Traffic simulation method and device, electronic equipment, storage medium and program product

Abstract

The invention discloses a traffic simulation method and device, electronic equipment, a storage medium and a program product. The embodiment of the invention is applied to the field of automatic driving, and the method comprises the steps: determining the relative position between a to-be-converged simulation vehicle driving into a simulation converging lane and a target simulation vehicle driving in a target main line lane region, and the predicted driving time of the to-be-converged simulation vehicle and the predicted driving time of the target simulation vehicle reaching a converging position; determining a plurality of vehicle control strategies based on the relative position, the to-be-collected simulation vehicle and the predicted driving time; determining an actual vehicle distance between the to-be-converged simulation vehicle and the target simulation vehicle when the to-be-converged simulation vehicle converges into the target simulation main line lane under the vehicle control strategy; determining a target vehicle control strategy based on the actual vehicle distance; and controlling the to-be-converged simulation vehicle to converge into the target simulation main line lane from the simulation converging lane based on the target vehicle control strategy. In the embodiment of the invention, the simulation experiment result fits the actual situation, and the authenticity and reliability of the simulation experiment result are improved.

Description

Technical Field

[0001] This application relates to the field of computers, specifically to a traffic simulation method, apparatus, electronic device, storage medium, and program product. Background Technology

[0002] Before testing and deploying autonomous driving technology on actual roads, simulation experiments are required in traffic simulation software. This software simulates the situations autonomous vehicles face in real-world scenarios, allowing for the evaluation of their performance and safety in the real world through simulation experiments of their behavior.

[0003] Currently, simulations of vehicles merging into main roads via merging lanes do not fully consider the impact of traffic flow on merging vehicles. In other words, the simulation results fail to accurately reflect the challenges and dangers faced by merging vehicles in real-world road environments.

[0004] On real roads, merging vehicles must coordinate with the traffic flow on main roads to ensure a safe and smooth integration. However, current simulation experiments lack accurate simulations of the behavior of merging vehicles in relation to traffic flow on main roads. This results in a significant discrepancy between the simulated driving behavior of merging vehicles and the real world, leading to poor simulation realism and hindering the effective evaluation of the performance and safety of autonomous driving technology through simulation. Summary of the Invention

[0005] This application provides a traffic simulation method, apparatus, electronic device, storage medium, and program product, which can make the simulation results of simulated vehicles merging from simulated merging lanes into target simulated mainline lanes more realistic, improving the authenticity and reliability of simulation results and facilitating a comprehensive evaluation of the performance and safety of autonomous driving systems in complex traffic environments.

[0006] This application provides a traffic simulation method, including:

[0007] When a simulated vehicle enters the simulated merging lane, the simulated vehicle is identified in the target mainline lane area adjacent to the simulated merging lane on the target simulated mainline lane. The simulated merging lane is adjacent to the target simulated mainline lane.

[0008] When a target simulated vehicle is detected traveling within the target mainline lane area, the relative positions between the merging simulated vehicle and the target simulated vehicle are determined, as well as the estimated travel time for the merging simulated vehicle and the target simulated vehicle to reach the merging position. The merging position is the intersection of the simulated merging lane and the target simulated mainline lane.

[0009] Based on the relative positions and the estimated travel times for the simulated vehicle to merge and the target simulated vehicle to reach the merging position, multiple vehicle control strategies are determined for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane.

[0010] Determine the actual vehicle distance between the simulated vehicle and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy;

[0011] Based on the actual vehicle distance and the preset safe driving distance threshold, the target vehicle control strategy is determined from various vehicle control strategies.

[0012] Based on the target vehicle control strategy, the simulated vehicles waiting to merge are controlled to travel from the simulated merging lane to the target simulated mainline lane, so that the simulated vehicles waiting to merge merge into the target simulated mainline lane.

[0013] This application also provides a traffic simulation device, including:

[0014] The vehicle recognition unit is used to identify simulated vehicles in the target simulated mainline lane area adjacent to the simulated merging lane when a simulated vehicle enters the simulated merging lane. The simulated merging lane is adjacent to the target simulated mainline lane.

[0015] The parameter calculation unit is used to determine the relative position between the simulated vehicle to merge and the target simulated vehicle when the target simulated vehicle is detected to be traveling in the target mainline lane area, as well as the estimated travel time for the simulated vehicle to merge and the target simulated vehicle to reach the merging position respectively. The merging position is the intersection of the simulated merging lane and the target simulated mainline lane.

[0016] The first strategy determination unit is used to determine multiple vehicle control strategies for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane based on the relative position and the estimated travel time for the simulated vehicle to merge and the target simulated vehicle to reach the merging position respectively.

[0017] The distance determination unit is used to determine the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy.

[0018] The second strategy determination unit is used to determine the target vehicle control strategy from various vehicle control strategies based on the actual vehicle distance and the preset vehicle safe driving distance threshold.

[0019] The simulation driving unit is used to control the simulated vehicle to merge from the simulated merging lane to the target simulated mainline lane based on the target vehicle control strategy, so that the simulated vehicle to merge into the target simulated mainline lane.

[0020] In some embodiments, the vehicle control strategy is an acceleration merging strategy or a deceleration merging strategy.

[0021] The distance determination unit includes an acceleration determination subunit and an actual distance determination subunit:

[0022] The acceleration determination subunit is used to determine the expected acceleration corresponding to the driving aggressive parameters set for the vehicle to be simulated.

[0023] The actual distance determination subunit is used to determine the actual vehicle distance between the simulated vehicle and the target simulated vehicle when the simulated vehicle merges into the target simulated mainline lane under the vehicle control strategy, based on the expected acceleration and the current driving speed of the simulated vehicle to merge.

[0024] In some embodiments, the accelerated import strategy includes the ultra-fast import strategy;

[0025] The acceleration determination subunit includes a probability determination module, a floating-point number generation module, and an acceleration calculation module:

[0026] The probability determination module is used to determine the expected speeding probability of the simulated vehicle to be merged when the vehicle control strategy is the speeding merge strategy, based on the vehicle speeding probability function provided by the speeding merge strategy and the driving aggressive parameters set by the simulated vehicle to be merged.

[0027] The floating-point number generation module is used to generate random floating-point numbers based on the expected overspeed probability.

[0028] The acceleration calculation module is used to calculate the current acceleration of the vehicle to be simulated based on the expected overspeed probability and random floating-point numbers.

[0029] In some embodiments, the acceleration calculation module includes an acceleration acquisition submodule, a reference velocity determination submodule, a target velocity determination submodule, and an acceleration determination submodule:

[0030] The acceleration acquisition submodule is used to acquire the initial acceleration corresponding to the driving aggressive parameters set for the simulated vehicle when the expected overspeed probability is greater than a random floating-point number.

[0031] The reference speed determination submodule is used to determine the reference speed of the simulated vehicle to be crossed based on the initial acceleration, the current speed of the simulated vehicle to be crossed, and the distance between the simulated vehicle to be crossed and the crossing point.

[0032] The target speed determination submodule is used to determine the target speed based on the reference speed and the preset overspeed range;

[0033] The acceleration determination submodule is used to determine the expected acceleration of the simulated vehicle to be transferred based on the target speed and the current speed of the simulated vehicle.

[0034] In some embodiments, the acceleration determination subunit includes a deceleration determination module and an acceleration determination module:

[0035] The deceleration determination module is used to determine the reference deceleration of the simulated vehicle to be merged when the vehicle control strategy is a deceleration merging strategy, based on the current driving speed of the simulated vehicle to be merged, the preset speed at which the simulated vehicle to be merged reaches the merging position, and the distance between the simulated vehicle to be merged and the merging position.

[0036] The acceleration determination module is used to determine the expected acceleration corresponding to the driving aggressive parameters set for the simulated vehicle, based on the reference deceleration.

[0037] In some embodiments, the vehicle control strategy includes a forward merging strategy that instructs the simulated vehicle to merge into the target simulated mainline lane from in front of the target simulated vehicle.

[0038] The actual distance determination subunit includes a travel time determination module, a travel distance determination module, and a vehicle distance determination module:

[0039] The travel time determination module is used to determine the actual travel time of the simulated vehicle to merge into the target simulated mainline lane from the merging position under the vehicle control strategy.

[0040] The driving distance determination module is used to determine the driving distance of the target simulated vehicle based on the actual driving time and the current driving speed of the target simulated vehicle.

[0041] The vehicle distance determination module is used to determine the actual vehicle distance between the simulated vehicle to be merged and the target simulated vehicle when the simulated vehicle to be merged merges from the intersection into the target simulated mainline lane under the vehicle control strategy, based on the driving distance and the distance between the target simulated vehicle and the intersection position.

[0042] In some embodiments, the travel time determination module determines the expected acceleration corresponding to the driving aggressive parameters set by the acceleration determination subunit for the simulated vehicle to cross; and predicts the actual travel time for the simulated vehicle to reach the crossing position based on the expected acceleration, the current travel speed of the simulated vehicle to cross, and the distance between the simulated vehicle to cross and the crossing position.

[0043] In some embodiments, the vehicle control strategy is used to include a rear merging strategy, which instructs the simulated vehicle to merge into the target simulated mainline lane from behind the target simulated vehicle.

[0044] The actual distance determination subunit includes a vehicle length acquisition module, a travel time determination module, a travel distance determination module, and a vehicle distance determination module.

[0045] The vehicle length acquisition module is used to acquire the vehicle length of the target simulated vehicle.

[0046] The travel time determination module is used to determine the actual travel time of the simulated vehicle to merge into the target simulated mainline lane from the merging position under the vehicle control strategy.

[0047] The driving distance determination module is used to determine the driving distance of the target simulated vehicle based on the actual driving time and the current driving speed of the target simulated vehicle.

[0048] The vehicle distance determination module is used to determine the actual vehicle distance of the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy, based on the driving distance, vehicle length, and distance between the target simulated vehicle and the intersection position.

[0049] In some embodiments, multiple vehicle control strategies are arranged in a predetermined order;

[0050] The distance determination unit includes a strategy selection subunit and an actual distance determination subunit:

[0051] The strategy selection subunit is used to select the current vehicle control strategy from multiple vehicle control strategies based on a predetermined order;

[0052] The actual distance determination subunit is used to determine the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the current vehicle control strategy.

[0053] The second strategy determination unit is used to determine the current vehicle control strategy as the target vehicle control strategy when the actual vehicle distance under the current vehicle control strategy is not less than the preset safe driving distance threshold.

[0054] In some embodiments, the second strategy determination unit is further configured to, when the actual vehicle distance under the current vehicle control strategy is less than a preset safe driving distance threshold, select a new current vehicle control strategy from multiple vehicle control strategies based on a predetermined order; return to the step of determining the actual vehicle distance between the simulated vehicle to be merged and the target simulated vehicle when the simulated vehicle to be merged into the target simulated mainline lane under the current vehicle control strategy, until the actual vehicle distance under the new current vehicle control strategy is not less than the preset safe driving distance threshold, and determine the new current vehicle control strategy as the target vehicle control strategy.

[0055] In some embodiments, the parameter calculation unit includes a distance calculation subunit and a time calculation subunit:

[0056] The distance calculation subunit is used to determine the first distance between the simulated vehicle to be merged and the meeting point, and the second distance between the target simulated vehicle and the meeting point;

[0057] The time calculation subunit is used to determine the first estimated travel time for the simulated vehicle to reach the meeting point, based on the current travel speed of the simulated vehicle to be crossed; and to determine the second estimated travel time for the simulated vehicle to reach the meeting point, based on the current travel speed of the simulated vehicle to be crossed.

[0058] In some embodiments, the time calculation subunit includes a time acquisition module and a time update module:

[0059] The time acquisition module is used to acquire the preset vehicle lane change time, which is the time required for the simulated vehicle to change lanes from the simulated merging lane to the target simulated mainline lane.

[0060] The time update module is used to update the first estimated travel time based on the preset vehicle lane change time, so as to obtain the updated first estimated travel time.

