Adaptive communication interaction system and method for highway scene
By unifying the transmission protocol and resource allocation through the adaptive communication interaction system, the problems of communication adaptability and heterogeneous terminal interaction in highway scenarios are solved, and efficient and stable communication link configuration and data interaction are achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CCCC SECOND HIGHWAY CONSULTANTS CO LTD
- Filing Date
- 2026-02-06
- Publication Date
- 2026-06-19
Smart Images
Figure CN122248074A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of highway communication technology, and specifically to an adaptive communication interaction system and method for highway scenarios. Background Technology
[0002] As cross-regional transportation hubs, highways rely on efficient and stable communication for core functions such as operation and management, emergency response, and public travel services. Current communication technologies for highways suffer from the following key shortcomings: First, poor scenario adaptability. Existing communication solutions often employ single protocols or fixed links, failing to adapt to the diverse scenarios of highways, including open sections, tunnels, mountainous areas, and toll stations. For example, severe 5G signal attenuation in tunnels and communication blind spots in mountainous areas can easily lead to data communication interruptions. Second, significant heterogeneous interaction issues exist among various highway service terminals. The communication protocols of roadside equipment, vehicle-mounted terminals, control centers, and emergency terminals are inconsistent, creating protocol barriers in data interaction and resulting in low information collaboration efficiency. Summary of the Invention
[0003] In view of this, it is necessary to provide an adaptive communication and interaction system and method for highway scenarios to solve the technical problems of low scenario adaptability and contradictory interactions between heterogeneous highway business terminals in existing highway communication technologies.
[0004] To address the above problems, this invention provides an adaptive communication and interaction system for highway scenarios, comprising:
[0005] The scene perception module is used to acquire scene data of highway scenarios and communication link data of multiple highway business terminals; The link adaptation module is used to convert the communication transmission protocol of the highway service terminal into a unified transmission protocol, determine the communication link adaptation priority of the highway service terminal based on the communication link data of the unified transmission protocol and the scenario data, and configure the target communication link of the highway service terminal based on the communication link adaptation priority. The resource scheduling module is used to allocate communication resources to the highway service terminal according to the target communication link; The service adaptation module is used to process the communication data transmitted by the highway service terminals when they communicate based on the communication resources, and to call the processed communication data to perform communication interactions between the highway service terminals.
[0006] In one possible implementation, the link adaptation module is further configured to obtain multiple communication performance indicators corresponding to the communication link data after the unified protocol for each of the highway service terminals. Each communication performance indicator is weighted according to the preset performance indicator weights to obtain the weighted performance indicator; The scenario adaptation correction coefficient is determined based on the scenario data, and each weighted performance index is corrected based on the scenario adaptation correction coefficient. The corrected weighted performance indexes are then summed to obtain the communication link adaptation priority of the highway service terminal.
[0007] In one possible implementation, the system further includes a signal correction module, which is used to determine the Doppler frequency offset compensation amount of the target communication link during signal transmission; When the highway service terminal transmits communication data based on the target communication link, the communication data is compensated based on the Doppler frequency offset compensation amount.
[0008] In one possible implementation, the signal correction module is further configured to obtain the communication signal carrier frequency of the target communication link during signal transmission; Determine the Doppler factor of the target communication link in signal propagation under high-speed scenarios, and calculate the Doppler frequency offset value based on the Doppler factor and the carrier frequency of the communication signal; Obtain the preset scene correction weights for high-speed scenarios, and weight the Doppler frequency offset value based on the scene correction weights to obtain the Doppler frequency offset compensation amount of the target communication link during signal transmission.
[0009] In one possible implementation, the resource scheduling module is further configured to obtain the priority of the service corresponding to each highway service terminal and the load status of the target communication link. Calculate the proportion of communication resources required by each service terminal for its corresponding service based on the load status and priority. Based on the stated proportion, the communication resources required by each service terminal for its corresponding service are allocated from the total communication resources of the target communication link.
[0010] In one possible implementation, the service adaptation module is further configured to monitor the operating parameters of the target communication link of each highway service terminal when the communication data after the call processing is used to perform communication interaction between each highway service terminal. When the operating parameters exceed the preset parameter threshold, the target communication link is reassigned to each highway service terminal.
[0011] In one possible implementation, the service adaptation module is further configured to obtain service interaction data fed back by each highway service terminal after the communication data after the call processing is executed for communication interaction of each highway service terminal. When the business interaction data does not meet the preset business indicators, the business interaction data will be fed back to the link adaptation module and the resource scheduling module respectively. When the system further includes a signal correction module, the service adaptation module is also used to feed back the service interaction data to the signal correction module; The link adaptation module is also used to update the performance index weights of the corresponding services of the highway service terminal according to the service interaction data. The signal correction module is also used to update the scenario correction weight of the corresponding business of the highway business terminal according to the business interaction data. The resource scheduling module is also used to update the priority of the corresponding business of the highway business terminal based on the business interaction data.
