Signal transmission method, vehicle and storage medium

Abstract

The application provides a signal transmission method, a vehicle and a storage medium. The method is applied to vehicle fault detection. The method comprises the following steps: in response to the fact that a current vehicle wire harness is in an abnormal transmission state, extracting a transmission constraint parameter of a to-be-transmitted signal, and determining a logical channel matched to the to-be-transmitted signal based on the transmission constraint parameter; mapping the logical channel to a physical resource, and determining at least one alternative physical line for transmitting the to-be-transmitted signal based on the physical resource; determining a target physical line for carrying the logical channel based on the alternative physical line, and transmitting the to-be-transmitted signal by using the target physical line. The method can quickly switch a reliable transmission path for a service signal in a current vehicle wire harness fault scene, guarantee continuous and stable transmission of various signals on the vehicle, and improve the redundancy reliability and fault self-healing capability of a vehicle communication link.

Description

Technical Field

[0001] This application relates to the field of intelligent connected vehicles, and more specifically, to signal transmission methods, vehicles, and storage media in the field of vehicle fault detection. Background Technology

[0002] In related technologies, intelligent vehicle wiring harnesses generally adopt a single-layer shielding structure to suppress electromagnetic interference. They use independent central artificial intelligence routing and time-division / frequency-division multiplexing technology to achieve routing scheduling and bandwidth expansion, and complete wiring harness status maintenance through post-event alarm monitoring. Various technical solutions are independent and applied in a decentralized manner.

[0003] However, the related technologies are fragmented and lack linkage, making it impossible to build a complete collaborative working loop. As a result, vehicle wiring harnesses still have defects such as prominent high-frequency interference, easy single-point failures in routing, insufficient bandwidth resources, and lagging fault maintenance. They are difficult to meet the stringent requirements for the functional safety and integrity of vehicles and urgently need improvement. Summary of the Invention

[0004] This application provides a signal transmission method, a vehicle, and a storage medium. The method can quickly switch reliable transmission paths for service signals in the current vehicle wiring harness failure scenario, ensure continuous and stable transmission of various vehicle signals, and improve the redundancy reliability and fault self-healing capability of vehicle communication links.

[0005] In a first aspect, a signal transmission method is provided, comprising the following steps: in response to a current vehicle wiring harness being in an abnormal transmission state, extracting transmission constraint parameters of a signal to be transmitted, and determining a logical channel matching the signal to be transmitted based on the transmission constraint parameters; determining physical resources according to the logical channel, and determining at least one alternative physical line for transmitting the signal to be transmitted based on the physical resources; determining a target physical line for carrying the logical channel based on the alternative physical line, and transmitting the signal to be transmitted using the target physical line.

[0006] The above technical solution can match the appropriate logical channel based on the transmission constraint parameters of the signal to be transmitted when the current vehicle wiring harness is in an abnormal transmission state, and map it to physical resources to generate alternative physical lines. Then, the target physical line for carrying the logical channel is determined, thereby completing the transmission of the signal to be transmitted. It can quickly switch reliable transmission paths for service signals in the current vehicle wiring harness failure scenario, ensure the continuous and stable transmission of various vehicle signals, and improve the redundancy reliability and fault self-healing capability of vehicle communication links.

[0007] In conjunction with the first aspect, in some possible implementations, before mapping the logical channel to physical resources, the method further includes: determining an initial physical resource configured for the signal to be transmitted; if the initial physical resource meets a preset resource condition, then determining the physical resource based on the initial physical resource; if the initial physical resource does not meet the preset resource condition, then obtaining a configuration instruction for the initial physical resource to reconfigure the initial physical resource according to the configuration instruction until a physical resource that meets the preset resource condition is obtained.

[0008] The above technical solution can determine the initial physical resources for the signal to be transmitted before mapping the logical channel to the physical resources. If the initial physical resources meet the preset resource conditions, the physical resources are determined based on the initial physical resources. Otherwise, the configuration instructions of the initial physical resources are obtained and the initial physical resources are reconfigured according to the configuration instructions until physical resources that meet the preset resource conditions are obtained. This can ensure that the physical resources allocated to the logical channel meet the service transmission requirements, avoid signal transmission abnormalities caused by resource specification mismatch, and improve the adaptability and transmission stability of vehicle communication resource allocation.

[0009] In conjunction with the first aspect, in some possible implementations, determining the target physical line for carrying the logical channel based on the candidate physical lines includes: controlling any vehicle-mounted electronic unit to broadcast a proposal message carrying the candidate physical line, verifying the proposal message, and obtaining a verification result; if the verification result is successful, controlling its own vehicle-mounted electronic unit to generate a first voting digital signature for the candidate physical line and broadcasting the first voting digital signature; receiving second voting digital signatures from other vehicle-mounted electronic units, counting the first total number of the first voting digital signature and the second voting digital signature, and generating a first submission confirmation message matching its own vehicle-mounted electronic unit if the first total number is greater than a first preset threshold number; receiving second submission confirmation messages from the other vehicle-mounted electronic units, and counting the second total number of the first submission confirmation messages and the second submission confirmation messages, and determining the candidate physical line as the target physical line if the second total number is greater than a second preset threshold number.

[0010] The above technical solution allows the onboard electronic unit to broadcast proposal messages for alternative physical lines and verify them. If the verification is successful, the total number of digital signatures for each onboard electronic unit's vote is counted. If this total number exceeds a first preset threshold, a submission confirmation message is generated. If the total number of submission confirmation messages exceeds a second preset threshold, the target physical line is determined. This distributed consensus mechanism, relying on multi-round threshold verification, filters transmission lines, resisting interference from faulty nodes within the onboard cluster. It ensures all onboard electronic units reach a unified consensus on backup transmission lines, avoiding communication switching failures caused by single-node decision-making errors, and improving the consistency, security, and reliability of physical line selection in current onboard wiring harness failure scenarios.

[0011] In conjunction with the first aspect, in some possible implementations, the step of verifying the proposal message to obtain a verification result includes: extracting the first hash message checksum carried in the proposal message; obtaining key information between the self-owned vehicle electronic unit and the target vehicle electronic unit that sent the proposal message; calculating the second hash message checksum of the self-owned vehicle electronic unit based on the key information; comparing the first hash message checksum with the second hash message checksum, and generating the verification result based on the comparison result.

[0012] The above technical solution can extract the first hash message checksum from the proposal message and use the key information between its own vehicle electronic unit and the target vehicle electronic unit that sent the proposal message to calculate the second hash message checksum. This allows for the comparison of the first and second hash message checksums, and the corresponding verification result is determined based on the comparison result. With the help of the symmetric hash message checksum authentication mechanism, it is possible to quickly identify tampered or forged proposal messages, ensuring the reliability and integrity of proposal messages within the cluster, while also significantly reducing the computational latency and computing power consumption of the vehicle ECU, and completing the security verification of the consensus process in a lightweight manner.

[0013] In conjunction with the first aspect, in some possible implementations, before responding to the current vehicle wiring harness being in an abnormal transmission state, the method further includes: determining the physical circuitry constituted by the current vehicle wiring harness and extracting channel state parameters from the physical circuitry; inputting the channel state parameters into a pre-constructed physical stress analysis model and a fault prediction model, respectively; using the physical stress analysis model to calculate the equivalent stress amplitude of the channel state parameters to output the cumulative fatigue damage degree of the current vehicle wiring harness; using the fault prediction model to extract temporal degradation features from the channel state parameters to output the fault probability of the current vehicle wiring harness; wherein the physical stress analysis model is used to calculate the cumulative fatigue damage degree based on the equivalent stress amplitude, and the fault prediction model is used to perform regression prediction of the fault probability based on the temporal degradation features; when the cumulative fatigue damage degree is greater than or equal to a preset damage threshold and the fault probability is greater than or equal to a preset probability threshold, determining that the current vehicle wiring harness is in the abnormal transmission state.

[0014] The above technical solution allows for the extraction of channel state parameters of the physical circuitry constituted by the current vehicle wiring harness before it is detected as being in an abnormal transmission state. Then, a physical stress analysis model is used to output the cumulative fatigue damage level, and a fault prediction model is used to output the fault probability of the current vehicle wiring harness. When the cumulative fatigue damage level is greater than or equal to a preset damage threshold, and the fault probability is greater than or equal to a preset probability threshold, the current vehicle wiring harness is determined to be in an abnormal transmission state. By combining the calculation of cumulative fatigue damage level using the physical stress analysis model and the extraction of temporal degradation features and fault probability prediction using the fault prediction model, the abnormal transmission state of the wiring harness is comprehensively determined from two dimensions. This enables early fault prediction, shifting from passive maintenance to proactive early warning, effectively improving the operational safety and maintenance efficiency of the current vehicle wiring harness.

[0015] In conjunction with the first aspect, in some possible implementations, before inputting the channel state parameters into the pre-constructed physical stress analytical model and fault prediction model, the method further includes: collecting historical channel state parameters of the current vehicle wiring harness under normal operating conditions; determining the model parameters and training information of the initial physical stress analytical model and the initial fault prediction model based on the historical channel state parameters; constructing the initial physical stress analytical model and the initial fault prediction model according to the model parameters based on the historical channel state parameters, and training the initial physical stress analytical model and the initial fault prediction model based on the training information, until preset training conditions are met, to obtain the physical stress analytical model and the fault prediction model.

