Braking signal relay method and device

Abstract

This application relates to the field of mobile vehicle safety auxiliary control technology, and provides a braking signal relay method and apparatus. The method includes: acquiring a braking signal; determining at least one target channel from various heterogeneous communication channels based on the braking intensity represented by the acquired braking signal; and transmitting the braking signal to at least one target mobile vehicle through each of the target channels; wherein the braking intensity represented by the braking signal is positively correlated with the number of selected target channels; and each of the heterogeneous communication channels corresponds to a different communication protocol. The braking signal relay method provided in this application can improve the reliability of braking signal transmission.

Description

Technical Field

[0001] This application relates to the field of mobile vehicle safety auxiliary control technology, specifically to a braking signal relay method and device. Background Technology

[0002] With the development of Internet of Things (IoT) technology, transmitting braking signals between mobile vehicles has become an important means of improving the driving safety of mobile vehicles.

[0003] In related technologies, the transmission of braking signals across vehicles typically relies on a single type of communication channel. However, this method depends on a single type of communication channel, and under conditions such as signal obstruction or network congestion, the braking signals transmitted through this single type of communication channel may experience packet loss or interruption. When an emergency braking signal needs to be transmitted, if the communication channel is unavailable, the emergency braking signal cannot be transmitted, resulting in poor reliability of braking signal transmission and affecting the driving safety of the mobile vehicle. Summary of the Invention

[0004] This application aims to address at least one of the technical problems existing in the related art. To this end, this application proposes a braking signal relay method that can improve the reliability of braking signal transmission.

[0005] The braking signal relay method according to the first aspect of this application, applied to a mobile vehicle, includes: Obtain braking signal; Based on the braking intensity represented by the acquired braking signal, at least one target channel is determined from each heterogeneous communication channel; The braking signal is sent to at least one target mobile vehicle through each of the target channels; The braking intensity represented by the braking signal is positively correlated with the number of selected target channels; each heterogeneous communication channel corresponds to a different communication protocol.

[0006] By acquiring the braking intensity represented by the braking signal, and based on this braking intensity, a number of target channels positively correlated with the braking intensity are selected from multiple heterogeneous communication channels based on different communication protocols for signal transmission. This allows for the selection of a smaller number of target channels for signal transmission when the braking intensity is low. Because multiple heterogeneous communication channels are available instead of relying on a single type, even if one type of communication channel is unavailable, other types can be selected for transmission, reducing the possibility of signal failure due to a single unavailable channel. This satisfies basic transmission requirements while avoiding unnecessary communication resource consumption. When the braking intensity is high, the number of target channels is increased accordingly. Through multi-channel redundant parallel transmission, even if some heterogeneous communication channels experience packet loss or interruption due to obstruction or congestion, the remaining parallel heterogeneous communication channels can still ensure that the emergency braking signal is effectively transmitted. This improves the reliability of braking signal transmission and effectively ensures the safety of mobile vehicle operation.

[0007] According to one embodiment of this application, determining at least one target channel from various heterogeneous communication channels based on the braking intensity characterized by the acquired braking signal includes: The number of target channels for transmitting the braking signal is determined based on the braking intensity represented by the braking signal. Based on the channel quality parameters of each heterogeneous communication channel, the target number of heterogeneous communication channels are selected from each heterogeneous communication channel and determined as the target channel.

[0008] According to one embodiment of this application, sending the braking signal to at least one target mobile vehicle through each of the target channels includes: When each of the target channels includes a Bluetooth channel, the transmission direction and beamwidth of the antenna array of the Bluetooth channel are adjusted according to the turning angle of the mobile vehicle and the relative position of the mobile vehicle and the target mobile vehicle. The adjusted antenna array of the Bluetooth channel is used to directionally transmit the braking signal to the target mobile vehicle.

[0009] According to one embodiment of this application, it also includes: Based on at least one relay capability parameter of each of the target mobile vehicles, a relay mobile vehicle is determined from each of the target mobile vehicles to forward the braking signal through the relay mobile vehicle; The relay capability parameters of the target mobile vehicle include the signal quality of the heterogeneous communication channel of the target mobile vehicle, the battery status of the target mobile vehicle, the driving stability parameters of the target mobile vehicle, the signal transmission success rate of the target mobile vehicle, or the relative motion direction between the target mobile vehicle and the mobile vehicle.

[0010] According to one embodiment of this application, determining a relay mobile vehicle from each of the target mobile vehicles based on at least one relay capability parameter of each target mobile vehicle, for forwarding the braking signal via the relay mobile vehicle, includes: Based on each of the relay capability parameters of the target mobile vehicle, determine the parameter score for each of the relay capability parameters; Based on the current weight of each relay capability parameter, the parameter scores of each relay capability parameter are weighted to obtain the comprehensive score of the target mobile vehicle. Based on the comprehensive score of each target mobile vehicle, a relay mobile vehicle is determined from the target mobile vehicles. The current weight of the relay capability parameter is determined based on the current external environment parameters.

[0011] According to one embodiment of this application, the relay mobile vehicle includes at least one type of mandatory relay mobile vehicle with a comprehensive score greater than or equal to a first threshold, and candidate relay mobile vehicles with a comprehensive score greater than or equal to a second threshold and less than the first threshold. The forced relay mobile vehicle is configured to relay the braking signal, and the candidate relay mobile vehicle is configured to relay the braking signal when the communication resource occupancy status meets preset conditions.

[0012] According to one embodiment of this application, obtaining a braking signal includes: Receive initial braking signals from upstream mobile vehicles through multiple heterogeneous communication channels; In response to the initial braking signal received through at least one of the heterogeneous communication channels, the initial braking signals received through different heterogeneous communication channels are fused via multi-channel signal fusion to obtain the braking signal.

[0013] According to one embodiment of this application, it also includes: If the signal deviation between the initial braking signal received by at least one of the heterogeneous communication channels and the braking signal obtained by multi-channel signal fusion is greater than the signal deviation allowed by the heterogeneous communication channels, the braking signal is updated according to the initial braking signal received by the target communication channel. The allowable signal deviation of the heterogeneous communication channel is determined based on the decoding error of the heterogeneous communication channel under normal conditions. The target communication channel is determined from each of the candidate heterogeneous communication channels based on the preset credibility of each candidate heterogeneous communication channel. The signal deviation between the initial braking signal received by the candidate heterogeneous communication channel and the braking signal obtained by multi-channel signal fusion is less than or equal to the signal deviation allowed by the candidate heterogeneous communication channel.

[0014] According to one embodiment of this application, it also includes: In response to the braking signal, the luminous state of at least one luminous component of the mobile vehicle is adjusted; The adjusted light-emitting component includes at least a brake lamp.

[0015] A braking signal relay device based on heterogeneous communication according to a second aspect embodiment of this application, applied to a mobile vehicle, includes: Braking signal acquisition module, used to acquire braking signals; The target channel determination module is used to determine at least one target channel from each heterogeneous communication channel based on the braking intensity represented by the acquired braking signal. A braking signal relay module is used to send the braking signal to at least one target mobile vehicle through each of the target channels; The braking intensity represented by the braking signal is positively correlated with the number of selected target channels; each heterogeneous communication channel corresponds to a different communication protocol.

[0016] An electronic device according to a third aspect of this application includes a processor and a memory storing a computer program, wherein the processor executes the computer program to implement the braking signal relay method described in any of the above embodiments.

[0017] A computer-readable storage medium according to a fourth aspect of this application stores a computer program thereon, which, when executed by a processor, implements the braking signal relay method described in any of the above embodiments.

[0018] The mobile vehicle according to the fifth aspect of this application includes electronic equipment as provided in the third aspect of the above-described embodiment. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a first flowchart illustrating the braking signal relay method provided in an embodiment of this application; Figure 2 A schematic diagram illustrating the directional transmission of braking signals provided in an embodiment of this application; Figure 3 This is a schematic diagram illustrating the process of signal interaction with a target mobile vehicle provided in an embodiment of this application. Figure 4 This is a schematic diagram illustrating the process of signal interaction with an upstream mobile vehicle, provided in an embodiment of this application. Figure 5 This is a second flowchart illustrating the braking signal relay method provided in an embodiment of this application; Figure 6 A schematic diagram illustrating the application environment of the braking signal relay method provided in this application embodiment; Figure 7 This is a schematic diagram of the structure of the braking signal relay device based on heterogeneous communication provided in the embodiments of this application; Figure 8 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0023] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0024] 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 this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0025] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0026] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), and similarly, "multiple items" refers to two or more (including two).

[0027] The meanings of some specific terms used in the embodiments of this application are as follows: V2X (Vehicle to Everything): Vehicle-to-everything communication technology, including V2V (vehicle-to-vehicle), V2I (vehicle-to-infrastructure), V2P (vehicle-to-pedestrian), and V2N (vehicle-to-network).

[0028] 5G-C-V2X: Vehicle-to-everything (V2X) communication technology based on 5G cellular networks, supporting both direct communication and base station forwarding modes.

[0029] Bluetooth Mesh: Bluetooth mesh network that supports many-to-many communication, allowing nodes to send and receive messages simultaneously, and the network can automatically repair itself.

[0030] NFC (Near Field Communication): Near Field Communication technology with a communication distance of ≤10cm, supporting touch-based data exchange.

[0031] RSRP (Reference Signal Received Power): This is a key indicator for measuring the strength of the reference signal received in an LTE / NR mobile communication network. It reflects the strength of the signal coverage and is measured in dBm.

[0032] RSSI (Received Signal Strength Indicator): Received signal strength indication, measured in dBm.

[0033] SINR (Signal to Interference plus Noise Ratio): refers to the ratio of the useful signal power at the receiver to the sum of the power of all external interference and background noise.

[0034] The braking signal relay method and apparatus provided in this application will be described in detail and explained below through several specific embodiments.

[0035] With the development of IoT technology, transmitting braking signals between mobile vehicles has become an important means of improving the operational safety of mobile vehicles. Taking vehicles as an example, the vehicle in front can broadcast a braking signal to the vehicle behind, and the vehicle behind will execute the braking operation after receiving the braking signal, thereby achieving coordinated braking between vehicles, preventing rear-end collisions, and thus improving the safety of vehicle driving.

[0036] Braking signals refer to signals generated by a mobile vehicle during its travel or operation, indicating an intention to actively decelerate or a deceleration state. For example, for vehicles, braking signals may be signals generated by the vehicle's braking system to indicate that the vehicle is decelerating or stopping; for aircraft, such as drones, braking signals may include signals generated by hovering commands and / or reverse thrust commands issued by the flight control system; for ships, braking signals may include signals generated by anchoring commands. For ease of description, the embodiments in this application mainly use vehicles as examples of mobile vehicles, but this should not be construed as a limitation on the types of mobile vehicles.

[0037] In related technologies, the transmission of braking signals across vehicles typically relies on a single type of communication channel, such as V2X between vehicles. However, this method depends on a single type of communication channel. If this single-type communication channel is affected by signal interference, signal obstruction, or network congestion, the transmitted braking signal may experience packet loss or interruption. This means that when an emergency braking signal needs to be transmitted, if the communication channel becomes unavailable due to signal interference, signal obstruction, or network congestion, the emergency braking signal cannot be transmitted, compromising the reliability of braking signal transmission and affecting the safety of the mobile vehicle.

