Distributed network communication system for connected collaborative driving

Abstract

The present invention relates to a distributed network communication system for networked collaborative driving, which belongs to the field of vehicle network communication. The multiple vehicle ends of the system communicate with each other through OBU; the road end includes relay communication equipment and communication base stations deployed on the road side, and RSU serves as a communication link relay node in the distributed vehicle collaborative driving task to assist in information transmission between vehicles; the communication base station is connected to the cloud device using optical fiber, and is connected to the vehicle end through Uu; the task initiating vehicle starts the networked collaborative driving task, and searches for surrounding communication vehicle nodes that can serve as task collaborative vehicles, and exchanges node information with the task collaborative vehicles, and then performs fusion calculations on the high-precision map obtained from the cloud and the surrounding vehicle information, thereby completing the networked coordinated driving task. Compared with existing methods, this method has the advantages of low latency, easy scalability, no facility dependence, and high efficiency.

Description

Technical Field

[0001] The present invention belongs to the field of vehicle networking communications and relates to a distributed network communication system for networked collaborative driving. Background Art

[0002] Today, cars are no longer just a means of transportation; they have become intelligent platforms connecting multiple fields, including transportation, information and communications. With the rapid advancement of technology, the deep integration of cars with these fields is driving the development of intelligent transportation systems at an unprecedented pace. Among these, the vehicle-road-cloud collaborative autonomous driving system, based on advanced mobile communication technologies, is particularly noteworthy. This system integrates roadside equipment, edge computing units, and cloud information to create a highly coordinated network environment, enabling seamless connectivity and comprehensive coordination between vehicles, roads, and the cloud.

[0003] In the vehicle-road-cloud collaborative autonomous driving system, collaborative perception, collaborative decision-making, and collaborative control are its core functions. Through these functions, the system can collect and analyze multi-source information such as road conditions, vehicle status, and the surrounding environment in real time, providing accurate and reliable decision-making support for the autonomous vehicle. This not only greatly improves vehicle safety, but also significantly increases traffic efficiency, reduces energy consumption, and provides passengers with a more comfortable and convenient travel experience.

[0004] However, the full application of this system requires widespread deployment of connected vehicle roadside infrastructure and the widespread installation of onboard communication equipment. my country attaches great importance to this and has clearly identified connected vehicles as a key direction for future transportation development. It plans to build a nationwide cellular vehicle-to-everything (C-V2X) infrastructure covering all highways by 2050. This will lay a solid foundation for the comprehensive provision of collaborative perception, decision-making, and control services, helping to advance the transportation system towards its optimal development goals.

[0005] However, current connected vehicle systems still face numerous challenges. In particular, the number of roadside communication units (RSUs) deployed is insufficient to fully support vehicle connectivity. Achieving wide coverage and maintaining stable communication connections to facilitate collaborative driving amidst the high-speed movement of vehicle topology nodes remains a pressing issue. Summary of the Invention

[0006] In view of this, an object of the present invention is to provide a distributed network communication system for networked collaborative driving.

[0007] In order to achieve the above object, the present invention provides the following technical solutions:

[0008] A distributed network communication system for connected cooperative driving, comprising: multiple vehicle terminals, multiple road terminals, and at least one cloud terminal. The multiple vehicle terminals communicate with each other via an onboard communication unit (OBU). The road terminals include relay communication equipment and communication base stations deployed on the roadside. The relay RSUs serve as communication link relay nodes in distributed vehicle cooperative driving tasks, assisting in information transmission between vehicles. The communication base stations are connected to the cloud terminal using optical fiber and communicate with the vehicle terminals via a cellular network interface (Uu).

[0009] Based on a distributed network communication architecture, vehicles can collaborate with other vehicles, road terminals, and the cloud to process networked collaborative driving tasks. The task-initiating vehicle starts the networked collaborative driving task, searches for surrounding communication vehicle nodes that can serve as task-collaborating vehicles, and exchanges node information with task-collaborating vehicles. The task-initiating vehicle performs fusion calculations based on the high-precision map obtained from the cloud and the surrounding vehicle information to obtain the task execution strategies and collaborative control instructions for the task-collaborating vehicles and the vehicle itself, thereby completing the networked coordinated driving task.

