Driving style based active collision avoidance control system joint simulation method and device

Abstract

The application discloses a driving style-based active collision avoidance control system joint simulation method and device, and belongs to the technical field of collision avoidance control. Expected following distance and preferred braking deceleration of various driving style types are obtained, real-time collision time, collision time trigger threshold, collision avoidance demand deceleration and maximum available braking deceleration are determined based on relative motion state, braking response delay, trigger time margin and road adhesion condition; a joint simulation environment is built and multiple rounds of simulation are performed, when collision avoidance is triggered, an initial braking deceleration target value is determined based on the collision avoidance demand deceleration, the maximum available braking deceleration and the preferred braking deceleration and is configured to a collision avoidance control model; a style adaptation index is determined based on the collision avoidance result in the simulation result which does not generate a simulation result exceeding the current braking capacity mark and the deviation between the actual following distance and the expected following distance, so that the simulation evaluation comparability of different driving style parameter configurations is improved.

Description

Technical Field

[0001] This application relates to the field of collision avoidance control technology, specifically to a co-simulation method and device for an active collision avoidance control system based on driving style. Background Technology

[0002] Active collision avoidance control systems automatically trigger braking when a collision risk is detected. The reliability and style adaptability of their control strategies directly affect driving safety and the driving experience. During system development, co-simulation, by running control algorithms, vehicle dynamics, and traffic scenario models collaboratively, can complete multi-condition verification without relying on real vehicle testing, and is a core method for collision avoidance control algorithm development.

[0003] However, existing co-simulations for active collision avoidance control systems typically use fixed control parameters or directly change trigger and braking parameters based on driving style experience values, without verifying the braking deceleration required for the current relative motion and the braking capacity provided by road conditions. If the collision time trigger boundary coincides with the limit braking boundary corresponding to the maximum available braking deceleration, the braking range available for driving style selection during collision avoidance triggering degrades. At the same time, the expected following distance is used to describe normal following preference, while the collision time is used to describe the current collision proximity. The two have different physical meanings. If they are directly substituted in the triggering and evaluation process, the resulting intervention deviation lacks a unified standard, resulting in low comparability of simulation evaluations for different driving style parameter configurations. Summary of the Invention

[0004] Based on this, this application provides a co-simulation method and device for an active collision avoidance control system based on driving style, which can improve the comparability of simulation evaluations of different driving style parameter configurations.

[0005] Firstly, this application provides a co-simulation method for an active collision avoidance control system based on driving style, comprising the following steps: Obtain style characteristic parameters for various driving style types, including expected following distance and preferred braking deceleration; The system acquires the relative distance, relative speed, estimated tire-road adhesion coefficient, and braking response delay time between the vehicle and the target ahead. It determines the real-time collision time based on the relative distance and relative speed, determines the collision avoidance deceleration based on the relative distance, relative speed, and braking response delay time, determines the maximum available braking deceleration based on the estimated tire-road adhesion coefficient, and determines the collision time trigger threshold based on the braking response delay time, relative speed, maximum available braking deceleration, and a positive preset trigger time margin. A joint simulation environment was built, and the collision time trigger threshold was configured for the collision avoidance control model, while the expected following distance for each driving style type was configured for the driver behavior model. In the same traffic scenario, multiple rounds of simulations are performed for each driving style type. When the real-time collision time is not greater than the collision time trigger threshold for the first time, if the collision avoidance deceleration is not greater than the maximum available braking deceleration, the preferred braking deceleration is limited to the two to determine the initial braking deceleration target value. Otherwise, the maximum available braking deceleration is determined as the initial braking deceleration target value and a flag indicating that the current braking capacity is exceeded is generated. The initial braking deceleration target value is configured to the collision avoidance control model. For simulation results that do not generate a flag indicating that the current braking capacity is exceeded, the style adaptation index is determined based on the collision avoidance result and the deviation between the actual following distance and the expected following distance.

[0006] In a preferred embodiment, the style characteristic parameters are obtained by statistical analysis of historical driving data corresponding to the driving style type, or preset by simulation testers according to test requirements.

[0007] Furthermore, the collision time trigger threshold is determined based on the braking response delay time, relative speed, maximum available braking deceleration, and a positive preset trigger time margin using the following method: The sum of the braking response delay time, the ratio of the relative speed to twice the maximum available braking deceleration, and the preset trigger time margin is determined as the collision time trigger threshold.

[0008] In addition, the real-time collision time, predicted remaining distance, collision avoidance deceleration, and maximum available braking deceleration are determined in the following manner: When the relative speed represents the vehicle approaching the target ahead, the real-time collision time is determined based on the relative distance and the relative speed, and the predicted remaining distance after the braking response delay time is determined based on the relative distance, the relative speed and the braking response delay time. The collision avoidance deceleration is determined based on the predicted remaining distance and the relative speed, and the maximum available braking deceleration is determined based on the estimated tire-road adhesion coefficient and the preset adhesion utilization margin.

[0009] Furthermore, the expected following distance corresponding to each driving style type is loaded into the expected following distance parameter of the driver behavior model.

[0010] When the collision avoidance deceleration requirement is no greater than the maximum available braking deceleration, the preferred braking deceleration is limited to between the two to determine the initial braking deceleration target value using the following method: When the collision avoidance deceleration is not greater than the maximum available braking deceleration, if the preferred braking deceleration is less than the collision avoidance deceleration, then the collision avoidance deceleration is determined as the initial braking deceleration target value; if the preferred braking deceleration is greater than the maximum available braking deceleration, then the maximum available braking deceleration is determined as the initial braking deceleration target value; otherwise, the preferred braking deceleration is determined as the initial braking deceleration target value.

[0011] The initial braking deceleration target value is assigned to the collision avoidance control model corresponding to this driving style type.

[0012] In a preferred embodiment, the co-simulation environment is set up in the following manner: Instantiate the driver behavior model, collision avoidance control model, and vehicle dynamics model in the joint simulation platform; Define the data interaction channel between the driver behavior model, the collision avoidance control model, and the vehicle dynamics model; The control priority between the collision avoidance control model and the driver behavior model is set so that the collision avoidance command output by the collision avoidance control model when a collision risk is detected takes precedence over the control command output by the driver behavior model.

[0013] Furthermore, the instantiation of the driver behavior model, collision avoidance control model, and vehicle dynamics model includes: Create a driver behavior model instance in the co-simulation platform and load the style feature parameters corresponding to the current driving style type into the driver behavior model instance; In the co-simulation platform, a collision avoidance control model instance is created. The collision time trigger threshold corresponding to the driving style type is loaded into the collision avoidance control model instance. When the real-time collision time is not greater than the collision time trigger threshold for the first time, the determined initial braking deceleration target value is loaded into the collision avoidance control model instance. A vehicle dynamics model instance is loaded into the co-simulation platform, and the vehicle dynamics model instance receives input commands from the driver behavior model instance and the collision avoidance control model instance.

[0014] Furthermore, the data interaction channel between the driver behavior model, the collision avoidance control model, and the vehicle dynamics model is defined as follows: Define a first data channel for the driver behavior model to output to the vehicle dynamics model. The first data channel is used to transmit control commands, which include at least throttle opening value and brake pressure value. A second data channel is defined for the collision avoidance control model to output to the vehicle dynamics model. The second data channel is used to transmit collision avoidance commands, which include at least a target braking pressure value and a priority flag. A third data channel is defined for transmitting vehicle motion state data from the vehicle dynamics model to the driver behavior model and the collision avoidance control model. The third data channel is used to transmit vehicle motion state data, which includes at least the vehicle's longitudinal speed, the relative distance and relative speed between the vehicle and the target in front, and the estimated value of the tire-road adhesion coefficient.

