A low-latency link management method, device and medium for vehicle-road cooperative systems in mining areas

Abstract

This invention discloses a low-latency link management method, device, and medium for vehicle-road cooperative systems in mining areas, relating to the field of cooperative communication technology. The method includes: collecting and fusing road segment identifiers and occlusion summaries to obtain occlusion risk parameters and occlusion direction non-uniformity parameters; updating the profile by combining latency-related samples to form a road segment link quality profile and generating a worst-case latency assessment; collecting future time-domain road segment sequences, determining primary and backup links for each service based on the assessment, and issuing maximum allowable waiting time and transmission strategies to form link contracts; vehicles sending messages according to the contracts, triggering redundant time fragmentation and allocating transmission between primary and backup links; writing and transmitting the received timestamp on the roadside to calculate the measured end-to-end latency and determine default; in case of default, prioritizing the backup link for transfer within the contract. This invention, through the feedforward introduction of occlusion risk parameters and occlusion direction non-uniformity parameters, achieves early enhancement of latency risk and reduction of default rate in road segments with sudden occlusion changes.

Description

Technical Field

[0001] This invention relates to the field of collaborative communication technology, and in particular to a low-latency link management method, device and medium for vehicle-road collaboration in mining areas. Background Technology

[0002] In the field of collaborative communication technology, mining vehicles and roadside edge devices typically use multiple links, such as cellular networks, private networks, or Wi-Fi, to carry control commands, job scheduling, and status feedback. Conventional solutions often involve vehicles periodically reporting link detection information, the roadside selecting links and distributing parameters based on statistical latency, packet loss, and throughput metrics, and the edge device queuing and forwarding service packets to meet the latency and reliability requirements of different services.

[0003] However, under conditions of strong shading, dense traffic flow, and frequent topology changes in mining areas, relying solely on link detection statistics for decision-making can easily lead to insufficient characterization of tail latency surges induced by shading. At the same time, link switching is mostly based on single-time judgments, lacking a contract-based rapid transfer and refeedback update mechanism based on actual end-to-end latency, making it difficult to reliably guarantee the deadline compliance of critical business operations. Summary of the Invention

[0004] In view of the aforementioned existing problems, the present invention is proposed.

[0005] Therefore, this invention provides a low-latency link management method for vehicle-road collaboration in mining areas to solve the problems of insufficient characterization of tail latency risk induced by occlusion and lack of rapid transfer and recharge update within the contract after default in existing technologies.

[0006] To solve the above-mentioned technical problems, the present invention provides the following technical solution:

[0007] In a first aspect, the present invention provides a low-latency link management method for vehicle-road cooperation in mining areas, comprising: collecting road segment identifiers and occlusion summary information; fusing multiple vehicle occlusion summaries on the same road segment to obtain occlusion risk parameters and occlusion direction non-uniformity parameters; updating the profile based on the occlusion risk parameters and occlusion direction non-uniformity parameters, combined with latency-type samples, to form a road segment link quality profile, and generating a worst-case latency assessment quantity through the road segment link quality profile; collecting road segment sequences in the future time domain, determining the primary link and backup link for each service category based on the worst-case latency assessment quantity, calculating the maximum allowable waiting time and issuing a transmission strategy to form a link contract; sending messages according to the link contract, and when redundant transmission is triggered, fragmenting the service messages and distributing them between the primary link and backup link according to the link contract; sending back received messages, obtaining the measured end-to-end latency, determining the breach, and sending.

[0008] As a preferred embodiment of the low-latency link management method for vehicle-road cooperation in mining areas described in this invention, the specific steps for collecting road segment identifiers and occlusion summary information are as follows: The vehicle selects the road segment number with the smallest shortest distance and the included angle less than an angle threshold as the current road segment identifier based on the shortest distance and included angle; the relative azimuth angle interval is divided into directional sectors, and the distance to the nearest obstacle and the estimated relative speed of the obstacle within each directional sector are obtained; dynamic occlusion events are determined by using the distance to the nearest obstacle and the estimated relative speed of the obstacle, and an occlusion summary is obtained; the shortest distance refers to the shortest distance from the current location point to the centerline of each road segment; the included angle refers to the angle between the vehicle's travel direction and the tangential direction of the road segment's centerline.