[0010] Furthermore, for multiple vehicle terminals, an on-board communication unit OBU is set in each vehicle terminal, which is connected to the in-vehicle network through Ethernet mode and communicates between vehicles through a direct communication interface based on near-field communication PC5.

[0011] Furthermore, according to the generation scenario of the networked collaborative driving task, vehicles are divided into task initiating vehicles, task relay vehicles and task collaborative vehicles. Among them, when the task initiating vehicle communicates with the task collaborative vehicle, if the communication distance is within the direct communication distance based on PC5, the two directly communicate based on PC5; if the communication distance exceeds the direct communication distance based on PC5, it is further determined whether the two are in the communication coverage range of the same roadside communication equipment RSU. If they are in the communication coverage range of the same RSU, the communication is forwarded through the RSU. Otherwise, multiple PC5 direct communications are carried out based on the task relay vehicle between the two, and communication is achieved by establishing a multi-hop communication link.

[0012] Furthermore, a collaborative controller is set up inside each vehicle. The collaborative controller of the mission-initiating vehicle first exchanges node information with the mission-cooperating vehicles. The node information includes the vehicle status, vehicle perception, vehicle intention and traffic information of each vehicle. Then, the collaborative controller of the mission-initiating vehicle performs a fusion calculation based on the information of the vehicle itself and the mission-cooperating vehicles to obtain the collaborative trajectory session and collaborative control instructions, and transmits the collaborative trajectory planning and collaborative control instructions to the mission-cooperating vehicles.

[0013] Furthermore, a vehicle domain controller is set up inside each vehicle end, which is used to obtain the vehicle's own perception information and status information during the information exchange stage. Specifically, it obtains the vehicle's surrounding environment information through the vehicle-mounted camera or vehicle-mounted radar to obtain vehicle perception information; it obtains vehicle status information by monitoring the accelerator, brake pedal, and steering wheel;

[0014] The vehicle status and vehicle perception information obtained by the vehicle domain controller is first transmitted to the collaborative controller of the own vehicle, which then exchanges information with other vehicles.

[0015] After the fusion calculation, the vehicle domain controller controls the throttle, brake pedal, steering wheel angle and turn signal according to the collaborative trajectory planning and collaborative control instructions issued by its own collaborative controller.

[0016] Furthermore, the vehicle downloads a high-precision map of its area from the cloud through a roadside communication base station. The high-precision map provides basic geographic information, lane-level data information, and dynamic traffic information. Basic geographic information includes road name, road location, and road shape; lane-level data information includes the number of lanes, lane width, lane markings, and lane attribute changes; traffic information includes speed limits, signal light status, traffic flow, and road construction information.

[0017] The information provided by the high-precision map is used to assist the vehicle's collaborative controller in performing fusion calculations.

[0018] Furthermore, the task scenarios of the connected driving tasks include at least: urban straight roads, urban forks, highway ramps and highway straight roads. Based on the task scenarios, the connected driving tasks include at least: unprotected left turns of vehicles traveling in opposite directions at intersections, cooperative lane merging, turning or alternating traffic on unsignaled ramps, cooperative adaptive cruise control, cooperative lane changes of vehicles traveling in the same direction, platooning, and cooperative borrowing of lanes.

[0019] The beneficial effects of the present invention are:

[0020] The distributed network vehicle cooperative driving communication network architecture of the present invention has significant advantages. First, through a low-latency communication mechanism, real-time status information sharing between vehicles is achieved, greatly improving the efficiency of task processing and collaborative decision-making. Second, the architecture has good scalability and can flexibly add new vehicles or nodes. Through resource sharing, cooperative driving vehicles can exchange perception information and decision results, thereby improving overall traffic fluidity and safety. Finally, even in the absence of roadside communication facilities, it can still meet the execution of networked cooperative driving tasks.

[0021] Other advantages, objects, and features of the present invention will be described in part in the following description and, in part, will be apparent to those skilled in the art upon examination of the following description or may be learned from practice of the present invention. The objects and other advantages of the present invention may be realized and obtained through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be described in detail below with reference to the accompanying drawings, in which:

[0023] Figure 1 This is a schematic diagram of the distributed communication network architecture of the present invention;

[0024] Figure 2 This is a flow chart of the in-vehicle network collaborative driving information transmission of the present invention;

[0025] Figure 3 This is a flow chart for confirming the distributed networked cooperative driving communication architecture of the present invention;

[0026] Figure 4 Schematic diagram of distributed communication for the collaborative lane-changing cooperative driving task of the present invention. DETAILED DESCRIPTION

[0027] The following describes the embodiments of the present invention by means of specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and the following embodiments and features in the embodiments can be combined with each other without conflict.

