WO2021017747A1 - 一种车联网中基于车辆行驶态势场模型的信息发送频率优化方法 - Google Patents

一种车联网中基于车辆行驶态势场模型的信息发送频率优化方法 Download PDF

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WO2021017747A1
WO2021017747A1 PCT/CN2020/099938 CN2020099938W WO2021017747A1 WO 2021017747 A1 WO2021017747 A1 WO 2021017747A1 CN 2020099938 W CN2020099938 W CN 2020099938W WO 2021017747 A1 WO2021017747 A1 WO 2021017747A1
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link
vehicle
wsm
frequency
max
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French (fr)
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丁男
孙希明
吴迪
夏卫国
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大连理工大学
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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/02—Systems using reflection of radio waves, e.g. primary radar systems; Analogous systems
    • G01S13/50—Systems of measurement based on relative movement of target
    • G01S13/505—Systems of measurement based on relative movement of target using Doppler effect for determining closest range to a target or corresponding time, e.g. miss-distance indicator
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/02—Systems using reflection of radio waves, e.g. primary radar systems; Analogous systems
    • G01S13/50—Systems of measurement based on relative movement of target
    • G01S13/58—Velocity or trajectory determination systems; Sense-of-movement determination systems
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0635—Risk analysis of enterprise or organisation activities
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
    • G06Q50/40—Business processes related to the transportation industry
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841—Registering performance data
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W24/00—Supervisory, monitoring or testing arrangements
    • H04W24/02—Arrangements for optimising operational condition
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/02—Systems using reflection of radio waves, e.g. primary radar systems; Analogous systems
    • G01S13/50—Systems of measurement based on relative movement of target
    • G01S13/58—Velocity or trajectory determination systems; Sense-of-movement determination systems
    • G01S13/581—Velocity or trajectory determination systems; Sense-of-movement determination systems using transmission of interrupted pulse modulated waves and based upon the Doppler effect resulting from movement of targets
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9316—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles combined with communication equipment with other vehicles or with base stations
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/003—Transmission of data between radar, sonar or lidar systems and remote stations
    • G01S7/006—Transmission of data between radar, sonar or lidar systems and remote stations using shared front-end circuitry, e.g. antennas
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L2101/00—Indexing scheme associated with group H04L61/00
    • H04L2101/60—Types of network addresses
    • H04L2101/618—Details of network addresses
    • H04L2101/622—Layer-2 addresses, e.g. medium access control [MAC] addresses
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/30—Services specially adapted for particular environments, situations or purposes
    • H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]

Definitions

  • the invention belongs to the technical field of network communication, and relates to a method for optimizing information transmission frequency between vehicles based on a vehicle driving situation field model in the Internet of Vehicles.
  • the WAVE protocol is currently the most highly recognized proprietary communication protocol standard for the Internet of Vehicles in the world. Many domestic research and development of in-vehicle communication equipment are also based on the WAVE standard. Compared with the traditional TCP/IP protocol, the WAVE protocol adds the IEEE 1609.3 WSMP protocol to the network layer. This protocol is specifically used to process vehicle safety-related information WSM. This type of information is characterized by short data message length and transmission requirements. high. To ensure the transmission quality of WSM, the Internet of Vehicles generally uses a proprietary communication link for transmission, but it also causes a waste of communication resources to a certain extent.
  • HAZIZA N et al. proposed a network interface board specifically used in vehicle networking vehicle terminals, which integrates three different types of wireless communication interfaces: LTE, IEEE 802.11p and DAB ⁇ DMB, which can be dynamically selected by hardware means Link for data transmission.
  • XU CQ et al. proposed a QUVoD architecture, and proposed a QXIP module in the IP layer, which integrates two different types of networks, 4G and VANET, and can select the appropriate link for data transmission according to the communication quality parameters of different links .
  • Heterogeneous Internet of Vehicles HetVNETs
  • HLL Heterogeneous Link Layer
  • patent CN104239741A which comprehensively considered the factors such as the person, car and road on which the vehicle was driving, constructed a driving risk field model, and calculated the vehicle’s exposure to the risk field through the risk field strength.
  • the force is used to assist safety in the driving process.
  • the research is mainly used to provide auxiliary decision-making for driving safety, and does not involve the problem of communication resource optimization.
  • the purpose of the present invention is to calculate the current risk intensity of the vehicle through the vehicle's driving situation field model, and determine the transmission frequency of safety information and non-safety information through the magnitude of the risk intensity, so as to achieve the function of improving link utilization, as shown in Figure 5.
  • the method mainly uses the Doppler effect and the physical model of the field to model the moving vehicle, and uses the vehicle's operating risk level obtained by the model to control the frequency of sending safety information, thereby obtaining the maximum frequency of sending non-safety messages Value, when the frequency of sending non-secure information is greater than the maximum value, discard the current non-secure message to ensure the normal transmission of secure information.
