Vehicle assisted driving control method, system and vehicle based on v2x

Abstract

This invention discloses a V2X-based vehicle assisted driving control method, system, and vehicle, relating to the field of intelligent connected vehicle assisted driving technology. The method includes: receiving roadside V2X signals, converting them into CAN wake-up frames, and automatically waking up the assisted driving controller; parsing the CAN wake-up frames to obtain real-time event information of the road ahead of the vehicle, and combining this with real-time collected information about the vehicle's surrounding environment to verify whether the assisted driving activation conditions are met; if met, automatically activating the assisted driving function and providing a voice prompt; determining vehicle control parameters based on the real-time event information of the road ahead and the surrounding environment information, generating lateral and longitudinal control commands, and then driving the vehicle actuators to control the vehicle's acceleration, deceleration, steering, and torque adjustment. This invention can achieve automatic activation of assisted driving functions, automatic parameter configuration, and advance planning beyond visual range, ensuring the safety and driving comfort of assisted driving.

Description

Technical Field

[0001] This invention relates to the field of intelligent connected vehicle assisted driving technology, and in particular to a vehicle assisted driving control method, system and vehicle based on V2X. Background Technology

[0002] With the rapid development of intelligent connected vehicle technology, driver assistance systems have become an important technological means to improve driving safety and comfort. Existing driver assistance systems generally adopt a manual operation mode, meaning that functions are turned on / off by clicking specific icons on the screen, following distance and cruise speed are manually set via on-screen soft switches, driver assistance information is obtained through the central control screen or instrument panel, and the function can be manually reactivated after interruption.

[0003] However, the aforementioned manual operation methods are cumbersome and prone to errors. Most of the related operations require manual operation of the screen, which requires the driver to turn their head to look at the screen, easily distracting the driver and affecting driving safety. At the same time, the method of manually setting the parameters of the assisted driving strategy lacks theoretical support. Although the method of intelligent control based on multi-sensor data of a single vehicle has been proposed, its perception range is limited, making it difficult to support the accurate advance planning of assisted driving, thus affecting the safety and comfort of assisted driving. Summary of the Invention

[0004] This invention provides a V2X-based vehicle assisted driving control method, system, and vehicle to solve the problems of existing assisted driving systems requiring manual operation, which easily leads to driver distraction, poor assisted driving effect, and affects driving safety and comfort.

[0005] In a first aspect, the present invention provides a vehicle-assisted driving control method based on V2X.

[0006] A V2X-based vehicle assisted driving control method includes: Receive roadside V2X signals, convert the V2X signals into CAN wake-up frames, and automatically wake up the driver assistance controller; The CAN wake-up frame is parsed to obtain real-time event information of the road ahead of the vehicle, and combined with the real-time collected information of the surrounding environment of the vehicle to verify whether the conditions for assisted driving activation are met. If the conditions are met, the driver assistance function will be automatically activated and a voice prompt will be given. The vehicle control parameters will be determined based on real-time event information of the road ahead and the surrounding environment information, and lateral and longitudinal control commands will be generated. Based on lateral and longitudinal control commands, the vehicle actuators are driven to control the vehicle's acceleration, deceleration, steering, and torque adjustment.

[0007] A further technical solution is that the range of receiving roadside V2X signals is beyond line of sight; converting V2X signals into CAN wake-up frames involves converting V2X signals into CAN protocol signals to generate wake-up frames for activating the driver assistance controller. The real-time road event information includes road condition information, road construction information, road accident information, and green wave vehicle speed information; the surrounding environment information includes lane line information and obstacle information collected by a multi-functional camera, distance information and relative speed information of the vehicle in front collected by millimeter-wave radar, vehicle position information collected by a positioning unit, and vehicle speed information and vehicle attitude information collected by an inertial unit.

[0008] A further technical solution is to verify whether the conditions for assisted driving activation are met, including: verifying whether the vehicle speed is within a suitable speed range for assisted driving, whether the lane line recognition status is clear, whether the safe distance to the vehicle in front is sufficient, whether the driver's status is normal, and whether the V2X signal quality is stable.

[0009] Further technical solutions, if met, will automatically activate the driver assistance function and provide voice prompts, including: The voice prompts the driver that V2X is activating assisted driving, and simultaneously detects whether the driver has applied the brakes; The driver assistance function is deactivated when the driver is detected to be braking, and automatically activated when the driver is not detected to be braking.

[0010] A further technical solution involves determining vehicle control parameters based on real-time road event information and surrounding environmental information, and generating lateral and longitudinal control commands, including: With a set step size as the cycle period, in each cycle, the real-time event information of the road ahead and the surrounding environment information of the driving vehicle are summarized, and the minimum value among the V2X recommended speed, road speed limit and the speed of the vehicle in front is taken as the cruising speed. The following distance is dynamically adjusted according to the relative speed of the vehicle in front and the type of road event. Based on the determined cruising speed and following distance, multiple candidate trajectories are generated using the Frenet coordinate system. The optimal trajectory is then selected by scoring four indicators: offset, acceleration, comfort, and efficiency. The target acceleration and front wheel steering angle are calculated and output using the MPC model predictive control algorithm, which generates lateral control commands and longitudinal control commands.

