Method, device and unmanned vehicle for detecting communication link anomaly

Abstract

The present disclosure provides a communication link anomaly detection method, device and unmanned vehicle. The method comprises: obtaining communication interaction matching information between a target vehicle and surrounding vehicles; determining a target communication node set to be monitored according to the communication interaction matching information; for each target communication node in the target communication node set, constructing an expected receiving rate model based on a communication quality associated factor, and determining an expected receiving rate of interaction information in a communication link between the target communication node and the target vehicle through the expected receiving rate model; for each target communication node, determining whether there is an anomaly in the communication link between the target communication node and the target vehicle based on an actual receiving rate and the expected receiving rate of the interaction information in the communication link between the target communication node and the target vehicle.

Description

Technical Field

[0001] This disclosure relates to the field of autonomous driving technology, and in particular to a method, device and unmanned vehicle for detecting communication link anomalies. Background Technology

[0002] In open-pit mine operations, unmanned mining trucks rely on vehicle-to-vehicle (V2V) communication links to share core data such as vehicle location, speed, obstacle information, and operational information in real time, enabling collaborative transportation, obstacle avoidance, and scheduling. However, open-pit mines present unique challenges due to complex terrain, dense interference sources, and variable weather. For example, undulating slopes, elevation differences, mountain obstructions, and the presence of numerous metal materials and equipment cause signal reflections and multipath interference. These, coupled with adverse weather conditions such as rain, snow, dust storms, and fog, can easily lead to unstable and degraded communication links, directly impacting the safety and continuity of unmanned mining truck operations.

[0003] Traditional methods have significant limitations in ensuring communication links and cannot meet the high-stability communication link requirements of complex mining scenarios, for example: 1. Physical layer threshold-based alarm method: This method uses indicators such as signal strength and throughput as the basis for judgment, and only triggers an alarm when the indicator drops to a preset threshold. This passive detection mode cannot identify hidden link faults and is very likely to miss hidden anomalies such as "normal indicators but lost data packets" or "abnormal transmission delays", making it difficult to predict the risk of communication link failure in advance.

[0004] 2. Link Switching and Multi-mode Communication Redundancy: This approach attempts to maintain continuous connectivity of V2V communication links by switching and redundant backups of multiple communication standards, such as Wi-Fi, cellular networks, and dedicated mining networks. However, the triggering logic of this mechanism is delayed, and communication link switching is only performed after the communication link quality has severely deteriorated and connectivity has dropped significantly. This cannot avoid data transmission anomalies during periods of communication link fluctuation.

[0005] 3. Message Trust Audit Mechanism: This mechanism verifies the consistency, integrity, and trustworthiness of vehicle interaction information to prevent security risks such as data tampering and false messages, focusing on the security and compliance verification of interaction information. This mechanism prioritizes the security of the interaction information content and does not monitor the transmission quality of the communication link itself, thus it cannot detect or identify underlying issues such as communication link degradation, interference, and jitter. Summary of the Invention

[0006] This disclosure provides a method, apparatus, and unmanned vehicle for detecting communication link anomalies, in order to solve the problem that existing communication link anomaly detection is lagging and cannot meet the requirements of low latency and high stability transmission in complex mining scenarios.

[0007] In view of the above problems, firstly, this disclosure provides a method for detecting communication link anomalies, comprising: Obtain communication and interaction matching information between the target vehicle and surrounding vehicles; Based on the communication interaction matching information, determine the set of target communication nodes to be monitored; For each target communication node in the target communication node set, an expected reception rate model is constructed based on communication quality correlation factors, and the expected reception rate of the interactive information in the communication link between the target communication node and the target vehicle is determined through the expected reception rate model. For each target communication node, based on the actual reception rate of the interactive information in the communication link between the target communication node and the target vehicle and the expected reception rate, it is determined whether there is an anomaly in the communication link between the target communication node and the target vehicle.

[0008] In conjunction with the first aspect, in one possible implementation, the communication interaction matching information includes: spatial association information and / or operating condition association information; the spatial association information includes: spatial distance and / or relative azimuth angle.

[0009] In conjunction with the first aspect, in one possible implementation, determining the set of target communication nodes to be monitored based on the communication interaction matching information includes: Vehicles in the vicinity of targets whose communication interaction matching information meets preset association conditions are identified as target communication nodes to be monitored; wherein the preset association conditions include at least one of the following: The spatial distance is less than or equal to a preset distance threshold; The relative azimuth angle is within the preset direction sector range; The operating condition association information indicates that the target vehicle and surrounding vehicles have relevant operating scenario information.

[0010] In conjunction with the first aspect, in one possible implementation, the construction of the expected reception rate model based on communication quality correlation factors includes: Based on the parametric relationship between each communication quality factor and the expected reception rate, the influence of each communication quality factor on the expected reception rate is coupled to construct an expected reception rate model; The parameter interaction relationship includes at least one of the following: continuous numerical association, conditional segmented value selection, and modified weight.

[0011] In conjunction with the first aspect, in one possible implementation, based on the parametric relationship between each communication quality-related factor and the desired reception rate, the influence of each communication quality-related factor on the desired reception rate is coupled to construct a desired reception rate model, including: For each communication quality-related factor, quantify that factor into a correlation factor. Based on the correlation between this communication quality factor and the expected reception rate, the parametric relationship between this factor and the expected reception rate is determined; and Construct corresponding factor terms for the associated factor based on the parameter interaction relationship; A model of expected reception rate is constructed based on the factor terms corresponding to each communication quality correlation factor. Optionally, the values ​​of each factor item are positively correlated with the expected reception rate; for correlation factors whose parameter interaction relationship is a continuous numerical correlation and negatively correlated with the expected reception rate, their values ​​are negatively correlated with the values ​​of the corresponding factor items; for correlation factors whose parameter interaction relationship is a conditional segmented value, the more significant the effect of the satisfied condition on the communication quality gain, the larger the value of the corresponding factor item.

[0012] In conjunction with the first aspect, in one possible implementation, the communication quality correlation factors include at least one of the following: environmental factors, directional gain, and relative motion penalty; The environmental influencing factors are determined based on spatial distance and / or propagation obstruction status; the directional gain is determined based on the relative azimuth angle between the target communication node and the target vehicle; and the relative motion penalty is determined based on the relative motion rate between the target communication node and the target vehicle. Optional: The parametric relationship between spatial distance and desired receiver rate is a continuous numerical correlation and is negatively correlated with desired receiver rate; the desired receiver rate decreases as spatial distance increases; or, The parametric relationship between the propagation obstruction state and the desired reception rate is conditionally segmented; the corresponding value is less than that in the line-of-sight state when the propagation obstruction state is non-line-of-sight; or... The parametric relationship between the relative azimuth angle and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate; as the absolute value of the relative azimuth angle deviating from the preset main lobe center angle increases, the desired receiver rate decreases; or, The parametric relationship between the relative motion rate and the desired reception rate is a continuous numerical correlation and is negatively correlated with the desired reception rate; the desired reception rate decreases as the relative motion rate increases.

[0013] In conjunction with the first aspect, in one possible implementation, the communication quality correlation factors include at least one of the following: spatial distance, propagation obstruction status, relative azimuth angle, relative motion rate, terrain features, map freshness, and operating scenario information; Optional: The parametric relationship between spatial distance and desired receiver rate is a continuous numerical correlation and is negatively correlated with desired receiver rate; specifically, the desired receiver rate decreases as spatial distance increases; or, The parametric relationship between the relative azimuth angle and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate; specifically, as the absolute value of the relative azimuth angle deviating from the preset main lobe center angle increases, the desired receiver rate decreases; or... The parametric relationship between the propagation obstruction state and the desired reception rate is conditionally segmented; wherein, when the propagation obstruction state is a non-line-of-sight state, the corresponding value is less than that in the line-of-sight state; or... The parametric relationship between the relative azimuth angle and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate; specifically, as the absolute value of the relative azimuth angle deviating from the preset main lobe center angle increases, the desired receiver rate decreases; or... The parametric relationship between the relative motion rate and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate; specifically, the desired receiver rate decreases as the relative motion rate increases; or... The terrain features are characterized by relative elevation differences; the parametric relationship between the relative elevation differences and the expected reception rate is a continuous numerical correlation and a negative correlation with the expected reception rate; specifically, the expected reception rate decreases as the relative elevation differences increase; or, The parametric relationship between map freshness and expected reception rate is conditionally segmented; where the value is greater when the map freshness is up-to-date than when it is not up-to-date; or... The parametric relationship between the operating scenario information and the expected reception rate is the correction weight; the more relevant the operating scenario of the target vehicle and the corresponding target communication node is, the higher the correction weight.

[0014] In conjunction with the first aspect, in one possible implementation, the operational scenario information includes: driving route information and / or operating condition information; the operating condition information includes: platooning information and / or work area information; The correction weight is determined based on the operating scenario information; wherein, the closer the target vehicle and the corresponding target communication node are on the same road segment, the higher the correction weight; the more relevant the operating condition information of the target vehicle and the corresponding target communication node, the higher the correction weight.

[0015] In conjunction with the first aspect, in one possible implementation, the actual reception rate of the interactive information in the communication link between the target communication node and the target vehicle is determined in the following manner: The length of the time window is determined based on the type of interactive information. Within the length of the time window, the number of actual sent interactive messages and the number of actual received interactive messages are counted. Based on the actual number of interactive messages sent and received, determine the actual reception rate of interactive messages in the communication link between the target communication node and the target vehicle; and / or, The determination of whether there is an anomaly in the communication link between the target communication node and the target vehicle based on the actual reception rate and the expected reception rate of the interactive information in the communication link between the target communication node and the target vehicle includes: If the difference between the actual reception rate and the expected reception rate of the interactive information in the communication link between the target communication node and the target vehicle is less than a first preset threshold, and the number of times the difference is continuously detected to be less than the first preset threshold is greater than or equal to a second preset threshold, it is determined that there is an anomaly in the communication link between the target communication node and the target vehicle; wherein the first preset threshold is determined based on the type of interactive information.