  • Step 1 Data acquisition, the neighbor vehicle information is acquired in the network at a frequency of 10 Hz per second. Including vehicle speed, vehicle distance, vehicle type, etc.
  • Step 2 Data analysis, use the driving situation field model to calculate the current vehicle risk level and maximum risk level, and judge the current vehicle driving state based on the ratio of the current risk level to the maximum risk level.
  • Step 3 According to the degree of risk judged in step 2, the frequency of sending security data is automatically adjusted.
  • Step 4 According to the frequency in step 3, calculate the maximum transmission frequency of non-secure data packets.
  • Step 5 Select the link, obtain the data packet type, and select the link according to the delay response time RTT and the link load L(T). If you choose an 802.11p link, go to step 6, if you choose another link, then Send directly.
  • Step 6 Calculate the current transmission frequency of non-safety data packets and compare it with the maximum transmission frequency of non-safety data packets. If the current transmission frequency exceeds the maximum transmission frequency, discard the packet.
  • the method establishes a driving situation field model according to the real-time operating status of road vehicles to describe the risk degree of the vehicle, and uses the risk degree to dynamically adjust the transmission frequency of safety information, and adjust the transmission frequency of non-safety information through the real-time safety information transmission frequency;
  • the method specifically includes the following steps:
  • n is the type of vehicle; formula (3) is obtained after normalization;
  • F 0 is the risk degree of observation vehicle 0 in the driving situation field E;
  • s is the minimum safe distance between vehicles and is related to the current speed of the vehicle
  • F 0 is the risk intensity of observation vehicle 0
  • F MAX is the maximum risk intensity
  • F 0 ⁇ F MAX the vehicle is in a steady state, and the WSM sending frequency is automatically adjusted according to the ratio of the two.
  • F 0 >F MAX The vehicle is at risk, and the WSM transmission frequency is the maximum at this time;
  • T is the maximum throughput of the current link
  • f is the WSM transmission frequency
  • whether the remaining space of the MAC layer transmission buffer is larger than c is the judgment condition
  • the maximum non-secure message distribution frequency f of the IEEE 802.11p link can be obtained u max is:
  • L MAX is the maximum load value of the link
  • L(t) is the current load value of the link
  • Select link the set of links is N ⁇ 0,1,2...i ⁇ , where 0 means link 802.11p, and 1 ⁇ i mean other links; get the data message type, if it is safe The information WSM is directly put into the 802.11p link for transmission. If it is non-secure information, the transmission link is selected; the link is selected according to the delay response time RTT and the link load L(T), and it is judged to be in 802.11p The link is still sent on a non-802.11p link, as shown in formula (7);
  • W LS-0 represents the selection weight of link 802.11p
  • W LS-i represents the selection weight of the i-th link
  • RTT max is the maximum tolerable delay response time of the link
  • L max is the maximum load of the link
  • L safe represents the estimated amount of security information communication, i ⁇ N, its expression is (8);
  • f WSM is the transmission frequency of the safety information obtained in step (3);
  • P is the number of safety applications in the current network, and
  • R is the average communication distance between the vehicles in the current network summary.
  • the non-safety information message is sent on link i. If any link i has W LS-i > W LS-0 , then The security information message is sent on the 802.11p link;
  • step (6) When it is determined that the non-secure information message is sent on the 802.11p link, step (6) will be entered; if it is sent on a non-802.11p link, it will be sent according to the underlying transmission mechanism of the link;
  • the non-WSM maximum distribution frequency f u max of the IEEE 802.11p link needs to be calculated by formula (6), and then the two latest arrivals on the IEEE 802.11p link are used.
  • Non-safety messages calculate the instantaneous distribution frequency f u of non-safety messages on the IEEE 802.11p link at this time;
  • t 1 and t 2 are the time when two adjacent non-secure information messages arrive on the link.
  • f u ⁇ f u max non-secure messages can be sent on the 802.11p link.
  • f u >f When u max , discard non-safety messages to ensure the normal transmission of safety messages.
  • the present invention establishes a vehicle driving situation field model, uses the risk intensity of the vehicle in the driving situation field to describe the current driving risk of the vehicle, and takes into account different application scenarios, with general Sex.
  • the improved network resource optimization method can effectively improve the communication efficiency of heterogeneous networks, and dynamically adjust the security information transmission frequency through the magnitude of the risk intensity, thereby increasing the utilization rate of the link.
  • FIG. 1 is a schematic diagram of information exchange (V2X) between vehicles and the outside world in the Internet of Vehicles.
