5G-based traffic non-sensing payment and identity binding system and method

Abstract

The present application relates to the technical field of intelligent transportation, and more particularly to a traffic non-sensing payment and identity binding system and method based on 5G. The method comprises the following steps: collecting vehicle start state data and driving identity identification, and generating an initial identity binding token; the vehicle-mounted OBU sends a first identity verification request containing the initial identity binding token to the roadside RSU through the 5G network, establishes a dual-channel redundant transmission path, and simultaneously caches the initial identity binding token to the local storage; the roadside RSU receives the first identity verification request, performs space-time alignment processing based on the arrival timestamp of the radio frequency signal and the video snapshot timestamp of the snapshot device, establishes the mapping relationship between the physical passing track of the vehicle and the driving identity identification, generates a confirmed identity binding token and returns it to the vehicle-mounted OBU. The present application solves the identity verification failure and billing state suspension problem caused by network interruption of the vehicle in the high-speed moving scene, and breaks through the limitation of single sensor identification accuracy.

Description

Technical Field

[0001] This invention relates to the field of intelligent transportation technology, and in particular to a 5G-based system and method for contactless payment and identity binding in transportation. Background Technology

[0002] In the process of using highway free-flow toll collection systems, it is usually necessary to establish a vehicle's passage identity and toll collection association based on communication between roadside units and on-board electronic tags. Verification based on single radio frequency identification (RFID) or video image recognition will inevitably fail due to various situations, such as: multipath effects in RFID signals when vehicles are traveling at high speeds, RFID crosstalk and image obstruction when following too closely, timestamp misalignment due to clock deviations of heterogeneous sensors, and network interruptions caused by base station switching triggered by vehicle movement. In these cases, it is necessary to re-verify the vehicle's identity.

[0003] Existing verification technologies based on radio frequency (RF) or video involve acquiring vehicle onboard unit (V2U) identification or license plate images when identity binding fails or network switching occurs. The billing status is then reconstructed based on the matching relationship between current data and historical passage records. The mapping between physical trajectory and digital identity is then established directly using the timestamp correspondence between RF and video data, or inter-provincial identity transfer is achieved through backbone network synchronization. These existing verification methods require millisecond-level time synchronization accuracy for both RF and video data, and demand continuous and stable network connectivity throughout base station switching and inter-provincial travel. Otherwise, spatiotemporal alignment or consistent identity status cannot be successfully achieved, leading to identity binding failure, billing status inconsistencies, or cross-domain synchronization discrepancies, failing to support the requirements for high-precision billing data processing. Summary of the Invention

[0004] Therefore, the present invention needs to provide a 5G-based transportation contactless payment and identity binding system and method to solve at least one of the above-mentioned technical problems.

[0005] To achieve the above objectives, a 5G-based method for contactless payment and identity binding in transportation includes the following steps:

[0006] Collect vehicle startup status data and driver identity identifier to generate an initial identity binding token;

[0007] The vehicle-mounted OBU sends a first identity verification request containing an initial identity binding token to the roadside RSU via the 5G network, establishes a dual-channel redundant transmission path, and caches the initial identity binding token in local storage.

[0008] The roadside RSU receives the first identity verification request, performs spatiotemporal alignment processing based on the arrival timestamp of the radio frequency signal and the video capture timestamp of the capture device, establishes the mapping relationship between the vehicle's physical travel trajectory and the driver's identity identifier, generates a confirmation identity binding token and sends it back to the on-board OBU.

[0009] When a vehicle triggers a 5G base station handover, the on-board OBU reads the locally cached confirmation identity binding token and network context data, encapsulates the confirmation identity binding token and network context data into a second identity verification request, and sends it to the roadside RSU corresponding to the target base station.

[0010] The billing platform receives a first identity verification request or a second identity verification request, establishes a billing state machine based on the corresponding identity binding token, constructs a billing data chain, and writes the key summary of the billing state machine into a distributed storage node.

[0011] When a vehicle enters the boundary of a billing area, the on-board OBU sends a cross-domain synchronization request to the current roadside RSU to synchronize the identity and status with the adjacent billing areas where edge nodes are deployed.

[0012] Preferably, the present invention also provides a 5G-based contactless payment and identity binding system for transportation, used to execute the 5G-based contactless payment and identity binding method for transportation as described above, the system comprising:

[0013] The vehicle-mounted OBU unit is equipped with a 5G communication module, local memory and vehicle status sensors. It is used to collect vehicle start-up status data and driver identity identifier, generate an initial identity binding token, send a first identity verification request to the roadside RSU through the 5G network and establish a dual-channel redundant transmission path, and send a second identity verification request based on the locally cached confirmation identity binding token and network context data when the 5G base station is triggered to switch.

[0014] The roadside RSU unit is deployed along the road and at the boundary of the billing area. It is equipped with a radio frequency signal receiving device, a video capture device and an edge computing module. It is used to receive the first identity verification request or the second identity verification request. Based on the arrival timestamp of the radio frequency signal and the video capture timestamp, it performs spatiotemporal alignment processing to generate a confirmation identity binding token.

[0015] Edge nodes, deployed in adjacent billing areas, are used to receive cross-domain synchronization requests and synchronize their identity and status with roadside RSUs;

[0016] The billing platform is equipped with a billing state machine management module and distributed storage nodes. It is used to establish a billing state machine based on identity verification requests, build a billing data chain, write the key summary of the billing state machine into the distributed storage nodes, and coordinate edge nodes to complete cross-domain identity status synchronization.

[0017] The beneficial effects of this invention are as follows:

[0018] On the one hand, by using dual-channel redundant transmission and local caching mechanisms, combined with the pre-setting and reuse of network context data, the problem of identity verification failure and billing status suspension caused by network interruption in high-speed mobile scenarios is solved. Among them, dual-channel redundant transmission constructs heterogeneous communication links through relay forwarding of nearby vehicles, effectively avoiding the risk of instantaneous interruption of a single 5G link during base station switching. On the other hand, the token caching of local memory and the pre-setting of network context fields enable vehicles to continue the status transmission based on the cached confirmation identity binding token without having to re-initiate the complete identity authentication process when crossing the base station boundary. This ensures the continuity of identity binding relationship during communication link switching, avoids the billing state machine from falling into a suspended state of pending verification, and eliminates the broken nodes in the billing data chain.

[0019] On the other hand, by using the spatiotemporal alignment of radio frequency and video timestamps and the distributed consensus mechanism of the billing state machine, the accuracy limitations of single sensor recognition in dense traffic scenarios are overcome; at the same time, by redundantly writing key summaries of the billing state machine to distributed storage nodes, a tamper-resistant billing data chain traceability system is constructed, which enables the system to effectively distinguish the digital identities of different vehicles in extreme scenarios such as multiple vehicles driving in parallel or following distances of less than 5 meters, preventing identity mismatch caused by radio frequency cross-reading and image occlusion.

[0020] On the other hand, the cross-domain pre-synchronization mechanism driven by edge nodes eliminates the inconsistency in identity status caused by the data synchronization delay of the inter-provincial backbone network. This mechanism initiates the pre-activation state migration of the identity token before the vehicle reaches the boundary of the billing area and completes the pre-configuration of roadside units in adjacent billing areas in advance based on the driving path prediction curve. This allows the vehicle to be directly identified by the roadside equipment in the target area the moment it crosses provinces, without waiting for the second-level backbone network data synchronization delay window. This achieves seamless migration and consistency of identity across billing areas, avoids the abnormal passage marking and fallback billing process that are forced to be triggered due to the non-synchronization of identity hash values ​​in different systems, and maintains the uniqueness and integrity of the vehicle's identity identifier during a continuous passage. Attached Figure Description

[0021] Other features, objects, and advantages of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings:

[0022] Figure 1 A flowchart illustrating the steps of a 5G-based method for contactless payment and identity binding in transportation is shown.

[0023] Figure 2 A detailed flowchart illustrating the steps involved in vehicle stability monitoring and dynamic management of identity binding tokens is shown in one embodiment.

[0024] Figure 3 A system architecture diagram for 5G base station handover and cross-domain identity status synchronization is shown in one embodiment. Detailed Implementation

[0025] The technical method of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0026] Furthermore, the accompanying drawings are merely illustrative of the invention and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor methods and / or microcontroller methods.