[0012] This invention also provides an adaptive communication interaction method for highway scenarios, comprising: Acquire scene data for highway scenarios and communication link data from multiple highway business terminals; The transmission protocol corresponding to the communication link data of the highway service terminal is converted into a unified protocol, and the target communication link of the highway service terminal is configured according to the communication link data after the unified protocol and the scenario data. Allocate communication resources to the highway service terminal according to the target communication link; The communication data transmitted by the highway service terminal when communicating based on the communication resources is processed, and the processed communication data is invoked to perform communication interactions between the highway service terminals.
[0013] The present invention also provides an electronic device, including a memory and a processor, wherein the memory is used to store a program; the processor is coupled to the memory and is used to execute the program stored in the memory to implement the steps of the adaptive communication interaction method for highway scenarios described above.
[0014] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, performs the steps of the above-described adaptive communication interaction method for highway scenarios.
[0015] The beneficial effects of adopting the above implementation method are as follows: The adaptive communication interaction system and method for highway scenarios provided by this invention can directly access highway service terminals in highway scenarios through a scene perception module, obtain scene data and communication link data, and then unify the transmission protocol through a link adaptation module before calculating the communication link adaptation priority using scene data. Based on the communication link adaptation priority, link configuration is then executed. This unified and flexible communication link configuration method, which adapts to various highway scenarios, can adapt to various highway service terminals using different communication transmission protocols without establishing fixed link transmissions for different highway service terminals individually, thus improving scene adaptability. Furthermore, with a unified communication transmission protocol, communication resources are allocated for various highway service terminals to execute services, breaking down the protocol barriers that exist for data interaction between heterogeneous service terminals and improving information collaboration efficiency. Attached Figure Description
[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.
[0017] Figure 1 A schematic diagram of the architecture of the adaptive communication and interaction system for highway scenarios provided by the present invention; Figure 2 A flowchart illustrating the adaptive communication interaction method for highway scenarios provided by this invention; Figure 3 A schematic diagram of an embodiment of the electronic device provided by the present invention. Detailed Implementation
[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.
[0019] In the description of the embodiments of this application, unless otherwise stated, "a plurality of" means two or more.
[0020] In the embodiments of the present invention, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, apparatus, product or device that includes a series of steps or modules is not necessarily limited to those steps or modules that are explicitly listed, but may include other steps or modules that are not explicitly listed or that are inherent to such process, method, product or device.
[0021] The naming or numbering of steps in the embodiments of the present invention does not mean that the steps in the method flow must be executed in the time / logical order indicated by the naming or numbering. The execution order of the named or numbered process steps can be changed according to the technical purpose to be achieved, as long as the same or similar technical effect can be achieved.
[0022] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.
[0023] The adaptive communication interaction system and method for highway scenarios provided by this invention can be applied to network communication in highway scenarios. It acquires and uploads scene data in highway scenarios through monitoring equipment such as sensors, monitors the communication links of highway service terminals and uploads corresponding communication link data, and then calls the adaptive communication interaction system and method provided by this invention to sequentially configure communication links, schedule communication resources, and process service data, thereby executing the corresponding services of each highway service terminal, thus realizing adaptive communication interaction between service terminals in highway scenarios.
[0024] The adaptive communication and interaction system for highway scenarios provided by this invention will be described in detail below.
[0025] Figure 1 For adaptive communication and interaction systems designed for highway scenarios, such as Figure 1 As shown, the adaptive communication and interaction system for highway scenarios (hereinafter referred to as the system) can be divided into a scenario perception module, a link adaptation module, a resource scheduling module, and a service adaptation module, which will be explained one by one below.
[0026] The scene perception module is used to acquire scene data of highway scenarios and communication link data of multiple highway business terminals.
[0027] Here, the system simultaneously connects to various highway service terminals in a highway scenario. These highway service terminals specifically include vehicle-mounted terminals, roadside sensing terminals, control terminals, and emergency terminals. Vehicle-mounted terminals, such as in-vehicle navigation systems and in-vehicle units, are generally installed on vehicles traveling at high speeds. Roadside sensing terminals, including cameras and radar, are generally installed on the side of the road where vehicles are traveling. Control terminals are generally located at toll stations or control centers along highways, while emergency terminals are generally used by command vehicles and rescue vehicles that direct highway traffic.
[0028] After the highway service terminal is connected, the system automatically initializes the scenario, pre-setting various configuration parameters in each module for link adaptation, resource scheduling, and service adaptation. Communication link data typically includes performance indicators such as signal strength, transmission delay, and packet loss rate. Scenario data is generally acquired and uploaded through roadside environmental monitoring equipment and BeiDou positioning base stations, and includes scenario type and traffic density. Scenario types include normal open road sections, tunnels, bridges, mountainous areas, toll station sections, and congested sections, while traffic density is the number of vehicles passing through per unit time in the corresponding scenario.
[0029] Furthermore, the collected communication link data needs to be standardized. For example, in scenario i, first calculate the first difference between the actual value of the k-th performance indicator and its minimum value; then calculate the first difference between the maximum value of the k-th performance indicator and its minimum value; finally, calculate the ratio of the first difference to the second difference, which serves as the standardized performance indicator. This allows for the standardization of various communication indicators across different scenarios, providing a preliminary assessment of the communication quality of each link for subsequent link adaptation.