[0011] A further technical solution involves sending longitudinal and lateral control commands to the ESP electronic stability system, EPS electronic steering system, and EMS engine management system to control the vehicle's acceleration, deceleration, steering, and torque adjustment, including: The longitudinal control command is sent to the Electronic Stability System (ESP), which generates an ESP acceleration request and sends it to the Engine Management System (EMS) to adjust the engine power output to complete the vehicle's acceleration and deceleration. Lateral control commands are sent to the electronic steering system (EPS) to adjust the output of the steering motor to complete vehicle steering.

[0012] Further technical solutions, during the operation of the assisted driving function, also include: Upon receiving a braking signal, the driver assistance function will automatically disengage and a voice prompt will be given. When the driver assistance function is passively interrupted, it will automatically resume after the fault is cleared and the activation conditions are met, and the driver is reminded by voice. The process of resuming the driver assistance function is as follows: record the exit type of the driver assistance function; when the exit type is that the driver actively stepped on the brake to exit, the driver assistance function is not allowed to be automatically resumed during this trip; when the exit type is that it was passively interrupted, the driver assistance function is allowed to be automatically resumed.

[0013] Secondly, the present invention provides a vehicle-assisted driving control system based on V2X.

[0014] A V2X-based vehicle driver assistance control system includes: The V2X communication module is used to receive roadside V2X signals, convert the V2X signals into CAN wake-up frames, and automatically wake up the driver assistance controller. The assisted driving activation module is used to parse the CAN wake-up frame, obtain real-time event information of the road ahead of the vehicle, and combine it with the real-time collected information of the surrounding environment of the vehicle to verify whether the assisted driving activation conditions are met; if they are met, the assisted driving function is automatically activated and a voice prompt is given. The driver assistance decision-making module is used to determine vehicle control parameters and generate lateral and longitudinal control commands based on real-time event information of the road ahead and surrounding environment information. The driver assistance execution module is used to drive the vehicle actuators to control the vehicle's acceleration, deceleration, steering, and torque adjustment based on lateral and longitudinal control commands.

[0015] In a further technical solution, the assisted driving decision module is also used for: Upon receiving a braking signal, the driver assistance function will automatically disengage and a voice prompt will be given. When the driver assistance function is passively interrupted, it will automatically resume after the fault is cleared and the activation conditions are met, and the driver is reminded by voice. The process of resuming the driver assistance function is as follows: record the exit type of the driver assistance function; when the exit type is that the driver actively stepped on the brake to exit, the driver assistance function is not allowed to be automatically resumed during this trip; when the exit type is that it was passively interrupted, the driver assistance function is allowed to be automatically resumed.

[0016] Thirdly, the present invention also provides a vehicle.

[0017] A vehicle includes the aforementioned V2X-based vehicle driver assistance control system, or performs the aforementioned V2X-based vehicle driver assistance control method.

[0018] The above one or more technical solutions have the following beneficial effects: This invention provides a V2X-based vehicle assisted driving control method, system, and vehicle. By receiving V2X signals and automatically converting them into CAN wake-up frames to trigger the activation of the assisted driving controller, it eliminates the need for manual screen operation by the driver, reducing the tediousness of manual operation and the risk of misoperation, thus improving user experience and driving safety. Simultaneously, V2X communication receives road event information broadcast by roadside equipment, extending the perception range to beyond line-of-sight. This allows the vehicle to anticipate real-time events such as road conditions, construction, and accidents, enabling advance planning of assisted driving strategies and improving the safety and comfort of assisted driving. The V2X signal is integrated with the vehicle's multi-channel communication system. The system uses source sensor data fusion to verify the activation conditions of the assisted driving system and replaces the screen display with voice prompts, reducing safety hazards caused by driver distraction. Finally, it automatically sets the cruise speed and following distance parameters based on V2X signals and multi-source sensor data, and dynamically adjusts the control parameters based on real-time road event information and surrounding environmental information, enabling intelligent configuration of cruise parameters. The end-to-end response latency of the entire link does not exceed 150ms, and the reliability of the assisted driving system reaches the ASIL-B level functional safety standard. It realizes automatic activation of assisted driving functions, automatic parameter configuration, and advance planning beyond line of sight, ensuring the safety and driving comfort of assisted driving.

[0019] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0020] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0021] Figure 1 This is an overall flowchart of the V2X-based vehicle assisted driving control method proposed in the embodiments of the present invention; Figure 2 This is a structural block diagram of the V2X-based vehicle driver assistance control system proposed in an embodiment of the present invention. Detailed Implementation