[0009] As a preferred embodiment of the low-latency link management method for vehicle-road cooperation in mining areas described in this invention, the specific steps for fusing multi-vehicle occlusion summaries on the same road segment are as follows: using the occlusion summaries of multiple vehicles, aggregating the dynamic occlusion event counts and the number of participating vehicles for each directional sector; calculating the occlusion density in the current direction of the current road segment, integrating and averaging the occlusion density by direction, and calculating the occlusion risk parameter; and using the occlusion density in the same direction to calculate the occlusion direction non-uniformity parameter.

[0010] As a preferred embodiment of the low-latency link management method for vehicle-road cooperation in mining areas described in this invention, the following steps are taken to form a road segment link quality profile: First, collect latency-type samples. If the number of latency-type samples is insufficient, continue accumulating until the minimum sample size is reached. Then, update the profile based on the occlusion risk parameters and the occlusion direction non-uniformity parameters. Second, perform online quantile estimation updates on the latency-type samples. Update the high quantile estimates for upper bound indicators and the low quantile estimates for lower bound indicators to obtain target quantile estimates. Third, combine the target quantile estimates of each sample to obtain the road segment link quality profile.

[0011] As a preferred embodiment of the low-latency link management method for vehicle-road cooperation in mining areas described in this invention, the step of generating the worst-case latency assessment quantity through a road segment link quality profile includes the following steps: using occlusion risk parameters and occlusion direction non-uniformity parameters as occlusion penalty terms, and obtaining the occlusion penalty coefficient using least squares fitting; proportionally calibrating the occlusion penalty terms using the occlusion penalty coefficient, and weighting and combining the road segment link quality profile and the occlusion penalty terms to obtain the end-to-end worst-case latency assessment quantity.

[0012] As a preferred embodiment of the low-latency link management method for vehicle-road coordination in mining areas described in this invention, the following steps are included: determining the primary link and backup link includes generating a sequence of predicted location points for multiple future times using uniform acceleration and uniform angular velocity extrapolation, projecting each predicted location point onto the road segment centerline for correction, and forming a future road segment sequence; within each time slice, selecting the link with the smallest worst-case latency assessment for each type of service as the primary link, and selecting the second smallest link as the backup link; the maximum allowable waiting time includes calculating the maximum allowable waiting time based on the end-to-end latency upper limit and the upper bound of the non-queuing portion latency of the primary link; the transmission strategy includes single-link transmission and redundant transmission triggering.

[0013] As a preferred embodiment of the low-latency link management method for vehicle-road collaboration in mining areas described in this invention, the steps of fragmenting service messages and distributing them between the main link and backup link according to the link contract are as follows: When the transmission strategy is redundancy transmission triggered, the vehicle allocates the number of fragments for the main link and the number of fragments for the backup link according to the time slice in the link contract; the fragments from the main link and the backup link are parsed and deduplicated, and the non-duplicate fragments are written into the fragment buffer of the corresponding service message; a recovery check is performed for each new fragment received; when the number of received fragments of the service message reaches the recovery threshold, the recovery process is performed; if the recovery threshold is not reached, fragments are received again.

[0014] As a preferred embodiment of the low-latency link management method for vehicle-road collaboration in mining areas described in this invention, the specific steps for transmitting received messages are as follows: writing a receiving timestamp to the service message and transmitting it back; obtaining the measured end-to-end latency; determining a breach of contract based on the measured end-to-end latency and the upper limit of the end-to-end latency; calculating the breach of contract ratio; when the breach of contract ratio is greater than the breach of contract threshold, setting the breach of contract indicator to 1; when the breach of contract ratio is not greater than the breach of contract threshold, setting the breach of contract indicator to 0; when the breach of contract indicator is set to 1, the vehicle executes the in-contract transfer strategy within the remaining duration of the current time slice and performs priority transmission via the backup link.

[0015] In a second aspect, the present invention provides a computer device, including a memory and a processor, wherein the memory stores a computer program, wherein: when the computer program is executed by the processor, it implements any step of the low-latency link management method for vehicle-road cooperation in mining areas as described in the first aspect of the present invention.

[0016] Thirdly, the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein: when the computer program is executed by a processor, it implements any step of the low-latency link management method for vehicle-road cooperation in mining areas as described in the first aspect of the present invention.