[0030] See also Figure 1 The link adaptation module is used to convert the communication transmission protocol of the highway business terminal into a unified transmission protocol, and determine the communication link adaptation priority of the highway business terminal based on the communication link data of the unified transmission protocol and the scenario data, and configure the target communication link of the highway business terminal based on the communication link adaptation priority.
[0031] The link adaptation module is used to configure communication links for each service terminal based on the acquired scenario data and communication link data. Due to the different communication transmission protocols of each service terminal, unified allocation of links and resources is achieved. In this embodiment of the invention, the link adaptation module converts the communication transmission protocol of the highway service terminal into a unified transmission protocol, thereby enabling communication data interaction between heterogeneous highway service terminals.
[0032] Furthermore, under a unified transmission protocol, the link adaptation module first calculates the communication link adaptation priority of the highway service terminal using communication link data and scenario data, and then configures the target communication link of the highway service terminal based on the communication link adaptation priority. Specifically, the principle is to quantify the matching degree between scenario characteristics and link performance through communication link adaptation priority. The higher the communication link adaptation priority, the better the match between the scenario and link performance, and the better the communication interaction effect; conversely, the lower the priority, the worse the communication interaction effect. This enables dynamic optimal matching between differentiated highway scenarios (open road sections, tunnels, mountain blind spots, etc.) and multiple links (5G, LTE-V2X, BeiDou short message, fiber optic, LoRa), allowing the communication links of the corresponding highway scenarios to obtain the optimal communication interaction effect.
[0033] After calculating the communication link adaptation priority for each highway service terminal, a target communication link with the highest adaptation priority is allocated to each terminal based on its priority. This ensures that each highway service terminal in a given highway scenario is configured with a corresponding target communication link, enabling optimal communication between the terminals.
[0034] In one possible implementation, the link adaptation module is also used to obtain multiple communication performance indicators corresponding to the communication link data after the unified protocol for each highway service terminal.
[0035] During communication, the system may involve multiple highway service terminals accessing simultaneously. Therefore, it is necessary to first determine the link adaptation priority of each highway service terminal before allocating the corresponding target communication link. The link adaptation priority needs to be calculated based on multiple communication performance indicators corresponding to the communication link data after the unified protocol.
[0036] Next, each communication performance indicator is weighted according to the preset performance indicator weights to obtain the weighted performance indicator.
[0037] Here, the communication performance metrics are standardized values obtained by the scene-aware module through standardization processing. The performance metric weights are set based on the communication links to be assigned, and different links have different performance metric weights. When calculating link adaptation priority, the link adaptation module first obtains the performance metric weights of the communication links to be assigned, denoted as... , where represents the performance index weight of the j-th communication link to the k-th performance index. For example, for a certain communication link to be allocated, the signal strength weight is 0.3, the delay weight is 0.4, and the packet loss rate weight is 0.3. During calculation, each communication performance index is weighted according to its corresponding performance index weight to obtain the weighted performance index.
[0038] Furthermore, the scenario adaptation correction coefficient is determined based on the scenario data, and each weighted performance index is corrected based on the scenario adaptation correction coefficient. The corrected weighted performance indexes are then summed to obtain the communication link adaptation priority of the highway business terminal.
[0039] Based on scenario data, the current scenario type of the highway service terminal can be determined, such as open road sections, tunnels, and blind spots in mountainous areas. Environmental factors in some scenarios can affect the communication performance indicators of the communication links to be allocated. To eliminate these environmental impacts, a scenario adaptation correction coefficient is set for each scenario. This coefficient is used to correct the weighted performance indicators of the communication links to be allocated. Then, the corrected weighted performance indicators are summed to obtain the communication link adaptation priority of the highway service terminal, denoted as [missing value]. The formula is as follows: (1) in, This represents the communication link adaptation priority of the j-th communication link to be allocated in the i-th scenario. The value range is [0, 1]. The larger the value, the stronger the link adaptability, and vice versa. This represents the performance index weight of the j-th communication link to the k-th performance index. denoted as the scenario adaptation correction coefficient corresponding to the j-th communication link to be allocated, and n represents the number of communication performance indicators. In this embodiment of the invention, the communication performance indicators include three items: signal strength, transmission delay, and packet loss rate. Therefore, n is taken as 3.
[0040] Therefore, each highway service terminal is further configured with a link based on the priority of the communication link adaptation. The communication link with the highest priority can be used as the target communication link for the corresponding highway service terminal.
[0041] In this embodiment of the invention, the optimal target communication link is adaptively configured for each highway service terminal through the link adaptation module, thereby achieving link coverage in the highway scenario. This ensures that the highway service terminals can achieve optimal communication interaction, laying the foundation for subsequent resource allocation and preprocessing.
[0042] The resource scheduling module is used to allocate communication resources to highway service terminals according to the target communication link.
[0043] The resource scheduling module monitors the resource load of the target communication link in real time and then allocates corresponding communication resources, such as network bandwidth, based on the resource load to avoid unreasonable resource allocation, such as network congestion during peak hours. During allocation, it achieves precise allocation of bandwidth resources by quantifying service priorities and link load status, balancing resource utilization with the priority of critical service transmissions.