[0038] Therefore, this application embodiment obtains the braking intensity represented by the braking signal and, based on this braking intensity, determines a number of target channels positively correlated with the braking intensity from multiple heterogeneous communication channels based on different communication protocols for signal transmission. This allows for signal transmission through fewer target channels when the braking intensity is low. Since multiple heterogeneous communication channels are available instead of relying on a single type, even if one type of communication channel is unavailable, other types can be selected for transmission, reducing the possibility of signal failure due to a single unavailable channel. This satisfies basic transmission requirements while avoiding unnecessary communication resource consumption. When the braking intensity is high, the number of target channels is increased accordingly. Through multi-channel redundant parallel transmission, even if some heterogeneous communication channels experience packet loss or interruption due to obstruction or congestion, the remaining parallel heterogeneous communication channels can still ensure that the emergency braking signal is effectively transmitted. This improves the reliability of braking signal transmission and effectively ensures the safety of mobile vehicle operation.

[0039] The braking signal relay method disclosed in this application can be applied to mobile vehicles, such as cars, ships, or aircraft. The vehicles can be gasoline-powered vehicles, natural gas-powered vehicles, or new energy vehicles; new energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles. The mobile vehicle internally houses multiple heterogeneous communication modules and a controller. Each heterogeneous communication module employs a different communication protocol to form heterogeneous communication channels corresponding to different protocols, used for sending and receiving signals, such as sending and receiving braking signals. For example, the heterogeneous communication modules may include 5G-C-V2X communication modules, LTE-V2X communication modules, DSRC communication modules, Bluetooth communication modules, Zigbee Mesh communication modules, Wi-Fi Mesh communication modules, RFID communication modules, NFC communication modules, and UWB communication modules, etc. The controller may include a domain controller, a VCU (Vehicle Control Unit), a MCU (Microcontroller Unit), an ECU (Electronic Control Unit), and / or other electronic devices, used to process signals received by each heterogeneous communication module and generate signals for each heterogeneous communication module to send.

[0040] According to some embodiments of this application, this application provides a braking signal relay method, which can be applied to the aforementioned mobile vehicle, specifically to a controller mounted on the mobile vehicle, for relaying braking signals. For example... Figure 1 As shown, the braking signal relay method provided in this embodiment includes: S101, Obtain the braking signal; S102, Based on the braking intensity represented by the acquired braking signal, at least one target channel is determined from each heterogeneous communication channel; S103, the braking signal is sent to at least one target vehicle through each of the target channels; The braking intensity represented by the braking signal is positively correlated with the number of selected target channels; each heterogeneous communication channel corresponds to a different communication protocol.

[0041] In some embodiments, the braking signal acquired by the mobile vehicle may be a braking signal generated by the mobile vehicle itself during braking operations, or a braking signal received by the mobile vehicle from an upstream mobile vehicle. Here, the upstream mobile vehicle refers to another mobile vehicle that sends a braking signal to the mobile vehicle. Taking a vehicle as an example, the upstream mobile vehicle may be a vehicle in front of the vehicle.

[0042] The mobile vehicle has a pre-recorded mapping relationship between braking intensity ranges and the number of selected channels, where the braking intensity range and the number of selected channels are positively correlated. For example, a braking intensity range of <2.0 m / s² indicates normal braking, corresponding to 1 selected channel; a braking intensity range of 2.0 m / s² ≤ <5.0 m / s² indicates moderate braking, corresponding to 2 selected channels; and a braking intensity range of 5.0 m / s² ≤ 1 indicates emergency braking, corresponding to 3 selected channels. It can be understood that the upper limit of the number of selected channels is the upper limit of the number of heterogeneous communication channels configured on the mobile vehicle.

[0043] The acquired braking signal is analyzed to extract the corresponding braking intensity. Based on this braking intensity, the mapping relationship between the braking intensity range and the selected number of communication channels is looked up to obtain the number of channels corresponding to that braking intensity. This number of channels is then used as the target number of channels. After determining the target number of channels, heterogeneous communication channels that meet this target number are selected from among various heterogeneous communication channels and used as the target channels.

[0044] In some embodiments, the mobile vehicle can be equipped with communication modules of different communication radii to form heterogeneous communication channels with different communication radii. For example, it can be equipped with a 5G-C-V2X communication module, a Bluetooth Mesh communication module, and an NFC communication module to form a relay network including three heterogeneous communication channels: 5G-C-V2X, Bluetooth Mesh, and NFC. The 5G-C-V2X constitutes a wide-area relay layer with a communication radius of 200 meters and a latency of ≤30ms, suitable for normal driving scenarios such as highways and urban main roads. The Bluetooth Mesh constitutes a near-field relay layer with a communication radius of 50 meters per hop and a single-hop latency of ≤50ms. NFC constitutes a touch relay layer with a communication radius of ≤10 centimeters. Communication uses a dynamic token exchange mechanism, with tokens generated by a hardware security module (HSM). Each touch generates a unique ID with an effective time of ≤5 seconds. The trigger condition is that the relative speed between the mobile vehicle and the target mobile vehicle is <5km / h and the target mobile vehicle is detected, suitable for driving scenarios where mobile vehicles are stationary or moving slowly in a queue.

[0045] For example, assuming the heterogeneous communication channels are 5G-C-V2X, Bluetooth Mesh, and NFC, and the number of target channels determined by the braking intensity is 2, then two heterogeneous communication channels can be randomly selected from 5G-C-V2X, Bluetooth Mesh, and NFC, such as 5G-C-V2X and Bluetooth Mesh, as the target channels. The number of other channels is similar.

[0046] After identifying all target channels from the various heterogeneous communication channels, braking signals can be sent to at least one target mobile vehicle through all target channels. Taking a vehicle as an example, the target mobile vehicle can be a vehicle behind it.

[0047] To improve signal reliability, in some embodiments, a redundant transmission mechanism can be used when transmitting braking signals. For example, within a preset time window, such as 0.2 seconds, the braking signal can be repeatedly transmitted multiple times to at least one target moving vehicle through all target channels to reduce the possibility of braking signal transmission failure.

[0048] By acquiring the braking intensity represented by the braking signal, and based on this braking intensity, a number of target channels positively correlated with the braking intensity are selected from multiple heterogeneous communication channels based on different communication protocols for signal transmission. This allows for the selection of a smaller number of target channels for signal transmission when the braking intensity is low. Because multiple heterogeneous communication channels are available instead of relying on a single type, even if one type of communication channel is unavailable, other types can be selected for transmission, reducing the possibility of signal failure due to a single unavailable channel. This satisfies basic transmission requirements while avoiding unnecessary communication resource consumption. When the braking intensity is high, the number of target channels is increased accordingly. Through multi-channel redundant parallel transmission, even if some heterogeneous communication channels experience packet loss or interruption due to obstruction or congestion, the remaining parallel heterogeneous communication channels can still ensure that the emergency braking signal is effectively transmitted. This improves the reliability of braking signal transmission and effectively ensures the safety of mobile vehicle operation.

[0049] To further improve the reliability of braking signal transmission, in some embodiments, based on the braking intensity represented by the acquired braking signal, at least one target channel is determined from the heterogeneous communication channels, including: The number of target channels for transmitting the braking signal is determined based on the braking intensity represented by the braking signal. Based on the channel quality parameters of each heterogeneous communication channel, the target number of heterogeneous communication channels are selected from each heterogeneous communication channel and determined as the target channel.

[0050] In some embodiments, the mapping relationship between the braking intensity range and the number of selected communication channels can be queried based on the braking intensity extracted from the acquired braking signal. The number of channels corresponding to the braking intensity can then be obtained, and this number of channels can be used as the target number of channels. Simultaneously, the channel quality parameters of each heterogeneous communication channel can be detected, and heterogeneous communication channels that meet the target number of channels can be selected based on the channel quality parameters of each heterogeneous communication channel, and determined as the target channels.

[0051] As one possible implementation, the channel quality parameters of heterogeneous communication channels may include at least one of the following parameters: RSRP, SINR, and RSSI. Since the communication protocols and physical characteristics underlying each heterogeneous communication channel are different, the channel quality parameters of different heterogeneous communication channels will also differ accordingly. For example, assuming that the heterogeneous communication channels are 5G-C-V2X, Bluetooth Mesh, and NFC, then for 5G-C-V2X, its channel quality parameters may include at least one of RSRP and SINR; for Bluetooth Mesh, its channel quality parameters may include RSSI; and for NFC, its channel quality parameters may include at least one of link establishment status, data exchange success rate, and target presence detection result.

[0052] For different heterogeneous communication channels, their corresponding channel quality parameters can be detected separately to determine the signal quality score of each channel. The signal quality score involves converting the channel quality parameters of different heterogeneous communication channels into a unified quantitative score according to their respective preset scoring rules, allowing for comparison of signal quality between different types of heterogeneous communication channels. For example, for 5G-C-V2X, the score can be converted to a percentage based on the absolute value of RSRP or the SINR grade range; for Bluetooth Mesh, it can be converted based on the RSSI grade range; for NFC, the highest score can be directly assigned when the link is successfully established and data exchange is complete. The same principle applies to other heterogeneous communication channels.

[0053] After determining the signal quality score of each heterogeneous communication channel, the target heterogeneous communication channels can be selected from all channels according to the order of their signal quality scores from highest to lowest. For example, if the target number of channels is 2, then the two heterogeneous communication channels with the highest signal quality scores are selected as the target channels.

[0054] After determining the signal quality score of each heterogeneous communication channel, heterogeneous communication channels that meet the target number of channels can be selected from all channels according to the selection order of signal quality scores from high to low. For example, if the target number of channels is 2, then the two heterogeneous communication channels with the highest channel quality scores are selected as the target channels.

[0055] As another possible implementation, channel quality parameters can include resource load status. Resource load status indicates the load level of the network to which the heterogeneous communication channel belongs. For example, for 5G-C-V2X, its current channel busy ratio (CBR) can be used as the resource load status; for Bluetooth Mesh, its channel duty cycle can be used; for NFC, since NFC is a point-to-point near-field communication and does not participate in the competition for wide-area network resources during communication, its resource load status can be assumed to be at minimum load or idle. The same applies to other heterogeneous communication channels.

[0056] After determining the resource load status of each heterogeneous communication channel, heterogeneous communication channels that meet the target number of channels can be selected from all heterogeneous communication channels according to the selection order of resource load status from low to high. For example, if the target number of channels is 2, then the two heterogeneous communication channels with the lowest resource load status are selected as target channels from all heterogeneous communication channels.

[0057] Considering that some heterogeneous communication channels may have short-range transmission capabilities, such as NFC, if the distance between the mobile vehicle and the target mobile vehicle exceeds the transmission distance of the short-range heterogeneous communication channel, the channel will become unusable. Therefore, if resource load status is used to determine the target channel, for short-range heterogeneous communication channels, such as NFC, it can be first checked whether it can establish a communication connection with the target mobile vehicle; if a communication connection can be established, it is included in the candidate set of target channels; otherwise, it is excluded from the candidate set.