[0017] The beneficial effects of this invention are as follows: by introducing the feedforward of occlusion risk parameters and occlusion direction non-uniformity parameters obtained by fusing multi-vehicle occlusion summaries, the delay risk of occlusion abrupt changes and the default rate are increased in advance; by using time-slice link contracts based on tail-partial profiling, the end-to-end low latency of key business operations and the on-time delivery rate are improved. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a flowchart of a low-latency link management method for vehicle-road cooperation in mining areas.

[0020] Figure 2 The flowchart for occlusion blending.

[0021] Figure 3 A flowchart for updating the portrait.

[0022] Figure 4 This is a flowchart for the transfer of default.

[0023] Figure 5 A data comparison chart showing the earlier increase in delay risk and the improvement in default rates. Detailed Implementation

[0024] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0025] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0026] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments.

[0027] Reference Figures 1-5 As one embodiment of the present invention, this embodiment provides a low-latency link management method for vehicle-road cooperation in mining areas, comprising the following steps:

[0028] S1. Collect road segment identification and occlusion summary information, merge the occlusion summaries of multiple vehicles on the same road segment, and obtain occlusion risk parameters and occlusion direction unevenness parameters.

[0029] When a vehicle is driving in a mining area, the on-board positioning device outputs the vehicle's position point sequence in the global coordinate system and sets up a road segment division table for the mining area roads. The road segment division table uses the road segment number as an index and records the corresponding centerline multi-segment coordinates and the start and end mileage of the road segment. Based on the road segment division table, the vehicle selects the road segment number with the smallest shortest distance and the angle less than the angle threshold as the current road segment identifier, according to the shortest distance from the current position point to the centerline of each road segment and the angle between the vehicle's direction of travel and the tangential direction of the road segment's centerline.

[0030] The vehicle pre-divides the relative azimuth angle interval into equal parts to obtain directional sectors; the vehicle obtains the distance to the nearest obstacle in each directional sector through millimeter-wave radar, and at the same time obtains the relative speed estimate of the obstacle; when the distance to the nearest obstacle is less than the distance threshold and the absolute value of the relative speed is greater than the speed threshold, the vehicle determines that a dynamic occlusion event has occurred in the current directional sector in the current sampling frame.

[0031] It should be noted that by selecting typical road sections and operation scenarios in the mining area, vehicle positioning and heading, tangential direction of the road section centerline, distance to the nearest obstacle from the lidar, and relative speed data are collected. Simultaneously, manually confirmed effective occlusion events are recorded as annotations. Angle thresholds are determined by geometric error distribution (e.g., taking the high quantile of the angle between the vehicle heading and the tangential of the matching road section), distance thresholds are determined by occlusion target distance distribution (e.g., taking the low quantile of the distance distribution when it is determined to be effective occlusion), and speed thresholds are determined by relative speed distribution (e.g., taking the low quantile of the absolute value of the relative speed in effective occlusion events).

[0032] Within a fixed reporting period (e.g., 0.5s), the number of frames accumulated (e.g., 5 frames) is used to calculate the time average of the number of dynamic occlusion events and the distance to the nearest obstacle for each directional sector. The current road segment identifier, vehicle timestamp, vehicle identifier, number of dynamic occlusion events, and time average of the distance to the nearest obstacle are combined to form an occlusion summary.

[0033] Collect occlusion summaries from multiple vehicles and merge them into the corresponding road segment cache queue based on road segment identifiers. For any road segment cache queue, aggregate the dynamic occlusion event counts and the number of participating vehicles from all vehicle occlusion summaries for each directional sector. Calculate the distance-time average of the nearest obstacle reported by each vehicle, assigning a distance weight (the closer the obstacle, the greater the weight). Use the weighted ratio of the dynamic occlusion event count to the number of participating vehicles as the occlusion density for the directional sector. Calculate the occlusion density for the current road segment and current direction. Treat the occlusion density as a piecewise constant function and integrate it along the direction to calculate the occlusion risk parameter, expressed as:

[0034] ;

[0035] in, Indicates road segment In time Occlusion risk parameters Indicates road segment signs, Represents a timestamp. Indicates the direction angle variable. Indicates road segment In time Direction angle Under-occlusion density, This represents the smoothing constant.