[0044] In one possible implementation, the resource scheduling module is also used to obtain the priority of the corresponding service of each highway service terminal and the load status of the target communication link.
[0045] Here, each highway service terminal processes services with a priority. For example, in the emergency terminal, the emergency response service for rescue vehicles has the highest priority, and the communication services of rescue vehicles must be guaranteed first. Priority is quantified by a priority coefficient for related calculations. For example, in this embodiment of the invention, emergency terminals, control terminals, vehicle-mounted terminals, and roadside sensing terminals are involved, and the services involved include emergency response services, real-time control services, public service services, and toll collection interaction services, with priority coefficients of 0.8, 0.6, 0.3, and 0.5, respectively.
[0046] After allocating target communication links to highway service terminals, the priority of the corresponding services for each terminal can be directly determined. Furthermore, the resource scheduling module monitors the load status of the target communication links, as these links may be handling communication interactions with other highway service terminals, necessitating reasonable resource allocation based on the load status. The load status requires determining the load rate of the target communication link, with a value range of [0, 1], where 0 represents complete idleness and 1 represents full load. The difference between 1 and the load rate is the link idle value, used to characterize the load status of the target communication link.
[0047] Further, the proportion of communication resources required by each service terminal for its corresponding service is calculated based on the load status and priority.
[0048] Here, the proportion of communication resources required by a service refers to the percentage of communication resources that the target communication link needs to occupy when executing the service corresponding to that terminal. The required communication resources are specifically calculated by multiplying the priority coefficient and the link idle value. Therefore, the communication resources required for each service terminal can be calculated, and by summing these required communication resources, the proportion of communication resources occupied by each service terminal for that service can be calculated.
[0049] Finally, based on the proportion, the communication resources required by each service terminal for its corresponding service are allocated from the total communication resources of the target communication link.
[0050] Here, the total communication resources of the target communication link are the available bandwidth resources, denoted as... Where j represents the j-th target communication link, after determining the proportion of communication resources required by each service terminal for its corresponding service, the available bandwidth resources can be allocated according to this proportion. The system allocates the necessary communication resources to each service, denoted as . m represents the m-th service corresponding to the service terminal. The calculation formula is as follows: (2) in, This represents the load rate of the j-th target communication link, while Indicates the link idle value. The priority coefficient represents the priority of the m-th service of the highway service terminal, and M represents the total number of services of the highway service terminal. In this embodiment of the invention, the highway service terminal has four types of services: emergency response service, real-time management and control service, public service service, and toll collection and interaction service. Therefore, M is 4.
[0051] In this embodiment of the invention, after dividing the highway service terminal into target communication links, the proportion of communication resources corresponding to each service is calculated by comprehensively considering the link load and the priority of the service, so as to achieve accurate allocation of communication resources.
[0052] This balances the utilization rate of communication resources with the priority of critical business transmission, ensuring that high-priority services such as emergency response and real-time management can be allocated sufficient communication resources.
[0053] After allocating communication resources to the target communication link, each highway service terminal can send communication signals to conduct data communication and execute corresponding services by transmitting communication data.
[0054] In one possible implementation, the system also includes a signal correction module, which is used to determine the Doppler frequency offset compensation amount of the target communication link during signal transmission.
[0055] In highway scenarios, especially for vehicle-mounted terminals, the Doppler effect caused by high-speed vehicle travel (0-120 km / h) can lead to communication signal deviations and high packet loss rates. Therefore, to eliminate communication deviations in high-speed environments, a signal correction module pre-determines the Doppler frequency offset compensation amount for the target communication link during signal transmission, which is used to compensate for communication data.
[0056] When a highway service terminal transmits communication data based on a target communication link, the communication data is compensated based on the Doppler frequency offset compensation.
[0057] At the highway service terminal, data communication is achieved based on the allocated target communication link. During data transmission, the signal correction module compensates for the communication data based on the currently determined Doppler frequency offset compensation. Specifically, it sums the current communication signal frequency of the target communication link with the Doppler frequency offset compensation to obtain the compensated communication data, which is then used for subsequent communication resource allocation. This effectively eliminates Doppler frequency offset in high-speed environments and improves the transmission quality of communication data.
[0058] In one possible implementation, the signal correction module is also used to obtain the communication signal carrier frequency of the target communication link during signal transmission.
[0059] Here, the communication signal carrier frequency specifically refers to the original signal frequency transmitted during data communication on the target communication link, denoted as . It can be measured in advance.
[0060] Next, the Doppler factor of the target communication link in the high-speed scenario is determined, and the Doppler frequency offset value is calculated based on the Doppler factor and the carrier frequency of the communication signal.
[0061] Here, the Doppler factor of the target communication link in high-speed scenarios can be calculated based on the propagation speed c of electromagnetic waves in air and the current travel speed v of the highway service terminal (e.g., vehicle-mounted terminal). Furthermore, the Doppler factor is used as an offset weight to weight the communication signal carrier frequency, yielding the Doppler frequency offset value.
