A vehicle-mounted safety and communication integrated control system

Abstract

The application discloses a kind of vehicle safety and communication integration control system, it is related to vehicle communication field, including: association acquisition module, for synchronous acquisition vehicle own safety operation parameter and surrounding communication link quality parameter, establish safety operation parameter and communication link quality parameter one-to-one corresponding acquisition timing sequence;Construction module is used for based on the safety operation parameter and communication link quality parameter collected, constructs the static basic mapping table between safety state level and communication resource demand;The application can accurately establish the matching relationship of vehicle safety state and communication resource demand by synchronously associating vehicle operation safety, communication link quality and multiple parameters of driving environment and uniform timing acquisition, can scientifically evaluate vehicle real-time safety level and adapt communication bandwidth and transmission priority as needed, so that the execution threshold and response timing of vehicle safety control can be reasonably adjusted when communication resource supply is insufficient.

Description

Technical Field

[0001] This invention relates to the field of vehicle communication technology, specifically to an integrated vehicle safety and communication control system. Background Technology

[0002] With the rapid popularization of intelligent connected vehicles, on-board safety protection, vehicle operation monitoring, and vehicle-to-everything (V2X) communication have become core supporting functions of vehicles. Currently, the industry mostly adopts a separate deployment mode for on-board safety modules and communication terminals, relying on conventional on-board buses to achieve basic signal interaction, which can meet the basic usage needs of ordinary commuting scenarios.

[0003] The invention patent application with application number 202610145682.8 discloses a vehicle network security communication method based on national cryptographic algorithms. This application aims to solve the problem that "existing vehicle safety and communication modules are deployed separately and have no collaborative linkage mechanism, resulting in excessive linkage delay and delayed command response under emergency conditions, which cannot meet the high reliability management and control requirements of the whole vehicle".

[0004] However, there is still room for improvement in the existing technology for the integrated control of vehicle safety and communication, in order to further enhance driving safety and resilience in emergency situations.

[0005] To address this, we propose an integrated vehicle safety and communication control system. Summary of the Invention

[0006] In view of the above-mentioned shortcomings of the prior art, the present invention provides an integrated vehicle safety and communication control system, which can effectively solve the problems of the prior art.

[0007] To achieve the above objectives, the present invention is implemented through the following technical solutions; This invention discloses an integrated vehicle safety and communication control system, comprising: The system comprises the following modules: A **Association Acquisition Module:** Synchronously collects vehicle safety operation parameters and surrounding communication link quality parameters, establishing a one-to-one correspondence between these parameters and the acquisition sequence. A **Construction Module:** Based on the collected safety operation parameters and communication link quality parameters, it constructs a static basic mapping table between safety status levels and communication resource requirements. A **Allocation Module:** Assessing the vehicle's current safety status level and matching the corresponding communication resource requirements from the static basic mapping table, adjusting communication channel bandwidth and transmission priority in real time. A **Adjustment Module:** Adjusting the execution threshold and response sequence of the vehicle safety control strategy based on the deviation between the current communication link quality parameters and the matched communication resource requirements. A **Transmission Module:** Encapsulating the vehicle safety control strategy execution threshold and response sequence output by the adjustment module and the communication channel bandwidth and transmission priority output by the allocation module with timestamps, generating safety control commands, and transmitting them uniformly through the communication channels allocated by the allocation module. A **Correction Module:** Monitoring the execution results and communication transmission results of the safety control commands output by the transmission module, and correcting and updating the mapping relationships in the static basic mapping table in real time. The associated acquisition module is interactively connected to a construction module, an allocation module, and an adjustment module via an in-vehicle local area network. The construction module, allocation module, and adjustment module are interactively connected via an in-vehicle local area network. The adjustment module is interactively connected to a transmission module and a correction module via an in-vehicle local area network. The transmission module and the correction module are interactively connected via an in-vehicle local area network.

[0008] Furthermore, during the operation of the associated acquisition module, the acquisition trigger signal of the vehicle's own safety operation parameters and the acquisition trigger signal of the communication link quality parameters are phase locked, so that the acquisition trigger of the two types of parameters maintains a fixed phase difference in real time. The associated acquisition module uses the acquisition time of the vehicle's own safety operation parameters as the reference time sequence, performs linear interpolation to complete the communication link quality parameters, generates a communication link quality parameter sequence that corresponds one-to-one with the acquisition time of the safety operation parameters, synchronously records the time deviation of each interpolation completion point, and associates and stores the time deviation with the safety operation parameters and communication link quality parameters at the corresponding time.

[0009] Furthermore, the associated acquisition module is also used to synchronously acquire vehicle driving environment parameters, and to perform unified phase locking between the acquisition trigger signal of the driving environment parameters and the acquisition trigger signals of the vehicle safety operation parameters and communication link quality parameters, so as to establish a unified acquisition sequence of the three parameters of vehicle safety operation parameters, communication link quality parameters and driving environment parameters, and to associate and store the three types of parameters at the same acquisition time.

[0010] Furthermore, the construction module runs a model that establishes a correspondence between the vehicle's current safety status level and communication resource requirements, wherein the communication resource requirements... ; In the formula, This is to meet the basic communication resource requirements of vehicles; This is a preset proportionality coefficient; The vehicle's safety status level; Based on the aforementioned correspondence model, a static basic mapping table is generated that covers all security status level ranges and corresponds one-to-one with communication resource requirements; Among them, the basic communication resource requirements of the vehicle The unit is bits per second, which is used to characterize the minimum communication bandwidth required for a vehicle to maintain basic safety communication and vehicle status reporting functions under normal safety conditions.

