to Figure 7. Figure 7 provides a detailed view of the message 124 that is sent from the remote sensor unit 114 to the vehicle 100. The message 124 contains information relating to the free space region 130 within the detection region 126 detected by the remote sensor unit 114. The message 124 includes various components, such as a message header 214, a message payload 216, and a timestamp. The message header 214 provides basic information about the message 124, such as the protocol version, message type, and the ID of the intelligent transportation system station (ITS-S) that originates the message 124. The message payload 216 contains the actual data relating to the free space region 130 within the detection region 126. The timestamp indicates the time when the remote sensor unit 114 generates the message 124. The message 124 can be a collective perception message 124 (CPM), which is a type of message 124 that is used in intelligent transportation systems to share information about the perceived environment around a vehicle 100 or a roadside unit according to the V2X protocol. The CPM can include a free space addendum 134, which provides additional information about the level of confidence in the detection of free space regions 130 in specific areas within the detection region 126. In other examples, the message 124 can be other types of message 124 that contain information relating to the free space in the detection region 126. The message 124 also includes various containers, such as a management container 218, a station data container 220, a sensor information container 222, a perceived object container 224, and a free space addendum container 226. These containers provide specific information about the originating ITS-S, the sensory capabilities of the ITS-S, and the objects 128 detected by the ITS-S. The message 124 can have alternative structures according to the required communication protocol and the information required to be sent between the vehicle 100 and the remote sensor unit 114. The message header 214 provides basic information about the message 124, setting the context for the rest of the message 124. The message header 214 includes an ITS PDU header and CPM parameters. In some examples, the timestamp is a part of the message 124 which can be included in the message header 214. The timestamp indicates the time when the remote sensor unit 114 generates the message 124. The timestamp is based on a reference time signal, which can be a GPS signal. In other examples, the timestamp can be included in any part of the message 124. The timestamp is for the receiving system, in this case, the vehicle 100, to correctly interpret and process the message 124. The timestamp allows the receiving system to determine the time delay between the time when the remote sensor unit 114 generates the message 124 and the time when the VCU 104 of the vehicle 100 processes the message 124. This time delay is used to obtain an updated free space region 136 within the detection region 126. The ITS PDU header provides basic information about the originating ITS-S (Intelligent Transportation System Station), including the protocol version, message 124 type, and ITS-S ID. This information is for the receiving system, in this case, the vehicle 100, to correctly interpret and process the message 124. The CPM parameters provide additional information about the message 124. These parameters can include various types of information that are relevant for the processing of the message 124 by the vehicle 100. The message payload 216 contains the actual data relating to the free space region 130 within the detection region 126. The message payload 216 includes various containers, such as a management container 218, a station data container 220, a sensor information container 222, and a perceived object container 224, and a free space addendum container 226. The management container 218 provides information about the station type and reference position of the originating ITS-S, regardless of whether remote sensor unit 114 is a vehicle 100 or RSU type station. It also includes information about message segmentation. The station data container 220 provides more specific information about the originating ITS station, distinguishing between vehicles 100 and RSUs. The station data container 220 includes parameters like vehicle dynamics for vehicles and references to road infrastructure for RSUs. The sensor information container 222 provides information about the sensory capabilities of an ITS-S, including descriptive information about the sensors mounted on a vehicle or RSU. the sensor information container 222 helps receivers determine the surrounding areas covered by different sensors. The perceived object container 224 describes the dynamic state and properties of objects 128 detected by the originating ITS-S. It includes information like distance, speed, classification, and object ID for each perceived object. The object information is a part of the perceived object container 224. The object information describes the dynamic state and properties of the object 128 detected by the originating ITS-S. This includes information like position, distance, velocity, acceleration, object size, speed, object classification, and object ID for the perceived object 128. The object information helps the receiving system, in this case, the vehicle 100, to understand the state and