[0062] Finally, the preset scene correction weights for high-speed scenarios are obtained, and the Doppler frequency offset values are weighted based on the scene correction weights to obtain the Doppler frequency offset compensation amount of the target communication link during signal transmission.
[0063] Considering that environmental factors in different scene types can also affect signal propagation, this embodiment of the invention sets corresponding scene correction weights according to the specific scene type, denoted as . For example, in a scenario involving a normally open road section, Take 1, and under the tunnel scene type and bridge scene type Take 1.05.
[0064] After calculating the Doppler frequency offset value, the Doppler frequency offset value is weighted according to a preset scene correction weight to obtain the Doppler frequency offset compensation amount of the target communication link during signal transmission, denoted as . The formula is expressed as follows: (3) in, Here, v represents the carrier frequency of the communication signal, v represents the speed of the highway service terminal (e.g., a vehicle-mounted terminal), and c represents the speed of electromagnetic waves in the air. This represents the angle between the directions of the travel speed v and the propagation speed c.
[0065] In this embodiment of the invention, a signal correction module is designed to calculate the Doppler frequency shift that may exist during communication signal transmission, thereby correcting the communication signal deviation in high-speed mobile scenarios, ensuring low latency and low packet loss in the communication link under high-speed mobile conditions, and overcoming the bottleneck of insufficient adaptation of existing communication solutions to high mobility.
[0066] The service adaptation module is used to process the communication data transmitted by highway service terminals when they communicate based on communication resources, and to call the processed communication data to execute the communication interaction of each highway service terminal.
[0067] Here, after allocating communication resources to the target communication links corresponding to the highway service terminals, each highway service terminal can utilize these resources to achieve communication interaction and transmit corresponding communication data. This communication data can include service requests initiated by the highway service terminals, data transmission interaction requirements, etc. At this time, the service adaptation module will obtain the communication data transmitted by the highway service terminals when communicating based on the communication resources, and perform unified service preprocessing to provide standardized and secure data support for business applications.
[0068] Specifically, during business processing, the communication data undergoes integrity verification to remove abnormal and duplicate data. The data is then converted to a unified format for easy subsequent calls. Furthermore, for communication data requiring encryption, a symmetric encryption algorithm is used, coupled with link encryption technology, to prevent data leakage and tampering. The processed communication data is divided into two parts: real-time communication data is used for subsequent calls to implement communication interactions and execute business logic, while historical communication data is stored.
[0069] During service execution, the service adaptation module directly calls the processed communication data to perform communication interactions between various highway service terminals. The service adaptation module can adapt to the corresponding services of each highway service terminal, providing communication support for their services and enabling the interaction of communication data between the various highway service terminals.
[0070] For example, in real-time management and control, pre-processed communication data is used to establish communication between the real-time management and control terminal and the vehicle-mounted terminal to achieve traffic flow management and violation monitoring. In emergency response, real-time communication of emergency commands and rescue information is ensured between the emergency response terminal and the vehicle-mounted terminal. For toll collection, pre-processed communication data is used to establish communication between the real-time management and control terminal and the vehicle-mounted terminal to execute toll collection at toll stations, improving efficiency and reducing congestion. For public service, pre-processed communication data is used to establish communication between the roadside sensing terminal and the vehicle-mounted terminal to push real-time traffic conditions and navigation information, ensuring driving safety.
[0071] In one possible implementation, the service adaptation module is also used to monitor the operating parameters of the target communication link of each highway service terminal when the processed communication data is invoked to perform communication interaction between each highway service terminal; when the operating parameters are greater than the preset parameter threshold, the target communication link is reassigned to each highway service terminal.
[0072] Here, the service adaptation module, while providing communication support for various highway service terminals, also has a real-time monitoring function. This means it monitors the operating parameters of the target communication link in real time, including communication performance indicators such as signal strength, packet loss rate, and latency, as well as the link's load rate. Furthermore, the service adaptation module pre-sets threshold values for each network operating parameter, and monitors in real time whether the operating parameters exceed the corresponding thresholds during data communication on the target communication link.
[0073] When the operating parameters of the target communication link exceed this threshold, it indicates that the network condition of the current target communication link is poor, which will affect the communication interaction between various highway business terminals. At this time, the communication link data of the current target communication link is fed back to the link adaptation module. The link adaptation module will reallocate the target communication link to each highway business terminal based on this communication link data, thereby optimizing the link allocation.
[0074] In this embodiment of the invention, a dynamic feedback mechanism is formed by real-time monitoring of the target communication link in the service adaptation module. When the feedback process indicates that the network condition of the current target communication link is poor and affects communication interaction, the target communication link is reallocated and adjusted in a timely manner to avoid network congestion caused by fixed links, which would affect the service execution of highway service terminals and ensure the continuity of communication.
[0075] In one possible implementation, the service adaptation module is also used to obtain the service interaction data fed back by each highway service terminal after the communication interaction of each highway service terminal is executed by calling the processed communication data.
[0076] Here, when various highway service terminals communicate and perform corresponding services, the service adaptation module will monitor and obtain the service interaction data fed back by each highway service terminal in real time, including service execution efficiency, data transmission satisfaction, link anomaly records, etc.