[0011] Furthermore, the allocation module evaluates the vehicle's current safety status level using the following formula: ; In the formula: For the first Real-time collected values ​​of vehicle safety operation parameters; For the first The normal baseline values ​​for the safe operating parameters of each vehicle; The number of vehicle safety operation parameters used in the safety status assessment; The allocation module matches the communication resource requirements corresponding to the current security status level from the static basic mapping table, adjusts the uplink and downlink bandwidth of the communication channel in real time according to the matched communication resource requirements, and sets the transmission priority of communication data in the order of security control, vehicle status, and entertainment information. Furthermore, when the current security status level is lower than the preset security threshold, the transmission of entertainment information communication data will be suspended.

[0012] Furthermore, when the adjustment module runs, it calculates the matching communication resource requirements. The maximum communication resources that the current communication link can actually provide. Resource discrepancies between ,in ; when At that time, based on the resource deviation With the current vehicle safety status level Calculate the adjustment amount of the execution threshold for the security control strategy respectively. With response timing adjustment ; ; ; In the formula: This is the initial execution threshold for the security control policy; The initial response sequence for the security control strategy; , This is the preset adjustment coefficient; The adjustment module adjusts the amount based on the execution threshold. Lower the execution threshold of the security control policy and adjust the amount according to the response sequence. Shorten the response time of security control strategies.

[0013] Furthermore, the transmission module generates a global timestamp based on the vehicle's unified global clock source, embeds the communication channel bandwidth and transmission priority information output by the allocation module into the frame header of the safety control command, embeds the vehicle safety control strategy execution threshold and response timing information output by the adjustment module into the frame data of the safety control command, and adds the same global timestamp to both the frame header and frame data to complete the timestamp synchronization encapsulation of the safety control command. Then, through the communication channel allocated by the allocation module, the encapsulated safety control command is transmitted to each execution unit and the vehicle communication terminal.

[0014] Furthermore, during the operation phase of the transmission module, based on the total bandwidth of the communication channel adjusted by the allocation module and the transmission priority of various types of communication data, the corresponding transmission time slot length and transmission period are allocated to each type of communication data in descending order of transmission priority. Independent security instruction transmission time slots and non-security data transmission time slots are divided in the time domain of the communication channel, so that the transmission time slots of security control instructions and the transmission time slots of non-security communication data do not overlap on the time axis. The transmission module monitors the current vehicle safety status level in real time. When it detects that the current vehicle safety status level is lower than the preset emergency threshold, it immediately terminates the currently transmitted non-safety communication data, switches all transmission time slots originally allocated to non-safety communication data to safety control command transmission time slots, and initiates the recovery process for non-safety communication data transmission time slots after the safety control command transmission is completed and the vehicle safety status level recovers to above the preset safety threshold and remains stable for a preset time. The transmission time slots are restored sequentially from low to high priority. After the time slots of each type of communication data are restored, the time slots of the next type of communication data are restored after a preset interval. The transmission time slots of each type of communication data are increased stepwise according to a preset step size until the original allocated transmission time slot length is restored. If the vehicle safety status level is detected to be lower than the preset safety threshold again during the recovery process, the recovery process will be terminated immediately, and the transmission time slots of all non-safety communication data will be switched back to safety control command transmission time slots.

[0015] Furthermore, the correction module performs statistical analysis on the execution success rate of security control commands within a preset time window. With communication transmission success rate And calculate the expected vehicle safety status level after the safety control command is executed. Compared with the actual vehicle safety status level Safety status difference between ,in ; Based on the execution success rate Communication transmission success rate and the security status difference Calculate the communication resource requirement adjustment amount corresponding to the security status level in the static basic mapping table: ; In the formula: The original communication resource requirements corresponding to the security status level in the static basic mapping table; According to the correction amount Update the corresponding communication resource requirements in the static base mapping table to complete the real-time correction of the static base mapping table.

[0016] Compared with the known prior art, the technical solution provided by this invention has the following beneficial effects: This invention, by synchronously associating multiple parameters of vehicle operation safety, communication link quality, and driving environment and collecting them in a unified time sequence, can accurately establish a matching relationship between vehicle safety status and communication resource requirements. It can scientifically assess the real-time safety level of the vehicle and adapt communication bandwidth and transmission priority as needed. Thus, when communication resource supply is insufficient, the execution threshold and response sequence of vehicle safety control can be reasonably adjusted, realizing the synchronous encapsulation and time-sharing orderly transmission of safety control commands and communication data. This allows for flexible scheduling of communication time slots to ensure priority transmission of safety commands in emergency situations. In addition, the matching rules can be continuously optimized based on the actual performance of command execution and communication transmission, thereby balancing the stability of vehicle safety control with the rational and efficient use of vehicle network communication resources. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are merely some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without any creative effort.

[0018] Figure 1 This is a flowchart illustrating an integrated vehicle safety and communication control system. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0020] The present invention will be further described below with reference to embodiments. Example