[0015] In a preferred embodiment, performing multi-round simulations for different driving style types under the same traffic scenario includes: Obtain a pre-set identical traffic scenario for comparative evaluation of different driving style types. The scenario parameters and preset trigger time margin of the identical traffic scenario remain consistent in the simulation rounds of different driving style types. Iterate through each driving style type, load the expected following distance corresponding to the current driving style type into the driver behavior model, start a round of joint simulation, determine the initial braking deceleration target value in the round of joint simulation and load it into the collision avoidance control model, and run until the preset simulation end condition. After all simulation rounds for all driving style types have been completed, the simulation results for each round are summarized.

[0016] In a preferred embodiment, the style adaptation index is determined based on the collision avoidance results and the deviation between the actual following distance and the expected following distance in the following manner: During each round of joint simulation, the relative distance between the vehicle and the target ahead and the longitudinal speed of the vehicle are monitored when the collision avoidance control model issues the collision avoidance command for the first time. When the longitudinal speed of the vehicle is greater than zero, the relative distance is divided by the longitudinal speed of the vehicle to determine the actual following distance at the moment of collision avoidance intervention, and the occurrence of collision events is monitored. The collision avoidance result is determined based on the occurrence of the collision event; The absolute value of the deviation between the actual following distance and the expected following distance corresponding to the driving style type in the simulation of that wheel is calculated as the intervention distance deviation index. The collision avoidance result and the intervention time-distance deviation index are used as the style adaptation index corresponding to this driving style type.

[0017] Secondly, this application provides a co-simulation device for an active collision avoidance control system based on driving style, comprising: The acquisition module is used to acquire style feature parameters for various driving style types, including expected following distance and preferred braking deceleration; The processing module is used to obtain the relative distance, relative speed, estimated tire-road adhesion coefficient, and braking response delay time between the vehicle and the target ahead; determine the real-time collision time based on the relative distance and relative speed; determine the collision avoidance deceleration based on the relative distance, relative speed, and braking response delay time; determine the maximum available braking deceleration based on the estimated tire-road adhesion coefficient; and determine the collision time trigger threshold based on the braking response delay time, relative speed, maximum available braking deceleration, and a positive preset trigger time margin. The processing module is also used to build a joint simulation environment, configure the collision time trigger threshold to the collision avoidance control model, and configure the expected following distance for each driving style type to the driver behavior model. The execution module is used to perform multi-round simulations of various driving style types under the same traffic scenario. When the real-time collision time is not greater than the collision time trigger threshold for the first time, if the collision avoidance deceleration is not greater than the maximum available braking deceleration, the preferred braking deceleration is limited to the two to determine the initial braking deceleration target value. Otherwise, the maximum available braking deceleration is determined as the initial braking deceleration target value and a flag indicating that the current braking capacity is exceeded is generated. The initial braking deceleration target value is configured to the collision avoidance control model. For simulation results that do not generate a flag indicating that the current braking capacity is exceeded, the style adaptation index is determined based on the collision avoidance result and the deviation between the actual following distance and the expected following distance.

[0018] The technical solutions provided by the embodiments disclosed in this application have the following beneficial effects: This application determines the collision avoidance deceleration based on the relative motion state and uses the braking capacity determined by the road adhesion condition after reducing the adhesion utilization margin as the maximum available braking deceleration, avoiding the mistaken identification of the upper limit of braking capacity as the minimum braking intensity that must be applied. Only when the collision avoidance deceleration is not greater than the maximum available braking deceleration, the initial braking deceleration target value within the feasible range is selected based on the preferred braking deceleration, so that safety requirements and driving style preferences are coordinated within the same physical quantity range. The collision time trigger threshold is determined by the relative motion state, braking response delay, maximum available braking deceleration, and preset trigger time margin, so that the collision avoidance control model enters the collision avoidance braking branch before the collision avoidance deceleration reaches the maximum available braking deceleration, without substituting the expected following distance for the collision time. Under the same traffic scenario, the deviation between the actual following distance at the moment of collision avoidance and the expected following distance at the intervention time is used to form a style adaptation index with consistent dimensions, thereby improving the comparability of simulation evaluations of different driving style parameter configurations. Attached Figure Description

[0019] Figure 1 This is an exemplary flowchart of a co-simulation method for an active collision avoidance control system based on driving style, according to some embodiments of this application; Figure 2This is a schematic diagram illustrating an application scenario of a co-simulation data processing system according to some embodiments of this application; Figure 3 This is a flowchart illustrating the process of determining style adaptation indicators according to some embodiments of this application; Figure 4 This is a schematic diagram of the structure of a co-simulation device for an active collision avoidance control system based on driving style, according to some embodiments of this application; Figure 5 This is a schematic diagram of the structure of a computer device for implementing a co-simulation method for an active collision avoidance control system based on driving style, according to some embodiments of this application. Detailed Implementation

[0020] To better understand the above technical solutions, the following detailed description of the technical solutions is provided with reference to the accompanying drawings and specific embodiments.

[0021] refer to Figure 1 The figure is an exemplary flowchart of a co-simulation method for an active collision avoidance control system based on driving style, according to some embodiments of this application. This co-simulation method mainly includes the following steps: In step 101, style characteristic parameters for various driving style types are obtained, including expected following distance and preferred braking deceleration.

[0022] As a preferred embodiment, the style feature parameters corresponding to various driving style types are obtained in the following manner: Identify the various driving style types to be evaluated; By statistically analyzing the historical driving data of driver groups corresponding to each driving style type, the expected following distance and preferred braking deceleration corresponding to each driving style type are extracted. Alternatively, simulation testers can preset values ​​for the desired following distance and preferred braking deceleration based on test requirements.

[0023] More specifically, multiple driving style types to be evaluated are identified, such as conservative, moderate, and aggressive, and a desired following distance and preferred braking deceleration are configured for each driving style type. These style characteristic parameters can be obtained from historical driving data for the corresponding driving style type, or preset by simulation testers according to the testing objectives. For example, different desired following distances and preferred braking decelerations can be set separately to form distinguishable simulation parameter groups. The example values ​​mentioned above are only used for parameter configuration and comparison in joint simulations and do not equate desired following distance directly to collision time, nor are they intended to indicate that all drivers adhere to the same fixed value range. Finally, each driving style type and its corresponding style characteristic parameters are associated and stored as a style characteristic parameter mapping table for use in subsequent steps.

[0024] In some embodiments, reference Figure 2 As shown in the figure, this figure is a schematic diagram of the application scenario of the co-simulation data processing system shown in some embodiments of this application. The figure includes three main components: acquisition device, server and data storage device. The acquisition device is responsible for collecting style feature parameters corresponding to various driving style types and sending the acquired style feature parameters to the server through the communication network. The co-simulation data processing system runs on the server, and the server stores the processing results in the data storage device and visualizes them.

[0025] In step 102, the relative distance, relative speed, estimated tire-road adhesion coefficient, and braking response delay time between the vehicle and the target ahead are obtained. The real-time collision time is determined based on the relative distance and relative speed. The collision avoidance deceleration is determined based on the relative distance, relative speed, and braking response delay time. The maximum available braking deceleration is determined based on the estimated tire-road adhesion coefficient. The collision time trigger threshold is determined based on the braking response delay time, relative speed, maximum available braking deceleration, and a positive preset trigger time margin.