[0028] Among them, the accompanying drawings are only for illustrative purposes and represent only schematic diagrams rather than actual pictures, and should not be understood as limiting the present invention. In order to better illustrate the embodiments of the present invention, some parts of the accompanying drawings may be omitted, enlarged or reduced, and do not represent the dimensions of actual products. For those skilled in the art, it is understandable that some well-known structures and their descriptions may be omitted in the accompanying drawings.

[0029] The same or similar numbers in the drawings of the embodiments of the present invention correspond to the same or similar parts; in the description of the present invention, it should be understood that if there are terms such as "upper", "lower", "left", "right", "front", "back", etc. indicating directions or positional relationships, they are based on the directions or positional relationships shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operate in a specific direction. Therefore, the terms describing the positional relationship in the drawings are only used for illustrative purposes and cannot be understood as limiting the present invention. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0030] See also Figures 1 to 4 , which is a distributed network communication system for connected collaborative driving.

[0031] The present invention provides a distributed network communication system for networked cooperative driving, which includes multiple vehicle terminals, multiple road terminals and at least one cloud. The multiple vehicle terminals communicate with each other through a direct communication interface based on near-field communication (Proximity-based Communication, PC5); the road terminal includes a relay communication device (Roadside Unit, RSU) and a 5G / 4G communication base station deployed on the road side. The relay RSU serves as a communication link relay node in the distributed vehicle cooperative driving task, realizing the transmission of vehicle shared messages over longer distances; the communication base station is connected to the cloud device using optical fiber and communicates with the vehicle terminal through a cellular network interface (User to Network Interface, Uu);

[0032] Based on a distributed network communication architecture, vehicles can collaborate with other vehicles, road terminals, and the cloud to achieve networked collaborative driving task processing.

[0033] According to the specific collaborative driving task, vehicles can be divided into task initiating vehicles, task relay vehicles and task collaborative vehicles; the task initiating vehicle integrates and calculates the trajectory and control instructions of each collaborative vehicle in the collaborative driving task.

[0034] The mission-initiating vehicle confirms the establishment of a communication link with the collaborative vehicle's communication node. With the cloud-based high-precision map pre-loaded onboard, the mission-initiating vehicle integrates vehicle status information, perception results, and driving intentions from other collaborative vehicles. The mission-initiating vehicle dispatches the collaborative driving vehicles to complete the collaborative driving mission initiated by the mission-initiating vehicle.

[0035] For vehicles whose inter-vehicle distance exceeds the on-board OBU communication capability, participating in a cooperative driving mission involves: If the distance between the cooperating vehicle and the mission-initiating vehicle exceeds the communication coverage range of the on-board OBU communication equipment, and if a roadside communication unit (RSU) is available and both vehicles are within its communication coverage range, message forwarding is performed via the RSU. Alternatively, message forwarding is performed between remote cooperating vehicles and the mission-initiating vehicle using vehicles with PC5 communication capabilities, establishing a single-hop or multi-hop communication link to achieve communication. On mixed traffic roads performing cooperative driving, there are three types of vehicles: human-driven vehicles (HDVs) without communication capabilities, autonomous vehicles (AVs) with cellular network interfaces (Uu), connected vehicles (CVs) with PC5 communication interfaces, and connected and autonomous vehicles (CAVs) with both PC5 and Uu communication interfaces. Vehicles and CAVs with PC5 communication capabilities can autonomously identify collaborative driving tasks and proactively participate in them through adaptive means, prompting the driver through human-machine interaction. Vehicles that only support the Uu communication interface can independently decide whether to participate in collaborative driving based on their own judgment. Vehicles with PC5 communication capabilities can collaborate to complete driving tasks.

[0036] Vehicle-to-vehicle communication uses the PC5 communication interface to enable direct connections between vehicles, ensuring efficient and real-time information exchange. Vehicle-to-cloud communication uses the Uu communication interface to enable communication between vehicles and a base station. The base station is then connected to the cloud control platform via optical fiber, enabling high-capacity data transmission and processing.