[0027] It should be understood that although the terms "first," "second," etc., may be used herein to describe various units, these units should not be limited by these terms. These terms are used merely to distinguish one unit from another. For example, without departing from the scope of the exemplary embodiments, a first unit may be referred to as a second unit, and similarly, a second unit may be referred to as a first unit. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0028] To achieve the above objectives, please refer to Figures 1 to 3 This invention provides a 5G-based method for contactless payment and identity binding in transportation, comprising the following steps:

[0029] S1: Collect vehicle startup status data and driver identity identifier, and generate an initial identity binding token;

[0030] S2: The vehicle-mounted OBU sends a first identity verification request containing the initial identity binding token to the roadside RSU via the 5G network, establishes a dual-channel redundant transmission path, and caches the initial identity binding token in local storage.

[0031] S3: The roadside RSU receives the first identity verification request, performs spatiotemporal alignment processing based on the arrival timestamp of the radio frequency signal and the video capture timestamp of the capture device, establishes the mapping relationship between the vehicle's physical travel trajectory and the driver's identity identifier, generates a confirmation identity binding token and sends it back to the on-board OBU.

[0032] S4: When the vehicle triggers a 5G base station handover, the on-board OBU reads the locally cached confirmation identity binding token and network context data, encapsulates the confirmation identity binding token and network context data into a second identity verification request, and sends it to the roadside RSU corresponding to the target base station.

[0033] S5: The billing platform receives the first identity verification request or the second identity verification request, establishes a billing state machine based on the corresponding identity binding token, constructs a billing data chain, and writes the key summary of the billing state machine into the distributed storage node.

[0034] S6: When a vehicle enters the boundary of the billing area, the on-board OBU sends a cross-domain synchronization request to the current roadside RSU to synchronize the identity status with the adjacent billing area where edge nodes are deployed.

[0035] Preferably, the spatiotemporal alignment processing of the arrival timestamp based on the radio frequency signal and the video capture timestamp of the capture device includes:

[0036] Extract Doppler frequency shift data and CSI phase data of channel state information from radio frequency signals, and calculate the vehicle radial speed based on the Doppler frequency shift data;

[0037] Among them, Doppler frequency shift data refers to the offset of the received signal frequency relative to the transmitted signal frequency caused by the relative motion between the vehicle and the roadside RSU; CSI phase data of channel state information refers to the phase component of the channel frequency response corresponding to each subcarrier in the 5G communication link. Optionally, the radio frequency signal is a millimeter wave signal or a Sub-6GHz signal under the 5G NR (New Radio) standard, and the CSI phase data is obtained by measuring the 5G physical layer reference signal (such as CSI-RS).

[0038] Specifically, the radio frequency receiver of the roadside RSU performs physical layer signal processing on the uplink signal received by the antenna array, and extracts the carrier frequency offset (CFO) as Doppler frequency shift data through FFT (Fast Fourier Transform). It also obtains phase difference data between each antenna port through the CSI reporting mechanism defined by the 5G standard. The formula for calculating the radial velocity of a vehicle based on Doppler frequency shift data is as follows: ,in This refers to the 5G signal carrier wavelength (e.g., approximately 10.7mm in the 28GHz band). This represents the radial velocity component of the vehicle relative to the roadside antenna.

[0039] The azimuth angle of the vehicle relative to the roadside antenna is calculated based on CSI phase data;

[0040] In some embodiments, by extracting CSI phase data and calculating the azimuth angle of the vehicle relative to the roadside antenna, different vehicles can be distinguished in the horizontal spatial dimension in the angle domain. Even if vehicles are close in longitudinal distance, as long as their lateral positions (lane positions) differ, they can be distinguished by differences in azimuth angle. Specifically, the spacing between adjacent receiving antennas in the antenna array of the roadside RSU is d (on the order of half a wavelength or wavelength). When the 5G signal transmitted by the vehicle arrives at the antenna array at an angle θ, the phase difference of the signals received by the adjacent antennas is caused by the path difference. The specific formula for calculating the azimuth angle based on CSI phase data is as follows: ,in For 5G signal carrier wavelength, The phase difference between adjacent receiving antennas can be used to obtain the azimuth angle of the vehicle relative to the roadside antenna through arcsine calculation.

[0041] The velocity components are calculated based on the vehicle's radial velocity and azimuth angle; the velocity components include lateral velocity components and longitudinal velocity components.

[0042] The lateral velocity component refers to the vehicle's velocity component in the direction perpendicular to the road (lane lateral); the longitudinal velocity component refers to the vehicle's velocity component in the direction parallel to the road (lane longitudinal). Optionally, the velocity components are calculated based on the principle of transformation from polar coordinates to rectangular coordinates, decomposing the radial motion of the vehicle relative to the roadside RSU into lateral and longitudinal motion components in the road coordinate system.

[0043] Based on the velocity component, the compensated position coordinates corresponding to the video capture timestamp are predicted using a Kalman filter algorithm; the specific formula for calculating the compensated position coordinates is as follows:

[0044] ;

[0045] in, To compensate for position coordinates, Arrival timestamp of radio frequency signal Corresponding position coordinates This is the time difference. For the lateral velocity component, Let 'a' be the longitudinal velocity component and 'a' be the acceleration vector. For video capture timestamps;

[0046] In some embodiments, since the arrival timestamp of the radio frequency signal and the video capture timestamp originate from heterogeneous sensors (5G radio frequency receiver and video capture device), there is a millisecond-level time deviation between them. (Typically 20ms to 100ms). In scenarios where vehicles travel at high speeds of 80-120km / h, even small time deviations can lead to significant positional shifts (traveling 22 to 33 meters per second, a 50ms deviation can result in a positional error of 1.1 to 1.65 meters), causing a mismatch between the RF positioning location and the video detection location, resulting in a failure to map the vehicle's physical trajectory to its digital identity. Using the Kalman filter algorithm, the velocity component and acceleration vector can be used to predict the compensated position coordinates for the video capture time based on the position coordinates at the arrival time of the RF signal.

[0047] Specifically, the state vector of the Kalman filter algorithm is defined as follows: ,in For the vehicle's position coordinates, For velocity components, Let be the components of the acceleration vector 'a'. During the prediction phase, the algorithm uses a kinematic model to predict the time difference forward based on the state estimate corresponding to the arrival timestamp of the RF signal. The vehicle's position after acceleration. The formula for calculating the compensated position coordinates is based on a uniformly accelerated linear motion model, where... The location coordinates of the radio frequency signal at the moment of arrival (which can be calculated from the azimuth and radial distance of the previous moment). The term represents the positional change caused by velocity. The term represents the position correction caused by acceleration.

[0048] Obtain the original position coordinates detected by the capture device, and calculate the position deviation value between the compensated position coordinates and the original position coordinates;

[0049] Among them, the original position coordinates refer to the vehicle position coordinates directly detected by the video capture device from the captured image through image processing algorithms. They are the projection positions of the center point of the license plate detection frame or the centroid of the vehicle outline in the road plane coordinate system. The position deviation value refers to the spatial distance difference between the compensation position coordinates and the original position coordinates. It is used to quantify the spatiotemporal alignment between the radio frequency signal predicted trajectory and the actual detection result of the video image.

[0050] Specifically, let the compensation position coordinates be... The original position coordinates are The formula for calculating the position deviation value is: Alternatively, the Manhattan distance can be used to simplify the calculation: Position deviation value This reflects the spatial difference between the predicted location of the radio frequency signal and the actual detection location of the video image.

[0051] If the position deviation value is less than the preset spatial threshold, clock drift compensation is performed on the video capture timestamp based on the time difference value to obtain the compensated timestamp; the compensated timestamp is aligned with the arrival timestamp of the radio frequency signal to establish the mapping relationship between the vehicle's physical travel trajectory and the driver's identity identifier.

[0052] The preset spatial threshold refers to a pre-defined allowable position deviation threshold (e.g., 0.3 meters to 0.5 meters), used to determine whether the consistency between the RF predicted position and the video detection position is within an acceptable range. Clock drift compensation refers to calculating the clock deviation based on the position deviation value and the vehicle's radial speed, and correcting the video capture timestamp. Optionally, the calculation formula for the compensated timestamp is as follows: ,in To compensate for the later timestamp, This is the timestamp of the original video capture. This is the positional deviation value. For the radial velocity of the vehicle, The sign function for the time difference (positive when video lags behind radio frequency, negative when it leads).

[0053] If the position deviation value is greater than or equal to the preset spatial threshold, the channel delay spread is calculated based on the CSI phase data, and the demodulation window parameters of the RF receiver are adjusted based on the channel delay spread.

