Vehicle-to-everything (V2X) communication methods and vehicles

Abstract

This application discloses a vehicle-to-everything (V2X) communication method and vehicle. The method is executed in any vehicle within the V2X network. The method includes: simultaneously establishing a direct communication link and a cellular communication link, and transmitting collision warning data to each communication peer within the communication range via the direct communication link. The communication peers include other vehicles and / or roadside traffic equipment. The method also includes: detecting idle spectrum resources of a base station via the cellular communication link, and adjusting the transmission power of the vehicle on the idle spectrum based on a non-cooperative game model; and when the transmission quality of the direct communication link corresponding to any communication peer is lower than a preset threshold, transmitting the collision warning data to the base station via the cellular communication link on the idle spectrum at the adjusted transmission power, so that the base station can forward the collision warning data to the communication peer. The technical solution provided by this application can improve the stability of V2X communication.

Description

Technical Field

[0001] This application belongs to the field of vehicle networking and its communication technology, and in particular relates to a vehicle networking communication method and vehicle. Background Technology

[0002] With the rapid development of intelligent and connected vehicles, vehicle-to-everything (V2X) technology has become a core support for intelligent transportation systems. Active safety functions based on V2X, such as intersection collision warning and emergency braking warning, are gradually being implemented, effectively reducing the incidence of road traffic accidents. These safety functions place extremely high demands on the real-time performance and reliability of communication; any data transmission delay or loss can lead to serious safety incidents. Therefore, improving the stability of V2X communication is a pressing technical problem that needs to be solved. Summary of the Invention

[0003] The embodiments of this application provide a vehicle-to-everything (V2X) communication method, apparatus, computer program product, computer-readable storage medium, and vehicle, which can at least improve the stability of V2X communication to a certain extent.

[0004] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0005] According to a first aspect of the embodiments of this application, a vehicle-to-everything (V2X) communication method is provided. The method is executed in any vehicle in the V2X network. The method includes: simultaneously establishing a direct communication link and a cellular communication link, and transmitting collision warning data to each communication peer within the communication range through the direct communication link, wherein the communication peers include other vehicles and / or roadside traffic equipment; detecting idle spectrum resources of a base station through the cellular communication link, and adjusting the transmission power of the vehicle on the idle spectrum based on a non-cooperative game model; when the transmission quality of the direct communication link corresponding to any communication peer is lower than a preset threshold, transmitting the collision warning data to the base station through the cellular communication link on the idle spectrum at the adjusted transmission power, so that the base station forwards the collision warning data to the any communication peer.

[0006] In some embodiments of this application, based on the foregoing scheme, the step of detecting the idle spectrum resources of the base station through the cellular communication link includes: sending a spectrum sensing request to the base station and receiving spectrum usage status information fed back by the base station; identifying spectrum resources not occupied by authorized users of the cellular network according to the spectrum usage status information, as the idle spectrum resources.

[0007] In some embodiments of this application, based on the foregoing scheme, adjusting the vehicle's transmission power on the idle spectrum based on a non-cooperative game model includes: initializing the vehicle's transmission power and calculating the vehicle's signal-to-interference ratio (SIR) at the current transmission power; calculating the vehicle's utility function value based on the SIR, wherein the utility function value characterizes the number of collision warning information bits that can be correctly received per unit of energy consumed by the vehicle; iteratively adjusting the transmission power to maximize the utility function value until a Nash equilibrium is reached; and determining the transmission power corresponding to the Nash equilibrium as the final transmission power used.

[0008] In some embodiments of this application, based on the foregoing scheme, calculating the signal-to-interference ratio (SIR) of the vehicle at the current transmission power includes: obtaining the path gain between the vehicle and the base station; obtaining the transmission power of other vehicles on the idle spectrum and their path gain with the base station; and calculating the SIR based on the transmission power of the vehicle, the path gain, the transmission power and path gain of the other vehicles, and the Gaussian white noise power.

[0009] In some embodiments of this application, based on the foregoing scheme, the step of calculating the utility function value of the vehicle according to the signal-to-interference ratio includes: calculating an efficiency function value based on the signal-to-interference ratio, wherein the efficiency function value is only related to the signal-to-interference ratio; calculating a cost function value based on the transmission power and the path gain between the vehicle and the base station; and calculating the utility function value based on the efficiency function value and the cost function value.

[0010] In some embodiments of this application, based on the foregoing scheme, the iterative adjustment of the transmission power to maximize the utility function value until a Nash equilibrium is reached includes: determining the power adjustment direction based on the partial derivative of the utility function value with respect to the transmission power; adjusting the transmission power according to a preset step size based on the power adjustment direction; recalculating the signal-to-interference ratio and the corresponding utility function value of the vehicle under the adjusted transmission power; and determining that a Nash equilibrium has been reached if the change in the utility function value is less than a preset convergence threshold.

[0011] In some embodiments of this application, based on the foregoing scheme, after adjusting the transmission power of the vehicle on the idle spectrum based on a non-cooperative game model, the method further includes: detecting the interference intensity of the vehicle to licensed users of the cellular network; if the interference intensity exceeds a preset interference threshold, reducing the transmission power until the interference intensity is lower than the preset interference threshold.

[0012] In some embodiments of this application, based on the foregoing scheme, the method further includes: real-time statistics of the frame success transmission probability of the vehicle sending data to each communication peer; and using the frame success transmission probability as a transmission quality indicator of the direct communication link corresponding to each communication peer.

[0013] In some embodiments of this application, based on the foregoing scheme, the method further includes: after the vehicle transmits collision warning data to any communication peer via the cellular communication link, continuously detecting the transmission quality of the direct communication link between the vehicle and any communication peer; when the transmission quality of the direct communication link between the vehicle and any communication peer recovers to a level greater than or equal to the preset threshold, switching back to the direct communication link to transmit collision warning data to any communication peer.