[0037] The on-board communication unit OBU is connected to the in-vehicle network through Ethernet mode, and realizes direct communication with the external network through the PC5 communication interface, and is connected to the cloud through the Uu interface. When the vehicle performs the driving task, the on-board collaborative controller is responsible for integrating and calculating the information transmitted by the surrounding collaborative vehicle nodes obtained by the OBU, and executing the trajectory planning and control algorithm of the perception information fusion and driving task initiating vehicle and collaborative autonomous driving vehicle in the collaborative controller. The vehicle domain controller controls the accelerator pedal, brake pedal, steering wheel angle and turn signal according to the speed, acceleration and other parameters calculated by the collaborative controller, and transmits the instructions to the corresponding vehicle control module through the controller area network (CAN) bus. The cloud control platform monitors the collaborative driving task in real time, and sends high-precision maps, collaborative driving strategies and vehicle control algorithms to the vehicle through the Uu interface.

[0038] The vehicle side is composed of an on-board collaborative controller and a vehicle domain controller for information transmission; the vehicle-to-vehicle communication is based on the PC5 communication interface and the vehicle-to-cloud communication is based on the Uu communication interface. The collaborative driving vehicle information content required by the collaborative controller and the communication link of the external network will be determined according to the specific collaborative driving scenario and collaborative driving business requirements. The data transmission of the in-vehicle network adopts Ethernet mode, connecting the on-board communication unit (OBU) and the on-board collaborative controller to support high-speed data transmission to meet the needs of collaborative driving tasks and entertainment services. The Ethernet mode provides higher data transmission quality and stability, prevents data packet loss and delay, and thus ensures the real-time and reliability of data transmission within the car. In addition, the on-board collaborative controller is also connected to the domain controller via the CAN bus.

[0039] The downlink information transmitted by the on-board communication unit (OBU) to the on-board collaborative controller includes: collaborative driving information from other connected autonomous vehicles, such as vehicle collaboration requests, perception information sharing, and vehicle planning and control data; basic road information from the cloud, including traffic events and signs, maps, and traffic light information; and the OBU's own global positioning information.

[0040] In mixed traffic environments, HDVs lack the necessary perception capabilities, and their status information must be identified and shared with surrounding vehicles that possess these capabilities. CAVs and autonomous cars are capable of perceiving their surroundings and vehicle status within the limits of their sensors, while L2-level connected vehicles can only identify information about the vehicle ahead. Uplink information transmitted from the onboard collaborative controller to the onboard OBU includes vehicle function subscriptions, vehicle status, vehicle perception, vehicle intent, and collaborative requests / responses. Vehicles that refuse to participate in collaborative driving tasks initiated by collaborators will degrade to HDVs.

[0041] The onboard collaborative controller is responsible for data classification and processing, fusion calculation of perception results, collaborative control decision-making, and generating the driving trajectory and speed of the vehicle and surrounding collaborative CAVs. It communicates with the vehicle domain controller via the CAN bus to control the vehicle's accelerator / brake pedal, steering wheel angle, and turn signal. This information is transmitted to the OBU of the collaborative vehicle via a distributed communication link to support collaborative driving control of other vehicles.

[0042] Collaborative driving tasks rely on vehicle-to-vehicle collaboration and vehicle-to-cloud support. On the vehicle side, shared and transmitted status information includes vehicle model, location, speed, acceleration, and driving intent (such as staying straight, turning right, or turning left), as well as vehicle perception results. On the cloud side, vehicles transmit maps, navigation information, and entertainment content to the cloud platform. A wireless communication link based on the Uu interface is established through a communication base station, enabling efficient connection to the cloud platform.

[0043] The collaborative driving solution based on a distributed cooperative communication architecture offers high flexibility in the communication network structure of connected collaborative driving. Vehicle nodes establish direct communication links via the PC5 interface. Based on the scenarios and specific driving tasks for urban straights, highway straights, urban intersections, and highway ramps, as well as multi-task concurrency, a complex topology is formed, combining multiple driving tasks. When multiple collaborative driving tasks are involved, multi-region intercommunication is achieved through relay nodes, ensuring rapid information flow and efficient processing. Even in the extreme case of no roadside units (RSUs), the architecture maintains the robustness of distributed operation.