[0016] The above technical solution allows for the determination of model parameters and training information based on historical channel state parameters collected during the normal operation of the current vehicle wiring harness, before inputting channel state parameters into the physical stress analytical model and fault prediction model. Then, based on the historical channel state parameters, model parameters, and training information, the models are trained until preset training conditions are met, thereby completing the construction of the physical stress analytical model and fault prediction model. The historical state parameters of the wiring harness are used to complete model parameter configuration and iterative training, resulting in optimized analytical and prediction models. This improves model calculation accuracy and fault judgment accuracy, providing reliable support for wiring harness state assessment and fault prediction.

[0017] In conjunction with the first aspect, in some possible implementations, determining the physical wiring constituted by the current vehicle wiring harness includes: acquiring the outer surface information of the current vehicle wiring harness; obtaining the outer surface structural features of the current vehicle wiring harness based on the outer surface information; and determining the physical wiring based on the outer surface structural features.

[0018] The above technical solution can extract the corresponding external surface structural features from the external surface information of the current vehicle wiring harness, thereby determining the physical circuit based on the external surface structural features. By collecting the external surface information of the wiring harness and extracting structural features to determine the corresponding physical circuit, the channel can be accurately identified based on the appearance features. The identification method is simple and efficient, improving the convenience and accuracy of vehicle physical circuit positioning.

[0019] In conjunction with the first aspect, in some possible implementations, before transmitting the signal to be transmitted using the target physical line, the method further includes: obtaining a switching instruction for the signal to be transmitted; if the switching instruction satisfies a preset switching condition, then transmitting the signal to be transmitted using the target physical line.

[0020] The above technical solution can detect whether the switching command of the signal to be transmitted meets the preset switching conditions before transmitting the signal to be transmitted. If the conditions are met, the signal to be transmitted is transmitted. Based on the switching command and the preset conditions, it is determined whether to perform signal switching transmission, so as to achieve orderly control of channel switching, avoid erroneous switching behavior, and ensure the smooth and reliable transmission of vehicle signals.

[0021] In a second aspect, a signal transmission device is provided, comprising: a first determining module, configured to, in response to an abnormal transmission state of a current vehicle wiring harness, extract transmission constraint parameters of a signal to be transmitted, and determine a logical channel matching the signal to be transmitted based on the transmission constraint parameters; a second determining module, configured to map the logical channel to physical resources, and determine at least one alternative physical line for transmitting the signal to be transmitted based on the physical resources; and a first transmission module, configured to, based on the alternative physical lines, determine a target physical line for carrying the logical channel, and transmit the signal to be transmitted using the target physical line.

[0022] The above technical solution can match the appropriate logical channel based on the transmission constraint parameters of the signal to be transmitted when the current vehicle wiring harness is in an abnormal transmission state, and map it to physical resources to generate alternative physical lines. Then, the target physical line for carrying the logical channel is determined, thereby completing the transmission of the signal to be transmitted. It can quickly switch reliable transmission paths for service signals in the current vehicle wiring harness failure scenario, ensure the continuous and stable transmission of various vehicle signals, and improve the redundancy reliability and fault self-healing capability of vehicle communication links.

[0023] In conjunction with the second aspect, some possible implementations further include: a third determining module, configured to determine an initial physical resource for configuring the signal to be transmitted before mapping the logical channel to the physical resource; a fourth determining module, configured to determine the physical resource based on the initial physical resource when the initial physical resource meets preset resource conditions; and a configuration module, configured to obtain a configuration instruction for the initial physical resource when the initial physical resource does not meet the preset resource conditions, so as to reconfigure the initial physical resource according to the configuration instruction until a physical resource that meets the preset resource conditions is obtained.

[0024] The above technical solution can determine the initial physical resources for the signal to be transmitted before mapping the logical channel to the physical resources. If the initial physical resources meet the preset resource conditions, the physical resources are determined based on the initial physical resources. Otherwise, the configuration instructions of the initial physical resources are obtained and the initial physical resources are reconfigured according to the configuration instructions until physical resources that meet the preset resource conditions are obtained. This can ensure that the physical resources allocated to the logical channel meet the service transmission requirements, avoid signal transmission abnormalities caused by resource specification mismatch, and improve the adaptability and transmission stability of vehicle communication resource allocation.

[0025] In conjunction with the second aspect, in some possible implementations, the first transmission module includes: a verification unit, configured to control any vehicle-mounted electronic unit to broadcast a proposal message carrying the candidate physical route, verify the proposal message, and obtain a verification result; a broadcasting unit, configured to, if the verification result is successful, control its own vehicle-mounted electronic unit to generate a first voting digital signature for the candidate physical route and broadcast the first voting digital signature; a first generation unit, configured to receive a second voting digital signature from other vehicle-mounted electronic units, count the first total number of the first voting digital signature and the second voting digital signature, and generate a first submission confirmation message matching its own vehicle-mounted electronic unit if the first total number is greater than a first preset number threshold; and a first determination unit, configured to receive the second submission confirmation message from the other vehicle-mounted electronic units, count the second total number of the first submission confirmation message and the second submission confirmation message, and determine the candidate physical route as the target physical route if the second total number is greater than a second preset number threshold.

[0026] The above technical solution allows the onboard electronic unit to broadcast proposal messages for alternative physical lines and verify them. If the verification is successful, the total number of digital signatures for each onboard electronic unit's vote is counted. If this total number exceeds a first preset threshold, a submission confirmation message is generated. If the total number of submission confirmation messages exceeds a second preset threshold, the target physical line is determined. This distributed consensus mechanism, relying on multi-round threshold verification, filters transmission lines, resisting interference from faulty nodes within the onboard cluster. It ensures all onboard electronic units reach a unified consensus on backup transmission lines, avoiding communication switching failures caused by single-node decision-making errors, and improving the consistency, security, and reliability of physical line selection in current onboard wiring harness failure scenarios.

[0027] In conjunction with the second aspect, in some possible implementations, the verification unit includes: an extraction subunit for extracting a first hash message checksum carried in the proposal message; an acquisition subunit for acquiring key information between the self-mounted electronic unit and the target vehicle-mounted electronic unit that sent the proposal message; a calculation subunit for calculating a second hash message checksum of the self-mounted electronic unit based on the key information; and a generation subunit for comparing the first hash message checksum with the second hash message checksum and generating the verification result based on the comparison result.

[0028] The above technical solution can extract the first hash message checksum from the proposal message and use the key information between its own vehicle electronic unit and the target vehicle electronic unit that sent the proposal message to calculate the second hash message checksum. This allows for the comparison of the first and second hash message checksums, and the corresponding verification result is determined based on the comparison result. With the help of the symmetric hash message checksum authentication mechanism, it is possible to quickly identify tampered or forged proposal messages, ensuring the reliability and integrity of proposal messages within the cluster, while also significantly reducing the computational latency and computing power consumption of the vehicle ECU, and completing the security verification of the consensus process in a lightweight manner.

[0029] In conjunction with the second aspect, some possible implementations further include: an extraction module, configured to determine the physical circuitry constituted by the current vehicle wiring harness before the current vehicle wiring harness is in an abnormal transmission state, and extract channel state parameters from the physical circuitry; an output module, configured to input the channel state parameters into a pre-constructed physical stress analysis model and a fault prediction model, respectively, and use the physical stress analysis model to calculate the equivalent stress amplitude of the channel state parameters to output the cumulative fatigue damage degree of the current vehicle wiring harness; and use the fault prediction model to extract temporal degradation features from the channel state parameters to output the fault probability of the current vehicle wiring harness, wherein the physical stress analysis model is used to calculate the cumulative fatigue damage degree based on the equivalent stress amplitude, and the fault prediction model is used to perform regression prediction of the fault probability based on the temporal degradation features; and a fifth determination module, configured to determine that the current vehicle wiring harness is in the abnormal transmission state when the cumulative fatigue damage degree is greater than or equal to a preset damage threshold and the fault probability is greater than or equal to a preset probability threshold.

[0030] The above technical solution allows for the extraction of channel state parameters of the physical circuitry constituted by the current vehicle wiring harness before it is detected as being in an abnormal transmission state. Then, a physical stress analysis model is used to output the cumulative fatigue damage level, and a fault prediction model is used to output the fault probability of the current vehicle wiring harness. When the cumulative fatigue damage level is greater than or equal to a preset damage threshold, and the fault probability is greater than or equal to a preset probability threshold, the current vehicle wiring harness is determined to be in an abnormal transmission state. By combining the calculation of cumulative fatigue damage level using the physical stress analysis model and the extraction of temporal degradation features and fault probability prediction using the fault prediction model, the abnormal transmission state of the wiring harness is comprehensively determined from two dimensions. This enables early fault prediction, shifting from passive maintenance to proactive early warning, effectively improving the operational safety and maintenance efficiency of the current vehicle wiring harness.