[0061] In some embodiments, the first strategy determination unit includes a first determination subunit, a second determination subunit, a third determination subunit, and a fourth determination subunit:

[0062] The first determining subunit is used to determine the uniform acceleration merging strategy and deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane when the first distance is less than the second distance and the first estimated travel time is less than the second estimated travel time.

[0063] The second determining subunit is used to determine the speeding merging strategy and the deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane when the first distance is less than the second distance and the first estimated travel time is not less than the second estimated travel time.

[0064] The third determining subunit is used to determine the speeding merging strategy, constant speed merging strategy, and constant deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane when the first distance is not less than the second distance and the first estimated travel time is less than the second estimated travel time.

[0065] The fourth determining subunit is used to determine the uniform speed merging strategy and uniform deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane, provided that the first distance is not less than the second distance and the first estimated travel time is not less than the second estimated travel time.

[0066] This application also provides an electronic device, including a processor and a memory, wherein the memory stores multiple instructions; the processor loads instructions from the memory to execute the steps in any of the traffic simulation methods provided in this application.

[0067] This application also provides a computer-readable storage medium storing multiple instructions adapted for loading by a processor to execute steps in any of the traffic simulation methods provided in this application.

[0068] This application also provides a computer program product, including a computer program / instructions, which, when executed by a processor, implement the steps in any of the traffic simulation methods provided in this application.

[0069] This application embodiment can identify simulated vehicles in the target simulated mainline lane area adjacent to the simulated merging lane when a simulated vehicle to merge enters the simulated merging lane. When a target simulated vehicle is identified traveling within the target mainline lane area, the relative positions between the simulated vehicle to merge and the target simulated vehicle are determined, along with their estimated travel times to the merging point, which is the intersection of the simulated merging lane and the target simulated mainline lane. Based on the relative positions and the estimated travel times of the simulated vehicle to merge and the target simulated vehicle... Based on the estimated travel time to the merging point, multiple vehicle control strategies are determined for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane. The actual vehicle distance between the simulated vehicle and the target simulated vehicle when the simulated vehicle merges into the target simulated mainline lane is determined under each vehicle control strategy. Based on the actual vehicle distance and a preset safe driving distance threshold, a target vehicle control strategy is determined from the various vehicle control strategies. Based on the target vehicle control strategy, the simulated vehicle is controlled to travel from the simulated merging lane to the target simulated mainline lane, so that the simulated vehicle merges into the target simulated mainline lane.

[0070] In this application, when a simulated vehicle to merge enters the simulated merging lane, after identifying a target simulated vehicle in the target simulated mainline lane adjacent to the simulated merging lane, multiple vehicle control strategies corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane are determined by analyzing the relative positions between the simulated vehicle to merge and the target simulated vehicle, as well as the estimated travel times for each vehicle to reach the merging position. The actual vehicle distances between the simulated vehicle to merge and the target simulated vehicle obtained when merging into the target simulated mainline lane under different vehicle control strategies are compared with preset safe driving distance thresholds to obtain the target vehicle control strategies that can be adopted for the simulated vehicle to successfully merge into the target simulated mainline lane. This ensures that the simulation results of the simulated vehicle merging into the target simulated mainline lane using the target vehicle control strategies closely match actual conditions. Therefore, the realism and reliability of the simulation results can be improved, which is beneficial for comprehensively evaluating the performance and safety of the autonomous driving system in complex traffic environments. Attached Figure Description

[0071] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0072] Figure 1a This is a schematic diagram of a traffic simulation method provided in an embodiment of this application;

[0073] Figure 1b This is a flowchart illustrating the traffic simulation method provided in the embodiments of this application;

[0074] Figure 2a This is a schematic diagram illustrating the application of the traffic simulation method provided in this application embodiment in a traffic simulation scenario;

[0075] Figure 2b This is a schematic diagram of the process of controlling the simulated vehicle to be transferred using the vehicle control strategy provided in the embodiments of this application;

[0076] Figure 2c This is a schematic diagram illustrating the conditions for the target simulated vehicle to merge into the target area, as provided in the embodiments of this application.

[0077] Figure 2d This is a schematic diagram illustrating the conditions for the target simulated vehicle to be imported later, as provided in the embodiments of this application.

[0078] Figure 2e This is a schematic diagram of the merging area provided in the embodiments of this application;

[0079] Figure 2f This is a schematic diagram of vehicle safe merging provided in an embodiment of this application;

[0080] Figure 2g This is a schematic diagram of an autonomous driving formation provided in an embodiment of this application;

[0081] Figure 3 This is a schematic diagram of the traffic simulation device provided in the embodiments of this application;

[0082] Figure 4 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0083] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0084] This application provides a traffic simulation method, apparatus, electronic device, storage medium, and program product.

[0085] Specifically, the traffic simulation device can be integrated into an electronic device, such as a terminal or server. The terminal can be a mobile phone, tablet, smart Bluetooth device, laptop, or personal computer (PC); the server can be a single server or a server cluster consisting of multiple servers.

[0086] In some embodiments, the traffic simulation device can also be integrated into multiple electronic devices, such as multiple servers, with multiple servers implementing the traffic simulation method of this application.

[0087] In some embodiments, the server may also be implemented as a terminal.

[0088] In this application embodiment, the terms "module" or "unit" refer to a computer program or part of a computer program that has a predetermined function and works with other related parts to achieve a predetermined goal, and can be implemented wholly or partially using software, hardware (such as processing circuitry or memory), or a combination thereof. Similarly, a processor (or multiple processors or memory) can be used to implement one or more modules or units. Furthermore, each module or unit can be part of an overall module or unit that includes the functionality of that module or unit.

[0089] It is understood that in the specific implementation of this application, data related to vehicle location, vehicle speed, etc. are involved. When the embodiments of this application are applied to specific products or technologies, user permission or consent is required, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0090] For example, refer to Figure 1a This electronic device can identify simulated vehicles in the target simulated mainline lane area adjacent to the simulated merging lane when a simulated vehicle enters the simulated merging lane. When a target simulated vehicle is detected traveling within the target mainline lane area, it determines the relative position between the merging vehicle and the target simulated vehicle, as well as the estimated travel time for each to reach the merging point, which is the intersection of the simulated merging lane and the target simulated mainline lane. Based on the relative position and the estimated travel time of the merging vehicle and the target simulated vehicle... Based on the estimated travel time to the merging point, multiple vehicle control strategies are determined for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane. The actual vehicle distance between the simulated vehicle and the target simulated vehicle when the simulated vehicle merges into the target simulated mainline lane is determined under each vehicle control strategy. Based on the actual vehicle distance and a preset safe driving distance threshold, a target vehicle control strategy is determined from the various vehicle control strategies. Based on the target vehicle control strategy, the simulated vehicle is controlled to travel from the simulated merging lane to the target simulated mainline lane, so that the simulated vehicle merges into the target simulated mainline lane.

[0091] In this simulation, when a simulated vehicle enters the simulated merging lane, after identifying a target simulated vehicle in the target simulated mainline lane adjacent to the simulated merging lane, the system analyzes the relative positions of the merging and target simulated vehicles, as well as their estimated travel times to the merging point, to determine multiple vehicle control strategies for the merging vehicle. The actual vehicle distances between the merging and target simulated vehicles under different vehicle control strategies are compared with preset safe driving distance thresholds to determine the target vehicle control strategies that can be used for successful merging. This ensures that the simulation results of the merging vehicle executing the target vehicle control strategy closely match real-world conditions. This improves the realism and reliability of the simulation results, facilitating a comprehensive evaluation of the performance and safety of autonomous driving systems in complex traffic environments.

[0092] The following sections provide detailed descriptions of each example. It should be noted that the sequence numbers of the following embodiments are not intended to limit the preferred order of the embodiments.

[0093] In this embodiment, a traffic simulation method is provided, such as Figure 1b As shown, the specific process of this traffic simulation method can be as follows:

[0094] 101. When a simulated vehicle enters the simulated merging lane, the simulated vehicle is identified in the target mainline lane area adjacent to the simulated merging lane on the target simulated mainline lane. The simulated merging lane is adjacent to the target simulated mainline lane.

[0095] Among them, the simulated vehicle waiting to merge refers to the simulated vehicle in the simulated merging lane that needs to merge into the target simulated mainline lane. For example, the simulated vehicle waiting to merge can be a simulated vehicle entering the starting point of the simulated merging lane, a simulated vehicle that is currently driving in the simulated merging lane, a simulated vehicle that is stopped in the simulated merging lane waiting to enter the target simulated mainline lane, a simulated vehicle that enters the simulated merging lane from the simulated ramp, and so on.

[0096] Simulated merging lanes are used to allow simulated vehicles on connected simulated ramps to merge into the target simulated mainline lanes, thus merging with vehicles on the target simulated mainline lanes. For example, a simulated merging lane refers to a simulated lane that connects a simulated ramp and a simulated mainline lane (such as a simulated highway, simulated viaduct, or simulated urban expressway), enabling simulated vehicles to enter the simulated mainline lane from the simulated ramp.

[0097] The target simulated mainline lane is the simulated mainline lane adjacent to the simulated merging lane. For example, the target simulated mainline lane could be a simulated mainline lane adjacent to a simulated merging lane in a simulated highway, simulated viaduct, or simulated urban expressway.

[0098] The target mainline lane area is the area adjacent to the simulated merging lane on the target simulated mainline lane, used to identify target simulated vehicles on the target simulated mainline lane that affect the merging of simulated vehicles waiting to merge.

[0099] For example, the target mainline lane area can be within a preset range from the merging start line of the simulated merging lane, or it can be within a preset range from the merging end line of the simulated merging lane, or it can be an area divided on the target simulated mainline lane according to the preset range of the merging start and end lines of the simulated merging lane, and so on.

[0100] 102. When a target simulated vehicle is detected traveling within the target mainline lane area, determine the relative position between the simulated vehicle to merge and the target simulated vehicle, as well as the estimated travel time for the simulated vehicle to merge and the target simulated vehicle to reach the merging position. The merging position is the intersection of the simulated merging lane and the target simulated mainline lane.

[0101] The target simulated vehicles are those located within the target simulated mainline lane area when a simulated vehicle to merge enters the simulated merging lane. These target simulated vehicles may affect the merging of the simulated vehicle to merge. For example, target simulated vehicles can be simulated cars, simulated trucks, simulated convoys, etc.

[0102] Relative position is used to indicate the position of the simulated vehicle to be delivered relative to the target simulated vehicle.

[0103] For example, relative position can indicate that the simulated vehicle to be delivered is in front of the target simulated vehicle, or that the simulated vehicle to be delivered is behind the target simulated vehicle, or that the simulated vehicle to be delivered is side by side with the target simulated vehicle, and so on.

[0104] The merging point is the junction of the simulated merging lane and the target simulated mainline lane. For example, the merging point could be where the simulated merging lane begins to gradually decrease in width, or it could be the end point of the simulated merging lane, etc. The estimated travel time for the simulated vehicle to reach the merging point is the time required for the simulated vehicle to reach the merging point at its current speed when entering the simulated merging lane.

[0105] The estimated travel time for the target simulated vehicle to reach the intersection is the time it takes for the target simulated vehicle to reach the intersection at its current speed.

[0106] In some embodiments, in order to calculate the relative position and estimated travel time, determining the relative position between the simulated vehicle to be joined and the target simulated vehicle, as well as the estimated travel time for each of the simulated vehicles to reach the meeting point, includes:

[0107] Determine the first distance between the simulated vehicle to be rendezvous and the rendezvous point, and the second distance between the target simulated vehicle and the rendezvous point;

[0108] Based on the current speed of the simulated vehicle awaiting remittance, determine the first estimated travel time for the simulated vehicle to reach the rendezvous point;

[0109] Based on the current speed of the target simulated vehicle, determine the second estimated travel time for the target simulated vehicle to reach the intersection position.

[0110] The first distance is the distance between the front of the simulated vehicle to be crossed and the intersection point.

[0111] The second distance is the distance between the front ends of the target simulated vehicles at the intersection point.

[0112] The first estimated travel time is the estimated travel time for the simulated vehicle to reach the merging position based on its current speed when entering the simulated merging lane.