[0016] In conjunction with the first aspect, in one possible implementation, the method further includes: In the event of an anomaly in the communication link, a preset self-healing strategy is executed in descending order of priority to restore communication between the target vehicle and the target communication node until the communication between the target vehicle and the target communication node is restored, at which point the execution of the preset self-healing strategy is stopped. The preset self-healing strategies, ranked from highest to lowest priority, include: The first priority strategy for link parameter enhancement includes at least one of the following: increasing the redundancy coding ratio, performing retransmission according to specified rules, or performing multipath or repeated transmission of key interactive information. The second priority strategy for optimizing service scheduling includes: reducing the frequency of sending non-critical interactive information; The third priority strategy for transmission path reconstruction includes at least one of the following: switching communication channels, switching communication modes, or building a new communication link based on relay nodes; The fourth priority strategy for device-level fault recovery includes performing a soft reboot of the vehicle's communication module and / or switching to a redundant hardware communication unit.

[0017] In conjunction with the first aspect, in one possible implementation, the method further includes: In the event of an anomaly in the communication link, a preset safety strategy is adopted to control vehicle driving; the preset safety strategy includes: during the driving decision-making process, increasing the weight ratio of perception data obtained by the vehicle using perception devices relative to the interaction information obtained through the target communication node.

[0018] Secondly, a device for detecting communication link anomalies is provided, comprising: The communication interaction matching information acquisition module is used to acquire communication interaction matching information between the target vehicle and surrounding vehicles; The target communication node set determination module is used to determine the target communication node set to be monitored based on the communication interaction matching information. The expected reception rate determination module is used to construct an expected reception rate model for each target communication node in the target communication node set based on communication quality correlation factors; and to determine the expected reception rate of the interactive information in the communication link between the target communication node and the target vehicle through the expected reception rate model. The detection module is used to determine whether there is an anomaly in the communication link between the target communication node and the target vehicle for each target communication node, based on the actual reception rate and the expected reception rate of the interactive information in the communication link between the target communication node and the target vehicle.

[0019] Thirdly, an unmanned vehicle is provided that performs the steps of a communication link anomaly detection method as described in the first aspect or any possible implementation thereof.

[0020] The beneficial effects of the embodiments disclosed herein include: This disclosure provides a method, apparatus, and unmanned vehicle for detecting communication link anomalies, comprising: acquiring communication interaction matching information between a target vehicle and surrounding vehicles; determining a set of target communication nodes to be monitored based on the communication interaction matching information; for each target communication node in the target communication node set, constructing an expected reception rate model based on communication quality correlation factors, and determining the expected reception rate of the interaction information in the communication link between the target communication node and the target vehicle through the expected reception rate model; for each target communication node, determining whether there is an anomaly in the communication link between the target communication node and the target vehicle based on the actual reception rate and expected reception rate of the interaction information in the communication link between the target communication node and the target vehicle. The communication link anomaly detection method provided in this disclosure pre-screens surrounding vehicles based on communication interaction matching information, using the establishment of a stable communication link as the criterion to eliminate invalid monitoring objects, retaining only target communication nodes with monitoring value, avoiding resource consumption caused by blind monitoring across the entire area, and improving the targeting of subsequent communication link detection. The expected reception rate model is constructed by combining multiple communication quality correlation factors, fully integrating the influence of real-world working conditions such as mine terrain obstruction and transmission distance, and outputting an expected reception rate that fits the real-time scenario. By comparing the expected and actual reception rates, communication link anomalies can be determined, effectively identifying both explicit and implicit faults in V2V communication in complex mining environments. This enables accurate and early detection of communication link anomalies, overcoming the shortcomings of traditional communication monitoring methods such as delayed response, low identification accuracy, and poor targeting. It can meet the operational requirements of unmanned mining trucks in open-pit mines for low latency, high stability, and anomaly detection in V2V communication. Attached Figure Description

[0021] Figure 1 A flowchart of a communication link anomaly detection method provided in this embodiment of the disclosure; Figure 2 This is a structural diagram of a communication link anomaly detection device provided in an embodiment of this disclosure. Detailed Implementation

[0022] This disclosure provides a method, apparatus, and unmanned vehicle for detecting communication link anomalies. Preferred embodiments of this disclosure are described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustrative and explanatory purposes only and are not intended to limit this disclosure. Furthermore, the embodiments and features described in this application can be combined with each other unless otherwise specified.

[0023] This disclosure provides a method for detecting communication link anomalies, such as... Figure 1 As shown, it includes: S101. Obtain communication interaction matching information between the target vehicle and surrounding vehicles; S102. Determine the set of target communication nodes to be monitored based on the communication interaction matching information; S103. For each target communication node in the target communication node set, construct an expected reception rate model based on communication quality correlation factors, and determine the expected reception rate of the interactive information in the communication link between the target communication node and the target vehicle through the expected reception rate model. S104. For each target communication node, based on the actual reception rate and expected reception rate of the interactive information in the communication link between the target communication node and the target vehicle, determine whether there is an anomaly in the communication link between the target communication node and the target vehicle.

[0024] In this embodiment of the disclosure, in an open-pit mine operation scenario, unmanned mining trucks conduct real-time data interaction based on a vehicle-to-vehicle (V2V) communication link. The V2V communication link is a point-to-point information exchange link between vehicles, enabling communication between the target vehicle and surrounding vehicles, characterized by fast transmission and interaction and adaptability to mobile scenarios. Through this communication link, the mining trucks can share operational data such as vehicle location, speed, obstacle information, operation information, and braking status in real time, realizing multi-vehicle collaborative transportation, active obstacle avoidance, and dynamic scheduling. It is a crucial communication technology for ensuring the safe and efficient operation of unmanned mining trucks. However, open-pit mines present unique working conditions with complex terrain, dense interference sources, and variable weather. For example, undulating slopes, elevation differences, mountain obstructions, and the presence of a large amount of metal materials and equipment cause signal reflection and multipath interference. These, combined with the effects of severe weather such as rain, snow, sandstorms, and fog, can easily cause instability and degradation of the V2V communication link, directly affecting the safety and continuity of the unmanned mining trucks.

[0025] Traditional methods have significant shortcomings in ensuring the reliability of V2V communication links. Monitoring, protection, and fault tolerance mechanisms are all flawed, making them unsuitable for the high-reliability and high-stability communication link transmission requirements of complex open-pit mine conditions. For example: 1. Physical layer threshold-based alarm method: This method uses indicators such as signal strength and throughput as the basis for judgment, and only triggers an alarm when the indicator drops to a preset threshold. This passive detection mode cannot identify hidden faults in the communication link and is very likely to miss hidden anomalies such as "normal indicators but lost data packets, abnormal transmission delays", making it difficult to predict the risk of communication link failure in advance.

[0026] 2. Link Switching and Multi-mode Communication Redundancy: This approach attempts to maintain continuous connectivity of V2V communication links by switching and redundant backups of multiple communication standards, such as Wi-Fi, cellular networks, and dedicated mining networks. However, the triggering logic of this mechanism is delayed, and communication link switching is only performed after the communication link quality has severely deteriorated and connectivity has dropped significantly. This cannot avoid data transmission anomalies during periods of communication link fluctuation.

[0027] 3. Message Trust Audit Mechanism: This mechanism primarily verifies the consistency, integrity, and trustworthiness of vehicle interaction information to prevent security risks such as data tampering and false messages, focusing on the security and compliance verification of communication data. However, this mechanism prioritizes the security of the interaction information content and does not monitor the transmission quality of the communication link itself, thus failing to detect or identify underlying issues such as communication link degradation, interference, and jitter.

[0028] In summary, traditional V2V communication link assurance methods generally suffer from problems such as lagging monitoring and insufficient targeting. Either the response to communication link anomalies is severely delayed, or they are detached from the quality control of the communication link itself, making it difficult to meet the requirements of unmanned open-pit mines for low-latency transmission, high-stability connectivity, and explainable anomaly detection in V2V communication links.

[0029] In this embodiment, the target vehicle can be an unmanned mining truck or similar vehicle performing transportation operations in an open-pit mine. The target vehicle is equipped with sensing devices that can monitor surrounding vehicles and the surrounding environment in real time within the work area, and obtain communication interaction matching information based on the sensing data. This communication interaction matching information can be used to verify the interaction conditions between vehicles and to characterize whether the target vehicle and surrounding vehicles have the foundation to establish a stable communication link. For example, the target vehicle can be equipped with a lidar as a sensing device. During open-pit mine operations, the lidar can monitor surrounding vehicles and the surrounding environment in real time within the work area, accurately obtaining effective information such as the position, speed, and spatial distance of each surrounding vehicle from the target vehicle, thus obtaining the communication interaction matching information. Alternatively, communication interaction matching information with surrounding vehicles can be obtained through a scheduling platform or a V2V communication link. For example, the scheduling platform can obtain the working condition association information of surrounding vehicles. Based on the communication interaction matching information, surrounding vehicles are screened according to whether they have the basic conditions to establish a stable communication link with the target vehicle. For example, spatial distance requirements, absence of continuous physical obstruction, and the degree of matching of working condition association information can be used as basic conditions. Surrounding vehicles that meet the basic conditions for establishing a stable communication link are designated as target communication nodes to be monitored. All target communication nodes are aggregated to form a set of target communication nodes to be monitored. For example, a target vehicle uses sensing devices to acquire communication interaction matching information from 8 surrounding vehicles, including valid information such as spatial distance, vehicle position, environmental obstruction, and operational condition correlation information. Based on the above communication interaction matching information, the basic conditions for establishing a stable communication link are verified one by one. Five surrounding vehicles that meet the spatial distance requirements, are not obstructed by fixed mountains or obstacles, and are suitable for the operating scenario are selected, and these five surrounding vehicles are determined as the target communication node set. The remaining three surrounding vehicles do not meet the basic conditions for establishing a stable communication link due to exceeding spatial distance limits or having persistent obstruction, and are therefore removed.