[0014] According to a second aspect of the embodiments of this application, a vehicle-to-everything (V2X) communication device is provided. The device is installed in any vehicle in the V2X network. The device includes: an establishment unit, configured to simultaneously establish a direct communication link and a cellular communication link, and transmit collision warning data to each communication peer within the communication range through the direct communication link, wherein the communication peers include other vehicles and / or roadside traffic equipment; a detection unit, configured to detect the idle spectrum resources of a base station through the cellular communication link, and adjust the transmission power of the vehicle on the idle spectrum based on a non-cooperative game model; and a transmission unit, configured to transmit the collision warning data to the base station through the cellular communication link on the idle spectrum at the adjusted transmission power when the transmission quality of the direct communication link corresponding to any communication peer is lower than a preset threshold, so that the base station forwards the collision warning data to the any communication peer.

[0015] According to a third aspect of the embodiments of this application, a computer program product is provided, the computer program product including computer instructions stored in a computer-readable storage medium and adapted to be read and executed by a processor to cause a computer device having the processor to perform an operation as described in any of the first aspects above.

[0016] According to a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided, the computer-readable storage medium storing at least one computer program instruction, the at least one computer program instruction being loaded and executed by a processor to perform the operation as described in any of the first aspects above.

[0017] According to a fifth aspect of the embodiments of this application, a vehicle is provided, the vehicle including one or more processors and one or more memories, the one or more memories storing at least one computer program instruction, the at least one computer program instruction being loaded and executed by the one or more processors to perform the operation as described in any of the first aspects above.

[0018] Based on the technical solution proposed in this application, by simultaneously establishing a dual-redundancy architecture of direct communication links and cellular communication links, two independent transmission channels can be provided for collision warning data, avoiding communication interruptions caused by a single link failure. By using cognitive radio technology to detect idle spectrum resources of base stations in advance, idle spectrum resources can be effectively utilized, alleviating the problem of communication resource shortages in areas with high traffic volume. By adjusting the transmission power of vehicles on idle spectrum in advance based on a non-cooperative game model, mutual interference between vehicles can be effectively reduced while ensuring data transmission reliability, improving spectrum resource utilization. Through selective link switching for individual communication peers, the low-latency advantage of direct communication can be preserved to the maximum extent while ensuring communication quality and avoiding excessive load on the cellular network. This application can comprehensively improve the stability and reliability of vehicle-to-everything (V2X) communication, providing solid technical support for active safety functions such as intersection collision warning. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings: Figure 1 A scene model diagram of a vehicle networking system according to an embodiment of this application is shown; Figure 2 A flowchart of a vehicle-to-everything (V2X) communication method according to an embodiment of this application is shown; Figure 3 This illustration shows a schematic diagram of a redundancy model for intersection collision warning communication in a complementary mode of direct communication and cellular network backup, according to an embodiment of this application. Figure 4 A block diagram of a vehicle-to-everything (V2X) communication device according to an embodiment of this application is shown; Figure 5 A schematic diagram of the vehicle structure according to an embodiment of this application is shown. Detailed Implementation

[0020] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0021] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0022] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices. It should also be noted that, for the sake of simplicity, certain components in the drawings that do not affect the interpretation of the technical solution of this application have been appropriately omitted.

[0023] The flowchart shown in the attached diagram is for illustrative purposes only and does not necessarily include all content and operations / steps, nor does it necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined. Therefore, the actual execution order may change depending on the actual situation.

[0024] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "multiple" means two or more.

[0025] With the rapid development of intelligent and connected vehicles, vehicle-to-everything (V2X) technology has become a core support for intelligent transportation systems. Active safety functions based on V2X, such as intersection collision warning and emergency braking warning, are gradually being implemented, effectively reducing the incidence of road traffic accidents. These safety functions place extremely high demands on the real-time performance and reliability of communication; any data transmission delay or loss can lead to serious safety incidents.

[0026] Reference Figure 1 The diagram illustrates a scenario model of a vehicle networking system according to an embodiment of this application. Figure 1 As shown, the inventors of this application have discovered that current vehicle-to-everything (V2X) communication technologies still have many shortcomings: On the one hand, direct communication technology suffers from severe channel congestion when the number of vehicles accessing the network surges within a given area, leading to a sharp decline in communication performance and making it impossible to guarantee the reliable transmission of collision warning data; on the other hand, cellular vehicle-to-everything (C-V2X) communication uses a fixed spectrum allocation strategy, resulting in low spectrum resource utilization and a shortage of communication resources in densely trafficked areas such as city centers. Although the introduction of cognitive radio technology has alleviated the spectrum shortage problem to some extent, when base stations and unlicensed vehicles share the same spectrum to transmit data, the transmission power of different vehicles will cause varying degrees of interference. Existing power control methods are insufficient to effectively reduce mutual interference between vehicles while ensuring data transmission reliability. Furthermore, existing V2X communication switching schemes mostly adopt a global switching mode, that is, when the quality of the direct communication link deteriorates, all data transmissions are switched to the cellular communication link. This not only significantly increases the load on the cellular network but also sacrifices the low latency advantage of direct communication. Moreover, some schemes use a cold start method of temporarily establishing a cellular link after a failure, which cannot meet the millisecond-level real-time requirements of the collision warning function.

[0027] Based on this, this application proposes a vehicle-to-everything (V2X) communication scheme, which aims to overcome the problems of insufficient stability, high switching delay, and severe signal interference in the existing V2X communication technology, improve the stability of V2X communication, and thus achieve accurate quantification of device damage and real-time assessment of health status.

[0028] Next, this application will elaborate on the proposed vehicle-to-everything (V2X) communication solution. (Refer to...) Figure 2 The flowchart illustrates a vehicle-to-everything (V2X) communication method according to an embodiment of this application. This method is executed in any vehicle within the V2X network, such as... Figure 2 As shown, the method includes at least steps 210 to 230, which are described in detail below: In step 210, a direct communication link and a cellular communication link are established simultaneously, and collision warning data is transmitted to each communication peer within the communication range through the direct communication link. The communication peers include other vehicles and / or roadside traffic equipment.

[0029] Reference Figure 3 The diagram illustrates a redundancy model for intersection collision warning communication in a complementary mode of direct communication and cellular network backup, according to an embodiment of this application.