[0044] At the vehicle-to-vehicle communication level, using the PC5 interface built into the on-board unit (OBU), a vehicle can establish a direct wireless communication connection with other vehicles within its communication coverage area. The PC5 communication method not only improves the real-time and reliability of data transmission, but also promotes collaborative perception and decision-making between vehicles. Furthermore, for vehicles equipped with 5G Uu communication modules, they can cross longer distances and achieve information exchange with a wider range of vehicles and infrastructure through base stations or cloud platforms, greatly broadening the boundaries and depth of communication.

[0045] In scenarios where direct inter-vehicle communication is limited, a relay communication mechanism is established to address challenges such as communication distance and obstacles. Specifically, when a vehicle needs to communicate with a target vehicle but its own OBU coverage is insufficient, it can build a multi-level relay link with surrounding vehicles, typically no more than three levels. This design primarily considers signal attenuation, transmission efficiency, data reliability, and security to achieve ultra-long-distance information transmission. This strategy fully utilizes the dense distribution and high mobility of vehicles, improving the flexibility and coverage of the communication network.

[0046] Furthermore, inter-vehicle communication capabilities are further enhanced on roads equipped with Roadside Unit (RSU) communication nodes. When direct communication between vehicles is blocked and both vehicles are within the coverage area of ​​an RSU, the RSU can act as an efficient relay node, assisting vehicles in completing information transfer. This RSU-assisted communication improves communication stability and efficiency.

[0047] In summary, this communication network architecture integrates advanced communication technologies and flexible relay strategies to build an efficient and reliable intelligent connected transportation system, laying a solid foundation for future smart travel.

[0048] During distributed collaborative driving missions, real-time, periodic data exchange occurs between the initiating vehicle and the collaborating vehicles. Vehicle-to-cloud communication via the Uu interface enables uplink and downlink data transmission. The vehicle sends periodic messages (such as vehicle status, perception, and heartbeat information) to the cloud via the OBU communication unit, while the cloud sends map information and traffic information to the CAV. This facilitates macro-level traffic monitoring.

[0049] In vehicle-to-vehicle collaborative driving communication, the initiating vehicle sends a collaborative request via PC5 broadcast, and the CAVs return a collaborative response via PC5 unicast. After completing the collaborative request and response, the collaborative driving task execution phase begins. During this process, the collaborating vehicle sends vehicle status, perception results, and driving intention information to the initiating vehicle at a 10 Hz frequency. The initiating vehicle then provides the collaborating vehicles with multi-vehicle perception results and vehicle planning and control information via PC5 broadcast, jointly completing the collaborative driving task.

[0050] Example

[0051] This embodiment sets a specific scenario to describe the specific implementation of the distributed network communication system for networked collaborative driving of the present invention.

[0052] This example is based on the following assumptions:

[0053] 1) The effective communication distance of OBU supporting collaborative driving tasks is 500m.

[0054] 2) Connected autonomous vehicles and connected vehicles are required to participate in collaborative driving tasks.

[0055] 3) On-board sensors accurately identify and share information about surrounding vehicles.

[0056] 4) There is no external disturbance attack on the collaborative driving task during its execution.

[0057] 5) Collaborative vehicles are equipped with collaborative controllers and on-board communication equipment.

[0058] This embodiment takes an urban straight road traffic environment as an example, where multiple types of vehicles travel on a three-lane road and perform a coordinated lane change operation.

[0059] like Figure 4 As shown, the cooperative vehicles on the road are internally contained Figure 1 The task shown initiates the vehicle's in-vehicle architecture for perception, collaborative computing, and communication.

[0060] First, a vehicle with communication capabilities establishes a communication connection with the cloud and downloads a high-precision map of the area where the vehicle is located and a collaborative driving plan to the vehicle collaborative controller. Subsequently, the vehicle initiates a collaborative lane change task on a straight road in the city and initiates a communication collection task to the collaborative communication vehicle nodes around the vehicle. The information exchanged between the nodes includes vehicle status, vehicle perception, vehicle intention, collaboration request, and traffic information, such as Figure 2 Finally, the cooperative driving controller in the vehicle performs fusion calculations based on the high-precision map and surrounding vehicle information to obtain the urban cooperative lane change trajectory and cooperative control instructions for all cooperative vehicles. These instructions involve signals such as vehicle acceleration and turn signals. The results of the cooperative controller's real-time calculation include both cooperative vehicles and the self-vehicle. The planning and control information of the cooperative vehicle is transmitted to the corresponding cooperative vehicle through distributed communication, and the cooperative planning and control information of the self-vehicle is transmitted to the Figure 1 The vehicle domain controller (DC) is shown. The DC controls the automated operation of the accelerator, brakes, and steering wheel. Simultaneously, the collaborative vehicles receive planning and control information for the urban straight-road collaborative driving mission via the PC5 interface of their onboard communication units. This information is first transmitted to the collaborative controller and then submitted to the DC for vehicle control.

