TWI474941B - Method of dynamically adjusting and determining generation frequency for safety message(s) in vehicular network and structure thereof - Google Patents

Description

Dynamically adjust and determine the generation of security messages in the in-vehicle network environment Frequency method and its architecture

The disclosure relates to a method and an architecture for dynamically adjusting and determining the frequency of generation of security messages in an in-vehicle network environment.

In the case of road safety applications, a moving vehicle can periodically (periodically) issue/broadcast a safety message with a "fixed frequency" to other nearby vehicles to inform each other of each other. status. However, based on the transmitted/broadcast security message having a "fixed frequency of occurrence", if a certain number of vehicles are broadcasting/broadcasting a large number of repetitive security messages on the designated designated channel at the same time (for example, driving vehicles) The state does not change much.) It is likely to cause channel congestion and cause packet loss of security messages, thus affecting the effect of road safety applications.

An exemplary embodiment of the present disclosure provides a method for dynamically adjusting and determining a frequency of generating a security message in an in-vehicle network environment, including: receiving channel status information associated with a specified channel from a designated channel in an in-vehicle network environment And dynamically adjusting the upper limit of the safety message according to the received channel status information; generating a frequency according to the driving information to dynamically adjust the lower limit of the safety message; and generating the frequency according to the adjusted upper limit and / Or the lower limit generates a frequency to determine the frequency of generation of the security message.

Another exemplary embodiment of the present disclosure provides an architecture for dynamically adjusting and determining the frequency of generation of security messages in an in-vehicle network environment, including: an underlay, an upper layer, and an application layer. The upper layer includes a message generation frequency control unit, and the message generation frequency control unit is configured to: receive the channel status information associated with the designated channel from the designated channel in the in-vehicle network environment through the bottom layer, and according to the received channel The status information dynamically adjusts the upper limit of the safety message generation frequency; and the frequency of the safety information is dynamically adjusted according to the driving information. The application layer is configured to determine the frequency of generation of the security message based on the adjusted upper limit generation frequency and/or lower limit generation frequency.

The above described features and advantages of the present invention will be more apparent from the following detailed description.

However, it is to be understood that the foregoing general description and the claims

The exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. In addition, wherever possible, the elements and/

FIG. 1 illustrates an in-vehicle network environment according to an exemplary embodiment of the present disclosure. Schematic diagram of the dynamic adjustment and determination of the frequency of generation of security messages. Referring to FIG. 1, the architecture 10 for dynamically adjusting and determining the frequency of generating security messages in the in-vehicle network environment may include: a lower layer 101, an upper layer 103, and an application layer. ) 105, and a management layer 107. The management layer 107 can communicate with the bottom layer 101, the upper layer 103, and the application layer 105 to manage the operations of the bottom layer 101, the upper layer 103, and the application layer 105.

However, more specifically, the upper layer 103 further includes a message generation frequency control unit 109, and the message generation frequency control unit 109 is configured to: pass through the bottom layer 101 from the in-vehicle network environment. The designated channel (accepted channel) receives the channel status information (CSI) associated with the specified channel (that is, information indicating whether the specified channel is blocked), and dynamically adjusts the security message according to the received channel status information CSI. An upper generation frequency F _U ; and a lower generation frequency F _{L that} dynamically adjusts the security message based on driving information (eg, body driving information IVI and/or adjacent driving information SVI).

In this way, the upper limit and/or lower limit generation frequency (F _U , F _L ) dynamically adjusted by the message generation frequency control unit 109 can be provided to the bottom layer 101, the application layer 105, and the management layer 107, thereby making the bottom layer 101 The application layer 105 and the management layer 107 can determine the frequency of generation of the security message according to the upper limit generation frequency F _U and/or the lower limit generation frequency F _L dynamically adjusted by the message generation frequency control unit 109, thereby generating a compliance with the United States. A packet of security messages defined by the standard (SAE J2735) or the European standard (ETSI TS 102 637-2). In addition, the management layer 107 can also give a recommendation of the frequency of generating the security message according to the upper limit generating frequency F _U and/or the lower limit generating frequency F _L dynamically adjusted by the message generating frequency control unit 109, and all the actual design/application In terms of demand.

Obviously, in the architecture 10 for dynamically adjusting and determining the frequency of generation of security messages in an in-vehicle network environment, a traveling vehicle can issue/broadcast a security message having a "non-fixed generation frequency" to other specified channels. Adjacent driving vehicles, thereby slowing down channel congestion.

In the present exemplary embodiment, the channel state information CSI associated with the specified channel received by the message generation frequency control unit 109 through the bottom layer 101 may include channel usage rate (0%~100%), wherein the channel usage rate (0%~) The larger the 100%), the more the designated channel is blocked. Under this condition, the message generation frequency control unit 109 can be configured to dynamically adjust the upper limit generation frequency F _{U of the} security message according to the channel usage rate (0% to 100%).

Taking Figure 2(a) as an example, when the channel usage rate is 0%~P1% (0<P1<100), the upper limit generating frequency F _{U of} the safety message can be kept at the maximum upper limit generating frequency F _U (max). . When the channel usage rate is P1%~P2% (P1<P2<100), the upper limit generating frequency F _{U of} the safety message will linearly decrease from the maximum upper limit generating frequency F _U (max). When the channel usage rate is between P2% and 100%, the upper limit of the safety message generation frequency F _U can be kept at the minimum upper limit generation frequency F _U (min).