[0026] The collision time trigger threshold can be determined based on braking response delay time, relative speed, maximum available braking deceleration, and a positive preset trigger time margin using the following method: The sum of the braking response delay time, the ratio of the relative speed to twice the maximum available braking deceleration, and the preset trigger time margin is determined as the collision time trigger threshold.

[0027] It should be noted that the braking response delay time is used to characterize the time required for the braking system to establish effective braking force after the collision avoidance control model issues a braking command. When the relative speed represents the vehicle approaching the target ahead, according to the uniform deceleration relationship, the braking distance required to eliminate the relative speed under the maximum available braking deceleration is the ratio of the square of the relative speed to twice the maximum available braking deceleration; dividing this braking distance by the relative speed yields the ratio of the relative speed to twice the maximum available braking deceleration. The sum of this ratio and the braking response delay time corresponds to the limit braking boundary when the collision avoidance deceleration is equal to the maximum available braking deceleration. The preset trigger time margin is a positive value, used to advance the collision avoidance trigger time relative to the limit braking boundary, reserving time for collision risk calculation, command transmission, and braking force establishment.

[0028] In addition, the real-time collision time, predicted remaining distance, collision avoidance deceleration, and maximum available braking deceleration are determined in the following manner: When the relative speed represents the vehicle approaching the target ahead, the real-time collision time is determined based on the relative distance and the relative speed, and the predicted remaining distance after the braking response delay time is determined based on the relative distance, the relative speed and the braking response delay time. The collision avoidance deceleration is determined based on the predicted remaining distance and the relative speed, and the maximum available braking deceleration is determined based on the estimated tire-road adhesion coefficient and the preset adhesion utilization margin.

[0029] It should be noted that the real-time collision time characterizes the estimated remaining time before the vehicle collides with the target ahead, given that the current relative motion remains unchanged. It is determined by the ratio between the relative distance and the relative velocity representing the vehicle's approach to the target. The predicted remaining distance is the distance the vehicle continues to approach the target relative to the target during the braking response delay, subtracted from the current relative distance. It represents the remaining space available to eliminate relative velocity when the braking system begins to build effective braking force. The collision avoidance deceleration is determined according to the braking intensity required to eliminate relative velocity within the predicted remaining distance, representing the minimum braking deceleration required to avoid a collision. The maximum available braking deceleration is determined based on the current tire-road adhesion and subtracts a preset adhesion utilization margin, representing the upper limit of braking deceleration allowed for collision avoidance control under the current road adhesion conditions. Therefore, by comparing the collision avoidance deceleration and the maximum available braking deceleration, it is possible to determine whether the current braking capacity can meet the collision avoidance requirements and to determine the range within which the preferred braking deceleration can be effective.

[0030] When the predicted remaining distance is not greater than zero or the collision avoidance deceleration is greater than the maximum available braking deceleration, it indicates that under the current braking response delay and road surface adhesion conditions, the existing braking capacity is insufficient to meet the collision avoidance requirements, and a flag indicating that the current braking capacity is exceeded is generated. This will not be elaborated further here.

[0031] More specifically, within each simulation step of the co-simulation run, the longitudinal speed of the vehicle, the longitudinal speed of the target ahead, and the relative distance between them are read from the vehicle motion state data output by the scene management module and the vehicle dynamics model. The relative speed is obtained by subtracting the longitudinal speed of the target ahead from the longitudinal speed of the vehicle ahead. When the obtained relative speed is greater than zero, it indicates that the vehicle is approaching the target ahead. The estimated tire-road adhesion coefficient is read from the road adhesion coefficient parameter in the scene parameter configuration file or from the tire model state output by the vehicle dynamics model based on this parameter, avoiding the inverse determination of the road adhesion coefficient by a single slip ratio. The braking response delay time is determined by the pressure build-up delay and brake response delay in the vehicle braking system model. The above data are updated and written to the shared data area of ​​the co-simulation environment within each simulation step.

[0032] When determining the real-time collision time and the collision time trigger threshold, let d be the relative distance between the vehicle and the target ahead, v_c be the positive closing velocity in the relative velocity, t_d be the braking response delay time, and t_m be the preset trigger time margin. When v_c is greater than zero, the real-time collision time is d / v_c. Based on the current maximum available braking deceleration a_avail, t_d + v_c / (2a_avail) + t_m is determined as the collision time trigger threshold. Here, t_m is greater than zero and is in seconds; t_d + v_c / (2a_avail) is the limit braking boundary corresponding to the collision avoidance requirement deceleration equal to the maximum available braking deceleration. Simulation testers can calibrate t_m based on the control frame duration of the current test scenario, the maximum decrease in the difference between the real-time collision time and the limit braking boundary between adjacent control frames, and the trigger detection link delay. This ensures that when the real-time collision time is first detected to be no greater than the collision time trigger threshold, the collision avoidance requirement deceleration is still less than the maximum available braking deceleration, and the minimum value among the candidate values ​​that meet this condition is selected to reduce unnecessary early intervention. The collision avoidance control model maintains a consistent t_m across all driving style simulation rounds within the same traffic scenario, incorporating only the collision time trigger threshold and omitting the calculation of the predicted remaining distance d_r. The model enters the collision avoidance braking branch when the real-time collision time is not greater than the aforementioned collision time trigger threshold. This threshold is determined by relative motion state, braking response delay, available braking capacity, and a preset trigger time margin, without using the expected following distance as a substitute for collision time. When v_c is not greater than zero, the current simulation step size does not meet the collision time-based approximation trigger condition.

[0033] When determining the collision avoidance deceleration and the maximum available braking deceleration, the predicted remaining distance after the braking response delay time is first calculated as d_r = d - v_c × t_d. When d_r is greater than zero and v_c is greater than zero, the collision avoidance deceleration is calculated according to a_req = v_c² / (2d_r). Based on the estimated tire-road adhesion coefficient μ, gravitational acceleration g, and preset adhesion utilization margin η, the maximum available braking deceleration is determined according to a_avail = (1-η) × μ × g, where η is used to reserve margin for fluctuations in adhesion conditions. Thus, the road adhesion conditions determine the upper limit of the current available braking capacity, while the collision avoidance deceleration is determined by the relative motion state; the two are no longer used as different names for the same value. Based on the aforementioned collision time trigger threshold, when v_c, a_avail, and t_m are all greater than zero and the real-time collision time is equal to the collision time trigger threshold, a_req = v_c² / [v_c² / a_avail + 2v_c × t_m]. Therefore, a_req is less than a_avail. A time interval for selecting driving style is formed between the collision time trigger threshold and the limit braking boundary corresponding to a_req equal to a_avail. The width of this time interval is t_m.

[0034] Within each simulation step, the collision time trigger threshold, collision avoidance deceleration requirement, and maximum available braking deceleration are written into the safety boundary data structure. When the collision avoidance deceleration requirement is not greater than the maximum available braking deceleration, there is a range of braking parameters available for style preference selection in the current operating condition. When the predicted remaining distance is not greater than zero or the collision avoidance deceleration requirement is greater than the maximum available braking deceleration, a flag indicating that the current braking capacity is exceeded is generated. No style preference mapping is performed, and the maximum available braking deceleration is used as the initial braking deceleration target value for emergency braking simulation. The collision or collision avoidance result is retained in the simulation results of this round to avoid supporting style adaptation conclusions with infeasible parameters.