[0022] It should be noted that the following detailed descriptions are exemplary and are intended only to describe specific embodiments and to provide further explanation of the invention, and are not intended to limit the scope of exemplary embodiments of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0023] Terminology Explanation V2X (Vehicle-to-Everything): Vehicle-to-everything communication technology refers to communication technology that enables vehicles to interact with the outside world, including various communication methods such as vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), vehicle-to-pedestrian (V2P), and vehicle-to-network (V2N). CAN wake-up frame: CAN (Controller Area Network) is a serial communication protocol widely used in automotive electronic systems; a CAN wake-up frame refers to a specific format data frame sent through the CAN bus to wake up the controller in a sleep state. Driver assistance controller: refers to the electronic control unit (ECU) in a vehicle that is responsible for decision-making and control of driver assistance functions; ESP (Electronic Stability Program): Electronic Stability Program is an active safety system that controls vehicle stability and longitudinal acceleration / deceleration by controlling the braking force of each wheel. EPS (Electric Power Steering): An electronic power steering system is a steering system that uses an electric motor to provide steering assistance. Compared with traditional hydraulic power steering systems, it has advantages such as fast response speed, low energy consumption, and precise control of steering angle. EMS (Engine Management System): An electronic control system responsible for functions such as fuel injection, ignition timing, idle speed control, and emission control of the engine. Frenet coordinate system: a curved coordinate system with the road centerline as a reference, including the longitudinal coordinate s along the road centerline and the lateral coordinate d perpendicular to the road centerline. Trajectory planning in the Frenet coordinate system can decouple the longitudinal and lateral movements of the vehicle, simplifying the complexity of trajectory planning. MPC (Model Predictive Control) is a control algorithm that predicts and optimizes based on a system model. In each control cycle, the MPC algorithm predicts the system's state evolution over a future period based on the current system state and reference trajectory. It then solves the optimization problem to obtain the optimal control sequence, taking the first control variable as the current control output.

[0024] As pointed out in the background section, existing driver assistance systems mainly suffer from the following drawbacks: Function activation / deactivation, following distance, and cruise speed all require manual settings via the screen, which is cumbersome, prone to errors, and requires the driver to turn their head to check the screen, distracting their attention and affecting driving safety. Furthermore, after a function is interrupted, it needs to be manually reactivated, further increasing the driver's workload. Meanwhile, to avoid the drawbacks of requiring manual settings for following distance and cruise speed via the screen, intelligent control based on multi-sensor data from a single vehicle has been proposed. However, the perception range of single-vehicle sensors such as cameras and millimeter-wave radar is limited, typically less than 150 meters. This means they cannot detect real-time events such as road conditions, construction, and accidents beyond their perception range in advance, hindering the planning of driver assistance strategies and impacting the safety and comfort of driver assistance systems.

[0025] To address the aforementioned technical problems, this invention provides a V2X-based vehicle assisted driving control method, system, and vehicle. The core design of this method is as follows: First, the vehicle receives roadside V2X signals via a V2X communication module. These signals include real-time event information such as road conditions, construction, accidents, and green wave speeds ahead, extending the perception range to beyond line-of-sight (greater than 300 meters). Then, the V2X signals are converted into CAN wake-up frames, automatically waking up the assisted driving controller via the CAN bus without manual driver intervention. Next, the assisted driving controller parses the CAN wake-up frame, acquires real-time road event information, and coordinates with the vehicle's multi-function controller... This invention integrates ambient environmental information collected by multiple sensors, including cameras, millimeter-wave radar (MMR), positioning units, and inertial units, to verify whether the conditions for assisted driving activation are met. If the conditions are met, the system provides a voice prompt to the driver and automatically activates the assisted driving function. Based on real-time road event information and ambient environmental information, it determines control parameters such as cruising speed and following distance, performs trajectory planning based on the Frenet coordinate system, and generates lateral and longitudinal control commands using the MPC algorithm. Finally, the control commands are sent to actuators such as ESP, EPS, and EMS to drive the vehicle's actuators to control acceleration, deceleration, steering, and torque adjustment. Through this approach, the invention achieves automatic activation of assisted driving functions, advance planning beyond visual range, and reduces driver distraction through voice prompts, thus solving the aforementioned technical problems of existing assisted driving systems.

[0026] Example 1 This embodiment provides a V2X-based vehicle assisted driving control method, such as... Figure 1 As shown, the specific steps include: Step S1: Receive the roadside V2X signal, convert the V2X signal into a CAN wake-up frame, and automatically wake up the driver assistance controller.

[0027] This embodiment employs V2X technology, where vehicles receive real-time road event information broadcast by a roadside unit (RSU) via a V2X communication module. The roadside equipment subsystem includes a RSU, which comprises an information acquisition module and a signal broadcasting module. The information acquisition module collects real-time road event information, including road condition information (such as congestion or smooth traffic), road construction information (such as construction area location and construction type), road accident information (such as accident location and accident type), and green wave speed information (such as recommended speed and remaining green light time). The signal broadcasting module broadcasts this real-time road event information to vehicles within a certain range (e.g., 300 meters) via a V2X wireless communication protocol (such as C-V2X PC5 direct communication mode, operating at 5.9GHz).

[0028] like Figure 2 As shown, the vehicle subsystem includes core components such as a V2X communication module, a protocol conversion module, an HMI control module, a CAN communication gateway, an assisted driving controller, an environmental perception sensor group, and actuators. In this step, the vehicle-mounted V2X communication module first continuously monitors the 5.9GHz frequency band to receive V2X signals broadcast by the roadside unit (RSU). The reception range of this V2X signal is beyond line-of-sight, typically greater than 300m, significantly exceeding the perception line-of-sight range of single-vehicle sensors (such as cameras and MMR millimeter-wave radar) (typically less than 150 meters). Through V2X communication, the vehicle can perceive real-time road events beyond the perception range of single-vehicle sensors in advance, providing a technical basis for advance planning in assisted driving.