  • 1 is a base station (roadside unit)
  • 2 is a transportation facility
  • 3 is a vehicle.
  • Figure 2 is a schematic diagram of the risk distribution of moving vehicle i.
  • Figure 3 is a schematic diagram of a traffic scene when a vehicle is driving.
  • Figure 4 is a schematic diagram of the MAC sublayer of the LLC layer.
  • Fig. 5 is a flowchart of a method for optimizing information transmission frequency based on a vehicle driving situation field model.
  • Step 2 Establish vehicle driving situation field model
  • the vehicle driving situation field model is established. Calculate the relative speed of surrounding vehicles.
  • the charge field is used to describe the driving situation field of the vehicle.
  • Objects on the road generally include vehicles, obstacles, pedestrians, etc.
  • the size of the driving situation field is determined by the type and speed of the object.
  • the distribution of the driving situation field formed by it Unlike at rest, from actual experience, the risk of moving objects in front is greater than the risk of moving objects behind, as shown in Figure 2.
  • the Doppler effect refers to the change in the wavelength of the object radiation due to the relative movement of the wave source and the mover. In front of the moving wave source, the wavelength becomes shorter and the frequency becomes higher; behind the moving wave source, the wavelength becomes longer and the frequency becomes lower.
  • the vehicle driving situation field model is related to the type of the vehicle, the speed of the vehicle, and the distance of the vehicle. This information can be obtained in real time through the communication between the vehicle and the drive test unit or other vehicles.
  • the risk degree of the vehicle is described, as shown in formula (1).
  • K and G are constants.
  • V 0 is the speed of the observation vehicle
  • V i is the speed of the target vehicle i
  • ⁇ is the angle between the connection direction of the target vehicle i and the observation vehicle 0 and the movement direction of the target vehicle i.
  • the calculation formula is shown in (2).
  • m is the type of vehicle. According to the actual situation, the types of road moving objects are divided into 6 types: 1: obstacles, 2: pedestrians, 3: non-motorized vehicles, 4: small motor vehicles, 5: medium motor vehicles, 6: large aircraft Motor car. After normalization, formula (3) is obtained.
  • F 0 is the risk degree of observation vehicle 0 in the driving situation field E.
  • s is the minimum safe distance for the vehicle to travel, which is related to the current speed of the vehicle.
  • the acquisition method is shown in Table 1 below.
  • WSM safety information
  • non-safety information In order to ensure the transmission efficiency of WSM and meet the transmission requirements of security applications, in the process of transferring data messages from the LLC layer to the MAC layer, the transmission frequency of non-secure messages should be restricted, and in the multi-MAC multi-link car network , Which is the maximum distribution frequency of non-secure packets from the LLC layer to the IEEE 802.11p link.
  • Step 3 Calculate the frequency of sending safety information
  • the current status message broadcast frequency specified by the vehicle network communication protocol standard is 1Hz-10Hz. The higher the frequency, the more frequent the vehicle safety message exchange will be, and the safer the vehicle mobile environment will be, but it will also occupy more channel resources. When the traffic situation is not particularly complicated, the idle safety information channel resources can be transferred to non-safe information for transmission, thereby improving the channel utilization.
  • the specific plan is:
  • F 0 is the risk intensity of observation vehicle 0
  • F MAX is the maximum risk intensity.
  • F 0 ⁇ F MAX the vehicle is in a steady state, and the WSM transmission frequency is automatically adjusted according to the ratio of the two.
  • F 0 > F MAX the vehicle is in a risk state, and the WSM transmission frequency is the maximum at this time.
  • Step 4 Calculate the maximum sending frequency of non-secure information
  • WSM and non-WSM are in a competitive relationship.
  • the benefits of WSM should be guaranteed first. Therefore, under the premise that the benefits of WSM are not damaged, the benefits of non-WSM should be maximized. Therefore, the result obtained is Pareto optimal, and the currently adopted maximum distribution frequency of non-WSM is the Pareto optimal solution.
  • T is the maximum throughput of the current link
  • f is the WSM transmission frequency
  • the maximum distribution frequency f u max of the IEEE 802.11p link can be obtained as:
  • L MAX is the maximum load value of the link
  • L(t) is the current load value of the link.
  • the set of links is N ⁇ 0,1,2...i ⁇ , where 0 means link 802.11p, and 1 ⁇ i means other links.
  • 0 means link 802.11p
  • 1 ⁇ i means other links.
  • WSM security message
  • the transmission link will be selected.
  • link selection is performed, and it is judged whether to send on an 802.11p link or a non-802.11p link, as shown in formula (7).
  • W LS-0 represents the selection weight of link 802.11p
  • W LS-i represents the selection weight of the i-th link
  • RTT max is the maximum tolerable delay response time of the link
  • L max is the maximum load of the link
  • L safe represents the estimated amount of safe information communication, i ⁇ N, and its expression is (8).