[0036] It should be noted that, This involves selecting representative road sections and work periods, collecting historical samples of directional occlusion density, statistically analyzing a fixed quantile value (e.g., the median) in the historical samples, and setting this fixed quantile value as a smoothing constant.

[0037] The shading directional non-uniformity parameter is calculated using the shading density in the same direction, reflecting the degree of shading offset in the direction. The expression is:

[0038] ;

[0039] in, Indicates road segment At any moment The parameter for uneven occlusion direction.

[0040] S2. Based on the occlusion risk parameters and the occlusion direction non-uniformity parameters, and combined with the latency samples, the profile is updated to form a road segment link quality profile, and the worst latency assessment is generated through the road segment link quality profile.

[0041] Probes are performed on each available link. Probe packets are sent every fixed probe period (e.g., 100ms) and echoes are waited for, recording probe round-trip delay samples. Link throughput samples are estimated based on the arrival interval and echo rate of probe packet pairs. For each received probe packet, an enqueue timestamp is written when it is enqueued, a dequeue timestamp is written before it is sent out, and a processing completion timestamp is written when processing is completed, resulting in queuing delay samples and edge processing delay samples. Probe round-trip delay samples, link throughput samples, queuing delay samples, and edge processing delay samples are used as delay-type samples. The occlusion risk parameters, occlusion direction non-uniformity parameters, and delay-type samples of the same road segment are associated with the vehicle and current road segment identifier to obtain occlusion feedforward parameters.

[0042] A profile record is maintained for each road segment and each link. This profile record includes statistics on the upper bound of round-trip delay, the minimum throughput, the upper bound of queuing delay, and the upper bound of processing delay. Delay-related samples are merged into the corresponding profile records based on road segment and link identifiers. When the sample size is insufficient, accumulation continues until the minimum sample size is reached, at which point the profile is updated. Online quantile estimation is performed for each type of sample; upper bound indicators are updated with high quantile estimates, and minimum throughput indicators are updated with low quantile estimates. The expression is as follows:

[0043] ;

[0044] in, Indicates road segment Uplink The target quantile estimate of the statistic. Indicates the update step size. Indicates quantile parameters. This represents a function that takes the value 1 if the condition is true and 0 otherwise. Indicates road segment link The newly collected sample values ​​corresponding to the statistics.

[0045] It should be noted that, It involves continuously collecting a sample stream over a period of time, using the target quantile value obtained through offline batch processing as the reference true value, and then using different candidate quantiles. Run the same online quantile update and calculate the mean absolute error between the online estimate and the reference true value. Calculate the average number of time windows required for the online estimate to enter the next fixed tolerance range above and below the reference true value when the reference true value changes abruptly. Select the step size with the smallest mean absolute error and the smallest required average time window as the update step size. For fields that need to be used as upper bounds (round-trip delay, queuing delay, processing delay), a high quantile value is selected as the target quantile. For fields that need to be used as a safety net (throughput), a low quantile value is selected as the target quantile. The minimum sample size is obtained by collecting a continuous range of delay-related samples in the mining area. First, the target quantile statistics are calculated window by window using the full sample at fixed time windows to obtain a benchmark sequence. The average of the absolute values ​​of the differences between adjacent windows of the benchmark sequence is calculated as the criterion. The same target quantile statistics are calculated for a number of candidate samples and the difference is calculated with the benchmark value. The number of samples that make the difference no greater than the criterion for the first time is selected as the minimum sample size.

[0046] After updating the round-trip delay samples, throughput samples, queuing delay samples, and processing delay samples through online quantile estimation, the estimated values ​​of the upper bound of round-trip delay, the lower bound of throughput, the upper bound of queuing delay, and the upper bound of processing delay are obtained and combined to obtain a link quality profile of the road segment.

[0047] Using the occlusion risk parameter and the occlusion direction non-uniformity parameter as occlusion penalty terms, and combining the road segment link quality profile and the occlusion penalty terms, the end-to-end worst-case latency assessment is obtained, expressed as:

[0048] ;

[0049] in, Indicates business On the road section time Using links The end-to-end worst-case latency assessment. Indicates the business category. This represents the upper bound estimate of the round-trip delay. Indicates the maximum length of the service. This represents the minimum throughput estimate. This represents the upper bound estimate of the queuing delay. This represents the upper bound estimate of the processing delay. This represents the occlusion penalty coefficient.