[0113] The second estimated travel time is the estimated travel time for the target simulated vehicle to reach the intersection position based on its current travel speed.

[0114] In some embodiments, to enable the simulated vehicle to safely merge into the target simulated lane, a first estimated travel time for the simulated vehicle to reach the merging position is determined based on its current speed, including:

[0115] Obtain the preset vehicle lane change time, which is the time required for the simulated vehicle to change lanes from the simulated merging lane to the target simulated mainline lane.

[0116] The first estimated travel time is updated based on the preset vehicle lane change time to obtain the updated first estimated travel time.

[0117] The preset lane change time is the time taken for a simulated vehicle to change lanes from the simulated merging lane to the target simulated mainline lane, thus allowing time for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane.

[0118] For example, the preset lane change time can be the maximum, average, and minimum time taken by the simulated vehicle to change lanes, or it can be the maximum, average, and minimum time taken by the simulated vehicle to change lanes at the current speed of the simulated vehicle to be merged with, and so on.

[0119] The updated first estimated travel time = first estimated travel time + preset vehicle lane change time.

[0120] 103. Based on the relative positions and the estimated travel times of the simulated vehicle to merge and the target simulated vehicle to reach the merging position, determine multiple vehicle control strategies for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane.

[0121] Among them, the vehicle control strategy is an adoptable strategy that controls the simulated vehicle to merge from the simulated merging lane into the simulated mainline lane based on the relative position and the estimated travel time of the simulated vehicle to merge and the target simulated vehicle to reach the merging position.

[0122] Vehicle control strategies can include a forward merging strategy and a backward merging strategy. The forward merging strategy includes a constant acceleration merging strategy and an overspeed merging strategy, while the backward merging strategy includes a constant speed merging strategy and a deceleration merging strategy.

[0123] The forward merging strategy instructs the simulated vehicle to merge into the target simulated main lane from in front of the target simulated vehicle. The forward merging strategy includes the accelerated merging strategy, which includes the uniform acceleration merging strategy and the speeding merging strategy.

[0124] The uniform acceleration merging strategy instructs the simulated vehicle to merge into the target simulated main lane from in front of the target simulated vehicle with uniform acceleration.

[0125] The speeding merging strategy instructs the waiting simulated vehicle to merge into the target simulated main lane from in front of the target simulated vehicle at excessive speed.

[0126] The rear merging strategy instructs the merging simulated vehicle to merge into the target simulated mainline lane from behind the target simulated vehicle. The constant speed merging strategy instructs the merging simulated vehicle to merge into the target simulated mainline lane from behind the target simulated vehicle at a constant speed, based on its current speed when entering the simulated merging lane.

[0127] The deceleration merging strategy instructs the simulated vehicle to decelerate and merge into the target simulated mainline lane from behind the target simulated vehicle.

[0128] In some embodiments, in order to obtain multiple vehicle control strategies corresponding to the relative positions and the estimated travel times of the simulated vehicle to merge and the target simulated vehicle to reach the merging position, multiple vehicle control strategies are determined based on the relative positions and the estimated travel times of the simulated vehicle to merge and the target simulated vehicle to reach the merging position, including:

[0129] When the first distance is less than the second distance and the first estimated travel time is less than the second estimated travel time, determine the uniform acceleration merging strategy and the deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane.

[0130] If the first distance is less than the second distance and the first estimated travel time is not less than the second estimated travel time, determine the speeding merging strategy and the deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane.

[0131] Under the condition that the first distance is not less than the second distance and the first estimated travel time is less than the second estimated travel time, determine the speeding merging strategy, the constant speed merging strategy, and the constant deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane.

[0132] If the first distance is not less than the second distance and the first estimated travel time is not less than the second estimated travel time, determine the uniform speed merging strategy and the uniform deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane.

[0133] 104. Determine the actual vehicle distance between the simulated vehicle to be merged and the target simulated vehicle when the simulated vehicle to be merged into the target simulated mainline lane under the vehicle control strategy.

[0134] The actual vehicle distance is the distance between the simulated vehicle to be merged and the target simulated vehicle when the simulated vehicle merges into the target simulated mainline lane under the control of the vehicle control strategy. In some embodiments, when the simulated vehicle to be merged into the target simulated mainline lane ahead of the target simulated vehicle, the actual vehicle distance can reflect the distance between the rear of the simulated vehicle to be merged and the front of the target simulated vehicle.

[0135] In some embodiments, when a simulated vehicle to merge into a target simulated vehicle behind a target simulated vehicle on the main line, the actual vehicle distance can reflect the distance between the front of the simulated vehicle to merge and the rear of the target simulated vehicle.

[0136] In some embodiments, in order to make the acceleration used by the simulated vehicle to accelerate or decelerate when merging into the target simulated main lane conform to the real scene, the vehicle control strategy is an acceleration merging strategy or a deceleration merging strategy.

[0137] Determine the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy, including:

[0138] Determine the expected acceleration corresponding to the aggressive driving parameters set for the simulated vehicle to be exported;

[0139] Based on the projected acceleration and the current speed of the simulated vehicle to merge, determine the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated main lane under the vehicle control strategy.

[0140] Among them, the driving aggressive parameters are the driving aggressive parameters of the simulated driver's driving behavior. They describe the driver's control risks and behaviors during the driving process, which affect the driving mode and performance of the simulated vehicle. Different driving aggressive parameters can cause the simulated vehicle to exhibit different driving behaviors under the same conditions. Driving aggressive parameters can include parameter settings such as acceleration, braking force, and steering force.

[0141] The expected acceleration is the acceleration that the simulated lane to merge is expected to use under the influence of aggressive driving parameters. Specifically, when the vehicle control strategy is an acceleration-merging strategy, the expected acceleration is greater than 0, and the larger the aggressive driving parameters set for the simulated vehicle, the greater the corresponding expected acceleration. When the vehicle control strategy is a deceleration-merging strategy, the expected acceleration is less than 0, and the larger the aggressive driving parameters set for the simulated vehicle, the smaller the corresponding expected acceleration.

[0142] In some embodiments, in order to make the behavior of the simulated vehicle merging into the target simulated mainline lane at excessive speed conform to the real scenario, the acceleration merging strategy includes an excessive speed merging strategy.

[0143] Determine the expected acceleration corresponding to the aggressive driving parameters set for the simulated vehicle to be exported, including:

[0144] When the vehicle control strategy is the overspeed merging strategy, the expected overspeed probability of the vehicle to be merged is determined based on the vehicle overspeed probability function provided by the overspeed merging strategy and the driving aggressive parameters set by the vehicle to be merged.

[0145] Generate random floating-point numbers based on the predicted overspeed probability;

[0146] Calculate the expected acceleration of the simulated vehicle based on the predicted overspeed probability and random floating-point numbers.

[0147] Among them, the vehicle speeding probability function describes the relationship between the vehicle speeding probability and the driving aggressive parameter, and the vehicle speeding probability and the driving aggressive parameter are positively correlated.

[0148] The expected speeding probability is the overtaking probability corresponding to the driving aggressive parameters set for the simulated vehicle in the vehicle speeding probability function.

[0149] The random floating-point number is a floating-point number randomly generated after the expected overspeed probability is generated.

[0150] In some embodiments, after generating the expected overspeed probability, a random floating-point number p between (0, 1) is generated. If p < expected overspeed probability P, the simulated vehicle accelerates with probability P.

[0151] It is understandable that if the expected speeding probability P is 0.9, and the random floating-point number is a value between (0, 1), the probability of generating a random floating-point number p located at (0, 0.9) is greater than the probability of generating a random floating-point number p located at (0.9, 1). That is, the higher the expected speeding probability, the greater the chance that the generated random floating-point number is less than the expected speeding probability. In other words, the simulated vehicle waiting to merge is more likely to accelerate with the expected speeding probability. In this way, the merging behavior of the simulated vehicle waiting to merge into the target simulated mainline lane from the merging position in the simulated merging lane can be made to fit the real scene.

[0152] In some embodiments, to calculate the expected acceleration of the simulated vehicle merging into the target simulated mainline lane at excessive speed, the expected acceleration corresponding to the simulated vehicle is calculated based on the expected speeding probability and a random floating-point number, including:

[0153] When the expected probability of speeding is greater than a random floating-point number, obtain the initial acceleration corresponding to the aggressive driving parameters set for the simulated vehicle to be collected;

[0154] Based on the initial acceleration, the current speed of the simulated vehicle to be crossed, and the distance between the simulated vehicle to be crossed and the intersection point, the reference speed of the simulated vehicle to be crossed is determined.

[0155] Determine the target speed based on the reference speed and the preset overspeed range;

[0156] Based on the target speed and the current speed of the simulated vehicle to be transferred, determine the expected acceleration corresponding to the simulated vehicle to be transferred.

[0157] The initial acceleration is the acceleration corresponding to the driving aggressive parameters set for the simulated vehicle. The initial acceleration is positively correlated with the driving aggressive parameters, that is, the larger the driving aggressive parameters are, the larger the initial acceleration is.

[0158] In some embodiments, under the action of initial acceleration, the speed of the simulated vehicle at the intersection point does not exceed the speed limit at the intersection point.

[0159] The reference speed is the speed corresponding to the current speed of the simulated vehicle when it arrives at the intersection position, after the initial acceleration.

[0160] Among them, v t v0 is the reference speed, x is the current speed of the simulated vehicle to be crossed, a0 is the distance between the simulated vehicle to be crossed and the crossing point, and a0 is the initial acceleration.

[0161] x can be the distance between the simulated vehicle and the simulated merging lane when the simulated vehicle enters the simulated merging lane. This distance is equal to the length of the simulated merging lane.

[0162] The preset overspeed range is a pre-defined range within which simulated vehicles are allowed to exceed the speed limit at intersections.

[0163] The target speed is the maximum speed allowed when the simulated vehicles arrive at the intersection. Target speed = reference speed + preset overspeed range.

[0164] Expected acceleration a max+ The acceleration used to accelerate the simulated vehicle from its current speed to the target speed.

[0165] Expected acceleration Among them, v t ′ represents the target speed, v0 represents the current speed of the simulated vehicle to be crossed, and x represents the distance between the simulated vehicle to be crossed and the intersection point.

[0166] In some embodiments, in order to ensure that the simulated vehicle can still successfully merge into the target simulated mainline lane without exceeding the speed limit, the method further includes:

[0167] When the expected speeding probability is no greater than a random floating-point number, determine the deceleration merging strategy for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane.

[0168] In some embodiments, in order to calculate the expected acceleration used by the simulated vehicle to decelerate and merge into the target simulated mainline lane, determining the expected acceleration corresponding to the driving aggressive parameters set for the simulated vehicle includes:

[0169] When the vehicle control strategy is a deceleration merging strategy, the reference deceleration of the simulated vehicle to be merged is determined based on the current driving speed of the simulated vehicle to be merged, the preset speed of the simulated vehicle to be merged to reach the merging position, and the distance between the simulated vehicle to be merged and the merging position.

[0170] Based on the reference deceleration, determine the expected acceleration corresponding to the aggressive driving parameters set for the simulated vehicle to be imported.

[0171] The preset speed is the minimum speed at which the simulated vehicles decelerate to reach the merging point. For example, the preset speed can be the minimum speed required to merge into the target simulated mainline lane at the merging point, or it can be equal to 0; the preset speed is not limited here.

[0172] The reference deceleration is the acceleration corresponding to the deceleration of the simulated vehicle to the preset speed when it arrives at the merging position. The reference deceleration is used to limit the deceleration of the simulated vehicle on the simulated merging lane.

[0173] Reference deceleration Among them, v t " is the preset speed, v0 is the current speed of the simulated vehicle to be crossed, and x is the distance between the simulated vehicle to be crossed and the crossing point.

[0174] Expected acceleration a′ m ′ ax- The deceleration is the deceleration corresponding to the aggressive driving parameters set for the simulated vehicle, with the reference deceleration as the benchmark.

[0175] In some embodiments, determining the expected acceleration corresponding to the driving aggressive parameters set for the simulated vehicle based on a reference deceleration includes:

[0176] Based on the reference deceleration, determine the negative correlation function between the driving aggressive parameters set for the simulated vehicle and the expected acceleration.