  • f WSM is the sending frequency of the security information obtained in step 3.
  • P is the number of security applications in the current network, and R is the average communication distance between vehicles in the current network.
  • the non-safety information message is sent on link i. If any link i has W LS-i > W LS-0 , then The security information message is sent on the 802.11p link.
  • step 6 When it is determined that the non-secure information message is sent on the 802.11p link, step 6 will be entered. If it is sent on a non-802.11p link, it will be sent according to the underlying sending mechanism of the link, such as congestion waiting, etc., which are processed according to the original link strategy. The present invention does not impose excessive restrictions on this part. .
  • Step 6 Calculate the frequency of non-secure data message distribution.
  • t 1 and t 2 are the time when two adjacent non-secure information messages arrive on the link.
  • f u ⁇ f u max non-secure messages can be sent on the 802.11p link.
  • f u >f When u max , discard non-safety messages to ensure the normal transmission of safety messages.

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Abstract

一种车联网中基于车辆行驶态势场模型的信息发送频率优化方法，属于网络通信技术领域。该方法根据道路车辆实时的运行状态建立行驶态势场模型来描述车辆的风险程度，利用该风险程度可以动态调整安全信息的发送频率，通过实时的安全信息发送频率调整非安全信息的发送频率，以达到提高链路利用率的目的。该方法建立了运动车辆的行驶态势场模型，利用车辆在行驶态势场中具有的风险强度来描述当前车辆的行车风险，同时考虑到了不同的应用场景，具有一般性。并且改进的网络资源优化方法可以有效的提高异构网络的通信效率，通过风险强度的大小来动态调整安全信息发送频率，进而提高链路的利用率。

Description

一种车联网中基于车辆行驶态势场模型的信息发送频率优化方法 技术领域
本发明属于网络通信技术领域，涉及一种适用于车联网中基于车辆行驶态势场模型的车辆间信息发送频率优化方法。
背景技术
中国的汽车保有量越来越大，人们不再满足于单一的驾驶过程，车联网应用也向着多元化发展。随着车辆与外界信息交换技术(V2X，Vehicle to Everything)概念的不断完善，车与车、车与基站、车与互联网之间的信息交互也不仅局限于车辆状态类信息，还有车载娱乐类和等，这使得信息量更加巨大，如附图1所示。另一方面，现有的无线通信终端种类繁多，多个网络的接入端口也各不相同，车联网中常见的无线通信技术有DSRC、Wi-Fi、LTE、WiMAX甚至5G等，这些通信技术存在各自的优点和缺点。车联网的环境越来越复杂，对网络通信的实时性和鲁棒性的要求也越来越高，因此，单一的无线接入技术已不能满足车联网应用的需求。在车辆的终端设备上集成多种网络接口，融合异构网络可以提高车联网的传输性能，增加车联网通信网络的吞吐量，从而保证驾驶安全的前提下提高驾驶员的体验质量。
WAVE协议是目前国际上认可程度最高的车联网专有通信协议标准，国内很多车载通信设备的研究和开发也基于WAVE标准。与传统的TCP/IP协议相比，WAVE协议在网络层增加了IEEE 1609.3 WSMP协议，该协议专门用于处理车辆行驶安全相关的信息WSM，此类信息的特点是数据报文长度短，传输需求高。为保证WSM的传输质量，车联网一般采用专有通信链路进行传送，但也在一定程度上造成了通信资源的浪费。