properties of the object 128, enabling it to make informed decisions based on the received data. The free space addendum container 226 is a part of the message payload 216. The free space addendum container 226 allows for alterations to the confidence levels for certain areas within the sensor's detection area. The free space addendum container 226 provides additional information about the level of free space confidence in specific areas and can indicate if the shadowing model applies. The free space addendum container 226 can include multiple free space addendum containers 226. Each free space addendum container 226 can describe an isotropic free space confidence that applies to the entire area as defined in the free space area of a particular free space addendum container 226. In some examples, the free space addendum container 226 can comprise one or more of the following free space addendum parameters; freespaceconfidence parameter, freespaceconfidence parameter, freespacearea parameter, sensorldlist parameter, shadowingapplies parameter. In some other examples, additional information can be included in the free space addendum container 226 as required. Indeed, any information relating to the free space in the detection region 126 can be included in the free space addendum container 226. The freespaceconfidence parameter describes an isotropic free space confidence that applies to the entire area as defined in the free space area of a particular free space addendum container 226. The freespaceconfidence parameter can be expressed in various ways, such as in terms of a confidence score, a probability, or in any other suitable manner. The freespaceconfidence parameter helps the receiving system, in this case, the vehicle 100, to understand the confidence level of the originating ITS-S in the detection of the free space region 130. This can help the vehicle 100 to make informed decisions about its operation, such as planning its path, avoiding collisions with objects 128, and other operational decisions. The freespacearea parameter describes the free space area for which the free space confidence of this addendum container is valid. The freespacearea parameter can be expressed in various ways, such as in terms of coordinates in a coordinate system, relative to a reference point, or in any other suitable manner. The freespacearea parameter helps the receiving system, in this case, the vehicle 100, to understand the area within the detection region 126 for which the free space confidence information is valid. This can help the vehicle 100 to make informed decisions about its operation, such as planning its path, avoiding collisions with objects 128, and other operational decisions. The sensorldlist parameter provides a list of pseudonym sensor IDs which performed the measurement to indicate the free space. Pseudonym sensor IDs are used to maintain sensor anonymity while providing a reference for the measurements taken to indicate free space. The sensorldlist parameter helps the receiving system, in this case, the vehicle 100, to understand which sensors of the originating ITS-S performed the measurement to indicate the free space. This can help the vehicle 100 to make informed decisions about its operation, such as planning its path, avoiding collisions with objects 128, and other operational decisions. The shadowingapplies indicates if the shadowing applies also within the described area. 'Shadowing' relates to the detection region 126 or sensor coverage. The shadowingapplies parameter helps the receiving system, in this case, the vehicle 100, to understand if the shadowing model applies within the described area. This can help the vehicle 100 to make informed decisions about its operation, such as planning its path, avoiding collisions with objects 128, and other operational decisions. As mentioned, the free space addendum container 226 can describe information relating to the free space region 130 in the detection region 126. The message 124 is configured to describe one or more free space regions 130 as required. Likewise, the message 124 is configured to describe one or more remote sensor units 114, and objects 128 in the sensor information container 222 and the perceived object container224. The message 124 in some examples can describe between 1 and 128 of freespace regions 130, objects 128 and remote sensor units 114 as required. However, in other examples, the message 124 can comprise information relating any number of free space regions 130, objects 128 and remote sensor units 114 as required. Figure 2 shows a schematic view of a remote sensor 120 of the remote sensor unit 114 configured to detect objects 128 within the detection region 126. Figure 2 illustrates the detection region 126. The detection region 126 is where the first sensor 102 of the vehicle 100 and the remote sensor 120 of the remote sensor unit 114 detect objects 128 and free space regions 130. The schematic representation of the detection region 126 as shown in Figure 2 is applicable to the first sensor 102 and / or the remote sensor unit 114. Furthermore, other remote sensor units 114 or vehicles other than the ego vehicle can also have sensors as described by Figure 2. Hereinafter, reference will only be made to the remote sensor unit 114 for the purposes of clarity. The detection region 126 is the area within which the remote sensor 120 of the remote sensor