[0177] The deceleration corresponding to the negative correlation function of the aggressive driving parameters set for the simulated vehicle to be exported is taken as the expected deceleration.

[0178] For example, the reference deceleration is used to limit the deceleration of the simulated vehicle in the merging lane. That is, the deceleration range in the negative correlation function is based on the reference deceleration, and this range is within a preset range of the reference deceleration. The negative correlation function shows that the larger the driving aggression parameter, the expected acceleration a′. m ′ ax- The smaller the value, the smaller the driving aggression parameter, and the expected acceleration a′. m ′ ax- The larger it is. Among them, the expected acceleration a′ m ′ ax- It may be greater than, equal to or less than the reference deceleration a′ max- It is related to the aggressive driving parameters set by the simulated vehicle to be exported.

[0179] In some embodiments, in order to calculate the vehicle distance between the simulated vehicle to be merged and the target simulated vehicle after merging into the target simulated mainline lane from in front of the target simulated vehicle under the control of the forward merging strategy, the vehicle control strategy includes a forward merging strategy, which instructs the simulated vehicle to be merged into the target simulated mainline lane from in front of the target simulated vehicle.

[0180] Determine the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy, including:

[0181] Determine the actual travel time of the simulated vehicle merging into the target simulated mainline lane from the merging point under the vehicle control strategy.

[0182] The distance traveled by the target simulated vehicle is determined based on the actual driving time and the current driving speed of the target simulated vehicle.

[0183] Based on the driving distance and the distance between the target simulated vehicle and the merging point, the actual vehicle distance between the merging simulated vehicle and the target simulated vehicle is determined when the merging simulated vehicle merges from the merging point into the target simulated mainline lane under the vehicle control strategy.

[0184] The actual travel time is the time required for a simulated vehicle to enter the simulated merging lane and, under the control of the vehicle control strategy, travel to the merging position and merge into the target simulated mainline lane.

[0185] The driving distance is the distance traveled by the target simulated vehicle at its current speed within the actual driving time.

[0186] Actual vehicle distance = D p -v p ·T, where D p v represents the distance between the target simulated vehicle and the intersection point. p Let v be the current speed of the target simulated vehicle, T be the actual travel time, and v be the speed of the vehicle. p •T represents the distance traveled.

[0187] In some embodiments, in order to calculate the actual travel time of the simulated vehicle to reach the merging position under the expected acceleration state, determining the actual travel time of the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy includes:

[0188] Determine the expected acceleration corresponding to the aggressive driving parameters set for the simulated vehicle to be exported;

[0189] Based on the expected acceleration, the current speed of the simulated vehicle to be crossed, and the distance between the simulated vehicle to be crossed and the meeting point, predict the actual travel time of the simulated vehicle to reach the meeting point.

[0190] In some embodiments, when the vehicle control strategy is an acceleration merging strategy, the actual driving time is adopted. The calculation yields the result, where x is the distance between the simulated vehicle and the meeting point, v0 is the current speed of the simulated vehicle, and a is the initial or expected acceleration. max+ T represents the actual travel time corresponding to the acceleration of the simulated vehicle to merge into the destination.

[0191] In some embodiments, when the vehicle control strategy is a deceleration merging strategy, the actual driving time is adopted. and v t The acceleration a′ is calculated as v0 + aT, where a is the predicted acceleration. m ′ ax- v t " is the preset speed, and T is the actual travel time for the simulated vehicle to decelerate and merge.

[0192] In some embodiments, in order to calculate the vehicle distance between the simulated vehicle to be merged and the target simulated vehicle after merging into the target simulated mainline lane from behind the target simulated vehicle under the control of the merging strategy, the vehicle control strategy includes a merging strategy that instructs the simulated vehicle to be merged into the target simulated mainline lane from behind the target simulated vehicle.

[0193] Determine the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy, including:

[0194] Obtain the vehicle length of the target simulated vehicle;

[0195] Determine the actual travel time of the simulated vehicle merging into the target simulated mainline lane from the merging point under the vehicle control strategy.

[0196] The distance traveled by the target simulated vehicle is determined based on the actual driving time and the current driving speed of the target simulated vehicle.

[0197] Based on the driving distance, vehicle length, and distance between the target simulated vehicle and the intersection point, the actual vehicle distance of the simulated vehicle to merge into the target simulated mainline lane is determined under the vehicle control strategy.

[0198] The vehicle length refers to the length of the target simulated vehicle.

[0199] For example, when the target simulated vehicle is a convoy, the vehicle length is equal to the length of each simulated vehicle in the convoy plus the distance between adjacent simulated vehicles. When the target simulated vehicle is a car or truck, the vehicle length is equal to the length of the target simulated vehicle itself.

[0200] In some embodiments, when the vehicle control strategy is a follow-up merging strategy, the actual vehicle distance = v p ·TL p -D P , where v p Let T be the current speed of the target simulated vehicle, and L be the actual travel time. p D is the length of the vehicle. p The distance between the target vehicle and the intersection point is simulated.

[0201] 105. Based on the actual vehicle distance and the preset safe driving distance threshold, determine the target vehicle control strategy from various vehicle control strategies.

[0202] The preset safe driving distance threshold is the safe vehicle distance between two adjacent vehicles in the same lane, which is set in advance to ensure safe driving, including front safe distance and rear safe distance.

[0203] The target vehicle control strategy is the vehicle control strategy corresponding to the actual vehicle distance not being less than the preset safe driving distance threshold.

[0204] In some embodiments, in order to make the selected target vehicle control strategy fit the real-world scenario, multiple vehicle control strategies are arranged in a predetermined order.

[0205] Determine the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy, including:

[0206] Based on a predetermined order, the current vehicle control strategy is selected from multiple vehicle control strategies;

[0207] Determine the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the current vehicle control strategy.

[0208] Based on the actual vehicle distance and a preset safe driving distance threshold, the target vehicle control strategy is determined from various vehicle control strategies, including:

[0209] When the actual vehicle distance under the current vehicle control strategy is not less than the preset safe driving distance threshold, the current vehicle control strategy is determined to be the target vehicle control strategy.

[0210] The predetermined sequence refers to the execution order of multiple pre-set vehicle control strategies.

[0211] In some embodiments, when multiple vehicle control strategies include an acceleration merging strategy and a deceleration merging strategy, the predetermined order is to simulate the acceleration merging strategy first, and then simulate the deceleration merging strategy.

[0212] In some embodiments, when multiple vehicle control strategies include an acceleration merging strategy, a constant speed merging strategy, and a deceleration merging strategy, the predetermined order is to first simulate the acceleration merging strategy, then simulate the constant speed merging strategy, and finally simulate the deceleration merging strategy.

[0213] In some embodiments, when multiple vehicle control strategies include a constant speed merging strategy and a constant deceleration merging strategy, the predetermined order is to first simulate the constant speed merging strategy and then simulate the constant deceleration merging strategy.

[0214] The current vehicle control strategy is the vehicle control strategy used by the simulated vehicle to merge into the target simulated mainline lane from the intersection position among multiple vehicle control strategies.

[0215] In some embodiments, to make the selected target vehicle control strategy fit the real-world scenario, the method further includes:

[0216] When the actual vehicle distance under the current vehicle control strategy is less than the preset safe driving distance threshold, a new current vehicle control strategy is selected from multiple vehicle control strategies based on a predetermined order.

[0217] Return to the step of determining the actual vehicle distance between the simulated vehicle to merge into the target simulated mainline lane under the current vehicle control strategy, until the actual vehicle distance under the new current vehicle control strategy is not less than the preset safe driving distance threshold, and then determine the new current vehicle control strategy as the target vehicle control strategy.

[0218] The new current vehicle control strategy is the next vehicle control strategy in the predetermined sequence after the current vehicle control strategy.

[0219] 106. Based on the target vehicle control strategy, control the simulated vehicle to merge from the simulated merging lane to the target simulated mainline lane so that the simulated vehicle to merge into the target simulated mainline lane.

[0220] In some embodiments, when simulating a vehicle merging from a junction into the target simulated mainline lane using a target vehicle control strategy, the actual vehicle distance between the vehicle merging and the target simulated vehicle is not less than a preset safe driving distance threshold. In this way, the target vehicle control strategy can be used to control the vehicle merging successfully into the target simulated mainline lane.

[0221] In some embodiments, if the target simulated vehicle is a simulated vehicle equipped with autonomous driving technology, when the target simulated vehicle automatically drives to the target mainline lane area, the merging behavior of the simulated vehicle to merge from the simulated merging lane to the target simulated mainline lane can be made to fit the real scene, which improves the authenticity and reliability of the simulation experiment results, is conducive to the comprehensive evaluation of the autonomous driving system, and helps to avoid the impact of the merging behavior of the simulated vehicle to merge on the evaluation results.

[0222] In some embodiments, if the simulated vehicle to be merged is a simulated vehicle equipped with autonomous driving technology, after the simulated vehicle to be merged automatically drives to the simulated merging lane, the simulated vehicle to be merged naturally from the simulated merging lane into the target simulated main lane, without being affected by the target simulated vehicle, which is beneficial for comprehensively evaluating the performance and safety of the autonomous driving system in complex traffic environments.

[0223] As can be seen from the above, the embodiments of this application can identify simulated vehicles in the target simulated mainline lane area adjacent to the simulated merging lane when the simulated vehicle to merge enters the simulated merging lane. The simulated merging lane is adjacent to the target simulated mainline lane. When the target simulated vehicle is identified to be traveling within the target mainline lane area, the relative position between the simulated vehicle to merge and the target simulated vehicle is determined, as well as the estimated travel time for the simulated vehicle to merge and the target simulated vehicle to reach the merging point, which is the intersection of the simulated merging lane and the target simulated mainline lane. Based on the relative position and the estimated travel time for the simulated vehicle to merge and the target simulated vehicle, the system can identify simulated vehicles in the target simulated mainline lane area adjacent to the simulated merging lane. The estimated travel time of each vehicle to the merging point is used to determine multiple vehicle control strategies for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane. The actual vehicle distance between the simulated vehicle and the target simulated vehicle when the simulated vehicle merges into the target simulated mainline lane is determined under each vehicle control strategy. Based on the actual vehicle distance and a preset safe driving distance threshold, a target vehicle control strategy is determined from the various vehicle control strategies. Based on the target vehicle control strategy, the simulated vehicle to merge is controlled to travel from the simulated merging lane to the target simulated mainline lane, thus enabling the simulated vehicle to merge into the target simulated mainline lane.

[0224] Therefore, this scheme can identify target simulated vehicles in the target simulated mainline lane adjacent to the simulated merging lane when a simulated vehicle enters the simulated merging lane. By analyzing the relative positions of the simulated vehicle and the target vehicle, as well as their estimated travel times to the merging point, it determines multiple vehicle control strategies for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane. The actual vehicle distances between the simulated vehicle and the target vehicle under different vehicle control strategies are compared with preset safe driving distance thresholds to determine the target vehicle control strategies that can be used for successful merging. This ensures that the simulation results of the simulated vehicle executing the target vehicle control strategy for merging into the target simulated mainline lane closely match real-world conditions. This improves the realism and reliability of the simulation results and facilitates a comprehensive evaluation of the performance and safety of the autonomous driving system in complex traffic environments.

[0225] The method described in the above embodiments will be further described in detail below.

[0226] In this embodiment, the target simulated vehicles will be taken as a simulated convoy, and the target simulated vehicles will be in a constant speed cruise state, moving at a constant speed v. pThe method described in this application embodiment is as follows: The vehicle travels on the target simulated mainline lane adjacent to the simulated merging lane (length x), without changing lanes or altering its driving behavior due to the presence of merging simulated vehicles in the surrounding area. This includes the target simulated vehicle's current speed and the distance between individual simulated vehicles within the target simulated vehicle.

[0227] The specific process of a traffic simulation method is as follows:

[0228] 201. When a simulated vehicle enters the simulated merging lane, the simulated vehicle is identified in the target mainline lane area adjacent to the simulated merging lane on the target simulated mainline lane. The simulated merging lane is adjacent to the target simulated mainline lane.