[0030] In this application, as Figure 3As shown, after the vehicle is powered on and connected to the vehicle-to-everything (V2X) system, two independent communication interfaces can be initialized simultaneously. The direct communication interface corresponds to the PC5 interface in C-V2X technology. This interface supports direct communication between vehicles and between vehicles and roadside equipment, without requiring base station forwarding. End-to-end latency can be controlled within the range of 3 to 10 milliseconds, making it suitable for safety applications with extremely high real-time requirements, such as collision warning. The cellular communication interface corresponds to the Uu interface in C-V2X technology. This interface transmits data through a base station. Although the latency is relatively high, ranging from 20 to 50 milliseconds, it features wide coverage and stable communication quality, making it suitable as a backup link for direct communication.

[0031] After establishing a direct communication link with the vehicle, collision warning data can be broadcast to all communication peers within the communication range at a fixed frequency. The broadcast frequency can be set to 10 times per second to ensure real-time data transmission. The communication range can be adjusted according to the actual scenario. In urban intersection scenarios, it can be set to 300 to 500 meters, covering the entire intersection and surrounding area. Communication peers include all other vehicles within the communication range, such as passenger cars, buses, delivery trucks, etc., as well as roadside traffic equipment deployed at the intersection, such as traffic lights, roadside units (RSUs), and traffic cameras.

[0032] In this application, the collision warning data may include the vehicle's own speed, position coordinates, intersection traffic light phase information, and autonomous driving control commands. The speed can be obtained through the vehicle's wheel speed sensors or a Global Navigation Satellite System (GNSS), and the position coordinates can be obtained through GNSS combined with an inertial navigation system, with accuracy down to the centimeter level. Intersection traffic light phase information can be obtained through roadside unit broadcasts or through onboard camera recognition, including information such as the current traffic light color and remaining duration. Autonomous driving control commands include acceleration, deceleration, braking, and steering commands; these commands directly reflect the vehicle's future driving state and are crucial for predicting collision risks.

[0033] In this application, by simultaneously establishing a dual-redundancy architecture of direct communication links and cellular communication links, two independent transmission channels can be provided for collision warning data. This fully leverages the low latency advantage of direct communication to ensure timely delivery of collision warning information, avoiding communication interruptions caused by a single link failure and addressing the shortcomings of insufficient reliability of single links in existing technologies. Furthermore, prioritizing the use of the lower-latency direct communication link for data transmission maximizes the real-time performance requirements of the collision warning function, preventing collisions caused by transmission delays. Maintaining the online status of the cellular communication link prepares for potential link switching in the event of a failure, avoiding delays caused by temporarily establishing a link during a failure, thereby improving the stability and safety of vehicle-to-everything (V2X) communication.

[0034] Continue to refer to Figure 1 In step 220, the idle spectrum resources of the base station are detected through the cellular communication link, and the transmission power of the vehicle on the idle spectrum is adjusted based on a non-cooperative game model.

[0035] This step mainly includes two parallel sub-processes: the idle spectrum detection process and the transmission power adjustment process. These two processes can be started immediately after the vehicle connects to the vehicle network and run continuously in the background throughout the vehicle's journey, periodically updating idle spectrum resources and optimal transmission power to ensure that the cellular communication link is always in a readily available hot backup state.

[0036] In this application, by detecting idle spectrum resources, idle spectrum resources can be effectively utilized, avoiding spectrum waste and alleviating the problem of communication resource shortage in areas with high traffic volume. This solves the problem of low resource utilization caused by the fixed spectrum allocation of existing cellular communication. Based on a non-cooperative game model, the transmission power can be adjusted in advance, allowing each vehicle to find the optimal transmission power. While ensuring the reliable transmission of its own collision warning data, this effectively reduces mutual interference between vehicles, avoids the problem of increased interference caused by excessive power, and also reduces vehicle energy consumption, thereby improving the stability and efficiency of vehicle network communication.

[0037] In step 220 above, the detection of idle spectrum resources of the base station through the cellular communication link can be performed according to steps 221 to 222 as follows: Step 221: Send a spectrum sensing request to the base station and receive spectrum usage status information fed back by the base station.

[0038] Step 222: Identify spectrum resources not occupied by authorized cellular network users based on the spectrum usage status information, and designate them as the idle spectrum resources.

[0039] In this application, steps 221 to 222 relate to the application of cognitive radio technology, a wireless communication technology with dynamic spectrum access and reconfiguration capabilities. Traditional cellular communication employs a fixed spectrum allocation strategy, where governments and international organizations allocate designated spectrum to licensed users. When licensed users do not transmit information, the corresponding spectrum remains idle, resulting in a waste of spectrum resources. Cognitive radio technology can detect these idle spectrum resources through spectrum sensing capabilities and allocate them to unlicensed vehicle users without interfering with the normal communication of licensed users, thereby significantly improving the utilization rate of spectrum resources.

[0040] In this application, the vehicle sends a spectrum sensing request to the base station via a cellular communication link. Upon receiving the request, the base station performs real-time monitoring of all spectrum resources within its coverage area and feeds back spectrum usage status information to the vehicle. Spectrum usage status information may include signal strength, occupancy status, and interference levels for each frequency band. After receiving the information from the base station, the vehicle analyzes and processes it to identify spectrum resources with signal strength below a preset threshold that are not occupied by authorized cellular network users. These spectrum resources are the idle spectrum resources that can be used by the vehicle.

[0041] In this application, when multiple base stations have idle spectrum resources, the idle spectrum resource corresponding to the base station with the largest vehicle path gain can be selected for data transmission.

[0042] It's important to note that path gain refers to the amplification or attenuation factor of a signal during its transmission from the transmitter to the receiver. It is closely related to factors such as the distance between the transmitter and receiver, obstacles, and the signal propagation environment. A higher path gain indicates less signal attenuation during transmission, allowing vehicles to achieve the same communication effect with less transmission power. Selecting idle spectrum resources corresponding to the base station with the highest path gain for the vehicle can effectively reduce the vehicle's transmission power, minimize interference to other vehicles and licensed cellular network users, and extend the lifespan of in-vehicle communication equipment.

[0043] In steps 221 and 222 above, by sending a spectrum sensing request to the base station and receiving feedback spectrum usage status information, the vehicle can quickly and accurately obtain currently available idle spectrum resources, avoiding the problems of low efficiency and poor accuracy caused by the vehicle detecting the spectrum alone. By filtering spectrum occupied by unauthorized users as idle spectrum resources, it can be ensured that the vehicle's use of spectrum will not interfere with the normal communication of authorized users, which complies with the usage specifications of cognitive radio technology. At the same time, it can also provide suitable spectrum resources for the reliable transmission of subsequent collision warning data, further improving the stability and compliance of vehicle-to-everything (V2X) communication.