[0021] This embodiment provides an integrated vehicle safety and communication control system, such as... Figure 1 As shown, it includes: The associated acquisition module is used to synchronously acquire the vehicle's own safety operation parameters and the quality parameters of the surrounding communication links, and establish a one-to-one correspondence between the safety operation parameters and the communication link quality parameters acquisition sequence. During the operation of the associated acquisition module, the acquisition trigger signal of the vehicle's own safety operation parameters and the acquisition trigger signal of the communication link quality parameters are phase locked, so that the acquisition trigger of the two types of parameters maintains a fixed phase difference in real time. The associated acquisition module uses the acquisition time of the vehicle's own safety operation parameters as the reference time sequence, performs linear interpolation to complete the communication link quality parameters, generates a communication link quality parameter sequence that corresponds one-to-one with the acquisition time of the safety operation parameters, synchronously records the time deviation of each interpolation completion point, and associates and stores the time deviation with the safety operation parameters and communication link quality parameters at the corresponding time. Among them, the vehicle's own safety operating parameters include brake pedal travel, brake master cylinder pressure, steering wheel angle, steering angular velocity, engine speed, throttle opening, vehicle speed, longitudinal acceleration, lateral acceleration, tire pressure, tire temperature, vehicle body tilt angle, seat belt status, and airbag status; the quality parameters of the surrounding communication links include cellular communication signal strength, cellular communication signal-to-noise ratio, cellular communication uplink transmission rate, cellular communication downlink transmission rate, cellular communication end-to-end latency, cellular communication packet loss rate, vehicle-to-everything (V2X) communication signal strength, vehicle-to-everything (V2X) communication channel occupancy rate, vehicle-to-everything (V2X) communication link stability, Bluetooth communication signal strength, and Wi-Fi communication signal strength; In the linear interpolation completion stage, the reference time point corresponding to the collection time of each vehicle safety operation parameter is determined. Then, the original collection points of the two communication link quality parameters adjacent to the reference time point are obtained, and the collection time and corresponding parameter values ​​of the two original collection points are recorded respectively. Then, the time interval between the reference time point and the previous original collection point and the total time interval between the two original collection points are calculated. Finally, the communication link quality parameter completion value corresponding to the reference time point is calculated according to the linear interpolation principle. The completion value is equal to the parameter value of the previous original collection point plus the product of the parameter difference between the two original collection points and the time ratio of the reference time point relative to the previous original collection point. The time deviation of the interpolation completion point is quantized and recorded in milliseconds and stored in the format of timestamp-parameter value tuples. The vehicle safety operation parameters, communication link quality parameters, driving environment parameters and corresponding time deviations are stored in a structured array. The array index uniformly corresponds to the reference time sequence acquisition time to support subsequent modules to quickly retrieve matching parameter data by time sequence index. The associated acquisition module is also used to synchronously acquire vehicle driving environment parameters, and to perform unified phase locking between the acquisition trigger signals of driving environment parameters and the acquisition trigger signals of vehicle safety operation parameters and communication link quality parameters, so as to establish a unified acquisition sequence of vehicle safety operation parameters, communication link quality parameters and driving environment parameters, and to associate and store the three types of parameters at the same acquisition time. Among them, the driving environment parameters include road type, road surface adhesion coefficient, visibility, wind speed, distance to obstacles, number and relative speed of surrounding vehicles, base station density, signal obstruction degree, and electromagnetic interference intensity. The module is used to build a static basic mapping table between security status level and communication resource requirements based on the collected security operation parameters and communication link quality parameters; The module builds a model that establishes the correspondence between the vehicle's current safety status level and its communication resource requirements, where the communication resource requirements... ; In the formula, This is to meet the basic communication resource requirements of vehicles; This is a preset proportionality coefficient; The vehicle's safety status level; The above formula uses an exponential function to establish the intrinsic relationship between vehicle safety status level and communication resource requirements. It uses the minimum basic communication bandwidth under normal safe operating conditions as a benchmark and relies on a proportional coefficient to calibrate the impact of safety status fluctuations on communication resource consumption. The lower the vehicle safety status level, the higher the driving risk, and the required communication resources will increase exponentially. This changes the extensive mode of traditional fixed resource allocation for vehicle communication, completes the nonlinear and precise quantitative matching of safety level and communication resource requirements, and also lays the model foundation for the construction of a static mapping table of safety level and communication resources. Based on the correspondence model, a static basic mapping table is generated that covers all security status level ranges and corresponds one-to-one with communication resource requirements; Among them, the basic communication resource requirements of vehicles The unit is bits per second, which is used to characterize the minimum communication bandwidth required for a vehicle to maintain basic safety communication and vehicle status reporting functions under normal safety conditions. The preset proportional coefficient is determined through vehicle calibration experiments. During the calibration process, the actual communication resources required for the vehicle to complete the transmission of various safety control commands, interaction with surrounding vehicles, and information interaction with roadside units under different safety status levels are collected. An exponential relationship curve between the safety status level and the communication resource requirements is obtained by fitting the data, and then the preset proportional coefficient is determined. The preset proportional coefficient can be adaptively adjusted according to the vehicle type and the vehicle communication standard adopted. During the static base mapping table construction phase, the complete range of security status levels is divided into several continuous and non-overlapping sub-intervals, with each sub-interval corresponding to a discrete security status level. The overall value of vehicle safety status level S is set to a closed interval of [0,1]. This interval is evenly divided into 10 continuous non-overlapping sub-intervals, corresponding to vehicle safety levels 1 to 10 respectively. The step size of the sub-interval is fixed at 0.1. The value of the midpoint of each sub-interval is used as the representative value of the discrete safety level and substituted into the communication resource demand model to calculate the matching bandwidth parameter. Substitute the center value of each discrete security state level into the corresponding relation model to calculate the communication resource requirements corresponding to that security state level; associate each discrete security state level with the calculated corresponding communication resource requirements and store them to generate a static basic mapping table covering the value range of all security state levels. The allocation module is used to assess the current safety status level of the vehicle, and based on the current safety status level of the vehicle, it matches the corresponding communication resource requirements from the static basic mapping table and adjusts the communication channel bandwidth and transmission priority in real time. The allocation module assesses the vehicle's current safety status level using the following formula: ; In the formula: For the first Real-time collected values ​​of vehicle safety operation parameters; For the first The normal baseline values ​​for the safe operating parameters of each vehicle; The number of vehicle safety operation parameters used in the safety status assessment; The number of vehicle safety operation parameters n participating in the safety status assessment is determined according to the vehicle configuration level. For basic models, n is 12, and for mid-to-high-end intelligent connected models, n is fixed at 16. The parameter selection is limited to five core dimensions: braking, steering, power, vehicle posture, and passive safety. Non-safety vehicle auxiliary parameters must not be included. The above formula gathers multiple core safety operating parameters of the vehicle, normalizes the relative deviation of the actual value of each parameter from the benchmark value, multiplies them, and then completes the comprehensive calculation through geometric mean. The greater the deviation of the parameter from the normal benchmark value, the lower the vehicle safety status level value, thereby realizing the comprehensive quantitative evaluation of the vehicle safety condition under multiple parameter dimensions. Its evaluation results are more in line with the actual operating safety level of the vehicle. The allocation module matches the communication resource requirements corresponding to the current security status level from the static basic mapping table. Based on the matched communication resource requirements, it adjusts the uplink and downlink bandwidth of the communication channel in real time and sets the transmission priority of communication data in the order of security control, vehicle status, and entertainment information. Furthermore, when the current security status level is lower than the preset security threshold, the transmission of entertainment information communication data will be suspended. The vehicle safety status level S has a uniform value range of 0 to 1, with the value closer to 1 indicating a better safe operating status. The preset safety threshold is fixed at 0.5, serving as the boundary for controlling the start and stop of in-vehicle entertainment and communication data. The preset emergency threshold is 0.45; if the value is lower than this threshold, the vehicle is considered to have entered an emergency avoidance state, and all communication time slots are immediately seized to prioritize the transmission of safety control commands. Both thresholds are determined through fitting real vehicle calibration tests under different road conditions, vehicle speeds, and road surface adhesion coefficients, and can be finely adjusted within ±0.05 according