Taking Figure 2(b) and Figure 2(c) as an example, when the channel usage rate is 0%~P1% (0<P1<100), the upper limit generating frequency F _{U of} the safety message can be kept at the maximum upper limit. Frequency F _U (T ₁ ). When the channel usage rate is P1%~P2% (P1<P2<100), the upper limit generating frequency F _{U of} the safety message will directly drop from the maximum upper limit generating frequency F _U (T ₁ ) to the next largest upper limit generating frequency. F _U (T _2). When the channel usage rate is P2%~100%, the upper limit generating frequency F _{U of} the safety message will directly drop from the next upper upper limit generating frequency F _U (T ₂ ) to the minimum upper limit generating frequency F _U (T ₃ ).

In FIG. 2 (b), the upper limit occurrence frequency F _U (T _1), the difference between △ F _{U F U (T 2) (1} ) generates a frequency equal to the upper limit _{F U (T 2), F} U (T 3 The difference between ΔF _U (2), that is, ΔF _U (1) = ΔF _U (2). However, in Fig. 2(c), the difference ΔF _U (1) between the upper limit generation frequencies F _U (T ₁ ) and F _U (T ₂ ) is not equal to the upper limit generation frequency F _U (T ₂ ), F _U The difference ΔF _U (2) between (T ₃ ), that is, ΔF _U (1) ≠ ΔF _U (2). In other exemplary embodiments of the present disclosure, the channel state information CSI associated with the specified channel received by the message generation frequency control unit 109 through the bottom layer 101 may include a channel load state (S ₁ , S ₂ , S ₃ ), where the channel The load state S ₁ can be expressed as the load state of the designated channel is light load; the channel load state S ₂ can be expressed as the load state of the designated channel is medium load; and the channel load state S ₃ can be expressed as the load state of the designated channel is overloaded . The higher the channel load state (S ₁ , S ₂ , S ₃ ), the more the designated channel is blocked. Under this condition, the message generation frequency control unit 109 can be configured to dynamically adjust the upper limit generation frequency F _{U of the} security message according to the channel load status (S ₁ , S ₂ , S ₃ ).

Taking Fig. 2(d) as an example, when the channel load state is S ₁ (light load), the upper limit generating frequency F _{U of} the safety message can be maintained at the maximum upper limit generating frequency F _U (S ₁ ). When the channel load state is S ₂ (middle load), the upper limit generating frequency F _{U of} the safety message can be maintained at the next largest upper limit generating frequency F _U (S ₂ ). When the channel load state is S ₃ (heavy load), the upper limit generating frequency F _{U of} the safety message can be maintained at the minimum upper limit generating frequency F _U (S ₃ ).

It is worth mentioning that although FIG. 2(b) to FIG. 2(d) are described by taking only three upper limit generating frequencies F _U as an example, the disclosure is not limited thereto. In other words, the present disclosure can also set more or less upper limit generating frequency F _U to meet the actual application requirements.

Obviously, the upper limit generating frequency F _{U of the} security message is inversely related to the channel usage rate (0%~100%) or the channel load state (S1, S2, S3). In other words, when the channel usage rate is smaller or the channel load state is lower, the upper limit of the safety message generation frequency F _{U is} higher; conversely, when the channel usage rate is larger or the channel load state is higher, the upper limit of the safety message generates the frequency F The lower the _U.

On the other hand, the (ontology) driving information IVI may include a driving speed VV. Under this condition, the message generation frequency control unit 109 can be configured to dynamically adjust the lower limit generation frequency F _{L of the} security message according to the driving speed VV.

In FIG. 3 (a) as an example, when the driving speed VV at 0 ~ V _1, the lower limit of the security message is generated frequencies may be maintained generation frequency F _L F _L (min) of the minimum limit. When the frequency F _L driving speed VV at V ₁ ~ V ₂ when (V ₁ <V _2), the security post limit occurrence frequency F _L generated frequency F _L (min) linear up to the maximum limit from the minimum lower limit is generated (max). When the driving speed VV is above V ₂ , the lower limit generating frequency F _{L of} the safety message can be maintained at the maximum lower limit generating frequency F _L (max).

In FIG. 3 (b) and FIG. 3 (c) as an example, when the driving speed VV at 0 ~ V _1, the lower limit of the security message is generated frequencies may be maintained generation frequency F _L F _L (min) of the minimum limit. When the driving speed VV is V ₁ ~V ₂ (V ₁ <V ₂ ), the lower limit generating frequency F _{L of} the safety message will increase from the minimum lower limit frequency F _L (min) to the next lower limit generating frequency F _L (T _1). When the driving speed VV is V ₂ ~V ₃ (V ₂ <V ₃ ), the lower limit generating frequency F _{L of} the safety message will rise directly from the second lower lower limit generating frequency F _L (T ₁ ) to the next lower limit. Frequency F _L (T ₂ ). When the driving speed VV is above V ₃ , the lower limit generating frequency F _{L of} the safety message can be maintained at the maximum lower limit generating frequency F _L (max).

In Fig. 3(b), the difference between the lower limit generating frequency F _L (min) and F _L (T ₁ ) ΔF _L (1) is equal to the lower limit generating frequency F _L (T ₁ ), F _L (T ₂ ) The difference ΔF _L (2), and the difference between the lower limit generating frequencies F _L (T ₁ ) and F _L (T ₂ ) ΔF _L (2) is equal to the lower limit generating frequency F _L (T ₂ ), F △ F _{L L} difference between (max) (3), _{namely: △ F L (1) =} △ F L (2) = △ F L (3). Furthermore, 0 ~ V difference △ V between ₁ (1) ~ ₁ V or greater difference △ V (2) between ₂ V, ₁ V and the difference △ V between ~ ₂ V ₍₂₎ not less than V The difference between ₂ and V ₃ is ΔV(3), that is, ΔV(1) ≧ ΔV(2) ≧ ΔV(3).