[0054] Channel delay spread refers to the degree of time diffusion caused by the multipath effects of reflection, scattering, and diffraction experienced by 5G signals during propagation, resulting in the same transmitted signal reaching the receiver through different paths. It is expressed as root mean square delay spread (RMS Delay Spread). Characterization; demodulation window parameters refer to the length of the time integration window of the RF receiver when demodulating the uplink signal. Optionally, the method for calculating the channel delay spread includes: performing an inverse fast Fourier transform (IFFT) on the CSI phase data to obtain the channel impulse response (CIR), extracting the power delay spectrum (PDP), and then calculating... ,in Let the power of the k-th path be... Let be the delay of the k-th path.

[0055] Specifically, the formula for adjusting the demodulation window parameters of the RF receiver based on channel delay spread is as follows: ,in, The symbol period is k, and k is an adaptive coefficient (usually taken as 2 to 4, dynamically adjusted according to the channel estimation accuracy). This refers to the adjusted demodulation window length. By extending the demodulation window or adjusting the window start time, the receiver can separate the direct path signal from the reflected path signal and accurately capture the arrival time of the first path signal.

[0056] In some embodiments, the adaptive coefficient k can be dynamically adjusted based on historical multipath statistics: increasing the value of k in strong multipath scenarios such as tunnels and viaducts to expand the window inclusiveness, and decreasing the value of k in open road sections to improve temporal resolution.

[0057] The radio frequency signal is re-demodulated based on the adjusted demodulation window parameters, the calibration timestamp is obtained, the arrival timestamp of the radio frequency signal is updated with the calibration timestamp, and the mapping relationship is established based on the updated arrival timestamp of the radio frequency signal and the video capture timestamp.

[0058] Here, the calibration timestamp refers to the arrival time of the direct path (LOS) signal identified by the RF receiver within the adjusted demodulation window using the First Path Detection algorithm; update refers to using the calibration timestamp... The original radio frequency arrival timestamp is replaced to obtain the updated radio frequency arrival timestamp. Optionally, re-demodulation includes: the radio frequency receiver re-performs OFDM demodulation, channel estimation and equalization processing on the baseband sampled signal based on the adjusted demodulation window parameters, extracts the peak position of the first path signal through matched filtering or minimum mean square error (MMSE) algorithm, and converts the sampling time corresponding to the peak position into an absolute time reference as a calibration timestamp.

[0059] In some embodiments, when the roadside RSU reprocesses the RF signal based on the adjusted demodulation window parameters, the receiver first identifies the time boundary between the direct path signal and the reflected path signal in overlapping multipath components that were indistinguishable in the previous window, using cyclic prefix (CP) correlation or a CSI-based spectral estimation algorithm. Specifically, by calculating the power delay spectrum of the channel impulse response (CIR), the location of the first energy peak exceeding the noise threshold is detected, and the corresponding delay is determined. This refers to the arrival delay of the direct path relative to the local clock. The formula for calculating the calibration timestamp is: ,in This is the starting sampling time of the demodulation window. After obtaining the calibration timestamp, it is used as the updated RF arrival timestamp, replacing the original erroneous timestamp caused by capturing the reflection path.

[0060] Based on the updated radio frequency arrival timestamp, the compensated position coordinates are recalculated (using the radial velocity and azimuth data corresponding to that moment), and a secondary position deviation calculation is performed with the original position coordinates detected by the video capture device. If the updated position deviation value is less than a preset spatial threshold, it is confirmed that the current radio frequency signal and video image are spatiotemporally aligned under the updated time reference, and the mapping relationship between the vehicle's physical travel trajectory and the driver's identity is directly established; if there is still a slight deviation, fine-tuning compensation is performed based on the new time difference value.

[0061] Preferably, before encapsulating the second identity verification request and sending it to the roadside RSU corresponding to the target base station, the process includes generating network context data and pre-configuring the roadside RSU, including:

[0062] Obtain the selection assistance information and service quality flow identifier of the single network slice of the current 5G network session, and write the selection assistance information and service quality flow identifier into the session context field of the network context data;

[0063] Among them, Single Network Slice Selection Assistance Information (S-NSSAI) refers to the label information used to identify a specific network slice; 5G QoS Identifier (5QI) refers to the parameters used to identify specific QoS characteristics (such as priority, latency, and packet loss rate); network context data refers to the set of session state information that the vehicle-mounted OBU needs to cache before base station handover, and the session context field is a specific data segment used to store key identifiers for session management. Optionally, the S-NSSAI is obtained by parsing the Allowed NSSAI field in the 5G NAS (Non-Access Stratum) layer session establishment acceptance message (PDU Session Establishment Accept), and the 5QI is obtained by parsing the QoS Flow Identifier (QFI) field in the SDAP (Service Data Adaptation Protocol) layer packet header.

[0064] The longitudinal and lateral accelerations of the vehicle are collected. Based on the vehicle's current position coordinates, longitudinal and lateral accelerations, the vehicle motion differential equation is established to predict the vehicle trajectory curve during network switching. The trajectory prediction vector is calculated based on the vehicle trajectory curve.

[0065] Among them, longitudinal acceleration This refers to the acceleration component of a vehicle in the tangential direction of travel on the road; lateral acceleration. This refers to the acceleration component of the vehicle in the direction perpendicular to the road (normal direction); the vehicle motion differential equations are a set of second-order differential equations describing the dynamic relationship between the vehicle's position, velocity, and acceleration; trajectory prediction vector. This refers to the state vector containing the vehicle's position coordinates and velocity components at the predicted time. Optionally, the state-space form of the vehicle's motion differential equation is: , where the state vector Input vector , The state transition matrix is ​​a constant matrix with dimensions 4×4. The input matrix is ​​a constant matrix with dimensions 4×2.

[0066] Specifically, let the current time be... The vehicle's position coordinates are The transverse velocity component is The longitudinal velocity component is The lateral acceleration obtained is The longitudinal acceleration is (Assuming constant or linear variation within a short-term prediction window). Establish the system of differential equations for vehicle motion:

[0067] ;

[0068] Or an equivalent set of first-order state equations:

[0069] ;

[0070] Solving this system of differential equations by integration yields the result from the current time. By the predicted time The equation of the trajectory curve:

[0071] ;

[0072] Based on the above trajectory curve, calculate the trajectory prediction vector. ,in , , , , Take the expected network handover duration (e.g., 100ms to 200ms).

[0073] The switching to the arrival time window is calculated based on the trajectory prediction vector; the specific formula for calculating the switching to the arrival time window is as follows:

[0074] ;

[0075] in, To switch to the arrival time window, The distance between the vehicle-mounted OBU and the target base station. This is the average speed calculated based on historical speed data. The time jitter tolerance is calculated based on the acceleration variance;

[0076] in, The remaining distance between the vehicle-mounted OBU and the target base station is calculated based on the predicted location coordinates in the trajectory prediction vector and the location coordinates of the target base station. Optionally, Calculated using the Euclidean distance formula; The calculation formula is ,in For acceleration variance, This is the confidence coefficient (usually 2 corresponds to a 95% confidence interval).

[0077] Based on the handover arrival time window, the network context data is divided into high-priority fragments and low-priority fragments. The high-priority fragments and trajectory prediction vectors are encapsulated into the first data frame of the second identity verification request, and the low-priority fragments are encapsulated into the second data frame. The first data frame and the second data frame are sent to the roadside RSU corresponding to the target base station.

[0078] High-priority fragments refer to data segments containing critical session context information necessary to maintain the continuity of the billing state machine, specifically including identity binding tokens, S-NSSAI, 5QI, encryption key identifiers, billing state snapshots, and driver identity digests. Low-priority fragments refer to data segments containing auxiliary information, such as historical trajectory cache data, non-critical vehicle status sensor data, redundancy check data, and statistical logs. The first data frame refers to an emergency data frame that needs to be transmitted before the start of the handover arrival time window. The second data frame refers to a non-emergency data frame that is transmitted after the vehicle completes the handover. Optionally, the partitioning strategy is based on data timeliness requirements: data that must reach the target base station within the handover arrival time window to restore the billing state is classified into high-priority fragments.