[0050] It should be noted that the maximum service length is measured in bits, the minimum throughput is measured in bits per second, and the occlusion penalty coefficient is measured in milliseconds.

[0051] It should be noted that, The maximum message length is determined by collecting the actual number of bytes in similar business messages and combining it with the maximum length allowed by the business message format; the larger of the two values ​​is taken as the maximum message length. The process involves collecting occlusion risk parameters, occlusion direction non-uniformity parameters, and corresponding end-to-end measured time delay data in the mining area over a period of time. First, a predicted value is calculated using the basic evaluation quantity without an occlusion penalty term. Then, the part of the difference between the predicted value and the measured time delay that can be attributed to occlusion changes is fitted into the coefficient of the occlusion penalty term using least squares. The obtained coefficient is fixed as the occlusion penalty coefficient.

[0052] In this embodiment, to verify the impact of the feedforward introduction of occlusion risk parameters and occlusion direction non-uniformity parameters, as well as the impact of time-slice link contracts based on tail quantile profiles on end-to-end low latency and default rate of critical services, the worst-case end-to-end latency assessment, end-to-end latency tail (95th percentile, lag of 30 seconds), and the deadline for service category 0 are recorded in each time slice. An occlusion mutation window is determined based on the occlusion mutation summary parameters for alignment analysis. Figure 5As shown, the global curves reveal that near the occlusion mutation window, the inventive solution demonstrates risk escalation (latency risk increases earlier), leading to earlier convergence of link contracts and resource allocation. In contrast, the control solution often exhibits more drastic fluctuations only after the mutation. The magnified local graph further highlights the peak values ​​and points of maximum difference between the two solutions, showing that the worst-case latency difference between the two solutions can be quantified and compared at critical moments. Meanwhile, the tail (95th percentile) curve is closer to the change in the deadline. The inventive solution compresses tail risk through the time-slice link contract using the tail percentile profile, thereby reducing defaults and improving on-time delivery rates.

[0053] S3. Collect the road segment sequence in the future time domain, determine the main link and backup link for each service category based on the worst-case latency assessment, calculate the maximum allowable waiting time and issue the transmission strategy to form a link contract.

[0054] Based on the current speed, heading angle, yaw rate, and acceleration and steering changes within a fixed sampling period (e.g., 200ms), a sequence of predicted location points for multiple future moments is generated using uniform acceleration and uniform angular velocity extrapolation. Specifically, uniform acceleration and uniform angular velocity extrapolation is used to obtain the speed and heading for a fixed number (e.g., 100) future moments. The displacement increment at each step is calculated using median speed and median heading, and then gradually accumulated to obtain the future location point sequence. If a predetermined operation route exists, each predicted location point is projected onto the road segment centerline for correction. The location points are mapped to road segment numbers according to time slices, and the road segment number that appears most frequently in each time slice is selected to form a future road segment sequence of fixed length (e.g., 20).

[0055] For each time slot segment number, the worst-case end-to-end latency assessment is read for each available link and each type of service. Within each time slot, the link with the smallest worst-case latency assessment for each type of service is selected as the primary link, and the second smallest link is selected as the backup link. When there are fewer than two available links, the backup link is marked as empty, and the contract indicates that only one link is allowed to send in the current time slot. The maximum allowable waiting time is calculated based on the service deadline (end-to-end latency cap) and the upper bound of the non-queued portion latency of the primary link, expressed as:

[0056] ;

[0057] in, Indicates business category In time slice Maximum allowed waiting time Indicates the business category identifier. Indicates the time slice index. Indicates business category The upper limit of end-to-end latency, Indicates the vehicle in time slice The expected location of the road, Indicates business category In time slice The main link, Indicates road segment The upper bound estimate of the round-trip delay of the main link. Indicates business category Maximum message length, Indicates road segment Minimum throughput estimate for the main link. Indicates road segment The upper bound of the processing delay of the main link is estimated.

[0058] Compare the end-to-end worst-case latency estimate of the main link with the service deadline. If the end-to-end worst-case latency estimate of the main link does not exceed the service deadline, write the single-link transmission strategy flag into the link contract. If the end-to-end worst-case latency estimate of the main link exceeds the service deadline, write the redundant transmission trigger transmission strategy flag into the link contract and record the service flag that needs redundancy. Encapsulate the main link, backup link, maximum allowable waiting time, and transmission strategy flag corresponding to each time slice and each type of service into a link contract.