[0035] Furthermore, as a preferred embodiment, when there is a range of available braking parameters under the current operating conditions, dividing the feasible range where style preference can be applied may further include: The collision avoidance required deceleration is taken as the lower boundary of the feasible interval, and the maximum available braking deceleration is taken as the upper boundary of the feasible interval. The preferred braking deceleration is limited to the feasible range to determine the initial braking deceleration target value, and the expected following distance is used to configure the driver behavior model without changing the collision time trigger threshold.

[0036] The aforementioned feasible range simultaneously preserves the boundaries of both safety requirements and style preferences: the collision avoidance deceleration is the minimum requirement jointly determined by the current relative distance, relative speed, and braking response delay; the maximum available braking deceleration is the upper limit of capability after reduction by the adhesion utilization margin under the current road adhesion conditions. High-adhesion roads increase the upper limit of available braking capability, but do not increase the minimum braking intensity that must be applied simply because the adhesion conditions are better; low-adhesion roads lower the upper limit of capability, and when the demand exceeds this upper limit, it is directly marked as an infeasible condition, no longer masking insufficient braking capability by increasing style parameters.

[0037] In step 103, a joint simulation environment is built, the collision time trigger threshold is configured for the collision avoidance control model, and the expected following distance for each driving style type is configured for the driver behavior model.

[0038] The joint simulation environment includes a driver behavior model, a collision avoidance control model, and a vehicle dynamics model.

[0039] As a preferred embodiment, the co-simulation environment is set up in this step using the following method: Instantiate the driver behavior model, collision avoidance control model, and vehicle dynamics model in the joint simulation platform; Define the data interaction channel between the driver behavior model, the collision avoidance control model, and the vehicle dynamics model; The control priority between the collision avoidance control model and the driver behavior model is set so that the collision avoidance command output by the collision avoidance control model when a collision risk is detected takes precedence over the control command output by the driver behavior model.

[0040] Furthermore, the instantiation of the driver behavior model, collision avoidance control model, and vehicle dynamics model specifically includes: Create a driver behavior model instance in the co-simulation platform and load the style feature parameters corresponding to the current driving style type into the driver behavior model instance; In the co-simulation platform, a collision avoidance control model instance is created. The collision time trigger threshold corresponding to the driving style type is loaded into the collision avoidance control model instance. When the real-time collision time is not greater than the collision time trigger threshold for the first time, the determined initial braking deceleration target value is loaded into the collision avoidance control model instance. A vehicle dynamics model instance is loaded into the co-simulation platform, and the vehicle dynamics model instance receives input commands from the driver behavior model instance and the collision avoidance control model instance.

[0041] The process involves creating a driver behavior model instance within a co-simulation platform and loading the style feature parameters corresponding to the current driving style type into this instance. Specifically, in the control algorithm simulation environment of the co-simulation platform, for example in Simulink, a parameterized following model is instantiated as the driver behavior model instance. This parameterized following model uses the desired following distance and preferred braking deceleration as its configurable parameters. The style feature parameters corresponding to the current driving style type are read from the style feature parameter mapping table. For example, if the current driving style type is conservative, the desired following distance of 2.0 seconds and preferred braking deceleration of 3.0 m / s² are read from the style feature parameter mapping table. The desired following distance is written into the desired following distance parameter of the parameterized following model, and the preferred braking deceleration is written into the preferred braking deceleration parameter of the parameterized following model. After parameter loading, the driver behavior model instance generates throttle opening and braking pressure values ​​in real time as control commands based on the relative distance and relative speed between the vehicle and the target ahead, as well as the vehicle's longitudinal speed, according to the driving behavior preference corresponding to the driving style type.

[0042] A collision avoidance control model instance is created in the co-simulation platform, and the decision parameters corresponding to the driving style type are loaded into the collision avoidance control model instance. That is, a hierarchical collision avoidance control logic module is instantiated as a collision avoidance control model instance in the control algorithm simulation environment of the co-simulation platform; the collision time trigger threshold is read from the decision parameter configuration table and written into the collision time trigger threshold parameter. During the simulation operation, when the real-time collision time is detected for the first time and is not greater than the collision time trigger threshold, if the current collision avoidance deceleration is not greater than the maximum available braking deceleration, the preferred braking deceleration of the current driving style type is limited to between the two to determine the initial braking deceleration target value; otherwise, a flag indicating that the current braking capacity is exceeded is generated and the maximum available braking deceleration is determined as the initial braking deceleration target value; the initial braking deceleration target value is written into the initial braking deceleration target value parameter, and then the initial braking deceleration target value is converted into a braking pressure target value through the braking system hydraulic characteristic calibration relationship, generating a collision avoidance command containing the braking pressure target value and priority flag.

[0043] A vehicle dynamics model instance is loaded into the co-simulation platform. This vehicle dynamics model instance receives input commands from the driver behavior model instance and the collision avoidance control model instance. Specifically, a pre-built multi-body dynamics model of the whole vehicle is loaded as the vehicle dynamics model instance within the vehicle dynamics simulation environment of the co-simulation platform. This vehicle dynamics model instance includes a chassis kinematics module, a tire model, a braking system model, and a steering system model. The vehicle dynamics model instance exposes input and output interfaces. The input interfaces include at least a throttle opening input port, a brake pressure input port, and a steering wheel angle input port. These input interfaces are simultaneously connected to a first data channel and a second data channel to receive control commands from the driver behavior model instance and collision avoidance commands from the collision avoidance control model instance, respectively. Within each simulation step, the vehicle dynamics model instance solves the vehicle motion differential equations based on the input commands and the current vehicle motion state, and outputs the vehicle's longitudinal speed, the relative distance and speed between the vehicle and the target ahead, and an estimated tire-road adhesion coefficient to the third data channel.

[0044] The core structure of each of the above models is explained below: The driver behavior model is constructed using a parametric following model. Its core structure includes: a perception module, which receives the relative distance and speed between the vehicle and the target ahead, as well as the vehicle's longitudinal speed, as input signals; a decision module, which incorporates a safe distance algorithm based on the desired following distance and a comfort braking limiting algorithm based on preferred braking deceleration, and calculates the desired acceleration based on the input from the perception module and style characteristic parameters; and an execution module, which converts the desired acceleration into a throttle opening percentage value or a brake master cylinder pressure value as a control command output. This parametric following model is a well-known driver model structure in the field. Its safe distance algorithm can employ a constant-distance following strategy, and its comfort braking limiting algorithm can limit the braking deceleration to within the upper limit set by the preferred braking deceleration.

[0045] The collision avoidance control model is constructed using hierarchical collision avoidance control logic. Its core structure includes: a risk assessment module, used to determine whether to enter the collision avoidance braking branch based on the comparison between the real-time collision time and the collision time trigger threshold, wherein the collision time trigger threshold is determined by the relative motion state, braking response delay, maximum available braking deceleration, and a preset trigger time margin; a braking planning module, used to determine an initial braking deceleration target value by limiting the preferred braking deceleration within the feasible interval formed by the two when the collision avoidance required deceleration is not greater than the maximum available braking deceleration, and converting the target value into a braking pressure target value according to the hydraulic characteristic calibration relationship of the braking system; generating a flag indicating that the current braking capacity is exceeded when the demand exceeds the capacity limit, and using the capacity limit as the initial braking deceleration target value for emergency braking simulation; and a command generation module, used to generate a collision avoidance command containing the braking pressure target value and a priority flag when the triggering conditions are met. The collision time trigger threshold is not adjusted according to the expected following distance, and the braking pressure rise rate is determined based on the difference between the braking pressure target value and the current braking pressure, and does not share dimensions with the initial braking deceleration target value.