However, in Fig. 3(c), the difference between the lower limit generating frequency F _L (min) and F _L (T ₁ ) ΔF _L (1) is less than or equal to the lower limit generating frequency F _L (T ₁ ), F _L ( The difference between T ₂ ) is ΔF _L (2), and the difference between the lower limit generating frequencies F _L (T ₁ ) and F _L (T ₂ ) ΔF _L (2) is less than or equal to the lower limit generating frequency F _L (T) ₂ ), the difference between F _L (max) ΔF _L (3), that is, ΔF _L (1) ≦ ΔF _L (2) ≦ ΔF _L (3). Further, the difference △ V between 0 ~ V _{1 (1)} is equal to V ₁ ~ V difference △ V (2) between ₂ and V ₁ ~ V difference △ V (2) is equal to between ₂ V ₂ ~ △ V difference between V ₃ (3), namely: △ V (1) = △ V (2) = △ V (3).

Similarly, although FIG. 3(b) and FIG. 3(c) only take the four lower limit generating frequencies F _L (min), F _L (T ₁ ), F _L (T ₂ ), F _U (max) as an example. The description is made, but the disclosure is not limited thereto. In other words, the present disclosure can also set more or less lower limit generating frequency F _L to meet the actual application requirements.

Obviously, the lower limit generating frequency F _{L of the} safety message will have a proportional relationship with the speed of the driving speed VV. In other words, the faster the driving speed VV, the higher the lower limit generating frequency F _L of the safety message; conversely, the slower the driving speed VV, the lower the lower limit generating frequency F _{L of} the safety message.

On the other hand, the (body) driving information IVI may include a heading angle VA (which may be interpreted as a relative change angle of the vehicle traveling direction, that is, an angle of the steering direction of the vehicle). Under this condition, the message generation frequency control unit 109 can be configured to dynamically adjust the lower limit generation frequency F _{L of the} security message according to the driving azimuth VA.

In FIG. 4 (a) as an example, when the road azimuth angle VA 0 ₁ ~ θ, the security message generation frequency lower limit may be maintained generation frequency F _L F _L (min) of the minimum limit. When the driving azimuth VA is θ ₁ ~ θ ₂ (θ ₁ < θ ₂ ), the lower limit of the safety message generation frequency F _L will generate a frequency F _L (min) from the minimum lower limit to the maximum lower limit. _L (max). When the driving azimuth angle VA is θ ₂ or more, the lower limit generating frequency F _{L of} the safety message can be maintained at the maximum lower limit generating frequency F _L (max).

In FIG. 4 (b) and FIG. 4 (c) as an example, when the road azimuth angle VA 0 ₁ ~ θ, the security message generation frequency lower limit may be maintained generation frequency F _L F _L (min) of the minimum limit. When the driving azimuth angle VA is θ ₁ ~ θ ₂ (θ ₁ < θ ₂ ), the lower limit generating frequency F _{L of} the safety message will increase from the minimum lower limit generating frequency F _L (min) to the next smaller lower limit generating frequency. F _L (T ₁ ). When the driving azimuth angle VA is θ ₂ ~ θ ₃ (θ ₂ < θ ₃ ), the lower limit generating frequency F _{L of} the safety message will rise directly from the second lower lower limit generating frequency F _L (T ₁ ) to the next lower limit. The frequency F _L (T ₂ ) is generated. When the driving azimuth angle VA is above θ ₃ , the lower limit generating frequency F _{L of} the safety message can be maintained at the maximum lower limit generating frequency F _L (max).

In Fig. 4(b), the difference between the lower limit generating frequency F _L (min) and F _L (T ₁ ) ΔF _L (1) is equal to the lower limit generating frequency F _L (T ₁ ), F _L (T ₂ ) The difference ΔF _L (2), and the difference between the lower limit generating frequencies F _L (T ₁ ) and F _L (T ₂ ) ΔF _L (2) is equal to the lower limit generating frequency F _L (T ₂ ), F The difference between _L (max) ΔF _L (3), that is, ΔF _L (1) = ΔF _L (2) = ΔF _L (3). Further, the difference △ θ between 0 ~ θ _{1 (1)} not less than θ ₁ ~ difference △ θ (2) between the θ _2, and θ ₁ ~ difference △ θ (2) between the θ ₂ is equal to [theta] is greater than The difference between ₂ and θ ₃ is Δθ(3), that is, Δθ(1) ≧ Δθ(2) ≧ Δθ(3).

However, in Fig. 4(c), the difference between the lower limit generating frequency F _L (min) and F _L (T ₁ ) ΔF _L (1) is less than or equal to the lower limit generating frequency F _L (T ₁ ), F _L ( The difference between T ₂ ) is ΔF _L (2), and the difference between the lower limit generating frequencies F _L (T ₁ ) and F _L (T ₂ ) ΔF _L (2) is less than or equal to the lower limit generating frequency F _L (T) ₂ ), the difference between F _L (max) ΔF _L (3), that is, ΔF _L (1) ≦ ΔF _L (2) ≦ ΔF _L (3). Further, the difference △ θ between 0 ~ θ _{1 (1)} is equal to θ ₁ ~ difference △ θ (2) between the θ _2, and θ ₁ ~ difference △ θ between θ _{2 (2)} is equal to θ ₂ ~ difference △ θ between θ _{3 (3),} namely: △ θ (1) = △ θ (2) = △ θ (3).

Similarly, although FIG. 4(b) and FIG. 4(c) only take the four lower limit generating frequencies F _L (min), F _L (T ₁ ), F _L (T ₂ ), F _U (max) as an example. The description is made, but the disclosure is not limited thereto. In other words, the present disclosure can also set more or less lower limit generating frequency F _L to meet the actual application requirements.