[0058] By determining the number of target channels based on the braking intensity, and then selecting a corresponding number of target channels from each heterogeneous communication channel based on the channel quality parameters of each heterogeneous communication channel, when the braking intensity is low, a small number of channels with better channel quality can be prioritized for transmission, thus reducing the ineffective occupation of channel resources while meeting reliability requirements. When the braking intensity is high, it can ensure that all selected target channels have good channel quality, avoiding the weakening of the actual effect of multi-channel redundancy and parallelism due to blindly selecting channels with poor quality, thereby further improving the reliability of braking signal transmission and the utilization efficiency of communication resources.

[0059] Considering that the target channel used to send the braking signal may include a Bluetooth channel, and the default signal propagation mode of the Bluetooth channel is omnidirectional broadcast, this transmission mode results in a low proportion of signal energy actually transmitted to the target mobile vehicle and also generates unnecessary electromagnetic interference to surrounding non-target mobile vehicles. Therefore, in some embodiments, sending the braking signal to at least one target mobile vehicle through each of the target channels includes: When each of the target channels includes a Bluetooth channel, the transmission direction and beamwidth of the antenna array of the Bluetooth channel are adjusted according to the turning angle of the mobile vehicle and the relative position of the mobile vehicle and the target mobile vehicle. The adjusted antenna array of the Bluetooth channel is used to directionally transmit the braking signal to the target mobile vehicle.

[0060] In some embodiments, the Bluetooth channel can reserve a dedicated time slot for braking signals, such as based on TDMA partitioning, with the first 5ms of the 20ms period designated as a dedicated time slot for braking signals and a broadcast frequency of 10Hz. Braking signals are sent preferentially within the dedicated time slot, and other messages are queued according to priority in the remaining 15ms time slot. If the dedicated time slot is already occupied, a priority preemption mechanism is employed.

[0061] If the selected target channel includes a Bluetooth channel, such as Bluetooth Mesh, the steering angle of the mobile vehicle can be obtained through the direction sensor mounted on the mobile vehicle. At the same time, the relative position of the mobile vehicle and the target mobile vehicle can be obtained through the lidar or vision sensor mounted on the mobile vehicle.

[0062] Based on the steering angle and the relative position, the current azimuth angle of the target mobile vehicle relative to this mobile vehicle can be determined, i.e., the target direction in which the main beam of the Bluetooth antenna array should point. Based on the phased array beamforming principle, the required phase difference between adjacent antenna elements can be calculated according to this target direction. For example, using the formula θ=arcsin(Δφ×λ / (2π×d)), the required phase difference Δφ can be derived from the beam pointing angle θ corresponding to the target direction, the known carrier wavelength λ, and the antenna spacing d. Based on this beam pointing angle θ, the transmission direction of the Bluetooth channel antenna array can be determined.

[0063] The beamwidth can be adjusted by controlling the number of antenna elements involved in directional transmission and / or adjusting the phase distribution applied to each antenna element. For example, when a narrower beamwidth (e.g., a fan-shaped coverage of ±15°) is required, all antenna elements can be enabled and a uniformly linearly varying phase can be applied. When the relative position of the mobile vehicle and the target mobile vehicle fluctuates or tracking uncertainty increases, such as when the rate of change of the relative position over time is greater than a preset rate of change, and it is necessary to expand the coverage area, the number of elements involved in transmission can be reduced, or a preset phase broadening distribution can be superimposed on the uniformly linearly varying phase, such as extending the beamwidth to ±30°.

[0064] By adjusting the transmission phase difference of each antenna element, the transmission direction and beamwidth of the Bluetooth channel antenna array can be adjusted, causing the main antenna beam to be directed towards the azimuth area of ​​the target mobile vehicle, thereby directionally transmitting the braking signal to the target mobile vehicle. Taking vehicle B as the mobile vehicle and vehicle C as the target mobile vehicle, vehicle B adjusts the transmission phase difference of each antenna element to direct the main antenna beam towards the azimuth area of ​​vehicle C. Figure 2 As shown.

[0065] Understandably, if the location of the target mobile vehicle is outside the adjustable transmission direction and beamwidth range of the Bluetooth channel, directional transmission to that target mobile vehicle will no longer be performed. Instead, other communication modes can be switched, such as omnidirectional broadcast mode, or directional transmission to other target mobile vehicles can be performed, with signal relay through other target mobile vehicles.

[0066] By dynamically adjusting the transmission direction and beamwidth of the Bluetooth channel antenna array based on the steering angle of the mobile vehicle and its relative position to the target vehicle when transmitting braking signals via Bluetooth, the antenna beam can directionally cover the area where the target vehicle is located. This allows limited transmission energy to be focused on the optimal service sector, effectively increasing the signal energy transmitted to the target vehicle, reducing power consumption and interference with non-target vehicles, and further improving the reliability of braking signal transmission.

[0067] In some embodiments, when sending a braking signal to a target mobile vehicle, a prompt signal can be added to the braking signal to instruct the target mobile vehicle to forward the braking signal, enabling the target mobile vehicle to act as a relay mobile vehicle and continue to transmit the braking signal to other mobile vehicles. However, if all target mobile vehicles receiving the braking signal undertake the relay forwarding task, the relay link for forwarding the braking signal may become unreliable due to poor communication or driving conditions of some target mobile vehicles, affecting the success rate of braking signal transmission. Therefore, in some embodiments, the method further includes: Based on at least one relay capability parameter of each of the target mobile vehicles, a relay mobile vehicle is determined from each of the target mobile vehicles to forward the braking signal through the relay mobile vehicle; The relay capability parameters of the target mobile vehicle include the signal quality of the heterogeneous communication channel of the target mobile vehicle, the battery status of the target mobile vehicle, the driving stability parameters of the target mobile vehicle, the signal transmission success rate of the target mobile vehicle, or the relative motion direction between the target mobile vehicle and the mobile vehicle.

[0068] In some embodiments, different mobile vehicles can be interconnected via vehicle-mounted CAN bus and vehicle-mounted Ethernet to achieve data acquisition, processing and transmission.

[0069] For example, such as Figure 3 As shown, it includes: S201, each target mobile vehicle sends vehicle parameters to the mobile vehicle.

[0070] For example, a mobile vehicle can receive vehicle parameters sent by other mobile vehicles, including the target mobile vehicle, in real time or at regular intervals via CAN bus, vehicle Ethernet and / or V2X. These vehicle parameters include the signal quality of the heterogeneous communication channel of the target mobile vehicle, battery status, signal transmission success rate and motion parameters, including the target mobile vehicle's speed and heading angle.

[0071] S202, the mobile vehicle obtains the relay capability parameters of the target mobile vehicle based on the vehicle parameters of the target mobile vehicle.

[0072] For any target mobile vehicle, the mobile vehicle can calculate its driving stability parameters and relative motion direction with other mobile vehicles based on the received motion parameters of the target mobile vehicle and its own motion parameters. The motion parameters include the target mobile vehicle's longitudinal acceleration, lateral acceleration, yaw rate, speed, and heading angle. After obtaining the relative speed and relative motion direction between the target mobile vehicles, the signal quality, battery status, signal transmission success rate, driving stability parameters, and relative motion direction of the target mobile vehicle's heterogeneous communication channel can be used as the target mobile vehicle's relay capability parameters.

[0073] S203, the mobile vehicle determines the relay mobile vehicle and the non-relay mobile vehicle from the target mobile vehicles based on at least one relay capability parameter of each target mobile vehicle.

[0074] For each relay capability parameter obtained, at least one obtained relay capability parameter can be compared with the corresponding expected relay capability parameter. For example, the signal quality of the obtained heterogeneous communication channel can be compared with the expected signal quality; the battery status can be compared with the expected battery status; the driving stability parameters can be compared with the expected driving stability parameters; the signal transmission success rate can be compared with the expected signal transmission success rate; and the relative motion direction can be compared with the expected relative motion direction.

[0075] Signal quality can include RSRP, SINR, and / or RSSI, which can be obtained from the physical layer measurement interfaces of the communication modules of the target mobile vehicle. For example, if the communication modules of the target mobile vehicle include a V2X module and a Bluetooth module, when the PC5 interface of the V2X module receives V2X messages, the L1 layer automatically generates a measurement report (3GPP TS 38.215 standard), which includes RSRP (dBm) and SINR (dB). RSRP and SINR are read via the AT command set (AT+CESQ) or SDK callback (onV2xMessageReceived). Meanwhile, the HCI of the Bluetooth module automatically reports the RSSI value, which is read via the HCI_Read_RSSI command or GATT callback. If the obtained RSRP of the target mobile vehicle is greater than or equal to the expected RSRP (e.g., RSRP ≥ -80dBm), or the SINR of the target mobile vehicle is greater than or equal to the expected SINR (e.g., SINR ≥ 15dB), or the RSSI of the target mobile vehicle is greater than or equal to the expected RSSI (e.g., RSSI ≥ -60dBm), then it can be determined that the signal quality of the target mobile vehicle matches the expected signal quality.

[0076] The battery status can be the State of Charge (SOC) of the target mobile vehicle's power battery, which can be obtained through the Part II extended field of the V2X BSM message. If the obtained SOC of the target mobile vehicle's power battery is greater than or equal to the expected SOC, such as a SOC ≥ 60%, then the battery status of the target mobile vehicle can be determined to match the expected battery status. If the target mobile vehicle does not rely on the power battery for power, such as a gasoline vehicle powered by an engine, then the extended field indicates that the battery SOC is empty, i.e., the BatteryPercentage field is not carried. In this case, it can be directly determined that the battery status of the target mobile vehicle matches the expected battery status.

[0077] Signal transmission success rate is used to measure the historical reliability of a target mobile vehicle. It can be obtained by acquiring the number of successful signal transmissions and the total number of signal transmissions recorded in the target mobile vehicle's local maintenance historical statistics table, and then dividing the number of successful signal transmissions by the total number of signal transmissions. If the obtained signal transmission success rate of the target mobile vehicle is greater than or equal to the expected signal transmission success rate (e.g., ≥90%), then it can be determined that the target mobile vehicle's signal transmission success rate matches the expected signal transmission success rate.

[0078] Driving stability parameters can be used to measure the relative stability between a moving vehicle and a target moving vehicle. For example, the moving vehicle can extract the longitudinal acceleration, lateral acceleration, yaw rate, and speed of the target moving vehicle from the target moving vehicle's V2X BSM message, based on the driving stability parameter calculation formula: SI = 1 / (1 + 0.15 * |a|). _long |+0.25*|a _lat The driving stability parameter SI of the target moving vehicle is obtained by calculating |+2.0*|Ω| / v). Where a _long a represents longitudinal acceleration. _lat Indicates lateral acceleration. Ω The yaw rate is represented by V, and the moving speed is represented by a lower limit of 2.0 m / s to prevent division by zero. If the obtained driving stability parameter of the moving vehicle is greater than or equal to the expected driving stability parameter, such as a driving stability parameter ≥ 0.7, then it can be determined that the driving stability parameter of the target moving vehicle matches the expected driving stability parameter.