相关研究中，HAZIZA N等人提出了一种专门用在车联网车载终端的网络接口板，集成了LTE、IEEE 802.11p和DAB\DMB三种不同类型的无线通信接口，可以通过硬件手段动态选择链路进行数据传输。XU CQ等人提出了一种QUVoD 架构，在IP层中提出了一个QXIP模块，融合4G和VANET两种不同类型的网络，可以根据不同链路的通信质量参数来选择合适的链路进行数据传输。ZHENG K等人基于网络功能虚拟化技术NFV提出了异构车联网(HetVNETs)的概念，在MAC层之上增加一个异构链路层(HLL)，实现车联网的网络融合。上述工作仅针对网络状态进行信息发送频率的调整，例如rtt、拥塞等，但没有考虑到车辆的行驶场景等状态信息，比如车辆行驶风险程度等，不同的场景对安全信息传递的需求也不同。WANG JQ等人在专利CN104239741A中提出了行车风险场的思想，综合考虑了车辆行驶的人、车、路等要素，构建了行车风险场模型，并通过风险场场强计算车辆在风险场中受到的作用力来对行车过程进行安全辅助。该研究主要用于为行车安全提供辅助决策，没有涉及通信资源优化的问题。
发明内容
本发明的目的是通过车辆的行驶态势场模型来计算车辆当前的风险强度，通过风险强度的大小来确定安全信息和非安全信息的发送频率，以达到提高链路利用率的功能，如图5所示。该方法主要是利用多普勒效应和场的物理模型对运动的车辆进行建模，并利用该模型得到的车辆的运行风险程度来控制安全信息的发送频率，进而得到非安全消息发送频率的最大值，当非安全信息发送频率大于最大值时，丢弃当前的非安全消息以保证安全信息的正常发送。
本发明的技术方案是：
首先，利用多普勒效应理论和对车辆行驶速度以及车辆类型建立运动状态下的行驶态势场模型，其次，基于该模型计算车辆的风险程度，最后，基于车辆的风险程度计算安全信息的发送频率和非安全信息的最大发送频率，当非安全信息的发送频率大于最大发送频率时，丢弃当前的非安全信息。
步骤1.数据获取，每秒10Hz的频率在网络中获取邻居车辆信息。包括车辆速度，车辆距离、车辆类型等。
步骤2.数据分析，利用行驶态势场模型计算当前车辆的风险程度和最大风险 程度，根据当前风险程度和最大风险程度的比值判断当前车辆行驶状态。
步骤3.根据步骤2中判断的风险程度，自动调整安全数据的发送频率。
步骤4.根据步骤3中的频率，计算非安全数据报文的最大发送频率。
步骤5.选择链路，获取数据包类型，并根据延迟响应时间RTT和链路负载L(T)来进行链路选择，若选择802.11p链路则进行步骤6，若选择其他链路，则直接发送。
步骤6.计算当前的非安全数据报文发送频率，并与非安全数据报文最大发送频率进行比较，如果当前的发送频率超过最大发送频率，丢弃该报文。
该方法根据道路车辆实时的运行状态建立行驶态势场模型来描述车辆的风险程度，利用该风险程度可以动态调整安全信息的发送频率，通过实时的安全信息发送频率调整非安全信息的发送频率；该方法具体包括以下步骤：
(1)通过车联网获取实时道路信息，包括车辆速度V，车辆距离r，道路宽度d，车辆类型m；
(2)以目标车i为参考系，建立车辆行驶态势场模型：根据多普勒效应和行驶态势场模型来描述车辆的风险程度，如公式(1)所示；
Figure PCTCN2020099938-appb-000001
其中K，G为常数；K的取值为道路允许的最大速度，K＝150km/h，G＝1，M i为目标车辆i的相对质量，与车辆类型和车辆速度有关；V 0为观测车0速度，V i为目标车i速度，θ为目标车i和观测车0连线方向和目标车i运动方向的夹角，其计算公式如(2)所示；
Figure PCTCN2020099938-appb-000002
m为车辆的种类；归一化后得到公式(3)；
Figure PCTCN2020099938-appb-000003
F 0为观测车0在行驶态势场E内的风险程度；
定义F MAX为观测车的最大风险程度：
Figure PCTCN2020099938-appb-000004
其中s为车辆行驶的最小安全车距，与车辆的当前速度有关；
(3)计算安全信息发送频率：根据计算获得的车辆风险程度，计算得出WSM的实时发送频率：
Figure PCTCN2020099938-appb-000005
其中F 0为观测车0的风险强度，F MAX为最大风险强度；当F 0≤F MAX时，车辆处于稳态，WSM发送频率随二者比值而自动调整，当F 0＞F MAX时，车辆处于风险态，此时WSM发送频率为最大；
(4)计算非安全信息的最大发送频率
在一个WSM周期内IEEE 802.11p链路所能发送的非WSM数量c的计算公式为
Figure PCTCN2020099938-appb-000006
其中：T为当前链路的最大吞吐量，f为WSM发送频率；以MAC层发送缓冲区的剩余空间是否比c大为判断条件，可得IEEE 802.11p链路的非安全消息最大分发频率f u max为：
Figure PCTCN2020099938-appb-000007