[0044] In step 220 above, adjusting the vehicle's transmission power on the idle spectrum based on a non-cooperative game model can be performed according to steps 223 to 226 as follows: Step 223: Initialize the transmission power of the vehicle and calculate the signal-to-interference ratio of the vehicle at the current transmission power.

[0045] Step 224: Calculate the utility function value of the vehicle based on the signal-to-interference ratio. The utility function value is used to characterize the number of collision warning information bits that can be correctly received for each unit of energy consumed by the vehicle on average.

[0046] Step 225: Iteratively adjust the transmission power to maximize the utility function value until a Nash equilibrium is reached.

[0047] Step 226: Determine the transmission power corresponding to the Nash equilibrium state as the final transmission power to be used.

[0048] In steps 223 to 226 above, by introducing non-cooperative game theory, each vehicle is considered a rational player in the game, and each vehicle's goal is to maximize its own communication utility without interfering with the normal communication of other vehicles. This distributed power control method can effectively solve the interference problem when multiple vehicles share idle spectrum, thereby optimizing the overall system performance.

[0049] In this application, when the vehicle connects to the vehicle network, its transmission power can be initialized to a default power value. The default power value can be set according to the actual scenario, for example, it can be set to 10 milliwatts. This default power value is an empirical value that ensures the vehicle can establish a basic communication connection with the base station in most situations, without causing severe interference due to excessive power.

[0050] In steps 223 to 226 above, initializing the transmission power and calculating the signal-to-interference ratio provides basic data for subsequent power adjustments, ensuring the accuracy of power adjustments. Calculating the utility function value quantifies the vehicle's transmission efficiency, providing a clear target for power adjustments. Iteratively adjusting the transmission power until a Nash equilibrium is reached allows each vehicle to find its optimal transmission power. This ensures reliable transmission of its own collision warning data while effectively reducing mutual interference between vehicles, avoiding increased interference and energy waste due to excessive power, and preventing data transmission failure due to insufficient power. This, in turn, improves the stability, efficiency, and energy saving of vehicle-to-everything (V2X) communication.

[0051] In step 223 above, calculating the signal-to-interference ratio of the vehicle at the current transmission power can be performed according to steps 2231 to 2233 as follows: 2231, Obtain the path gain between the vehicle and the base station.

[0052] 2232, Obtain the transmission power of other vehicles on the idle spectrum and their path gain with the base station.

[0053] 2233, The signal-to-interference ratio is calculated based on the transmission power of the vehicle, the path gain, the transmission power and path gain of the other vehicles, and the Gaussian white noise power.

[0054] In this application, it should be noted that the Signal-to-Interference Ratio (SIR) is a core indicator for measuring communication quality; it represents the ratio of useful signal power to interference signal power plus noise power. A higher SIR indicates better communication quality and higher data transmission reliability. In this application, the... The signal-to-interference ratio (SIR) of an autonomous vehicle can be calculated using the following formula:

[0055] in, is a constant and =1, Indicates the first Path gain between vehicle users and base stations Indicates the first Path gain between vehicle users and base stations Indicates the first The transmission power of the vehicle user is recognized. Indicates the first The transmission power of the vehicle user is recognized. This represents the power of Gaussian white noise.

[0056] In this application, the path gain between the vehicle and the base station can be obtained when the vehicle connects to the vehicle network. The path gain between the vehicle and the base station can be obtained jointly by onboard sensors and the ranging function of the base station. The base station can calculate the signal attenuation during transmission by measuring the strength of the pilot signal transmitted by the vehicle and combining it with the known transmit power of the pilot signal, thereby obtaining the path gain. The vehicle can also calculate the path gain using the same method by receiving signals transmitted by the base station.

[0057] In steps 2231 to 2233 above, by acquiring the path gain between the vehicle and the base station, the transmission power and path gain of other vehicles, and the Gaussian white noise power, various influencing factors in the communication process can be comprehensively considered, ensuring that the signal-to-interference ratio (SIR) calculation results are accurate and reliable. Through accurate SIR calculation, precise basic data can be provided for the subsequent calculation of utility function values ​​and adjustment of transmission power, avoiding unreasonable power adjustment due to SIR calculation errors, thereby ensuring the accuracy and effectiveness of transmission power adjustment, providing a guarantee for the reliable transmission of collision warning data, and improving the stability of vehicle network communication.

[0058] In step 224 above, the characteristic is that the calculation of the vehicle's utility function value based on the signal-to-interference ratio can be performed according to the following steps 2241 to 2243: Step 2241: Calculate the efficiency function value based on the signal-to-interference ratio (SINR), where the efficiency function value is only related to the SINR.

[0059] Step 2242: Calculate the cost function value based on the transmission power and the path gain between the vehicle and the base station.

[0060] Step 2243: Calculate the utility function value based on the efficiency function value and the cost function value.

[0061] In this application, it should be noted that the utility function is the core of the game model, defining the payoff for each player. In this application, the utility function represents the number of collision warning information bits that can be correctly received per unit of energy consumed by the vehicle. This metric comprehensively considers both data transmission reliability and energy consumption, thus fully reflecting the vehicle's communication performance.

[0062] In this application, the efficiency function value calculated based on the signal-to-interference ratio (SIR) can be calculated using the sigmoid function, where the input to the sigmoid function is the difference between the SIR and a preset constant. The efficiency function characterizes the effectiveness of data transmission under different SIRs; it is only related to the vehicle's SIR and is independent of radio access technology and modulation method, thus possessing good versatility. The specific form of the efficiency function used in this application is as follows:

[0063] This sigmoid function has good smoothness and monotonicity. When the signal-to-interference ratio (SIR) is low, the efficiency function value rises rapidly, indicating that increasing the SIR can significantly improve the effectiveness of data transmission. When the SIR exceeds a certain value, the efficiency function value gradually flattens out, indicating that further increasing the SIR has limited effect on improving the effectiveness of data transmission.