[0059] S4. Send messages according to the link contract. When redundant transmission is triggered, the service message is fragmented and distributed between the main link and the backup link according to the link contract.

[0060] When the transmission strategy is single-link transmission, service messages generated for a service category are only transmitted via the main link. When the transmission strategy is redundant transmission triggered, the vehicle allocates the number of fragments for the main link and the number of fragments for the backup link according to the time slice in the link contract. Specifically, the sum of the minimum throughput estimates for the main link and the backup link is used as the total transmission capacity. The ratio of the minimum throughput estimate for the main link to the total transmission capacity is used as the allocation ratio for the main link, and the ratio of the minimum throughput estimate for the backup link to the total transmission capacity is used as the allocation ratio for the backup link. The product of the total number of service message fragments and the allocation ratio for the main link is used as the number of fragments to be transmitted by the main link and rounded up. The remaining fragments are all allocated to the backup links. Within the same time slice, the vehicle first transmits the fragments allocated to the main link, and then transmits the fragments allocated to the backup links. When a link is determined to be unavailable in the current time slice, the vehicle immediately transmits the untransmitted fragments via an available link and marks the actual transmission link identifier in the fragment header.

[0061] The fragments from the primary and backup links are parsed, and deduplication is performed based on the service message sequence number and fragment sequence number. The unique fragments are written to the fragment buffer of the corresponding service message. At the same time, the number of fragments received by the service message is recorded. A recovery check is performed for each new fragment received. When the number of fragments received by the service message reaches the recovery threshold, the recovery process is initiated. If the recovery threshold is not reached, fragment reception continues.

[0062] It should be noted that the recovery process involves assembling the fragmented payloads in sequence according to the fragment number to obtain a complete service message, and then delivering the complete service message. The recovery threshold is determined by dividing a service message into fragments according to the maximum effective data length that each fragment can carry. The number of fragments into which the service message needs to be divided without introducing redundancy is used as the recovery threshold, with a minimum value of 1 and a maximum value of the total number of fragments.

[0063] S5. Return the received message, obtain the measured end-to-end delay, determine the breach, and send it.

[0064] Upon receiving a service message, the system writes the reception timestamp, service category identifier, sequence number, fragment sequence number, actual receiving link identifier, and road segment identifier into the receipt record. After receiving the receipt message, the system retrieves the local transmission record using the service category identifier, message sequence number, and time slice index as keys and pairs it with the receipt record to obtain the transmission timestamp and reception timestamp of the same message. The difference between the reception timestamp and the transmission timestamp is used as the measured end-to-end delay. The measured end-to-end delay is compared with the service deadline for the current service category. If the measured end-to-end delay is greater than the service deadline, the current service message is marked as defaulted. If the measured end-to-end delay is not greater than the service deadline, the service message is marked as not defaulted. If the vehicle has not received the receipt record for the service message by the service deadline, the service message is directly marked as defaulted and recorded as timed out.

[0065] The ratio of the measured end-to-end latency to the service deadline is used as the default ratio. When the default ratio is greater than the default threshold, the default indicator is set to 1, and when the default ratio is not greater than the default threshold, the default indicator is set to 0.

[0066] It should be noted that the default threshold is calculated by collecting historical measured end-to-end delay samples of the same business category in the mining area and the corresponding business deadlines, calculating the default ratio of each sample and forming a distribution, and selecting the high quantile value of the distribution as the default threshold, such as the 95th quantile value.

[0067] When the default indication is 1, the vehicle executes the in-contract transfer strategy within the remaining time slice of the current time slice. Specifically, in scenarios where redundancy is not triggered, subsequent business messages generated by the current business category are sent via the backup link first. If the backup link is unavailable, the messages are sent via the main link and a backup link unavailable status flag is written. In scenarios where redundancy is triggered, subsequent fragments of the business category are allocated to the backup link for transmission first, until the time slice ends.

[0068] Generate a default event record, including the service category, message sequence number, time slice index, predicted road segment identifier, actual receiving link identifier, road segment occlusion risk parameters and occlusion direction unevenness parameters, and measured end-to-end delay or timeout mark.