[0031] In conjunction with the second aspect, some possible implementations further include: a data acquisition module, used to acquire historical channel state parameters of the current vehicle wiring harness under normal operating conditions before inputting the channel state parameters into the pre-constructed physical stress analysis model and fault prediction model respectively; a sixth determination module, used to determine the model parameters and training information of the initial physical stress analysis model and the initial fault prediction model based on the historical channel state parameters; and a training module, used to construct the initial physical stress analysis model and the initial fault prediction model according to the model parameters based on the historical channel state parameters, and train the initial physical stress analysis model and the initial fault prediction model respectively based on the training information until preset training conditions are met, so as to obtain the physical stress analysis model and the fault prediction model.

[0032] The above technical solution allows for the determination of model parameters and training information based on historical channel state parameters collected during the normal operation of the current vehicle wiring harness, before inputting channel state parameters into the physical stress analytical model and fault prediction model. Then, based on the historical channel state parameters, model parameters, and training information, the models are trained until preset training conditions are met, thereby completing the construction of the physical stress analytical model and fault prediction model. The historical state parameters of the wiring harness are used to complete model parameter configuration and iterative training, resulting in optimized analytical and prediction models. This improves model calculation accuracy and fault judgment accuracy, providing reliable support for wiring harness state assessment and fault prediction.

[0033] In conjunction with the second aspect, in some possible implementations, the extraction module includes: an acquisition unit for acquiring the outer surface information of the current vehicle wiring harness; a second generation unit for obtaining the outer surface structural features of the current vehicle wiring harness based on the outer surface information; and a second determination unit for determining the physical wiring based on the outer surface structural features.

[0034] The above technical solution can extract the corresponding external surface structural features from the external surface information of the current vehicle wiring harness, thereby determining the physical circuit based on the external surface structural features. By collecting the external surface information of the wiring harness and extracting structural features to determine the corresponding physical circuit, the channel can be accurately identified based on the appearance features. The identification method is simple and efficient, improving the convenience and accuracy of vehicle physical circuit positioning.

[0035] In conjunction with the second aspect, some possible implementations further include: an acquisition module, configured to acquire a switching instruction for the signal to be transmitted before transmitting the signal to be transmitted using the target physical line; and a second transmission module, configured to transmit the signal to be transmitted using the target physical line when the switching instruction meets preset switching conditions.

[0036] The above technical solution can detect whether the switching command of the signal to be transmitted meets the preset switching conditions before transmitting the signal to be transmitted. If the conditions are met, the signal to be transmitted is transmitted. Based on the switching command and the preset conditions, it is determined whether to perform signal switching transmission, so as to achieve orderly control of channel switching, avoid erroneous switching behavior, and ensure the smooth and reliable transmission of vehicle signals.

[0037] Thirdly, a vehicle is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the signal transmission method as described in the above embodiments.

[0038] Fourthly, a computer-readable storage medium is provided that stores a computer program, which, when executed by a processor, implements the signal transmission method described above.

[0039] Fifthly, a computer program product is provided, including a computer program that, when executed, implements the signal transmission method described above.

[0040] This application embodiment can, when the current vehicle wiring harness is in an abnormal transmission state, match an appropriate logical channel based on the transmission constraint parameters of the signal to be transmitted, and map it to physical resources to generate alternative physical lines. This then determines the target physical line to carry the logical channel, thereby completing the transmission of the signal to be transmitted. It can quickly switch reliable transmission paths for service signals in the event of a vehicle wiring harness failure, ensuring continuous and stable transmission of various vehicle signals and improving the redundancy reliability and fault self-healing capability of the vehicle communication link. This solves the problems in related technologies, such as fragmentation, lack of linkage, inability to build a complete collaborative working loop, resulting in defects in vehicle wiring harnesses such as prominent high-frequency interference, susceptibility to single-point failures in routing, insufficient bandwidth resources, and delayed fault maintenance, making it difficult to meet the stringent requirements of vehicle functional safety and integrity.

[0041] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0042] Figure 1 This is a schematic flowchart of a signal transmission method provided in an embodiment of this application; Figure 2 This is a flowchart illustrating the working principle of a signal transmission method provided in one embodiment of this application; Figure 3 This is a schematic diagram of the structure of a signal transmission device provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0043] Figure label: Among them, 10-signal transmission device; 100-first determining module, 200-second determining module, 300-first transmission module; 401-memory, 402-processor, 403-communication interface. Detailed Implementation

[0044] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0045] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0046] Figure 1 This is a schematic flowchart of a signal transmission method provided in an embodiment of this application.

[0047] For example, such as Figure 1 As shown, the signal transmission method includes: In step S101, in response to the current vehicle wiring harness being in an abnormal transmission state, the transmission constraint parameters of the signal to be transmitted are extracted, and a logical channel matching the signal to be transmitted is determined based on the transmission constraint parameters.

[0048] It is understood that, in the embodiments of this application, the signal to be transmitted can be understood as various vehicle data, control commands, audio and video, diagnostic data, etc., that are currently carried by the vehicle wiring harness in an abnormal transmission state and need to be sent or uploaded; and the transmission constraint parameters of the signal to be transmitted can be understood as configuration parameters used to define the hard requirements for signal transmission, which may include, but are not limited to, transmission priority, minimum guaranteed bandwidth, message ordering requirements, transmission delay limit, fault tolerance and retransmission requirements, service type, etc. This application does not impose specific restrictions and is the basis for judging the matching logical channel.

[0049] Furthermore, in this embodiment, a logical channel can be understood as an abstract transmission channel at the service layer. It is not bound to a fixed physical line, but only constrains the transmission rules of signal data matching the signal to be transmitted, such as data type, transmission priority, data ordering requirements, and bandwidth ratio. Further, this embodiment can pre-configure multiple logical channels locally. If divided according to service type, these can include, but are not limited to, control channels, video channels, audio channels, radar data channels, diagnostic channels, etc., with different logical channels corresponding to their respective signal data transmission rules.

[0050] In some embodiments, when the current vehicle wiring harness is in an abnormal transmission state, the transmission constraint parameters of the signal to be transmitted can be extracted, and then a logical channel adapted to the signal to be transmitted can be selected based on the transmission constraint parameters.

[0051] For example, in the case of an abnormal transmission state of the current vehicle wiring harness, if the signal to be transmitted is an 8MP vehicle camera video stream, the corresponding transmission constraint parameters are extracted: the service type is video data, the transmission priority is second highest, the minimum guaranteed bandwidth is 300Mbps, the message must be transmitted in an ordered manner, and the transmission delay is capped at 5ms. Then, based on the transmission constraint parameters, the inherent transmission indicators of multiple pre-configured logical channels are traversed: for example, the control channel has a bandwidth of 50Mbps, which does not meet the video bandwidth requirement and is excluded; the radar data channel has a maximum delay of 10ms, which does not meet the delay requirement and is excluded; the video channel has a reserved bandwidth of 350Mbps, the second highest priority, ordered transmission, and a delay cap of 4ms, which meets all the transmission constraint parameters, and thus the video channel is finally determined to be a logical channel.

[0052] Optionally, in some possible implementations, before responding to the current vehicle wiring harness being in an abnormal transmission state, the method further includes: determining the physical circuitry constituted by the current vehicle wiring harness and extracting channel state parameters from the physical circuitry; inputting the channel state parameters into a pre-built physical stress analytical model and a fault prediction model, respectively; using the physical stress analytical model to calculate the equivalent stress amplitude of the channel state parameters to output the cumulative fatigue damage degree of the current vehicle wiring harness; and using the fault prediction model to extract the temporal degradation features of the channel state parameters to output the fault probability of the current vehicle wiring harness. The physical stress analytical model is used to calculate the cumulative fatigue damage degree based on the equivalent stress amplitude, and the fault prediction model is used to perform regression prediction of the fault probability based on the temporal degradation features. When the cumulative fatigue damage degree is greater than or equal to a preset damage threshold and the fault probability is greater than or equal to a preset probability threshold, the current vehicle wiring harness is determined to be in an abnormal transmission state.

[0053] It is understood that in the embodiments of this application, the physical stress analytical model can be a numerical calculation model based on the Mainner linear cumulative damage criterion, and the equivalent stress amplitude and cumulative fatigue damage degree are analyzed analytically through the physical stress analytical model. The fatigue limit stress value and Mainner exponent corresponding to the material stress-life curve, as updatable parameters of the physical stress analytical model, will experience numerical shifts due to the aging of the harness material. Therefore, it is necessary to combine the measured vibration spectrum and temperature spectrum of the new transmission path, as well as the actual failure time data of the harness, and use the least squares method to complete the parameter correction. Furthermore, the fatigue limit stress value serves as the fatigue damage judgment benchmark, and the Mainner exponent is used to correct the fatigue damage accumulation calculation results.

[0054] Furthermore, in the embodiments of this application, the fault prediction model can be a data-driven lightweight LSTM (Long Short-Term Memory) temporal artificial intelligence model, and the fault prediction model can be used to perform regression prediction on temporal degradation characteristics and fault probability.