[0064] In this application, the step of calculating the cost function value based on the transmission power and the path gain between the vehicle and the base station can calculate a first parameter related to the path gain, data packet length, and data transmission rate, and calculate the cost function value based on the first parameter and the logarithmic function value of the transmission power.

[0065] The cost function characterizes the cost incurred by a vehicle in using transmission power for communication. Its introduction aims to curb the selfish behavior of vehicles unduly increasing transmission power to improve their communication quality. The cost function proposed in this application is a nonlinear function based on path gain, with the following specific form:

[0066] in, It is a function related to path gain, specifically in the form of:

[0067] in, It is a constant in this application. , This indicates the size of the useful information in each data packet frame. This indicates the length of each data packet, in bits. This indicates the rate at which data is sent.

[0068] By combining the efficiency function and the cost function, we can obtain the final utility function:

[0069] The utility function described above consists of two parts. The first part is the benefit term, which is directly proportional to the efficiency of data transmission and inversely proportional to the transmission power. The second part is the cost term, which is directly proportional to the transmission power and path gain. Vehicles maximize this utility function by adjusting the transmission power, thereby achieving an optimal balance between transmission reliability and energy consumption.

[0070] In this application, to more intuitively illustrate the working principle of the utility function, a specific calculation is performed using vehicle A in a city morning rush hour intersection scenario as an example. The path gain between vehicle A and the base station is known. The sum of interference from other vehicles Gaussian white noise power Length of each data packet M =1024 bits, effective information length per frame L =256 bits, data transmission rate R =1Mbps.

[0071] When the transmission power of vehicle A At that time, Xin Ganbi Efficiency function utility function At this point, the utility is negative, indicating that the transmission power is too low and the data can hardly be received correctly.

[0072] When the transmission power of vehicle A At that time, Xin Ganbi Efficiency function utility function At this point, the utility reaches its maximum value, indicating that this is the optimal transmission power for vehicle A.

[0073] When the transmission power of vehicle A At that time, Xin Ganbi Efficiency function utility function At this point, the utility becomes negative again, indicating that the transmission power is too high and the cost exceeds the benefit.

[0074] In steps 2241 to 2243 above, by using the sigmoid function to calculate the efficiency function value, the relationship between the signal-to-interference ratio and the transmission efficiency can be accurately fitted, ensuring that the calculation of the efficiency function value is accurate and reliable. By combining the transmission power and path gain to calculate the cost function value, energy consumption and interference costs can be comprehensively considered, avoiding the problem of excessive power due to ignoring costs. By calculating the utility function value through the difference between the efficiency function value and the cost function value, the transmission efficiency of the vehicle can be accurately quantified, providing a clear target for subsequent iterative adjustments to the transmission power, ensuring that the power adjustment can maximize transmission efficiency and minimize energy consumption and interference, thereby improving the stability and efficiency of vehicle-to-everything (V2X) communication.

[0075] In step 225 above, the iterative adjustment of the transmission power to maximize the utility function value until a Nash equilibrium is reached can be performed according to steps 2251 to 2254 as follows: Step 2251: Determine the power adjustment direction based on the partial derivative of the utility function value with respect to the transmission power.

[0076] Step 2252: Based on the power adjustment direction, adjust the transmission power according to a preset step size.

[0077] Step 2253: Recalculate the signal-to-interference ratio and the corresponding utility function value of the vehicle under the adjusted transmission power.

[0078] Step 2254: If the change in the utility function value is less than a preset convergence threshold, then it is determined that a Nash equilibrium state has been reached.

[0079] In this application, it should be noted that Nash equilibrium is a core concept in non-cooperative game theory. It refers to a state in which no single participant can improve their own payoff by unilaterally changing their strategy. In the power control game of this application, when Nash equilibrium is reached, the transmission power of each vehicle is optimal, and any single vehicle adjusting its transmission power will lead to a decrease in its utility function value.

[0080] When iteratively adjusting the transmission power, the vehicle first calculates the partial derivative of the utility function with respect to the transmission power. The sign of the partial derivative determines the direction of power adjustment. If the partial derivative is positive, it means that increasing the transmission power can improve the utility function value, and the vehicle should increase the transmission power. If the partial derivative is negative, it means that decreasing the transmission power can improve the utility function value, and the vehicle should decrease the transmission power. The preset step size can be set according to the actual situation, for example, it can be set to 0.01W. Too small a step size will lead to too many iterations and a slower convergence speed; too large a step size may cause oscillations in the iteration process, making it impossible to converge to the optimal value.

[0081] In this application, it can also be determined whether the non-cooperative game model is a supermodel game model. If the non-cooperative game model is a supermodel game model, then a unique Nash equilibrium point is determined to exist. When the transmission power of the vehicle is adjusted to the power value corresponding to the Nash equilibrium point, the iterative adjustment stops.

[0082] Hypermodal games are a class of game models with favorable properties. If a game is a hypermodal game, then it must have a pure-policy Nash equilibrium, and this Nash equilibrium point is unique. This application proves, through analysis of the second-order partial derivatives of the utility function, that the proposed non-cooperative game model is a hypermodal game model, and therefore, the model has a unique Nash equilibrium point. This guarantees the convergence and stability of the power control algorithm.

[0083] In this application, when the signal-to-interference ratio (SIR) of the vehicle is within a preset SIR range, it is determined that the transmission power meets the transmission requirements for collision warning data. The lower limit of the preset SIR range is 5, and the upper limit is 10.

[0084] This preset signal-to-interference ratio (SIR) range is determined based on the transmission requirements of collision warning data. When the SIR is below 5, the bit error rate of the data will be too high, making it impossible to guarantee the reliable transmission of collision warning data. When the SIR is above 10, although the reliability of data transmission is very high, it requires a large transmission power, which will increase interference to other vehicles and waste energy. Therefore, controlling the SIR between 5 and 10 achieves the best balance between transmission reliability and interference level.

[0085] In this application, when the signal-to-interference ratio (SIR) of the vehicle is within the preset SIR range, the bit error rate of the vehicle is less than one ten-thousandth, and the frame success transmission probability is not less than eighty percent.