unit 114 can detect objects 128 and free space regions 130. The detection region 126 as shown in Figure 2 includes various sub-regions, such as the free space region 130, the shadow region 132, and the free space addendum region 134. The detection region 126 is a volume of space near the vehicle 100. The size and shape of the detection region 126 can vary depending on various factors, such as the type of vehicle 100, the type of the remote sensor 120, the line of sight of the sensor, the environment around the vehicle 100, and the operational parameters of the vehicle 100 and the remote sensor unit 114. The objects 128 within the detection region 126 are material things that can be seen and touched, and therefore detected by the remote sensor 120 of the remote sensor unit 114. The objects 128 can be any physical entities, such as other vehicles, pedestrians, animals, buildings, trees, road signs, and other stationary or moving entities. The objects 128 are detected within the detection region 126. The remote sensor 120 is configured to detect the objects 128 and associate parameters with them that can be measured and / or estimated. These parameters can include, for example, the size, shape, position, velocity, and direction of movement of the objects 128. In some examples, the objects 128 can also optionally include virtual objects, such as areas of the road that are marked as no-go zones, areas of the road that are temporarily blocked due to construction or other reasons, and other virtual objects that are relevant for the operation of the vehicle 100. The free space region 130 is a volume of space within the detection region 126 that does not contain an object 128. The free space region 130 is detected by the remote sensor unit 114. Determination of the free space region 130 allows the vehicle 100 to be safely and effectively controlled. This may be when the vehicle 100 is autonomously controlled, uses ADAS functionality or is manually controlled.. The vehicle 100 uses the information about the free space region 130 to plan its path, avoid collisions with objects 128, and make other operational decisions. The size and shape of the free space region 130 can vary depending on various factors, such as the position and movement of the objects 128 within the detection region 126, the operational parameters of the first sensor 102 and the remote sensor 120, and other factors. The shadow region 132 is a region within the detection region 126 that is occluded from the remote sensor 120 by an object 128. The shadow region 132 is a part of the detection region 126 where the remote sensor 120 cannot directly detect objects 128 or free space regions 130 due to the presence of an object 128 that blocks the line of sight. The presence of a shadow region 132 can affect the accuracy and reliability of the detection of objects 128 and free space regions 130 by the remote sensor 120. Therefore, the system for compensating message delays between the vehicle 100 and the remote sensor unit 114 takes into account the presence of the shadow region 132 when processing the data received from the first sensor 102 and the remote sensor 120. The free space addendum region 134 is a region within the detection region 126 that can be attached to express different confidence levels for certain areas within the detection region 126. The free space addendum region 134 is a part of the detection region 126 where the confidence level for the detection of free space regions 130 by the remote sensor 120 is adjusted based on various factors. The free space addendum region 134 can be defined based on various parameters, such as the type of road, the speed limit of the road, the type of area (e.g., urban vs highway), the lane configuration, the road layout (e.g., curves, intersections), the presence of static road furniture (e.g., traffic signs, guardrails), the presence of pedestrian areas, the time of day, the weather conditions, and other parameters. The free space addendum region 134 can be used to adjust the confidence level for the detection of free space regions 130 in certain areas within the detection region 126. This can help improve the accuracy and reliability of the detection of free space regions 130 by the first sensor 102 and the remote sensor 120. Whilst Figure 2 indicates the free space region 130 and the detection region 126, Figures 3, 4, and 5 show these regions which are associated with a particular sensor e.g. the first sensor 102 or the remote sensor unit 114. Use of e.g. ‘ or ‘’ has been made to differentiate between different regions of the same type. The method of compensating delays will be discussed in reference to Figures 3, 4, 5 and 6. The free space regions 130 in Figures 3, and 4 have been shown with a solid line. The detection region 126 have been shown with a uniform dotted line. The shadow regions 132 have been shown with a dotted line with alternating sized dashes. Figure 3 is a schematic plan view of the vehicle 100 at an intersection in communication with the remote sensor unit 114 at a first time. Figure 3 shows the vehicle 100 at the intersection wherein the first sensor 102 of the vehicle 100 can detect a free space region 130’’ within the detection region 126’’. The free space region 130’’ and the detection region 126’’ are the associated with the first sensor 102. Similarly, the remote sensor unit 114 can detect a free space region 