Obviously, the lower limit generating frequency F _{L of the} safety message will have a proportional relationship with the magnitude of the driving azimuth VA. In other words, when the driving azimuth VA is larger, the lower limit generating frequency F _L of the safety message is higher; conversely, when the driving azimuth VA is smaller, the lower limit generating frequency F _{L of} the safety message is lower.

On the other hand, the (main body) driving information IVI can include both the driving speed VV and the driving azimuth VA. Under this condition, the message generation frequency control unit 109 can be configured to dynamically adjust the lower limit generation frequency F _{L of the} safety message according to the driving speed VV and the driving azimuth angle VA.

As shown in Fig. 5(a), the lower limit generating frequency F _L of the safety message corresponding to the different driving speed VV (V ₁ , V ₂ ) can be expressed as F _L (V); in addition, as shown in Fig. 5(b) It is shown that the lower limit generating frequency F _L of the safety message corresponding to the different driving azimuth angle VA(θ ₁ , θ ₂ ) can be expressed as F _L (θ ₁ ) and F _L (θ ₂ ); further, as shown in FIG. 5 ( c) that the lower limit generating frequency F _L corresponding to the safety information of the different driving speed VV (V ₁ , V ₂ ) and the same driving azimuth angle VA (θ ₁ ) can be expressed as F _L (V + θ ₁ ), The lower limit generating frequency F _L corresponding to the safety information of the different driving speeds VV (V ₁ , V ₂ ) and the same driving azimuth angle VA (θ ₂ ) can be expressed as F _L (V + θ ₂ ).

It can be clearly seen from Fig. 5(c) that the influence of the driving azimuth angle VA(θ ₁ , θ ₂ ) on the frequency F _L of the lower traveling speed VV(V ₁ ) for the lower limit of the safety message (δ ₁ , δ _{2 )} It is lower; however, the driving azimuth angle VA(θ ₁ , θ ₂ ) is higher in the degree of influence (δ ₃ , δ ₄ ) of the high driving speed VV(V ₂ ) on the lower limit generating frequency F _L of the safety message. Where δ ₂ ≧δ ₁ ; δ ₄ ≧δ ₃ ; δ ₃ >δ ₁ ; and δ ₄ >δ ₂ .

Obviously, the lower limit generating frequency F _{L of the} safety message will have a proportional relationship with the speed of the driving speed VV and the magnitude of the driving azimuth VA. In other words, the faster the driving speed VV and the larger the driving azimuth VA, the higher the lower limit generating frequency F _L of the safety message; conversely, the slower the driving speed VV and the smaller the driving azimuth VA, the lower limit of the safety message is generated. The lower the frequency F _{L is} .

On the other hand, the driving information (IVI, SVI) of the main body and the adjacent car can include the driving safety distance d _s of the front and rear workshops and the actual driving distance d _{c1 of the} front and rear workshops. Among them, the driving safety distance d _{s of the} front and back workshops varies according to the national road rules. Under this condition, the message generation frequency control unit 109 can be configured to dynamically adjust the lower limit generation frequency F _{L of the} safety message according to the driving safety distance d _s of the front and rear workshops and the actual driving distance d _{c1 of the} front and rear workshops.

Taking Fig. 6(a) as an example, before time t1, since the actual driving distance d _{c1 of the} front and rear workshops is greater than the driving safety distance d _{s of the} front and rear workshops, the lower limit generating frequency F _{L of the} safety message may be a lower lower limit generating frequency. F _L (d _s0 ). At time t1, since the actual driving distance d _{c1 of the} front and rear workshops is smaller than the driving safety distance d _{s of the} front and rear workshops, the lower limit generating frequency F _{L of the} safety message may be a higher lower limit generating frequency F _L (d _s1 ). After time t1, if the lower limit of the safety message generation frequency F _{L is to be} recovered from the higher lower limit generation frequency F _L (d _s1 ) to the lower lower limit generation frequency F _L (d _s0 ) (ie, time t2), It is necessary to satisfy d _c1 >d _s +Δd(Δd=d _s+ -d _s ), and the purpose of adding Δd is to avoid the occurrence of Ping-Pong Effect.

Taking Fig. 6(b) as an example, before time t1, since the actual driving distance d _{c1 of the} front and rear workshops is greater than the driving safety distance d _{s of the} front and rear workshops, the lower limit generating frequency F _{L of the} safety message can be the lowest lower limit generating frequency F _L (d _s0 ). At time t1~t1+1, since the actual distance d _{c1 of the} front and rear workshops is gradually shortened, the lower limit generating frequency F _{L of the} safety message can be changed from the lowest lower limit generating frequency F _L (d _s0 ) to the second lower limit generating frequency. F _L (d _s1 ). At time t1+1~t+2, since the actual distance d _{c1 of the} front and rear workshops is the shortest, the lower limit generating frequency F _{L of the} safety message can be changed from the lower limit generating frequency F _L (d _s1 ) to the highest lower limit. Frequency F _L (d _s2 ). After time t1+2, since the actual distance d _{c1 of the} front and rear workshops is gradually opened, the lower limit generating frequency F _{L of the} safety message can be recovered from the highest lower limit generating frequency F _L (d _s2 ) to the next lower limit generating frequency. F _L (d _s1 ). In addition, after the time t1+2, if the lower limit of the safety message generation frequency F _{L is to be} generated from the lower limit of the lower limit, the frequency F _L (d _s1 ) returns to the lowest lower limit generation frequency F _L (d _s0 ) (ie, time) T2), it is necessary to satisfy d _c1 >d _s +Δd(Δd=d _s+ -d _s ), and the purpose of adding Δd is to avoid the occurrence of Ping-Pong Effect.