[0079] The corresponding roadside RSU receives the first data frame, queries the local network slice instance library based on the selection auxiliary information, restores the session context of the on-board OBU, and reserves the corresponding transmission resource block based on the service quality flow identifier;

[0080] The local network slice instance library refers to the network slice instance registry deployed in the roadside RSU or associated edge node (MEC), which contains the traffic-free payment dedicated slice instance identifier (NSI ID), slice instance address (IP address or device identifier), and slice resource capabilities (computing resources, storage resources, network bandwidth) pre-configured for the billing area. Restore session context refers to reconstructing the PDU session state of the vehicle-mounted OBU locally based on the S-NSSAI, encryption key identifier, and billing state snapshot in the first data frame, so that it does not need to re-initiate the slice selection and session establishment process through the 5G core network (5GC). Reserved transmission resource blocks refer to marking a specific number of physical resource blocks (PRBs) in the target base station's radio resource scheduler for the vehicle's exclusive use, based on QoS characteristics indicated by 5QI (such as priority, guaranteed bit rate, and latency budget), to ensure priority transmission of the second identity verification request. Optionally, the local network slice instance library is pre-configured during roadside RSU initialization via MANO (management and orchestration) and periodically updated in sync with the regional billing platform.

[0081] The radio frequency reception window of the roadside RSU is pre-configured based on the trajectory prediction vector, wherein the radio frequency reception window is used to capture the second identity verification request sent by the on-board OBU after the handover.

[0082] The radio frequency (RF) receiving window refers to the set of receiving configurations for the roadside RSU's RF receiver to listen for uplink signals within a specific time interval, spatial orientation, and frequency range. This includes a time window (reception start time and duration), a spatial window (beamforming pointing angle and beamwidth), and a frequency window (center frequency and Doppler shift compensation value). Pre-configuration refers to setting the above receiving parameters based on the trajectory prediction vector before the vehicle's actual arrival, enabling the RF receiver to accurately align with the signal arrival direction the moment the vehicle completes base station handover. Optionally, the pointing angle of the spatial window is determined by... The Doppler compensation value of the frequency window is calculated by... Estimate, of which To predict radial velocity, denoted as carrier frequency, and c as the speed of light.

[0083] Preferably, a cross-domain synchronization request is sent to the current roadside RSU to synchronize the identity status with adjacent billing areas where edge nodes are deployed, including:

[0084] The current roadside RSU (Roadside Unit) uses historical data of the vehicle's physical travel trajectory to generate a travel path prediction curve, and calculates the estimated time when the vehicle will arrive at the boundary of the billing area based on the travel path prediction curve.

[0085] The historical data of the physical travel trajectory refers to the continuous position coordinate sequence obtained by the vehicle during this passage through spatiotemporal alignment processing, usually cached in the trajectory buffer of the roadside RSU (e.g., the most recent 10-30 sampling points, covering a travel distance of 500-1000 meters); the travel path prediction curve refers to a smooth curve describing the future movement trend of the vehicle generated by mathematical fitting methods (e.g., cubic spline interpolation, Bézier curve, or polynomial regression); the toll area boundary refers to the boundary line between different administrative divisions (e.g., provincial boundaries, municipal boundaries) or the jurisdiction of different operating entities, represented in a geographic information system (GIS) as a straight line / curve equation in latitude and longitude or road coordinate system; the estimated time refers to the predicted time when the front end of the vehicle (or a designated reference point) arrives at the toll area boundary line. Optionally, the fitting method adopts least squares polynomial fitting: , where the coefficient - Through historical data points Least squares optimization solution; the estimated time is calculated using path integral: Where s is the arc length parameter of the curve. The velocity-position function is fitted based on historical data. For the current moment, The boundary arc length coordinates represent the arc length parameter value (cumulative distance from the start of the curve to the boundary position) corresponding to the boundary line of the toll area on the driving path prediction curve. The current arc length coordinate represents the arc length parameter value (cumulative distance from the start of the curve to the current position) corresponding to the vehicle's current position on the predicted driving path curve.

[0086] Based on the expected time, a pre-synchronization time window is determined. At the beginning of the pre-synchronization time window, the identity binding token and the driving path prediction curve are transmitted to the edge nodes of the adjacent billing area.

[0087] The pre-synchronization time window refers to the time transmission interval set to ensure that adjacent billing areas complete identity status preparation before the vehicle arrives. The starting time End time ; This is the margin for trajectory prediction error. To reduce transmission latency across provincial backbone networks, To handle latency at edge nodes, For security protection intervals; the identity binding token confirms that it contains the driver's identity hash, the current billing state machine digest, and the remaining token validity period. Optionally, the transmission uses gRPC over HTTP / 2 or a dedicated DDS (Data Distribution Service) protocol, carried through an inter-provincial backbone network SD-WAN leased line or a 5G network slice.

[0088] The edge node determines the target monitoring area based on the driving path prediction curve and returns a pre-receive confirmation message containing the list of roadside RSU identifiers of the target monitoring area to the current roadside RSU;

[0089] The target monitoring area refers to the specific road segment space that a vehicle is expected to traverse within a preset time or distance threshold after entering an adjacent tolling area. This range is defined by the projection segment of the driving path prediction curve onto the coordinate system of the adjacent tolling area. The roadside RSU identifier list refers to the set of unique device identifiers for all roadside RSUs covering the target monitoring area. The pre-receive confirmation message refers to the response message sent by the edge node of the adjacent tolling area to the current roadside RSU after completing local resource preparation, used to confirm that the confirmation identity binding token has been received and the RSU pre-configuration of the target monitoring area has been completed. Optionally, the method for determining the target monitoring area includes: spatially matching the driving path prediction curve with the local road GIS topology, extracting the trajectory segment that the vehicle is expected to cross the boundary of the tolling area, extending a certain buffer distance (such as 1.5 times the lane width) on both sides of the trajectory segment to form a spatial envelope, and performing an intersection operation between the spatial envelope and the roadside RSU deployment coordinates to determine the set of RSUs that need to participate in the monitoring.

[0090] Based on the pre-received confirmation message, the status of the identity binding token is transitioned from the valid state to the pre-activated state and synchronized to the vehicle OBU;

[0091] The "valid state" refers to the state where the identity-bound token has formal billing validity in the current billing area and can be used for normal billing and deduction and access permission verification. The "pre-activated state" refers to the intermediate state where the token maintains validity in the current billing area and has been authorized to perform pre-configuration preparation in adjacent billing areas, but has not yet officially taken effect in the adjacent areas. "Synchronization to the vehicle OBU" refers to the current roadside RSU sending the state transition command and the pre-configuration information of adjacent billing areas (such as the target RSU identifier list and pre-activation validity period) to the vehicle terminal through the 5G air interface or PC5 direct connection communication interface, so that the vehicle side can synchronously update the token state machine. Optionally, the state transition is executed by the billing state machine management module of the current roadside RSU, involving atomic updates of the local state database (such as SQL transactions or blockchain state transitions) to ensure the idempotency of the state transition (i.e., multiple identical confirmations only perform one transition).

[0092] The on-board unit (OBU) monitors the vehicle's current location in real time and calculates the path deviation between the vehicle's current location and the predicted driving path curve. If the path deviation exceeds the preset deviation tolerance, a path deviation alarm is sent to the current roadside RSU.

[0093] Path deviation refers to the spatial distance deviation between the vehicle's current actual position and the predicted driving path curve, typically calculated as lateral deviation (distance perpendicular to the tangent of the predicted curve) or combined deviation (Euclidean distance). The preset deviation tolerance refers to the maximum permissible path deviation threshold (e.g., 0.5-1.5 meters, or set to 30%-50% of the lane width based on lane width). Path deviation alarm refers to an emergency notification message sent by the onboard unit (OBU) to the current roadside restroom (RSU), containing the current actual position coordinates, deviation direction, deviation amount, and indication of the reason for the trajectory change (e.g., lane change, ramp exit, emergency avoidance). Optionally, the formula for calculating path deviation is:

[0094] This involves finding the point on the prediction curve closest to the current position and calculating the spatial distance between them; or, simply, lateral deviation. , where x is the coordinate component perpendicular to the road direction. The minimization operator (taking the minimum value with respect to the time parameter t) means finding the point on the predicted travel path curve that minimizes the distance expression across all time points; that is, finding the point on the predicted curve that is closest to the current actual position. This represents the difference in lateral position. This represents the difference in vertical position.

[0095] Based on the path deviation alarm, a token freeze command is sent to the edge node of the adjacent billing area to transfer the status of the identity-bound token from the pre-activated state to the frozen state.