[0086] Bit Error Rate (BER) is the ratio of the number of incorrectly received bits to the total number of bits transmitted during data transmission. In this application, the bit error rate can be calculated using the following formula:

[0087] When the letter is dry Bit error rate Frame success transmission probability This probability is too low to meet the requirements. When the signal-to-interference ratio... Bit error rate Frame success transmission probability This probability is sufficient to meet the transmission requirements of collision warning data. When the signal-to-interference ratio... Bit error rate Frame success transmission probability This further improves transmission reliability.

[0088] In steps 2251 to 2254 above, determining the power adjustment direction by using the partial derivative of the utility function value with respect to the transmission power ensures the accuracy of the power adjustment direction and avoids efficiency reduction caused by blind adjustment. Controlling the power adjustment amplitude by setting a preset step size ensures the stability of the iteration process and avoids oscillation, while balancing iteration speed and accuracy. Recalculating the signal-to-interference ratio and utility function value ensures that each adjustment is based on the latest communication state, improving the accuracy of power adjustment. Determining the Nash equilibrium state by the change in the utility function value ensures that the final transmission power is optimal, maximizing the utility function value, thereby guaranteeing reliable transmission of collision warning data, reducing interference between vehicles, and improving the stability and efficiency of vehicle network communication.

[0089] After step 220 above, that is, after adjusting the transmission power of the vehicle on the idle spectrum based on the non-cooperative game model, steps 227 to 228 can also be performed: Step 227: Detect the interference intensity of the vehicle to authorized users of the cellular network.

[0090] Step 228: If the interference intensity exceeds a preset interference threshold, reduce the transmission power until the interference intensity is lower than the preset interference threshold.

[0091] In this application, since idle spectrum resources are originally allocated to licensed users of the cellular network, vehicles must ensure that their use of these spectrum resources does not interfere with the normal communication of licensed users. Therefore, after adjusting the transmission power, the vehicle also needs to detect the intensity of its interference to licensed users of the cellular network. The interference intensity can be assessed through the signal quality information of licensed users fed back by the base station, or it can be detected through the vehicle's own spectrum sensing function. The preset interference threshold is determined according to relevant national standards and cellular network communication quality requirements. When the interference intensity exceeds this threshold, the vehicle must reduce its transmission power until the interference intensity is below the threshold.

[0092] In steps 227 and 228 above, by detecting the interference intensity of the vehicle to authorized users of the cellular network, interference problems caused by excessive vehicle transmission power can be detected in a timely manner, avoiding impact on the normal communication of authorized users, which meets the core requirement of cognitive radio technology to not interfere with authorized users. By reducing the transmission power until the interference intensity is below a preset threshold, interference can be effectively controlled, ensuring the communication quality of authorized users. At the same time, it can also prevent the base station from restricting the vehicle's use of idle spectrum due to interference problems, ensuring that the vehicle can continuously use idle spectrum to transmit collision warning data. In addition, after reducing the power, re-detecting the signal-to-interference ratio and utility function value can ensure that the transmission reliability of collision warning data is not affected, thereby improving the stability and compliance of vehicle-to-everything (V2X) communication.

[0093] Continue to refer to Figure 1 In step 230, when the transmission quality of the direct communication link corresponding to any communication peer is lower than a preset threshold, the collision warning data is transmitted to the base station through the cellular communication link on the idle spectrum at an adjusted transmission power, so that the base station forwards the collision warning data to the any communication peer.

[0094] This application enables seamless switching between direct communication links and cellular communication links, representing the core of a dual communication redundancy architecture. Unlike the global switching mode used in existing technologies, this application employs a single-end selective switching mode. That is, the vehicle will only switch to the cellular communication link to transmit data for specific communication peers whose direct communication link quality is substandard. For communication peers whose direct communication link quality is still up to standard, the vehicle will continue to use the lower-latency direct communication link to transmit data.

[0095] In this application, selective link switching for individual communication peers can maximize the preservation of the low-latency advantage of direct communication while ensuring reliable transmission of collision warning data. This avoids the problems of excessive cellular network load and reduced real-time performance caused by existing global switching modes. At the same time, since cellular links, idle spectrum, and optimal transmission power are prepared in advance, the switching process does not require temporary link establishment and power adjustment, achieving seamless switching, effectively reducing switching latency, and solving the shortcomings of existing cold start switching methods that cannot meet the real-time requirements of collision warning. This further improves the stability and reliability of vehicle-to-everything (V2X) communication and provides solid technical support for intersection collision warning functions.

[0096] In this application, the transmission quality of the direct communication link corresponding to any of the communication peers can be determined through the following steps 231 to 232: Step 231: Real-time statistics are performed on the success rate of data frames transmitted by the vehicle to each communication peer.

[0097] Step 232: The frame successful transmission probability is used as the transmission quality index of the direct communication link corresponding to each communication peer.

[0098] In this application, it should be noted that the frame success transmission probability refers to the ratio of the number of successfully transmitted data packets to the total number of transmitted data packets within a certain period of time. It is the most direct and effective indicator for measuring the quality of a direct communication link. The vehicle maintains a separate statistical value for the frame success transmission probability for each communication peer, with a statistical period set to 1 second, thus reflecting changes in link quality promptly. The preset threshold can be set according to the transmission requirements of collision warning data; for example, it can be set to 0.8, meaning that when the frame success transmission probability is below 80%, the direct communication link corresponding to that communication peer is considered substandard, and a switch to a cellular communication link is required.

[0099] When a vehicle detects that the quality of a direct communication link corresponding to a certain communication peer is lower than a preset threshold, no additional preparation is required. It can directly use the latest available spectrum resources and the pre-adjusted optimal transmission power to send collision warning data for that communication peer to the base station via the cellular communication link. Upon receiving the data, the base station forwards it to the target communication peer. The entire handover process can be completed within milliseconds, without affecting the real-time performance of the collision warning data.

[0100] In steps 231 and 232 above, by statistically analyzing the frame success transmission probability of each communication peer in real time and using it as a transmission quality indicator for the direct link, the transmission quality of each direct link can be accurately determined, avoiding the problem of inaccurate handover judgment caused by using a globally unified indicator. Through the quantitative calculation of bit error rate and frame success transmission probability, an objective and reliable basis can be provided for link handover, ensuring that handover only occurs when the quality of the direct link is indeed substandard, avoiding unnecessary handover that leads to a decrease in real-time performance and an increase in cellular network load. At the same time, real-time statistics can promptly detect changes in the quality of the direct link, providing timely support for link handover, ensuring that collision warning data can be continuously and reliably transmitted, thereby improving the stability and reliability of vehicle-to-everything (V2X) communication.