130’ with the detection region 126’. The free space region 130’ and the detection region 126’ are associated with the remote sensor unit 114. The vehicle 100 will have a high confidence that the free space region 130’’ as shown in Figure 3 is free from an object 128. The vehicle 100 only has a line of light to part of the detection region 126’’ because one or more objects 128’ are in the way. In this exemplary case, some are trees blocking line of sight of part of the detection region 126’’ from the vehicle 100. At the same time there are a plurality of objects 128’ within the detection region 126’’ that occlude other parts of the detection region 126’’ from the first sensor 102. As can be seen from Figure 3 a first object 128’ in front of the vehicle 100 generates a first shadow region 132’ for the first sensor 102. In fact, the object 128’ also generates a second shadow region 132’’ for the remote sensor unit 114. The first shadow region 132’ and the second shadow region 132’’ have different areas as represented in Figure 3 because of the different positions of the first sensor 102 and the remote sensor unit114. Accordingly, the first object 128’ respectively occludes different parts of thedetection regions 126’’, 126’ for the first sensor 102 and the remote sensor unit 114. A second object 128’’, which the vehicle 100 cannot even see, generates a third shadow region 132’’’ for the remote sensor unit 114. Here the third shadow region 132’’’ occludes a third object 128’’’ (e.g. a motorcycle) from the remote sensor unit 114. Figure 4 is a schematic plan view of the vehicle 100 at an intersection in communication with the remote sensor unit 114 at a second time. This is the same intersection, vehicle 100 and remote sensor unit 114 as shown in Figure 3. However, the arrangement as shown in Figure 4 is at a later time. This means that the dynamic first object 128’, second object 128’’ and the third object 128’’’ within the detection region 126 have moved. The first object 128’ has moved out of the line of sight of the first sensor 102 and towards the remote sensor unit 114, which the remote sensor unit 114 can see. This means that the first object 128’ no longer creates the first shadow region 132’ for the first sensor 102. Instead, the second shadow region 132’’ has increased in size for the remote sensor unit 114 and has moved within the detection region 126. The motorcycle object 128’’’ is now visible to the remote sensor unit 114 having moved out of the third shadow region 132’’’. The motorcycle object 128’’’ creates a fourth shadow region 132’’’’ for the remote sensor unit 114. The shape of the free space region 130’ detected by the remote sensor unit 114 as shown in Figure 4 has changed due to the movement of the first, second and third objects 128’, 128’’, 128’’’. Likewise, the shape of the free space region 130’’ for the first sensor 102 has also changed. Figure 5 is a schematic plan view of the vehicle 100 at the same intersection in communication with the remote sensor unit 114. Figure 5 is the same as Figures 3 and 4 except that Figure 5 illustrates different areas of the detection region 126’ where the updated free space region 136 is predicted. The updated free space region 136 within the detection region 126’ is obtained based on the time delay between the time when the remote sensor unit 114 generates the message 124 and the time when the VCU 104 of the vehicle 100 processes the message 124, and the parameter information relating to the detection region 126’. The delay may occur because the vehicle processor 106 takes time to receive the message 124 through its technology stack e.g. the time taken for the message 124 to move through layers of software and hardware of the vehicle 100, from the application layer down to the network and physical layers. The updated free space region 136 is a volume of space within the detection region 126’ that does not contain an object 128 and is adjusted based on the obtained time delay and the parameter information of the detection region 126’. The updated free space region 136 provides a more accurate representation of the free space within the detection region 126’, taking into account the time delay in the processing of the message 124 and the specific parameters of the detection region 126’. Figure 5 shows the first object 128’ moving through the detection region 126’ (from left to right as shown in Figure 5). Figure 5 also shows the third object 128’’’ moving through the detection region 126’ (from right to left as shown in Figure 5). Figure 5 shows a plurality of different lines representing the updated free space region 136 at different times. The updated free space region 136 as shown in Figure 5 is updated based on the predicted movement of the third object 128’’’. In this case a motorcycle which is moving along the road. The updated free space region 136 represents a determined change in the free space region 130’ associated with the remote sensor unit 114 at a first time delay. However, Figure 5 also represents a second updated free space region 136’’ at second time delay and a third updated free space region 136’’’ at a third time delay. The first time delay is smaller than the second time delay. Likewise, the second time delay is smaller than the third time delay. In this way, Figure 5 shows the updated free space region 136 which is progressively reduced as the time delay increases