[0055] In some embodiments, this application can first identify the physical circuit corresponding to the current vehicle wiring harness, extract the channel state parameters from the physical circuit, and input the parameters into the physical stress analysis model and the fault prediction model, respectively. Then, the physical stress analysis model is used to calculate the cumulative fatigue damage degree of the current vehicle wiring harness, and the fault prediction model is used to calculate the fault probability of the current vehicle wiring harness. When the cumulative fatigue damage degree is greater than or equal to a preset damage threshold and the fault probability is greater than or equal to a preset probability threshold, the current vehicle wiring harness is determined to have entered an abnormal transmission state. The preset damage threshold and preset probability threshold can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations.

[0056] In this embodiment, the physical stress analysis model and the fault prediction model adopt a parallel and independent inference architecture, which are deployed on independent hardware inference units and share the same set of input data buffers, but do not depend on each other's intermediate outputs: the physical stress analysis model runs on a dedicated digital signal processor; the fault prediction model runs on a lightweight LSTM accelerator on a neural network processor or a field-programmable gate array. In essence, this embodiment of the application can synchronously copy the input channel state parameters, such as bit error rate, signal-to-noise ratio, time-domain reflected echo, and common-mode noise power spectrum, into two copies via a DMA (Direct Memory Access) controller. These copies are then pushed to the input buffers of the physical stress analytical model and the fault prediction model, respectively. Both models begin calculation within the same clock cycle. The physical stress analytical model iteratively calculates the cumulative fatigue damage based on the stress cycle count, temperature spectrum, and root mean square vibration value, using the Mainner linear cumulative damage criterion, taking approximately 12-15 ms. The fault prediction model extracts and forward-propagates the temporal features of the time-domain reflected echo, common-mode noise power spectrum, and historical bit error rate trends within a 30-second sliding time window, outputting the fault probability for the next 30 seconds, taking approximately 18-20 ms. Both models execute in parallel, with the total execution time taken as the maximum value, controlled within 20 ms.

[0057] It should be noted that, in the embodiments of this application, the channel state parameters are used to evaluate the signal transmission performance, mechanical fatigue state, and environmental conditions of the harness, serving as input data for the physical stress analytical model and the fault prediction model. These parameters may include, but are not limited to, communication state parameters and mechanical and environmental condition parameters, etc., and this application does not impose specific limitations. Specifically, communication state parameters may include, but are not limited to, bit error rate, signal-to-noise ratio, time-domain reflected echo, common-mode noise power spectrum, and bit error rate variation trend; mechanical and environmental condition parameters may include, but are not limited to, stress cycle number, temperature spectrum, and root mean square value of vibration.

[0058] Furthermore, the channel state parameters can also be standardized and normalized through standard deviation normalization in the embodiments of this application, and this application does not impose any specific limitations.

[0059] In this embodiment, the bit error rate (BER), signal-to-noise ratio (SNR), and time-domain echo rate (TDER) of the current vehicle wiring harness can be continuously monitored using BER monitors and signal quality detection circuits deployed in each domain controller. These parameters are then encapsulated into calibration data packets and transmitted back to the corresponding model via the data management channel of each domain controller. It should be noted that the data management channel is a dedicated out-of-band management data channel, independent of the service signal stream. Furthermore, this embodiment can utilize independent physical sensors, such as strain gauges, temperature probes, and accelerometers, to measure mechanical and environmental parameters such as stress cycle count, temperature spectrum, and root mean square (RMS) vibration values. These parameters can be specifically configured by those skilled in the art according to actual conditions, and this application does not impose any specific limitations.

[0060] For example, in this application embodiment, a numerical calculation model based on the Mainner linear cumulative damage criterion can be used as a physical stress analytical model, a lightweight LSTM time series artificial intelligence model can be used as a fault prediction model, and a preset damage threshold can be set to 0.85 and a preset probability threshold can be set to 0.7.

[0061] Furthermore, in this embodiment, parameters such as stress cycle number, temperature spectrum, and root mean square value of vibration can be input into a numerical calculation model based on the Mainner linear cumulative damage criterion. The equivalent stress amplitude can then be calculated using the numerical calculation model based on the Mainner linear cumulative damage criterion, and the cumulative fatigue damage degree of the current vehicle wiring harness can be calculated based on the equivalent stress amplitude. Parameters such as time-domain reflected echo, common-mode noise power spectrum, and historical bit error rate change trend can be input into a lightweight LSTM time-series artificial intelligence model. The time-series degradation features of the past 30 seconds can then be extracted using the lightweight LSTM time-series artificial intelligence model, thereby determining the failure probability of the current vehicle wiring harness in the next 30 seconds.

[0062] Furthermore, in this embodiment, after the two models independently output the cumulative fatigue damage degree and the failure probability, a fusion decision is made through hard-wired AND gate logic: the current vehicle wiring harness is determined to be in an abnormal transmission state if and only if the cumulative fatigue damage degree is greater than or equal to 0.85 and the failure probability is greater than or equal to 0.7. This fusion is a Boolean logic decision, not a feature-cascaded serial decision.

[0063] Optionally, in some possible implementations, before inputting the channel state parameters into the pre-built physical stress analytical model and fault prediction model, the method further includes: collecting historical channel state parameters of the current vehicle wiring harness under normal operating conditions; determining the model parameters and training information of the initial physical stress analytical model and the initial fault prediction model based on the historical channel state parameters; constructing the initial physical stress analytical model and the initial fault prediction model according to the model parameters based on the historical channel state parameters, and training the initial physical stress analytical model and the initial fault prediction model based on the training information, until the preset training conditions are met, so as to obtain the physical stress analytical model and the fault prediction model.

[0064] As can be seen from the above analysis, the physical stress analytical model in the embodiments of this application can be understood as a numerical calculation model based on the Mainner linear cumulative damage criterion. Its model parameters may include, but are not limited to, the fatigue limit stress value and the Mainner exponent in the physical stress analytical model. The corresponding training parameters may include, but are not limited to, the calculation accuracy, the number of iterations, the sampling frequency, the convergence threshold, etc. The fault prediction model can be understood as a lightweight LSTM time-series artificial intelligence model. Its model parameters may include, but are not limited to, the weight matrix of each layer of LSTM, the bias term, the network hyperparameters, etc. The corresponding training information may include, but is not limited to, the training method, the loss function, etc. This application does not impose specific limitations.

[0065] In some embodiments, before inputting the channel state parameters, this application first collects historical channel state parameters when the vehicle wiring harness is in normal working condition. Then, it determines the model parameters and training information for the initial physical stress analytical model and the initial fault prediction model, respectively. The models are built based on the corresponding model parameters and trained using the corresponding training information until preset training conditions are met, thereby obtaining the corresponding physical stress analytical model and fault prediction model. The preset training conditions can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations.

[0066] For example, in this embodiment of the application, the network structure of the lightweight LSTM temporal artificial intelligence model is as follows: an input layer, a two-layer LSTM network, a fully connected classification layer, and an output layer.

[0067] The dual-layer LSTM network has 64 hidden units and is pruned by 50%.

[0068] The fully connected classification layer contains 32 neurons and uses the ReLU activation function.

[0069] The output layer has one neuron and uses the Sigmoid activation function.

[0070] Furthermore, in this embodiment, the model parameters of the lightweight LSTM temporal AI model may include, but are not limited to, the weight matrices and bias terms of the fully connected layers corresponding to the input gate, forget gate, and output gate of the LSTM layer, as well as the weight matrix and bias terms of the fully connected classification layer. Parameter updates are achieved using an online incremental learning approach: the signal quality data collected in the new running path is mixed with the original training set through resampling, and the model is retrained or fine-tuned in a lightweight manner to achieve iterative updates of the aforementioned parameters.

[0071] Furthermore, in this embodiment, the actual operating data of the new channel after switching can be fed back to the physical stress analysis model and the fault prediction model through a dedicated backhaul channel to correct and optimize the model parameters, complete closed-loop calibration, and verify the communication quality of the new channel.

[0072] Optionally, in some possible implementations, determining the physical wiring constituted by the current vehicle wiring harness includes: acquiring the outer surface information of the current vehicle wiring harness; obtaining the outer surface structural features of the current vehicle wiring harness based on the outer surface information; and determining the physical wiring based on the outer surface structural features.

[0073] It is understood that the external surface structural features in this application embodiment can be interpreted as the structured features obtained after extracting and analyzing the collected external surface information. These features mainly refer to the structural morphology, arrangement, layer combination, and coverage range of the three-layer gradient electromagnetic shielding layer on the outer surface of the current vehicle wiring harness. This is the core basis for distinguishing and locating different physical circuits. In other words, in this application embodiment, the outer surface of the current vehicle wiring harness is directly prepared or wrapped with a three-layer gradient electromagnetic shielding layer as the first physical line of defense for signal transmission. It is precisely by relying on this physical foundation of the three-layer gradient electromagnetic shielding layer that broadband electromagnetic interference of 1-10GHz can be filtered out from the source, ensuring that the collected bit error rate, signal-to-noise ratio, and other signals are clean and reliable.