Obviously, the lower limit generating frequency F _{L of the} safety message will have an inverse relationship with the actual distance d _c1 of the front and rear workshops. In other words, the longer the actual distance d _{c1 of} the current post-shop, the lower the lower limit generating frequency F _{L of} the safety message; conversely, the shorter the actual driving distance d _{c1 of} the current post-shop, the lower the lower limit generating frequency F _{L of} the safety message high.

Based on the above, the message generation frequency control unit 109 will according to the channel state information CSI (ie, channel usage rate (0%~100%)/channel load state (S ₁ , S ₂ , S ₃ )) associated with the specified channel. The upper limit of the dynamic adjustment security message generates the frequency F _U . In addition, the message generation frequency control unit 109 according to the driving information (IVI and / or SVI, for example: driving speed VV and / or driving azimuth VA, and the driving safety distance d _s of the front and rear workshops and the actual driving distance d _{c1 of the} front and rear workshops ) to dynamically adjust the lower limit of the safety message to generate the frequency F _L .

It is worth mentioning that the message generation frequency control unit 109 can also be based on driving information (IVI and/or SVI, for example: driving speed VV, driving azimuth VA, and driving safety distance d _s of the front and rear workshops and driving of the front and rear workshops) The combination of at least one of the actual distances d _c1 or a lower limit thereof dynamically generates a frequency F _L for the lower limit of the safety message. For example, the message generation frequency control unit 109 can dynamically adjust the lower limit of the safety message according to the single driving speed VV. The frequency F _L ; alternatively, the message generation frequency control unit 109 can dynamically adjust the lower limit of the safety message according to the single driving azimuth VA to generate the frequency F _L ; or the message generation frequency control unit 109 can be based on the driving speed VV and the driving azimuth VA dynamically adjusting security post limit generation frequency F _L; or posts occurrence frequency control unit 109 may be d actual distance traffic _s front and rear workshop d _C1 to dynamically adjust the safety post limit generating a frequency F _L according to the driving safety distance in front of the workshop; Alternatively, the control message generating unit 109 may frequency d _s the front and rear driving safety distance in front of the workshop Driving the actual distance d _C1 and the driving speed between the VV generation frequency F _L to dynamically limit adjustment safety messages; or posts occurrence frequency control unit 109 may be d traffic _s front and rear Drag actual distance d _C1 according to traffic safety distance in front of the workshop And the driving azimuth angle VA is used to dynamically adjust the lower limit of the safety message to generate the frequency F _L ; or the message generating frequency control unit 109 can be based on the driving safety distance d _s of the front and rear workshops, the actual driving distance d _{c1 of the} front and rear workshops, the driving azimuth angle VA, and driving speed VV generation frequency F _L to dynamically adjust the limit of safety messages; and so on, all depends on practical / applications concerned.

In the present exemplary embodiment, the upper limit generating frequency F _U and the lower limit generating frequency F _L dynamically adjusted by the message generating frequency control unit 109 are supplied to, for example, the application layer 105, and the application layer 105 further determines the upper limit generating frequency F. Whether _U is greater than the lower limit produces frequency F _L . In the present disclosure, the upper limit generating frequency F _{U is} generally greater than the lower limit generating frequency F _L , but if the lower limit generating frequency F _{L is} greater than the upper limit generating frequency F _U , it means that the upper limit generating frequency F _U intersects with the lower limit generating frequency F _L The behavior is shown in Figure 7(a).

In view of this, when the application layer 105 determines that the upper limit is greater than the generation frequency F _U F _L generation frequency, the generation frequency F _U represents the upper limit and the lower limit frequency F _L intersects generates the behavior does not occur. Therefore, the application layer 105 can select any frequency between the upper limit generation frequency F _U and the lower limit generation frequency F _L (ie, within the effective area) as the generation frequency of the security message.

Further, when the application layer 105 determines that the upper limit generation frequency F _{U is} smaller than the lower limit generation frequency F _L , it indicates that the upper limit generation frequency F _U and the lower limit generation frequency F _L intersect. Therefore, the application layer 105 can select the upper limit generation frequency F _U as the generation frequency of the security message (as shown in FIG. 7(b)) or select the lower limit generation frequency F _L as the generation frequency of the security message (as shown in FIG. 7(c). Shown). Of course, in other exemplary embodiments of the present disclosure, the message generation frequency control unit 109 may also dynamically adjust the upper limit generation frequency F _U and/or the lower limit generation frequency F _L in response to the application demand APP_R from the application layer 105, thereby Provided to other layers (101, 105, 107) for use.

In addition, when the application layer 105 determines that the upper limit generation frequency F _{U is} smaller than the lower limit generation frequency F _L (that is, the behavior in which the upper limit generation frequency F _U and the lower limit generation frequency F _L intersect), the application layer 105 may also Selecting a composite frequency associated with the adjusted upper limit generating frequency F _U and the lower limit generating frequency F _L (for example: α × F _U + β × F _L or α × F _U + (1 - α) × F _L or other relational expression ) as the frequency of generation of security messages (as shown in Figure 7 (d)).

Based on the disclosure/teaching of the above exemplary embodiments, FIG. 8 illustrates A flowchart of a method for dynamically adjusting and determining a frequency of generating a security message in an in-vehicle network environment according to an exemplary embodiment of the present disclosure. Referring to FIG. 8, the method shown in FIG. 8 includes: receiving channel state information associated with a specified channel from a designated channel in an in-vehicle network environment, and dynamically adjusting an upper limit generating frequency of the security message according to the received channel state information. (Step S801); dynamically generating a frequency based on the driving information to dynamically adjust the lower limit of the security message (step S803); and generating a frequency based on the adjusted upper limit generating frequency and/or lower limit to determine the frequency of generation of the security message (step S805).