其中，L MAX为链路的最大负载值，L(t)为链路当前的负载值；
当IEEE 802.11p链路的非WSM分发频率达到f u max时，WSM和非WSM达到帕累托最优，双方获得最大的传输效益；
(5)选择链路：链路的集合为N{0,1,2...i}，其中0表示链路802.11p，1～i表示其他链路；获取数据报文类型，若为安全信息WSM，直接放入802.11p链路发送，若为非安全信息，则进行发送链路的选择；根据延迟响应时间RTT和链路负载L(T)来进行链路选择，判断是在802.11p链路发送还是在非802.11p链路发送，如公式(7)所示；
Figure PCTCN2020099938-appb-000008
其中W LS-0表示链路802.11p的选择权重，W LS-i表示第i个链路的选择权重，RTT max为该链路最大容忍的延迟响应时间，L max为该链路的最大负载；L safe表示预估的安全信息通信量，i∈N，其表达式为(8)；
L safe(t)＝f WSM·P·R     (8)
其中f WSM为步骤(3)得到的安全信息的发送频率；P为当前网络中安全应用的数量，R为当前网络汇总车辆间的平均通信距离，这些参数可以通过车辆和网络间通信得到；
当存在链路i使得W LS-i≤W LS-0时，非安全信息报文选择链路i进行发送，若对任意链路i，都有W LS-i＞W LS-0，则非安全信息报文选择802.11p链路进行发送；
当确定在802.11p链路进行发送该非安全信息报文时，将进入进行步骤(6)；如果是在非802.11p链路进行发送，则依据该链路底层的发送机制进行发送；
(6)计算非安全数据报文分发频率：
若数据报文p被分配到IEEE 802.11p链路，此时需要利用公式(6)计算IEEE802.11p链路的非WSM最大分发频率f u max，再利用最新到达IEEE 802.11p链路的两个非安全消息，计算此时非安全信息在IEEE 802.11p链路的瞬时分发频率f u；
Figure PCTCN2020099938-appb-000009
其中t 1,t 2为两个相邻的非安全信息报文到达该链路的时间，当f u≤f u max时，非安全消息可以在802.11p链路中发送，当f u＞f u max时，丢弃非安全消息报文以保证安全消息的正常发送。
本发明的效果和益处是：其一，本发明建立了车辆行驶态势场模型，利用车辆在行驶态势场中具有的风险强度来描述当前车辆的行车风险，同时考虑到了不同的应用场景，具有一般性。其二，改进的网络资源优化方法可以有效的提高异构网络的通信效率，通过风险强度的大小来动态调整安全信息发送频率，进而提高链路的利用率。
附图说明
图1是车联网中车辆与外界信息交换(V2X)示意图。
其中：1是基站(路侧单元)，2是交通设施，3是车辆。
图2是运动车辆i的风险程度分布示意图。
图3是车辆行驶的交通场景示意图。
图4是LLC层的MAC子层的示意图。
图5是基于车辆行驶态势场模型的信息发送频率优化方法流程图。
具体实施方式
下面结合附图来描述本发明的具体实施方式。
步骤1.数据获取
以每秒10Hz的频率在网络中获取道路和邻居车辆信息，包括车辆速度V，车辆距离r，道路宽度d，车辆类型m等。
步骤2.建立车辆行驶态势场模型
以目标车i为参考系，建立车辆行驶态势场模型。计算周围车辆的相对速度，车辆与车辆之间、车辆与物体之间有相互影响，其作用可以等效地看作一种“物理场”，类似于电荷场，车辆和物体可以等效地看作带电电荷，每个电荷都会受到其他电荷的影响。
用电荷场来描述车辆的行驶态势场，道路上的物体一般有车辆、障碍物、行人等，行驶态势场的大小由物体类型和速度共同决定，当物体运动时，其形成的行驶态势场分布与静止时不同，从实际经验来看，运动物体前方的风险程度要大于后方的风险程度，如图2所示。这与多普勒效应类似。多普勒效应指的是物体辐射的波长因为波源和运动者的相对运动而产生变化。在运动的波源前面，波长变短，频率变高；在运动的波源后面，波长变长，频率变低。
车辆行驶态势场模型与车辆本身的类型、车辆的速度、车辆距离有关，这些信息可以通过车辆与路测单元或其他车辆通信实时获得。
根据多普勒效应和行驶态势场模型来描述车辆的风险程度，如公式(1)所示。
Figure PCTCN2020099938-appb-000010
其中K，G为常数。K的取值为道路允许的最大速度，一般为K＝150km/h， G＝1，M i为目标车辆i的相对质量，与车辆类型和车辆速度有关。V 0为观测车0速度，V i为目标车i速度，θ为目标车i和观测车0连线方向和目标车i运动方向的夹角，其计算公式如(2)所示。
Figure PCTCN2020099938-appb-000011
m为车辆的种类，根据实际情况将道路运动物体类型分为6种：1：障碍物，2：行人，3：非机动车，4：小型机动车，5：中型机动车，6：大型机动车。归一化后得到公式(3)。
Figure PCTCN2020099938-appb-000012
F 0为观测车0在行驶态势场E内的风险程度。
定义F MAX为观测车的最大风险程度：