from the first time delay to the third time delay. As the time delay increases, the updated free space region 136 is reduced because e.g. the motorcycle object 128’’’ is determined to be moving further through the detection region 126 towards the free space region 130. However, the first sensor 102 or the remote sensor unit 114 do not have to have previously observe an object 128. The updated free space region 136 can be reduce due to a possibility of a traffic participant moving in the detection region 126’. Figure 5 also shows a pedestrian updated free space region 138 for a pedestrian at the side of the road and a truck updated free space region 140 for the first object 128’. The processing for determining the pedestrian updated free space region 138 and the truck updated free space region 140 is the same as discussed with respect to the updated free space region 136. In some examples, the updated free space region 136 is obtained by calculating a distance from the obtained time delay and predicted object speed parameters. This calculated distance is then used to reduce the size of the original free space region 130, resulting in the updated free space region 136. This process ensures that the updated free space region 136 accurately reflects the current state of the detection region 126’, taking into account the time delay in the processing of the message 124 and the movement of objects 128 within the detection region 126’ during this time delay. This will be discussed in more detail with respect to Figure 6. Figure 6 is a flow diagram for a method for compensating for a message 124 delay between the vehicle 100 having the first sensor 102 and a remote sensor unit 114. As shown in step S200 of Figure 6, the vehicle 100 receives a message 124 from a remote sensor unit 114 via the communications module 110. The message 124 is sent from the remote sensor unit 114 to the vehicle 100, specifically to the VCU 104 of the vehicle 100. The message 124 contains information relating to a free space region 130 within a detection region 126 that is occluded or partially occluded from the first sensor 102 of the vehicle 100. As discussed, the message 124 is a CPM message 124 which is sent using the Vehicle-to-Everything (V2X) protocol and the information relating to the free space region 130 is included in the free space addendum container 226. Alternatively, other protocols and message formats can be used. The message 124 includes various components, such as a message header 214, a message payload 216, and a timestamp. The content of the message 124 is for the operation of the vehicle 100 and has been discussed with reference to Figure 7 above. The information on the free space region 130 within the detection region 126 is a part of the message 124. The free space region 130 is a volume of space within the detection region 126 that does not contain an object 128. The information on the free space region 130 helps the vehicle 100 to understand the state of the detection region 126 and to make informed decisions about its operation. Once the VCU 104 receives the message 124, the VCU 104 is configured to obtain a time delay as shown in step S202. Specifically, the time delay is the difference between a first time when the remote sensor unit 114 generates the message 124 and a second time when the VCU 104 of the vehicle 100 processes the message 124. The time delay between the message 124 being generated at the remote sensor unit 114 and the message 124 being processed by the VCU 104 can be due to the time that the VCU 104 takes to process the message 124. Alternatively, the VCU 104 may be handling a message queue and the VCU 104 cannot immediately process the message 124 when it is received. The time delay between the first time and the second time may be significant with respect to the timescale in which dynamic objects 128 move within the detection region 126. The time delay is obtained by the vehicle processor 106 of the VCU 104. The vehicle processor 106 is configured to determine a reference time signal at a second time, which is the time when the VCU 104 processes the message 124. The reference time signal can be a GPS signal or any other reference time signal. The first time is determined based on a timestamp from the message 124 as shown step S208 in Figure 6. The timestamp is a part of the message 124 and indicates the time when the remote sensor unit 114 generates the message 124. The timestamp is optionally based on a reference time signal, which can be a GPS signal received by the remote sensor unit 114. In other examples, other reference time signals can be used. The vehicle processor 106 is configured to determine the first time based on the timestamp from the message 124. The second time is determined based on a reference time signal as shown in step S210 in Figure 6. The reference time signal is a signal that provides a reference for timekeeping. In some implementations, the reference time signal can be again a GPS signal. Similarly, other reference time signals can be used. Accordingly, the vehicle processor 106 of the VCU 104 is configured to obtain the second time. Once the VCU 104 has obtained the time delay, the VCU 104 is configured to obtain parameter information relating to the detection region 126 as shown in step 212 in Figure 6. The parameter information includes various types of information that are relevant for the detection