to the vehicle model level. The adjustment module is used to reversely adjust the execution threshold and response timing of the vehicle safety control strategy based on the deviation between the current communication link quality parameters and the matching communication resource requirements. When the adjustment module runs, it calculates the matching communication resource requirements. The maximum communication resources that the current communication link can actually provide. Resource discrepancies between ,in ; when At that time, based on resource deviation With the current vehicle safety status level Calculate the adjustment amount of the execution threshold for the security control strategy respectively. With response timing adjustment ; ; This formula uses an exponential decay function to correlate the relative deviation of communication resources, the real-time safety level of the vehicle, and the change in the safety control execution threshold. It relies on a preset adjustment coefficient to adapt to the risk level of different safety control strategies. The larger the proportion of communication resource gap and the lower the vehicle safety status level, the greater the reduction in the safety control strategy execution threshold. This fits the safety management logic of emergency driving conditions and enables adaptive dynamic reduction of the safety trigger threshold when communication resources are scarce. ; This formula uses the exponential change law to combine the relative deviation of communication resources and the real-time security level to calculate the change in the safety response time sequence. It matches the response characteristics of various safety control strategies through a dedicated adjustment coefficient. The greater the gap between the supply and demand of communication resources and the lower the vehicle safety level, the more obvious the compression of the response delay of the safety control command. Unlike the rigid setting of the traditional fixed response time sequence, it allows the vehicle to trigger safety protection intervention actions faster in scenarios where the communication link is limited. In the formula: This is the initial execution threshold for the security control policy; The initial response sequence for the security control strategy; , This is the preset adjustment coefficient; The adjustment module adjusts the amount based on the execution threshold. Lower the execution threshold of the security control policy and adjust the amount according to the response sequence. Shorten the response time of security control strategies; Among them, the preset adjustment coefficient , The calibration is quantified as follows: all security control strategies are pre-classified into multiple risk levels based on the severity of the consequences of their implementation, and a corresponding baseline adjustment coefficient is set for each risk level. , The larger the base adjustment coefficient is, the more severe the risk level with more serious consequences of implementation. Obtain the vehicle's maximum braking deceleration Maximum steering angular velocity With curb weight Through formula Calculate the vehicle's safety response margin ; Based on security response margin With the preset baseline margin The ratio of the base adjustment factor , Make corrections, that is , ; in the formula The maximum braking deceleration under full load conditions is obtained from actual measurements during vehicle braking performance calibration tests. The maximum steering angular velocity under extreme steering conditions is collected and calibrated through a steering bench test; m is a fixed parameter specified on the vehicle's factory nameplate and does not require real-time data collection and updating. The transmission module is used to timestamp and encapsulate the vehicle safety control strategy execution threshold and response timing output by the adjustment module, and the communication channel bandwidth and transmission priority output by the allocation module, generate safety control instructions, and transmit them uniformly through the communication channel allocated by the allocation module. The transmission module generates a global timestamp based on the vehicle's unified global clock source, embeds the communication channel bandwidth and transmission priority information output by the allocation module into the frame header of the safety control command, embeds the vehicle safety control strategy execution threshold and response timing information output by the adjustment module into the frame data of the safety control command, and adds the same global timestamp to both the frame header and frame data to complete the timestamp synchronization encapsulation of the safety control command. Then, through the communication channel allocated by the allocation module, the encapsulated safety control command is transmitted to each execution unit and the vehicle communication terminal. During the operation of the transmission module, based on the total bandwidth of the communication channel adjusted by the allocation module and the transmission priority of various types of communication data, the corresponding transmission time slot length and transmission period are allocated to each type of communication data in descending order of transmission priority. Independent security instruction transmission time slots and non-security data transmission time slots are divided in the time domain of the communication channel to ensure that the transmission time slots of security control instructions and non-security communication data do not overlap on the time axis. The transmission module monitors the current vehicle safety status level in real time. When it detects that the current vehicle safety status level is lower than the preset emergency threshold, it immediately terminates the currently transmitted non-safety communication data, switches all transmission time slots originally allocated to non-safety communication data to safety control command transmission time slots, and initiates the recovery process for non-safety communication data transmission time slots after the safety control command transmission is completed and the vehicle safety status level recovers to above the preset safety threshold and remains stable for a preset time. The transmission time slots are restored sequentially from low to high priority. After the time slots of each type of communication data are restored, the time slots of the next type of communication data are restored after a preset interval. The transmission time slots of each type of communication data are increased stepwise according to a preset step size until the original allocated transmission time slot length is restored. The preset interval for restoring non-security communication data time slots is typically set to 3 seconds, but can be adaptively adjusted within the range of 2 seconds to 5 seconds based on the communication link delay. The preset step size for restoring transmission time slots is 10% of the original allocated time slot length, using a step-by-step equal increment method. After each interval wait, the time slot length is added by the preset step size until it is restored to the initial configuration value. If the vehicle safety status level is detected to be lower than the preset safety threshold again during the recovery process, the recovery process will be terminated immediately, and the transmission time slots of all non-safety communication data will be switched back to safety control command transmission time slots. The correction module is used to monitor the execution results of the security control commands output by the transmission module and the communication transmission results, and to correct and update the mapping relationship in the static basic mapping table in real time. The correction module calculates the success rate of security control commands within a preset time window. With communication transmission success rate And calculate the expected vehicle safety status level after the safety control command is executed. Compared with the actual vehicle safety status level Safety status difference between ,in ; Based on execution success rate Communication transmission success rate and safety status difference Calculate the communication resource requirement adjustment amount corresponding to the security status level in the static basic mapping table: ; In the formula: The original communication resource requirements corresponding to the security status level in the static basic mapping table; The above formula incorporates multiple influencing factors, including the success rate of safety control command execution, the success rate of communication transmission, and the relative deviation of safety status. It performs weighted correction on the original communication resource requirements corresponding to the safety level. The greater the safety status deviation and the lower the overall efficiency of command execution and communication transmission, the more obvious the correction of communication resource requirements will be. This allows the static mapping table to be updated autonomously based on the actual operating performance of the vehicle, effectively adapting to long-term changes in operating conditions such as road conditions, communication interference, and vehicle aging. According to the correction amount Update the corresponding communication resource requirements in the static base mapping table to complete the real-time correction of the static base mapping table; Among them, the execution success rate Within a preset time window, the ratio of the number of safety control commands whose deviation from the execution result reported by the execution unit is within a preset allowable range to the total number of safety control commands issued to the execution unit within that time window; The preset allowable deviation of the execution result of the safety control command is determined by relative deviation quantification. When the absolute value of the relative deviation between the execution feedback value of each safety operation parameter and the command target value is ≤5%, the execution is deemed qualified. The deviation verification dimensions cover two dimensions: threshold execution accuracy and response timing delay. If either dimension exceeds the allowable deviation range, the execution is deemed to have failed. The preset time window is a continuous, fixed-duration rolling statistical window, which is uniformly set to 60 seconds in normal vehicle driving scenarios, but can be adaptively adjusted within the range of 30 seconds to 120 seconds according to the vehicle's communication system and driving conditions. The time window employs a sliding window mechanism, refreshing the window data every 1 second to ensure the real-time and continuous statistical results of security control command execution success rate, communication transmission success rate, and security status difference. Communication transmission success rate Within a preset time window, the ratio of the number of security control commands that the receiver returns acknowledgment frames and passes verification to the total number of security control commands sent by the sender within that time window. The associated acquisition module is interconnected with the construction module, allocation module, and adjustment module via the vehicle local area network. The construction module, allocation module, and adjustment module are interconnected via the vehicle local area network. The adjustment module is interconnected with the transmission module and correction module via the vehicle local area network. The transmission module and correction module are interconnected via the vehicle local area network.