[0079] The relative motion direction is used to measure the directional consistency between a moving vehicle and a target moving vehicle. For example, the moving vehicle can extract the heading angle of the target moving vehicle from its V2X BSM message. Based on the angle between the heading angles of the moving and target moving vehicles, the relative motion direction between them can be calculated. For instance, the relative motion direction DC = 1 - 2 * δ _θ / 360.

[0080] δ _θ =min(|δ _target -δ _self |,360-|δ _target -δ _self |), δ _target δ represents the heading angle of the target moving vehicle. _self This represents the heading angle of the moving vehicle itself. If the relative motion direction DC ≥ 0.7, it means that the moving vehicle and the target moving vehicle are moving in the same direction and match the desired relative motion direction; otherwise, it means that the relative motion direction between the moving vehicle and the target moving vehicle does not match the desired relative motion direction.

[0081] If at least one relay capability parameter of the target mobile vehicle matches the corresponding desired relay capability parameter, the target mobile vehicle can be determined to be a relay mobile vehicle; otherwise, the target mobile vehicle can be determined to be a non-relay mobile vehicle. If the signal quality of the target mobile vehicle matches the desired signal quality, the target mobile vehicle can be determined to be a relay mobile vehicle.

[0082] To further improve the reliability of a target mobile vehicle as a relay mobile vehicle, in some embodiments, it can be determined as a relay mobile vehicle only if multiple relay capability parameters of the target mobile vehicle match the corresponding expected relay capability parameters. For example, if the signal quality of the target mobile vehicle matches the expected signal quality, the battery status of the target mobile vehicle matches the expected battery status, the signal transmission success rate of the target mobile vehicle matches the expected signal transmission success rate, the driving stability parameters of the target mobile vehicle match the expected driving stability parameters, and the relative motion direction between the mobile vehicle and the target mobile vehicle matches the expected relative motion direction, then the target mobile vehicle can be determined as a relay mobile vehicle; otherwise, the target mobile vehicle is determined as a non-relay mobile vehicle.

[0083] S204, when a mobile vehicle receives a braking signal, it sends a braking signal carrying a prompt signal to a relay mobile vehicle through the target channel, and sends a braking signal to a non-relay mobile vehicle through the target channel.

[0084] Among them, non-relay mobile vehicles can only act as receiving nodes to receive braking signals.

[0085] S205, the relay mobile vehicle responds to the prompt signal and forwards the received braking signal.

[0086] After identifying the relay mobile vehicle, if the mobile vehicle receives a braking signal, a prompt signal can be added to the braking signal to remind the relay mobile vehicle to forward the braking signal. The braking signal with the added prompt signal is then sent to the relay mobile vehicle through the target channel, so that the relay mobile vehicle responds to the prompt signal in the braking signal and continues to transmit the braking signal to other mobile vehicles.

[0087] Since the vehicle parameters received by the mobile vehicle are updated in real time or periodically, the relay capability parameters of the target mobile vehicle will also be updated accordingly, so that the relay mobile vehicle will also be updated, thereby realizing the dynamic selection of the relay path of the braking signal.

[0088] By determining a relay mobile vehicle from each target mobile vehicle based on at least one relay capability parameter of each target mobile vehicle, and then forwarding the braking signal through the relay mobile vehicle, it is possible to select target mobile vehicles with better communication or driving conditions from all target mobile vehicles to undertake the relay forwarding task, thereby improving the reliability of the relay link for forwarding the braking signal and thus improving the success rate of braking signal transmission.

[0089] To further improve the reliability of the relay link for forwarding braking signals, in some embodiments, a relay mobile vehicle is determined from each of the target mobile vehicles based on at least one relay capability parameter of each target mobile vehicle, for forwarding the braking signal through the relay mobile vehicle, including: Based on each of the relay capability parameters of the target mobile vehicle, determine the parameter score for each of the relay capability parameters; Based on the current weight of each relay capability parameter, the parameter scores of each relay capability parameter are weighted to obtain the comprehensive score of the target mobile vehicle. Based on the comprehensive score of each target mobile vehicle, a relay mobile vehicle is determined from the target mobile vehicles. The current weight of the relay capability parameter is determined based on the current external environment parameters.

[0090] In some embodiments, the mobile vehicle may pre-store a mapping table that records the correspondence between numerical ranges of different types of relay capability parameters and parameter scores. For example, the mobile vehicle may store a mapping table that records the correspondence between numerical ranges of relay capability parameters such as signal quality, battery status, signal transmission success rate, driving stability parameters, and relative motion direction and parameter scores, wherein: Signal quality can include RSRP, SINR, and RSSI. RSRP >= -80dBm and SINR >= 15dB corresponds to a score of 100; RSRP of -80 to -95dBm or SINR of 10 to 15dB corresponds to a score of 80; RSRP of -95 to -110dBm or SINR of 5 to 10dB corresponds to a score of 60; RSRP < -110dBm or SINR < 5dB corresponds to... The parameter score is 40 points; no RSRP and SINR signal, corresponding to a parameter score of 0 points; RSSI>=-50dBm, corresponding to a parameter score of 100 points; RSSI-50~-60dBm, corresponding to a parameter score of 80 points; RSSI-60~-70dBm, corresponding to a parameter score of 60 points; RSSI-70~-80dBm, corresponding to a parameter score of 40 points; RSSI<-80dBm, corresponding to a parameter score of 20 points.

[0091] Battery status can include battery SOC (State of Charge), and the SOC value range is positively correlated with the parameter score. For example, battery SOC ≥ 60% indicates sufficient charge, with a corresponding parameter score of 100; 40% ≤ SOC < 60% indicates moderate charge, with a corresponding parameter score of 80; 20% ≤ SOC < 40% indicates moderate to low charge, with a corresponding parameter score of 60; 10% ≤ SOC < 20% indicates low charge, with a corresponding parameter score of 40; and battery SOC < 10% indicates low charge, with a corresponding parameter score of 40. However, considering that some target mobile vehicles do not rely on the power battery for operation, such as gasoline vehicles that rely on engines, if no battery SOC is detected (i.e., the field representing battery SOC in the BSM extended fields is empty), the corresponding parameter score for battery SOC is 80.

[0092] Signal transmission success rate can include forwarding success rate, BSM packet loss rate, and relay response rate. Forwarding success rate is calculated by dividing the number of successful signal transmissions by the total number of signal transmissions. BSM packet loss rate = 1 - actual number of received signals / expected number of received signals. For example, if the BSM standard frequency is 10Hz, 10 signals should be received in a 1-second window. Relay response rate = number of relays performed within 500ms / total number of relay requests. The number of relays performed refers to the number of times the braking signal forwarding was executed, and the total number of relay requests refers to the number of times a prompt signal to forward the braking signal was received. The initial value can be zero. That is, if a target moving vehicle does not receive a prompt signal to forward the braking signal within 500ms, its relay response rate is zero. Signal transmission success rate = forwarding success rate * 50% + (1 - BSM packet loss rate) * 30% + relay response rate * 20%. The numerical range of signal transmission success rate is positively correlated with the parameter score. If the signal transmission success rate is ≥0.9, the corresponding parameter score is 100 points; if 0.7 ≤ signal transmission success rate <0.9, the corresponding parameter score is 80 points; if 0.5 ≤ signal transmission success rate <0.7, the corresponding parameter score is 60 points; if 0.5 ≤ signal transmission success rate <0.7, the corresponding parameter score is 60 points; if 0.3 ≤ signal transmission success rate <0.5, the corresponding parameter score is 40 points; and if the signal transmission success rate <0.3, the corresponding parameter score is 20 points. If the field representing the total number of signal transmissions is empty, the parameter score corresponding to the default signal transmission success rate is the initial score, such as 60 points.

[0093] The numerical range of the driving stability parameter SI is positively correlated with the parameter score. For example, a driving stability parameter SI ≥ 0.9 corresponds to a parameter score of 90 points; 0.7 ≤ driving stability parameter SI < 0.9 corresponds to a parameter score of 80 points; 0.5 ≤ driving stability parameter SI < 0.7 corresponds to a parameter score of 60 points; 0.3 ≤ driving stability parameter SI < 0.5 corresponds to a parameter score of 40 points; and driving stability parameter SI < 0.3 corresponds to a parameter score of 20 points.

[0094] The numerical range of the relative motion direction DC is positively correlated with the parameter score. For example, if the relative motion direction DC ≥ 0.9, it means that the target moving vehicle is traveling in the same direction as the target moving vehicle, and the corresponding parameter score is 90 points; if 0.7 ≤ relative motion direction DC < 0.9, the corresponding parameter score is 80 points; if 0.5 ≤ relative motion direction DC < 0.7, the corresponding parameter score is 60 points; if 0.3 ≤ relative motion direction DC < 0.5, the corresponding parameter score is 40 points; if relative motion direction DC < 0.3, it means that the target moving vehicle is traveling in the opposite direction to the target moving vehicle, and the corresponding parameter score is 20 points.

[0095] Similarly, the numerical ranges of other relay capability parameters and their corresponding scores can be set according to the actual situation.

[0096] For each relay capability parameter of the acquired target mobile vehicle, the parameter score of each relay capability parameter can be determined by looking up the mapping table. Based on the current weight of each relay capability parameter of the target mobile vehicle, a weighted average of the parameter scores of each relay capability parameter can be performed to obtain the comprehensive score of the target mobile vehicle.

[0097] The current weight of any relay capability parameter can be adjusted based on its initial weight, taking into account current external environmental parameters. For example, if the current environmental parameters represent a highway scenario, the initial weight of the driving stability parameter is increased by a preset value (e.g., 5%) to obtain the current weight of the driving stability parameter, and the initial weight of the signal transmission success rate is decreased by a preset value (e.g., 5%) to obtain the current weight of the signal transmission success rate. The initial weights of other relay capability parameters are then used as their current weights. Conversely, if the current environmental parameters represent an urban road scenario, the initial weight of the driving stability parameter is decreased by a preset value (e.g., 5%) to obtain the current weight of the driving stability parameter, and the initial weight of the signal transmission success rate is increased by a preset value (e.g., 5%) to obtain the current weight of the signal transmission success rate. The initial weights of other relay capability parameters can be set according to actual conditions.

[0098] Alternatively, the weights of different relay capability parameters under different external environmental parameters can be pre-set, and the mapping relationship between different external environmental parameters and the weights of different relay capability parameters can be recorded in a mapping table. For example, if the current external environmental parameters represent a highway scenario, then the weight of signal quality is 30%, battery status is 20%, driving stability parameters are 25%, signal transmission success rate is 15%, and relative motion direction is 10%; if the current external environmental parameters represent an urban road scenario, then the weight of signal quality is 30%, battery status is 20%, driving stability parameters are 20%, signal transmission success rate is 20%, and relative motion direction is 10%. After obtaining the current external environmental parameters, the current weights of different relay capability parameters can be determined by looking up this mapping table.

[0099] Taking the relay capability parameters as signal quality, battery status, driving stability parameters, signal transmission success rate, and relative motion direction as examples, if the current weight of signal quality is 30%, the current weight of battery status is 20%, the current weight of driving stability parameters is 25%, the current weight of signal transmission success rate is 15%, and the current weight of relative motion direction is 10%, the final comprehensive score of the target mobile vehicle can be obtained as follows: Overall score = Signal quality score × 30% + Battery status score × 20% + Driving stability parameter score × 25% + Signal transmission success rate score × 15% + Relative motion direction score × 10%.