Figure PCTCN2020099938-appb-000013
其中s为车辆行驶的最小安全车距，与车辆的当前速度有关，其获取方式如下表1所示。
表1.安全车距与行驶速度的关系
行驶性质 条件 安全车距
高速行车 V＞100km/h s≥100m
快速行车 70km/h＜V≤100km/h s≥V
中速行车 40km/h＜V≤70km/h s≥60m
低速行车 20km/h＜V≤40km/h s≥30m
龟速行车 V≤20km/h s≥10m
信息分发机制：在车联网环境中，按数据的紧急程度划分，主要存在两种类型的数据报文：安全信息(WSM)与非安全信息，如图3所示。为保证WSM的传输效率，满足安全应用的传输需求，在LLC层向MAC层传递数据报文的过程中，应对非安全报文的传递频率进行限制，而在多MAC多链路的车联网中，即为LLC层向IEEE 802.11p链路的非安全报文的最大分发频率。
步骤3.计算安全信息发送频率
当前车辆网通信协议标准所规定的状态消息广播频率为1Hz-10Hz，频率越高，车辆的安全消息交换会越频繁，车辆移动环境就越安全，但也会占用更多的信道资源，当实际交通情况并没有特别复杂时，可以把空闲的安全信息信道资源转让给非安全信息进行发送，提高信道的利用率。具体方案为：
根据上文计算获得的车辆风险程度，计算得出WSM的实时发送频率：
Figure PCTCN2020099938-appb-000014
其中F 0为观测车0的风险强度，F MAX为最大风险强度。当F 0≤F MAX时，车辆处于稳态，WSM发送频率随二者比值而自动调整，当F 0＞F MAX时，车辆处于风险态，此时WSM发送频率为最大。
步骤4.计算非安全信息的最大发送频率
在数据向下分发的过程中，WSM与非WSM是相互竞争的关系，而在车联网环境中，应优先保证WSM的效益，因此在WSM效益不受损的前提下，将非WSM的效益最大化，所得到的结果为帕累托最优，而当前所采取的非WSM的最大分发频率为帕累托最优解。
在一个WSM周期内IEEE 802.11p链路所能发送的非WSM数量c的计算公式为
Figure PCTCN2020099938-appb-000015
其中：T为当前链路的最大吞吐量，f为WSM发送频率。
在理想状态下，在发送完c大小的非安全消息后，下一个安全消息可以不需等待直接发送，不会影响安全消息的发送需求。因此，在实际情况下，以MAC层发送缓冲区的剩余空间是否比c大为判断条件，可得IEEE 802.11p链路的非安全消息最大分发频率f u max为：
Figure PCTCN2020099938-appb-000016
其中，L MAX为链路的最大负载值，L(t)为链路当前的负载值。
当IEEE 802.11p链路的非WSM分发频率达到f u max时，WSM和非WSM达到帕累托最优，双方获得最大的传输效益。
步骤5.选择链路
链路的集合为N{0,1,2...i}，其中0表示链路802.11p，1～i表示其他链路。获取数据报文类型，若为安全信息(WSM)，直接放入802.11p链路发送，若为非安全信息，则进行发送链路的选择。根据延迟响应时间RTT和链路负载L(T)来进行链路选择，判断是在802.11p链路发送还是在非802.11p链路发送，如公式(7)所示。
Figure PCTCN2020099938-appb-000017
其中W LS-0表示链路802.11p的选择权重，W LS-i表示第i个链路的选择权重，RTT max为该链路最大容忍的延迟响应时间，L max为该链路的最大负载。L safe表示预估的安全信息通信量，i∈N，其表达式为(8)。
L safe(t)＝f WSM·P·R     (8)
其中f WSM为步骤3得到的安全信息的发送频率。P为当前网络中安全应用 的数量，R为当前网络汇总车辆间的平均通信距离，这些参数可以通过车辆和网络间通信得到。
当存在链路i使得W LS-i≤W LS-0时，非安全信息报文选择链路i进行发送，若对任意链路i，都有W LS-i＞W LS-0，则非安全信息报文选择802.11p链路进行发送。
当确定在802.11p链路进行发送该非安全信息报文时，将进入进行步骤6。如果是在非802.11p链路进行发送，则依据该链路底层的发送机制进行发送，例如拥塞等待等，都是依据原有的链路策略进行处理，本发明在该部分没有进行过度的限制。
步骤6.计算非安全数据报文分发频率。
经过以上两个步骤，若数据报文p被分配到IEEE 802.11p链路，此时需要利用(6)计算IEEE 802.11p链路的非WSM最大分发频率f u max，再利用最新到达IEEE 802.11p链路的两个非安全消息，计算此时非安全信息在IEEE 802.11p链路的瞬时分发频率f u。
Figure PCTCN2020099938-appb-000018
其中t 1,t 2为两个相邻的非安全信息报文到达该链路的时间，当f u≤f u max时，非安全消息可以在802.11p链路中发送，当f u＞f u max时，丢弃非安全消息报文以保证安全消息的正常发送。

Claims (1)