[0077] When the business interaction data does not meet the preset business indicators, the business interaction data is fed back to the link adaptation module and the resource scheduling module respectively; when the system also includes a signal correction module, the business adaptation module is also used to feed back the business interaction data to the signal correction module.
[0078] Furthermore, based on this business interaction data, the business adaptation module will analyze whether this business interaction data meets the preset business indicators, such as whether the business execution efficiency meets the efficiency indicator, whether the data transmission satisfaction meets the satisfaction indicator, and whether there are any link anomaly records, etc.
[0079] When business interaction data does not meet preset business metrics, data feedback will be executed. For example, if business execution efficiency is lower than the efficiency metric, data transmission satisfaction is lower than the satisfaction metric, or there are link anomaly records, this business interaction data will be transmitted to the link adaptation module and the resource scheduling module respectively. Furthermore, if the coefficient also includes a signal correction module, the business adaptation module will also feed back the business interaction data to the signal correction module.
[0080] The link adaptation module is also used to update the performance index weights of the corresponding services of the service terminals based on the service interaction data.
[0081] Here, the link adaptation module analyzes these business interaction data to determine which communication performance indicator is causing the issue. For example, if data transmission satisfaction is lower than the satisfaction indicator, the analysis suggests it might be due to excessive latency or high packet loss rate. Therefore, the link adaptation module updates the performance indicator weights of the corresponding services on the highway service terminals based on the analysis results. Specifically, this can increase the corresponding latency weight and packet loss rate weight. In subsequent communication, the link adaptation module will calculate the communication link adaptation priority with more emphasis on packet loss rate and latency, thereby achieving better target communication link allocation, reducing link anomalies, and improving data transmission satisfaction.
[0082] The signal correction module is also used to update the scenario correction weight of the corresponding business on the business terminal based on the business interaction data.
[0083] The failure of business interaction data to meet business targets could also be due to Doppler frequency shift deviation during signal propagation. This Doppler frequency shift is further affected by environmental factors specific to the scene type. Therefore, the signal correction module will adjust the scene correction coefficient. For example, scene correction coefficients in tunnel and bridge scenes. The value has been adjusted from 1.05 to 1.10. In subsequent communication, the signal correction module will calculate a more accurate Doppler frequency shift deviation based on the updated scene correction coefficients, improving data transmission satisfaction.
[0084] The resource scheduling module is also used to update the priority of the corresponding business on the business terminal based on the business interaction data.
[0085] Considering that the failure of business interaction data to meet business targets may be due to unreasonable allocation of communication resources to the target communication link during resource allocation, and that communication resource allocation is calculated by the resource scheduling module based on the priority coefficient of each business terminal's corresponding business, the resource scheduling module updates the priority of the business terminal's corresponding business based on the business interaction data. For example, it increases the priority coefficient for urgent businesses (emergency response, real-time management), while decreasing the priority coefficient for non-urgent businesses (public service, paid interaction). For instance, the priority coefficient for emergency response increases from 0.8 to 0.9, while the priority coefficient for public service decreases from 0.3 to 0.2. In subsequent communication processes, the resource scheduling module calculates and allocates more reasonable communication resources based on the updated priority of the business terminal's corresponding business, ensuring that urgent tasks have sufficient communication resources to be executed first, improving data transmission satisfaction and business execution efficiency.
[0086] In this embodiment of the invention, a feedback mechanism for communication interaction is set in the service adaptation module, thereby forming a communication closed loop, which can continuously optimize the real-time communication interaction performance of the system and continuously improve the adaptability and reliability of communication interaction.
[0087] In summary, this embodiment of the invention enables direct access to highway service terminals in highway scenarios via a scene-aware module, acquiring scene data and communication link data. The link adaptation module unifies the transmission protocol before using the scene data to execute link configuration. This unified and flexible communication link configuration method is applicable to various highway scenarios and adapts to different highway service terminals using different communication transmission protocols, eliminating the need to establish fixed transmission links for each terminal individually, thus improving scene adaptability. Furthermore, with a unified communication transmission protocol, communication resources are allocated to various highway service terminals to execute services, breaking down protocol barriers for data interaction between heterogeneous service terminals and improving information collaboration efficiency.
[0088] The adaptive communication and interaction method for highway scenarios provided by this invention will be described in detail below.
[0089] Figure 2 This is a flowchart illustrating the adaptive communication and interaction method for highway scenarios provided in an embodiment of the present invention, as shown below. Figure 2As shown, the adaptive communication interaction method for highway scenarios can be implemented through the following steps 201 to 204, which are explained in detail below.
[0090] Step 201: Obtain scene data of the highway scenario and communication link data of multiple highway business terminals.
[0091] Step 202: Convert the transmission protocol corresponding to the communication link data of the highway business terminal into a unified protocol, and determine the communication link adaptation priority of the highway business terminal based on the communication link data after the unified protocol and the scenario data, and configure the target communication link of the highway business terminal based on the communication link adaptation priority.
[0092] Step 203: Allocate communication resources to the highway service terminal according to the target communication link.
[0093] Step 204: Process the communication data transmitted by the highway service terminals when they communicate based on communication resources, and call the processed communication data to execute the communication interaction of each highway service terminal.