of objects 128 and free space regions 130 within the detection region 126. The parameter information can include, for example, the type of road, the speed limit of the road, the type of area (e.g., urban vs highway), the lane configuration, the road layout (e.g., curves, intersections), the presence of static road furniture (e.g., traffic signs, guardrails), the presence of pedestrian areas, the time of day, the weather conditions, and other relevant information. The parameter information is any information that is pertinent to calculating the updated free space region 136. In some examples, the parameter information includes the predicted object speed parameters provide information about the expected speed of objects 128 within the detection region 126. The predicted object speed parameters can be based on various factors, such as the speed limit of the road, the type of road, the type of area (e.g., urban vs highway), the time of day, the weather conditions, and other relevant factors. In some examples, the VCU 104 retrieves speed limit information related to the detection region 126 from either the vehicle memory 108 or from the message 124 itself. The predicted object speed parameters are obtained by the vehicle processor 106 of the VCU 104 from the vehicle memory 108. This means that the VCU 104 can retrieve the predicted object speed parameters locally. Additionally, or alternatively, the vehicle processor 106 is optionally configured to obtain the predicted object speed parameters from the message 124 received from the remote sensor unit 114. In some examples, the predicted object speed parameters can be the speed limit of the detection region 126. In some examples, the predicted object speed parameters can be the speed limit of the detection region 126 multiplied by an overspeed factor e.g. to account for motorists regularly speeding within the detection region 126. The overspeed factor can be a percentage applied to increase the speed limit of the detection region 126 e.g.10%, 20%, 30% etc. The road type, lane configuration, and / or road layout are also optionally parts of the parameter information. They provide information about the physical characteristics of the road within the detection region 126. This information can include, for example, whether the road is a highway or an urban road, the number of lanes on the road, the layout of the road (e.g., straight, curved, intersection), and other relevant information. The road type, lane configuration, and / or road layout are obtained by the vehicle processor 106 of the VCU 104 from the vehicle memory 108. The VCU 104 can, in some examples, optionally adjust the predicted object speed parameters based on the road type, lane configuration, and / or road layout. For example, the parameter information relating to the physical characteristics of the road can be used to apply a speed reduction factor or speed increase factor as required. In some examples, parameter information indicating a narrow pinch point due to road furniture can be used to apply a speed reduction factor on the speed limit of the detection region 126. Optionally, the VCU 104 can use static object information, time of day, and / or weather conditions are parts of the parameter information. They provide information about the static objects within the detection region 126, the time of day, and / or the weather conditions at the time when the message 124 is generated. The static object information can include information about static road furniture, such as traffic signs, guardrails, and other static objects within the detection region 126. The time of day can affect the presence of pedestrians or vehicles within the detection region 126. The weather conditions can affect the road surface quality and visibility within the detection region 126. The static object information, time of day, and weather conditions are obtained by the vehicle processor 106 of the VCU 104 from the vehicle memory 108. The VCU 104 can, in some examples, optionally adjust the predicted object speed parameters based on static object information, time of day, and / or weather conditions. For example, the parameter information relating to the static object information, time of day, and / or weather conditions can be used to apply a speed reduction factor or speed increase factor as required. The VCU 104 is then configured to obtain an updated free space region 136 within the detection region 126 as shown in step 204 in Figure 6. The updated free space region 136 is a volume of space within the detection region 126 that does not contain an object 128 and is adjusted based on the obtained time delay and the parameter information of the detection region 126. In some implementations, the updated free space region 136 is obtained by calculating a distance from the obtained time delay and the predicted object speed parameters. For example, the distance is calculated from the predicted object speed parameters of a moving object 128 within the detection region 126. That is, the VCU 104 obtains a speed estimate of one or more moving objects 128 within the detection region 126. The VCU 104 then multiples the speed estimate by the time delay to obtain a calculated distance. This calculated distance is then used to reduce the size of the original free space region 130, resulting in the updated free space region 136. This process ensures that the updated free