[0100] After obtaining the comprehensive score of each target mobile vehicle, the target mobile vehicles with a comprehensive score greater than the preset score, such as greater than 85 points, can be selected as relay mobile vehicles; alternatively, the top N target mobile vehicles with the largest comprehensive scores, such as the top 3 target mobile vehicles with the largest comprehensive scores, can be selected as relay mobile vehicles. The remaining target mobile vehicles are designated as non-relay mobile vehicles.

[0101] Alternatively, in some embodiments, the relay mobile vehicle includes at least one of the following: a mandatory relay mobile vehicle with a comprehensive score greater than or equal to a first threshold, and a candidate relay mobile vehicle with a comprehensive score greater than or equal to a second threshold and less than the first threshold. The forced relay mobile vehicle is configured to relay the braking signal, and the candidate relay mobile vehicle is configured to relay the braking signal when the communication resource occupancy status meets preset conditions.

[0102] For example, from among the target mobile vehicles, those with a comprehensive score greater than or equal to a first threshold (e.g., greater than or equal to 85 points) can be selected as mandatory relay mobile vehicles, which then relay the braking signal. Conversely, those with a comprehensive score less than the first threshold but greater than or equal to a second threshold (e.g., less than 85 points but greater than or equal to 60 points) can be selected as candidate relay mobile vehicles, which relay the braking signal when the communication resource occupancy status meets preset conditions (e.g., the communication resource occupancy rate is less than a preset resource occupancy rate). This avoids further exacerbating channel congestion due to simultaneous forwarding by multiple nodes when the network load is heavy, thus effectively suppressing unnecessary redundant relays while ensuring reliable coverage of the braking signal.

[0103] By dynamically determining the current weight of each relay capability parameter based on the current external environment parameters, and weighting the parameter scores of multiple relay capability parameters of each target mobile vehicle, a comprehensive score that can comprehensively reflect the relay suitability of each target mobile vehicle is obtained. This allows for the selection of relay mobile vehicles suitable for relay forwarding tasks, thus avoiding the one-sidedness of relying on a single dimension for decision-making. It ensures that the selected relay mobile vehicles perform in a balanced and reliable manner across all key capability dimensions, thereby effectively improving the reliability of relay links for braking signal forwarding.

[0104] Considering that the braking signal may be an initial braking signal relayed by an upstream mobile vehicle through different heterogeneous communication channels, and given the significant differences in transmission delay, protocol stack, and channel quality among these heterogeneous communication channels, the initial braking signals of the same braking event transmitted through different heterogeneous communication channels may arrive at different times, or even carry conflicting information. If only one initial braking signal is relied upon as the braking signal for subsequent processing, the poor signal quality or incomplete information of that heterogeneous communication channel may lead to signal distortion or missed detection, thus affecting the accuracy of subsequent braking signal relay. Therefore, in some embodiments, obtaining the braking signal includes: Receive initial braking signals from upstream mobile vehicles through multiple heterogeneous communication channels; In response to the initial braking signal received through at least one of the heterogeneous communication channels, the initial braking signals received through different heterogeneous communication channels are fused via multi-channel signal fusion to obtain the braking signal.

[0105] In some embodiments, the initial braking signal may include multiple fields, such as braking intensity, braking type, signal source identifier, relay hop count, relay node score, timestamp, and signal sequence number. The braking intensity can be a floating-point number, such as 0-10 m / s². The braking type may include normal braking, emergency braking, and ABS activation. The signal source identifier can be a unique ID of the sender that generated the initial braking signal, used to identify the sender. The sender that generated the initial braking signal refers to the sender who performed the braking operation and generated the initial braking signal based on that operation. The relay hop count is an integer from 0 to 255, and the relay node score is a comprehensive score from 0 to 100, used to characterize the overall score of the mobile vehicle receiving the initial braking signal as a relay mobile vehicle. The timestamp is in milliseconds UTC time, and the signal sequence number is a globally unique, incrementing sequence number generated by the sender that generated the initial braking signal.

[0106] As one possible implementation method, such as Figure 4 As shown, the process of signal interaction between upstream mobile vehicles includes: S301, the upstream mobile vehicle sends an initial braking signal to the mobile vehicle through each target channel.

[0107] The target channel is determined by the upstream mobile vehicle from its various heterogeneous communication channels based on the braking intensity represented by the initial braking signal.

[0108] S302, in response to an initial braking signal received through at least one heterogeneous communication channel, the mobile vehicle performs multi-channel signal fusion on the initial braking signals received through different heterogeneous communication channels within a preset time window to obtain a braking signal.

[0109] Among them, the mobile vehicle can receive the initial braking signal sent by the upstream mobile vehicle through three heterogeneous communication channels: V2X, Bluetooth Mesh, and NFC.

[0110] In some embodiments, if an initial braking signal is received via at least one heterogeneous communication channel, then in response to the initial braking signal, signal fusion is performed on the initial braking signals received within a preset time window that are transmitted via all heterogeneous communication channels. The preset time window is used to align the initial braking signals that arrive asynchronously due to different transmission delays of the heterogeneous communication channels.

[0111] In some embodiments, signal fusion of the initial braking signals transmitted through all heterogeneous communication channels can be performed using a weighted average calculation method to generate the final braking signal. For example, the braking intensity of each initial braking signal can be weighted and averaged according to a preset weight for each heterogeneous communication channel to obtain the fused braking intensity. Regarding braking type, if any initial braking signal indicates emergency braking or ABS activation, the corresponding field in the fused braking signal can preferentially use that emergency type. Then, based on the fused braking intensity and braking type, and combined with other field information such as updated relay hop count and relay node score, a braking signal can be generated.

[0112] The preset weights for heterogeneous communication channels can be determined based on their respective communication protocols. For example, if the heterogeneous communication channel is 5G-C-V2X, its preset weight can be set to 40%; if it's Bluetooth Mesh, its preset weight can be set to 40%; and if it's NFC, its preset weight can be set to 20%. Bluetooth Mesh and 5G-C-V2X are assigned the same weight because, in near-field obstruction scenarios such as film-covered conditions, the wide-area broadcast of 5G-C-V2X may be attenuated due to obstruction. Bluetooth Mesh's multi-hop relay capability can provide a redundant observation path that complements the wide-area coverage of 5G-C-V2X, making both equally important in the fusion decision. While the NFC channel has extremely high reliability, it is only usable over very short distances and has limited coverage, therefore it is assigned a relatively low weight.

[0113] In addition to using weighted averaging for signal fusion, other signal fusion methods such as Kalman filtering and Bayesian estimation can also be used to fuse the initial braking signal.

[0114] The system receives initial braking signals from upstream mobile vehicles via multiple heterogeneous communication channels and performs multi-channel signal fusion on these signals to obtain the final braking signal. Since all initial braking signals transmitted through each heterogeneous communication channel are fully collected and fused, the resulting braking signal integrates independent observation information from multiple channels. This avoids information omissions and misjudgments that might occur if decisions are made based solely on a single channel or the first arriving signal, thus improving the accuracy of subsequent braking signal relay.

[0115] Considering that when receiving initial braking signals from upstream mobile vehicles through multiple heterogeneous communication channels, the same initial braking signal may be received repeatedly due to broadcast retransmissions or network loops on the same heterogeneous communication channel. If the initial braking signals containing duplicate signals are directly used for subsequent fusion processing, the duplicate signals will occupy additional computing resources and may be repeatedly counted in the weighted fusion, thus affecting the accuracy of the fusion result. Therefore, in some embodiments, multi-channel signal fusion is performed on the initial braking signals received through different heterogeneous communication channels to obtain the braking signal, including: The initial braking signals received via the same heterogeneous communication channel are deduplicated to obtain the deduplicated signals corresponding to each heterogeneous communication channel. The deduplication signals corresponding to each of the heterogeneous communication channels are fused using multi-channel signal fusion to obtain the braking signal.

[0116] In some embodiments, for each initial braking signal collected within a preset time window, deduplication can be performed on each initial braking signal within a single channel. For example, for initial braking signals received via the same heterogeneous communication channel, deduplication can be performed on all initial braking signals received by the heterogeneous communication channel based on the signal sequence number it carries, or based on the signal source identifier and timestamp it carries, to eliminate duplicate signals within the heterogeneous communication channel, and finally obtain the deduplicated signal corresponding to the heterogeneous communication channel.

[0117] After obtaining the deduplication signals corresponding to each heterogeneous communication channel, multi-channel signal fusion can be performed on the deduplication signals corresponding to each heterogeneous communication channel. For example, the deduplication signals corresponding to each heterogeneous communication channel can be weighted and averaged according to the preset weights of each heterogeneous communication channel, or the deduplication signals corresponding to each heterogeneous communication channel can be fused by signal fusion methods such as Kalman filtering and Bayesian estimation to obtain the braking signal.

[0118] By deduplicating the initial braking signals received through the same heterogeneous communication channel, the interference of duplicate signals on the fusion result is avoided, so that the final generated braking signal can more accurately reflect the real braking state, thereby further improving the reliability of braking signal relay forwarding.

[0119] To further improve the reliability of braking signal relay forwarding, in some embodiments, multi-channel signal fusion is performed on the deduplication signals corresponding to each of the heterogeneous communication channels to obtain the braking signal, including: Based on the preset confidence level of each heterogeneous communication channel and the preset weight of each heterogeneous communication channel, the deduplication signals are weighted and averaged to obtain the braking signal. The preset reliability of the heterogeneous communication channel is determined according to the communication protocol corresponding to the heterogeneous communication channel.

[0120] In some embodiments, the preset credibility of any heterogeneous communication channel reflects the credibility of the signal itself transmitted by that heterogeneous communication channel and is determined by the communication protocol corresponding to the heterogeneous communication channel. For example, assuming that each heterogeneous communication channel includes 5G-C-V2X, Bluetooth Mesh, and NFC, since the PC5 direct communication mode of 5G-C-V2X, combined with the PKI certificate system and digital certificate two-way authentication mechanism of the IEEE 1609.2 standard, can ensure the authenticity of the signal source and the integrity of the content, its preset credibility can be rated as 100%. For the Bluetooth Mesh channel, its preset credibility can be comprehensively evaluated based on the current RSSI score of the channel and the authentication result of the sender's MAC address; for example, preset credibility = RSSI score × 60% + MAC address authentication score × 40%, with a typical value between 70% and 90%. For NFC, since the NFC communication distance is extremely short and its physical touch characteristics naturally possess the ability to resist remote forgery, its preset credibility can be directly rated as close to 100%, for example, 95% to 100%. By normalizing the preset credibility of each heterogeneous communication channel, the credibility normalized value of each heterogeneous communication channel can be obtained.

[0121] After obtaining the deduplication signals corresponding to each heterogeneous communication channel, a weighted average can be performed on each deduplication signal based on the normalized reliability value of each heterogeneous communication channel and its preset weight to obtain the braking signal. Taking heterogeneous communication channels including V2X, Bluetooth, and NFC as an example, the final braking signal can be: Braking signal = (V2X deduplication signal × V2X confidence normalization value × 40% + Bluetooth deduplication signal × Bluetooth confidence normalization value × 40% + NFC deduplication signal × NFC confidence normalization value × 20%).