  1. 一种车联网中基于车辆行驶态势场模型的信息发送频率优化方法，其特征在于，根据道路车辆实时的运行状态建立行驶态势场模型来描述车辆的风险程度，利用该风险程度动态调整安全信息的发送频率，通过实时的安全信息发送频率调整非安全信息的发送频率；该方法包括以下步骤：
    (1)通过车联网获取实时道路信息，包括车辆速度V，车辆距离r，道路宽度d，车辆类型m；
    (2)以目标车i为参考系，建立车辆行驶态势场模型：根据多普勒效应和行驶态势场模型来描述车辆的风险程度，如公式(1)所示；
    Figure PCTCN2020099938-appb-100001
    其中K，G为常数；K的取值为道路允许的最大速度，K＝150km/h，G＝1，M i为目标车辆i的相对质量，与车辆类型和车辆速度有关；V 0为观测车0速度，V i为目标车i速度，θ为目标车i和观测车0连线方向和目标车i运动方向的夹角，其计算公式如(2)所示；
    Figure PCTCN2020099938-appb-100002
    m为车辆的种类；归一化后得到公式(3)；
    Figure PCTCN2020099938-appb-100003
    F 0为观测车0在行驶态势场E内的风险程度；
    定义F MAX为观测车的最大风险程度：
    Figure PCTCN2020099938-appb-100004
    其中s为车辆行驶的最小安全车距，与车辆的当前速度有关；
    (3)计算安全信息发送频率：根据计算获得的车辆风险程度，计算得出WSM的实时发送频率：
    Figure PCTCN2020099938-appb-100005
    其中F 0为观测车0的风险强度，F MAX为最大风险强度；当F 0≤F MAX时，车辆处于稳态，WSM发送频率随二者比值而自动调整，当F 0＞F MAX时，车辆处于风险态，此时WSM发送频率为最大；
    (4)计算非安全信息的最大发送频率
    在一个WSM周期内IEEE 802.11p链路所能发送的非WSM数量c的计算公式为
    Figure PCTCN2020099938-appb-100006
    其中：T为当前链路的最大吞吐量，f为WSM发送频率；以MAC层发送缓冲区的剩余空间是否比c大为判断条件，得到IEEE 802.11p链路的非安全消息最大分发频率f u max为：
    Figure PCTCN2020099938-appb-100007
    其中，L MAX为链路的最大负载值，L(t)为链路当前的负载值；
    当IEEE 802.11p链路的非WSM分发频率达到f u max时，WSM和非WSM达到帕累托最优，双方获得最大的传输效益；
    (5)选择链路：链路的集合为N{0,1,2...i}，其中0表示链路802.11p，1～i表示其他链路；获取数据报文类型，若为安全信息WSM，直接放入802.11p链路发送，若为非安全信息，则进行发送链路的选择；根据延迟响应时间RTT和链 路负载L(T)来进行链路选择，判断是在802.11p链路发送还是在非802.11p链路发送，如公式(7)所示；
    Figure PCTCN2020099938-appb-100008
    其中W LS-0表示链路802.11p的选择权重，W LS-i表示第i个链路的选择权重，RTT max为该链路最大容忍的延迟响应时间，L max为该链路的最大负载；L safe表示预估的安全信息通信量，i∈N，其表达式为(8)；
    L safe(t)＝f WSM·P·R    (8)
    其中f WSM为步骤(3)得到的安全信息的发送频率；P为当前网络中安全应用的数量，R为当前网络汇总车辆间的平均通信距离，这些参数通过车辆和网络间通信得到；
    当存在链路i使得W LS-i≤W LS-0时，非安全信息报文选择链路i进行发送，若对任意链路i，都有W LS-i＞W LS-0，则非安全信息报文选择802.11p链路进行发送；
    当确定在802.11p链路进行发送该非安全信息报文时，将进入进行步骤(6)；如果是在非802.11p链路进行发送，则依据该链路底层的发送机制进行发送；(6)计算非安全数据报文分发频率：
    若数据报文p被分配到IEEE 802.11p链路，此时需要利用公式(6)计算IEEE802.11p链路的非WSM最大分发频率f u max，再利用最新到达IEEE 802.11p链路的两个非安全消息，计算此时非安全信息在IEEE 802.11p链路的瞬时分发频率f u；
    Figure PCTCN2020099938-appb-100009
    其中t 1,t 2为两个相邻的非安全信息报文到达该链路的时间，当f u≤f u max时，非安全消息在802.11p链路中发送，当f u＞f u max时，丢弃非安全消息报文以保证安全消息的正常发送。
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