space region 136 accurately reflects the current state of the detection region 126, taking into account the time delay in the processing of the message 124 and the movement of objects 128 within the detection region 126 during this time delay. This takes into account how far a moving object 128 moving at a maximum calculated speed could travel within the time delay. This means that this moving object could, theoretically move into the previously identified free space region 130. However, the updated free space region 136 is reduced as a function of the time delay and the predicted object speed parameters. The reduction in the size of the free space region 130 takes into account the potential movement of objects 128 within the detection region 126 during the time delay. The size of the updated free space region 136 is smaller at the side of the road where slower moving pedestrians are located. Conversely, the size of the updated free space region 136 is larger in the middle of the road when faster moving vehicles are located. This is illustrated in Figure 5 with e.g. the different size for the pedestrian updated free space region 138 for a pedestrian at the side of the road. In some examples, once the VCU 104 has obtained an updated free space region 136, the VCU 104 is optionally configured to issue a control signal as shown in step S206 in Figure 6. In some examples, the step of issuing a control signal comprises issuing a notification signal. The notification signal can be issued to a user interface or a notification system for the driver of the vehicle 100. The notification signal provides information about the updated free space region 136 within the detection region 126. The vehicle processor 106 is configured to issue the notification signal based on the updated free space region 136. The notification signal can include various types of information, such as a visual alert, an audible alert, a tactile alert, or any other type of alert that can be perceived by the driver of the vehicle 100. In some implementations, the notification signal is issued to a user interface of the vehicle 100. The user interface can be a display screen, a speaker, a haptic feedback device, or any other type of user interface that can present the notification signal to the driver of the vehicle 100. The notification signal provides information about the updated free space region 136 within the detection region 126. This information can help the driver of the vehicle 100 to understand the current state of the detection region 126 and to make informed decisions about the operation of the vehicle 100. The notification signal provides information about the updated free space region 136 within the detection region 126. This information can help the driver of the vehicle 100 to understand the current state of the detection region 126 and to make informed decisions about the operation of the vehicle 100. Additionally, or alternatively, the step of issuing a control signal can optionally comprise controlling the vehicle 100. The control of the vehicle 100 is performed by the vehicle processor 106 of the VCU 104. The vehicle processor 106 is configured to control the vehicle 100 based on the updated free space region 136. The control of the vehicle 100 can include various actions, such as adjusting the speed of the vehicle 100, changing the direction of the vehicle 100, activating the brakes of the vehicle 100, activating the steering system of the vehicle 100, or any other action that can be performed to control the vehicle 100. In some examples, the VCU 104 is configured is allowed to initiate a left turn if the delay is small enough based on the updated free space region 136. Otherwise, the VCU 104 may determine that the hidden motorcycle 128’’’ could be too close to the intersection for the vehicle 100 to safely enter. In this way, the VCU 104 in some examples can be configured to issue the notification signal and issue a control signal for controlling the vehicle (100). The VCU 104 can issue the notification signal and then issue the control signal. For example, the VCU 104 may indicate to the user a status of the detection region 126, and then subsequently take action in controlling the vehicle 100 e.g. braking, steering, accelerating the vehicle 100. This may give the user time to intervene and override the control signal issued by the VCU 104. Alternatively, the VCU 104 can issue the control signal and then issue the notification signal. In this case, the VCU 104 may determine that an action is required immediately for the purposes of driver safety and the user can be notified after the control signal has been issued. Alternatively, the VCU 104 can issue the notification signal and the control signal at the same time. The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms "comprises," "comprising," "includes," and / or "including" when used herein specify the presence of stated features, integers, actions, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and / or groups thereof. It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure. Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements present. Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealised or overly formal sense unless expressly so defined herein. It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation, the scope of the disclosure being set forth in the following claims.