[0069] It should be noted that the predicted road segment identifier refers to the road segment number of the most recently reported future road segment sequence indexed by the current time slice as the predicted road segment identifier.

[0070] The default events are grouped into the corresponding road segment link quality profile according to the road segment identifier and link identifier. The round-trip delay samples, queuing delay samples and processing delay samples related to the default are written into the update queue. The upper bound field in the road segment link quality profile is updated online, so that the worst delay assessment of the current road segment and current link is automatically increased when the link contract is generated.

[0071] The road segment occlusion risk parameters and occlusion direction unevenness parameters recorded in the default event are compared with those within the same time window. Specifically, the fusion time window is located according to the road segment identifier and the time of default occurrence. The occlusion risk parameters and occlusion direction unevenness parameters calculated by the fusion time window are read, and the difference between the fusion time window value and the default event value is calculated. If the difference is positive, it indicates that the occlusion level of the current road segment within the fusion time window is higher than the event value at the time of default, and the default is marked as occlusion increase-related. If the difference is not positive, the default is marked as... This is denoted as non-occlusion increase correlation; the number of defaults on each road segment is counted window by window within the historical baseline period. When the number of defaults in the current window reaches twice the historical average, it corresponds to exceeding the normal fluctuation range and serves as the trigger threshold for abnormal default clustering. That is, when the number of default events on a certain road segment reaches twice the average number of defaults on the road segment in the historical baseline period (e.g., the most recent 30 minutes), and default events occur in at least two consecutive time slots, it is determined that the defaults on that road segment are concentrated. When defaults are concentrated, the occlusion penalty coefficient of the road segment is increased, making the occlusion risk parameter and the directional non-uniformity parameter more sensitive to the penalty of the worst-case delay assessment.

[0072] When generating the next round of link contracts, the worst-case latency assessment for each business category on each link is recalculated to determine the new primary link, backup link, and redundancy strategy.

[0073] This embodiment also provides a computer device applicable to the low-latency link management method for vehicle-road cooperation in mining areas, including: a memory and a processor; the memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions to implement the low-latency link management method for vehicle-road cooperation in mining areas as proposed in the above embodiment.

[0074] The computer device can be a terminal, comprising a processor, memory, communication interface, display screen, and input devices connected via a system bus. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, carrier networks, NFC (Near Field Communication), or other technologies. The display screen can be an LCD screen or an e-ink screen. The input devices can be a touch layer covering the display screen, buttons, a trackball, or a touchpad on the computer device's casing, or an external keyboard, touchpad, or mouse.

[0075] This embodiment also provides a storage medium storing a computer program. When executed by a processor, the program implements the low-latency link management method for mine vehicle-road collaboration proposed in the above embodiments. The storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read Only Memory (EPROM), Programmable Red-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.

[0076] In summary, this invention achieves an early increase in latency risk and a reduction in default rate for road sections with sudden occlusion by introducing feedforward parameters of occlusion risk obtained from multi-vehicle occlusion summaries and parameters of uneven occlusion direction. By using time-slice link contracts based on tail-partial profiling, it achieves end-to-end low latency and improved on-time delivery rate for critical business operations.

[0077] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A mine area vehicle-road cooperative low-latency link management method, characterized by: include, Collect road segment identification and occlusion summary information, fuse multiple vehicle occlusion summaries of the same road segment, and obtain occlusion risk parameters and occlusion direction unevenness parameters; Based on occlusion risk parameters and occlusion direction non-uniformity parameters, and combined with latency-type samples, the profile is updated to form a road segment link quality profile, and the worst latency assessment is generated through the road segment link quality profile. Collect road segment sequences in the future time domain, determine the primary and backup links for each service category based on the worst-case latency assessment, calculate the maximum allowable waiting time and issue the transmission strategy to form a link contract; Messages are sent according to the link contract. When redundant transmission is triggered, the service message is fragmented and distributed between the main link and the backup link according to the link contract. The received message is sent back, the measured end-to-end delay is obtained, a breach of contract is determined, and then the message is sent. The occlusion summary information includes dividing the relative azimuth angle interval into directional sectors and obtaining the estimated distance to the nearest obstacle and the relative velocity of the obstacle in each directional sector; Occlusion events are determined by estimating the distance to the nearest obstacle and the relative velocity of the obstacle, and an occlusion summary is obtained. The acquisition of occlusion risk parameters and occlusion direction non-uniformity parameters includes aggregating the dynamic occlusion event counts and the number of participating vehicles for each directional sector by using occlusion summaries of multiple vehicles. Calculate the occlusion density in the current direction of the current road segment, integrate and average the occlusion density by direction, and calculate the occlusion risk parameters; Calculate the shading direction non-uniformity parameter using the shading density in the same direction; The method for generating the worst-case time delay assessment includes using the occlusion risk parameter and the occlusion direction non-uniformity parameter as occlusion penalty terms, and using least squares fitting to obtain the occlusion penalty coefficient. By proportionally calibrating the occlusion penalty item using the occlusion penalty coefficient, and weighting and combining the link quality profile of the road segment with the occlusion penalty item, the worst-case end-to-end latency assessment is obtained.