[0101] After step 230 above, that is, after the vehicle transmits collision warning data to any of the communication peers via the cellular communication link, steps 233 to 234 can also be performed: Step 233: Continuously detect the transmission quality of the direct communication link between the vehicle and any of the communication peers.

[0102] Step 234: When the transmission quality of the direct communication link between the vehicle and any of the communication peers recovers to a level greater than or equal to the preset threshold, switch back to the direct communication link to transmit collision warning data to any of the communication peers.

[0103] In this application, it should be noted that while the vehicle is transmitting data to a communication peer via a cellular communication link, it will continuously monitor the quality of the direct communication link with that peer. When the quality of the direct communication link recovers to above a preset threshold, the vehicle will automatically switch back to the direct communication link to transmit data. This fully utilizes the low latency advantage of direct communication and also reduces the load on the cellular network.

[0104] In steps 233 and 234 above, by continuously monitoring the quality of the direct link, the recovery status of the direct link can be detected in a timely manner, avoiding the degradation of real-time performance and waste of cellular network load due to failure to switch back in time, and giving full play to the core advantage of low latency of direct communication; by setting a stabilization period to avoid handover jitter, the stability of link switching can be ensured, avoiding interference caused by frequent switching to collision warning data transmission, and ensuring the continuity and reliability of data transmission; by switching back to the direct link in a timely manner, not only can the real-time transmission efficiency of collision warning data be improved, but the load on the cellular network can also be reduced, alleviating the resource shortage problem of the cellular network in areas with high traffic volume, further optimizing the redundant architecture of the dual links, improving the stability, real-time performance and efficiency of vehicle-to-everything (V2X) communication, and providing more comprehensive communication support for the intersection collision warning function.

[0105] The following describes an embodiment of the apparatus described in this application, which can be used to execute the vehicle-to-everything (V2X) communication method described in the above embodiments of this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the V2X communication method described above.

[0106] See Figure 4 The diagram shows a block diagram of a vehicle-to-everything (V2X) communication device according to an embodiment of this application, wherein the device is installed in any vehicle in the V2X network.

[0107] like Figure 4 As shown, the vehicle network communication device 400 according to an embodiment of this application includes: an establishment unit 401, a detection unit 402, and a transmission unit 403.

[0108] The system includes an establishment unit 401, which simultaneously establishes a direct communication link and a cellular communication link, and transmits collision warning data to each communication peer within the communication range via the direct communication link. The communication peers include other vehicles and / or roadside traffic equipment. The detection unit 402 is used to detect the idle spectrum resources of the base station via the cellular communication link and adjust the transmission power of the vehicle on the idle spectrum based on a non-cooperative game model. The transmission unit 403 is used to transmit the collision warning data to the base station via the cellular communication link on the idle spectrum at the adjusted transmission power when the transmission quality of the direct communication link corresponding to any communication peer is lower than a preset threshold, so that the base station can forward the collision warning data to the communication peer.

[0109] In some embodiments of this application, based on the foregoing scheme, the detection unit 402 is configured to: send a spectrum sensing request to the base station and receive spectrum usage status information fed back by the base station; identify spectrum resources not occupied by cellular network authorized users according to the spectrum usage status information, and use them as the idle spectrum resources.

[0110] In some embodiments of this application, based on the foregoing scheme, the detection unit 402 is configured to: initialize the transmission power of the vehicle and calculate the signal-to-interference ratio (SIR) of the vehicle under the current transmission power; calculate the utility function value of the vehicle based on the SIR, wherein the utility function value is used to characterize the number of collision warning information bits that can be correctly received per unit of energy consumed by the vehicle on average; iteratively adjust the transmission power to maximize the utility function value until a Nash equilibrium state is reached; and determine the transmission power corresponding to the Nash equilibrium state as the final transmission power used.

[0111] In some embodiments of this application, based on the foregoing scheme, the detection unit 402 is configured to: acquire the path gain between the vehicle and the base station; acquire the transmission power of other vehicles on the idle spectrum and their path gain with the base station; and calculate the signal-to-interference ratio based on the transmission power of the vehicle, the path gain, the transmission power and path gain of the other vehicles, and the Gaussian white noise power.

[0112] In some embodiments of this application, based on the foregoing scheme, the detection unit 402 is configured to: calculate an efficiency function value based on the signal-to-interference ratio (SINR), wherein the efficiency function value is only related to the SINR; calculate a cost function value based on the transmission power and the path gain between the vehicle and the base station; and calculate the utility function value based on the efficiency function value and the cost function value.

[0113] In some embodiments of this application, based on the foregoing scheme, the detection unit 402 is configured to: determine the power adjustment direction based on the partial derivative of the utility function value with respect to the transmission power; adjust the transmission power according to a preset step size based on the power adjustment direction; recalculate the signal-to-interference ratio and the corresponding utility function value of the vehicle under the adjusted transmission power; if the change in the utility function value is less than a preset convergence threshold, then it is determined that a Nash equilibrium state has been reached.

[0114] In some embodiments of this application, based on the foregoing scheme, the device further includes: a reduction unit, configured to detect the interference intensity of the vehicle to licensed users of the cellular network after adjusting the transmission power of the vehicle on the idle spectrum based on a non-cooperative game model; if the interference intensity exceeds a preset interference threshold, reduce the transmission power until the interference intensity is lower than the preset interference threshold.

[0115] In some embodiments of this application, based on the foregoing scheme, the device further includes: a statistics unit, used to count in real time the frame success transmission probability of the vehicle sending data to each communication peer; and to use the frame success transmission probability as a transmission quality indicator of the direct communication link corresponding to each communication peer.

[0116] In some embodiments of this application, based on the foregoing scheme, the device further includes: a switching unit, configured to continuously detect the transmission quality of the direct communication link between the vehicle and the communication peer after the vehicle transmits collision warning data to the communication peer via the cellular communication link; and to switch back to the direct communication link to transmit collision warning data to the communication peer when the transmission quality of the direct communication link between the vehicle and the communication peer recovers to a level greater than or equal to the preset threshold.