In the present exemplary embodiment, step S805 may further include: determining whether the adjusted upper limit generation frequency is greater than a lower limit generation frequency (step S805-1); and when the upper limit generation frequency is greater than a lower limit generation frequency (ie, "yes"), Selecting any frequency between the adjusted upper limit generating frequency and the lower limit generating frequency as the generating frequency of the safety message (step S805-3); and when the upper limit generating frequency is lower than the lower limit generating frequency (ie, "No"), Then, the adjusted upper limit generating frequency or the lower limit generating frequency is selected as the generating frequency of the safety message; or, the combined frequency associated with the adjusted upper limit generating frequency and the lower limit generating frequency is selected as the generating frequency of the safety message (step S805-5) ).

Similar to the above exemplary embodiment, if the channel status information includes the channel usage rate or the channel load status, then in step S801, the upper limit generation frequency of the safety message may be based on the channel usage rate or the channel load status. Be dynamically adjusted. Under this condition, the upper limit generation frequency of the security message is inversely related to the channel usage rate or the channel load state.

Similar to the above-described exemplary embodiment, if the driving information includes the driving speed, then in step S803, the lower limit generating frequency of the safety message can be dynamically adjusted according to the driving speed. Under this condition, the lower limit of the safety message generation frequency is proportional to the speed of the driving speed.

Similar to the above exemplary embodiment, if the driving information includes the driving azimuth, in step S803, the lower limit generating frequency of the safety message can be dynamically adjusted according to the driving azimuth. Under this condition, the lower limit generation frequency of the safety message has a proportional relationship with the magnitude of the driving azimuth.

Similar to the above-described exemplary embodiment, if the driving information includes both the driving speed and the driving azimuth, in step S803, the lower limit generating frequency of the safety message can be dynamically adjusted according to the driving speed and the driving azimuth. Under this condition, the lower limit of the safety message generation frequency has a proportional relationship with the speed of the driving speed and the magnitude of the driving azimuth.

Similar to the above exemplary embodiment, if the driving information includes the driving safety distance of the front and rear workshops and the actual driving distance of the front and rear workshops, then in step S803, the lower limit generating frequency of the safety information can be based on the driving safety distance of the front and rear workshops and the front and rear workshops. The actual distance of the driving is dynamically adjusted. Under this condition, the lower limit of the safety message generation frequency is inversely proportional to the actual distance between the front and rear workshops.

Similar to the above exemplary embodiment, if the driving information includes at least one of or a combination of the driving speed, the driving azimuth, and the driving safety distance between the front and rear workshops and the actual driving distance between the front and rear workshops, In step S803, the lower limit generation frequency of the safety message may be dynamically adjusted according to at least one of or a combination of the driving speed, the driving azimuth, and the driving safety distance of the front and rear workshops and the actual driving distance of the front and rear workshops. For example, the driving speed, the driving azimuth, and the combination of the driving safety distance between the front and rear workshops and the actual distance between the front and rear workshops may be: 1. a single driving speed; 2. a single driving position. Angle; 3, driving speed and driving azimuth; 4, the safe distance between the front and rear workshops and the actual distance of the front and rear workshops; 5, the driving safety distance of the front and rear workshops and the actual distance between the front and rear workshops and the driving speed; 6, before and after the workshop The safe distance between the driving distance and the actual distance between the front and rear workshops and the driving azimuth; 7, the safe distance between the front and rear workshops, the actual distance of the front and rear workshops, the driving azimuth and the driving speed.

In summary, in the architecture 10 for dynamically adjusting and determining the frequency of generating security messages in the in-vehicle network environment, since the message generation frequency control unit 109 will block or not according to the specified designated channel, and the body and/or the adjacent car. Driving information to dynamically adjust the upper and lower limits of the safety message to generate frequencies (F _U , F _L ) for use by other layers (101, 105, 107). Moreover, the application layer 105 can also determine the frequency of generation of the security message according to the upper limit generation frequency F _U and/or the lower limit generation frequency F _L dynamically adjusted by the message generation frequency control unit 109, thereby generating a compliance with the US standard (SAE J2735) or A packet of security messages defined by the European Standard (ETSI TS 102 637-2). Obviously, a moving vehicle can send/broadcast a safety message with a "non-fixed frequency" to other nearby vehicles on a designated designated channel, thereby slowing down channel congestion.

The present disclosure has been disclosed in the above embodiments, but it is not intended to limit the disclosure, and any one of ordinary skill in the art can make some changes and refinements without departing from the spirit and scope of the disclosure. The scope of protection of this disclosure is subject to the definition of the scope of the patent application.