2. The mine truck road coordination low latency link management method of claim 1, wherein: The specific steps for collecting road segment identification are as follows: The vehicle selects the road segment number with the smallest shortest distance and the included angle as the current road segment identifier based on the shortest distance and the included angle. The shortest distance refers to the shortest distance from the current location point to the center line of each road segment; The included angle refers to the angle between the vehicle's direction of travel and the tangential direction of the road segment's centerline.

3. The mine truck road coordination low-latency link management method of claim 2, wherein: The process of updating the profile based on occlusion risk parameters and occlusion direction non-uniformity parameters, combined with latency-related samples, to form a road segment link quality profile involves the following steps: Collect time-delay samples. When there are not enough time-delay samples, continue to accumulate them. After reaching the minimum sample size, update the profile based on the occlusion risk parameter and the occlusion direction unevenness parameter. Perform online quantile estimation and update for time-delay type samples, update high quantile estimates for upper bound type indicators, update low quantile estimates for safety type indicators, and obtain target quantile estimates; The target quantile estimates of each sample are combined to obtain a link quality profile of the road segment.

4. The mine truck road coordination low-latency link management method of claim 3, wherein: The determination of the primary link and backup link includes, Using uniform acceleration and uniform angular velocity extrapolation, a sequence of predicted location points for multiple future times is generated. Each predicted location point is then projected onto the road segment centerline for correction, forming a future road segment sequence. Within each time slice, for each type of service, the link with the smallest worst-case latency assessment is selected as the primary link, and the link with the second smallest latency assessment is selected as the backup link. The maximum allowable waiting time includes calculating the maximum allowable waiting time based on the end-to-end delay upper limit and the upper bound of the non-queuing portion delay of the main link. The transmission strategy includes single-link transmission and redundant transmission triggering.

5. The low-latency link management method for vehicle-road cooperation in mining areas as described in claim 4, characterized in that: The specific steps for fragmenting service messages and distributing them between the primary and backup links according to the link contract are as follows: When the transmission strategy is redundancy transmission triggered, the vehicle allocates the number of primary link fragments and backup link fragments according to the time slice in the link contract; The fragments from the primary link and the backup link are parsed and deduplicated, and the non-duplicate fragments are written to the fragment buffer of the corresponding service message. Each time a new fragment is received, a recovery check is performed. When the number of received fragments of a service message reaches the recovery threshold, the recovery process is initiated. If the recovery threshold is not reached, fragment reception continues.

6. The low-latency link management method for vehicle-road cooperation in mining areas as described in claim 5, characterized in that: The specific steps for transmitting the received message back are as follows: Write a receiving timestamp to the business message and send it back, obtain the measured end-to-end latency, determine the breach of contract based on the measured end-to-end latency and the end-to-end latency limit, and calculate the breach of contract ratio. When the default rate is greater than the default threshold, the default indicator is set to 1; when the default rate is not greater than the default threshold, the default indicator is set to 0. When the default indication is set to 1, the vehicle executes the in-contract transfer strategy during the remaining time of the current time slice, and performs priority transmission via the backup link.

7. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, it implements the steps of the low-latency link management method for vehicle-road cooperation in mining areas as described in any one of claims 1 to 6.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by the processor, it implements the steps of the low-latency link management method for vehicle-road cooperation in mining areas as described in any one of claims 1 to 6.

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