[0096] The token freeze command refers to the control signal sent by the current roadside RSU to the adjacent billing area edge node, which instructs it to suspend the pre-activation process of confirming identity binding tokens and lock related resources. The frozen state is a transitional state where the token is temporarily locked based on the pre-activation state, indicating that the token cannot currently be used to establish a new billing state machine, but historical state data is retained for possible subsequent recovery or rollback. The state transition is triggered by the current roadside RSU after verifying the authenticity of the path deviation alarm (such as checking the deviation amount, duration, and vehicle dynamics rationality), and ensures state consistency with adjacent edge nodes through atomic transaction operations. Optionally, the token freeze command includes: a unique token identifier (Token ID), a freeze reason code, a freeze timestamp, the current vehicle's actual location coordinates, and a suggested freeze validity period.

[0097] If the path deviation does not exceed the preset deviation tolerance and the vehicle reaches the boundary of the billing area, the roadside RSU in the adjacent billing area directly establishes a billing state machine based on the pre-activated state.

[0098] Vehicle arrival determination is typically based on the spatial inclusion relationship between GNSS coordinates reported by the vehicle's OBU and the boundary geofence (such as the Point-in-Polygon algorithm) or triggered by the radio frequency coverage boundary of the roadside RSU. Direct establishment of the billing state machine means that the roadside RSU in the adjacent billing area does not need to re-initiate a complete identity verification process (such as not needing to re-verify the driver's identity or rebuild the session context). Instead, it immediately migrates the billing state machine to the "confirmed state" and starts accumulating billing based on the confirmation identity binding token and billing state snapshot in the pre-activated state cache. Optionally, the direct establishment process includes: the target RSU verifying the validity of the pre-activated token (checking the digital signature, validity period, and status flag), retrieving the pre-set billing context (such as entry information, vehicle type classification, and rate version) from the local cache, generating a new billing state machine instance, and associating it with the vehicle's driver's identity.

[0099] Preferably, the establishment of the billing state machine based on the corresponding identity binding token includes:

[0100] Receive a first identity verification request or a second identity verification request, and extract the driver identity identifier and physical layer timestamp;

[0101] Optionally, the extraction process includes: the baseband processor of the roadside RSU parses the received uplink PUSCH (Physical Uplink Shared Channel) or PUCCH (Physical Uplink Control Channel) signal, parses the driver identification from the MAC layer PDU header or RRC layer message, and captures the physical layer timestamp from the physical layer synchronization signal.

[0102] A time base for the billing state machine is established based on the physical layer timestamp, the billing state machine is marked as a state to be verified, and a monitoring cycle is started.

[0103] The time reference refers to the absolute time reference origin maintained internally by the billing state machine. All subsequent passage timestamps (such as arrival times reported by each RSU and calculations of passage duration within a section) are normalized relative to this reference. The pending verification state refers to a temporary state where the billing state machine has been created but has not yet passed multi-source data cross-validation, indicating that the billing association needs further confirmation before it can take effect. The monitoring period refers to a specific time window (e.g., 5-15 seconds, or covering 2-3 RSU coverage areas) starting from the state machine's establishment time. Optionally, establishing the time reference includes using physical layer timestamps... Convert to the billing platform's standard time format (such as UTC timestamp) and record the state machine creation time. = The duration of the monitoring cycle is dynamically calculated based on the deployment density of RSUs on the road segment and the average vehicle speed, ensuring that vehicles pass through at least two RSU coverage areas within the cycle.

[0104] During the monitoring period, traffic record data uploaded from at least two different roadside RSUs are received, and the consistency between the driver identity identifier in each traffic record data and the driver identity identifier stored in the tolling state machine is compared.

[0105] The passage record data refers to the structured data packets reported by each independent roadside RSU to the billing platform when it detects a vehicle passing through its coverage area. This includes the RSU's physical layer timestamp, extracted driver identification, vehicle location coordinates, radio frequency measurement parameters (such as RSRP and RSSI), and an identity verification request type identifier (first or second request). Comparison consistency refers to verifying whether the hash values ​​of the driver identification reported by different RSUs completely match (bit-level equality) with the baseline identifier stored in the billing state machine, or verifying whether the digital certificate signatures come from the same issuing authority and have consistent certificate serial numbers. At least two different roadside RSUs refer to independently deployed radio frequency units (multiple antennas or cascaded units not belonging to the same RSU). Optionally, the receiving process is implemented through a distributed message queue of the billing platform. Each RSU acts as a producer, publishing passage records to a specific topic, while the billing state machine management module acts as a consumer, subscribing to and filtering identifiers associated with that state machine.

[0106] A spatiotemporal correlation graph is constructed based on traffic record data, and the topological continuity index of the vehicle's physical traffic trajectory is calculated based on the spatiotemporal correlation graph.

[0107] Here, the spatiotemporal graph G=(V,E) refers to a directed or undirected graph structure with passage records as nodes and spatiotemporal relationships as edges, where each node in the node set V... A corresponding passage record from a specific roadside RSU includes the following attributes: physical layer timestamp. Location coordinates Driver identification and RSU equipment identification Edges in edge set E Represents a node and There is a spatiotemporal reachability relationship between them, and the establishment of edges must satisfy the spatiotemporal consistency constraint: time difference. Spatial distance ,in The maximum speed limit for the road segment; the topological continuity index This refers to a quantitative indicator that represents the degree to which the passage record node corresponding to the driver's identity forms a continuous trajectory chain in the graph. The specific calculation formula is as follows: ,in This represents the total number of nodes corresponding to this identity identifier. The maximum number of nodes contained in the largest connected subgraph (i.e., the main path of the trajectory) in the graph.

[0108] If the driver identity consistency verification passes and the topology continuity index meets the reference conditions, the billing state machine will be transitioned from the pending verification state to the confirmed state, and a billing data chain will be generated.

[0109] Here, "confirmation state" refers to the state where the billing state machine has passed multi-source cross-validation and can be used for real-time cost calculation and deduction. "Generating the billing data chain" refers to constructing a chain-like data structure containing the entire record of the passage. The data chain consists of blocks ordered by time. Each block contains the passage record at a specific RSU (physical layer timestamp, location coordinates, identity hash) and a hash pointer to the previous block, forming an immutable time-series chain. State transitions and data chain generation are executed as atomic transactions, ensuring that both either succeed simultaneously or roll back simultaneously. Optionally, the reference condition for the topology continuity index is... ≥ , where the threshold Based on the road segment topology complexity setting (e.g., 0.8 for straight road segments and 0.6 for interchange areas), the first block of the tolling data chain (genesis block) contains the tolling start time base, the entrance roadside RSU identifier, the initial rate version, and the root hash of the driver's identity identifier.

[0110] If there are discrepancies in the driver identification or the topology continuity index does not meet the reference conditions, a status query command is sent to the vehicle-mounted OBU; the validity of the billing state machine is verified based on the response message fed back by the vehicle-mounted OBU, and the pending verification state is maintained and the monitoring cycle is extended after the verification is passed.

[0111] The status query command refers to the proactive query request initiated by the billing platform to the on-board unit (OBU) through the current service roadside RSU or source base station. This is used to request the vehicle to provide a snapshot of its locally stored identity binding status when an identity consistency anomaly or trajectory topology break is detected. The response message is the reply message generated by the on-board unit (OBU) after receiving the status query command, based on the confirmation identity binding token cached in its local non-volatile memory. It includes the latest status identifier of the token, a local timestamp, a cumulative hash check value, and a digital signature. Extending the monitoring period refers to adding an extra time window to the original monitoring duration. Optionally, the status query command uses a Challenge-Response mechanism to generate a random number (Nonce), requiring the OBU to include the signature of this random number in the response message to prevent replay attacks. The extended monitoring period strategy is dynamically adjusted based on the anomaly type: a shorter extension (e.g., 5 seconds) is applied when there are identity differences, and a longer extension (e.g., 10 seconds) is applied when topology continuity is insufficient, to match the recovery needs of different scenarios.

[0112] Preferably, establishing a dual-channel redundant transmission path includes:

[0113] Broadcast the digest hash of the initial identity binding token to nearby vehicles and receive a response confirmation message from the nearby vehicles;

[0114] Based on the link status information in the response confirmation message, relay vehicles are selected, and a direct communication link is established between the current vehicle and the relay vehicle. The first identity verification request is sent to the relay vehicle through the direct communication link, and the relay vehicle forwards it to the current service roadside RSU to establish a dual-channel redundant transmission path.