[0094] In one possible implementation, the adaptive communication interaction method for highway scenarios executes step 205 before executing step 204. In step 205, the Doppler frequency offset compensation amount of the target communication link during signal transmission is determined; when the highway service terminal transmits communication data based on the target communication link, the communication data is compensated based on the Doppler frequency offset compensation amount.
[0095] In one possible implementation, step 205 further includes: obtaining the communication signal carrier frequency of the target communication link during signal transmission; determining the Doppler factor of the target communication link during signal propagation in a high-speed scenario, and calculating the Doppler frequency offset value based on the Doppler factor and the communication signal carrier frequency; obtaining a preset scene correction weight for the high-speed scenario, and weighting the Doppler frequency offset value based on the scene correction weight to obtain the Doppler frequency offset compensation amount of the target communication link during signal transmission.
[0096] In one possible implementation, step 204 further includes: when the communication data after the call is processed to perform communication interaction between each highway service terminal, monitoring the operating parameters of the target communication link of each highway service terminal; when the operating parameters are greater than a preset parameter threshold, reallocating the target communication link to each highway service terminal.
[0097] In one possible implementation, the adaptive communication interaction method for highway scenarios executes step 206 after executing step 204.
[0098] Step 206: After executing the communication interaction of each highway service terminal by calling the processed communication data, obtain the service interaction data fed back by each highway service terminal; when the service interaction data does not meet the preset service indicators, update the performance indicator weight, scenario correction weight, and priority of the corresponding service of the highway service terminal according to the service interaction data.
[0099] The above embodiments provide an adaptive communication interaction method for highway scenarios, which can realize the technical solutions described in the embodiments of each module or unit of the adaptive communication interaction system for highway scenarios. The implementation principle of each step in the above method can refer to the corresponding content of the specific implementation of each module or unit of the adaptive communication interaction system for highway scenarios, which will not be repeated here.
[0100] like Figure 3 As shown, the present invention also provides an electronic device 300. The electronic device 300 includes a processor 301, a memory 302, and a display 303. Figure 3 Only some components of the electronic device 300 are shown, but it should be understood that it is not required to implement all of the components shown, and more or fewer components may be implemented instead.
[0101] In some embodiments, memory 302 may be an internal storage unit of electronic device 300, such as a hard disk or memory of electronic device 300. In other embodiments, memory 302 may also be an external storage device of electronic device 300, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc. equipped on electronic device 300.
[0102] Furthermore, the memory 302 may include both internal storage units of the electronic device 300 and external storage devices. The memory 302 is used to store application software and various types of data installed on the electronic device 300.
[0103] In some embodiments, processor 301 may be a central processing unit (CPU), microprocessor, or other data processing chip, used to run program code stored in memory 302 or process data, such as the adaptive communication interaction method for highway scenarios in this invention.
[0104] In some embodiments, display 303 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen. Display 303 is used to display information from electronic device 300 and to display a visual user interface. Components 301-303 of electronic device 300 communicate with each other via a system bus.
[0105] In some embodiments of the present invention, when the processor 301 executes the communication interaction program in the memory 302, the following steps can be implemented: acquiring scene data of a highway scenario and communication link data of multiple highway service terminals; converting the transmission protocol corresponding to the communication link data of the highway service terminals into a unified protocol, and determining the communication link adaptation priority of the highway service terminals based on the communication link data after the unified protocol and the scene data, configuring the target communication link of the highway service terminals based on the communication link adaptation priority; allocating communication resources to the highway service terminals according to the target communication link; performing service processing on the communication data transmitted by the highway service terminals when communicating based on the communication resources, and calling the service-processed communication data to execute the communication interaction of each highway service terminal.
[0106] It should be understood that when the processor 301 executes the communication interaction program in the memory 302, in addition to the functions mentioned above, it can also perform other functions, as can be found in the description of the corresponding method embodiments above.
[0107] Furthermore, the embodiments of the present invention do not specifically limit the type of electronic device 300 mentioned. Electronic device 300 can be a mobile phone, tablet computer, personal digital assistant (PDA), wearable device, laptop computer, or other portable electronic device. Exemplary embodiments of portable electronic devices include, but are not limited to, portable electronic devices running iOS, Android, Microsoft, or other operating systems. The aforementioned portable electronic device can also be other portable electronic devices, such as a laptop computer with a touch-sensitive surface (e.g., a touch panel). It should also be understood that in some other embodiments of the present invention, electronic device 300 may not be a portable electronic device, but rather a desktop computer with a touch-sensitive surface (e.g., a touch panel).
[0108] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon. When executed by a processor, the computer program implements an adaptive communication interaction method for highway scenarios provided by the above-described methods. The method includes: acquiring scene data of the highway scenario and communication link data of multiple highway service terminals; converting the transmission protocol corresponding to the communication link data of the highway service terminals into a unified protocol, and determining the communication link adaptation priority of the highway service terminals based on the unified protocol communication link data and the scene data; configuring the target communication link of the highway service terminals based on the communication link adaptation priority; allocating communication resources to the highway service terminals according to the target communication link; performing service processing on the communication data transmitted by the highway service terminals when communicating based on the communication resources, and calling the service-processed communication data to perform communication interaction of each highway service terminal.