[0229] For example, such as Figure 2a As shown, when a simulated vehicle to merge travels from the simulated ramp to the starting point of the simulated merging lane, the simulated vehicle is identified in the target mainline lane area adjacent to the simulated merging lane on the target simulated mainline lane.

[0230] 202. When a target simulated vehicle is detected traveling within the target mainline lane area, determine the relative position between the simulated vehicle to merge and the target simulated vehicle, as well as the estimated travel time for the simulated vehicle to merge and the target simulated vehicle to reach the merging position. The merging position is the intersection of the simulated merging lane and the target simulated mainline lane.

[0231] In some embodiments, determining the relative positions between the simulated vehicle to be joined and the target simulated vehicle, and the estimated travel times for the simulated vehicle to be joined and the target simulated vehicle to reach the meeting point respectively, includes:

[0232] Determine the first distance between the simulated vehicle to be rendezvous and the rendezvous point, and the second distance between the target simulated vehicle and the rendezvous point;

[0233] Based on the current speed of the simulated vehicle awaiting remittance, determine the first estimated travel time for the simulated vehicle to reach the rendezvous point;

[0234] Based on the current speed of the target simulated vehicle, determine the second estimated travel time for the target simulated vehicle to reach the intersection position.

[0235] For example, the first distance between the simulated vehicle to merge and the merging point is the length x of the simulated merging lane, and the second distance between the front end of the target simulated vehicle and the merging point of the simulated merging lane is D. p If the current speed of the simulated vehicle to be rendezvous is v0, then the first estimated travel time between the simulated vehicle and the rendezvous point is... The second estimated travel time for the target simulated vehicle to reach the intersection point

[0236] 203. Based on the relative positions and the estimated travel times of the simulated vehicle to merge and the target simulated vehicle to reach the merging position, determine multiple vehicle control strategies for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane.

[0237] In some embodiments, based on relative positions and the estimated travel times for the merging simulated vehicle and the target simulated vehicle to reach the merging position, multiple vehicle control strategies are determined for the merging simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane, including:

[0238] When the first distance is less than the second distance and the first estimated travel time is less than the second estimated travel time, determine the uniform acceleration merging strategy and the deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane.

[0239] If the first distance is less than the second distance and the first estimated travel time is not less than the second estimated travel time, determine the speeding merging strategy and the deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane.

[0240] Under the condition that the first distance is not less than the second distance and the first estimated travel time is less than the second estimated travel time, determine the speeding merging strategy, the constant speed merging strategy, and the constant deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane.

[0241] If the first distance is not less than the second distance and the first estimated travel time is not less than the second estimated travel time, determine the uniform speed merging strategy and the uniform deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane.

[0242] 204. Determine the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy.

[0243] like Figure 2b The flowchart shown below illustrates the specific process of controlling the simulated vehicle using the vehicle control strategy.

[0244] I, D p >x, meaning that when the simulated vehicle to merge arrives at the starting point of the simulated merging lane, it is closer to the merging point than the target simulated vehicle, indicating that the target simulated vehicle is following the vehicle to merge. The simulated vehicle to merge will further simulate and determine the first and second estimated travel times, simulating two scenarios.

[0245] Specifically, when T pWhen T > T0+t1, first simulate the uniform acceleration merging strategy and then simulate the deceleration merging strategy. p When ≤T0+t1, first simulate the overspeed merging strategy and the deceleration merging strategy.

[0246] 1)T p >T0+t1, meaning that assuming the current speeds of the simulated vehicles waiting to merge and the target vehicle remain constant, the target vehicle arrives at the intersection point after the vehicle waiting to merge. Here, t1 is the preset lane-changing time, which is not limited here. It's an additional t1 lag between the target vehicle's and the vehicle waiting to merge, allowing time for the vehicle waiting to merge to enter from in front of the target vehicle. Using a uniform acceleration merging strategy, the vehicle waiting to merge accelerates uniformly at a0, according to the formula... The calculated value of T is T 0L+ The time T required for the simulated vehicles to reach the meeting point can be calculated. 0L+ During this time, the target simulated vehicle traveled forward by v. p ·T 0L+ The driving distance.

[0247] like Figure 2c As shown, assume that the rear safe distance in the preset safe driving distance threshold required for the simulated vehicle to merge into the target simulated mainline lane is G. SR When the following uniform acceleration merging strategy is used, the pre-merging condition 1 (D) p -v p ·T 0L+ >G SR If the condition is met, it proves that the simulated vehicle has passed the starting point T of the simulated merging lane. 0L+ During the time period, there will be a point in time when the safe distance is met, allowing the merging simulated vehicle to cut in front of the target simulated vehicle and complete the merging process. Here, 'a0' is not limited and is generally related to the vehicle type and the driver's aggressiveness; it can be set to a larger 'a0' for more aggressive drivers, but it should be ensured that the vehicle does not exceed the speed limit in the simulated merging lane. If, when passing the starting point of the simulated merging lane, the merging simulated vehicle anticipates that merging condition 1 will be met, it will accelerate uniformly at 'a0' and complete the merging when the safe distance is met.

[0248] like Figure 2d As shown, if the merging condition 1 is not met, the predicted merge cannot be completed in front of the target simulated vehicle. In this case, the merging vehicle can only merge behind the target simulated vehicle, that is, wait for the target simulated vehicle to pass before merging from behind. The expected acceleration a′ that the merging vehicle can accept is calculated using the deceleration merging strategy. m ′ ax- To reduce the speed at the intersection point to a preset speed v tThe uniform deceleration at time ″, i.e., the formula and v t The solution T in "=v0+aT" is T. 0L- During this time, the target simulated vehicle traveled forward by v. p ·T 0L- The driving distance. Assume the pre-defined safe driving distance threshold required for the simulated vehicle to merge into the target simulated mainline lane is G. SP When the following deceleration merging strategy is followed by merging condition 1 (v p ·T 0L- -L p -D P >G SP When conditions are met, the simulated vehicle waiting to merge can change lanes from behind the target simulated vehicle and merge into the target simulated mainline lane before the merging point. Where L... p The vehicle length is the target simulated vehicle.

[0249] Prove that the simulated vehicle has passed the starting point of the simulated merging lane at T 0L- Within a certain time period, there will be a safe distance of G before a certain moment. SP If this condition is met, the simulated vehicle to be merged can then cut in from behind the target simulated vehicle to complete the merging process. Here, for a′... m ′ ax- Without specific limitations, it is generally related to the vehicle model and the driver's aggressiveness level. It can be set to a value that increases with the driver's aggressiveness. m ′ ax- The larger the value. If, when passing the starting point of the simulated merging lane, the pre-judgment of the merging condition 1 of the vehicles to be merged can be met, then it will merge at a′ m ′ ax- The vehicle will decelerate uniformly and merge when the safe distance ahead is met. If the simulated vehicle anticipates that neither the forward merging condition 1 nor the backward merging condition 1 will be met, it will choose to merge at a′. m ′ ax- Decelerate at a constant speed, stop and wait at the intersection, and only merge into the target simulated main lane after the target simulated vehicle has passed and the safe distance between the target simulated vehicle and other simulated vehicles in the target simulated main lane is met.

[0250] 2)T p ≤T0+t1, meaning that assuming the current speeds of the merging simulated vehicles remain unchanged, the target simulated vehicle reaches the merging position before the merging simulated vehicle. Here, t1 is the aforementioned platoon lag threshold. At this point, the merging simulated vehicle believes it cannot overtake the target simulated vehicle through normal acceleration to merge. Therefore, it will consider merging with a predicted acceleration a at a probability of overtaking P1. max+Accelerate and allow the speed of the vehicle to be merged in this simulation merging lane to exceed the speed limit of the simulation merging lane within a short time (with the first goal of overtaking the target simulation vehicle). The calculation method of P1 here is not limited and can be set as a function of the aggressiveness of the vehicle. The more aggressive the driver is, the larger this value is. The processing method is that when judgment is needed, the system generates a random floating-point number p between (0, 1). If p < P1, it is considered that the condition is met, and the vehicle accelerates with a probability of P1. When the vehicle to be merged makes this choice, it will make a pre-judgment according to the pre-merge condition 2 in the overspeed merging strategy.

[0251] When D p -v p ·T 0L++ >G SR is satisfied, it is judged whether it is possible to cut into the lane in front of the target simulation vehicle before the intersection position when accelerating at the expected acceleration a max+ . If not, it will give up cutting in from the front and will choose to decelerate at the expected acceleration a′ m ′ ax- and judge whether the post-merge condition 1 can be met. If not, it will choose to decelerate uniformly at the expected acceleration a′ m ′ ax- and stop waiting at the intersection position. After waiting for the target simulation vehicle to pass by, and after the safety distance between the vehicle to be merged and other simulation vehicles on the target simulation main lane is satisfied, then cut into and merge into the target simulation main lane.

[0252] Among them, in the pre-merge condition 2, if the vehicle to be merged accelerates uniformly at the expected acceleration a max+ , according to the formula the time T 0L++ required for the vehicle to be merged to reach the intersection position can be obtained. During this time, the target simulation vehicle travels forward a distance of v p ·T 0L++ . The a max+ here is not limited and is generally related to the vehicle type and the aggressiveness of the driver. It can be set that the more aggressive the driver is, the larger a max+ is.

[0253] Ⅱ. D p ≤x, that is, when the vehicle to be merged reaches the starting point of the simulation merging lane, the vehicle to be merged is farther from the intersection position compared with the target simulation vehicle, that is, the target simulation vehicle is the leading vehicle of the vehicle to be merged. At the same time, the vehicle to be merged will further simulate and judge the first estimated travel time and the second estimated travel time, and simulate in two cases.

[0254] Specifically, when T pWhen T > T0+t1, first simulate the overspeed merging strategy, then the constant speed merging strategy, and finally the uniform deceleration merging strategy. p When ≤T0+t1, first simulate the uniform velocity inflow strategy and the uniform deceleration inflow strategy.

[0255] 1)T p >T0+t1, meaning that assuming the current speeds of the simulated vehicles waiting to cross and the target vehicle remain unchanged, the target vehicle arrives at the meeting point later than the vehicle waiting to cross. Here, t1 is the convoy lag threshold. Since the vehicle waiting to cross is far from the meeting point at this time, the predicted acceleration a is considered based on the predicted speeding probability P2. max+ Acceleration is initiated, allowing the simulated vehicle to briefly exceed the speed limit of the simulated merging lane within this lane (with overtaking the target simulated vehicle as the primary objective). The calculation method for the predicted speeding probability P2 is not limited here; it can be set as a function of the vehicle's aggressiveness—the more aggressive the driver, the larger this value. When the simulated vehicle makes this choice, a prediction is also made based on the previous merging condition 2, determining the predicted acceleration a. max+ When accelerating, is it possible to cut in front of the target simulated vehicle before the intersection point?

[0256] If the conditions are not met, the attempt to cut in from the front will be abandoned, and it will be assessed whether the merging condition 2 (v) can be met without deceleration. p ·T 0L -L p -D P >G SP ), where T 0L This represents the time it takes for the merging vehicle to reach the intersection point while traveling at its current constant speed v0. If the prediction is met, the merging vehicle will choose to travel at a constant speed and merge when the safety conditions are met. If the prediction does not meet the above merging condition 2, it will choose to merge at the predicted acceleration a′. m ′ ax- The system decelerates and checks if condition 1 for subsequent merging is met. If it is still not met, it will choose to use the expected acceleration a′. m ′ ax- Decelerate smoothly, stop at the intersection and wait for the convoy to pass. Once the safe distance between the convoy and other simulated vehicles in the target simulated main lane is met, change lanes and merge into the target simulated main lane.