[0122] To further improve the reliability of the acquired braking signals, the preset weights of the heterogeneous communication channels can be dynamically adjusted based on the signal quality of the heterogeneous communication channels. For example, in scenarios with good V2X signals, the weight of V2X can be increased and the weight of NFC can be decreased; in scenarios with poor V2X signals, the weight of Bluetooth can be increased and the weight of V2X can be decreased.

[0123] Considering that heterogeneous communication channels typically have a certain decoding error, and that a large decoding error in a heterogeneous communication channel can lead to a significant signal deviation in the final received initial braking signal, thus affecting the accuracy of the signal fusion result, in some embodiments, the method further includes: If the signal deviation between the initial braking signal received by at least one of the heterogeneous communication channels and the braking signal obtained by multi-channel signal fusion is greater than the signal deviation allowed by the heterogeneous communication channels, the braking signal is updated according to the initial braking signal received by the target communication channel. The allowable signal deviation of the heterogeneous communication channel is determined based on the preset decoding error of the heterogeneous communication channel. The target communication channel is determined from each of the candidate heterogeneous communication channels based on the preset credibility of each candidate heterogeneous communication channel. The signal deviation between the initial braking signal received by the candidate heterogeneous communication channel and the braking signal obtained by multi-channel signal fusion is less than or equal to the signal deviation allowed by the candidate heterogeneous communication channel.

[0124] In some embodiments, the signal deviation caused by decoding errors of different heterogeneous communication channels under normal conditions can be determined in advance through experimental testing. Based on this signal deviation and a preset multiplier, the allowable signal deviation of the heterogeneous communication channel can be determined. The preset multiplier can be set according to actual conditions, such as 3 times. For example, if the heterogeneous communication channels include V2X, Bluetooth, and NFC, the decoding error of V2X under normal conditions will cause a signal value deviation of 0.1%-0.5%, so its allowable signal deviation is 0.5% × 3. Under normal conditions, the decoding error accumulated by Mesh relay forwarding in the Bluetooth channel will cause a signal value deviation of 0.2%-0.8% per hop, so its allowable signal deviation is 0.8% × 3 × hop count. Under normal conditions, the decoding error caused by load modulation signals in NFC will cause a signal value deviation of 0.4%-1.5%, so its allowable signal deviation is 1.5% × 3. The same principle applies to other heterogeneous communication channels.

[0125] After obtaining the braking signal by multi-channel signal fusion of the initial signals received from each heterogeneous communication channel, the braking intensity in the initial braking signal of each heterogeneous communication channel can be compared with the braking intensity in the fused braking signal. For example, the braking intensity in the deduplicated signal corresponding to each heterogeneous communication channel can be compared with the braking intensity in the fused braking signal to obtain the deviation percentage corresponding to each heterogeneous communication channel. If the braking intensity in the deduplicated signal corresponding to the heterogeneous communication channel is A, and the braking intensity in the fused braking signal is B, then the deviation percentage corresponding to the heterogeneous communication channel is: |AB| / B×100%.

[0126] If the deviation percentage corresponding to each heterogeneous communication channel is less than or equal to the allowable signal deviation of each heterogeneous communication channel, it can be determined that the initial braking signal transmitted by each heterogeneous communication channel is normal, and the subsequent relay forwarding operation can be performed normally.

[0127] If the deviation percentage of a certain heterogeneous communication channel is greater than the signal deviation allowed by the heterogeneous communication channel, the heterogeneous communication channel can be determined to be abnormal. Heterogeneous communication channels whose deviation percentages are all less than or equal to their own allowed signal deviations are identified as candidate heterogeneous communication channels, so as to re-determine the target communication channel for updating the braking signal from each candidate heterogeneous communication channel.

[0128] For example, the candidate heterogeneous communication channel with the highest preset credibility can be selected as the target communication channel. For instance, assuming the Bluetooth Mesh channel is determined to be abnormal, the remaining candidate heterogeneous communication channels are 5G-C-V2X and NFC. Since 5G-C-V2X is certified by the IEEE 1609.2 standard PKI certificate system and has a high preset credibility, it can be preferentially selected as the target communication channel with the highest preset credibility.

[0129] After determining the target communication channel, the braking intensity in the braking signal can be updated based on the braking intensity of the initial braking signal received by that target communication channel. For example, the braking intensity in the braking signal can be updated based on the braking intensity of the deduplication signal corresponding to that target communication channel. This allows for timely elimination of interference from abnormal signals in individual heterogeneous communication channels when such signals occur, and correction of the braking signal based on reliable signals from normal channels, ensuring that the final generated braking signal always maintains high accuracy and reliability.

[0130] To further improve the driving safety of mobile vehicles, in some embodiments, the method further includes: In response to the braking signal, the luminous state of at least one luminous component of the mobile vehicle is adjusted; The adjusted light-emitting component includes at least a brake lamp.

[0131] In some embodiments, the luminous components may include brake lights, hazard warning flashers, rear warning projection components, and instrument panel backlights, etc. The rear warning projection component may be a rear window projection HUD, positioned at the rear of the moving vehicle to project a braking warning pattern directly onto the moving vehicle itself, such as the rear windshield. Upon receiving a braking signal, if the moving vehicle detects that it has not performed a braking operation within a preset time period, such as 0.1 seconds, it forcibly illuminates the luminous components, including the brake lights, and maintains this illumination for a preset duration. This visually prompts downstream moving vehicles behind the moving vehicle to brake, thereby reducing the risk of rear-end collisions through the dual signal transmission of visual and braking signals.

[0132] In some embodiments, in addition to illuminating the brake lights, other light-emitting components of the mobile vehicle itself can also be illuminated, such as turning on the hazard warning flashers. Taking a vehicle as an example, the hazard warning flashers can also be turned on for visual alerts, or the rearward warning projection component can be turned on for projection alerts.

[0133] In some embodiments, the operating state of the light-emitting component can be determined based on the braking intensity characterized by the braking signal; wherein the operating state includes at least one of light emission brightness, light emission color, and flashing frequency.

[0134] For example, the mobile vehicle can be pre-set with warning levels corresponding to different braking intensity ranges. Different warning levels correspond to different state control strategies, which are used to control the operating state of the luminous components. For example, if the braking intensity is ≥1.3 m / s², the warning level is Level 1. The corresponding control strategy is to adjust the brightness of the brake lights to the maximum brightness and control the color of the brake lights to red. The warning flasher will also flash at a corresponding frequency, such as 1 Hz. Simultaneously, a red braking warning will be projected onto the warning projection component, and a red warning icon and / or text prompt "Emergency Braking" will be displayed on the instrument panel. If the braking intensity is 0.5 m / s² ≤ 1.3 m / s², the warning level is Level 2. The corresponding control strategy is to adjust the brightness of the brake lights to the maximum brightness and control the color of the brake lights to orange. Simultaneously, an orange braking warning will be projected onto the warning projection component, and an orange warning icon and / or text prompt "Moderate Braking" will be displayed on the instrument panel. When the braking intensity is less than 0.5 m / s², the warning level is level three. The corresponding control strategy is to adjust the brightness of the brake lights to 50% and control the color of the brake lights to yellow. At the same time, when the brake lights are turned on, a yellow braking warning is projected onto the warning projection component.

[0135] In some embodiments, for the acquired braking signal, a corresponding warning level can be determined based on the braking intensity range represented by the braking signal. A corresponding state control strategy can then be determined based on the warning level to control the operating state of the corresponding light-emitting components. This improves the distinguishability of the visual transmission of the braking signal, enabling other moving vehicles located behind the vehicle to more accurately determine the urgency of braking.

[0136] Considering that the light path of the brake lights may be obstructed due to environmental factors, such as when the moving vehicle is a vehicle, the light path of the brake lights may be obstructed by the rear windshield, potentially affecting the transmission of visual signals through the brake lights and thus impacting the driving safety of the moving vehicle. Therefore, in some embodiments, the method further includes: The operating state of each light-emitting component is adjusted according to the light transmittance in the light path of the brake lamp.

[0137] In some embodiments, the transmittance can be determined by transmittance detection to determine the transmittance of the emitted light path of the brake lamp. For example, when the brake lamp is illuminated, a camera device mounted on a mobile vehicle, such as a rear-facing camera, can be used to perform color gamut detection and highlight region extraction on the brake lamp's light spot projection area to obtain the light spot generated by the brake lamp. For instance, the light spot generated by the brake lamp can be obtained from the light spot projection area using the red color gamut (RGB values ​​satisfying R>200 and R / (R+G+B)>0.5) combined with a highlight region extraction algorithm. The mean value L of the R channel in the RGB channel is calculated for the 5x5 pixel area at the center of the light spot. _measured Based on the mean value L of the R channel _measured And the reference brightness L of the brake lights under unobstructed conditions, calibrated during the factory calibration phase of the mobile vehicle. _ref The transmittance of the emitted light path of the brake lamp is T=L. _measured / L_ref .

[0138] Alternatively, the transmittance of the brake light's emitted light path can be determined based on an ambient light reference. For example, the image captured by the rear camera can be divided into multiple detection blocks, such as 8x6 blocks (48 blocks in total), and the average brightness L of each block can be calculated. _block(i) The current ambient illuminance E is obtained using a light sensor mounted on a mobile vehicle. _env And combined with the response coefficient k of the block in the unobstructed state as specified at the factory. _cal The expected brightness value L of the block under the current ambient light is dynamically calculated. _expected(i) =E _env ×T _nom ×k _cal When the measured brightness L of a certain block _block(i) Lower than its expected brightness L _expected(i) If a preset ratio, such as 70%, is used, it is determined that there is physical obstruction in the area, and the local transmittance of the area can be calculated accordingly. Based on the local transmittance of all areas, the transmittance of the emitted light path of the brake light can be obtained.

[0139] Alternatively, the transmittance of the brake light's emission path can be determined based on a comparison of images from two cameras. Taking a vehicle as an example, if the vehicle is equipped with cameras on both its roof and rear, the brightness value of the brake light can be extracted simultaneously from the images of both cameras. Since the camera on the roof is unobstructed, the extracted brightness value L... _roof As a benchmark; the brightness value L extracted by the rear camera. _rear The value is affected by the rear windshield. The transmittance of the brake light's emitted light path can be obtained from the brightness ratio of the two images, i.e., T=L. _rear / L _roof .

[0140] Based on the transmittance of the emitted light path of the brake light, the transmittance loss can be calculated. Based on the loss range in which the transmittance loss is located, the current occlusion condition type can be determined, and the corresponding lighting compensation strategy can be determined to adjust the operating status of each light-emitting component, such as adjusting the brightness or flashing frequency of each light-emitting component.

[0141] For example, the transmittance loss range and compensation strategy corresponding to different occlusion conditions can be pre-defined. Taking a vehicle as an example, the following is an illustrative explanation of some occlusion conditions and their lighting compensation strategies: 1. Completely obstructed working conditions If the light transmittance loss reaches or approaches 100%, meaning the visible area is 0%, it can be determined that the current situation is one of complete obstruction, such as a cargo curtain completely blocking the view or a fully loaded cargo blocking the view. In this case, the brake light cannot penetrate the light-transmitting components of the rear view at all. For such situations, lighting compensation strategies can include increasing the flashing frequency of the warning lights, such as increasing the warning flashing frequency to 3Hz. Additionally, the moving vehicle can be triggered to issue an audible and visual alarm for supplementary auditory warning.