10‧‧‧An architecture that dynamically adjusts and determines the frequency of generation of security messages in an in-vehicle network environment

101‧‧‧ bottom layer

103‧‧‧Upper

105‧‧‧Application layer

107‧‧‧Management

109‧‧‧Message generation frequency control unit

CSI‧‧‧Channel Status Information

IVI‧‧‧ body driving information

SVI‧‧‧ neighbouring car driving information

VV (V ₁ , V ₂ ) ‧ ‧ driving speed

_{VA (θ 1, θ 2,} θ 3) ‧‧‧ travel azimuth

F _U , F _U (max), F _U (min), F _U (T ₁ ), F _U (T ₂ ), F _U (T ₃ ), F _U (S ₁ ), F _U (S ₂ ), F _U (S ₃ )‧‧‧The upper limit of the safety message generation frequency

F _L , F _L (max), F _L (min), F _L (T ₁ ), F _L (T ₂ ), F _L (V), F _L (θ ₁ ), F _L (θ ₂ ), F _L (V + θ ₁ ), F _L (V + θ ₂ ), F _L (d _s0 ), F _L (d _s1 ), F _L (d _s2 ) ‧ ‧ the lower limit of the safety message generation frequency

APP_R‧‧‧Application Requirements

△F _U (1), △F _U (2), △F _L (1), △F _L (2), ΔF _L (3), ΔV(1), ΔV(2), ΔV( 3), Δθ(1), △θ(2), △θ(3)‧‧‧

δ ₁ ~δ ₄ ‧‧‧degree of influence

T1, t2, t+1, t+2‧‧‧ time

d _s ‧ ‧ front and rear workshop safety distance

d _c1 ‧ ‧ actual distance of the workshop

△d‧‧‧Preset distance

d _s+ ‧‧‧distance

S801, S803, S805{S805-1~S805-5}‧‧‧Methods for dynamically adjusting and determining the frequency of generation of safety messages in the vehicle network environment

The following drawings are a part of the specification of the disclosure, and illustrate the embodiments of the disclosure, together with the description of the description.

1 is a schematic diagram of an architecture (10) for dynamically adjusting and determining a frequency of generating a security message in an in-vehicle network environment according to an exemplary embodiment of the present disclosure.

2(a) to 2(d) are diagrams showing the upper limit generation frequency (F _U ) of determining a security message according to an exemplary embodiment of the present disclosure.

3(a) to 3(c), 4(a) to 4(c), 5(a) to 5(c), 6(a), and 6(b) are shown as A schematic diagram of determining a lower limit generation frequency (F _L ) of a security message according to an exemplary embodiment.

7(a) to 7(d) are schematic diagrams showing the frequency of dynamically adjusting the security message according to an exemplary embodiment of the present disclosure.

FIG. 8 is a flow chart of a method for dynamically adjusting and determining the frequency of generating a security message in an in-vehicle network environment according to an exemplary embodiment of the present disclosure.

S801, S803, S805{S805-1~S805-5}‧‧‧Methods for dynamically adjusting and determining the frequency of generation of safety messages in the vehicle network environment

Claims (22)