[0115] Among them, "nearby vehicles" refers to other vehicles equipped with OBUs located within the V2V communication coverage area of ​​the current vehicle (such as through PC5 interface or NR-V2X direct communication); "link status information" refers to a set of parameters characterizing the quality of the direct communication channel between the current vehicle and the relay vehicle, including Received Signal Strength Indication (RSSI), Reference Received Power (RSRP), relative distance between the two vehicles, relative speed, and link stability score; "dual-channel redundant transmission path" refers to two heterogeneous communication links operating in parallel: the main channel is the cellular communication link established directly between the current vehicle and the roadside RSU through the 5G Uu interface, and the redundant channel is the relay communication link where the current vehicle directly connects to the relay vehicle through V2V, and then the relay vehicle forwards the connection to the roadside RSU through its 5G Uu interface. Optionally, the broadcast adopts the SB-SLT (Side link Broadcast) or PSFCH (Physical Side link Feedback Channel) mechanism defined by the NR-V2X standard and is sent periodically; the filtering strategy is based on multi-objective optimization, giving priority to nearby vehicles with high link stability (e.g., RSSI>-80dBm), low relative speed (e.g., <10m / s, to avoid rapid departure) and closer location to the roadside RSU (e.g., distance <100 meters) as relays.

[0116] Preferably, after the on-board unit (OBU) collects vehicle startup status data and driver identification, it includes:

[0117] S011: Calculate the vehicle stability coefficient based on the engine torque change rate and vehicle speed change rate in the vehicle startup state data;

[0118] Among them, engine torque change rate This refers to the rate of change in engine output torque per unit time; vehicle speed change rate (longitudinal acceleration). The vehicle stability coefficient refers to the rate of change of vehicle speed per unit time. It is a dimensionless index calculated by combining the above two parameters, used to quantify the dynamic stability of the vehicle at the current moment. The specific calculation formula is as follows: ;in, and These are weighting coefficients (on the order of 0.01 Nm−1s and 0.1s2m−1, respectively). The numerator is set to 1 for normalization, so that... ∈(0,1], the closer the value is to 1, the more stable the vehicle is, and the closer it is to 0, the more the vehicle is in a state of violent acceleration or deceleration or torque fluctuation.

[0119] S012: Obtain the historical stability statistics of the current driving segment, and determine the stability reference value of the current segment based on the historical stability statistics;

[0120] Optionally, obtaining historical stability statistics includes: the on-board unit (OBU) sending a road segment identifier query request to the current service roadside RSU or regional tolling platform, and the platform retrieving the historical data of the road segment from a distributed time-series database (such as Influx DB or TDengine) based on the identifier. Data sequence; the method for determining the stability reference value includes calculating the arithmetic mean, median, or weighted average based on vehicle model grouping of historical data.

[0121] S013: If the vehicle stability coefficient is less than the stability reference value, shorten the validity period of the initial identity binding token and increase the sending frequency of the first identity verification request to the roadside RSU.

[0122] Specifically, shortening the validity period of the initial identity binding token refers to reducing the token's validity period from the standard longer period to a shorter period under unstable vehicle dynamics, forcing the on-board unit (OBU) to complete identity verification or re-apply for a token in a shorter time, thus preventing identity status lag caused by sudden changes in vehicle trajectory. Increasing the transmission frequency refers to shortening the transmission interval of identity verification requests from the standard period to a high-frequency period under unstable conditions, ensuring that the roadside RSU can densely sample vehicle position and identity status, maintaining real-time synchronization between the billing state machine and the physical traffic trajectory. Optionally, the validity period shortening strategy follows an exponential decay model: ,in For standard validity period, This is the attenuation coefficient (e.g., 0.5). This serves as a stability reference value for the current road segment, ensuring that the lower the stability, the shorter the validity period; the transmission frequency enhancement strategy employs linear interpolation. ,in Based on the base frequency, This is the gain coefficient, ensuring that the frequency increases monotonically with the degree of instability.

[0123] S014: If the vehicle stability coefficient is greater than or equal to the stability reference value, the standard validity period of the initial identity binding token shall be maintained.

[0124] The standard validity period refers to the default token lifespan set during system design for normal and stable driving scenarios, ensuring that vehicles can complete typical section passages (such as the distance between two toll stations) within a single token lifespan without frequent re-application.

[0125] Preferably, when the vehicle triggers a 5G base station handover, it includes:

[0126] The vehicle-mounted OBU sends a handover preparation request to the source base station;

[0127] The source base station resolves the handover preparation request, queries the neighbor cell configuration information based on the target base station's identifier, and sends a context establishment request to the target base station. The context establishment request includes the encryption key identifier, the billing status snapshot, and the remaining validity period of the confirmation identity binding token.

[0128] Optionally, neighbor cell configuration information queries are implemented through the SON (Self-Organizing Network) module of the source base station or a pre-configured neighbor cell database, and context establishment requests adopt a customized extended message structure of the Xn-AP (Xn Application Protocol).

[0129] The target base station receives the context establishment request, establishes a temporary charging association based on the charging status snapshot, allocates a charging resource identifier that is continuous with the source base station, and returns a context establishment response message to the source base station.

[0130] Optionally, the establishment of a temporary billing association includes: parsing the cumulative billing mileage, entry information and rate version in the billing status snapshot of the target base station, creating a temporary instance in the local billing state machine management module, setting the status to "pre-activated" and associating it with a timer; the allocation of billing resource identifiers adopts a globally unique session ID inheritance strategy or a segmented continuous numbering strategy.

[0131] After the vehicle-mounted OBU switches to the target base station, it encrypts and transmits the second identity verification request based on the encryption key. The target base station directly restores the billing state machine based on the temporary billing association and links the second identity verification request to the established billing data chain.

[0132] Here, "handover to target base station" refers to the process by which the vehicle-mounted OBU releases the radio link with the source base station, performs random access and synchronization with the target base station according to the handover execution command; "second identity verification request" refers to the identity status continuation request sent by the vehicle-mounted OBU to the roadside RSU associated with the target base station after the handover is completed, including the confirmation identity binding token, the handover completion timestamp and the trajectory prediction vector; "direct recovery of the billing state machine" means that the roadside RSU of the target base station does not need to re-initiate the complete identity verification process (such as not needing to re-capture video or perform radio frequency spatiotemporal alignment), but directly migrates the previously established temporary billing association (status: "handover access - pre-activation") to "confirmation state" and activates real-time billing; "linking to the established billing data chain" means that the passage record corresponding to the second identity verification request is appended as a new block to the billing data chain (with the last record block on the source base station side as the parent block). Optionally, the recovery of the billing state machine includes verifying that the confirmation identity binding token in the second identity verification request is consistent with the token digest cached in the temporary billing association, and checking that the handover completion timestamp is within the validity window.

[0133] Preferably, after constructing the billing data chain, the process includes:

[0134] The key summary information of the billing data chain is written into the distributed ledger. The key summary information includes the hash value of the driver's identity and the trajectory hash of the vehicle's physical travel trajectory.

[0135] Among them, distributed ledger refers to a multi-node shared ledger built on a consortium blockchain or distributed hash table, deployed in the billing platform, edge nodes associated with each roadside RSU, and core nodes in cross-provincial billing areas; trajectory hashing refers to the hashing of a vehicle's physical travel trajectory (composed of a time-sequential sequence of location coordinates). Constructed Merkel root hashes or cumulative hashes (such as trail-based chain hashes) Optionally, the write operation is automatically triggered by a smart contract, and the key digest information also includes the billing state machine state transition digest (such as entry timestamp, exit timestamp, and hash of accumulated billing mileage) and block timestamp.

[0136] When a cross-domain synchronization request is triggered, the edge nodes of adjacent billing regions retrieve the corresponding confirmation identity binding token from the distributed ledger based on the trajectory hash to verify the consistency of cross-domain data.