[0030] The process iterates through each target communication node in the target communication node set, extracting various communication quality correlation factors that affect communication quality for each target communication node and target vehicle in a single communication scenario. These factors may include spatial distance between vehicles, mountain / slope obstruction, distribution of large metal machinery on site, real-time weather effects, current signal strength of the communication link, and communication standard. Based on these factors, an expected reception rate model for the communication link adapted to the mining scenario is built. This model is then used for quantitative calculation, outputting the theoretical reception ratio of the interactive information in the current environment as the expected reception rate. The expected reception rate model can be a quantitative calculation model combining communication quality correlation factors, used to estimate the theoretical reception ratio that the communication link's interactive information should achieve in the current environment. All target communication nodes in the target communication node set are calculated sequentially using this process to obtain the expected reception rate for each communication link.

[0031] Furthermore, for each target communication node in the target communication node set, the total number of all interactive messages sent by the target communication node to the target vehicle within a preset statistical period, and the number of interactive messages actually successfully received by the target vehicle, are statistically analyzed to obtain the actual reception rate of the communication link. The actual reception rate is compared with the expected reception rate. For example, if the difference between the actual reception rate and the expected reception rate is greater than a first preset threshold, the communication link is determined to be operating normally; if the actual reception rate is lower than the expected reception rate and the difference is less than the first preset threshold, the V2V communication link is determined to be abnormal. The status determination of the communication links corresponding to all target communication nodes in the target communication node set is completed one by one.

[0032] This application embodiment uses pre-screening based on communication interaction matching information, with the establishment of a stable communication link as the criterion. This accurately eliminates invalid surrounding vehicles lacking communication compatibility, retaining only target communication nodes with communication link monitoring value. This avoids the resource waste caused by blindly monitoring the entire area and ensures that subsequent communication link quality testing is conducted on valid and establishable communication links, thereby improving the accuracy and effectiveness of subsequent communication link anomaly detection. An expected reception rate model is constructed based on various communication quality correlation factors. This model fully integrates real and complex influencing factors such as open-pit mine terrain obstruction and spatial distance, outputting an expected reception rate that fits the real-time scenario. Communication link anomaly determination is completed by comparing the expected reception rate with the actual reception rate. Overall, it can comprehensively identify explicit and implicit faults in V2V communication links in complex mining environments, achieving early perception and accurate detection of communication link anomalies. This overcomes the shortcomings of traditional communication link protection technologies, such as delayed response, insufficient identification capabilities, and weak monitoring targeting, meeting the usage requirements of low latency, high stability, and detectable anomalies for unmanned mining trucks in open-pit mines.

[0033] In another embodiment of this disclosure, the communication interaction matching information includes: spatial association information and / or working condition association information; the spatial association information includes: spatial distance and / or relative azimuth angle.

[0034] In this embodiment, the communication subjects are the target vehicle and various surrounding vehicles. Spatial association information can characterize the spatial positional correspondence between the communication subjects, providing a basis for judgment on communication interaction matching from a spatial dimension. Spatial distance can refer to the straight-line physical distance between different communication subjects, used to quantify the spatial distance between them. For example, the straight-line distance between the target vehicle and surrounding vehicles in an open-pit mine can be used to determine whether there is a stable communication interaction basis between the target vehicle and surrounding vehicles according to a preset distance threshold. Relative azimuth angle can refer to the azimuth deflection angle of surrounding vehicles relative to the target vehicle, used to characterize the relative orientation relationship between the communication subjects. For example, the horizontal deflection angle of surrounding vehicles relative to the target vehicle can be used to filter surrounding vehicles in a specified direction as communication objects based on the relative azimuth angle. Working condition association information can be information used to characterize whether the target vehicle and surrounding vehicles are consistent in their operating scenarios and work affiliation characteristics during open-pit mine operations. For example, working condition association information can include scenario association features such as whether the target vehicle and surrounding vehicles are on the same driving segment, belong to the same work convoy, are located in the same work area, or are performing the same work task. For example, in an open-pit mine operation scenario, multiple unmanned mining trucks traveling together on the same road segment, forming the same work convoy, carrying out transportation operations in the same mining area, and undertaking transfer tasks from the mining area to the unloading area all fall under the category of work condition-related information. Target vehicles in the vicinity with relevant work condition-related information, possessing collaborative operation communication interaction needs, can be prioritized for establishing communication links and used as target communication nodes for communication link monitoring.

[0035] Spatial correlation information depicts the locational relationships between communication entities from a spatial dimension, providing objective and quantitative spatial judgment criteria for vehicle communication interaction matching. This avoids matching biases caused by subjective scenario-based judgments, improving the objectivity and accuracy of pre-matching for communication link monitoring. Operating condition correlation information depicts the business relationships between communication entities from an operational condition perspective, providing business-level judgment criteria for vehicle communication interaction matching. Through matching constraints at the operational condition level, it effectively distinguishes between surrounding vehicles with collaborative operational relationships and those without, ensuring that communication matching results align with actual operational needs. This avoids ineffective communication link monitoring for surrounding vehicles without operational interaction value, reduces redundant calculations, and significantly improves the rationality and business adaptability of target communication node selection.

[0036] In another embodiment of this disclosure, step S102 above, determining the set of target communication nodes to be monitored based on communication interaction matching information, includes: Vehicles in the vicinity of targets whose communication interaction matching information meets preset association conditions are identified as target communication nodes to be monitored; wherein the preset association conditions include at least one of the following: The spatial distance is less than or equal to a preset distance threshold; The relative azimuth angle is within the preset direction sector range; Operating condition association information indicates that the target vehicle and surrounding vehicles have relevant operating scenario information.

[0037] In this embodiment, after obtaining the communication interaction matching information between the target vehicle and surrounding vehicles, the surrounding vehicles are filtered based on preset association conditions. Target surrounding vehicles that meet any preset association condition are identified as target communication nodes, and finally, a set of target communication nodes to be monitored is formed. The spatial distance between the target vehicle and the target communication node should be less than or equal to a preset distance threshold. For example, the preset distance threshold can be adjusted within the range of 100 to 150 meters. For surrounding vehicles with a spatial distance of less than 100 meters, if their spatial distance meets the preset association condition, they are identified as target communication nodes. The preset direction sector can be an effective communication angle coverage area centered on the target vehicle, used to define the orientation range of surrounding vehicles that can meet the basic communication interaction requirements. For example, the preset direction sector is an angle sector with the target vehicle's driving direction as the center line, covering 60° to the left and right, for a total coverage of 120°. Target surrounding vehicles whose relative azimuth angle enters the 120° preset direction sector with the target vehicle's driving direction as the center line, meet the preset association condition, and are identified as target communication nodes. Operational scenario information can refer to information characterizing the real-time operational scenario and job affiliation characteristics of the communication subject. Operating condition association information represents the relevant operational scenario information between the target vehicle and surrounding vehicles. This means that the target vehicle and surrounding vehicles share correlation, coordination, and matching in terms of operational scenarios and job affiliation characteristics, belong to the same operational business system, and have collaborative operational needs. It is used to characterize the degree of operational association between the target vehicle and the target communication node. For example, the target vehicle and surrounding vehicles belong to the same operational platoon. Target surrounding vehicles whose operating scenario information represents relevant operational scenario information with the target vehicle are identified as target communication nodes to be monitored. For instance, if the target vehicle and surrounding vehicles are grouped into the same operational platoon and conduct transportation operations in the same mining area, then the target vehicle and surrounding vehicles have relevant operational scenario information, and these surrounding vehicles are identified as target communication nodes to be monitored.

[0038] By incorporating spatial and operational condition information into preset correlation conditions to filter surrounding vehicles and obtain target communication nodes, this method can adapt to the target communication node filtering needs under different mining operation states. It is suitable for both short-distance temporary communication scenarios and collaborative operation communication scenarios within the same scenario, thus having a wider range of applications. By eliminating invalid surrounding vehicle objects that lack physical communication foundations and operational collaboration correlations, the monitoring scope is accurately narrowed, avoiding redundant computing resource consumption caused by monitoring invalid communication links, and improving the detection efficiency of communication link anomaly detection.

[0039] In another embodiment of this disclosure, step S103 above, which involves constructing a desired reception rate model based on communication quality correlation factors, includes: Based on the parametric relationship between various communication quality factors and the expected reception rate, the influence of each communication quality factor on the expected reception rate is coupled to construct an expected reception rate model; Among them, the parameter interaction relationship includes at least one of the following: continuous numerical association, conditional segmented value selection, and modified weight.