[0074] In this embodiment, the three-layer gradient electromagnetic shielding layer is not simply stacked, but designed according to the electromagnetic wave propagation path, with a synergistic gradient of reflection, dissipation, and absorption. From the outside to the inside, it consists of a graphene reflective layer composed of multiple graphene films, a silver nano-mesh eddy current dissipation layer formed by interwoven silver nanowires, and a quantum dot gradient resonant absorption layer composed of cadmium selenide / zinc sulfide core-shell quantum dots.

[0075] The outer graphene reflective layer covers the outermost part of the shielding structure, serving as the first barrier against electromagnetic waves. Relying on the ultra-high conductivity of the multi-layer graphene film, it can reflect the incident residual electromagnetic waves back to the middle dissipation region, promoting the return of electromagnetic energy and completing secondary attenuation, thus effectively improving the overall shielding performance.

[0076] The middle layer of silver nano-mesh eddy current dissipation layer has a porous mesh structure and is embedded between the outer reflective layer and the inner absorber layer. When electromagnetic waves penetrate the outer reflective layer or are reflected by the outer layer to form an echo, this layer can efficiently convert mid-to-high frequency electromagnetic energy into Joule heat by virtue of the high conductivity of silver material and the strong eddy current effect of the porous mesh structure, thus achieving rapid dissipation of electromagnetic energy.

[0077] The inner quantum dot gradient resonant absorption layer is set close to the conductor of the wire harness, serving as the final barrier for electromagnetic noise suppression. It is made of cadmium selenide / zinc sulfide core-shell quantum dots with a particle size of 5-9 nm, and the particle size and concentration of the quantum dots exhibit a bidirectional gradient distribution of 80%-20%. Overall, the particle size increases and the concentration decreases from the outside to the inside. This structure can utilize the quantum confinement effect to precisely match electromagnetic waves in the 1-10 GHz frequency band through precise particle size and concentration gradient matching. This allows electromagnetic waves of different frequencies to be precisely matched with the energy levels of quantum dots of corresponding particle sizes, generating resonant absorption and converting electromagnetic energy into harmless heat energy. At the same time, the bidirectional gradient structure can achieve impedance gradient matching over a wide frequency band, significantly reducing secondary reflection of electromagnetic waves and achieving deep absorption of electromagnetic waves.

[0078] Furthermore, in the embodiments of this application, the three-layer structure of graphene reflective layer, silver nanomesh eddy current dissipation layer and quantum dot gradient resonant absorption layer works together in a coordinated manner. After electromagnetic waves invade the shielding structure, they first achieve initial energy dissipation through the middle layer. The residual electromagnetic waves that are not dissipated are reflected back from the outer layer and then undergo secondary dissipation through the middle layer. Finally, the remaining electromagnetic waves penetrate into the inner layer. By controlling the bidirectional gradient of the core quantum dot particle size (5-9nm) and concentration (80%-20%), a wide frequency band of 1-10GHz is precisely covered, achieving impedance gradient matching and resonant absorption with electromagnetic waves of different frequencies, completing selective resonant absorption, and forming a closed-loop electromagnetic attenuation mechanism of "reflection-dissipation-resonant absorption", achieving a wide-band, high-efficiency, and low-reflection electromagnetic noise suppression effect.

[0079] The particle size gradient can be understood as the change in particle size of the functional filler from small to large from the side near the middle layer to the inner surface. The small-particle-size filler in the outer layer increases the interfacial area, improving dielectric and magnetic losses, while the large-particle-size filler in the inner layer helps to form a conductive network, promoting ohmic losses.

[0080] The concentration gradient can be understood as a change in volume concentration of the functional filler that is coordinated with the particle size variation, from low to high. A low concentration is used near the middle layer (impedance transition zone) to achieve better impedance matching and reduce electromagnetic wave reflection; while a high concentration is used near the inner surface (absorption and dissipation zone) to maximize the absorption of electromagnetic waves that have entered the material.

[0081] In some embodiments, the present application can first collect the outer surface information of the current vehicle wiring harness, then extract features from the outer surface information to obtain the outer surface structural features corresponding to the current vehicle wiring harness; further, based on the outer surface structural features, whether a three-layer gradient electromagnetic shielding layer is used, and if a three-layer gradient electromagnetic shielding layer is used, the matching and determination of the physical circuit is completed, thereby suppressing electromagnetic interference from the source and ensuring that the channel state parameters such as bit error rate and signal-to-noise ratio collected subsequently are true and reliable.

[0082] For example, in this embodiment of the application, the outer surface structure of the current vehicle wiring harness is a gradient structure of "quantum dot gradient resonance absorption layer (inner) - silver nano-mesh eddy current dissipation layer (middle) - graphene reflective layer (outer)," and then the corresponding physical circuit is determined based on the gradient structure.

[0083] In step S102, physical resources are determined according to the logical channel, and based on the physical resources, at least one alternative physical line is determined for transmitting the signal to be transmitted.

[0084] It is understood that the physical resources used to characterize the time-frequency code space mapping features of signal data transmission in the embodiments of this application may include, but are not limited to, time-domain resources, such as time slots; frequency-domain resources, such as subcarrier groups; and code-domain resources, such as orthogonal Gold code channels. This application does not impose specific limitations. These resources can be obtained through the ternary dynamic intelligent multiplexing scheduler within the field-programmable gate array (FPGA). The alternative physical line can be understood as a dedicated transmission channel virtually partitioned on the original vehicle wiring harness by the ternary dynamic intelligent multiplexing scheduler. No real wires are added; instead, physical resources such as time slots, frequencies, and code channels are used to construct an invisible path isolated from the primary path on the original wiring harness. This is a set of available wiring harness channels, which may include, but are not limited to, line identifiers, line parameters, and service adaptation information. This application does not impose specific limitations.

[0085] As one possible approach, embodiments of this application map logical channels to physical resources, and then, based on the physical resources, select at least one alternative physical line capable of carrying the signal to be transmitted.

[0086] For example, embodiments of this application can be based on a logical channel, such as a video channel, and use a three-dimensional resource grid called by a three-element dynamic intelligent multiplexing scheduler to determine the physical resources such as time slots, subcarrier groups and orthogonal Gold code channels required for each candidate physical line, and then determine the candidate physical lines for transmitting the signal to be transmitted based on the corresponding physical resources.

[0087] The three-dimensional resource grid is the core data structure of the ternary dynamic intelligent multiplexing scheduler for resource scheduling. It adopts a three-dimensional resource partitioning method of time domain, frequency domain, and code domain, and is composed of the intersection of three-dimensional resource axes. Each coordinate point represents an independent transmission opportunity. The X-axis is the time slot (time domain dimension), which slices physical time into millisecond-level segments of 100μs to 1000μs, using continuous time segments as the basic unit of scheduling. The Y-axis is the subcarrier group (frequency domain dimension), which divides the total bandwidth into several orthogonal subbands based on orthogonal frequency division multiplexing modulation, forming multiple parallel frequency transmission channels that do not interfere with each other. The Z-axis is the orthogonal Gold code channel (code domain dimension), which uses Gold pseudo-random code sequences with excellent autocorrelation and cross-correlation characteristics to assign orthogonal spreading codewords to each signal, realizing signal differentiation under simultaneous transmission at the same frequency.

[0088] Furthermore, embodiments of this application can divide the 3D resource grid into high-rate and high-reliability types based on time slots and subcarrier groups. Specifically, when the division is based on time slots, the high-rate type can be understood as using TDM to allocate continuous time slot blocks, which can be dynamically adjusted, has a lower priority, and can be preempted; the high-reliability type can be understood as being able to allocate dedicated or repeated time slots, with fixed exclusive use and the highest priority. When the division is based on subcarrier groups, the high-rate type can be understood as bundling and aggregating continuous subcarriers, with wideband continuous occupation, prioritizing bandwidth; the high-reliability type can be understood as narrowband independent allocation, fixed-point occupation, without aggregation, prioritizing stability. For example, embodiments of this application can allocate dedicated time slots and high spreading factor Gold codes to LiDAR point clouds in autonomous driving mode to ensure high reliability and low latency; and allocate multiple subcarriers to video streams to ensure high bandwidth.

[0089] Optionally, in some possible implementations, before mapping the logical channel to the physical resource, the method further includes: determining an initial physical resource configured for the signal to be transmitted; if the initial physical resource meets a preset resource condition, then determining a physical resource based on the initial physical resource; if the initial physical resource does not meet the preset resource condition, then obtaining a configuration instruction for the initial physical resource to reconfigure the initial physical resource according to the configuration instruction until a physical resource that meets the preset resource condition is obtained.

[0090] It is understood that, in the embodiments of this application, configuration instructions can be understood as scheduling control instructions used to modify, adjust, and allocate various physical resource parameters in the time domain, frequency domain, and code domain. These instructions are used to rewrite the parameters of the initial physical resources and reallocate the resources, thereby ensuring that the adjusted physical resources meet the preset resource conditions. For example, configuration instructions for time domain resources can be used to modify time slot allocation rules, such as reclaiming conflicting time slots, allocating longer transmission time slots, adding spare time slots, and staggering the transmission time windows of multiple services, thus solving the problems of insufficient time slot bandwidth and timing conflicts. Configuration instructions for frequency domain resources can be used to adjust the allocation of subcarriers, such as expanding the number of subcarriers, replacing interference-free subcarrier frequency bands, and dividing dedicated subcarrier intervals to meet the bandwidth requirements of high-volume signals. Configuration instructions for code domain resources can reallocate orthogonal codewords, replace code channels that cause crosstalk, and increase the number of independent code channels to achieve code domain isolation transmission of multiple signals.