[0022] In this embodiment, the associated acquisition module synchronously collects the vehicle's own safety operation parameters and the quality parameters of surrounding communication links, establishing a one-to-one correspondence between the safety operation parameters and the communication link quality parameters. The construction module constructs a static basic mapping table between safety status levels and communication resource requirements in real time based on the collected safety operation parameters and communication link quality parameters. The allocation module evaluates the vehicle's current safety status level and matches the corresponding communication resource requirements from the static basic mapping table based on the current safety status level, adjusting the communication channel bandwidth and transmission priority in real time. The adjustment module further adjusts the execution threshold and response timing of the vehicle safety control strategy in reverse according to the deviation between the current communication link quality parameters and the matched communication resource requirements. Then, the transmission module timestamps and encapsulates the vehicle safety control strategy execution threshold and response timing output by the adjustment module and the communication channel bandwidth and transmission priority output by the allocation module, generating safety control commands and transmitting them uniformly through the communication channels allocated by the allocation module. Finally, the correction module monitors the execution results and communication transmission results of the safety control commands output by the transmission module, correcting and updating the mapping relationship in the static basic mapping table in real time.

[0023] In the above embodiments, the system can achieve intelligent linkage between vehicle safety and communication, dynamically allocate communication resources, set transmission priorities in a hierarchical manner, prioritize the transmission of safety commands in emergency situations, adaptively adjust vehicle safety control rules when communication resources are insufficient, accurately and synchronously issue commands, regulate communication time slots to avoid transmission conflicts, and continuously optimize the adaptation logic based on actual operating results, effectively improving driving response efficiency and enhancing the stability of vehicle communication and the overall vehicle safety protection capabilities.