[0040] In this embodiment, for each target communication node's corresponding communication link, corresponding communication quality-related factors are extracted. Based on the parametric interaction relationship between each communication quality-related factor and the expected reception rate, the influence of each related factor on the expected reception rate is coupled to construct an expected reception rate model adapted to the current communication link. The parametric interaction relationship includes at least one of continuous numerical correlation, conditional segmented value selection, and corrected weights. This expected reception rate model can quantify and calculate the expected reception rate of the corresponding communication link's interactive information. Communication quality-related factors can be a set of various environmental parameters, equipment parameters, and operating condition parameters that can affect the transmission quality of the communication link between the target vehicle and the target communication node, and the expected reception rate of the interactive information. The parametric interaction relationship is used to characterize the specific influence rules or mapping logic of each communication quality-related factor on the expected reception rate. Coupling the influence of each communication quality-related factor on the expected reception rate can refer to calculating the influence of each communication quality-related factor on the expected reception rate based on the parametric interaction relationship, and then superimposing, correcting, and integrating the influence of all communication quality-related factors on the expected reception rate to obtain the comprehensive influence result under the combined action of multiple communication quality-related factors. Furthermore, the expected reception rate model can be a quantitative calculation model based on communication quality-related factors and their corresponding parameter relationships, coupling the influence of multi-dimensional communication quality-related factors on the expected reception rate. It is used to solve for the expected reception rate of communication links under different operating conditions and environments. For continuous numerical correlation, it characterizes the continuous numerical changes of communication quality-related factors, corresponding to a linear or nonlinear mapping relationship where the expected reception rate shows a continuous increase or decrease. This is suitable for scenarios where parameters steadily affect communication quality. For conditional segmented values, it characterizes the situation where communication quality-related factors exhibit discreteness, abrupt changes, and clear scenario boundaries. Based on the actual state conditions of the quality-related factors, different segmented intervals are divided, allowing for the configuration of independent influence rules for each state condition segment. This enables the calculation of the differentiated influence of the quality-related factor on the expected reception rate. In mining scenarios, for example, communication link obstruction states can be divided into line-of-sight and non-line-of-sight states. Line-of-sight without obstruction and non-line-of-sight with obstruction correspond to different expected reception rate influence rules. Segmented values ​​accurately reflect the differentiated influence of different state conditions on communication quality. The correction weight is configured with corresponding influence weight coefficients for different communication quality related factors, which are used to distinguish the different degrees of influence of each communication quality related factor on the expected reception rate, and realize multi-factor coupling correction.

[0041] By employing continuous numerical correlation, conditional segmentation, and modified weights to influence parameters, this approach can adapt to the impact characteristics of different types of communication quality factors. It can accommodate both stable and continuously changing parameters, as well as scenarios with abrupt changes in state type and differentiated weight effects, thus avoiding the poor fit of single computational rules and effectively improving the accuracy of the expected reception rate model. By coupling the comprehensive influence of various communication quality factors, it replaces the traditional fixed threshold determination method, fully considering the superimposed impact of multi-dimensional interference on communication links in complex mining environments, ensuring that the calculated expected reception rate truly matches real-time operational scenarios.

[0042] In another embodiment of this disclosure, based on the parametric relationship between each communication quality-related factor and the expected reception rate, the influence of each communication quality-related factor on the expected reception rate is coupled to construct an expected reception rate model, including: Step 1: For each communication quality-related factor, quantify that factor into a correlation factor; Step 2: Based on the correlation between this communication quality factor and the expected reception rate, determine the parametric relationship between this factor and the expected reception rate; and Step 3: Construct corresponding factor terms for the associated factor based on the parameter interaction relationship; Step 4: Construct the expected reception rate model based on the factor terms corresponding to each communication quality correlation factor; Optionally, the values ​​of each factor item are positively correlated with the expected reception rate; for correlation factors whose parameter interaction relationship is a continuous numerical correlation and negatively correlated with the expected reception rate, their values ​​are negatively correlated with the values ​​of the corresponding factor items; for correlation factors whose parameter interaction relationship is a conditional segmented value, the more significant the effect of the satisfied condition on the communication quality gain, the larger the value of the corresponding factor item.

[0043] In this embodiment, a refined expected reception rate model is constructed. Each communication quality-related factor is quantified to obtain related factors; the parametric interaction between each related factor and the expected reception rate is determined; a corresponding factor term is constructed for each related factor based on the corresponding parametric interaction; finally, all factor terms are integrated to obtain a complete expected reception rate model. For step 1 above, each communication quality-related factor affecting communication quality is standardized and quantified, converting non-numerical, descriptive scenario factors into numerical quantities that can participate in algorithm calculations, thus obtaining the corresponding related factors. For example, describing the propagation obstruction state of the communication link between the target vehicle and the target communication node, the propagation obstruction state is divided into line-of-sight state and non-line-of-sight state, with the line-of-sight state represented by the value 1 and the non-line-of-sight state by the value 0. For step 2 above, based on the correlation between each communication quality-related factor and the expected reception rate, the logic of the corresponding related factor's effect on the expected reception rate, i.e., the parametric interaction, is determined, including continuous numerical correlation, conditional segmented value selection, or modified weight. For correlation factors with stable parameter changes and continuous impact, continuous numerical correlation is determined; for correlation factors with clear scene boundaries and abrupt state changes, conditional segmented values ​​are determined; for correlation factors with varying degrees of influence and requiring differentiation of priorities, modified weights are determined. For example, the impact of the spatial distance between the target vehicle and the target communication node on communication quality changes stably with numerical variation, thus the distance correlation factor is determined to be a continuous numerical correlation with the expected reception rate; communication link obstruction has clear line-of-sight and non-line-of-sight state boundaries, and state changes are abrupt, thus the obstruction correlation factor is determined to be a conditional segmented value parameter relationship with the expected reception rate; the operating scene information has varying degrees of influence on the expected reception rate, thus the corresponding correlation factor is determined to be a modified weight parameter relationship.

[0044] Regarding step 3 above, based on the established parameter interaction relationships and pre-defined positive and negative correlation rules, standardized factor terms are constructed for each correlation factor. These factor terms serve as the basic computational units of the model, and a unified baseline correlation characteristic is set: the larger the value of the factor term, the higher the final calculated expected reception rate; the smaller the value of the factor term, the lower the expected reception rate. For each factor term, for correlation factors where the parameter interaction relationship is a continuous numerical correlation and negatively correlated with the expected reception rate, its value is negatively correlated with the value of the corresponding factor term. For continuous parameters that inherently degrade communication quality, the larger the value of the correlation factor, the worse the communication transmission conditions and the lower the expected reception rate. Therefore, the larger the value of this type of correlation factor, the smaller the value of the corresponding factor term constructed, achieving reverse suppression of negative interference and conforming to real communication patterns. For example, spatial distance correlation factors belong to this type of correlation factor; the larger the spatial distance correlation factor, the smaller the value of the corresponding spatial distance factor term, ultimately lowering the expected reception rate. For correlation factors where the parameter interaction relationship is a continuous numerical correlation and positively correlated with the expected reception rate, its value is positively correlated with the value of the corresponding factor term. For continuous parameters that can optimize communication quality, the larger the value of the correlation factor, the better the communication transmission conditions and the higher the expected reception rate. The larger the value of this type of correlation factor, the larger the corresponding factor term value, thus improving the expected reception rate. For example, signal strength belongs to this type of correlation factor; the larger the signal strength, the larger the corresponding factor term value, and the higher the expected reception rate. For correlation factors whose parameter interaction relationship is conditionally segmented, the more significant the effect of the satisfied conditions on communication quality gain, the larger the corresponding factor term value. For discrete parameters with segmented scene states and no continuous gradual change characteristics, the factor term values ​​are configured differently according to the communication gain capabilities of different scene conditions. The more obvious the positive gain effect of scene conditions on communication transmission, the less communication interference, and the better the transmission conditions, the larger the corresponding factor term value, thereby improving the overall expected reception rate. For example, the communication gain when the communication link is in line-of-sight mode is significantly better than that in non-line-of-sight mode; therefore, the factor term value corresponding to line-of-sight mode is larger.

[0045] For step 4 above, the standardized factor items corresponding to all communication quality related factors are summarized, and the influence of each factor item is coupled and integrated. The multi-dimensional and different functional logic factor items are integrated into a unified calculation system to construct a complete expected reception rate model, which is used to calculate the expected reception rate of the communication link.

[0046] By unifying and quantifying various heterogeneous communication quality correlation factors into standardized correlation factors, the problems of inconsistent dimensions and inability to be directly calculated are eliminated, enabling the numerical processing of communication quality correlation factors. The positive and negative correlation mapping relationships between correlation factors, factor items, and expected reception rate are clearly defined, with clear logic and well-defined boundaries, facilitating engineering deployment. By constructing various factor items and then coupling them in a unified manner, the differentiated impacts of various communication quality correlation factors are taken into account, and the effects of multi-dimensional interference are comprehensively superimposed. This ensures that the expected reception rate output by the final expected reception rate model can truly reflect the communication transmission performance in complex mining scenarios, providing a quantitative benchmark for communication link anomaly detection.

[0047] In another embodiment of this disclosure, the communication quality-related factors include at least one of the following: environmental factors, directional gain, and relative motion penalty; Among them, environmental impact factors are determined based on spatial distance and / or propagation obstruction status; directional gain is determined based on the relative azimuth angle between the target communication node and the target vehicle; and relative motion penalty is determined based on the relative motion rate between the target communication node and the target vehicle. Optional: The parametric relationship between spatial distance and expected receiver rate is a continuous numerical correlation and is negatively correlated with the expected receiver rate; the expected receiver rate decreases as the spatial distance increases; or, The parametric relationship between propagation obstruction state and desired receiver rate is conditionally piecewise determined; the corresponding value is less in the non-line-of-sight obstruction state than in the line-of-sight state; or... The parametric relationship between the relative azimuth angle and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate; as the absolute value of the relative azimuth angle deviating from the preset main lobe center angle increases, the desired receiver rate decreases; or, The parametric relationship between relative motion rate and desired receiver rate is a continuous numerical correlation and is negatively correlated with desired receiver rate; the desired receiver rate decreases as the relative motion rate increases.