[0257] 2)T p≤T0+t1, meaning that if the current speeds of the simulated vehicles waiting to merge and the target simulated vehicle remain unchanged, the target simulated vehicle arrives at the intersection point before the vehicle waiting to merge. Here, t1 is the aforementioned convoy lag threshold. At this point, the vehicle waiting to merge believes it cannot overtake the target simulated vehicle by accelerating normally. Therefore, it first predicts merging condition 2, i.e., whether it can merge from behind the target simulated vehicle if it maintains a constant speed. If not, it further judges merging condition 1, i.e., with the expected acceleration a′... m ′ ax- Can deceleration be performed? If neither is satisfied, then the expected acceleration a′ will be chosen. m ′ ax- After decelerating smoothly, stop at the intersection and wait until the target simulated vehicle has passed and the safe distance between the vehicle and other simulated vehicles in the target simulated main lane is met before changing lanes to merge into the target simulated main lane.

[0258] 205. Based on the actual vehicle distance and the preset safe driving distance threshold, determine the target vehicle control strategy from various vehicle control strategies.

[0259] In this way, the simulated vehicle to merge can, when it reaches the starting point of the simulated merging lane, determine its relative position and current speed with the target simulated vehicle on the target simulated main lane and adopt the target vehicle control strategy to merge, thereby completing the simulation of the merging process.

[0260] 206. Based on the target vehicle control strategy, control the simulated vehicle to merge from the simulated merging lane to the target simulated mainline lane so that the simulated vehicle to merge into the target simulated mainline lane.

[0261] The traffic simulation method proposed in this application is embedded in microscopic simulation software and can be used to simulate the driving behavior of vehicles surrounding a target simulated vehicle (such as a truck platoon) near a merging zone. In the microscopic simulation software, the simulated vehicle to merge is assigned a randomized, fixed, aggressive driving parameter at the start of the simulation. When it reaches the corresponding area of ​​the simulated merging lane and a truck platoon is present nearby, the algorithm in this scheme will simulate the driving behavior of the simulated vehicle to merge. If the vehicle is not located in the corresponding area or near the target simulated vehicle, the algorithm in this scheme will exit.

[0262] like Figure 2eAs shown, a merging zone consists of a designated section and a transition section. The designated section refers to a specific area on the road used by vehicles to merge from one lane into another or join the traffic flow. These areas are usually indicated by traffic signs or road markings, telling drivers when they can begin merging and how to safely integrate into the traffic flow. The transition section refers to the gradual adjustment of lane width or number of lanes on the road from the entrance of the merging zone, allowing vehicles to smoothly merge from one lane into another or join the traffic flow. The purpose of this transition section is to provide vehicles with sufficient space and time to adjust during the merging process, thereby improving the safety and smoothness of traffic flow.

[0263] This includes simulated mainline lanes, simulated merging lanes parallel to the simulated mainline lanes, and simulated ramps connected to the simulated merging lanes.

[0264] In some embodiments, the longitudinal and lateral driving behaviors of the simulated vehicles (the simulated vehicle to be transported and the target simulated vehicle) are determined by car-following and lane-changing algorithms.

[0265] The longitudinal driving behavior is determined by a following algorithm. Within each simulation step, the vehicle updates its acceleration / speed / position based on the speed of the vehicle ahead in the same lane and the distance between them. Preset safe driving distance thresholds (such as safe distance) and maximum desired speed are important parameters. The safe distance represents the shortest acceptable distance between two vehicles; the larger this distance, the more the vehicle tends to maintain a greater distance while following the vehicle ahead. A higher maximum desired speed means the vehicle will accelerate as much as possible to reach the maximum desired speed, barring other interference.

[0266] like Figure 2f As shown, the lane-changing behavior here is rule-based; that is, the vehicle initiates and completes a lane-changing process based on judgments of lane-changing intention and safety rules. Assuming the vehicle intends to change lanes, safety principles typically considered include the distance G between the vehicle and the preceding vehicle TP in the target simulated mainline lane. TP Distance G to the car behind TR TR It should be greater than a certain preset safety distance. Wherein, G TP Safety distance from the vehicle in front (G) SP G TR >Safe distance from the rear vehicle G SR .

[0267] like Figure 2gAs shown, autonomous platooning refers to two or more vehicles driving autonomously in a convoy in specific scenarios, based on technologies such as intelligent sensors, wireless communication, and cloud platforms, through data sharing and collaborative decision-making. Platooning is generally used in the logistics field to improve the efficiency of logistics transportation in various scenarios. The participating logistics trucks include lead vehicles and follower vehicles. The lead vehicle (LV), as the vehicle at the very front of the platoon, is the decision-maker for the entire platooning process (including creating and disbanding the platoon, vehicles joining and leaving the platoon, etc.), and manages and makes decisions regarding platooning behavior. Follower vehicles (FVs), as all other vehicles in the platoon following the lead vehicle, have the ability to maintain a reasonable safe distance from the vehicle in front. Platooning connects vehicles traveling in the same direction through V2X communication. Follower vehicles can obtain real-time information on the acceleration, braking, and steering of the vehicle in front and react in the shortest possible time, thereby minimizing the following distance. Because of the extremely close following distance, an "airflow vacuum zone" is created between the two trucks, preventing air turbulence and effectively reducing air resistance. This allows following trucks to travel with minimal wind resistance, thus saving fuel. Furthermore, thanks to the reduced vehicle spacing, autonomous platooning significantly alleviates traffic congestion and improves road capacity. High-precision sensors and advanced autonomous driving algorithms greatly enhance the safety of transport vehicles. While truck platooning offers these advantages, the long length of trucks and the short gaps between vehicles within the platoon mean that, in the case of large truck platoons, the platoon length can easily reach 100 meters. Therefore, considering the safety of nearby vehicles, the number of trucks in a platoon is usually limited to 3 or 4. However, the entire truck platoon still resembles a train or a moving "wall," posing significant challenges for other vehicles crossing the "wall."

[0268] In real-world scenarios, once a vehicle enters the ramp, it begins to observe the road conditions of the adjacent target mainline lane. Based on whether following vehicles in the target mainline lane yield, the vehicle decides whether to accelerate or decelerate in the merging lane to find the optimal merging time and position.

[0269] like Figure 2gThe illustration shows the decision-making process for the simulated vehicles in this application. Here, we consider the situation near the merging zone when the target simulated vehicle is a truck platoon. When the merging simulated vehicle is traveling on the simulated ramp and preparing to enter the merging zone, there are two scenarios: the truck platoon is either a following vehicle or a leading vehicle on the main line (the following and leading vehicles are determined by the vehicle's position relative to itself; if the vehicle's front envelope is behind the merging simulated vehicle, it is a following vehicle; otherwise, it is a leading vehicle). When the truck platoon is not in the target simulated main line lane of the merging simulated vehicle, it will not affect the merging of the merging simulated vehicle into the target simulated main line lane. Therefore, we only consider the case where the truck platoon is located in the target simulated main line lane adjacent to the simulated merging lane. In this application, it is assumed that each truck is 20 meters long, the spacing between trucks in the platoon is 20 meters, and the platoon consists of three trucks connected end-to-end (LV, FV1, and FV2). Therefore, the total platoon length Lp = 100 meters. Here, the platoon length is defined as the distance between the frontmost point of the cab envelope of LV and the rearmost point of the cab envelope of the last truck FV. It is assumed that other vehicles cannot enter the gaps between trucks in the platoon.

[0270] When two or more trucks autonomously drive in a platoon in specific scenarios using technologies such as autonomous driving and data sharing, transportation efficiency can be improved and logistics costs reduced. However, when platooned trucks travel in merging areas of highways or expressways, they can impact merging vehicles waiting to merge from ramps. Therefore, in real-world scenarios, vehicles waiting to merge around the platoon will employ certain maneuvers to successfully merge onto the main road.

[0271] This application first analyzes the relative positions of the simulated vehicle to be crossed and the target simulated vehicle, and then formulates different vehicle control strategies for the simulated vehicle to be crossed in the simulation system based on their estimated travel time to reach the intersection, so as to make the simulated vehicle to be crossed enter different decision branches, thereby making the driving behavior closer to the real world.

[0272] As can be seen from the above, this application first analyzes the relative positions of the simulated vehicle to be merged and the target simulated vehicle, and further formulates different vehicle control strategies for the merging vehicle in the simulation system based on their expected travel time to reach the intersection. By using different merging conditions before and after the merger, the simulated vehicle to be merged enters different decision branches, thereby making the driving behavior of the simulated vehicle to be merged closer to the real world.

[0273] To better implement the above methods, this application also provides a traffic simulation device, which can be integrated into an electronic device, such as a terminal or server. The terminal can be a mobile phone, tablet computer, smart Bluetooth device, laptop computer, or personal computer; the server can be a single server or a server cluster composed of multiple servers.

[0274] For example, in this embodiment, the method of this application embodiment will be described in detail by taking the traffic simulation device specifically integrated into an electronic device as an example.

[0275] For example, such as Figure 3 As shown, the traffic simulation device may include a vehicle identification unit 301, a parameter calculation unit 302, a first strategy determination unit 303, a distance determination unit 304, a second strategy determination unit 305, and a simulated driving unit 306, as follows:

[0276] (I) Vehicle identification unit 301.

[0277] The vehicle identification unit 301 is used to identify simulated vehicles in the target simulated mainline lane area adjacent to the simulated merging lane when a simulated vehicle to merge enters the simulated merging lane. The simulated merging lane is adjacent to the target simulated mainline lane.

[0278] (II) Parameter Calculation Unit 302.

[0279] The parameter calculation unit 302 is used to determine the relative position between the simulated vehicle to merge and the target simulated vehicle when the target simulated vehicle is detected to be traveling in the target mainline lane area, as well as the estimated travel time for the simulated vehicle to merge and the target simulated vehicle to reach the merging position respectively. The merging position is the intersection of the simulated merging lane and the target simulated mainline lane.

[0280] In some embodiments, the parameter calculation unit includes a distance calculation subunit and a time calculation subunit:

[0281] The distance calculation subunit is used to determine the first distance between the simulated vehicle to be merged and the meeting point, and the second distance between the target simulated vehicle and the meeting point;

[0282] The time calculation subunit is used to determine the first estimated travel time for the simulated vehicle to reach the meeting point, based on the current travel speed of the simulated vehicle to be crossed; and to determine the second estimated travel time for the simulated vehicle to reach the meeting point, based on the current travel speed of the simulated vehicle to be crossed.

[0283] (III) First Strategy Determination Unit 303.

[0284] The first strategy determination unit 303 is used to determine multiple vehicle control strategies for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane based on the relative position and the estimated travel time for the simulated vehicle to merge and the target simulated vehicle to reach the merging position.

[0285] In some embodiments, the time calculation subunit includes a time acquisition module and a time update module:

[0286] The time acquisition module is used to acquire the preset vehicle lane change time, which is the time required for the simulated vehicle to change lanes from the simulated merging lane to the target simulated mainline lane.

[0287] The time update module is used to update the first estimated travel time based on the preset vehicle lane change time, so as to obtain the updated first estimated travel time.

[0288] In some embodiments, the first strategy determination unit includes a first determination subunit, a second determination subunit, a third determination subunit, and a fourth determination subunit:

[0289] The first determining subunit is used to determine the uniform acceleration merging strategy and deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane when the first distance is less than the second distance and the first estimated travel time is less than the second estimated travel time.

[0290] The second determining subunit is used to determine the speeding merging strategy and the deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane when the first distance is less than the second distance and the first estimated travel time is not less than the second estimated travel time.

[0291] The third determining subunit is used to determine the speeding merging strategy, constant speed merging strategy, and constant deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane when the first distance is not less than the second distance and the first estimated travel time is less than the second estimated travel time.

[0292] The fourth determining subunit is used to determine the uniform speed merging strategy and uniform deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane, provided that the first distance is not less than the second distance and the first estimated travel time is not less than the second estimated travel time.

[0293] (iv) Distance determination unit 304.

[0294] The distance determination unit 304 is used to determine the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy.

[0295] In some embodiments, the vehicle control strategy is an acceleration merging strategy or a deceleration merging strategy.

[0296] The distance determination unit includes an acceleration determination subunit and an actual distance determination subunit:

[0297] The acceleration determination subunit is used to determine the expected acceleration corresponding to the driving aggressive parameters set for the vehicle to be simulated.