[0029] Secondly, after receiving the V2X signal, the vehicle-mounted V2X communication module transmits the V2X signal to the protocol conversion module (i.e., the central control MP5). The protocol conversion module converts the V2X signal into an in-vehicle CAN bus signal, i.e., a CAN wake-up frame. Specifically, the V2X signal (such as using the SAE J2735 standard message set format, including BSM basic safety messages, SPAT signal phase and timing messages, RSA road safety warning messages, MAP map data messages, etc.) is converted into a CAN 2.0B protocol signal to generate a wake-up frame used to activate the driver assistance controller.

[0030] The specific format of the CAN wake-up frame is as follows: Frame ID is 0x101, and the data field is 8 bytes, including the operation type code (byte 1, e.g., 0x01 indicates an activation request), recommended vehicle speed (bytes 2-3, in units of 0.1 km / h, e.g., a value of 500 when the recommended vehicle speed is 50 km / h), recommended following distance (byte 4, in units of 0.1 s, e.g., a value of 20 when the recommended following distance is 2.0 s), event type (byte 5, e.g., 0x01 indicates congestion, 0x02 indicates construction, 0x03 indicates an accident, 0x04 indicates a green wave signal), and reserved fields (bytes 6-8, for future expansion). It should be noted that the protocol conversion delay is ≤50ms to ensure that the V2X signal can be quickly converted into a CAN wake-up frame.

[0031] Next, after the protocol conversion module generates a CAN wake-up frame, it is sent to the CAN communication gateway (hereinafter referred to as the CAN gateway) via the CAN bus. Upon receiving the CAN wake-up frame, the CAN communication gateway identifies it as a wake-up frame based on its frame ID (0x101) and forwards it to the autonomous driving controller / assisted driving controller (target ID is 0x200). Upon receiving the CAN wake-up frame, the assisted driving controller automatically wakes up from its sleep state with a power-on time ≤200ms and initiates the activation process for the assisted driving function.

[0032] As one implementation method, the in-vehicle HMI control module includes human-machine interface devices such as a display screen (e.g., a central control screen or instrument panel), speakers, and a head-up display (HUD). After receiving a CAN wake-up frame, the module automatically pops up the assisted driving control interface, displaying V2X event information (e.g., "An accident has occurred 300 meters ahead, recommended speed 30 km / h"), real-time lane lines, distance to the vehicle in front, and assisted driving status. It also outputs voice prompts through the speakers (e.g., "An accident has been detected ahead, V2X assisted driving is about to be activated") to remind the driver to pay attention to road events ahead.

[0033] The above method enables the reception of V2X signals, protocol conversion, generation of CAN wake-up frames, and automatic wake-up of the driver assistance controller, eliminating the need for the driver to manually operate the screen. This solves the technical problems of cumbersome manual operation and easy misoperation in existing driver assistance systems. At the same time, voice prompts reduce the problem of driver distraction caused by turning their head to look at the screen.

[0034] Step S2: Parse the CAN wake-up frame to obtain real-time event information of the road ahead of the driving vehicle, and combine it with the real-time collected information of the surrounding environment of the driving vehicle to verify whether the conditions for assisted driving activation are met.

[0035] In this step, based on the awakened driver assistance controller, the CAN wake-up frame is first parsed to extract real-time road event information, including road condition information (such as congestion, smooth traffic, etc.), road construction information (such as construction area location, construction type, etc.), road accident information (such as accident location, accident type, etc.), and green wave speed information (such as recommended speed, remaining time of green light phase, etc.).

[0036] Then, real-time information about the surrounding environment of the driving vehicle is acquired, including lane line information and obstacle information collected by a multi-function camera, distance information and relative speed information of the vehicle in front collected by millimeter-wave radar, vehicle position information collected by a positioning unit, and vehicle speed information and vehicle attitude information collected by an inertial unit.

[0037] In this embodiment, the multi-functional camera outputs the lane line position (the lateral offset of the left and right lane lines from the center of the vehicle). , (unit: m), lane line confidence level ( , (Range 0-1), traffic sign type, and the position of the vehicle in front; millimeter-wave radar outputs the distance to the vehicle in front. (unit: m), relative speed of the vehicle in front (unit: km / h), TTC collision time (unit: s); the positioning unit outputs the vehicle's current position (longitude). ,latitude Positioning accuracy (unit: meters); Inertial unit output vehicle attitude (yaw angle) Pitch angle yaw angle (unit: °) acceleration (longitudinal) Horizontal (Unit: m / s²); Vehicle CAN bus output speed (unit: km / h), steering wheel angle (unit: °), brake pedal status (0 / 1), Accelerator pedal opening (0-100%), gear (P / R / N / D).

[0038] As one implementation method, the authenticity of V2X signals is verified, specifically including a three-layer verification mechanism: The first layer verifies the timeliness of V2X signal timestamps and calculates V2X message timestamps. With the vehicle's GNSS clock The difference ,like If the time exceeds 500ms, the message is considered outdated and discarded. The second layer involves cross-validating the location information carried by the V2X signal with the vehicle's positioning information, and verifying the event location (longitude) in the V2X message. ,latitude ) and the vehicle's GNSS positioning (longitude) ,latitude To perform distance calculation, that is: ; Where latitude 1° ≈ 111km, if If the distance is greater than 300m (exceeding the V2X communication distance), the location is determined to be abnormal, and the credibility weight of the message is reduced to 0.3. The third layer involves cross-validating the road event information carried by V2X signals with vehicle sensor data, and determining the recommended V2X speed. Safe speed detected by cameras / radar When the difference is greater than 20km / h, the detection result of the vehicle's own sensor shall prevail, and the abnormal V2X signal shall be reported to the cloud server at the same time.