[0137] Among them, cross-domain synchronization request triggering refers to the current roadside RSU detecting that a vehicle is about to cross the toll area boundary (such as provincial boundary, city boundary, or boundary of jurisdiction of different operators) and initiating identity status pre-synchronization or confirmation synchronization signaling to the edge node of the adjacent toll area; the trajectory hash serves as the unique index key of this passage event in the distributed ledger; retrieval refers to the adjacent toll area edge node using the trajectory hash as a query condition to locate the key digest record containing the corresponding confirmation identity binding token in the distributed ledger (such as the block data of the consortium blockchain or the distributed hash table); verifying cross-domain data consistency refers to comparing whether the confirmation identity binding token in the local bit cache (from the pre-synchronization stage) completely matches the record retrieved in the distributed ledger (including token hash, validity period, toll state machine state flag), ensuring that the final identity status of the vehicle in the original toll area has not been tampered with and is consistent with the ledger consensus. Optionally, the retrieval is implemented through the query interface of the smart contract. The input is the trajectory hash, and the return is the corresponding driver identity hash, token status digest and block height. Consistency verification includes checking the timestamp of the ledger record (such as the generation time being within the last N minutes) and the cross-domain permission flag (such as whether migration to this region is allowed).

[0138] If verification fails, the billing state machine's state transition path is traced back based on the historical records of the distributed ledger to reconstruct the broken billing data chain.

[0139] Optionally, backtracking is achieved through the state tracking interface of the smart contract, which takes the vehicle identification hash as input and returns a list of state changes sorted by time. Reconstruction includes: identifying the last valid confirmation state in the ledger, rolling back the local billing state machine to that state, and re-pulling the missing passage record blocks based on the trajectory hash links in the ledger to complete the data chain.

[0140] In another preferred embodiment, the present invention also provides an implementation method based on a large-area (e.g., nationwide) vehicle-to-everything (V2X) network underlying architecture, wherein the on-board OBU unit is integrated into a smart license plate equipped with a 5G communication module, and the system adopts a hierarchical heterogeneous network architecture to achieve cross-regional billing identity consistency management:

[0141] The underlying architecture of the large-area vehicle-to-everything (V2X) network comprises a four-level topology: a central cloud platform, provincial regional cloud nodes, an edge computing layer, and a roadside access layer. The central cloud platform deploys a global billing and clearing center and a distributed ledger master node to coordinate identity status synchronization and fund clearing across provincial billing regions. Provincial regional cloud nodes, serving as the central management units for each province's billing region, deploy provincial billing state machine management modules and blockchain consensus nodes. The edge computing layer, deployed at inter-provincial borders and key transportation hubs, includes edge computing modules for edge nodes and roadside RSU units, enabling cross-domain identity pre-synchronization and low-latency data processing. The roadside access layer includes 5G base stations and roadside RSU units deployed on the large-area highway network, providing access services to vehicle terminals via 5G network slicing or NR-V2X direct communication.

[0142] As the physical carrier of the on-board OBU unit, the smart license plate integrates a 5G communication module including a baseband processor, a radio frequency front-end, and an eSIM unit. The smart license plate writes a dedicated vehicle network number segment through the eSIM unit, supporting cross-operator domain roaming access based on 5G network slicing, ensuring the continuity of S-NSSAI and 5QI when traveling across billing areas. The baseband processor supports 5G NR and NR-V2X PC5 interfaces for generating and sending initial identity binding tokens and second identity verification requests. The back of the smart license plate integrates a radio frequency antenna array for establishing a direct communication link with the roadside RSU in a dual-channel redundant transmission path.

[0143] Furthermore, the central cloud platform constructs a cross-regional vehicle traffic big data map based on the intelligent license plate trajectory data reported by cloud nodes in each provincial region; based on the big data map analysis of cross-provincial traffic hotspots, it dynamically optimizes the deployment density of roadside RSUs and the allocation of edge node computing resources in inter-provincial border areas; when a vehicle enters the boundary of an inter-provincial tolling area, the edge node activates the pre-configuration process of the tolling state machine of the adjacent tolling area in advance based on the path prediction model issued by the central cloud platform, eliminating the identity synchronization lag caused by the transmission delay of the inter-provincial backbone network.

[0144] Preferably, the present invention also provides a 5G-based contactless payment and identity binding system for transportation, used to execute the 5G-based contactless payment and identity binding method for transportation as described above, the system comprising:

[0145] The vehicle-mounted OBU unit is equipped with a 5G communication module, local memory and vehicle status sensors. It is used to collect vehicle start-up status data and driver identity identifier, generate an initial identity binding token, send a first identity verification request to the roadside RSU through the 5G network and establish a dual-channel redundant transmission path, and send a second identity verification request based on the locally cached confirmation identity binding token and network context data when the 5G base station is triggered to switch.

[0146] The roadside RSU unit is deployed along the road and at the boundary of the billing area. It is equipped with a radio frequency signal receiving device, a video capture device and an edge computing module. It is used to receive the first identity verification request or the second identity verification request. Based on the arrival timestamp of the radio frequency signal and the video capture timestamp, it performs spatiotemporal alignment processing to generate a confirmation identity binding token.

[0147] Edge nodes, deployed in adjacent billing areas, are used to receive cross-domain synchronization requests and synchronize their identity and status with roadside RSUs;

[0148] The billing platform is equipped with a billing state machine management module and distributed storage nodes. It is used to establish a billing state machine based on identity verification requests, build a billing data chain, write the key summary of the billing state machine into the distributed storage nodes, and coordinate edge nodes to complete cross-domain identity status synchronization.

[0149] Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of the equivalents of the application are intended to be included within the invention.

[0150] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features of the invention herein.