[0142] 2. Partially obstructed operating conditions When the light transmittance loss is within a certain range, such as 50%-80%, a differentiated lighting compensation strategy can be adopted based on the location and area of ​​the obstructed area, combined with the degree of light transmittance loss.

[0143] For situations involving high-level obstructions such as child safety seats blocking the rear window (60%-70% of the upper rear window, resulting in a 60%-70% loss of light transmittance) or luggage obstructing the rear window (50%-80% of the upper rear window, resulting in a 50%-80% loss of light transmittance), the lighting compensation strategy can be dynamically adjusted according to the actual obstruction area. For example, the brightness of the rear warning projection component can be increased by 120-150 cd / m², while the brightness of the instrument panel backlight can be increased by 30%-40 cd / m².

[0144] For SUVs with high seat obstruction (25%-35% obstruction area, 25%-35% light transmittance loss), the lighting compensation strategy can include increasing the brightness of the rear warning projection component by approximately 80 cd / m². For MPVs with third-row obstruction (50%-80% obstruction area, 50%-80% light transmittance loss), the lighting compensation strategy can include increasing the brightness of the rear warning projection component by approximately 120 cd / m², while simultaneously increasing the brightness of the instrument panel backlight by approximately 30%.

[0145] 3. Operating conditions with reduced light transmittance If, based on the transmittance of the brake light's emitted light path, it is determined that the overall transmittance of the rear visibility light-transmitting components is reduced, but not completely blocked, this can be classified as a condition of reduced transmittance. Conditions of reduced transmittance can include light-colored film conditions, dark-colored film conditions, original factory privacy glass conditions, and aging conditions of the high-mounted brake light and its components.

[0146] Specifically, when the light transmittance of the brake light is determined to be reduced by approximately 10%-20% based on the light transmittance along its emission path, it can be identified as a light-colored film application. In this case, the lighting compensation strategy includes increasing the brightness of the rear warning projection component by approximately 100 cd / m² to compensate for the brightness reduction caused by the film. When the light transmittance of the brake light is determined to be reduced by approximately 40%-60% based on the light transmittance along its emission path, it can be identified as a dark-colored film application or a factory-installed privacy glass application. In this case, the lighting compensation strategy may include increasing the brightness of the rear warning projection component by approximately 180-200 cd / m², while simultaneously increasing the brightness of the instrument panel backlight by approximately 45%-50% to provide stronger lighting compensation. When a 30%-50% reduction in light transmittance due to aging is detected in the brake light, the lighting compensation strategy may include increasing the drive power of the brake light to improve its brightness.

[0147] By dynamically adjusting the operating status of each light-emitting component according to the light transmittance of the brake light emission path, the visual output of the light-emitting component can be adjusted when the light emission path of the brake light is blocked due to environmental reasons. This effectively compensates for the attenuation of brake warning intensity caused by the reduction in light transmittance, thereby improving the driving safety of mobile vehicles.

[0148] In addition, the corresponding lighting compensation strategy can be determined based on external environmental parameters to adjust the operating status of each light-emitting component. For example, if the weather warning information received by the sensor or network determines that the current weather is severe, such as heavy fog with visibility less than 50 meters or heavy rain with visibility less than 100 meters, the corresponding lighting compensation strategy can be determined, including increasing the alarm flash light to 3Hz.

[0149] To further compensate for the impact of physical line-of-sight obstruction on the reliability of brake warning transmission, in some embodiments, the method further includes: If, based on the light transmittance, it is determined that the emission path of the brake light is obstructed, the braking signal is directionally transmitted to the target mobile vehicle through the Bluetooth channel in each of the heterogeneous communication channels.

[0150] For example, the transmittance loss can be calculated based on the transmittance of the emitted light path of the brake light, and the current obstruction condition can be determined based on the transmittance loss. If it is determined that the current condition is obstructed, such as a complete obstruction condition, a partial obstruction condition, or a condition with reduced transmittance, then when determining the target channel from various heterogeneous communication channels based on the braking intensity, the Bluetooth channel can be preferentially selected as one of the target channels. When transmitting the braking signal, directional broadcasting can be performed through the antenna array of this Bluetooth channel to concentrate the energy of the braking signal to the location of the target mobile vehicle that is in a blind spot due to structural or object obstruction, thereby compensating for the impact of physical line-of-sight obstruction on the reliability of braking warning transmission.

[0151] To make the objectives, technical solutions, and advantages of this application clearer, an embodiment of this application will be clearly and completely described below. In some embodiments, such as Figure 5 As shown, the braking signal relay method includes: S401, the upstream mobile vehicle sends an initial braking signal to the mobile vehicle through each target channel.

[0152] The upstream mobile vehicle determines a target channel from its heterogeneous communication channels based on the braking intensity represented by the initial braking signal, and then sends the initial braking signal to the mobile vehicle through the target channel. The mobile vehicle receives the initial braking signal sent by the upstream mobile vehicle through multiple heterogeneous communication channels. Each heterogeneous communication channel corresponds to a specific communication protocol.

[0153] S402, the mobile vehicle responds to the initial braking signal received by at least one heterogeneous communication channel by deduplicating each initial braking signal received via the same heterogeneous communication channel to obtain the deduplicated signal corresponding to each heterogeneous communication channel.

[0154] S403, the mobile vehicle performs multi-channel signal fusion on the deduplication signals corresponding to each heterogeneous communication channel to obtain the braking signal.

[0155] The multi-channel signal fusion can be achieved by weighting and averaging the deduplicated signals based on the preset credibility and preset weights of each heterogeneous communication channel to obtain the braking signal. The preset credibility and preset weights of the heterogeneous communication channels are determined according to the communication protocols corresponding to the heterogeneous communication channels.

[0156] S404, the mobile vehicle compares the braking signal with the initial braking signal received by each heterogeneous communication channel. If the initial braking signal received by at least one heterogeneous communication channel is greater than the signal deviation allowed by the heterogeneous communication channel, the braking signal is updated according to the initial braking signal received by the target communication channel.

[0157] The allowable signal deviation of the heterogeneous communication channel is determined based on the decoding error of the heterogeneous communication channel under normal conditions. The target communication channel is determined from each candidate heterogeneous communication channel based on the preset credibility of each candidate heterogeneous communication channel. The signal deviation between the initial braking signal received by the candidate heterogeneous communication channel and the braking signal obtained by multi-channel signal fusion is less than or equal to the allowable signal deviation of the candidate heterogeneous communication channel.

[0158] S405, the mobile vehicle adjusts the operating state of at least one light-emitting component of the mobile vehicle in response to a braking signal.

[0159] The adjusted light-emitting components include at least the brake lamp.

[0160] S406, The mobile vehicle adjusts the operating status of each light-emitting component according to the light transmittance in the light path of the brake light.

[0161] The operating state of the light-emitting component is determined based on the braking intensity represented by the braking signal, and the operating state includes at least one of the following: luminous brightness, luminous color, and flashing frequency.

[0162] Furthermore, if it is determined that the light path of the brake light is obstructed based on the light transmittance, the Bluetooth channel among the heterogeneous communication channels can be used as the target channel, and the braking signal can be sent directionally to the target moving vehicle through the Bluetooth channel.

[0163] S407, the mobile vehicle determines the number of target channels for transmitting braking signals based on the braking intensity represented by the acquired braking signals.

[0164] S408, the mobile vehicle selects the target number of heterogeneous communication channels from the heterogeneous communication channels according to the channel quality parameters of each heterogeneous communication channel, and determines them as target channels.

[0165] S409, the mobile vehicle sends a braking signal to at least one target mobile vehicle through each target channel.

[0166] If each target channel includes a Bluetooth channel, the transmission direction and beamwidth of the Bluetooth channel's antenna array can be adjusted based on the turning angle of the mobile vehicle and its relative position to the target mobile vehicle. The adjusted Bluetooth channel's antenna array is then used to directionally transmit braking signals to the target mobile vehicle.

[0167] If the target mobile vehicle is a relay mobile vehicle, the braking signal sent by the mobile vehicle to the target mobile vehicle includes a prompt signal that instructs the relay mobile vehicle to forward the braking signal.

[0168] The relay mobile vehicle is determined by the mobile vehicle from among the target mobile vehicles based on at least one relay capability parameter of each target mobile vehicle. The relay capability parameters of the target mobile vehicle include the signal quality of the heterogeneous communication channel of the target mobile vehicle, the battery status of the target mobile vehicle, the driving stability parameters of the target mobile vehicle, the signal transmission success rate of the target mobile vehicle, or the relative motion direction between the target mobile vehicle and the mobile vehicle.

[0169] For example, the determination of a relay mobile vehicle can be achieved by determining the parameter scores of each relay capability parameter of the target mobile vehicle. The parameter scores of each relay capability parameter are then weighted according to their current weights to obtain a comprehensive score for the target mobile vehicle. Based on the comprehensive scores of all target mobile vehicles, the relay mobile vehicle is determined from among them. The current weights of the relay capability parameters are determined based on the current external environmental parameters.

[0170] The relay mobile vehicle includes at least one of the following: a mandatory relay mobile vehicle with a comprehensive score greater than or equal to a first threshold, and a candidate relay mobile vehicle with a comprehensive score greater than or equal to a second threshold and less than the first threshold; the mandatory relay mobile vehicle is configured to perform relay forwarding of the braking signal, and the candidate relay mobile vehicle is configured to perform relay forwarding of the braking signal when the communication resource occupancy status meets preset conditions.

[0171] like Figure 6 As shown, taking vehicle A as the upstream mobile vehicle, vehicle B as the mobile vehicle, and vehicle C as the target mobile vehicle as an example, this paper illustrates the implementation of the embodiments of this application in some scenarios.

[0172] As one possible implementation, assuming the current scenario is a highway, vehicles A, B, and C are traveling in the same direction on the highway, with a distance of approximately 50 meters between them and a speed of approximately 120 km / h. Vehicles A, B, and C can all receive and transmit signals via V2X and Bluetooth Mesh. Vehicle B's rear windshield is tinted with a dark film. Simultaneously, vehicle B pre-calculates a comprehensive score for vehicle C based on the signal quality, battery status, driving stability parameters, signal transmission success rate, and the relative motion direction between vehicle B and vehicle C obtained from vehicle C's heterogeneous communication channels. If the signal quality of vehicle C's heterogeneous communication channel is RSSI = -75dBm, scoring 85 points; the battery state is SOC = 85%, scoring 85 points; the driving stability parameter SI = 1, scoring 100 points; the signal transmission success rate is 100%, scoring 100 points; and the relative motion direction is the same, scoring 100 points, then vehicle C's overall score is: 85×30% + 85×20% + 100×25% + 99×15% + 100×10% = 93.35 points. Since this overall score is greater than or equal to 85 points, vehicle C is a mandatory relay node.