[0061] like Figure 1 As shown, the distributed communication network architecture for networked cooperative driving according to an embodiment of the present invention includes: in an urban straight road environment, the distributed cooperative driving communication network architecture includes: a cooperative driving task initiating vehicle, a roadside communication unit and a cloud.

[0062] Specifically, the vehicle-side communication node uses the PC5 interface of the on-board OBU communication equipment to achieve communication connection with the cooperative vehicle, aiming to transmit and share the vehicle status, intention, and control information required for cooperative driving. The road-side communication equipment RSU and the relay vehicle establish a connection with the on-board OBU through the PC5 communication interface according to the communication quality with the vehicle initiating the cooperative lane change task, playing the role of auxiliary communication, especially in the distributed communication architecture, providing support for two cooperative vehicles that are far away and cannot communicate directly. In other words, RSU acts as a relay communication node to promote information exchange between vehicles in the urban straight road cooperative lane change scenario. In addition, the cloud is connected to the base station and RSU deployed on the roadside through optical fiber, and communicates with the on-board OBU via the Uu interface, thereby providing the vehicle with the high-precision map and cooperative driving plan required for the cooperative lane change driving task in its area.

[0063] like Figure 3As shown in the figure, in the proposed urban cooperative lane-changing driving task, the vehicle initiating the task acts as the master node, and all other vehicles act as cooperative nodes. If the distance between the two vehicles makes it impossible to maintain stable communication, relay communication is performed with the help of the roadside unit RSU to maintain the connection. In the absence of an RSU, the remote cooperative vehicle will exit the cooperative driving task initiated by its own vehicle. First, based on the task type of the initiating vehicle, i.e., urban straight-road cooperative lane-changing, the initiating vehicle requests the surrounding vehicles to join the cooperative driving task and waits for the cooperative vehicles to confirm their agreement to join the cooperative driving task. Based on this, the communication topology formed by the task-initiating vehicle as the master node is determined. The cooperative vehicles communicate with the master node using the PC5 interface based on the communication quality. If the communication quality is poor, a relay method is adopted. Based on this, a distributed urban cooperative lane-changing communication network architecture is established.

[0064] According to the distributed communication network architecture for connected cooperative driving according to the embodiment of the present invention, the demand for multi-vehicle node communication in the connected cooperative driving task is solved by utilizing the flexible changes in the network topology of the distributed communication architecture, thereby realizing the completion of the connected cooperative driving task in the distributed vehicle-to-vehicle cooperative driving scenario.

[0065] According to some embodiments of the present invention, Figure 1 As shown, the vehicle-side and road-side communication equipment constitute the communication nodes. Among them, the vehicle-side communication nodes can be subdivided into cooperative driving initiating vehicle nodes, message relay vehicle communication nodes and cooperative task cooperative communication nodes. The road-side nodes include roadside communication unit RSU relay communication nodes and base station communication nodes. The initiating vehicle node communicates with the cooperative communication vehicle nodes within the communication range of its OBU through the PC5 interface. For cooperative communication vehicle nodes outside the communication range of the initiating vehicle node and its OBU, multi-hop communication is achieved through the relay communication node using the PC5 interface. In addition, the initiating vehicle node shares information with vehicles that do not have networked cooperative driving capabilities through the Uu interface. HDV itself does not have direct data communication sharing capabilities, and its status information needs to be identified by the on-board sensors of surrounding vehicles before sharing.

[0066] In some embodiments, vehicle-side message transmission for connected collaborative driving may include: a communication connection between the on-board communication OBU and the on-board collaborative controller, a communication connection between the on-board collaborative controller and the vehicle domain controller, and a communication connection between the domain controller and other components of the vehicle.