Claims

1.A 5G-based traffic non-sensing payment and identity binding method, characterized in that, Includes the following steps: Collect vehicle startup status data and driver identity identifier to generate an initial identity binding token; The vehicle-mounted OBU sends a first identity verification request containing an initial identity binding token to the roadside RSU via the 5G network, establishes a dual-channel redundant transmission path, and caches the initial identity binding token in local storage. The roadside RSU receives the first identity verification request, performs spatiotemporal alignment processing based on the arrival timestamp of the radio frequency signal and the video capture timestamp of the capture device, establishes the mapping relationship between the vehicle's physical travel trajectory and the driver's identity identifier, generates a confirmation identity binding token and sends it back to the on-board OBU. When a vehicle triggers a 5G base station handover, the on-board OBU reads the locally cached confirmation identity binding token and network context data, encapsulates the confirmation identity binding token and network context data into a second identity verification request, and sends it to the roadside RSU corresponding to the target base station. The billing platform receives a first identity verification request or a second identity verification request, establishes a billing state machine based on the corresponding identity binding token, constructs a billing data chain, and writes the key summary of the billing state machine into a distributed storage node. When a vehicle enters the boundary of the billing area, the on-board OBU sends a cross-domain synchronization request to the current roadside RSU to synchronize the identity status with the adjacent billing area where edge nodes are deployed. The spatiotemporal alignment process between the arrival timestamp of the radio frequency signal and the video capture timestamp of the capture device includes: Extract Doppler frequency shift data and Channel State Information (CSI) phase data from the radio frequency signal, and calculate the vehicle's radial velocity based on the Doppler frequency shift data; The azimuth angle of the vehicle relative to the roadside antenna is calculated based on CSI phase data; The velocity components are calculated based on the vehicle's radial velocity and azimuth angle; the velocity components include lateral velocity components and longitudinal velocity components. Based on the velocity component, the compensated position coordinates corresponding to the video capture timestamp are predicted using a Kalman filter algorithm; the specific formula for calculating the compensated position coordinates is as follows: ； wherein, is a position coordinate, is a time of arrival timestamp of the radio frequency signal is a corresponding position coordinate, is a time difference value, is a transversal velocity component, is a longitudinal velocity component, a is an acceleration vector, is a video snapshot timestamp; Obtain the original position coordinates detected by the capture device, and calculate the position deviation value between the compensated position coordinates and the original position coordinates; If the position deviation value is less than the preset spatial threshold, clock drift compensation is performed on the video capture timestamp based on the time difference value to obtain the compensated timestamp; the compensated timestamp is aligned with the arrival timestamp of the radio frequency signal to establish the mapping relationship between the vehicle's physical travel trajectory and the driver's identity identifier. If the position deviation value is greater than or equal to the preset spatial threshold, the channel delay spread is calculated based on the CSI phase data, and the demodulation window parameters of the RF receiver are adjusted based on the channel delay spread. The radio frequency signal is re-demodulated based on the adjusted demodulation window parameters, the calibration timestamp is obtained, the arrival timestamp of the radio frequency signal is updated with the calibration timestamp, and the mapping relationship is established based on the updated arrival timestamp of the radio frequency signal and the video capture timestamp. 2.The 5G-based traffic non-sensing payment and identity binding method according to claim 1, characterized in that, Before encapsulating the second identity verification request and sending it to the roadside RSU corresponding to the target base station, the process includes generating network context data and pre-configuring the roadside RSU, including: Obtain the selection assistance information and service quality flow identifier of the single network slice of the current 5G network session, and write the selection assistance information and service quality flow identifier into the session context field of the network context data; The longitudinal and lateral accelerations of the vehicle are collected. Based on the vehicle's current position coordinates, longitudinal and lateral accelerations, the vehicle motion differential equation is established to predict the vehicle trajectory curve during network switching. The trajectory prediction vector is calculated based on the vehicle trajectory curve. The switching to the arrival time window is calculated based on the trajectory prediction vector; the specific formula for calculating the switching to the arrival time window is as follows: ； wherein, is a switch-in time window, is a distance between the on-board OBU and the target base station, is an average horizontal speed calculated based on historical speed data, is a time jitter tolerance calculated based on acceleration variance. Based on the handover arrival time window, the network context data is divided into high-priority fragments and low-priority fragments. The high-priority fragments and trajectory prediction vectors are encapsulated into the first data frame of the second identity verification request, and the low-priority fragments are encapsulated into the second data frame. The first data frame and the second data frame are sent to the roadside RSU corresponding to the target base station. The corresponding roadside RSU receives the first data frame, queries the local network slice instance library based on the selection auxiliary information, restores the session context of the on-board OBU, and reserves the corresponding transmission resource block based on the service quality flow identifier; The radio frequency reception window of the roadside RSU is pre-configured based on the trajectory prediction vector, wherein the radio frequency reception window is used to capture the second identity verification request sent by the on-board OBU after the handover. 3.The 5G-based traffic non-sensing payment and identity binding method according to claim 1, wherein, Send a cross-domain synchronization request to the current roadside RSU to synchronize identity status with adjacent billing areas where edge nodes are deployed, including: The current roadside RSU (Roadside Unit) uses historical data of the vehicle's physical travel trajectory to generate a travel path prediction curve, and calculates the estimated time when the vehicle will arrive at the boundary of the billing area based on the travel path prediction curve. Based on the expected time, a pre-synchronization time window is determined. At the beginning of the pre-synchronization time window, the identity binding token and the driving path prediction curve are transmitted to the edge nodes of the adjacent billing area. The edge node determines the target monitoring area based on the driving path prediction curve and returns a pre-receive confirmation message containing the list of roadside RSU identifiers of the target monitoring area to the current roadside RSU; Based on the pre-received confirmation message, the status of the identity binding token is transitioned from the valid state to the pre-activated state and synchronized to the vehicle OBU; The on-board unit (OBU) monitors the vehicle's current location in real time and calculates the path deviation between the vehicle's current location and the predicted driving path curve. If the path deviation exceeds the preset deviation tolerance, a path deviation alarm is sent to the current roadside RSU. Based on the path deviation alarm, a token freeze command is sent to the edge node of the adjacent billing area to transfer the status of the identity-bound token from the pre-activated state to the frozen state. If the path deviation does not exceed the preset deviation tolerance and the vehicle reaches the boundary of the billing area, the roadside RSUs in the adjacent billing area directly establish a billing state machine based on the pre-activated state. 4.The 5G-based traffic non-sensing payment and identity binding method of claim 1, wherein, The establishment of the billing state machine based on the corresponding identity binding token includes: Receive a first identity verification request or a second identity verification request, and extract the driver identity identifier and physical layer timestamp; A time base for the billing state machine is established based on the physical layer timestamp, the billing state machine is marked as a state to be verified, and a monitoring cycle is started. During the monitoring period, traffic record data uploaded from at least two different roadside RSUs are received, and the consistency between the driver identity identifier in each traffic record data and the driver identity identifier stored in the tolling state machine is compared. A spatiotemporal correlation graph is constructed based on traffic record data, and the topological continuity index of the vehicle's physical traffic trajectory is calculated based on the spatiotemporal correlation graph. If the driver identity consistency verification passes and the topology continuity index meets the reference conditions, the billing state machine will be transitioned from the pending verification state to the confirmed state, and a billing data chain will be generated. If there are discrepancies in the driver identification or the topology continuity index does not meet the reference conditions, a status query command is sent to the vehicle-mounted OBU; the validity of the billing state machine is verified based on the response message fed back by the vehicle-mounted OBU, and the pending verification state is maintained and the monitoring cycle is extended after the verification is passed. 5.The 5G-based traffic non-sensing payment and identity binding method according to claim 1, wherein, The establishment of a dual-channel redundant transmission path includes: Broadcast the digest hash of the initial identity binding token to nearby vehicles and receive a response confirmation message from the nearby vehicles; Based on the link status information in the response confirmation message, relay vehicles are selected, and a direct communication link is established between the current vehicle and the relay vehicle. The first identity verification request is sent to the relay vehicle through the direct communication link, and the relay vehicle forwards it to the current service roadside RSU to establish a dual-channel redundant transmission path. 6.The 5G-based traffic non-sensing payment and identity binding method according to claim 1, wherein, After the on-board unit (OBU) collects vehicle startup status data and driver identification, it includes: The vehicle stability coefficient is calculated based on the engine torque change rate and vehicle speed change rate in the vehicle startup state data. Obtain historical stability statistics for the current road segment, and determine the stability reference value for the current road segment based on the historical stability statistics; If the vehicle stability coefficient is less than the stability reference value, the validity period of the initial identity binding token will be shortened, and the frequency of sending the first identity verification request to the roadside RSU will be increased. If the vehicle stability coefficient is greater than or equal to the stability reference value, the standard validity period of the initial identity binding token will be maintained. 7.The 5G-based traffic non-sensing payment and identity binding method according to claim 1, wherein, When a vehicle triggers a 5G base station handover, including: The vehicle-mounted OBU sends a handover preparation request to the source base station; The source base station resolves the handover preparation request, queries the neighbor cell configuration information based on the target base station's identifier, and sends a context establishment request to the target base station. The context establishment request includes the encryption key identifier, the billing status snapshot, and the remaining validity period of the confirmation identity binding token. The target base station receives the context establishment request, establishes a temporary charging association based on the charging status snapshot, allocates a charging resource identifier that is continuous with the source base station, and returns a context establishment response message to the source base station. After the vehicle-mounted OBU switches to the target base station, it encrypts and transmits the second identity verification request based on the encryption key. The target base station directly restores the billing state machine based on the temporary billing association and links the second identity verification request to the established billing data chain. 8.The 5G-based traffic non-sensing payment and identity binding method of claim 1, wherein, After constructing the billing data chain, the following is included: The key summary information of the billing data chain is written into the distributed ledger. The key summary information includes the hash value of the driver's identity and the trajectory hash of the vehicle's physical travel trajectory. When a cross-domain synchronization request is triggered, the edge nodes of adjacent billing regions retrieve the corresponding confirmation identity binding token from the distributed ledger based on the trajectory hash to verify the consistency of cross-domain data. If verification fails, the billing state machine's state transition path is traced back based on the historical records of the distributed ledger to reconstruct the broken billing data chain. 9.A 5G-based traffic non-sensing payment and identity binding system, characterized in that, The system for performing the method as described in any one of claims 1 to 8 includes: The vehicle-mounted OBU unit is equipped with a 5G communication module, local memory and vehicle status sensors. It is used to collect vehicle start-up status data and driver identity identifier, generate an initial identity binding token, send a first identity verification request to the roadside RSU through the 5G network and establish a dual-channel redundant transmission path, and send a second identity verification request based on the locally cached confirmation identity binding token and network context data when the 5G base station is triggered to switch. The roadside RSU unit is deployed along the road and at the boundary of the billing area. It is equipped with a radio frequency signal receiving device, a video capture device and an edge computing module. It is used to receive the first identity verification request or the second identity verification request. Based on the arrival timestamp of the radio frequency signal and the video capture timestamp, it performs spatiotemporal alignment processing to generate a confirmation identity binding token. Edge nodes, deployed in adjacent billing areas, are used to receive cross-domain synchronization requests and synchronize their identity and status with roadside RSUs; The billing platform is equipped with a billing state machine management module and distributed storage nodes. It is used to establish a billing state machine based on identity verification requests, build a billing data chain, write the key summary of the billing state machine into the distributed storage nodes, and coordinate edge nodes to complete cross-domain identity status synchronization.

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