[0024] Application examples of the system in the above embodiments: A mass-produced mid-sized intelligent connected passenger vehicle was cruising normally on an urban expressway in rainy weather. The road surface was slippery, visibility was low, and there was slight water accumulation. Several other vehicles were present in the same and opposite directions. Signal interference was present due to buildings and roadside trees along the road, and there was mild electromagnetic interference. The vehicle simultaneously activated cellular mobile communication, V2X vehicle-to-everything (V2X), Bluetooth, and Wi-Fi multi-mode communication links. The vehicle is equipped with an integrated control system. The specific operation process is as follows: The system first activates the associated acquisition module, which performs phase locking on the acquisition trigger signals of three types of data: vehicle safety operation parameters, surrounding communication link quality parameters, and driving environment parameters, maintaining a fixed phase difference at all times. Simultaneously, using the acquisition time of the vehicle safety operation parameters as the reference time sequence, it performs linear interpolation completion processing on the raw acquisition data of the communication link quality parameters, generating a communication link quality parameter sequence that corresponds one-to-one with the acquisition time of the safety parameters. The system synchronously records the time deviation of each interpolation completion node and stores the time deviation, the corresponding vehicle safety parameters, communication link parameters, and driving environment parameters in association. During this operation, comprehensive data was collected on all vehicle safety operating parameters, including brake pedal travel, brake master cylinder pressure, steering wheel angle, steering angular velocity, engine speed, throttle opening, real-time vehicle speed, longitudinal acceleration, lateral acceleration, tire pressure and temperature of all four tires, vehicle roll and pitch angles, seat belt wearing status of passengers, and airbag readiness status. Simultaneously, communication link quality parameters were collected, including cellular communication signal strength, signal-to-noise ratio, uplink and downlink transmission rates, end-to-end latency, and packet loss rate; and V2X communication signal strength, channel occupancy, and link stability. The data includes the strength of in-vehicle Bluetooth and Wi-Fi communication signals; the driving environment parameters collected determine that the road type is an urban expressway, the road surface adhesion coefficient is in the low adhesion range, the visibility is at a medium level, the environment is a level 2 light wind, the safe distance to obstacles ahead is sufficient, 9 vehicles are detected in the surrounding area with different relative driving speeds, the distribution density of communication base stations along the route is moderate, buildings and green plants cause moderate signal obstruction, and surrounding electrical equipment causes mild electromagnetic interference. These three types of parameters form a unified time series dataset, providing complete original support for subsequent model construction and state assessment.

[0025] The system then runs the construction module, pre-setting the basic communication resource requirement of the vehicle model under normal operating conditions to 256 bits per second. After fitting the curve through multi-condition calibration experiments on real vehicles, the proportional coefficient is determined to be 1.8. Based on the exponential correlation model between safety status level and communication resource requirement, the complete range of vehicle safety status level values ​​is divided into 10 continuous and non-overlapping sub-intervals, each sub-interval corresponding to a discrete safety level. After substituting the center value of each discrete safety level into the correlation model, the communication resource requirements matched for the ten safety levels are obtained as follows: 256 bits per second, 287 bits per second, 325 bits per second, 371 bits per second, 426 bits per second, 492 bits per second, 570 bits per second, 663 bits per second, 774 bits per second, and 906 bits per second. Based on this, a static basic mapping table covering the entire level range is generated. Moreover, this proportional coefficient can be flexibly adapted and adjusted according to vehicle type and vehicle communication standard to adapt to the vehicle's 5G cellular and direct V2X converged communication architecture.

[0026] The allocation module simultaneously conducts a vehicle safety status level assessment, selecting 16 core safety operation parameters, including braking, steering, power, and vehicle posture, for calculation. After substituting these parameters into the safety status level assessment formula, the current vehicle safety status level is calculated to be 0.72. The system retrieves the static basic mapping table and matches the communication resource requirement corresponding to this safety level to 492 bits per second. Based on this resource requirement, the system adjusts the uplink and downlink bandwidth of the vehicle communication channel in real time, while strictly setting the transmission priority of various communication data according to the order of safety control data, vehicle status data, and in-vehicle entertainment information data. Since the current vehicle safety status level is higher than the system's preset safety control threshold of 0.5, there is no need to suspend the normal transmission of entertainment information communication data such as audio-visual entertainment and mobile phone interconnection, maintaining a parallel communication state for multiple services.

[0027] The adjustment module monitors the actual operating conditions of the communication link in real time, calculating that the maximum stable communication resource that the current multi-mode communication link can provide is 415 bits per second, and the calculated communication resource supply-demand deviation is 77 bits per second. Combining this resource deviation with the vehicle's current safety status level of 0.72, and substituting it into the adjustment formula, the system determines that the vehicle safety control strategy execution threshold adjustment is 18% of the initial baseline threshold, and the safety control response timing adjustment is 22% of the initial baseline timing. The system then appropriately reduces the triggering thresholds for vehicle braking assist, vehicle stability, and steering intervention safety control strategies according to the calculated adjustments, while simultaneously shortening the system response waiting time for various safety control commands. Based on this, the system pre-classifies all vehicle safety control strategies into five risk levels according to the severity of the harm caused by the failure of the safety control strategies. The more severe the risk consequences, the larger the benchmark adjustment coefficient is matched. By collecting the vehicle's maximum braking deceleration, maximum steering angular velocity, and vehicle curb weight, the vehicle safety response margin is calculated to be 3.25. After correction against the system's preset benchmark margin of 2.8, the adjustment coefficient α is finally determined to be 1.52 and the adjustment coefficient β is determined to be 1.38, which accurately matches the vehicle's chassis handling performance and safety response characteristics.