[0091] In some embodiments, before mapping a logical channel to physical resources, the initial physical resources for the signal to be transmitted can be determined. If the initial physical resources meet preset resource conditions, they are used as physical resources for subsequent use. If the initial physical resources do not meet the preset resource conditions, configuration instructions for the initial physical resources are obtained, and the initial physical resources are reconfigured according to the configuration instructions until physical resources that meet the preset resource conditions are obtained. The preset resource conditions can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations.

[0092] For example, in the embodiments of this application, when enabling alternative physical lines for lidar point clouds, the original bit stream of lidar point clouds is first divided and scrambled according to the scheduling period, and pilots and guard intervals are inserted to form data packets that can be directly mapped to physical resource blocks. Idle physical resources are searched in the three-dimensional resource grid in real time. If found, the initial physical resources are determined to meet the preset resource conditions and marked as dedicated to alternative physical lines. Then, the data packets are accurately placed on the [time slot, subcarrier group, Gold code channel] coordinates corresponding to the designated alternative physical lines.

[0093] In addition, in the case of no available physical resources, this application embodiment can determine that the initial physical resources do not meet the preset resource conditions, obtain the configuration instructions of the initial physical resources, and then reconfigure the initial physical resources according to the configuration instructions until the reconfigured physical resources meet the preset resource conditions.

[0094] Optionally, in some possible implementations, before transmitting the signal to be transmitted using the target physical line, the method further includes: obtaining a switching instruction for the signal to be transmitted; if the switching instruction meets preset switching conditions, then transmitting the signal to be transmitted using the target physical line.

[0095] It is understood that the triggering condition for the switching instruction in this application embodiment can be that the cumulative fatigue damage degree is greater than or equal to the preset damage threshold and the fault probability is greater than or equal to the preset probability threshold, so that the channel switching is not a sudden emergency, but a calm and smooth line migration, and greatly reduces the misjudgment rate.

[0096] In some embodiments, this application may obtain a switching instruction for the signal to be transmitted before using the target physical line to transmit the signal, and then use the target physical line to transmit the signal if the switching instruction meets preset switching conditions. The preset switching conditions can be set by those skilled in the art according to actual circumstances, and this application does not impose specific limitations.

[0097] For example, in the embodiments of this application, if the cumulative fatigue damage is greater than or equal to a preset damage threshold and the failure probability is greater than or equal to a preset probability threshold, it can be determined that the switching command meets the preset switching conditions, and then the signal to be transmitted can be transmitted using the target physical line.

[0098] In step S103, based on the candidate physical lines, a target physical line for carrying the logical channel is determined, and the signal to be transmitted is transmitted using the target physical line.

[0099] In some embodiments, the present application can determine the target physical line carrying the logical channel based on the alternative physical lines, and transmit the signal to be transmitted through the target physical line.

[0100] Optionally, in some possible implementations, determining the target physical line for carrying the logical channel based on the candidate physical lines includes: controlling any vehicle-mounted electronic unit to broadcast a proposal message carrying the candidate physical line, verifying the proposal message, and obtaining a verification result; if the verification result is successful, controlling its own vehicle-mounted electronic unit to generate a first voting digital signature for the candidate physical line and broadcasting the first voting digital signature; receiving second voting digital signatures from other vehicle-mounted electronic units, counting the first total number of the first and second voting digital signatures, and if the first total number is greater than a first preset threshold, generating a first submission confirmation message matching its own vehicle-mounted electronic unit; receiving second submission confirmation messages from other vehicle-mounted electronic units, and counting the second total number of the first and second submission confirmation messages, and if the second total number is greater than a second preset threshold, determining the candidate physical line as the target physical line.

[0101] It is understood that in the embodiments of this application, the vehicle electronic unit is used to describe various vehicle controllers with communication and computing capabilities, which may include, but are not limited to, vehicle controllers, domain controllers, autonomous driving domain controllers, etc.; the proposal message refers to a data message broadcast by any vehicle electronic unit, which can carry the line identifier, line parameters, service adaptation information, etc. of each alternative physical line.

[0102] Further, in this embodiment, "own onboard electronic unit" refers to the onboard electronic unit node currently executing consensus logic and local computation; "other onboard electronic units" refers to the remaining onboard electronic unit nodes in the vehicle other than its own. The first voting digital signature refers to the encrypted signature generated by the own onboard electronic unit for the current candidate physical line proposal, representing the node's agreement to the proposal. It possesses uniqueness, immutability, and traceability, and is used as a distributed voting credential. The second voting digital signature refers to the encrypted digital signature generated by each of the remaining onboard electronic units, representing their respective voting opinions. The first submission confirmation message refers to the confirmation message generated by the own onboard electronic unit after the total number of votes reaches the target, used to inform the entire network that the node confirms its agreement to implement the candidate physical line. The second submission confirmation message refers to the confirmation messages broadcast by the remaining onboard electronic units after their votes reach the target.

[0103] In some embodiments, this application can control any on-board electronic unit to broadcast a proposal message carrying alternative physical lines and perform verification. If the verification result is successful, the on-board electronic unit generates and broadcasts a first voting digital signature for the corresponding alternative physical line, and receives second voting digital signatures from other on-board electronic units. The total number of the first and second voting digital signatures is then counted. If the total number exceeds a first preset threshold, a first submission confirmation message is generated for the on-board electronic unit, and second submission confirmation messages from other on-board electronic units are received. The total number of the first and second submission confirmation messages is then counted. If the total number exceeds a second preset threshold, the corresponding alternative physical line is determined as the target physical line. The first and second preset thresholds can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations.

[0104] This application embodiment can be understood as follows: it can broadcast alternative physical lines through domain controllers and achieve democratic routing decisions without a central node through two major mechanisms: equal operation and PBFT (Practical Byzantine Fault Tolerance) consensus algorithm. Equal operation can be understood as all domain controllers within the vehicle (e.g., 12-15) having completely equal status, without master-slave distinction. Any domain controller can initiate a routing proposal and participate in voting, without a single decision-making node such as a central gateway. The PBFT consensus algorithm can be understood as domain controllers conducting democratic voting through a pre-set three-round consensus broadcast of "proposal-confirmation-commit". As long as more than 2 / 3 of the nodes agree, the voting result is considered to meet the pre-set voting conditions. Based on the alternative physical lines that meet the pre-set voting conditions, the target physical line is determined, reaching the final decision on route switching.

[0105] It should be noted that in this embodiment, the domain controllers are fully interconnected through redundant physical wiring topology, and the PBFT protocol view running on each node is completely identical. Their equality is not reflected by weight, but mainly by equality in proposal rights, voting rights, and execution rights. Among them, equality in proposal rights can be understood as any domain controller can initiate path switching consensus without master node priority; equality in voting rights can be understood as each domain controller has a voting weight of 1, with no weighting or veto; equality in execution rights can be understood as all domain controllers synchronously maintain the same routing table and can independently drive the solid-state switches on the connected ports.

[0106] In this embodiment, the pre-defined "proposal-confirmation-submission" three-round consensus corresponds to the three consecutive stages of pre-preparation, preparation, and submission of the lightweight PBFT protocol.

[0107] The first round of pre-preparation can be understood as the initiator's electronic unit (ECU), i.e., the domain controller, broadcasting a proposal message containing the locked resource coordinates to other ECUs, i.e., all other participating consensus nodes. Upon receiving the message, each node performs local pre-verification of the proposal message's signature integrity, the validity of the resource lock, and the reachability of the suggested path. If the verification passes, the node controls each other to generate a voting digital signature for the proposal message, such as an endorsement signature.

[0108] The second preparation phase can be understood as each node submitting a first vote digital signature (e.g., a vote submission message) to all other nodes in the cluster. Each node continuously collects votes from other nodes. When the total number of the first and second vote digital signatures exceeds a first preset threshold (e.g., when at least 2f+1 (including itself) consistent votes are collected), the next round begins. This round ensures that at least f+1 honest nodes reach a consensus on the same proposal. Here, f represents fault tolerance; when f=2, it means that a maximum of two Byzantine fault nodes can be tolerated. Furthermore, the embodiments of this application satisfy the PBFT security boundary of 3f+1≤N.

[0109] The third commit phase can be understood as the node broadcasting a commit confirmation message after collecting enough votes from the preparation phase. If the total number of the first and second commit confirmation messages exceeds a second preset threshold (e.g., after collecting 2f+1 more commit messages), the node performs a local routing table update, formally committing the alternative path entries in the proposal. At this point, the three rounds of consensus are complete, and the target physical route is selected and confirmed.