[0046] The vehicle dynamics model is constructed using a multi-body dynamics model, including a chassis kinematics module, a tire model, a braking system model, and a steering system model. The road surface adhesion coefficient is written into the vehicle dynamics model as a scenario parameter for the same traffic conditions. The tire model calculates tire forces based on this scenario parameter, tire state, and vehicle motion state, and outputs an estimated tire-road surface adhesion coefficient for safety boundary updates. Within each simulation step, the vehicle dynamics model solves the vehicle motion differential equations using a numerical solver, outputting vehicle motion state data that includes at least the vehicle's longitudinal speed, the relative distance and relative speed between the vehicle and the target ahead, and the estimated tire-road surface adhesion coefficient.

[0047] Furthermore, the data interaction channel between the driver behavior model, the collision avoidance control model, and the vehicle dynamics model specifically includes: Define a first data channel for the driver behavior model to output to the vehicle dynamics model. The first data channel is used to transmit control commands, which include at least throttle opening value and brake pressure value. A second data channel is defined for the collision avoidance control model to output to the vehicle dynamics model. The second data channel is used to transmit collision avoidance commands, which include at least a target braking pressure value and a priority flag. A third data channel is defined for transmitting vehicle motion state data from the vehicle dynamics model to the driver behavior model and the collision avoidance control model. The third data channel is used to transmit vehicle motion state data, which includes at least the vehicle's longitudinal speed, the relative distance and relative speed between the vehicle and the target in front, and the estimated value of the tire-road adhesion coefficient.

[0048] Specifically, a first data channel is defined for the driver behavior model to output to the vehicle dynamics model. This first data channel is used to transmit control commands, which include at least a throttle opening value and a braking pressure value. Specifically, in the data communication configuration module of the co-simulation platform, a first data channel is established from the output port of the driver behavior model instance to the input port of the vehicle dynamics model instance. The communication protocol of this first data channel is specified as a standard data exchange protocol supported by the simulation platform, such as signal line connection in Simulink, output-input variable binding in the FMI standard interface, or data mapping based on shared memory. The structure of the control command data packet transmitted in the first data channel is defined. The control command data packet contains at least two data fields: a throttle opening value and a braking pressure value. The throttle opening value is expressed as a percentage, ranging from zero to 100%, and the braking pressure value is expressed as the master cylinder pressure, with units of MPa or bar. During the simulation, the driver behavior model instance packages the calculated throttle opening value and braking pressure value into a control command data packet within each simulation step and sends it to the corresponding input port of the vehicle dynamics model instance through the first data channel.

[0049] A second data channel is defined to output from the collision avoidance control model to the vehicle dynamics model. This second data channel transmits collision avoidance commands, which include at least a target braking pressure value and a priority flag. Specifically, in the data communication configuration module of the co-simulation platform, a second data channel is established from the output port of the collision avoidance control model instance to the input port of the vehicle dynamics model instance. The communication protocol of this second data channel is specified to use the same standard data exchange protocol as the first data channel to ensure consistency in data interaction. The structure of the collision avoidance command data packet transmitted in the second data channel is defined, and the collision avoidance command data packet includes at least a target braking pressure value. The system includes a value field and a priority flag field. The target braking pressure value represents the braking pressure that needs to be applied in the current frame, calculated by the collision avoidance control model instance. The priority flag field indicates the priority status of the collision avoidance command. During simulation, when the collision avoidance control model instance determines that the real-time collision time is not greater than the collision time trigger threshold, it sets the priority flag to an active state, fills in the target braking pressure value, generates a collision avoidance command data packet, and sends it to the corresponding input port of the vehicle dynamics model instance through the second data channel. When the collision avoidance control model instance determines that the collision risk has been eliminated, it sets the priority flag to an inactive state and stops sending active collision avoidance command data packets.

[0050] A third data channel is defined for the vehicle dynamics model to transmit data back to the driver behavior model and the collision avoidance control model. Specifically, in the data communication configuration module of the co-simulation platform, a third data channel is established from the output port of the vehicle dynamics model instance to the input ports of the driver behavior model instance and the collision avoidance control model instance, respectively. The vehicle motion state data transmitted through this third data channel includes at least the vehicle's longitudinal speed, the relative distance and relative speed between the vehicle and the target ahead, and an estimated tire-road adhesion coefficient. After completing the dynamics calculation at each simulation step, the vehicle dynamics model transmits the updated vehicle motion state data back to the driver behavior model and the collision avoidance control model, respectively. This data is used by the driver behavior model to generate subsequent control commands and by the collision avoidance control model to calculate the real-time collision time, collision avoidance deceleration requirement, and maximum available braking deceleration.

[0051] In addition, in specific implementation, the control priority between the collision avoidance control model and the driver behavior model is set so that the collision avoidance command output by the collision avoidance control model when a collision risk is detected takes precedence over the control command output by the driver behavior model. Specifically, within each control frame of the co-simulation, the vehicle dynamics model checks the priority flag in the second data channel before receiving the input command. If the priority flag is valid, the braking pressure target value output by the collision avoidance control model is executed, and the braking or throttle command output by the driver behavior model in that control frame is not executed. If the priority flag is invalid, the control command output by the driver behavior model is executed. When the real-time collision time rises above the collision time trigger threshold and continues for a preset confirmation duration, the priority flag is set to invalid. The preset confirmation duration remains consistent across simulation rounds of different driving style types under the same traffic scenario conditions, used to suppress frequent switching near the critical state, and is not used as a parameter for style preference to change the safety boundary. The preset trigger time margin is used to establish a time interval for selecting preferred braking deceleration before the extreme braking boundary, and the preset confirmation duration is used for exit hysteresis after the collision risk is eliminated; the two are set independently.

[0052] Furthermore, the expected following distance corresponding to each driving style type is loaded into the expected following distance parameter of the driver behavior model.

[0053] When the collision avoidance deceleration requirement is no greater than the maximum available braking deceleration, the preferred braking deceleration can be limited to between the two to determine the initial braking deceleration target value in the following manner: When the collision avoidance deceleration is not greater than the maximum available braking deceleration, if the preferred braking deceleration is less than the collision avoidance deceleration, then the collision avoidance deceleration is determined as the initial braking deceleration target value; if the preferred braking deceleration is greater than the maximum available braking deceleration, then the maximum available braking deceleration is determined as the initial braking deceleration target value; otherwise, the preferred braking deceleration is determined as the initial braking deceleration target value.

[0054] In practical implementation, the initial braking deceleration target value can be configured to the collision avoidance control model corresponding to the driving style type. It should be noted that the above processing utilizes the collision avoidance requirement deceleration and the maximum available braking deceleration to form the feasible braking range under the current operating condition. When the preferred braking deceleration is lower than the collision avoidance requirement deceleration, it is increased to the lower limit of the feasible braking range to meet the minimum collision avoidance requirement under the current operating condition; when the preferred braking deceleration is higher than the maximum available braking deceleration, it is limited to the upper limit of the feasible braking range to avoid exceeding the braking capacity allowed by the current road surface adhesion conditions; when the preferred braking deceleration is within the feasible braking range, it is retained. Thus, the preferred braking deceleration of different driving style types can participate in the determination of the initial braking deceleration target value, provided it is not lower than the collision avoidance requirement and does not exceed the current available braking capacity. After the initial braking deceleration target value is configured to the collision avoidance control model, it serves as the basis for determining the initial braking command when the collision avoidance control model enters the collision avoidance braking branch.