[0028] The transmission module generates a unified standard global timestamp based on the vehicle's onboard global clock source. It embeds the communication channel bandwidth parameters and various data transmission priority identifiers output by the allocation module into the safety control command frame header. The optimized safety control strategy execution threshold and response timing parameters are written into the safety control command frame data segment. The same global timestamp is loaded into both the frame header and the frame data segment, completing the timestamp synchronization encapsulation of the safety control commands. Subsequently, through a dedicated communication channel scheduled by the allocation module, the encapsulated safety control commands are uniformly distributed to the vehicle chassis execution unit, body control unit, onboard V2X communication terminal, and vehicle infotainment management module. Simultaneously, based on the adjusted total communication channel bandwidth and data transmission priority, the system allocates dedicated transmission time slot lengths and transmission periods for safety control data, vehicle status data, and entertainment information data, from high to low priority. This divides the communication channel into independent safety command transmission time slots and non-safety data transmission time slots in the time domain, ensuring that the two types of time slots are completely separated on the time axis and do not interfere with each other. If a vehicle encounters a sudden stop from another vehicle while in motion, causing its real-time safety status level to rapidly drop to 0.41, below the system's preset emergency threshold of 0.45, the system immediately interrupts ongoing transmission of non-safety communication data such as audio-visual entertainment and in-vehicle projection. All available transmission time slots are then switched to dedicated time slots for safety control commands, prioritizing the transmission of core safety commands such as forward collision warning, emergency braking assist, and vehicle stabilization. Once the vehicle completes its avoidance maneuvers and its driving status stabilizes, the vehicle's safety status level rises to 0.58 and remains stable for 5 seconds. The system then initiates a time slot recovery process for non-safety communication data, strictly following the priority order from low to high for entertainment information and vehicle status data. After each type of data time slot is recovered, a 3-second interval is maintained before initiating the next type of recovery operation. The transmission time slots for each type of communication data increase incrementally in fixed steps until the initial time slot configuration is restored. If the vehicle's safety status level is detected to fall below the safety threshold again during the time slot recovery process, the system immediately terminates the recovery process and reclaims all communication time slots to ensure priority transmission of safety control commands.

[0029] The final correction module uses a 60-second statistical time window. Within this window, the vehicle's overall safety control command execution success rate was 96.3%, and the communication link command transmission success rate was 97.1%. The expected safety status level after the safety control command execution was calculated to be 0.75, while the actual feedback safety status level was 0.72, a difference of 0.03. Substituting these values ​​into the mapping relationship correction formula, the corresponding communication resource requirement correction was found to be 14 bits per second. Based on this correction, the system updates the static basic mapping table in real time, adjusting the original matching communication resource requirement of 492 bits per second to 506 bits per second, completing the iterative correction of the mapping relationship. Subsequently, the system continuously monitors command execution effectiveness, communication transmission quality, and safety status deviations within a fixed time window, dynamically refreshing the internal correspondence of the static basic mapping table. This allows for adaptive adaptation to long-term operating conditions such as road condition changes, communication environment interference, and vehicle component aging, continuously ensuring the matching accuracy and operational reliability of vehicle safety management and communication resource scheduling.

[0030] In summary, this embodiment, by synchronously associating multiple parameters such as vehicle operation safety, communication link quality, and driving environment and collecting them in a unified time sequence, can accurately establish a matching relationship between vehicle safety status and communication resource requirements. It can scientifically assess the real-time safety level of the vehicle and adapt communication bandwidth and transmission priority as needed. Thus, when communication resource supply is insufficient, the execution threshold and response sequence of vehicle safety control can be reasonably adjusted, and the synchronous encapsulation and time-sharing orderly transmission of safety control commands and communication data can be achieved. This allows for flexible scheduling of communication time slots to ensure priority transmission of safety commands in emergency situations. In addition, the matching rules can be continuously optimized based on the actual performance of command execution and communication transmission, taking into account both the stability of vehicle safety control and the rational and efficient use of vehicle network communication resources.

[0031] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions will not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An integrated vehicle safety and communication control system, characterized in that, include: The associated acquisition module is used to synchronously acquire the vehicle's own safety operation parameters and the quality parameters of the surrounding communication links, and establish a one-to-one correspondence between the safety operation parameters and the communication link quality parameters acquisition sequence. The module is used to build a static basic mapping table between security status level and communication resource requirements based on the collected security operation parameters and communication link quality parameters; The allocation module is used to assess the current safety status level of the vehicle, and based on the current safety status level of the vehicle, it matches the corresponding communication resource requirements from the static basic mapping table and adjusts the communication channel bandwidth and transmission priority in real time. The adjustment module is used to reversely adjust the execution threshold and response timing of the vehicle safety control strategy based on the deviation between the current communication link quality parameters and the matching communication resource requirements. The transmission module is used to timestamp and encapsulate the vehicle safety control strategy execution threshold and response timing output by the adjustment module, and the communication channel bandwidth and transmission priority output by the allocation module, generate safety control instructions, and transmit them uniformly through the communication channel allocated by the allocation module. The correction module is used to monitor the execution results of the security control commands output by the transmission module and the communication transmission results, and to correct and update the mapping relationships in the static basic mapping table in real time.

2. The integrated vehicle safety and communication control system according to claim 1, characterized in that, During the operation of the associated acquisition module, the acquisition trigger signal of the vehicle's own safety operation parameters and the acquisition trigger signal of the communication link quality parameters are phase locked, so that the acquisition trigger of the two types of parameters maintains a fixed phase difference in real time. The associated acquisition module uses the acquisition time of the vehicle's own safety operation parameters as the reference time sequence, performs linear interpolation to complete the communication link quality parameters, generates a communication link quality parameter sequence that corresponds one-to-one with the acquisition time of the safety operation parameters, synchronously records the time deviation of each interpolation completion point, and associates and stores the time deviation with the safety operation parameters and communication link quality parameters at the corresponding time.