[0110] For example, this application embodiment uses the PBFT consensus mechanism to complete the channel selection voting and obtain the corresponding voting results. The number of domain controller nodes N participating in the consensus is 12 to 15, and the number of fault-tolerant nodes f=2, satisfying the security boundary of PBFT algorithm 3f+1≤N. The ECDSAsecp256k1 curve signature algorithm is used, the private key length is 256 bits, the signature output is 64 bytes, and the single signature latency is no more than 50μs and the single signature verification latency is no more than 120μs, relying on the hardware IP core. Under the 15-node network topology, the total latency of a single three-phase consensus submission is no more than 15ms. At the same time, the TCAM (Ternary Content Addressable Memory) cache can store 256 routing table entries, and the longest single matching query latency is ≤10ns.

[0111] Furthermore, in the third submission phase of this application, after collecting 2f+1 more submission messages, the candidate physical lines are formally submitted and the target physical lines are determined.

[0112] Optionally, in some possible implementations, the proposal message is verified to obtain a verification result, including: extracting the first hash message verification code carried in the proposal message; obtaining the key information between the vehicle electronic unit itself and the target vehicle electronic unit that sent the proposal message; calculating the second hash message verification code of the vehicle electronic unit itself based on the key information; comparing the first hash message verification code and the second hash message verification code, and generating a verification result based on the comparison result.

[0113] It is understood that, in the embodiments of this application, the first hash message check code refers to the check value generated by the proposal sender (target vehicle electronic unit) using the shared key between the two parties to perform a hash operation on the complete proposal message content and append it to the message, i.e., the first hash message check code; the second hash message check code refers to the check code generated locally by the receiver (its own vehicle electronic unit) after reading the key information, using the same hash algorithm, key, and message original as the sender, i.e., the second hash message check code.

[0114] In some embodiments, the present application can extract the first hash message verification code carried in the proposal message, obtain the key information between its own vehicle electronic unit and the target vehicle electronic unit that sent the proposal message, calculate the second hash message verification code corresponding to its own vehicle electronic unit based on the key information, and then compare the first hash message verification code with the second hash message verification code to generate the verification result corresponding to the proposal message based on the comparison result.

[0115] For example, this application embodiment abandons the most time-consuming asymmetric cryptographic signature verification in standard PBFT, and instead uses hash message authentication code verification. The process can be as follows: This application embodiment can calculate a first hash message verification code using a symmetric key shared by the proposal initiator and the recipient, and append it to the end of the message; the recipient recalculates using the same key to determine a second hash message verification code, and compares the first hash message verification code with the second hash message verification code, compressing the authentication processing time of a single message to within 2ms. If the comparison passes, the verification result is determined to be successful; otherwise, the verification result is determined to be unsuccessful.

[0116] The working principle of the signal transmission method proposed in this application will be described below with reference to a specific embodiment.

[0117] in, Figure 2 This is a flowchart illustrating the working principle of a signal transmission method provided in one embodiment of this application.

[0118] Step S201: Signal acquisition layer.

[0119] In this embodiment, the channel state parameters of the current vehicle wiring harness can be acquired in real time at the signal acquisition layer. It should be noted that in this embodiment, a three-layer gradient electromagnetic shielding layer is directly fabricated or wound onto the outer surface of the current vehicle wiring harness.

[0120] Step S202: Twin decision-making layer.

[0121] In this embodiment, the twin decision layer includes a physical stress analytical model and a fault prediction model. Furthermore, this embodiment inputs parameters such as the number of stress cycles, temperature spectrum, and root mean square value of vibration into the physical stress analytical model to output the cumulative fatigue damage degree of the current vehicle wiring harness. It also inputs parameters such as time-domain reflected echo, common-mode noise power spectrum, and historical bit error rate trend into the fault prediction model to output the fault probability of the current vehicle wiring harness. It should be noted that the physical stress analytical model and the fault prediction model in this embodiment are executed in parallel.

[0122] Furthermore, in this embodiment of the application, when the cumulative fatigue damage degree is greater than or equal to a preset damage threshold and the failure probability is greater than or equal to a preset probability threshold, it can determine that the current vehicle wiring harness is in an abnormal transmission state and generate a switching command.

[0123] Step S203: Resource scheduling layer.

[0124] In this embodiment, the logical channel can be determined at the resource scheduling layer based on the service type and scheduling priority characteristics of data transmission.

[0125] Step S204: Physical path layer.

[0126] In this embodiment, physical resources can be obtained at the physical path layer through the ternary dynamic intelligent multiplexing scheduler inside the field-programmable gate array, and alternative physical lines can be broadcast through the domain controller. Then, based on the hash message authentication code, the corresponding submission confirmation message is determined to determine the target physical line for carrying the logical channel, and the target physical line is used to complete the transmission of the signal to be transmitted.

[0127] Step S205: Feedback calibration layer.

[0128] In this embodiment, the signal to be transmitted can be transmitted through the target physical line, and the generated actual operating data can be sent back to the twin decision layer to correct and optimize the physical stress analysis model and the fault prediction model, thereby achieving closed-loop repair.

[0129] The signal transmission method proposed in this application can, when the current vehicle wiring harness is in an abnormal transmission state, match an appropriate logical channel based on the transmission constraint parameters of the signal to be transmitted, and map it to physical resources to generate alternative physical lines. This process then determines the target physical line to carry the logical channel, thereby completing the transmission of the signal to be transmitted. This method can quickly switch reliable transmission paths for service signals in the event of a vehicle wiring harness failure, ensuring continuous and stable transmission of various vehicle signals and improving the redundancy reliability and fault self-healing capability of the vehicle communication link. This solves the problems in related technologies, such as fragmentation, lack of linkage, inability to build a complete collaborative working loop, resulting in defects in vehicle wiring harnesses such as prominent high-frequency interference, susceptibility to single-point failures in routing, insufficient bandwidth resources, and delayed fault maintenance, making it difficult to meet the stringent requirements for vehicle functional safety and integrity.

[0130] Figure 3 This is a schematic diagram of the structure of a signal transmission device provided in an embodiment of this application.

[0131] like Figure 3 As shown, the signal transmission device 10 includes: a first determining module 100, a second determining module 200, and a first transmission module 300.

[0132] The first determining module 100 is used to extract the transmission constraint parameters of the signal to be transmitted in response to the current vehicle wiring harness being in an abnormal transmission state, and to determine the logical channel matching the signal to be transmitted based on the transmission constraint parameters.

[0133] The second determining module 200 is used to map logical channels to physical resources and, based on the physical resources, determine at least one alternative physical line for transmitting the signal to be transmitted.

[0134] The first transmission module 300 is used to determine the target physical line for carrying the logical channel based on the alternative physical lines, and to use the target physical line to transmit the signal to be transmitted.

[0135] Optionally, in some possible implementations, a third determining module, a fourth determining module, and a configuration module may also be included.

[0136] The third determining module is used to determine the initial physical resources configured for the signal to be transmitted before mapping the logical channel to the physical resources.

[0137] The fourth determination module is used to determine physical resources based on the initial physical resources when the initial physical resources meet the preset resource conditions.

[0138] The configuration module is used to obtain the configuration instructions for the initial physical resources when the initial physical resources do not meet the preset resource conditions, so as to reconfigure the initial physical resources according to the configuration instructions until physical resources that meet the preset resource conditions are obtained.

[0139] Optionally, in some possible implementations, the first transmission module 300 includes: a verification unit, a broadcast unit, a first generation unit, and a first determination unit.

[0140] The verification unit is used to control any vehicle-mounted electronic unit to broadcast a proposal message carrying alternative physical lines, verify the proposal message, and obtain the verification result.

[0141] The broadcast unit is used to control its own on-board electronic unit to generate a first voting digital signature for the candidate physical line and broadcast the first voting digital signature when the verification result is that the verification is passed.

[0142] The first generation unit is configured to receive second voting digital signatures from other vehicle electronic units, count the first total number of first voting digital signatures and second voting digital signatures, and generate a first submission confirmation message matching its own vehicle electronic unit if the first total number is greater than a first preset number threshold.

[0143] The first determining unit is used to receive a second submission confirmation message from other vehicle electronic units, and to count the second total number of the first submission confirmation message and the second submission confirmation message. If the second total number is greater than a second preset number threshold, the candidate physical route is determined as the target physical route.

[0144] Optionally, in some possible implementations, the verification unit includes: extracting sub-units, obtaining sub-units, calculating sub-units, and generating sub-units.

[0145] The extraction subunit is used to extract the first hash message checksum carried in the proposal message.

[0146] The acquisition subunit is used to acquire the key information between its own on-board electronic unit and the target on-board electronic unit that sent the proposal message.

[0147] The computing subunit is used to calculate the second hash message check code of its own on-board electronic unit based on the key information.

[0148] A sub-unit is generated to compare the first hash message check code with the second hash message check code and generate a check result based on the comparison result.

[0149] Optionally, in some possible implementations, it may also include: an extraction module, an output module, and a fifth determination module.

[0150] The extraction module is used to determine the physical circuit composed of the current vehicle wiring harness before the current vehicle wiring harness is in an abnormal transmission state, and to extract the channel state parameters in the physical circuit.