[0117] Based on the same inventive concept, embodiments of this application provide a computer program product, the computer program product including computer instructions stored in a computer-readable storage medium and adapted to be read and executed by a processor, so as to cause a computer device having the processor to perform the operations performed by the vehicle network communication method as described above.

[0118] Based on the same inventive concept, embodiments of this application provide a computer-readable storage medium storing at least one computer program instruction, which is loaded and executed by a processor to implement the operations performed by the vehicle-to-everything (V2X) communication method described above.

[0119] Based on the same inventive concept, this application also provides a vehicle, see reference. Figure 5 The diagram shows a structural schematic of a vehicle according to an embodiment of this application. The vehicle includes one or more memories 504, one or more processors 502, and at least one computer program (computer program instructions) stored in the memory 504 and executable on the processor 502. When the processor 502 executes the computer program, it implements the vehicle network communication method as described above.

[0120] Among them, Figure 5 In this document, a bus architecture (represented by bus 500) is used. Bus 500 may include any number of interconnected buses and bridges, linking various circuits including one or more processors represented by processor 502 and memory represented by memory 504. Bus 500 may also link various other circuits such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. Bus interface 505 provides an interface between bus 500 and receiver 501 and transmitter 503. Receiver 501 and transmitter 503 may be the same element, i.e., a transceiver, providing a unit for communicating with various other devices over a transmission medium. Processor 502 is responsible for managing bus 500 and general processing, while memory 504 can be used to store data used by processor 502 during operation.

[0121] The functions described herein can be implemented in hardware, software executed by a processor, firmware, or any combination thereof. When implemented in software executed by a processor, the functions can be stored as one or more instructions or codes on or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of this application and the appended claims. For example, due to the nature of software, the functions described above can be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units can be integrated into a single processing unit, or each unit can exist physically separately, or two or more units can be integrated into a single unit.

[0122] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0123] The units described as separate components may or may not be physically separate. Similarly, the components of the control device may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0124] When the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing computer program instructions, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0125] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A vehicle-to-everything (V2X) communication method, characterized in that, The method is executed in any vehicle in the vehicle network, and the method includes: Simultaneously, a direct communication link and a cellular communication link are established, and collision warning data is transmitted to each communication peer within the communication range through the direct communication link. The communication peers include other vehicles and / or roadside traffic equipment. The idle spectrum resources of the base station are detected through the cellular communication link, and the transmission power of the vehicle on the idle spectrum is adjusted based on a non-cooperative game model. When the transmission quality of the direct communication link corresponding to any communication peer is lower than a preset threshold, the collision warning data is transmitted to the base station through the cellular communication link on the idle spectrum at an adjusted transmission power, so that the base station can forward the collision warning data to the any communication peer.

2. The method according to claim 1, characterized in that, The detection of idle spectrum resources of the base station through the cellular communication link includes: Send a spectrum sensing request to the base station and receive spectrum usage status information fed back by the base station; Based on the spectrum usage status information, spectrum resources not occupied by authorized cellular network users are identified as idle spectrum resources.

3. The method according to claim 1, characterized in that, The adjustment of the vehicle's transmission power on the idle spectrum based on a non-cooperative game model includes: Initialize the transmission power of the vehicle and calculate the signal-to-interference ratio of the vehicle at the current transmission power; The utility function value of the vehicle is calculated based on the signal-to-interference ratio. The utility function value is used to characterize the number of collision warning information bits that can be correctly received for each unit of energy consumed by the vehicle on average. The transmission power is iteratively adjusted to maximize the utility function value until a Nash equilibrium is reached. The transmission power corresponding to the Nash equilibrium state is determined as the final transmission power used.

4. The method according to claim 3, characterized in that, The calculation of the signal-to-interference ratio (SIR) of the vehicle at the current transmission power includes: Obtain the path gain between the vehicle and the base station; Obtain the transmission power of other vehicles on the idle spectrum and their path gain with the base station; The signal-to-interference ratio (SIR) is calculated based on the transmission power of the vehicle, the path gain, the transmission power and path gain of the other vehicles, and the Gaussian white noise power.

5. The method according to claim 3, characterized in that, The step of calculating the utility function value of the vehicle based on the signal-to-interference ratio includes: The efficiency function value is calculated based on the signal-to-interference ratio, and the efficiency function value is only related to the signal-to-interference ratio; The cost function value is calculated based on the transmission power and the path gain between the vehicle and the base station; The utility function value is calculated based on the efficiency function value and the cost function value.

6. The method according to claim 3, characterized in that, The iterative adjustment of the transmission power to maximize the utility function value until a Nash equilibrium is reached includes: The power adjustment direction is determined based on the partial derivative of the utility function value with respect to the transmission power; Based on the power adjustment direction, the transmission power is adjusted according to a preset step size; Recalculate the signal-to-interference ratio and corresponding utility function value of the vehicle under the adjusted transmission power; If the change in the utility function value is less than a preset convergence threshold, then a Nash equilibrium state is determined to have been reached.

7. The method according to claim 1, characterized in that, After adjusting the vehicle's transmission power on the idle spectrum based on a non-cooperative game model, the method further includes: Detect the interference intensity of the vehicle to authorized cellular network users; If the interference intensity exceeds a preset interference threshold, the transmission power is reduced until the interference intensity is lower than the preset interference threshold.

8. The method according to claim 1, characterized in that, The method further includes: The probability of successful frame transmission when the vehicle sends data to each communication peer is calculated in real time. The probability of successful frame transmission is used as a transmission quality indicator for the direct communication link corresponding to each communication peer.

9. The method according to claim 1, characterized in that, The method further includes: After the vehicle transmits collision warning data to any of the communication peers via the cellular communication link, the transmission quality of the direct communication link between the vehicle and any of the communication peers is continuously monitored. When the transmission quality of the direct communication link between the vehicle and any of the communication peers recovers to a level greater than or equal to the preset threshold, the system switches back to the direct communication link to transmit collision warning data to any of the communication peers.

10. A vehicle, characterized in that, The vehicle includes one or more processors and one or more memories, wherein at least one piece of program code is stored in the one or more memories, and the at least one piece of program code is loaded and executed by the one or more processors to implement the method as described in any one of claims 1 to 9.

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