[0048] In this embodiment of the disclosure, the expected reception rate model constructed based on communication quality-related factors can be expressed as:

[0049] in, Indicates the expected reception rate. This indicates the environmental impact factor item. Indicates spatial distance. Indicates the line-of-sight status. Indicates non-line-of-sight state. This represents the directional gain factor term. Indicates relative azimuth. This represents the relative motion penalty factor. This represents the relative motion rate. Propagation obstruction state indicates the spatial propagation transparency of the communication link, divided into line-of-sight (LAS) and non-line-of-sight (NLOS) states. A LAS state refers to a communication link where the propagation path between the target vehicle and the target communication node is unobstructed by obstacles such as mountains or buildings, allowing the signal to propagate directly in a straight line. In this state, propagation loss is low, and the communication quality gain is significant. A NLOS state refers to a communication link where the propagation path between the target vehicle and the target communication node is obstructed by obstacles such as mountains, equipment, or site structures, preventing the signal from propagating completely in a straight line. In this state, propagation loss is high, and communication quality is significantly attenuated. Directional gain characterizes the gain component of the communication antenna's directional characteristics on communication quality. It is determined based on the relative azimuth angle between the target vehicle and the target communication node and reflects the signal gain attenuation caused by communication orientation deviation. Relative motion penalty can refer to the loss component of the communication quality caused by the relative motion state of the vehicle. It is determined based on the relative motion rate between the target vehicle and the target communication node and reflects the communication performance loss caused by the dynamic movement of the vehicle.

[0050] The relationship between spatial distance and expected receiver rate is a continuous numerical correlation, and spatial distance has a negative correlation with expected receiver rate. That is, as the spatial distance between the target vehicle and the target communication node continuously increases, the communication propagation path loss continuously increases, the message transmission reliability continuously decreases, and the expected receiver rate continuously decreases accordingly. For example, when the spatial distance between the two vehicles is 50 meters, the propagation loss is small, corresponding to a relatively high expected receiver rate; when the spatial distance between the two vehicles increases to 200 meters, the propagation loss increases significantly, and the expected receiver rate continuously decreases.

[0051] The parametric relationship between propagation obstruction and desired receiver rate is determined by conditional segmentation. The propagation obstruction state is divided into two segments: line-of-sight and non-line-of-sight, each with different base values. The component value corresponding to the non-line-of-sight state is lower than that corresponding to the line-of-sight state, thus reflecting the communication loss caused by obstruction. For example, if the communication link is unobstructed by mountains or equipment and is in line-of-sight condition, the environmental impact factor value is larger, resulting in a higher gain on the desired receiver rate; conversely, if the communication link is obstructed and in non-line-of-sight condition, the environmental impact factor value is lower, and the desired receiver rate decreases accordingly.

[0052] The relative azimuth angle and the desired receiver rate are in a continuous numerical relationship, with a negative correlation. Using a preset main lobe center angle as the optimal communication orientation, as the absolute value of the relative azimuth angle deviating from the preset main lobe center angle increases, the effective antenna gain continuously decreases, communication transmission quality deteriorates, and the desired receiver rate continuously decreases. For example, when the target communication node is oriented towards the main lobe center of the target vehicle's antenna, the azimuth deviation is 0, the directional gain factor is at its maximum, and the desired receiver rate is high. As the target communication node gradually shifts to the side or rear, the relative azimuth angle deviation increases, the directional gain decreases, and the desired receiver rate gradually decreases.

[0053] The parametric relationship between relative motion rate and desired receiver rate is a continuous numerical correlation, and it has a negative correlation with the desired receiver rate. The greater the relative motion rate between the two vehicles, the faster the dynamic changes in the communication link, the more significant the Doppler frequency offset effect, and the worse the communication link stability, thus reducing the desired receiver rate. For example, when the two vehicles are stationary or moving at low speeds, the communication link is stable, and the value of the relative motion penalty factor is smaller; when the two vehicles are moving at high speeds relative to each other, the relative motion rate increases, communication jitter and the probability of transmission errors increase, and the desired receiver rate decreases.

[0054] By identifying the environmental, directional, and motion-related factors associated with communication quality, a multi-dimensional effect is superimposed using a product coupling method. The physical meaning is clear, and the impact of various communication quality factors on communication reception rate can be accurately quantified. The factors are comprehensively considered, and the scenario adaptability is better.

[0055] In another embodiment of this disclosure, the communication quality related factors include at least one of the following: spatial distance, propagation obstruction status, relative azimuth angle, relative motion rate, terrain features, map freshness, and operating scenario information; Optional: The parametric relationship between spatial distance and expected receiver rate is a continuous numerical correlation and is negatively correlated with the expected receiver rate; specifically, the expected receiver rate decreases as the spatial distance increases; or, The parametric relationship between the relative azimuth angle and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate; specifically, as the absolute value of the relative azimuth angle deviating from the preset main lobe center angle increases, the desired receiver rate decreases; or, The parametric relationship between propagation obstruction state and desired receiver rate is conditionally piecewise determined; where the value is less in the non-line-of-sight obstruction state than in the line-of-sight state; or... The parametric relationship between the relative azimuth angle and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate; specifically, as the absolute value of the relative azimuth angle deviating from the preset main lobe center angle increases, the desired receiver rate decreases; or, The parametric relationship between relative motion rate and desired receiver rate is a continuous numerical correlation and is negatively correlated with desired receiver rate; specifically, desired receiver rate decreases as relative motion rate increases; or, Topographic features are characterized by relative elevation differences; the parametric relationship between relative elevation differences and expected reception rate is a continuous numerical correlation and negatively correlated with expected reception rate; specifically, the expected reception rate decreases as the relative elevation difference increases; or, The parametric relationship between map freshness and expected reception rate is conditionally segmented; where the value is greater when the map is up-to-date than when it is not up-to-date; or... The parametric relationship between the operating scenario information and the expected reception rate is the correction weight; among them, the more relevant the operating scenario of the target vehicle and the corresponding target communication node is, the higher the correction weight.

[0056] In this embodiment of the disclosure, the expected reception rate model constructed based on communication quality-related factors can be expressed as:

[0057] in, Indicates the expected reception rate. This represents the spatial distance factor, corresponding to spatial distance. The parametric relationship between spatial distance and expected reception rate is a continuous numerical correlation and is negatively correlated with expected reception rate. Indicates spatial distance. Represents the distance attenuation constant. The greater the spatial distance, the smaller the value of the spatial distance factor, and the lower the expected reception rate. This represents the relative azimuth factor, corresponding to the relative azimuth angle. The parametric relationship between the relative azimuth angle and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate. This represents the absolute value of the relative azimuth angle deviating from the center of the main lobe. This represents the preset angle attenuation constant. As the absolute value of the relative azimuth angle deviating from the preset main lobe center angle increases, the expected receiver rate decreases. The propagation obstruction factor term corresponds to the propagation obstruction state. The parametric relationship between the propagation obstruction state and the expected reception rate is conditionally segmented. Among them, the corresponding value is less than that in the non-line-of-sight state when the propagation obstruction state is not in the line-of-sight state. This indicates the line-of-sight status. For example, in the line-of-sight status, The value is 1, in non-line-of-sight mode. The value ranges from 0.6 to 0.8.

[0058] This represents the relative motion rate factor, corresponding to the relative motion rate. The parametric relationship between the relative motion rate and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate. Expressed as relative velocity. Indicates the preset velocity constant. The greater the relative motion rate, the smaller the value of the relative motion rate factor, the more obvious the motion penalty, and the lower the expected reception rate.

[0059] This represents the terrain elevation factor. It corresponds to terrain features, which are characterized by relative elevation differences. Relative elevation difference refers to the difference in altitude between the target vehicle and the target communication node, used to quantify the impact of terrain undulations on communication propagation, causing obstruction and attenuation. The parametric relationship between relative elevation difference and desired reception rate is a continuous numerical correlation and is negatively correlated with desired reception rate. Indicates relative elevation difference. To preset the elevation difference attenuation constant, The greater the relative elevation difference, the stronger the terrain shading attenuation; the smaller the value of the terrain elevation difference factor, the lower the expected reception rate.

[0060] This represents the map freshness factor, corresponding to map freshness. The parametric relationship between map freshness and expected reception rate is conditionally segmented; where the value is greater when the map freshness is up-to-date than when it is not up-to-date. For the preset attenuation coefficient, . This is expressed as map freshness. . This indicates that the map freshness is up-to-date. Map freshness refers to the timeliness of the currently accessed site map data, and is used to characterize the impact of map data validity on the accuracy of communication scenario judgment. When the map freshness is up-to-date, the value of this map freshness factor is larger; as the map becomes outdated, the value decreases, corresponding to a lower expected reception rate.

[0061] The runtime scenario weight factor corresponds to runtime scenario information. The parametric relationship between runtime scenario information and expected reception rate is the correction weight; the more relevant the runtime scenario is between the target vehicle and its corresponding target communication node, the higher the correction weight and the higher the expected reception rate. The addition of terrain features and map freshness effectively adapts to special scenarios such as mountainous terrain, site modifications, and delayed map updates, solving the problem of inaccurate judgments caused by traditional models' inability to identify terrain occlusion and data failure, thus improving robustness under complex operating conditions. Through the weight correction mechanism of runtime scenario information, the communication links of target vehicles with collaborative operation needs are positively weighted and corrected, differentiating the quality benchmarks of ordinary communication links and business collaborative communication links, making the expected reception rate more closely aligned with actual operational business logic.

[0062] In another embodiment of this disclosure, the operating scenario information includes: driving route information and / or operating condition information; the operating condition information includes: platooning information and / or work area information; The correction weights are determined based on the operational scenario information; the closer the target vehicle and the corresponding target communication node are on the same road segment, the higher the correction weight; the more relevant the operating conditions of the target vehicle and the corresponding target communication node, the higher the correction weight.