[0055] More specifically, the expected following distance corresponding to the current driving style type is read from the style feature parameter mapping table and written into the expected following distance parameter of the driver behavior model. The driver behavior model generates control commands based on this parameter, relative distance, relative speed, and the vehicle's longitudinal speed to reflect the differences in expected following distance for different driving style types during normal following.

[0056] The collision time trigger threshold is determined by the relative motion state, braking response delay time, maximum available braking deceleration, and preset trigger time margin in step 102, and the same calculation rule is used in the same traffic scenario simulation rounds for different driving style types. Therefore, the expected following distance only changes the normal following response of the driver behavior model and does not directly replace the collision time in the collision avoidance control model.

[0057] When the road surface adhesion conditions or relative motion state change during the simulation, the collision avoidance control model recalculates the collision time trigger threshold, collision avoidance deceleration, and maximum available braking deceleration within each simulation step; the style parameters do not cover the above real-time safety quantities.

[0058] If the desired following distance exceeds the preset parameter range of the driver behavior model, the distance will be limited only according to the parameter range of the driver behavior model, and the configuration value after the limitation will be recorded. The collision time trigger threshold will not be changed based on the limitation result.

[0059] The preferred braking deceleration for each driving style type is limited within the feasible range to determine the initial target braking deceleration value. For example, preferred braking decelerations of 3.0 m / s², 4.5 m / s², and 6.0 m / s² can be set for conservative, robust, and aggressive driving styles, respectively. These example values ​​are for simulation configuration only, and the actual effective values ​​are also limited by the current collision avoidance deceleration requirement and the maximum available braking deceleration.

[0060] The following conditions are used to illustrate the braking deceleration limit results when the real-time collision time is not greater than the collision time trigger threshold and no braking capacity flag is generated. Under operating condition 1, with a medium-adhesion road surface and relative motion, if the collision avoidance deceleration requirement is 4.0 m / s² and the maximum available braking deceleration is 4.4 m / s², then the initial braking deceleration target values ​​corresponding to the three preferred braking decelerations mentioned above are 4.0 m / s², 4.4 m / s², and 4.4 m / s², respectively. This result indicates that preferred braking decelerations below the safety requirement are supported by the lower boundary of the requirement, while preferred braking decelerations exceeding the current capability are limited by the upper boundary of the capability.

[0061] In scenario two, under the same relative motion and good road surface adhesion, if the collision avoidance deceleration remains at 4.0 m / s², and the maximum available braking deceleration increases to 6.4 m / s², then the initial braking deceleration target values ​​corresponding to the three preferred braking decelerations mentioned above are 4.0 m / s², 4.5 m / s², and 6.0 m / s², respectively. This result indicates that improved adhesion conditions expand the feasible range, rather than conversely increasing the minimum braking intensity required for all driving style types.

[0062] The initial braking deceleration target value has the dimension of m / s². The collision avoidance control model converts the initial braking deceleration target value into a braking pressure target value based on the calibration relationship of the braking system's hydraulic characteristics, and determines the braking pressure rise rate based on the difference between the braking pressure target value and the current braking pressure. Thus, the initial braking deceleration target value and the braking pressure rise rate each retain their respective dimensions, and no longer use the same parameter to represent two physical quantities simultaneously.

[0063] For each driving style type, the collision time trigger threshold is written into the decision parameter configuration table. In the simulation rounds for that driving style type, when the first real-time collision time is detected to be no greater than the collision time trigger threshold, the initial braking deceleration target value is determined based on the current collision avoidance deceleration requirement, the maximum available braking deceleration, and the preferred braking deceleration, and written into the collision avoidance control model. After entering the collision avoidance braking branch, the collision avoidance control model recalculates the collision avoidance deceleration requirement and the maximum available braking deceleration in each simulation step, and limits the initial braking deceleration target value to the updated feasible range. If the updated collision avoidance deceleration requirement is greater than the maximum available braking deceleration, an excess of current braking capacity marker is generated, and the maximum available braking deceleration is used as the initial braking deceleration target value for emergency braking simulation, without increasing or decreasing the maximum available braking deceleration based on the preferred braking deceleration.

[0064] In step 104, multi-round simulations of various driving style types are performed under the same traffic scenario. When the real-time collision time is not greater than the collision time trigger threshold for the first time, if the collision avoidance deceleration is not greater than the maximum available braking deceleration, the preferred braking deceleration is limited to the two to determine the initial braking deceleration target value. Otherwise, the maximum available braking deceleration is determined as the initial braking deceleration target value and a flag indicating that the current braking capacity is exceeded is generated. The initial braking deceleration target value is configured to the collision avoidance control model. For simulation results that do not generate a flag indicating that the current braking capacity is exceeded, the style adaptation index is determined based on the collision avoidance result and the deviation between the actual following distance and the expected following distance.

[0065] Among them, performing multi-round simulations of different driving style types under the same traffic scenario includes: Obtain a pre-set identical traffic scenario for comparative evaluation of different driving style types. The scenario parameters and preset trigger time margin of the identical traffic scenario remain consistent in the simulation rounds of different driving style types. Iterate through each driving style type, load the expected following distance corresponding to the current driving style type into the driver behavior model, start a round of joint simulation, determine the initial braking deceleration target value in the round of joint simulation and load it into the collision avoidance control model, and run until the preset simulation end condition. After all simulation rounds for all driving style types have been completed, the simulation results for each round are summarized.

[0066] In specific implementation, at least one standardized traffic scenario is selected from a preset test scenario library as the same traffic scenario condition. The traffic scenario may include the emergency braking of the vehicle in front, the low-speed cutting in of the vehicle in front, or the approach of a stationary obstacle. The scenario parameters include at least the initial speed of the vehicle in front, the initial speed of the vehicle in front, the initial distance between the vehicle in front and the vehicle in front, the braking trigger time of the vehicle in front, the braking deceleration amplitude of the vehicle in front, the road curvature, and the road surface adhesion coefficient, and are stored in the form of a scenario parameter configuration file. Before the start of simulation rounds for different driving style types, the scenario management module reads the same scenario parameter configuration file and resets the initial conditions of the scenario to ensure that the scenario parameters are consistent between different rounds. The differences between rounds come from the driver behavior model parameters of the corresponding driving style type and the initial braking deceleration target value within the feasible range, rather than fluctuations in the initial conditions of the scenario.

[0067] For each driving style type, the expected following distance corresponding to the current driving style type is loaded into the driver behavior model, the collision time trigger threshold is loaded into the collision avoidance control model, and a joint simulation is started. Within each simulation step, the collision avoidance control model recalculates the real-time collision time, collision time trigger threshold, collision avoidance deceleration, and maximum available braking deceleration based on relative distance, relative speed, braking response delay time, preset trigger time margin, and tire-road adhesion coefficient estimate. When the real-time collision time is detected to be no greater than the collision time trigger threshold for the first time, if the collision avoidance deceleration is no greater than the maximum available braking deceleration, the preferred braking deceleration for the current driving style type is limited to between the two to determine the initial braking deceleration target value. Otherwise, an "exceeding current braking capacity" flag is generated, and the maximum available braking deceleration is determined as the initial braking deceleration target value, which is then written into the collision avoidance control model. After entering the collision avoidance braking branch, each simulation step limits the initial braking deceleration target value based on the updated collision avoidance deceleration and maximum available braking deceleration. If the updated collision avoidance deceleration is greater than the maximum available braking deceleration, an "exceeding current braking capacity" flag is generated, and the maximum available braking deceleration is used as the initial braking deceleration target value for the emergency braking simulation. The data acquisition module bypasses the data communication bus of the co-simulation environment. When it detects a valid collision avoidance command issued by the collision avoidance control model for the first time, it records the relative distance and longitudinal speed of the vehicle at that moment and calculates the actual following distance, while also recording the collision event. After the simulation, for scenarios where no marker exceeding the current braking capacity is generated, the collision avoidance result is determined based on whether a collision occurs. The absolute value of the deviation between the actual following distance and the expected following distance for that driving style type is calculated as the intervention distance deviation index. Both are written into the simulation result database along with the driving style type identifier. For scenarios that output the aforementioned marker, only the marker and the collision avoidance result are written into the database.