[0039] The three-layer verification mechanism effectively defends against V2X signal attacks and anomalies, ensuring that the system makes decisions based only on genuine and valid V2X signals.

[0040] Next, a multi-dimensional activation condition validation is performed, specifically including the following five dimensions: First, verify whether the vehicle speed is within the suitable speed range for assisted driving. Specifically, determine the current vehicle speed. Does it meet the requirement of 30km / h≤ ≤120km / h. Among them, when the speed is below 30km / h (such as in congested areas), it is not suitable to activate the assisted driving function; when the speed is above 120km / h (such as when speeding), the speed is too high and there is a safety risk, so it is also not suitable to activate the assisted driving function.

[0041] Second, verify whether the lane line recognition status is clear. Specifically, determine whether the confidence scores of both the left and right lane lines are ≥0.6 (i.e., ...). ≥0.6 and ≥0.6). Among them, lane line confidence reflects the accuracy of the camera in recognizing lane lines. A confidence of ≥0.6 indicates that the lane lines are clear and recognizable, and can support lateral control; a confidence of <0.6 indicates that the lane lines are blurry (such as in rainy or snowy weather, or when the lane lines are severely worn), and is not suitable for activating assisted driving.

[0042] Third, check if the safe following distance from the vehicle in front is sufficient. Specifically, determine the distance to the vehicle in front. Is it ≥ safe distance? Among them, safe distance , =1.0s is the minimum following distance. =5m is the minimum safe distance when stationary.

[0043] Fourth, verify whether the driver's condition is normal. Specifically, determine whether the following three conditions are met simultaneously: (1) The brake pedal is not depressed ( =0), ensuring the driver does not actively brake; (2) steering wheel angle ≤ 90° (| ≤90°), ensure the vehicle is in a straight line or small-angle turn, and do not activate driver assistance when making large-angle turns (such as U-turns, entering or exiting ramps); (3) the gear is D ( =D), ensure the vehicle is in forward motion; it is not suitable to activate driver assistance when in P / R / N gear.

[0044] Fifth, verify the stability of the V2X signal quality. Specifically, determine whether the V2X signal RSSI (Received Signal Strength Indicator) is ≥-90dBm and the SNR (Signal-to-Noise Ratio) is ≥10dB, and verify its timeliness through timestamp verification. ≤500ms) and location cross-validation (d_event≤300m) ensure that the V2X signal is real and effective.

[0045] The driver assistance function can only be activated when all five activation conditions mentioned above are met. Otherwise, if any condition is not met, the HMI control module will output a voice prompt, such as "The current road conditions do not meet the activation conditions for V2X driver assistance. Please continue manual driving." At the same time, the specific conditions that are not met will be displayed on the interface, such as "vehicle speed is too low," "lane lines are unclear," and "the distance to the vehicle in front is too close." The driver assistance function will remain off.

[0046] Furthermore, if the activation condition verification passes, the driver confirmation process begins. The HMI control module outputs a voice prompt (e.g., "An accident has been detected ahead. Recommended speed: 30 km / h. V2X driver assistance is about to activate. Please apply the brakes to cancel."), and simultaneously displays a countdown progress bar on the interface (e.g., a 3-second countdown). The driver assistance controller initiates a 3-second countdown, monitoring the brake pedal status in real time. If detected during the countdown =1 (driver presses the brake), then it is determined that the driver refuses activation, the activation request is cancelled, and the HMI outputs a voice prompt (such as "V2X assisted driving activation has been cancelled"). The activation request will not be automatically repeated during this trip (the driver must manually trigger it or restart the engine before it can be tried again); if the countdown ends and If the value is 0 (driver did not apply the brake), it is determined that the driver has agreed by default, the driver assistance function is automatically activated, and the process proceeds to step S3.

[0047] This step enables the acquisition of real-time road event information, real-time collection of surrounding environment information, verification of V2X signal authenticity, verification of multi-dimensional activation conditions, and driver confirmation mechanism. It ensures that the assisted driving function can only be activated when safety conditions are met and the driver agrees. This solves the technical problem of the lack of V2X signal verification mechanism and driver confirmation mechanism in existing assisted driving systems, and improves the safety and reliability of the system.

[0048] Step S3: If the conditions are met, the assisted driving function will be automatically activated and a voice prompt will be given. The vehicle control parameters will be determined based on the real-time event information of the road ahead and the surrounding environment information, and lateral and longitudinal control commands will be generated.

[0049] In this step, after the assisted driving function is successfully activated, the HMI control module outputs a voice prompt (such as "V2X assisted driving has been activated, current cruise speed is 30km / h, following distance is 2.0 seconds"), and at the same time displays the assisted driving status as "activated" on the interface, and displays real-time lane lines, distance to the vehicle in front, target speed and other information.