[0063] In this embodiment of the disclosure, the formula for correcting the weights is expressed as follows:

[0064] in, This represents the operational scenario weighting factor, i.e., the adjusted weight. Operational scenario information includes: driving route information and / or operational condition information. Driving route information characterizes the attributes of the vehicle's current driving path, such as the lane and road number, used to determine the overlap and proximity of two vehicles' driving paths. Operational condition information characterizes the vehicle's operational affiliation. Operational condition information includes: platooning information and / or work area information. Platooning information can refer to identification information indicating whether vehicles belong to the same operational platoon, used to determine the collaborative association attributes of vehicle cluster operations. Work area information can refer to identification information characterizing the area where the vehicle is currently operating, used to determine the consistency of the vehicle's operational space affiliation. For example, the target vehicle and the target communication node are working together in the unloading operation area. This represents the weight coefficient corresponding to the travel segment. The closer the travel segments of the target vehicle and the corresponding target communication node are, the greater the weight coefficient. The larger the value, the higher the correction weight. This applies when the target vehicle and its corresponding target communication node are operating on the same road segment. The value is 1. The weighting coefficients represent the operating condition information and are determined based on the correlation between the operating condition information of the two vehicles. The stronger the correlation between the operating conditions, the higher the weighting coefficients. The larger the value, the higher the correction weight. This applies when the target vehicle and its corresponding target communication node share the same convoy information or the same work area information. The value is set to 1. The operation scenario information is broken down into driving route information and working condition information. The working condition information is further refined into platoon information and work area information. The operational collaboration and correlation features are refined in layers, so that the assignment of correction weights has a clear scenario basis and avoids the subjectivity and randomness of weight correction.

[0065] In another embodiment of this disclosure, the actual reception rate of the interactive information in the communication link between the target communication node and the target vehicle is determined in the following manner: Step 1: Determine the length of the time window based on the type of interactive information; Step 2: Within the time window, count the number of actual sent and received interactive messages. Step 3: Based on the actual number of interactive messages sent and received, determine the actual reception rate of interactive messages in the communication link between the target communication node and the target vehicle; and / or, In step S104 above, based on the actual and expected reception rates of the interactive information in the communication link between the target communication node and the target vehicle, it is determined whether there is an anomaly in the communication link between the target communication node and the target vehicle, including: Step 4: If the difference between the actual reception rate and the expected reception rate of the interactive information in the communication link between the target communication node and the target vehicle is less than a first preset threshold, and the number of times the difference is continuously detected to be less than the first preset threshold is greater than or equal to a second preset threshold, it is determined that there is an anomaly in the communication link between the target communication node and the target vehicle; wherein the first preset threshold is determined based on the type of interactive information.

[0066] In this embodiment, the actual reception rate of the communication link is calculated and communication link anomaly is determined. Interaction information can be various service data packets transmitted between the target vehicle and the target communication node via the communication link. According to service attributes, it can be divided into different interaction information types, such as shared vehicle location and shared obstacle information. For step one above, different types of interaction information have different transmission frequencies, service priorities, and statistical characteristics. Based on the type of interaction information transmitted on the current communication link, the corresponding time window length is determined to provide a standardized statistical interval for subsequent data transmission and reception statistics, ensuring that the statistical caliber of the actual reception rate of different service information is adapted to its own service characteristics. For step two above, within the length of the time window, the interaction information between the target vehicle and the target communication node is statistically analyzed, recording the total number of interaction information actually sent by the communication link and the number of interaction information actually successfully received within the statistical period. For step three above, based on the number of actually received interaction information and the number of actually sent interaction information obtained within the time window, the actual reception rate of the current communication link is calculated through the ratio of the number of received and sent interactions, truly reflecting the real-time transmission quality of the link. For example, the time window... Within this framework, based on the actual number of sent and received interactive messages, the actual reception rate of interactive messages in the communication link between the target communication node and the target vehicle is determined. The formula is as follows:

[0067] in, Indicates the actual reception rate. Indicates the actual number of interactive messages sent; This indicates the actual number of interactive messages received.

[0068] For step four above, the difference between the actual reception rate and the expected reception rate of the same communication link is calculated, and this difference is compared with a first preset threshold. Simultaneously, the cumulative number of times the difference is consistently less than the first preset threshold during continuous detection is counted. If the difference is less than the first preset threshold and the consecutive counts are greater than or equal to a second preset threshold, it is determined that the communication link between the target communication node and the target vehicle is abnormal. The first preset threshold is adaptively adjusted according to the type of interaction information to accommodate the deviation tolerance of different services. For example, for interaction information involving shared obstacles, a corresponding first preset threshold is preset; if the difference between the actual reception rate and the expected reception rate is less than the first preset threshold for five consecutive detections, and the second preset threshold is five times, then the determination condition is met, and it is determined that the current communication link is abnormal.

[0069] By using a first preset threshold for the difference and a second preset threshold for the number of consecutive times, a dual judgment is made. The communication link is judged to be abnormal only when the actual reception rate continues to deteriorate. This can filter out the accidental deviations caused by instantaneous fluctuations and short-term interference in the communication link, and greatly reduce the probability of false alarms and misjudgments of communication link abnormalities.

[0070] In another embodiment of this disclosure, the method further includes: In the event of an anomaly in the communication link, the preset self-healing strategy is executed in descending order of priority to restore communication between the target vehicle and the target communication node until the communication between the target vehicle and the target communication node is restored, at which point the execution of the preset self-healing strategy stops. The preset self-healing strategies, ranked from highest to lowest priority, include the following: The first priority strategy for link parameter enhancement includes at least one of the following: increasing the redundancy coding ratio, performing retransmission according to specified rules, or performing multipath or repeated transmission of key interactive information. The second priority strategy for optimizing service scheduling includes: reducing the frequency of sending non-critical interactive information; The third priority strategy for transmission path reconstruction includes at least one of the following: switching communication channels, switching communication modes, or building a new communication link based on relay nodes; The fourth priority strategy for device-level fault recovery includes performing a soft reboot of the vehicle's communication module and / or switching to a redundant hardware communication unit.

[0071] In this embodiment, a preset self-healing strategy is executed to restore communication between the target vehicle and the target communication node. The preset self-healing strategy, pre-configured for communication link anomalies, is layered according to rules from smallest to largest disturbance, lowest to highest repair cost, and highest to lowest execution priority. This is used to automatically repair communication faults when the communication link is abnormal. The first priority is the highest priority repair strategy, which is a minimal disturbance repair method that optimizes transmission parameters and improves message fault tolerance. Executable operations include: increasing the redundancy coding ratio, performing retransmission operations according to specified rules, and sending or repeating critical interaction information via multiple paths. This strategy only optimizes the transmission mechanism and does not change the service scheduling and communication architecture, prioritizing the repair of communication link anomalies caused by minor interference. Increasing the redundancy coding ratio can be achieved by adding checksums and redundant coded data during data transmission; increasing the redundancy coding ratio enhances the message's anti-interference and anti-loss capabilities. Performing retransmission according to specified rules is a transmission mechanism that retransmits lost or abnormal interaction information according to specified rules to compensate for short-term data packet loss. For example, retransmitting abnormal interaction information at least three times. Multipath transmission is a method of transmitting critical interaction information in parallel through multiple communication paths to improve the success rate of critical message delivery. Exchanged information can be categorized into critical and non-critical interaction information. For example, the vehicle location and speed of the target communication node are critical interaction information, while vehicle type and software package resources are non-critical. If communication cannot be restored after the first priority strategy is executed, the second priority strategy is executed. By reducing the transmission frequency of non-critical interaction information, the unnecessary occupation of channel resources is reduced, channel bandwidth and transmission resources are released, and the stable transmission of critical interaction information is prioritized, improving communication anomalies caused by communication link congestion and resource crowding. For example, if communication link channel congestion leads to a decrease in the actual control reception rate, reducing the transmission frequency of non-critical information such as shared software package resources ensures the transmission of vehicle collaborative control messages and repairs communication link anomalies. If the second priority strategy fails to repair the problem, the third priority transmission path reconstruction strategy is executed. This strategy avoids the original abnormal communication link by changing the communication transmission path, specifically including switching communication channels, switching communication modes, and rebuilding new communication links based on surrounding relay nodes, eliminating communication link anomalies at the transmission path level. Switching communication channels refers to switching the currently malfunctioning operating channel to a preset backup channel while maintaining the original communication mode. When the original channel experiences persistent interference, congestion, or severe signal attenuation, causing communication link abnormalities, channel switching avoids environmental interference on the original channel and utilizes the favorable transmission conditions of the backup channel to rebuild a stable communication link. This is a low-modification path reconstruction method. Switching communication modes can refer to switching the communication standard and transmission operating mode between vehicles to adapt to communication scenarios with different transmission distances, obstruction conditions, and interference intensities.For example, switching to a high-penetration communication mode in near-field obstruction scenarios and a long-distance transmission mode in long-distance scenarios adapts to the current harsh transmission environment by changing the underlying communication mechanism. Building a new communication link based on relay nodes can refer to selecting nearby vehicles in normal condition and suitable location within the work scenario as relay nodes when the direct communication link between the target vehicle and the target communication node cannot be restored due to terrain obstruction, distance exceeding limits, or other issues. This establishes a multi-level transmission communication link between the target vehicle, relay nodes, and the target communication node, bypassing obstructions and transmission blind spots in the direct communication path, reconstructing a complete communication link, and achieving data interaction recovery. The fourth priority strategy serves as a fallback repair strategy, executed when the first three strategies fail to repair the anomaly. For hardware and software malfunctions in the communication module, a software soft restart is performed on the vehicle communication module, and / or switching to a backup redundant hardware communication unit, eliminating communication link failures caused by equipment jams, module failures, or hardware anomalies. For example, if the vehicle communication module software malfunctions, causing a continuous disconnection of the communication link, a soft restart of the communication module is performed; if the restart is ineffective, switching to a redundant hardware communication unit restores normal communication functionality. The system adopts an immediate repair and stop execution logic, which stops subsequent repair operations as soon as the communication link is restored. This eliminates the need to traverse all strategies, effectively shortens the self-healing processing time, improves the real-time performance of communication link anomaly recovery, and ensures the continuity of vehicle collaborative operations.