[0173] When vehicle A detects an obstacle and performs an emergency braking operation with a braking intensity of 2.0 m / s², an initial braking signal is generated and sent to vehicle B through a target channel determined from various heterogeneous communication channels, such as V2X and Bluetooth Mesh.

[0174] Vehicle B receives the initial braking signal sent by Vehicle A through multiple heterogeneous communication channels, such as V2X and Bluetooth Mesh. It performs multi-channel signal fusion on the initial braking signals received via V2X and Bluetooth Mesh to obtain the braking signal, and compares this braking signal with the initial braking signals received by each heterogeneous communication channel. If the signal deviation between the initial braking signal received by at least one heterogeneous communication channel and the actual braking signal exceeds the allowable signal deviation for the heterogeneous communication channel, the braking signal is updated based on the initial braking signal received by the target communication channel; otherwise, the braking signal is maintained.

[0175] Vehicle B responds to the braking signal and executes a two-stage relay. The two-stage relay consists of Stage 1 and Stage 2. Stage 1 detects whether Vehicle B performs a braking operation within 0.1 seconds. If no braking operation is performed, its own brake lights are forcibly illuminated within 0.1 seconds. The illumination duration is equal to the estimated stopping time (120km / h → 0km / h, deceleration 2.0m / s², requires 16.67 seconds) + 1 second = 17.67 seconds.

[0176] Simultaneously, vehicle B adjusts the operating status of each light-emitting component based on the light transmittance along the light path of the brake lights. For example, vehicle B's rear-facing camera monitors the light transmittance along the light path of the brake lights in real time, i.e., the light transmittance of the rear windshield, and identifies the tint as dark based on the light transmittance. At this time, vehicle B activates the visual compensation mode, controlling the rear warning projection component to turn on through a corresponding light compensation strategy, and increasing the brightness of the rear warning projection component by 200 cd / m², such as increasing the brightness of the rear warning projection component from 800 cd / m² to 1000 cd / m².

[0177] Phase 2 involves sending the braking signal to vehicle C at least once via a target channel determined from various heterogeneous communication channels. For example, this could involve sending three braking signals to vehicle C via V2X or three braking signals via Bluetooth Mesh. The Bluetooth Mesh method of sending the braking signal to vehicle C is directional.

[0178] After receiving the braking signal from vehicle B through multiple heterogeneous communication channels, such as V2X and Bluetooth Mesh, vehicle C continues to perform signal fusion and two-stage relay of the braking signal. And so on.

[0179] As one possible implementation, assume the current scenario is a stationary red light queue, where vehicles A, B, and C are waiting in line at a red light intersection with a distance of 3 meters between them and a relative speed of 0 km / h. Vehicles A, B, and C can all receive and send signals via V2X, Bluetooth Mesh, and NFC.

[0180] Vehicle A starts and sends an initial braking signal with a braking intensity of 0 to Vehicle B through a target channel determined from various heterogeneous communication channels, such as V2X and Bluetooth Mesh. Vehicle B receives the initial braking signal sent by Vehicle A through multiple heterogeneous communication channels, such as V2X and Bluetooth Mesh, and performs multi-channel signal fusion on the initial braking signal received through V2X and Bluetooth Mesh to obtain the braking signal. Simultaneously, based on the current braking operation of Vehicle B, the illumination state of each of Vehicle B's light-emitting components remains unchanged. If Vehicle B detects that Vehicle C is within the NFC reach range, it automatically activates the NFC touch mode, enabling Vehicle B and Vehicle C to touch via NFC: Vehicle B's HSM generates a dynamic token, which Vehicle C receives and verifies. Vehicle B then forwards the braking signal (with a braking intensity of 0) to Vehicle C via V2X, Bluetooth Mesh, and NFC. Vehicle C receives the braking signal transmitted by Vehicle C via V2X, Bluetooth Mesh, and NFC, and continues to perform signal fusion and forwarding of that braking signal. This process continues in this manner.

[0181] Figure 7 A schematic diagram of a braking signal relay device based on heterogeneous communication is provided in this application. It should be understood that this device is related to... Figure 1 The method embodiment executed in this document corresponds to the method described above, and the specific functions of the device can be found in the description above. To avoid repetition, detailed descriptions are omitted here. The device includes at least one software function module that can be stored in a memory or embedded in the device's operating system (OS) in the form of software or firmware. Specifically, the device is applied to a mobile vehicle, and can be applied to a controller mounted on the mobile vehicle, for relaying braking signals. The device includes: a braking signal acquisition module 210 for acquiring braking signals; a target channel determination module 220 for determining at least one target channel from various heterogeneous communication channels based on the braking intensity represented by the acquired braking signal; and a braking signal relay module 230 for transmitting the braking signal to at least one target mobile vehicle through each of the target channels.

[0182] By acquiring the braking intensity represented by the braking signal, and based on this braking intensity, a number of target channels positively correlated with the braking intensity are selected from multiple heterogeneous communication channels based on different communication protocols for signal transmission. This allows for the selection of a smaller number of target channels for signal transmission when the braking intensity is low. Because multiple heterogeneous communication channels are available instead of relying on a single type, even if one type of communication channel is unavailable, other types can be selected for transmission, reducing the possibility of signal failure due to a single unavailable channel. This satisfies basic transmission requirements while avoiding unnecessary communication resource consumption. When the braking intensity is high, the number of target channels is increased accordingly. Through multi-channel redundant parallel transmission, even if some heterogeneous communication channels experience packet loss or interruption due to obstruction or congestion, the remaining parallel heterogeneous communication channels can still ensure that the emergency braking signal is effectively transmitted. This improves the reliability of braking signal transmission and effectively ensures the safety of mobile vehicle operation.

[0183] Figure 8 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 8 As shown, this electronic device is applied to a mobile vehicle and may include: a processor 810, a communication interface 820, a memory 830, and a communication bus 840. The processor 810, communication interface 820, and memory 830 communicate with each other via the communication bus 840. The processor 810 can call the computer program in the memory 830 to execute the braking signal relay method provided in the above embodiments.

[0184] Furthermore, the logical instructions in the aforementioned memory 830 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0185] On the other hand, this application also provides a storage medium, which includes a computer program. The computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the braking signal relay method provided in the above embodiments.

[0186] This application also provides a mobile vehicle that includes the electronic equipment provided in the above embodiments.

[0187] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0188] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0189] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A braking signal relay method, characterized in that, Applied to mobile vehicles, including: Obtain braking signal; The number of target channels for transmitting the braking signal is determined based on the braking intensity represented by the braking signal. Based on the channel quality parameters of each heterogeneous communication channel, select the target number of heterogeneous communication channels from each heterogeneous communication channel and determine them as the target channels; The braking signal is sent to at least one target mobile vehicle through each of the target channels; The braking intensity represented by the braking signal is positively correlated with the number of selected target channels; each heterogeneous communication channel corresponds to a different communication protocol.

2. The braking signal relay method according to claim 1, characterized in that, Sending the braking signal to at least one target mobile vehicle through each of the target channels includes: When each of the target channels includes a Bluetooth channel, the transmission direction and beamwidth of the antenna array of the Bluetooth channel are adjusted according to the turning angle of the mobile vehicle and the relative position of the mobile vehicle and the target mobile vehicle. The adjusted antenna array of the Bluetooth channel is used to directionally transmit the braking signal to the target mobile vehicle.

3. The braking signal relay method according to claim 1, characterized in that, Also includes: Based on at least one relay capability parameter of each of the target mobile vehicles, a relay mobile vehicle is determined from each of the target mobile vehicles to forward the braking signal through the relay mobile vehicle; The relay capability parameters of the target mobile vehicle include the signal quality of the heterogeneous communication channel of the target mobile vehicle, the battery status of the target mobile vehicle, the driving stability parameters of the target mobile vehicle, the signal transmission success rate of the target mobile vehicle, or the relative motion direction between the target mobile vehicle and the mobile vehicle.

4. The braking signal relay method according to claim 3, characterized in that, The step of determining a relay mobile vehicle from among the target mobile vehicles based on at least one relay capability parameter of each target mobile vehicle, and relaying the braking signal through the relay mobile vehicle, includes: Based on each of the relay capability parameters of the target mobile vehicle, determine the parameter score for each of the relay capability parameters; Based on the current weight of each relay capability parameter, the parameter scores of each relay capability parameter are weighted to obtain the comprehensive score of the target mobile vehicle. Based on the comprehensive score of each target mobile vehicle, a relay mobile vehicle is determined from the target mobile vehicles. The current weight of the relay capability parameter is determined based on the current external environment parameters.

5. The braking signal relay method according to claim 4, characterized in that, The relay mobile vehicle includes at least one type of mandatory relay mobile vehicle with a comprehensive score greater than or equal to a first threshold, and candidate relay mobile vehicle with a comprehensive score greater than or equal to a second threshold and less than the first threshold. The forced relay mobile vehicle is configured to relay the braking signal, and the candidate relay mobile vehicle is configured to relay the braking signal when the communication resource occupancy status meets preset conditions.

6. The braking signal relay method according to any one of claims 1-5, characterized in that, Acquiring braking signals includes: Receive initial braking signals from upstream mobile vehicles through multiple heterogeneous communication channels; In response to the initial braking signal received through at least one of the heterogeneous communication channels, the initial braking signals received through different heterogeneous communication channels are fused via multi-channel signal fusion to obtain the braking signal.

7. The braking signal relay method according to claim 6, characterized in that, Also includes: If the signal deviation between the initial braking signal received by at least one of the heterogeneous communication channels and the braking signal obtained by multi-channel signal fusion is greater than the signal deviation allowed by the heterogeneous communication channels, the braking signal is updated according to the initial braking signal received by the target communication channel. The allowable signal deviation of the heterogeneous communication channel is determined based on the decoding error of the heterogeneous communication channel under normal conditions. The target communication channel is determined from each of the candidate heterogeneous communication channels based on the preset credibility of each candidate heterogeneous communication channel. The signal deviation between the initial braking signal received by the candidate heterogeneous communication channel and the braking signal obtained by multi-channel signal fusion is less than or equal to the signal deviation allowed by the candidate heterogeneous communication channel.

8. The braking signal relay method according to claim 6, characterized in that, Also includes: In response to the braking signal, the luminous state of at least one luminous component of the mobile vehicle is adjusted; The adjusted light-emitting component includes at least a brake lamp.

9. A braking signal relay device based on heterogeneous communication, characterized in that, Applied to mobile vehicles, including: Braking signal acquisition module, used to acquire braking signals; The target channel determination module is used to determine the number of target channels for transmitting the braking signal based on the braking intensity represented by the braking signal, and to select the number of heterogeneous communication channels of the target channel from each heterogeneous communication channel based on the channel quality parameters of each heterogeneous communication channel, and determine them as the target channels. A braking signal relay module is used to send the braking signal to at least one target mobile vehicle through each of the target channels; The braking intensity represented by the braking signal is positively correlated with the number of selected target channels; each heterogeneous communication channel corresponds to a different communication protocol.

10. An electronic device, characterized in that, It includes a processor and a memory storing a computer program, wherein the processor executes the computer program to implement the braking signal relay method according to any one of claims 1-8.

11. A mobile vehicle, characterized in that, Including the electronic device as described in claim 10.

Images