[0050] At this time, the decision unit of the driver assistance controller determines the vehicle control parameters based on real-time event information of the road ahead and surrounding environment information, and generates lateral and longitudinal control commands, specifically including: First, a decision calculation is performed within each cycle, using a set step size as the loop period. The set step size is typically 100ms (i.e., a decision frequency of 10Hz), matching the typical cycle of vehicle dynamics control. Within each decision cycle, the decision unit aggregates real-time event information from the road ahead (including V2X recommended speed, road speed limit, event type, etc.) and surrounding environmental information (including distance to the vehicle ahead, relative speed to the vehicle ahead, lane line position, vehicle speed, vehicle attitude, etc.) as input data for the decision calculation.

[0051] Next, determine the cruising speed. Use the recommended V2X speed. Speed ​​limits on roads (Obtained from camera TSR traffic sign recognition), speed of the vehicle in front The minimum value obtained from millimeter-wave radar is used as the cruising speed. By taking the minimum of the three, the cruise speed is ensured to not exceed the V2X recommendation, the road speed limit, or the speed of the vehicle in front plus 10 km / h, in order to avoid rear-end collisions.

[0052] Preferably, in special scenarios, such as when the V2X signal type is a "green wave signal", The system will automatically recommend a speed for green wave (e.g., 50 km / h). Set as This helps vehicles pass through intersections during the green light phase; when the V2X signal type is "congestion," Automatic deceleration (e.g., to 30 km / h), system-wide synchronized deceleration. To avoid frequent acceleration and deceleration; when the V2X signal type is "Accident" or "Construction", Significantly reduce speed (e.g., 20 km / h), the system decelerates in advance to ensure safe passage through accident / construction areas.

[0053] At the same time, the following distance is dynamically adjusted based on the relative speed of the vehicle in front. The following distance is dynamically adjusted based on the type of road event. Specifically, the base following distance... =V2X Recommended Following Distance (Usually 1.5s~2.5s); if the relative speed of the vehicle in front... If the speed is less than -10 km / h (the vehicle in front is rapidly approaching), then s, increase following distance; if the road event type is "congestion" or "accident", then s, further increase the following distance; if the road is clear and >5km / h (the vehicle in front is far away), then s (but not less than the minimum value of 1.0s), shortening the following distance to improve traffic efficiency. Final following distance The time limit is 1.0s to 3.0s.

[0054] Preferably, the conflict between green wave speed and safe following distance is addressed. When V2X recommends green wave speed and safe following distance requirements... When conflicts exist (e.g., a green wave requires a speed of 60 km / h, but the distance to the vehicle in front is only 30 m, while a safe following distance of 50 m is required), a dual-constraint joint calculation is used: based on the current distance to the vehicle in front... and following distance Calculate the maximum permissible safe speed, that is: (Unit: km / h)

[0055] Then, multiple candidate trajectories are generated based on the Frenet coordinate system. The Frenet coordinate system is a curved coordinate system referenced to the road centerline, including a longitudinal coordinate s along the road centerline and a lateral coordinate d perpendicular to the road centerline. Trajectory planning in the Frenet coordinate system decouples the vehicle's longitudinal and lateral movements, simplifying the complexity of trajectory planning. In this embodiment, based on the determined cruising speed... Following distance N=5 candidate trajectories (different combinations of longitudinal acceleration and lateral offset) are generated in the Frenet coordinate system, and each trajectory contains a sequence of predicted positions for the next 2 seconds.

[0056] Based on this, the optimal trajectory is selected according to four indicators: offset, acceleration, comfort, and efficiency. The cost function is calculated for each candidate trajectory as follows: ; in, This is the lane center offset. For acceleration amplitude, The rate of change of acceleration (i.e., acceleration, which reflects comfort), For speed tracking error (reflecting traffic efficiency); weighting coefficients w1=2.0, w2=1.0, w3=0.5, w4=1.5, among which lane center offset has the highest weight to ensure that vehicles stay in the center of the lane.

[0057] Based on the above calculation results, the trajectory with the minimum cost is selected as the optimal trajectory.

[0058] Finally, the MPC model predictive control algorithm is used to solve for the target acceleration and front wheel steering angle, generating lateral and longitudinal control commands. Within each control cycle, the MPC algorithm predicts the system's state evolution over a future period based on the current system state and optimal trajectory. The optimal control sequence is obtained by solving an optimization problem, and the first control variable is taken as the current control output.

[0059] Specifically, the prediction time domain of the MPC algorithm =2s, control time domain =0.5s, sampling period =100ms, establish the vehicle kinematic model, where the longitudinal model is: ; ; ; The lateral model uses a two-degree-of-freedom vehicle model, with the lateral displacement as the state variable. lateral angle yaw rate The control input is the front wheel steering angle. .

[0060] The optimization objective of MPC is to minimize the trajectory tracking error, the rate of change of the control input, and the magnitude of the control variable. Solving a quadratic programming problem yields the optimal control sequence, and the output is the longitudinal control variable (target acceleration). (unit: m / s²) and lateral control (front wheel steering angle) (unit: rad). The generated longitudinal control command includes the target vehicle speed. and target acceleration Lateral control commands include front wheel steering angle. The above decision calculation takes ≤80ms, which meets the 100ms decision cycle requirement.