[0151] The output module is used to input channel state parameters into a pre-built physical stress analytical model and a fault prediction model, respectively. The physical stress analytical model is used to calculate the equivalent stress amplitude of the channel state parameters to output the cumulative fatigue damage of the current vehicle wiring harness. The fault prediction model is used to extract the temporal degradation features of the channel state parameters to output the fault probability of the current vehicle wiring harness. The physical stress analytical model is used to calculate the cumulative fatigue damage based on the equivalent stress amplitude, and the fault prediction model is used to perform regression prediction of the fault probability based on the temporal degradation features.

[0152] The fifth determination module is used to determine that the current vehicle wiring harness is in an abnormal transmission state when the cumulative fatigue damage degree is greater than or equal to a preset damage threshold and the failure probability is greater than or equal to a preset probability threshold.

[0153] Optionally, in some possible implementations, the module may also include: a data acquisition module, a sixth determination module, and a training module.

[0154] The acquisition module is used to acquire historical channel state parameters of the current vehicle wiring harness under normal operating conditions before inputting the channel state parameters into the pre-built physical stress analytical model and fault prediction model, respectively.

[0155] The sixth determination module is used to determine the model parameters and training information of the initial physical stress analytical model and the initial fault prediction model based on historical channel state parameters.

[0156] The training module is used to construct an initial physical stress analytical model and an initial fault prediction model based on historical channel state parameters and model parameters, respectively, and to train the initial physical stress analytical model and the initial fault prediction model based on training information until the preset training conditions are met, so as to obtain the physical stress analytical model and the fault prediction model.

[0157] Optionally, in some possible implementations, the extraction module includes: an acquisition unit, a second generation unit, and a second determination unit.

[0158] The acquisition unit is used to acquire the outer surface information of the current vehicle wiring harness.

[0159] The second generation unit is used to obtain the external surface structural features of the current vehicle wiring harness based on the external surface information.

[0160] The second determining unit is used to determine the physical circuit based on the external surface structural features.

[0161] Optionally, in some possible implementations, it may also include: an acquisition module and a second transmission module.

[0162] The acquisition module is used to acquire the switching command of the signal to be transmitted before transmitting the signal using the target physical line.

[0163] The second transmission module is used to transmit the signal to be transmitted using the target physical line when the switching command meets the preset switching conditions.

[0164] The signal transmission device proposed in this application can, when the current vehicle wiring harness is in an abnormal transmission state, match an appropriate logical channel based on the transmission constraint parameters of the signal to be transmitted, and map it to physical resources to generate alternative physical lines. This allows for the determination of the target physical line to carry the logical channel, thereby completing the transmission of the signal to be transmitted. It can quickly switch reliable transmission paths for service signals in the event of a vehicle wiring harness failure, ensuring continuous and stable transmission of various vehicle signals and improving the redundancy reliability and fault self-healing capability of the vehicle communication link. This solves the problems in related technologies, such as fragmentation, lack of linkage, inability to build a complete collaborative working loop, resulting in defects in vehicle wiring harnesses such as prominent high-frequency interference, susceptibility to single-point failures in routing, insufficient bandwidth resources, and delayed fault maintenance, making it difficult to meet the stringent requirements for vehicle functional safety and integrity.

[0165] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0166] It should be understood that the methods described above can be applied to... Figure 4 The vehicle with the structure shown may include: The memory 401, the processor 402, and the computer program stored on the memory 401 and capable of running on the processor 402.

[0167] When the processor 402 executes the program, it implements the signal transmission method provided in the above embodiments.

[0168] Furthermore, the vehicle also includes: Communication interface 403 is used for communication between memory 401 and processor 402.

[0169] The memory 401 is used to store computer programs that can run on the processor 402.

[0170] Memory 401 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0171] If the memory 401, processor 402, and communication interface 403 are implemented independently, then the communication interface 403, memory 401, and processor 402 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized into address buses, data buses, control buses, etc. For ease of representation, Figure 4 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0172] Optionally, in a specific implementation, if the memory 401, processor 402, and communication interface 403 are integrated on a single chip, then the memory 401, processor 402, and communication interface 403 can communicate with each other through an internal interface.

[0173] Processor 402 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0174] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform the signal transmission method provided in embodiments of this application.

[0175] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0176] When the functional modules are divided according to their respective functions, the device may further include: a first determining module, a second determining module, and a first transmission module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced to the functional description of the corresponding functional module, and will not be repeated here.

[0177] It should be understood that the apparatus provided in this embodiment is used to perform the above-described signal transmission method, and therefore can achieve the same effect as the above-described implementation method.

[0178] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing program code, etc.

[0179] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0180] In addition, the apparatus provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute the signal transmission method provided in the above embodiments.

[0181] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a signal transmission method provided in the above embodiment.

[0182] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a signal transmission method provided in the above embodiment.

[0183] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0184] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0185] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0186] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A signal transmission method, characterized in that, Includes the following steps: In response to the current vehicle wiring harness being in an abnormal transmission state, the transmission constraint parameters of the signal to be transmitted are extracted, and a logical channel matching the signal to be transmitted is determined based on the transmission constraint parameters. Based on the logical channel, physical resources are determined, and based on the physical resources, at least one alternative physical line is determined for transmitting the signal to be transmitted. Based on the candidate physical lines, a target physical line for carrying the logical channel is determined, and the signal to be transmitted is transmitted using the target physical line.

2. The method according to claim 1, characterized in that, Before mapping the logical channel to physical resources, the method further includes: Determine the initial physical resources configured for the signal to be transmitted; If the initial physical resources meet the preset resource conditions, then the physical resources are determined based on the initial physical resources; If the initial physical resource does not meet the preset resource conditions, then the configuration instruction of the initial physical resource is obtained, and the initial physical resource is reconfigured according to the configuration instruction until a physical resource that meets the preset resource conditions is obtained.

3. The method according to claim 1, characterized in that, The step of determining the target physical line for carrying the logical channel based on the candidate physical lines includes: Control any vehicle-mounted electronic unit to broadcast a proposal message carrying the alternative physical lines, verify the proposal message, and obtain the verification result; If the verification result is successful, the system controls its own on-board electronic unit to generate a first voting digital signature for the candidate physical line and broadcasts the first voting digital signature. Receive a second voting digital signature from other vehicle electronic units, count the first total number of the first voting digital signature and the second voting digital signature, and generate a first submission confirmation message that matches the vehicle electronic unit itself if the first total number is greater than a first preset number threshold. The system receives a second submission confirmation message from the other vehicle electronic units, and counts the second total number of the first submission confirmation message and the second submission confirmation message. If the second total number is greater than a second preset number threshold, the alternative physical route is determined as the target physical route.

4. The method according to claim 3, characterized in that, The step of verifying the proposal message to obtain the verification result includes: Extract the first hash message checksum carried in the proposal message; Obtain the key information between the self-in-vehicle electronic unit and the target in-vehicle electronic unit that sent the proposal message; Based on the key information, calculate the second hash message check code of the vehicle-mounted electronic unit itself; The first hash message checksum is compared with the second hash message checksum, and the checksum result is generated based on the comparison result.

5. The method according to claim 1, characterized in that, Before responding to an abnormal transmission state of the current vehicle wiring harness, it also includes: Determine the physical circuitry constituted by the current vehicle wiring harness, and extract the channel state parameters from the physical circuitry; The channel state parameters are input into a pre-constructed physical stress analytical model and a fault prediction model, respectively. The physical stress analytical model is used to calculate the equivalent stress amplitude of the channel state parameters to output the cumulative fatigue damage degree of the current vehicle wiring harness. The fault prediction model is used to extract the temporal degradation features of the channel state parameters to output the fault probability of the current vehicle wiring harness. The physical stress analytical model is used to calculate the cumulative fatigue damage degree based on the equivalent stress amplitude, and the fault prediction model is used to perform regression prediction of the fault probability based on the temporal degradation features. When the cumulative fatigue damage is greater than or equal to a preset damage threshold and the failure probability is greater than or equal to a preset probability threshold, the current vehicle wiring harness is determined to be in the abnormal transmission state.

6. The method according to claim 5, characterized in that, Before inputting the channel state parameters into the pre-built physical stress analytical model and fault prediction model, respectively, the method further includes: Collect historical channel state parameters of the current vehicle wiring harness under normal operating conditions; Based on the historical channel state parameters, the model parameters and training information of the initial physical stress analytical model and the initial fault prediction model are determined respectively. Based on the historical channel state parameters, the initial physical stress analytical model and the initial fault prediction model are constructed according to the model parameters, and the initial physical stress analytical model and the initial fault prediction model are trained according to the training information until the preset training conditions are met to obtain the physical stress analytical model and the fault prediction model.

7. The method according to claim 5, characterized in that, The determination of the physical wiring constituted by the current vehicle wiring harness includes: Obtain the outer surface information of the current vehicle wiring harness; Based on the outer surface information, the outer surface structural features of the current vehicle wiring harness are obtained; The physical circuit is determined based on the aforementioned external surface structural features.

8. The method according to claim 1, characterized in that, Before transmitting the signal to be transmitted using the target physical line, the method further includes: Obtain the switching instruction for the signal to be transmitted; If the switching command meets the preset switching conditions, the signal to be transmitted is transmitted using the target physical line.

9. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the signal transmission method as described in any one of claims 1-8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the signal transmission method as described in any one of claims 1-8.

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