[0068] After all simulation rounds for all driving style types have been completed, the records of each round that did not generate a mark exceeding the current braking capacity are retrieved from the simulation result database and grouped according to the driving style type identifier. The collision avoidance success rate for each driving style type is calculated, and the average intervention distance deviation index for each round is calculated to obtain the average intervention distance deviation. The collision avoidance success rate and the average intervention distance deviation are combined as the style adaptation index for that driving style type and output. Conditions that generate a mark exceeding the current braking capacity are listed separately in the evaluation report and do not form a style adaptation conclusion.

[0069] As a preferred embodiment, refer to Figure 3 As shown in the figure, this is a flowchart illustrating the process of determining style adaptation indicators in some embodiments of this application. In this embodiment, the style adaptation indicators are determined based on the collision avoidance results and the deviation between the actual following distance and the expected following distance using the following method: In step 1041, during each round of joint simulation execution, the relative distance between the vehicle and the target in front and the longitudinal speed of the vehicle are monitored when the collision avoidance control model first issues a collision avoidance command. When the longitudinal speed of the vehicle is greater than zero, the relative distance is divided by the longitudinal speed of the vehicle to determine the actual following distance at the moment of collision avoidance intervention, and the occurrence of collision events is monitored. In step 1042, the collision avoidance result is determined based on the occurrence of the collision event; In step 1043, the absolute value of the deviation between the actual following distance and the expected following distance corresponding to the driving style type of the wheel simulation is calculated as the intervention distance deviation index. In step 1044, the collision avoidance result and the intervention time-distance deviation index are used as the style adaptation index corresponding to the driving style type.

[0070] In specific implementation, a data acquisition module is set up on the data communication bus of the co-simulation environment. This module reads the priority flag from the second data channel and the relative distance, vehicle longitudinal speed, and collision detection flag from the third data channel within each simulation step. When the priority flag first changes from an invalid state to an valid state, the relative distance and vehicle longitudinal speed corresponding to that simulation step are read. When the vehicle longitudinal speed is greater than zero, the actual following distance at the moment of collision avoidance intervention is obtained by dividing the relative distance by the vehicle longitudinal speed. The data acquisition module continuously monitors the collision detection flag. If the flag is detected to be in position, a collision is recorded; if the flag is not set until the end of the simulation for that wheel, no collision is recorded.

[0071] For scenarios where no marker indicating that braking capacity has been exceeded is generated, if no collision occurs during the simulation of that wheel, the collision avoidance result is determined as successful; if a collision occurs, the collision avoidance result is determined as unsuccessful. The collision avoidance result only represents the simulation result of this set of parameters under the current preset traffic scenario and is not extended to a safety conclusion for all road conditions.

[0072] The expected following distance for the driving style type corresponding to this wheel simulation is read from the style feature parameter mapping table. The absolute value of the difference between the actual following distance and the expected following distance at the moment of collision avoidance intervention is calculated as the intervention distance deviation index, with the unit being seconds. The expected following distance and the actual following distance have the same definition and unit; the smaller the intervention distance deviation, the closer the intervention distance in this wheel simulation is to the expected following distance configured for this driving style type.

[0073] For driving conditions where no flag exceeding the current braking capacity is generated, the driving style type identifier, collision avoidance result, and intervention distance deviation index are encapsulated into a style adaptation index record and written into the simulation result database. Subsequently, collision avoidance success rate and average intervention distance deviation are statistically analyzed according to driving style type to compare simulation results of different driving style parameter configurations under the same traffic scenario.

[0074] Furthermore, in another aspect of this application, in some embodiments, this application provides a co-simulation device for an active collision avoidance control system based on driving style, referencing... Figure 4 The figure is a schematic diagram of the structure of a co-simulation device for an active collision avoidance control system based on driving style, according to some embodiments of this application. The co-simulation device includes an acquisition module 401, a processing module 402, and an execution module 403, which are described below: The acquisition module 401 is used to acquire style feature parameters for various driving style types, including expected following distance and preferred braking deceleration; Processing module 402 is used to obtain the relative distance, relative speed, estimated tire-road adhesion coefficient and braking response delay time between the vehicle and the target ahead; determine the real-time collision time based on the relative distance and relative speed; determine the collision avoidance deceleration based on the relative distance, relative speed and braking response delay time; determine the maximum available braking deceleration based on the estimated tire-road adhesion coefficient; and determine the collision time trigger threshold based on the braking response delay time, relative speed, maximum available braking deceleration and a positive preset trigger time margin. In a specific implementation, the processing module 402 is also used to build a joint simulation environment, configure the collision time trigger threshold to the collision avoidance control model, and configure the expected following distance for each driving style type to the driver behavior model. The execution module 403 is used to perform multi-round simulations of various driving style types under the same traffic scenario. When the real-time collision time is not greater than the collision time trigger threshold for the first time, if the collision avoidance deceleration is not greater than the maximum available braking deceleration, the preferred braking deceleration is limited to the two to determine the initial braking deceleration target value. Otherwise, the maximum available braking deceleration is determined as the initial braking deceleration target value and a flag indicating that the current braking capacity is exceeded is generated. The initial braking deceleration target value is configured to the collision avoidance control model. For simulation results that do not generate a flag indicating that the current braking capacity is exceeded, the style adaptation index is determined based on the collision avoidance result and the deviation between the actual following distance and the expected following distance.

[0075] The modules in the aforementioned joint simulation device for an active collision avoidance control system based on driving style can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of a computer device in hardware form or independent of it, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0076] In another embodiment, this application provides a computer device, which may be a server, and its internal structure diagram may be as follows. Figure 5 As shown, the computer device includes a processor, memory, and a network interface connected via a system bus. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The database stores co-simulation data for an active collision avoidance control system based on driving style. The network interface communicates with external terminals via a network connection. When the computer program is executed by the processor, it implements a co-simulation method for an active collision avoidance control system based on driving style.

[0077] Those skilled in the art will understand that Figure 5 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0078] In one embodiment, a computer device is also provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above embodiment of the co-simulation method for an active collision avoidance control system based on driving style.

[0079] In one embodiment, a computer-readable storage medium is provided storing a computer program that, when executed by a processor, implements the steps described in the embodiment of the co-simulation method for an active collision avoidance control system based on driving style.

[0080] In one embodiment, a computer program product or computer program is provided, comprising computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the steps described in the embodiment of the co-simulation method for an active collision avoidance control system based on driving style.

[0081] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the methods described above. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, or optical storage, etc. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc.