[0061] As one implementation method, sensor conflict arbitration is also required during the decision-making process. When there is a conflict between V2X signals and vehicle proximity sensor data, the proximity sensor data takes precedence. Specifically, the priority of distance information is: millimeter-wave radar (0-120m) > camera (0-150m) > V2X signal (beyond line of sight). Proximity sensors take precedence over V2X signals. When multiple sensors detect the vehicle ahead simultaneously, millimeter-wave radar data is used first. For V2X and vehicle sensor conflicts, if the difference between the V2X recommended speed and the safe speed detected by the camera / radar is greater than 20km / h, the vehicle's sensor detection result takes precedence, and the V2X signal anomaly is reported to the cloud. Time synchronization involves assigning a unified timestamp to all sensor data (based on GNSS timing, accuracy ±10ms). During fusion, only data with a timestamp difference ≤100ms is used to avoid fusion errors caused by time asynchrony.

[0062] As a further implementation, this embodiment also includes a fault degradation mode to handle sensor failure scenarios. When vehicle sensor signals are lost, control privileges are gradually reduced until the driver assistance function is discontinued, a voice warning is issued to the driver, and active braking force is limited. Specifically, the fault degradation mode is triggered when any of the following conditions are detected: multi-function camera signal loss > 500ms (no valid data for 5 consecutive cycles); millimeter-wave radar signal loss > 500ms; lane line confidence < 0.6 for 3 consecutive seconds (lane lines are unclear); distance to the vehicle ahead. =120km / h) for 3 seconds; steering wheel angle | |>90° sustained for 1 second (large angle turn); shift gear to P / R / N; V2X signal loss for >5 seconds (out of communication range or roadside equipment failure).

[0063] Upon triggering the fault degradation mode, the driver assistance controller immediately stops sending control commands to ESP / EPS / EMS and exits the driver assistance function. Before exiting, it performs a gradual deceleration (target deceleration is -2m / s², and the active braking force is limited to ≤2m / s²), which lasts for ≤2 seconds before completely exiting. The HMI control module outputs a voice warning, such as "Sensor signal abnormal, V2X driver assistance has been disengaged, please take over the vehicle immediately." At the same time, a red warning icon and the cause of the fault are displayed on the interface, such as "Camera signal lost" or "The distance to the vehicle in front is too close." If necessary, the warning information is displayed via HUD projection to ensure that the driver can take over in time.

[0064] The aforementioned limit of active braking force ≤2m / s² is to avoid rear-end collisions caused by sudden braking (excessive braking deceleration, such as -5m / s², will cause the vehicle to brake suddenly, and the following vehicle may not have enough time to react, resulting in a rear-end collision), to ensure the comfort of the occupants (a deceleration of 2m / s² corresponds to a deceleration acceleration of 0.2g, which feels like gentle braking to the occupants and will not cause discomfort), to give the driver sufficient time to take over (the gradual deceleration process lasts ≤2 seconds, giving the driver enough time to notice the system disengage and take over vehicle control), and to comply with the ISO 26262 functional safety standard (ASIL-B level systems require a gradual degradation strategy in fault conditions to avoid sudden changes that could lead to danger).

[0065] Through the above steps, vehicle control parameters can be determined based on V2X signals and multi-source sensor data, Frenet coordinate system trajectory planning, MPC model predictive control, sensor conflict arbitration, and fault degradation mode can be realized, generating lateral and longitudinal control commands. This solves the technical problem that existing driver assistance systems lack V2X signal fusion decision-making mechanisms and fault degradation mechanisms, effectively improving the system's intelligence level and safety.

[0066] Step S4: Based on lateral and longitudinal control commands, drive the vehicle actuators to control the vehicle to perform acceleration, deceleration, steering, and torque adjustment.

[0067] In this step, such as Figure 2 As shown, the autonomous driving controller / assisted driving controller sends longitudinal and lateral control commands to the Electronic Stability Program (ESP), Electronic Steering System (EPS), and Engine Management System (EMS) via the CAN communication gateway to control the vehicle's acceleration, deceleration, steering, and torque adjustment. The specific process is as follows: First, longitudinal control commands are sent to the Electronic Stability System (ESP), generating an ESP acceleration request which is then sent to the Engine Management System (EMS) to adjust engine power output to complete vehicle acceleration and deceleration. Specifically, the driver assistance controller sends longitudinal control commands (including target vehicle speed) to the Electronic Stability Program (ESP). and target acceleration Encapsulated as a CAN frame (frame ID is 0x300, data field includes target vehicle speed) 2 bytes, unit 0.1 km / h; target acceleration (2 bytes, unit 0.01m / s²), sent to the ESP via the CAN communication gateway. After receiving the longitudinal control command, the ESP parses the target vehicle speed. and target acceleration The braking force of each wheel is controlled by a hydraulic regulating unit (HCU) to achieve longitudinal acceleration and deceleration control. When the target acceleration... When the torque is greater than 0, ESP generates an ESP acceleration request (including the target torque). The ESP (Electronic Stability Program) sends the target acceleration request (a_ref < 0) to the EMS via a CAN frame (frame ID 0x302). Upon receiving the ESP acceleration request, the EMS adjusts the valve opening (via a PWM signal, frequency 2kHz, duty cycle 0-100%) based on the target torque, increasing engine power output and accelerating the vehicle. When the target acceleration a_ref < 0, the ESP directly adjusts the braking force of each wheel to decelerate the vehicle. The ESP control accuracy is: acceleration tracking error ≤ ±0.5m / s², vehicle speed tracking error ≤ ±2km / h, braking pressure adjustment range 0-200Bar, adjustment resolution 1Bar, and response time ≤ 80ms.