[0067] In an embodiment of the present invention, in response to the multi-terminal message requirements of networked collaborative driving, the cloud establishes a communication connection with the networked collaborative driving vehicle through the base station using the Uu communication interface, preloads and transmits the high-precision map of the scene where the vehicle is located and the networked collaborative driving solution to the vehicle in need, and at the same time obtains the status information of surrounding vehicles, including the status information of self-driving cars that only have Uu communication capabilities. In addition, networked vehicles equipped with a PC5 communication interface broadcast their vehicle status information and driving intentions through PC5. Networked vehicles equipped with a Uu communication interface upload their vehicle status and driving intention information to the cloud platform through the base station.

[0068] According to the embodiment of the present invention, the cooperative control system designed for vehicle automatic driving is aimed at optimizing the cooperative driving performance of vehicles in complex traffic environments. Figure 2 As shown in the figure, the system architecture primarily comprises an onboard unit (OBU), a collaborative controller, and a vehicle domain controller. The OBU receives uplink information via Ethernet, including vehicle status, sensor data, intent information, and collaboration requests. It also sends downlink information to the collaborative controller, conveying collaborative driving instructions and traffic event information. The collaborative controller works closely with the vehicle domain controller to execute corresponding vehicle control instructions, ensuring vehicle stability and safety.

[0069] Determine the communication nodes required for distributed vehicles to complete cooperative driving tasks based on different scenarios and different cooperative driving tasks. Take the cooperative lane-changing driving task requirements on a straight road in the city as an example. Figure 4 As shown: the vehicle is driving normally on the city road, and the task initiating vehicle receives interference from the HDV slow-speed vehicles in front and behind, generating a lane change demand. First, the task initiating vehicle needs to determine the surrounding collaborative vehicle communication nodes. The task initiating vehicle broadcasts its collaborative lane change request message through PC5, and waits until the surrounding vehicle communication nodes respond and agree to join the distributed collaborative lane change collaborative driving task initiated by the task initiating vehicle, and then establishes a communication connection link with it. Then, for the collaborative vehicles within the coverage of the OBU communication equipment of the task initiating vehicle, a communication link is established between the two through the PC5 interface. For remote collaborative vehicles, one way is to establish a communication link through a relay vehicle to achieve multi-hop communication link. In another case, when performing a collaborative driving task within the coverage of the roadside communication unit RSU, the remote collaborative vehicle establishes a communication link with the task initiating vehicle through the relay RSU. The communication topology establishment process is as follows: Figure 3 shown.

[0070] According to the embodiment of the present invention, the cooperative control system designed for vehicle automatic driving is aimed at optimizing the cooperative driving performance of vehicles in complex traffic environments. Figure 2As shown in the figure, the system architecture primarily comprises an onboard unit (OBU), a collaborative controller, and a vehicle domain controller. The OBU receives uplink information via Ethernet, including vehicle status, sensor data, intent information, and collaboration requests. It also sends downlink information to the collaborative controller, conveying collaborative driving instructions and traffic event information. The collaborative controller works closely with the vehicle domain controller to execute corresponding vehicle control instructions, ensuring vehicle stability and safety.

[0071] While executing collaborative driving tasks, it establishes a real-time communication connection with the cloud service platform, accesses the cloud service platform to load the high-precision map of the scene in real time to meet the trajectory planning and vehicle control algorithm requirements of the collaborative controller, obtains collaborative driving solutions, and accesses third-party platforms.

[0072] In different embodiments of the present invention, the distributed network vehicle cooperative driving communication network architecture can be implemented in a variety of ways. First, different protocols can be used for communication between vehicles, such as V2V or V2X, to meet the specific cooperative driving task requirements. In addition, for different traffic scenarios, such as urban roads and highways, the deployment density and coverage of communication nodes can be adjusted to optimize the efficiency of information transmission. At the same time, in cooperative driving tasks, the perception and decision-making of vehicles can be dynamically adjusted according to real-time data to support various types of cooperative modes, such as emergency avoidance and path planning. Through these flexible implementation methods, the present invention can achieve efficient cooperative driving in various complex environments.

[0073] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not limiting. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention can be modified or replaced by equivalents without departing from the purpose and scope of the technical solutions, which should all be included in the scope of the claims of the present invention.