[0072] In another embodiment of this disclosure, the method further includes: In the event of an anomaly in the communication link, a preset safety strategy is adopted to control vehicle driving. The preset safety strategy includes: increasing the weight of perception data obtained by the vehicle using perception devices relative to the interaction information obtained through the target communication node during the driving decision-making process.

[0073] In this embodiment, dynamic weight shifting reduces the interference of abnormal communication interaction information on vehicle driving decisions. When an anomaly is detected in the communication link between the target vehicle and the target communication node, the weight allocation mechanism of the data source is adjusted during subsequent driving decision calculations. The weight of the perception data acquired by the onboard sensing devices is proactively increased, while the weight of the interaction information acquired through the target communication node is relatively reduced. This dynamic weight shift weakens the negative impact of abnormal communication links on driving decisions, prioritizing driving control based on local, real-time perception data to ensure vehicle operational safety. For example, when the communication link is normal, driving decisions integrate perception data and interaction information from the target communication node, with a balanced weight distribution. When an anomaly occurs in the onboard communication link, or when there is packet loss or delay distortion in the interaction information, a preset safety strategy is triggered. This increases the decision weight of onboard sensing data such as LiDAR and cameras, while reducing the reference weight of the interaction information from the communication link. This allows the vehicle to prioritize obstacle avoidance, deceleration, and following decisions based on its own real-time environmental perception data, avoiding the risk of misjudgments caused by abnormal communication links.

[0074] Based on the same disclosed concept, this disclosure also provides a communication link anomaly detection device and an unmanned vehicle. Since the principle of solving the problem by these devices and unmanned vehicles is similar to the aforementioned communication link anomaly detection method, the implementation of the device and unmanned vehicle can refer to the implementation of the aforementioned method, and the repeated parts will not be described again.

[0075] This disclosure provides a device for detecting communication link anomalies, such as... Figure 2 As shown, it includes: The communication interaction matching information acquisition module 201 is used to acquire the communication interaction matching information between the target vehicle and surrounding vehicles. The target communication node set determination module 202 is used to determine the target communication node set to be monitored based on the communication interaction matching information. The expected reception rate determination module 203 is used to construct an expected reception rate model for each target communication node in the target communication node set based on communication quality correlation factors; and to determine the expected reception rate of the interactive information in the communication link between the target communication node and the target vehicle through the expected reception rate model. The detection module 204 is used to determine whether there is an anomaly in the communication link between the target communication node and the target vehicle for each target communication node, based on the actual reception rate of the interactive information in the communication link between the target communication node and the target vehicle and the expected reception rate.

[0076] In another embodiment of this disclosure, the communication interaction matching information includes: spatial association information and / or working condition association information; the spatial association information includes: spatial distance and / or relative azimuth angle.

[0077] In another embodiment of this disclosure, the target communication node set determination module 202 is used to determine target surrounding vehicles whose communication interaction matching information meets preset association conditions as target communication nodes to be monitored; wherein, the preset association conditions include at least one of the following: The spatial distance is less than or equal to a preset distance threshold; The relative azimuth angle is within the preset direction sector range; The operating condition association information indicates that the target vehicle and surrounding vehicles have relevant operating scenario information.

[0078] In another embodiment of this disclosure, the expected reception rate determination module 203 is used to construct an expected reception rate model by coupling the influence of each communication quality related factor on the expected reception rate according to the parametric relationship between each communication quality related factor and the expected reception rate. The parameter interaction relationship includes at least one of the following: continuous numerical association, conditional segmented value selection, and modified weight.

[0079] In another embodiment of this disclosure, the expected reception rate determination module 203 is used to quantify each communication quality correlation factor into a correlation factor for each communication quality correlation factor. Based on the correlation between this communication quality factor and the expected reception rate, the parametric relationship between this factor and the expected reception rate is determined; and Construct corresponding factor terms for the associated factor based on the parameter interaction relationship; A model of expected reception rate is constructed based on the factor terms corresponding to each communication quality correlation factor. Optionally, the values ​​of each factor item are positively correlated with the expected reception rate; for correlation factors whose parameter interaction relationship is a continuous numerical correlation and negatively correlated with the expected reception rate, their values ​​are negatively correlated with the values ​​of the corresponding factor items; for correlation factors whose parameter interaction relationship is a conditional segmented value, the more significant the effect of the satisfied condition on the communication quality gain, the larger the value of the corresponding factor item.

[0080] In another embodiment of this disclosure, the communication quality correlation factors include at least one of the following: environmental influence factors, directional gain, and relative motion penalty; The environmental influencing factors are determined based on spatial distance and / or propagation obstruction status; the directional gain is determined based on the relative azimuth angle between the target communication node and the target vehicle; and the relative motion penalty is determined based on the relative motion rate between the target communication node and the target vehicle. Optional: The parametric relationship between spatial distance and desired receiver rate is a continuous numerical correlation and is negatively correlated with desired receiver rate; the desired receiver rate decreases as spatial distance increases; or, The parametric relationship between the propagation obstruction state and the desired reception rate is conditionally segmented; the corresponding value is less than that in the line-of-sight state when the propagation obstruction state is non-line-of-sight; or... The parametric relationship between the relative azimuth angle and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate; as the absolute value of the relative azimuth angle deviating from the preset main lobe center angle increases, the desired receiver rate decreases; or, The parametric relationship between the relative motion rate and the desired reception rate is a continuous numerical correlation and is negatively correlated with the desired reception rate; the desired reception rate decreases as the relative motion rate increases.

[0081] In another embodiment of this disclosure, the communication quality correlation factors include at least one of the following: spatial distance, propagation obstruction status, relative azimuth angle, relative motion rate, terrain features, map freshness, and operating scenario information; Optional: The parametric relationship between spatial distance and desired receiver rate is a continuous numerical correlation and is negatively correlated with desired receiver rate; specifically, the desired receiver rate decreases as spatial distance increases; or, The parametric relationship between the relative azimuth angle and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate; specifically, as the absolute value of the relative azimuth angle deviating from the preset main lobe center angle increases, the desired receiver rate decreases; or... The parametric relationship between the propagation obstruction state and the desired reception rate is conditionally segmented; wherein, when the propagation obstruction state is a non-line-of-sight state, the corresponding value is less than that in the line-of-sight state; or... The parametric relationship between the relative azimuth angle and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate; specifically, as the absolute value of the relative azimuth angle deviating from the preset main lobe center angle increases, the desired receiver rate decreases; or... The parametric relationship between the relative motion rate and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate; specifically, the desired receiver rate decreases as the relative motion rate increases; or... The terrain features are characterized by relative elevation differences; the parametric relationship between the relative elevation differences and the expected reception rate is a continuous numerical correlation and a negative correlation with the expected reception rate; specifically, the expected reception rate decreases as the relative elevation differences increase; or, The parametric relationship between map freshness and expected reception rate is conditionally segmented; where the value is greater when the map freshness is up-to-date than when it is not up-to-date; or... The parametric relationship between the operating scenario information and the expected reception rate is the correction weight; the more relevant the operating scenario of the target vehicle and the corresponding target communication node is, the higher the correction weight.

[0082] In another embodiment of this disclosure, the operating scenario information includes: driving route information and / or operating condition information; the operating condition information includes: platooning information and / or work area information; The correction weight is determined based on the operating scenario information; wherein, the closer the target vehicle and the corresponding target communication node are on the same road segment, the higher the correction weight; the more relevant the operating condition information of the target vehicle and the corresponding target communication node, the higher the correction weight.

[0083] In another embodiment of this disclosure, the detection module 204 is used to determine the actual reception rate of the interactive information in the communication link between the target communication node and the target vehicle in the following manner: The length of the time window is determined based on the type of interactive information. Within the length of the time window, the number of actual sent interactive messages and the number of actual received interactive messages are counted. Based on the actual number of interactive messages sent and received, determine the actual reception rate of interactive messages in the communication link between the target communication node and the target vehicle; and / or, The detection module 204 is used to determine that there is an anomaly in the communication link between the target communication node and the target vehicle when the difference between the actual reception rate and the expected reception rate of the interactive information in the communication link between the target communication node and the target vehicle is less than a first preset threshold, and the number of times the difference is less than the first preset threshold is greater than or equal to a second preset threshold; wherein the first preset threshold is determined based on the type of interactive information.

[0084] In another embodiment of this disclosure, the detection module 204 is further configured to, in the event of an anomaly in the communication link, execute a preset self-healing strategy in descending order of priority to restore communication between the target vehicle and the target communication node, until the communication between the target vehicle and the target communication node is restored, and then stop executing the preset self-healing strategy. The preset self-healing strategies, ranked from highest to lowest priority, include: The first priority strategy for link parameter enhancement includes at least one of the following: increasing the redundancy coding ratio, performing retransmission according to specified rules, or performing multipath or repeated transmission of key interactive information. The second priority strategy for optimizing service scheduling includes: reducing the frequency of sending non-critical interactive information; The third priority strategy for transmission path reconstruction includes at least one of the following: switching communication channels, switching communication modes, or building a new communication link based on relay nodes; The fourth priority strategy for device-level fault recovery includes performing a soft reboot of the vehicle's communication module and / or switching to a redundant hardware communication unit.

[0085] In another embodiment of this disclosure, the detection module 204 is further configured to control vehicle driving using a preset safety strategy when the communication link is abnormal; the preset safety strategy includes: increasing the weight ratio of perception data obtained by the vehicle using perception devices relative to interactive information obtained through the target communication node during the driving decision-making process.

[0086] This disclosure provides an unmanned vehicle that performs the steps of the communication link anomaly detection method as described in any of the above embodiments.

[0087] Through the above description of the embodiments, those skilled in the art can clearly understand that the embodiments of this disclosure can be implemented in hardware or by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions of the embodiments of this disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, mobile hard drive, etc.) and includes several instructions to cause a computer device (such as a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments of this disclosure.