[0109] Those skilled in the art will understand that all or part of the processes of the methods described in the above embodiments can be implemented by a computer program instructing related hardware, and the program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a disk, optical disk, read-only memory, or random access memory, etc.
[0110] The above provides a detailed description of the adaptive communication and interaction system and method for highway scenarios provided by the present invention. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.
Claims
1. An adaptive communication and interaction system for highway scenarios, characterized in that, include: The scene perception module is used to acquire scene data of highway scenarios and communication link data of multiple highway business terminals; The link adaptation module is used to convert the communication transmission protocol of the highway service terminal into a unified transmission protocol, determine the communication link adaptation priority of the highway service terminal based on the communication link data of the unified transmission protocol and the scenario data, and configure the target communication link of the highway service terminal based on the communication link adaptation priority. The resource scheduling module is used to allocate communication resources to the highway service terminal according to the target communication link; The service adaptation module is used to process the communication data transmitted by the highway service terminals when communicating based on the communication resources, and to call the processed communication data to execute the communication interaction of each highway service terminal.
2. The adaptive communication and interaction system for highway scenarios according to claim 1, characterized in that, The link adaptation module is also used to obtain multiple communication performance indicators corresponding to the communication link data after the unified protocol for each of the highway service terminals. Each communication performance indicator is weighted according to the preset performance indicator weights to obtain the weighted performance indicator; The scenario adaptation correction coefficient is determined based on the scenario data, and each weighted performance index is corrected based on the scenario adaptation correction coefficient. The corrected weighted performance indexes are summed to obtain the communication link adaptation priority of the highway business terminal.
3. The adaptive communication and interaction system for highway scenarios according to claim 1, characterized in that, The system also includes a signal correction module, which is used to determine the Doppler frequency offset compensation amount of the target communication link during signal transmission. When the highway service terminal transmits communication data based on the target communication link, the communication data is compensated based on the Doppler frequency offset compensation amount.
4. The adaptive communication and interaction system for highway scenarios according to claim 3, characterized in that, The signal correction module is also used to obtain the communication signal carrier frequency of the target communication link during signal transmission; Determine the Doppler factor of the target communication link in signal propagation under high-speed scenarios, and calculate the Doppler frequency offset value based on the Doppler factor and the carrier frequency of the communication signal; Obtain the preset scene correction weights for high-speed scenarios, and weight the Doppler frequency offset value based on the scene correction weights to obtain the Doppler frequency offset compensation amount of the target communication link during signal transmission.
5. The adaptive communication and interaction system for highway scenarios according to claim 1, characterized in that, The resource scheduling module is also used to obtain the priority of the corresponding service of each highway service terminal and the load status of the target communication link; Calculate the proportion of communication resources required by each service terminal for its corresponding service based on the load status and priority. Based on the stated proportion, the communication resources required by each service terminal for its corresponding service are allocated from the total communication resources of the target communication link.
6. The adaptive communication and interaction system for highway scenarios according to claim 1, characterized in that, The service adaptation module is also used to monitor the operating parameters of the target communication link of each highway service terminal when the communication data after the call processing is used to perform communication interaction between each highway service terminal. When the operating parameters exceed the preset parameter threshold, the target communication link is reassigned to each highway service terminal.
7. The adaptive communication and interaction system for highway scenarios according to claim 1, characterized in that, The service adaptation module is also used to obtain the service interaction data fed back by each highway service terminal after the communication data after the call processing is executed for communication interaction of each highway service terminal. When the business interaction data does not meet the preset business indicators, the business interaction data will be fed back to the link adaptation module and the resource scheduling module respectively. When the system further includes a signal correction module, the service adaptation module is also used to feed back the service interaction data to the signal correction module; The link adaptation module is also used to update the performance index weights of the corresponding services of the highway service terminal according to the service interaction data. The signal correction module is also used to update the scenario correction weight of the corresponding business of the highway business terminal according to the business interaction data. The resource scheduling module is also used to update the priority of the corresponding business of the highway business terminal based on the business interaction data.
8. An adaptive communication interaction method for highway scenarios, characterized in that, include: Acquire scene data for highway scenarios and communication link data from multiple highway business terminals; The transmission protocol corresponding to the communication link data of the highway service terminal is converted into a unified protocol, and the communication link adaptation priority of the highway service terminal is determined according to the communication link data after the unified protocol and the scenario data. The target communication link of the highway service terminal is configured based on the communication link adaptation priority. Allocate communication resources to the highway service terminal according to the target communication link; The system processes the communication data transmitted by the highway service terminals when communicating based on the communication resources, and calls the processed communication data to perform communication interactions between the various highway service terminals.
9. An electronic device, characterized in that, Including memory and processor, among which, The memory is used to store programs; The processor, coupled to the memory, is used to execute the program stored in the memory to implement the steps of the adaptive communication interaction method for highway scenarios as described in claim 8.
10. A non-transitory 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 adaptive communication interaction method for highway scenarios as described in claim 8.