Claims

Claims1. A method for evaluating occluded areas from a vehicle (100) having a firstsensor (102) the method comprising: receiving a message (124) from a remote sensor unit (114) being configured to detect objects (128) and free space regions (130) within a detection region (126), wherein the message (124) relates to a free space region (130) within the detection region (126) occluded from the first sensor (102); obtaining a time delay between a first time when the remote sensor unit (114) generates the message (124) and a second time when a vehicle control unit (VCU)(104) of the vehicle (100) processes the message (124);obtaining parameter information relating to the detection region (126); and obtaining an updated free space region (136) within the detection region (126) based on the obtained time delay and the parameter information of the detection region (126).

2. The method according to claim 1, wherein obtaining the time delay comprises:obtaining the first time based on a timestamp from the message (124); and obtaining the second time based on a reference time signal.

3. The method according to any of claims 1 to 2, wherein the parameterinformation comprises predicted object speed parameters, type of road, lane configuration, road layout, static object information, time of day, and / or weather conditions relating to the detection region (126).

4. The method according to any of claims 1 to 3, wherein obtaining the updatedfree space region (136) comprises calculating a distance from the obtained time delay and predicted object speed parameters.

5. The method according to any of claim 4 wherein obtaining the updated free space region (136) comprises reducing the size of the free space region (130) based on the calculated distance.

6. The method according to any of claims 1 to 5, further comprising issuing anotification signal to a user interface or a notification system for a driver based on the updated free space region (136).

7. The method according to any of claims 1 to 6, further comprising controlling thevehicle (100) based on the updated free space region (136).

8. The method according to claim 7 wherein the controlling comprises issuing oneor more control instructions to a vehicle powertrain, a vehicle braking system, and / or a vehicle steering system.

9. The method according to any of claims 1 to 8, wherein the remote sensor unit(114) is a roadside unit (RSU).

10. The method according to any of claims 1 to 9, wherein the remote sensor unit(114) is a vehicle sensor unit on another vehicle, a pedestrian sensor unit, or anadditional vehicle sensor (112) of the vehicle (100).

11. The method according to any of claims 1 to 10, wherein the message (124) is acollective perception message (CPM).

12. The method according to claim 11, wherein the collective perception message(124) comprises a free space addendum (134).

13. The method according to any of claims 1 to 12, wherein the vehicle control unit (VCU) (104) and the remote sensor unit (114) are configured to use a communication protocol.

14. The method according to claim 13, wherein the communication protocol is oneor more of: Vehicle-to-Everything (V2X) protocol, Dedicated Short-Range Communications (DSRC) protocol, Cellular Vehicle-to-Everything (C-V2X) protocol, and IEEE 802.11p protocol.

15. A vehicle (100) comprising:a first sensor (102) configured to detect objects (128) within a detection region (126); a vehicle control unit (VCU) (104) configured to receive a message (124) from a remote sensor unit (114) relating to a free space region (130) within the detection region (126) occluded from the first sensor (102), obtain a time delay between a first time when the remote sensor unit (114) generates the message (124) and a second time when the VCU (104) processes the message (124), obtain parameter information relating to the detection region (126), and obtain an updated free space region (136) within the detection region (126) based on the obtained time delay and the parameter information of the detection region (126).

16. A vehicle control unit (VCU (104) comprising:a processor (106) configured to receive a message (124) from a remote sensor unit (114) relating to a free space region (130) within a detection region (126) occluded from a first sensor (102) of a vehicle (100), obtain a time delay between a first time when the remote sensor unit (114) sends the message (124) and a second time when the VCU (104) processes the message (124), obtain parameter information relating to the detection region (126), and obtain an updated free space region (136) within the detection region (126) based on the obtained time delay and the parameter information of the detection region (126).

17. A system for evaluating occluded areas from a vehicle (100) having a firstsensor (102), the system comprising: a vehicle control unit (VCU) (104) according to claim 14; and a remote sensor unit (114) configured to send a message (124) relating to a free space region (130) within the detection region (126) occluded from the first sensor (102).

18. A computer program product comprising instructions for causing a processor toperform the method according to any one of claims 1 to 14 when executed on the processor.

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