A method for dynamically adjusting and determining a frequency of generating a security message in an in-vehicle network environment, comprising: receiving a channel status information associated with the designated channel from a designated channel in the in-vehicle network environment, and according to the channel status Information to dynamically adjust an upper limit generation frequency of the security message; and dynamically adjust a lower limit generation frequency of the security message according to the line information; and generate a frequency according to the upper limit and/or the lower limit generation frequency to determine the safety message The frequency of generation. The method for dynamically adjusting and determining the frequency of generating a security message in an in-vehicle network environment, as described in claim 1, wherein: the channel status information includes a channel usage rate or a channel load status, and the security message is The upper limit generating frequency is dynamically adjusted according to the channel usage rate or the channel load state; and the upper limit generating frequency of the security message is inversely proportional to the channel usage rate or the channel load state. The method for dynamically adjusting and determining the frequency of generating a security message in an in-vehicle network environment, as described in claim 1, wherein: the driving information includes a line speed, and the lower limit generating frequency of the safety message is based on the The driving speed is dynamically adjusted; and the lower limit generating frequency of the safety message is proportional to the speed of the driving speed. Moved in the in-vehicle network environment as described in item 1 of the patent application scope And a method for determining a frequency of generating a safety message, wherein: the driving information includes a row of vehicle azimuth, and the lower limit generating frequency of the safety message is dynamically adjusted according to the driving azimuth; and the lower limit of the safety message The generation frequency has a proportional relationship with the magnitude of the driving azimuth. The method for dynamically adjusting and determining the frequency of generating a safety message in an in-vehicle network environment, as described in claim 1, wherein: the driving information includes a line speed and a line azimuth, and the lower limit of the safety message The generation frequency is dynamically adjusted according to the driving speed and the driving azimuth; and the lower limit generating frequency of the safety message is proportional to the speed of the driving speed and the driving azimuth. The method for dynamically adjusting and determining the frequency of generating a safety message in an in-vehicle network environment, as described in claim 1, wherein: the driving information includes a driving safety distance between the front and rear workshops and a practical distance between the front and the rear workshops. And the lower limit generating frequency of the safety message is dynamically adjusted according to the driving safety distance of the front and rear workshops and the actual driving distance of the front and rear workshops; and the lower limit generating frequency of the safety message and the actual distance between the front and rear workshops Present an inverse relationship. The method for dynamically adjusting and determining the frequency of generating a security message in an in-vehicle network environment, as described in claim 1, wherein the frequency is generated according to the upper limit and/or the lower limit generates a frequency to determine a frequency of generating the security message. The steps include: Determining whether the upper limit generating frequency is greater than the lower limit generating frequency; and when the upper limit generating frequency is greater than the lower limit generating frequency, selecting any frequency between the upper limit generating frequency and the lower limit generating frequency as the generating frequency of the safety message . The method for dynamically adjusting and determining the frequency of generating a security message in an in-vehicle network environment, as described in claim 7, wherein the frequency is generated according to the upper limit and/or the lower limit generates a frequency to determine a frequency of generating the security message. The step further includes: when the upper limit generating frequency is less than the lower limit generating frequency, selecting the upper limit generating frequency or the lower limit generating frequency as the generating frequency of the safety message. The method for dynamically adjusting and determining the frequency of generating a security message in an in-vehicle network environment, as described in claim 7, wherein the frequency is generated according to the upper limit and/or the lower limit generates a frequency to determine a frequency of generating the security message. The step further includes: when the upper limit generating frequency is less than the lower limit generating frequency, selecting a composite frequency associated with the upper limit generating frequency and the lower limit generating frequency as the generating frequency of the safety message. The method for dynamically adjusting and determining the frequency of generating a safety message in an in-vehicle network environment, as described in claim 1, wherein the driving information includes a line speed, a row of vehicle azimuth, and a driving safety distance of the front and rear workshops. a combination of at least one of or a practical distance from a front and rear workshop, and the lower limit of the safety message is generated according to the driving speed, the driving azimuth, and the front and rear workshop lines The vehicle safety distance is dynamically adjusted with at least one of or a combination of the actual distances of the front and rear workshops. An architecture for dynamically adjusting and determining the frequency of generation of a security message in an in-vehicle network environment, comprising: an underlay; an upper layer, comprising a message generation frequency control unit, the message generation frequency control unit configured to: pass through the bottom layer Receiving, by a specified channel in the in-vehicle network environment, a channel status information associated with the designated channel, and dynamically adjusting an upper limit generating frequency of the security message according to the channel status information; and dynamically adjusting the line information according to the line information A lower limit generating frequency of the safety message; and an application layer configured to receive the upper limit generating frequency and the lower limit generating frequency, and generating a frequency according to the upper limit and/or the lower limit generating frequency to determine a frequency of generating the safety message. The architecture for dynamically adjusting and determining the frequency of generating a security message in an in-vehicle network environment, as described in claim 11, wherein the channel status information includes a channel usage rate or a channel load status, and the message generates frequency control. The unit is configured to: dynamically adjust the upper limit generation frequency of the security message according to the channel usage rate or the channel load status, wherein the upper limit of the security message generates a frequency and a usage rate of the channel or a load status of the channel The height shows an inverse relationship. In the vehicle network environment as described in claim 11 Dynamically adjusting and determining a frequency of generating a safety message, wherein the driving information includes a line speed, and the message generating frequency control unit is configured to dynamically adjust the lower limit generating frequency of the safety message according to the driving speed, wherein The lower limit generating frequency of the safety message is proportional to the speed of the driving speed. The architecture for dynamically adjusting and determining the frequency of generating a security message in an in-vehicle network environment, as described in claim 11, wherein the driving information includes a row of vehicle azimuth, and the message generating frequency control unit is configured to: The driving azimuth dynamically adjusts the lower limit generating frequency of the safety message, wherein the lower limit generating frequency of the safety message has a proportional relationship with the driving azimuth. The architecture for dynamically adjusting and determining the frequency of generating a security message in an in-vehicle network environment, as described in claim 11, wherein the driving information includes a line speed and a line azimuth, and the message generation frequency control unit The configuration is: dynamically adjusting the lower limit generating frequency of the safety message according to the driving speed and the driving azimuth, wherein the lower limit generating frequency of the safety message is proportional to the speed of the driving speed and the driving azimuth relationship. The architecture for dynamically adjusting and determining the frequency of generating safety messages in an in-vehicle network environment, as described in claim 11, wherein the driving information includes a driving safety distance between the front and the back of the workshop and an actual distance between the front and rear workshops, and The message generation frequency control unit is configured to: according to the The driving safety distance between the front and rear workshops and the actual driving distance of the front and rear workshops dynamically adjust the lower limit generating frequency of the safety message, wherein the lower limit generating frequency of the safety information is inversely proportional to the actual distance between the front and the rear of the workshop. . An architecture for dynamically adjusting and determining a frequency of generating a security message in an in-vehicle network environment, as described in claim 11, wherein the application layer is further configured to: determine whether the upper limit generation frequency is greater than the lower limit generation frequency; When the upper limit generating frequency is greater than the lower limit generating frequency, any frequency between the upper limit generating frequency and the lower limit generating frequency is selected as the generating frequency of the safety message. The architecture for dynamically adjusting and determining the frequency of generating a security message in an in-vehicle network environment, as described in claim 17, wherein the application layer is further configured to: when the upper limit generation frequency is less than the lower limit generation frequency, select The upper limit generation frequency or the lower limit generation frequency is used as the generation frequency of the safety message. The architecture for dynamically adjusting and determining the frequency of generating a security message in an in-vehicle network environment, as described in claim 17, wherein the application layer is further configured to: when the upper limit generation frequency is less than the lower limit generation frequency, select A composite frequency associated with the upper limit generating frequency and the lower limit generating frequency is used as the generating frequency of the safety message. The architecture for dynamically adjusting and determining the frequency of generation of security messages in an in-vehicle network environment, as described in claim 11, wherein the driving information includes a row of vehicle speeds, a row of vehicle azimuths, and a row of front and rear workshops. a combination of at least one of or a practical distance between the vehicle safety distance and a preceding and succeeding workshop, and the message generation frequency control unit is configured to: according to the driving speed, the driving azimuth angle, and the driving safety distance of the front and rear workshops A combination of at least one of or a practical distance from the preceding and succeeding workshops to dynamically adjust the lower limit of the safety message to generate a frequency. The architecture for dynamically adjusting and determining the frequency of generating security messages in an in-vehicle network environment, as described in claim 11, further comprising: a management layer configured to communicate with the upper layer, the lower layer, and the application layer To manage the operation of the upper layer, the lower layer, and the application layer. An architecture for dynamically adjusting and determining the frequency of generation of a security message in an in-vehicle network environment as described in claim 21, wherein the management layer is further configured to dynamically adjust the upper limit based on the frequency control unit generated by the message. A frequency is generated and/or the lower limit produces a frequency to give a suggestion of the frequency of generation of the safety message.