[0298] The actual distance determination subunit is used to determine the actual vehicle distance between the simulated vehicle and the target simulated vehicle when the simulated vehicle merges into the target simulated mainline lane under the vehicle control strategy, based on the expected acceleration and the current driving speed of the simulated vehicle to merge.

[0299] In some embodiments, the accelerated import strategy includes the ultra-fast import strategy;

[0300] The acceleration determination subunit includes a probability determination module, a floating-point number generation module, and an acceleration calculation module:

[0301] The probability determination module is used to determine the expected speeding probability of the simulated vehicle to be merged when the vehicle control strategy is the speeding merge strategy, based on the vehicle speeding probability function provided by the speeding merge strategy and the driving aggressive parameters set by the simulated vehicle to be merged.

[0302] The floating-point number generation module is used to generate random floating-point numbers based on the expected overspeed probability.

[0303] The acceleration calculation module is used to calculate the current acceleration of the vehicle to be simulated based on the expected overspeed probability and random floating-point numbers.

[0304] In some embodiments, the acceleration calculation module includes an acceleration acquisition submodule, a reference velocity determination submodule, a target velocity determination submodule, and an acceleration determination submodule:

[0305] The acceleration acquisition submodule is used to acquire the initial acceleration corresponding to the driving aggressive parameters set for the simulated vehicle when the expected overspeed probability is greater than a random floating-point number.

[0306] The reference speed determination submodule is used to determine the reference speed of the simulated vehicle to be crossed based on the initial acceleration, the current speed of the simulated vehicle to be crossed, and the distance between the simulated vehicle to be crossed and the crossing point.

[0307] The target speed determination submodule is used to determine the target speed based on the reference speed and the preset overspeed range;

[0308] The acceleration determination submodule is used to determine the expected acceleration of the simulated vehicle to be transferred based on the target speed and the current speed of the simulated vehicle.

[0309] In some embodiments, the acceleration determination subunit includes a deceleration determination module and an acceleration determination module:

[0310] The deceleration determination module is used to determine the reference deceleration of the simulated vehicle to be merged when the vehicle control strategy is a deceleration merging strategy, based on the current driving speed of the simulated vehicle to be merged, the preset speed at which the simulated vehicle to be merged reaches the merging position, and the distance between the simulated vehicle to be merged and the merging position.

[0311] The acceleration determination module is used to determine the expected acceleration corresponding to the driving aggressive parameters set for the simulated vehicle, based on the reference deceleration.

[0312] In some embodiments, the vehicle control strategy includes a forward merging strategy that instructs the simulated vehicle to merge into the target simulated mainline lane from in front of the target simulated vehicle.

[0313] The actual distance determination subunit includes a travel time determination module, a travel distance determination module, and a vehicle distance determination module:

[0314] The travel time determination module is used to determine the actual travel time of the simulated vehicle to merge into the target simulated mainline lane from the merging position under the vehicle control strategy.

[0315] The driving distance determination module is used to determine the driving distance of the target simulated vehicle based on the actual driving time and the current driving speed of the target simulated vehicle.

[0316] The vehicle distance determination module is used to determine the actual vehicle distance between the simulated vehicle to be merged and the target simulated vehicle when the simulated vehicle to be merged merges from the intersection into the target simulated mainline lane under the vehicle control strategy, based on the driving distance and the distance between the target simulated vehicle and the intersection position.

[0317] In some embodiments, the travel time determination module determines the expected acceleration corresponding to the driving aggressive parameters set by the acceleration determination subunit for the simulated vehicle to cross; and predicts the actual travel time for the simulated vehicle to reach the crossing position based on the expected acceleration, the current travel speed of the simulated vehicle to cross, and the distance between the simulated vehicle to cross and the crossing position.

[0318] In some embodiments, the vehicle control strategy is used to include a rear merging strategy, which instructs the simulated vehicle to merge into the target simulated mainline lane from behind the target simulated vehicle.

[0319] The actual distance determination subunit includes a vehicle length acquisition module, a travel time determination module, a travel distance determination module, and a vehicle distance determination module.

[0320] The vehicle length acquisition module is used to acquire the vehicle length of the target simulated vehicle.

[0321] The travel time determination module is used to determine the actual travel time of the simulated vehicle to merge into the target simulated mainline lane from the merging position under the vehicle control strategy.

[0322] The driving distance determination module is used to determine the driving distance of the target simulated vehicle based on the actual driving time and the current driving speed of the target simulated vehicle.

[0323] The vehicle distance determination module is used to determine the actual vehicle distance of the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy, based on the driving distance, vehicle length, and distance between the target simulated vehicle and the intersection position.

[0324] (V) Second Strategy Determination Unit 305.

[0325] The second strategy determination unit 305 is used to determine the target vehicle control strategy from various vehicle control strategies based on the actual vehicle distance and the preset vehicle safe driving distance threshold.

[0326] In some embodiments, multiple vehicle control strategies are arranged in a predetermined order;

[0327] The distance determination unit includes a strategy selection subunit and an actual distance determination subunit:

[0328] The strategy selection subunit is used to select the current vehicle control strategy from multiple vehicle control strategies based on a predetermined order;

[0329] The actual distance determination subunit is used to determine the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the current vehicle control strategy.

[0330] The second strategy determination unit is used to determine the current vehicle control strategy as the target vehicle control strategy when the actual vehicle distance under the current vehicle control strategy is not less than the preset safe driving distance threshold.

[0331] In some embodiments, the second strategy determination unit is further configured to, when the actual vehicle distance under the current vehicle control strategy is less than a preset safe driving distance threshold, select a new current vehicle control strategy from multiple vehicle control strategies based on a predetermined order; return to the step of determining the actual vehicle distance between the simulated vehicle to be merged and the target simulated vehicle when the simulated vehicle to be merged into the target simulated mainline lane under the current vehicle control strategy, until the actual vehicle distance under the new current vehicle control strategy is not less than the preset safe driving distance threshold, and determine the new current vehicle control strategy as the target vehicle control strategy.

[0332] (vi) Simulation driving unit 306.

[0333] The simulation driving unit 306 is used to control the simulated vehicle to merge from the simulated merging lane to the target simulated mainline lane based on the target vehicle control strategy, so that the simulated vehicle to merge into the target simulated mainline lane.

[0334] In practice, each of the above units can be implemented as an independent entity or can be arbitrarily combined to be implemented as the same or several entities. For the specific implementation of each of the above units, please refer to the previous method embodiments, which will not be repeated here.

[0335] As can be seen from the above, in this embodiment of the traffic simulation device, when a simulated vehicle to merge enters the simulated merging lane, the vehicle identification unit identifies the simulated vehicle in the target mainline lane area adjacent to the simulated merging lane. The simulated merging lane and the target simulated mainline lane are adjacent. When a target simulated vehicle is detected traveling within the target mainline lane area, the parameter calculation unit determines the relative position between the simulated vehicle to merge and the target simulated vehicle, as well as the estimated travel time for each vehicle to reach the intersection point, which is the junction of the simulated merging lane and the target simulated mainline lane. The first strategy determination unit determines the relative position and the estimated travel time for each vehicle to reach the intersection point based on the relative position and the estimated travel time for each vehicle. The estimated travel time of each real vehicle to the merging position is used to determine multiple vehicle control strategies for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane. The distance determination unit determines the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle merges into the target simulated mainline lane under the vehicle control strategies. The second strategy determination unit determines the target vehicle control strategy from the various vehicle control strategies based on the actual vehicle distance and a preset safe driving distance threshold. The simulation driving unit controls the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane based on the target vehicle control strategy.

[0336] Therefore, the embodiments of this application can make the simulation test results of the simulated vehicle merging from the simulated merging lane into the target simulated main lane more realistic, improving the authenticity and reliability of the simulation test results, and facilitating a comprehensive evaluation of the performance and safety of the autonomous driving system in complex traffic environments.

[0337] This application also provides an electronic device, which can be a terminal, a server, or other similar device. The terminal can be a mobile phone, tablet computer, smart Bluetooth device, laptop computer, personal computer, etc.; the server can be a single server or a server cluster composed of multiple servers, etc.

[0338] In some embodiments, the traffic simulation device can also be integrated into multiple electronic devices, such as multiple servers, with multiple servers implementing the traffic simulation method of this application.

[0339] In this embodiment, a server will be used as an example for detailed description. For example, ... Figure 4 As shown, it illustrates a schematic diagram of the server structure involved in an embodiment of this application. Specifically:

[0340] The server may include components such as a processor 401 with one or more processing cores, a memory 402 with one or more computer-readable storage media, a power supply 403, an input module 404, and a communication module 405. Those skilled in the art will understand that... Figure 4 The server architecture shown does not constitute a limitation on the server and may include more or fewer components than illustrated, or combine certain components, or have different component arrangements. Wherein:

[0341] The processor 401 is the control center of the server, connecting various parts of the server via various interfaces and lines. It performs various server functions and processes data by running or executing software programs and / or modules stored in the memory 402, and by calling data stored in the memory 402. In some embodiments, the processor 401 may include one or more processing cores; in some embodiments, the processor 401 may integrate an application processor and a modem processor, wherein the application processor mainly handles the operating system, user interface, and applications, and the modem processor mainly handles wireless communication. It is understood that the modem processor may also not be integrated into the processor 401.

[0342] The memory 402 can be used to store software programs and modules. The processor 401 executes various functional applications and data processing by running the software programs and modules stored in the memory 402. The memory 402 may mainly include a program storage area and a data storage area. The program storage area may store the operating system, at least one application program required for a function (such as sound playback function, image playback function, etc.), etc.; the data storage area may store data created according to the use of the server, etc. In addition, the memory 402 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device. Accordingly, the memory 402 may also include a memory controller to provide the processor 401 with access to the memory 402.

[0343] The server also includes a power supply 403 that supplies power to the various components. In some embodiments, the power supply 403 can be logically connected to the processor 401 through a power management system, thereby enabling functions such as charging, discharging, and power consumption management through the power management system. The power supply 403 may also include one or more DC or AC power supplies, recharging systems, power fault detection circuits, power converters or inverters, power status indicators, and other arbitrary components.

[0344] The server may also include an input module 404, which can be used to receive input numeric or character information, and generate keyboard, mouse, joystick, optical or trackball signal inputs related to user settings and function control.

[0345] The server may also include a communication module 405. In some embodiments, the communication module 405 may include a wireless module, through which the server can perform short-range wireless transmission, thereby providing users with wireless broadband internet access. For example, the communication module 405 can be used to help users send and receive emails, browse web pages, and access streaming media.

[0346] Although not shown, the server may also include a display unit, etc., which will not be described in detail here. Specifically, in this embodiment, the processor 401 in the server loads the executable files corresponding to the processes of one or more applications into the memory 402 according to the following instructions, and the processor 401 runs the applications stored in the memory 402, thereby implementing the steps in the methods of the various embodiments of this application.

[0347] For details on the implementation of each of the above operations, please refer to the previous examples, which will not be repeated here.

[0348] As shown above, by comparing the actual vehicle distances between the simulated vehicle and the target simulated vehicle when the simulated vehicle merges into the target simulated mainline lane under different vehicle control strategies with preset safe driving distance thresholds, the target vehicle control strategies that can be adopted for the simulated vehicle to successfully merge into the target simulated mainline lane can be determined. This ensures that the simulation results of the simulated vehicle executing the target vehicle control strategy to merge into the target simulated mainline lane closely match the actual situation. Therefore, the realism and reliability of the simulation results can be improved, which is beneficial for comprehensively evaluating the performance and safety of autonomous driving systems in complex traffic environments.

[0349] Those skilled in the art will understand that all or part of the steps in the various methods of the above embodiments can be performed by instructions, or by instructions controlling related hardware. These instructions can be stored in a computer-readable storage medium and loaded and executed by a processor.

[0350] Therefore, embodiments of this application provide a computer-readable storage medium storing a plurality of instructions that can be loaded by a processor to execute steps in any of the traffic simulation methods provided in embodiments of this application. For example, the instructions can execute the following steps:

[0351] When a simulated vehicle enters the simulated merging lane, the simulated vehicle is identified in the target mainline lane area adjacent to the simulated merging lane on the target simulated mainline lane. The simulated merging lane is adjacent to the target simulated mainline lane.