[0082] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0083] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A co-simulation method for an active collision avoidance control system based on driving style, characterized in that, include: Obtain style characteristic parameters for various driving style types, including expected following distance and preferred braking deceleration; The system acquires the relative distance, relative speed, estimated tire-road adhesion coefficient, and braking response delay time between the vehicle and the target ahead. It determines the real-time collision time based on the relative distance and relative speed, determines the collision avoidance deceleration based on the relative distance, relative speed, and braking response delay time, determines the maximum available braking deceleration based on the estimated tire-road adhesion coefficient, and determines the collision time trigger threshold based on the braking response delay time, relative speed, maximum available braking deceleration, and a positive preset trigger time margin. A joint simulation environment was built, and the collision time trigger threshold was configured for the collision avoidance control model, while the expected following distance for each driving style type was configured for the driver behavior model. In the same traffic scenario, multiple rounds of simulations are performed for each driving style type. When the real-time collision time is not greater than the collision time trigger threshold for the first time, if the collision avoidance deceleration is not greater than the maximum available braking deceleration, the preferred braking deceleration is limited to the two to determine the initial braking deceleration target value. Otherwise, the maximum available braking deceleration is determined as the initial braking deceleration target value and a flag indicating that the current braking capacity is exceeded is generated. The initial braking deceleration target value is configured to the collision avoidance control model. For simulation results that do not generate a flag indicating that the current braking capacity is exceeded, the style adaptation index is determined based on the collision avoidance result and the deviation between the actual following distance and the expected following distance.

2. The method as described in claim 1, characterized in that, The style characteristic parameters are obtained from historical driving data of the corresponding driving style type, or preset by simulation testers according to test requirements.

3. The method as described in claim 1, characterized in that, The collision time trigger threshold is determined based on braking response delay time, relative speed, maximum available braking deceleration, and a positive preset trigger time margin. Specifically, this includes: The sum of the braking response delay time, the ratio of the relative speed to twice the maximum available braking deceleration, and the preset trigger time margin is determined as the collision time trigger threshold.

4. The method as described in claim 1, characterized in that, If the collision avoidance deceleration requirement is not greater than the maximum available braking deceleration, then limiting the preferred braking deceleration to between the two to determine the initial braking deceleration target value specifically includes: When the collision avoidance deceleration is not greater than the maximum available braking deceleration, if the preferred braking deceleration is less than the collision avoidance deceleration, then the collision avoidance deceleration is determined as the initial braking deceleration target value; if the preferred braking deceleration is greater than the maximum available braking deceleration, then the maximum available braking deceleration is determined as the initial braking deceleration target value; otherwise, the preferred braking deceleration is determined as the initial braking deceleration target value.

5. The method as described in claim 1, characterized in that, Setting up a co-simulation environment includes: Instantiate the driver behavior model, collision avoidance control model, and vehicle dynamics model in the joint simulation platform; Define the data interaction channel between the driver behavior model, the collision avoidance control model, and the vehicle dynamics model; The control priority between the collision avoidance control model and the driver behavior model is set so that the collision avoidance command output by the collision avoidance control model when a collision risk is detected takes precedence over the control command output by the driver behavior model.

6. The method as described in claim 5, characterized in that, Instantiated driver behavior models, collision avoidance control models, and vehicle dynamics models include: Create a driver behavior model instance in the co-simulation platform and load the style feature parameters corresponding to the current driving style type into the driver behavior model instance; In the co-simulation platform, a collision avoidance control model instance is created. The collision time trigger threshold corresponding to the driving style type is loaded into the collision avoidance control model instance. When the real-time collision time is not greater than the collision time trigger threshold for the first time, the determined initial braking deceleration target value is loaded into the collision avoidance control model instance. A vehicle dynamics model instance is loaded into the co-simulation platform, and the vehicle dynamics model instance receives input commands from the driver behavior model instance and the collision avoidance control model instance.

7. The method as described in claim 5, characterized in that, The data interaction channel between the driver behavior model, the collision avoidance control model, and the vehicle dynamics model is defined as follows: Define a first data channel for the driver behavior model to output to the vehicle dynamics model. The first data channel is used to transmit control commands, which include at least throttle opening value and brake pressure value. A second data channel is defined for the collision avoidance control model to output to the vehicle dynamics model. The second data channel is used to transmit collision avoidance commands, which include at least a target braking pressure value and a priority flag. A third data channel is defined for transmitting vehicle motion state data from the vehicle dynamics model to the driver behavior model and the collision avoidance control model. The third data channel is used to transmit vehicle motion state data, which includes at least the vehicle's longitudinal speed, the relative distance and relative speed between the vehicle and the target in front, and the estimated value of the tire-road adhesion coefficient.

8. The method as described in claim 1, characterized in that, Performing multi-round simulations of various driving style types under the same traffic scenario includes: Obtain a pre-set identical traffic scenario for comparative evaluation of different driving style types. The scenario parameters and preset trigger time margin of the identical traffic scenario remain consistent in the simulation rounds of different driving style types. Iterate through each driving style type, load the expected following distance corresponding to the current driving style type into the driver behavior model, start a round of joint simulation, determine the initial braking deceleration target value in the round of joint simulation and load it into the collision avoidance control model, and run until the preset simulation end condition. After all simulation rounds for all driving style types have been completed, the simulation results for each round are summarized.

9. The method as described in claim 1, characterized in that, The style adaptation indicators are determined based on the collision avoidance results and the deviation between the actual following distance and the expected following distance. These indicators specifically include: During each round of joint simulation, the relative distance between the vehicle and the target ahead and the longitudinal speed of the vehicle are monitored when the collision avoidance control model issues the collision avoidance command for the first time. When the longitudinal speed of the vehicle is greater than zero, the relative distance is divided by the longitudinal speed of the vehicle to determine the actual following distance at the moment of collision avoidance intervention, and the occurrence of collision events is monitored. The collision avoidance result is determined based on the occurrence of the collision event; The absolute value of the deviation between the actual following distance and the expected following distance corresponding to the driving style type in the simulation of that wheel is calculated as the intervention distance deviation index. The collision avoidance result and the intervention time-distance deviation index are used as the style adaptation index corresponding to this driving style type.

10. A co-simulation device for an active collision avoidance control system based on driving style, characterized in that, include: The acquisition module is used to acquire style feature parameters for various driving style types, including expected following distance and preferred braking deceleration; The processing module is used to obtain the relative distance, relative speed, estimated tire-road adhesion coefficient, and braking response delay time between the vehicle and the target ahead; determine the real-time collision time based on the relative distance and relative speed; determine the collision avoidance deceleration based on the relative distance, relative speed, and braking response delay time; determine the maximum available braking deceleration based on the estimated tire-road adhesion coefficient; and determine the collision time trigger threshold based on the braking response delay time, relative speed, maximum available braking deceleration, and a positive preset trigger time margin. The processing module is also used to build a joint simulation environment, configure the collision time trigger threshold to the collision avoidance control model, and configure the expected following distance for each driving style type to the driver behavior model. The execution module is used to perform multi-round simulations of various driving style types under the same traffic scenario. When the real-time collision time is not greater than the collision time trigger threshold for the first time, if the collision avoidance deceleration is not greater than the maximum available braking deceleration, the preferred braking deceleration is limited to the two to determine the initial braking deceleration target value. Otherwise, the maximum available braking deceleration is determined as the initial braking deceleration target value and a flag indicating that the current braking capacity is exceeded is generated. The initial braking deceleration target value is configured to the collision avoidance control model. For simulation results that do not generate a flag indicating that the current braking capacity is exceeded, the style adaptation index is determined based on the collision avoidance result and the deviation between the actual following distance and the expected following distance.

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