Claims

1. A distributed network communication system for connected collaborative driving, characterized by: It includes: Multiple vehicle terminals, multiple road terminals, and at least one cloud. The multiple vehicle terminals communicate with each other through an onboard communication unit (OBU). The road terminal includes relay communication equipment and a communication base station deployed on the roadside. The relay RSU serves as a communication link relay node in the distributed vehicle cooperative driving task, assisting in information transmission between vehicles. The communication base station is connected to the cloud device using optical fiber and communicates with the vehicle terminal through a cellular network interface (Uu). Vehicles can collaborate with other vehicles, roadside equipment, and the cloud to process connected collaborative driving tasks. The task-initiating vehicle initiates the connected collaborative driving task, searches for nearby communication vehicle nodes that can serve as task-cooperating vehicles, and exchanges node information with these vehicles. The task-initiating vehicle performs fusion calculations based on high-precision maps obtained from the cloud and information about surrounding vehicles to obtain task execution strategies and collaborative control instructions for both the task-cooperating vehicles and the vehicle itself, thereby completing the connected coordinated driving task. For multiple vehicle terminals, an on-board communication unit OBU is set in each vehicle terminal. The on-board communication unit is connected to the vehicle network through Ethernet mode, and the communication between vehicles is carried out through a direct communication interface based on near-field communication PC5; According to the generation scenario of networked collaborative driving tasks, vehicles are divided into task initiating vehicles, task relay vehicles and task collaborative vehicles. Among them, when the task initiating vehicle communicates with the task collaborative vehicle, if the communication distance is within the direct communication distance based on PC5, the two will directly communicate based on PC5; if the communication distance exceeds the direct communication distance based on PC5, it will be further determined whether the two are in the communication coverage range of the same roadside communication equipment RSU. If they are in the communication coverage range of the same RSU, the communication will be forwarded through the RSU. Otherwise, multiple PC5 direct communications will be carried out based on the task relay vehicle between the two, and communication will be achieved by establishing a multi-hop communication link.

2. The distributed network communication system for connected collaborative driving according to claim 1, characterized in that: A collaborative controller is set up inside each vehicle. The collaborative controller of the mission-initiating vehicle first exchanges node information with the mission-cooperating vehicles. The node information includes the vehicle status, vehicle perception, vehicle intention and traffic information of each vehicle. Then, the collaborative controller of the mission-initiating vehicle performs a fusion calculation based on the information of the vehicle itself and the mission-cooperating vehicles to obtain the collaborative trajectory session and collaborative control instructions, and transmits the collaborative trajectory planning and collaborative control instructions to the mission-cooperating vehicles.

3. The distributed network communication system for connected collaborative driving according to claim 2, characterized in that: Each vehicle is equipped with a vehicle domain controller, which is used to obtain the vehicle's own perception and status information during the information exchange phase. It obtains vehicle perception information by acquiring the vehicle's surrounding environment information through the vehicle's camera or radar; it obtains vehicle status information by monitoring the accelerator, brake pedal, and steering wheel. The vehicle status and vehicle perception information obtained by the vehicle domain controller is first transmitted to the collaborative controller of the own vehicle, which then exchanges information with other vehicles. After the fusion calculation, the vehicle domain controller controls the throttle, brake pedal, steering wheel angle and turn signal according to the collaborative trajectory planning and collaborative control instructions issued by its own collaborative controller.

4. The distributed network communication system for connected collaborative driving according to claim 3, characterized in that: Vehicles download high-precision maps of their areas from the cloud via roadside communication base stations. The high-precision maps provide basic geographic information, lane-level data information, and dynamic traffic information. Basic geographic information includes road names, road locations, and road shapes; lane-level data information includes the number of lanes, lane widths, lane markings, and lane attribute changes; and traffic information includes speed limits, signal light status, traffic flow, and road construction information. The information provided by the high-precision map is used to assist the vehicle's collaborative controller in performing fusion calculations.

5. The distributed network communication system for connected collaborative driving according to claim 1, characterized in that: The task scenarios of the connected driving tasks include at least: urban straight roads, urban forks, highway ramps and highway straight roads. Based on the task scenarios, the connected driving tasks include at least: unprotected left turns of vehicles traveling in opposite directions at the intersection, cooperative lane merging, turning or alternating traffic on unsignaled ramps, cooperative adaptive cruise control, cooperative lane changes of vehicles traveling in the same direction, platooning, and cooperative borrowing of lanes.

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