3. The integrated vehicle safety and communication control system according to claim 2, characterized in that, The associated acquisition module is also used to synchronously acquire vehicle driving environment parameters, and to perform unified phase locking between the acquisition trigger signal of the driving environment parameters and the acquisition trigger signal of the vehicle safety operation parameters and the communication link quality parameters, so as to establish a unified acquisition sequence of the three parameters of vehicle safety operation parameters, communication link quality parameters and driving environment parameters, and to associate and store the three types of parameters at the same acquisition time.

4. The integrated vehicle safety and communication control system according to claim 1, characterized in that, The construction module establishes a model that maps the vehicle's current safety status level to its communication resource requirements, where the communication resource requirements... ; In the formula, This is to meet the basic communication resource requirements of vehicles; This is a preset proportionality coefficient; The vehicle's safety status level; Based on the aforementioned correspondence model, a static basic mapping table is generated that covers all security status level ranges and corresponds one-to-one with communication resource requirements; Among them, the basic communication resource requirements of the vehicle The unit is bits per second, which is used to characterize the minimum communication bandwidth required for a vehicle to maintain basic safety communication and vehicle status reporting functions under normal safety conditions.

5. The integrated vehicle safety and communication control system according to claim 4, characterized in that, The allocation module evaluates the vehicle's current safety status level using the following formula: ； In the formula: For the first Real-time collected values ​​of vehicle safety operation parameters; For the first The normal baseline values ​​for the safe operating parameters of each vehicle; The number of vehicle safety operation parameters used in the safety status assessment; The allocation module matches the communication resource requirements corresponding to the current security status level from the static basic mapping table, adjusts the uplink and downlink bandwidth of the communication channel in real time according to the matched communication resource requirements, and sets the transmission priority of communication data in the order of security control, vehicle status, and entertainment information. Furthermore, when the current security status level is lower than the preset security threshold, the transmission of entertainment information communication data will be suspended.

6. The integrated vehicle safety and communication control system according to claim 1, characterized in that, When the adjustment module is running, it calculates the matching communication resource requirements. The maximum communication resources that the current communication link can actually provide. Resource discrepancies between ,in ; when At that time, based on the resource deviation With the current vehicle safety status level Calculate the adjustment amount of the execution threshold for the security control strategy respectively. With response timing adjustment ; ； ； In the formula: This is the initial execution threshold for the security control policy; The initial response sequence for the security control strategy; , This is a preset adjustment coefficient; The adjustment module adjusts the amount based on the execution threshold. Lower the execution threshold of the security control policy and adjust the amount according to the response sequence. Shorten the response time of security control strategies.

7. The integrated vehicle safety and communication control system according to claim 1, characterized in that, The transmission module generates a global timestamp based on the vehicle's unified global clock source, embeds the communication channel bandwidth and transmission priority information output by the allocation module into the frame header of the safety control command, and embeds the vehicle safety control strategy execution threshold and response timing information output by the adjustment module into the frame data of the safety control command. The same global timestamp is added to both the frame header and the frame data to complete the timestamp synchronization encapsulation of the safety control command. Then, the encapsulated safety control command is transmitted to each execution unit and the vehicle communication terminal through the communication channel allocated by the allocation module.

8. The integrated vehicle safety and communication control system according to claim 7, characterized in that, During the operation of the transmission module, based on the total bandwidth of the communication channel adjusted by the allocation module and the transmission priority of various types of communication data, the corresponding transmission time slot length and transmission period are allocated to each type of communication data in descending order of transmission priority. Independent security instruction transmission time slots and non-security data transmission time slots are divided in the time domain of the communication channel, so that the transmission time slots of security control instructions and non-security communication data do not overlap on the time axis. The transmission module monitors the current vehicle safety status level in real time. When it detects that the current vehicle safety status level is lower than the preset emergency threshold, it immediately terminates the currently transmitted non-safety communication data, switches all transmission time slots originally allocated to non-safety communication data to safety control command transmission time slots, and initiates the recovery process for non-safety communication data transmission time slots after the safety control command transmission is completed and the vehicle safety status level recovers to above the preset safety threshold and remains stable for a preset time. The transmission time slots are restored sequentially from low to high priority. After the time slots of each type of communication data are restored, the time slots of the next type of communication data are restored after a preset interval. The transmission time slots of each type of communication data are increased stepwise according to a preset step size until the original allocated transmission time slot length is restored. If the vehicle safety status level is detected to be lower than the preset safety threshold again during the recovery process, the recovery process will be terminated immediately, and the transmission time slots of all non-safety communication data will be switched back to safety control command transmission time slots.

9. The integrated vehicle safety and communication control system according to claim 1, characterized in that, The correction module calculates the success rate of security control commands within a preset time window. With communication transmission success rate And calculate the expected vehicle safety status level after the safety control command is executed. Compared with the actual vehicle safety status level Safety status difference between ,in ; Based on the execution success rate Communication transmission success rate and the security status difference Calculate the communication resource requirement adjustment amount corresponding to the security status level in the static basic mapping table: ； In the formula: The original communication resource requirements corresponding to the security status level in the static basic mapping table; According to the correction amount Update the corresponding communication resource requirements in the static base mapping table to complete the real-time correction of the static base mapping table.

10. The integrated vehicle safety and communication control system according to claim 1, characterized in that, The associated acquisition module is interactively connected to a construction module, an allocation module, and an adjustment module via an in-vehicle local area network. The construction module, allocation module, and adjustment module are interactively connected via an in-vehicle local area network. The adjustment module is interactively connected to a transmission module and a correction module via an in-vehicle local area network. The transmission module and the correction module are interactively connected via an in-vehicle local area network.

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