[0088] Those skilled in the art will understand that the accompanying drawings are merely schematic diagrams of a preferred embodiment, and the modules or processes in the drawings are not necessarily essential for implementing this disclosure.

[0089] Those skilled in the art will understand that the modules in the apparatus of the embodiments can be distributed in the apparatus of the embodiments as described in the embodiments, or they can be located in one or more devices different from this embodiment with corresponding changes. The modules of the above embodiments can be combined into one module, or they can be further divided into multiple sub-modules.

[0090] The sequence numbers of the embodiments disclosed above are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0091] Obviously, those skilled in the art can make various modifications and variations to this disclosure without departing from its spirit and scope. Therefore, if such modifications and variations fall within the scope of the claims of this disclosure and their equivalents, this disclosure is also intended to include such modifications and variations.

Claims

1. A method for detecting communication link anomalies, characterized in that, include: Obtain communication and interaction matching information between the target vehicle and surrounding vehicles; Based on the communication interaction matching information, determine the set of target communication nodes to be monitored; For each target communication node in the target communication node set, an expected reception rate model is constructed based on communication quality correlation factors, and the expected reception rate of the interactive information in the communication link between the target communication node and the target vehicle is determined through the expected reception rate model. For each target communication node, based on the actual reception rate of the interactive information in the communication link between the target communication node and the target vehicle and the expected reception rate, it is determined whether there is an anomaly in the communication link between the target communication node and the target vehicle.

2. The method as described in claim 1, characterized in that, The communication interaction matching information includes: spatial association information and / or working condition association information; the spatial association information includes: spatial distance and / or relative azimuth angle.

3. The method as described in claim 2, characterized in that, Based on the communication interaction matching information, a set of target communication nodes to be monitored is determined, including: Vehicles in the vicinity of targets whose communication interaction matching information meets preset association conditions are identified as target communication nodes to be monitored; wherein the preset association conditions include at least one of the following: The spatial distance is less than or equal to a preset distance threshold; The relative azimuth angle is within the preset direction sector range; The operating condition association information indicates that the target vehicle and surrounding vehicles have relevant operating scenario information.

4. The method as described in claim 1, characterized in that, The method for constructing the expected reception rate model based on communication quality correlation factors includes: Based on the parametric relationship between each communication quality factor and the expected reception rate, the influence of each communication quality factor on the expected reception rate is coupled to construct an expected reception rate model; The parameter interaction relationship includes at least one of the following: continuous numerical association, conditional segmented value selection, and modified weight.

5. The method as described in claim 4, characterized in that, Based on the parametric relationship between various communication quality factors and the expected reception rate, and coupling the influence of each communication quality factor on the expected reception rate, an expected reception rate model is constructed, including: For each communication quality-related factor, quantify that factor into a correlation factor. Based on the correlation between this communication quality factor and the expected reception rate, the parametric relationship between this factor and the expected reception rate is determined; and Construct corresponding factor terms for the associated factor based on the parameter interaction relationship; A model of expected reception rate is constructed based on the factor terms corresponding to each communication quality correlation factor. Optionally, the values ​​of each factor item are positively correlated with the expected reception rate; for correlation factors whose parameter interaction relationship is a continuous numerical correlation and negatively correlated with the expected reception rate, their values ​​are negatively correlated with the values ​​of the corresponding factor items; for correlation factors whose parameter interaction relationship is a conditional piecewise correlation, the more significant the effect of the satisfied condition on communication quality gain, the larger the value of the corresponding factor item.

6. The method as described in claim 4, characterized in that, The communication quality correlation factors include at least one of the following: environmental factors, directional gain, and relative motion penalty; The environmental influencing factors are determined based on spatial distance and / or propagation obstruction status; the directional gain is determined based on the relative azimuth angle between the target communication node and the target vehicle; and the relative motion penalty is determined based on the relative motion rate between the target communication node and the target vehicle. Optional: The parametric relationship between spatial distance and desired receiver rate is a continuous numerical correlation and is negatively correlated with desired receiver rate; the desired receiver rate decreases as spatial distance increases; or, The parametric relationship between the propagation obstruction state and the desired reception rate is conditionally segmented; the corresponding value is less than that in the line-of-sight state when the propagation obstruction state is non-line-of-sight; or... The parametric relationship between the relative azimuth angle and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate; as the absolute value of the relative azimuth angle deviating from the preset main lobe center angle increases, the desired receiver rate decreases; or, The parametric relationship between the relative motion rate and the desired reception rate is a continuous numerical correlation and is negatively correlated with the desired reception rate; the desired reception rate decreases as the relative motion rate increases.

7. The method as described in claim 4, characterized in that, The communication quality correlation factors include at least one of the following: spatial distance, propagation obstruction status, relative azimuth angle, relative motion rate, terrain features, map freshness, and operating scenario information; Optional: The parametric relationship between spatial distance and desired receiver rate is a continuous numerical correlation and is negatively correlated with desired receiver rate; specifically, the desired receiver rate decreases as spatial distance increases; or, The parametric relationship between the relative azimuth angle and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate; specifically, as the absolute value of the relative azimuth angle deviating from the preset main lobe center angle increases, the desired receiver rate decreases; or... The parametric relationship between the propagation obstruction state and the desired reception rate is conditionally segmented; wherein, when the propagation obstruction state is a non-line-of-sight state, the corresponding value is less than that in the line-of-sight state; or... The parametric relationship between the relative azimuth angle and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate; specifically, as the absolute value of the relative azimuth angle deviating from the preset main lobe center angle increases, the desired receiver rate decreases; or... The parametric relationship between the relative motion rate and the desired receiver rate is a continuous numerical correlation and is negatively correlated with the desired receiver rate; specifically, the desired receiver rate decreases as the relative motion rate increases; or... The terrain features are characterized by relative elevation differences; the parametric relationship between the relative elevation differences and the expected reception rate is a continuous numerical correlation and a negative correlation with the expected reception rate; specifically, the expected reception rate decreases as the relative elevation differences increase; or, The parametric relationship between map freshness and expected reception rate is conditionally segmented; where the value is greater when the map freshness is up-to-date than when it is not up-to-date; or... The parametric relationship between the operating scenario information and the expected reception rate is the correction weight; the more relevant the operating scenario of the target vehicle and the corresponding target communication node is, the higher the correction weight.

8. The method as described in claim 7, characterized in that, The operational scenario information includes: driving route information and / or operating condition information; the operating condition information includes: platooning information and / or work area information. The correction weight is determined based on the operating scenario information; wherein, the closer the target vehicle and the corresponding target communication node are on the same road segment, the higher the correction weight; the more relevant the operating condition information of the target vehicle and the corresponding target communication node, the higher the correction weight.

9. The method as described in claim 1, characterized in that, The actual reception rate of the information exchanged in the communication link between the target communication node and the target vehicle is determined using the following methods: The length of the time window is determined based on the type of interactive information. Within the length of the time window, the number of actual sent interactive messages and the number of actual received interactive messages are counted. Based on the actual number of interactive messages sent and received, determine the actual reception rate of interactive messages in the communication link between the target communication node and the target vehicle; and / or, The determination of whether there is an anomaly in the communication link between the target communication node and the target vehicle based on the actual reception rate and the expected reception rate of the interactive information in the communication link between the target communication node and the target vehicle includes: If the difference between the actual reception rate and the expected reception rate of the interactive information in the communication link between the target communication node and the target vehicle is less than a first preset threshold, and the number of times the difference is continuously detected to be less than the first preset threshold is greater than or equal to a second preset threshold, it is determined that there is an anomaly in the communication link between the target communication node and the target vehicle; wherein the first preset threshold is determined based on the type of interactive information.

10. The method as described in claim 1, characterized in that, The method further includes: In the event of an anomaly in the communication link, a preset self-healing strategy is executed in descending order of priority to restore communication between the target vehicle and the target communication node until the communication between the target vehicle and the target communication node is restored, at which point the execution of the preset self-healing strategy is stopped. The preset self-healing strategies, ranked from highest to lowest priority, include: The first priority strategy for link parameter enhancement includes at least one of the following: increasing the redundancy coding ratio, performing retransmission according to specified rules, or performing multipath or repeated transmission of key interactive information. The second priority strategy for optimizing service scheduling includes: reducing the frequency of sending non-critical interactive information; The third priority strategy for transmission path reconstruction includes at least one of the following: switching communication channels, switching communication modes, or building a new communication link based on relay nodes; The fourth priority strategy for device-level fault recovery includes performing a soft reboot of the vehicle's communication module and / or switching to a redundant hardware communication unit.

11. The method as described in claim 1, characterized in that, The method further includes: In the event of an anomaly in the communication link, a preset safety strategy is adopted to control vehicle driving; the preset safety strategy includes: during the driving decision-making process, increasing the weight ratio of perception data obtained by the vehicle using perception devices relative to the interaction information obtained through the target communication node.

12. A device for detecting communication link anomalies, characterized in that, include: The communication interaction matching information acquisition module is used to acquire communication interaction matching information between the target vehicle and surrounding vehicles; The target communication node set determination module is used to determine the target communication node set to be monitored based on the communication interaction matching information. The expected reception rate determination module is used to construct an expected reception rate model for each target communication node in the target communication node set based on communication quality correlation factors; and to determine the expected reception rate of the interactive information in the communication link between the target communication node and the target vehicle through the expected reception rate model. The detection module is used to determine whether there is an anomaly in the communication link between the target communication node and the target vehicle for each target communication node, based on the actual reception rate and the expected reception rate of the interactive information in the communication link between the target communication node and the target vehicle.

13. An unmanned vehicle, characterized in that, Perform the steps of the method for detecting communication link anomalies as claimed in any of claims 1 to 11.

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