[0352] When a target simulated vehicle is detected traveling within the target mainline lane area, the relative positions between the merging simulated vehicle and the target simulated vehicle are determined, as well as the estimated travel time for the merging simulated vehicle and the target simulated vehicle to reach the merging position. The merging position is the intersection of the simulated merging lane and the target simulated mainline lane.

[0353] Based on the relative positions and the estimated travel times for the simulated vehicle to merge and the target simulated vehicle to reach the merging position, multiple vehicle control strategies are determined for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane.

[0354] Determine the actual vehicle distance between the simulated vehicle and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy;

[0355] Based on the actual vehicle distance and the preset safe driving distance threshold, the target vehicle control strategy is determined from various vehicle control strategies.

[0356] Based on the target vehicle control strategy, the simulated vehicles waiting to merge are controlled to travel from the simulated merging lane to the target simulated mainline lane, so that the simulated vehicles waiting to merge merge into the target simulated mainline lane.

[0357] The storage medium may include: read-only memory (ROM), random access memory (RAM), disk or optical disk, etc.

[0358] According to one aspect of this application, a computer program product or computer program is provided, comprising a computer program / instructions stored in a computer-readable storage medium. A processor of an electronic device reads the computer program / instructions from the computer-readable storage medium and executes the computer program / instructions, causing the electronic device to perform the methods provided in various alternative implementations of the traffic simulation aspects described in the above embodiments.

[0359] Since the instructions stored in the storage medium can execute the steps in any of the traffic simulation methods provided in the embodiments of this application, the beneficial effects that any of the traffic simulation methods provided in the embodiments of this application can achieve can be realized, as detailed in the preceding embodiments, and will not be repeated here.

[0360] The above provides a detailed description of a traffic simulation method, apparatus, electronic device, storage medium, and program product provided in the embodiments of this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A traffic simulation method, characterized in that, include: When a simulated vehicle enters the simulated merging lane, the simulated vehicle is identified in the target mainline lane area adjacent to the simulated merging lane. The simulated merging lane is adjacent to the target simulated mainline lane. When a target simulated vehicle is detected traveling within the target mainline lane area, the relative position between the simulated vehicle to merge and the target simulated vehicle is determined, as well as the estimated travel time for the simulated vehicle to merge and the target simulated vehicle to reach the merging position, where the merging position is the intersection of the simulated merging lane and the target simulated mainline lane. Based on the relative positions and the estimated travel times for the simulated vehicle to merge and the target simulated vehicle to reach the merging position, multiple vehicle control strategies are determined for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane. Determine the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy; Based on the actual vehicle distance and the preset safe driving distance threshold, the target vehicle control strategy is determined from each vehicle control strategy. Based on the target vehicle control strategy, the simulated vehicle to merge is controlled to travel from the simulated merging lane to the target simulated mainline lane, so that the simulated vehicle to merge into the target simulated mainline lane.

2. The traffic simulation method as described in claim 1, characterized in that, The vehicle control strategy is either an acceleration merging strategy or a deceleration merging strategy. The determination of the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy includes: Determine the expected acceleration corresponding to the aggressive driving parameters set for the simulated vehicle to be transferred; Based on the predicted acceleration and the current speed of the simulated vehicle to merge, the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle is determined when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy.

3. The traffic simulation method as described in claim 2, characterized in that, The accelerated import strategy includes an ultra-fast import strategy; The determination of the predicted acceleration corresponding to the aggressive driving parameters set for the simulated vehicle to be transferred includes: When the vehicle control strategy is the overspeed merging strategy, the expected overspeed probability of the simulated vehicle to be merged is determined according to the vehicle overspeed probability function provided by the overspeed merging strategy and the driving aggressive parameters set by the simulated vehicle to be merged. Based on the predicted overspeed probability, generate a random floating-point number; Calculate the current acceleration of the simulated vehicle to be transferred based on the predicted overspeed probability and the random floating-point number.

4. The traffic simulation method as described in claim 3, characterized in that, The step of calculating the current acceleration of the simulated vehicle to be transferred based on the predicted overspeed probability and the random floating-point number includes: When the expected overspeed probability is greater than the random floating-point number, obtain the initial acceleration corresponding to the aggressive driving parameters set for the simulated vehicle to be collected; Based on the initial acceleration, the current speed of the simulated vehicle to be crossed, and the distance between the simulated vehicle to be crossed and the intersection point, the reference speed of the simulated vehicle to be crossed is determined. The target speed is determined based on the reference speed and the preset overspeed range; Based on the target speed and the current speed of the simulated vehicle to be remitted, the expected acceleration corresponding to the simulated vehicle to be remitted is determined.

5. The traffic simulation method as described in claim 2, characterized in that, The determination of the predicted acceleration corresponding to the aggressive driving parameters set for the simulated vehicle to be transferred includes: When the vehicle control strategy is the deceleration merging strategy, the reference deceleration of the simulated vehicle to be merged is determined based on the current driving speed of the simulated vehicle to be merged, the preset speed at which the simulated vehicle to be merged reaches the merging position, and the distance between the simulated vehicle to be merged and the merging position. Based on the reference deceleration, determine the expected acceleration corresponding to the driving aggressive parameters set for the simulated vehicle to be transferred.

6. The traffic simulation method as described in claim 1, characterized in that, The vehicle control strategy includes a forward merging strategy, which instructs the simulated vehicle to merge into the target simulated mainline lane from in front of the target simulated vehicle. The determination of the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy includes: Determine the actual travel time of the simulated vehicle to merge into the target simulated mainline lane from the merging position under the vehicle control strategy; Based on the actual driving time and the current driving speed of the target simulated vehicle, the driving distance of the target simulated vehicle is determined; Based on the travel distance and the distance between the target simulated vehicle and the intersection point, the actual vehicle distance between the simulated vehicle to be merged and the target simulated vehicle is determined when the simulated vehicle to be merged merges from the intersection point into the target simulated mainline lane under the vehicle control strategy.

7. The traffic simulation method as described in claim 6, characterized in that, The determination of the actual travel time of the simulated vehicle merging into the target simulated mainline lane under the vehicle control strategy includes: Determine the expected acceleration corresponding to the aggressive driving parameters set for the simulated vehicle to be transferred; Based on the predicted acceleration, the current speed of the simulated vehicle to be crossed, and the distance between the simulated vehicle to be crossed and the meeting point, the actual travel time of the simulated vehicle to be crossed to the meeting point is predicted.

8. The traffic simulation method as described in claim 1, characterized in that, The vehicle control strategy includes a rear merging strategy, which instructs the simulated vehicle to merge into the target simulated mainline lane from behind the target simulated vehicle. The determination of the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy includes: Obtain the vehicle length of the target simulated vehicle; Determine the actual travel time of the simulated vehicle to merge into the target simulated mainline lane from the merging position under the vehicle control strategy; The travel distance of the target simulation vehicle is determined based on the actual travel time and the current travel speed of the target simulation vehicle. Based on the travel distance, the vehicle length, and the distance between the target simulated vehicle and the intersection point, the actual vehicle distance of the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy is determined.

9. The traffic simulation method as described in claim 1, characterized in that, The multiple vehicle control strategies are arranged in a predetermined order; The determination of the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy includes: Based on the predetermined order, the current vehicle control strategy is selected from multiple vehicle control strategies. Determine the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the current vehicle control strategy; The step of determining the target vehicle control strategy from various vehicle control strategies based on the actual vehicle distance and a preset safe driving distance threshold includes: When the actual vehicle distance under the current vehicle control strategy is not less than the preset safe driving distance threshold, the current vehicle control strategy is determined to be the target vehicle control strategy.

10. The traffic simulation method as described in claim 9, characterized in that, Also includes: When the actual vehicle distance under the current vehicle control strategy is less than the preset safe driving distance threshold, a new current vehicle control strategy is selected from multiple vehicle control strategies based on the predetermined order. Return to the step of determining the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the current vehicle control strategy, until the actual vehicle distance under the new current vehicle control strategy is not less than the preset safe driving distance threshold, and then determine the new current vehicle control strategy as the target vehicle control strategy.

11. The traffic simulation method as described in claim 1, characterized in that, Determining the relative positions between the simulated vehicle to be rendezvous and the target simulated vehicle, and the estimated travel times for the simulated vehicle to be rendezvous and the target simulated vehicle to reach the rendezvous point respectively, includes: Determine a first distance between the simulated vehicle to be rendezvous and the rendezvous point, and a second distance between the target simulated vehicle and the rendezvous point; Based on the current speed of the simulated vehicle to be remitted, the first estimated travel time for the simulated vehicle to reach the rendezvous point is determined; Based on the current speed of the target simulated vehicle, determine the second estimated travel time for the target simulated vehicle to reach the intersection position.

12. The traffic simulation method as described in claim 11, characterized in that, Determining the first estimated travel time for the simulated vehicle to reach the meeting point based on its current speed includes: Obtain a preset vehicle lane change time, which is the time required for the simulated vehicle to change lanes from the simulated merging lane to the target simulated mainline lane. Based on the preset vehicle lane change time, the first estimated travel time is updated to obtain the updated first estimated travel time.

13. The traffic simulation method as described in claim 11, characterized in that, Based on the relative positions and the estimated travel times of the simulated vehicle to merge and the target simulated vehicle to reach the merging position, the system determines multiple vehicle control strategies for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane, including: If the first distance is less than the second distance and the first estimated travel time is less than the second estimated travel time, determine the uniform acceleration merging strategy and deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane; If the first distance is less than the second distance and the first estimated travel time is not less than the second estimated travel time, determine the speeding merging strategy and the deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane. If the first distance is not less than the second distance and the first estimated travel time is less than the second estimated travel time, determine the overspeed merging strategy, constant speed merging strategy, and constant deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane. If the first distance is not less than the second distance and the first estimated travel time is not less than the second estimated travel time, determine the uniform speed merging strategy and the uniform deceleration merging strategy corresponding to the simulated vehicle merging from the simulated merging lane into the target simulated mainline lane.

14. A traffic simulation device, characterized in that, include: The vehicle recognition unit is used to identify simulated vehicles in the target simulated mainline lane area adjacent to the simulated merging lane when a simulated vehicle to merge enters the simulated merging lane. The simulated merging lane is adjacent to the target simulated mainline lane. The parameter calculation unit is used to determine the relative position between the simulated vehicle to merge and the target simulated vehicle, as well as the estimated travel time for the simulated vehicle to merge and the target simulated vehicle to reach the merging position when the target simulated vehicle is detected to be traveling in the target mainline lane area. The merging position is the intersection of the simulated merging lane and the target simulated mainline lane. The first strategy determination unit is used to determine multiple vehicle control strategies for the simulated vehicle to merge from the simulated merging lane into the target simulated mainline lane based on the relative position and the estimated travel time for the simulated vehicle to merge and the target simulated vehicle to reach the merging position, respectively. The distance determination unit is used to determine the actual vehicle distance between the simulated vehicle to merge and the target simulated vehicle when the simulated vehicle to merge into the target simulated mainline lane under the vehicle control strategy. The second strategy determination unit is used to determine the target vehicle control strategy from various vehicle control strategies based on the actual vehicle distance and the preset vehicle safe driving distance threshold. The simulation driving unit is used to control the simulated vehicle to merge from the simulated merging lane to the target simulated mainline lane based on the target vehicle control strategy, so that the simulated vehicle to merge into the target simulated mainline lane.

15. An electronic device, characterized in that, It includes a processor and a memory, the memory storing multiple instructions; the processor loads instructions from the memory to execute the steps in the traffic simulation method as described in any one of claims 1 to 13.

16. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a plurality of instructions adapted for loading by a processor to execute the steps of the traffic simulation method according to any one of claims 1 to 13.

17. A computer program product comprising multiple instructions, characterized in that, When the instructions are executed by the processor, they implement the steps in the traffic simulation method according to any one of claims 1 to 13.

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