[0068] Simultaneously, lateral control commands are sent to the Electronic Steering (EPS) system to adjust the steering motor output and complete vehicle steering. Specifically, the driver assistance controller sends lateral control commands (including front wheel angle) to the EPS system. Encapsulated as a CAN frame (frame ID 0x301, data field includes front wheel steering angle) The command (2 bytes, unit 0.01°) is sent to the EPS via the CAN communication gateway. After receiving the lateral control command, the EPS parses the front wheel steering angle. The drive brushless motor (rated power 600W, maximum torque 5Nm) drives the rack and pinion mechanism to adjust the front wheel steering angle, thus achieving vehicle steering. The EPS control accuracy is ≤±0.5° steering angle tracking error, ≤±0.1m lane center deviation, and ≤100ms response time. The EPS uses dual Hall sensors to monitor the rotor position in real time. When the difference between the two signals is >2°, a fault alarm is triggered, and the auxiliary steering function is deactivated to ensure system reliability.

[0069] Simultaneously, EMS and ESP work together to achieve smooth acceleration and deceleration of the vehicle. When ESP requests braking deceleration, EMS synchronously reduces torque output to avoid conflict between power and braking. The EMS has a throttle opening adjustment range of 0-90°, a resolution of 0.1°, and a response time of ≤120ms.

[0070] As a further implementation, during the operation of the driver assistance function, the driver can exit the driver assistance function at any time by pressing the brake pedal. Specifically, the driver assistance controller monitors the brake pedal status in real time. (Monitoring period 10ms), when detected =1 (When the driver presses the brake), the exit procedure is immediately triggered: the driver assistance controller sends an exit command to the ESP / EPS / EMS, stops sending control commands, and transfers vehicle control to the driver. The exit delay is ≤50ms. The HMI control module outputs a voice prompt, such as "Brake operation detected, V2X driver assistance has exited," and simultaneously displays the driver assistance status as "Exited" on the interface. Automatic recovery is not allowed during this trip. During this ignition cycle (from ignition start to engine shutdown), even if the activation conditions are met and a V2X signal is received later, the system will not automatically reactivate the driver assistance function. The driver must manually click the "Reactivate" button through the HMI interface or restart the engine to try to automatically activate it again.

[0071] Furthermore, when the driver assistance function is passively interrupted (e.g., a sensor malfunction triggering a fault degradation mode), the function automatically resumes after the fault is cleared and the activation conditions are met, following a voice prompt to the driver. Specifically, after a passive interruption, the driver assistance controller continuously monitors sensor signals and activation conditions (monitoring cycle 100ms); when fault clearance is detected (e.g., camera signal recovery, lane line confidence ≥ 0.6, distance to the vehicle ahead ≥ 0.6), the driver assistance function will automatically resume. When all activation conditions are met again, the system determines that automatic recovery can be attempted. Before automatic recovery, a complete activation condition verification (the five dimensions of step S2) must be performed again to ensure that the current state meets the safe activation requirements. If the activation condition verification passes, the HMI control module outputs a voice prompt, such as "Road conditions have returned to normal, V2X assisted driving is about to be reactivated. Please press the brake if you need to cancel," and displays a countdown progress bar (3 seconds) on the interface. A 3-second countdown is started to monitor the brake pedal status in real time. If detected =1 (driver applies the brake), then the automatic recovery is cancelled and the system enters active exit mode (automatic recovery is no longer allowed during this trip); if the countdown ends and If the value is 0, the driver assistance function will be automatically reactivated, and the system will return to step S103 to continue vehicle control. The number of automatic reactivation attempts is limited to ≤3 times per trip. After 3 attempts, the driver must manually click the "Reactivate" button to reactivate the function.

[0072] During the process of restoring the driver assistance function, the exit type must be recorded to distinguish between active exit and passive interruption. When the exit type is "driver actively exits by pressing the brake," automatic restoration of the driver assistance function is not allowed during this trip; when the exit type is "passively interrupted," automatic restoration of the driver assistance function is allowed. Furthermore, the exit type is recorded in the non-volatile memory of the driver assistance controller and is cleared each time the ignition is started.

[0073] Through the above steps, it is possible to drive the ESP / EPS / EMS actuators to control the vehicle for acceleration, deceleration, steering, and torque adjustment based on lateral and longitudinal control commands, as well as to implement automatic recovery mechanisms for driver active disengagement and passive interruption. This solves the problem that existing driver assistance systems lack automatic recovery mechanisms and mechanisms to distinguish between active disengagement and passive interruption, thereby improving the user experience and safety of the system.

[0074] Example 2 This embodiment provides a V2X-based vehicle assisted driving control system. This system executes the V2X-based vehicle assisted driving control method proposed in Embodiment 1 above. The system includes the following modules: The V2X communication module receives roadside V2X signals, converts them into CAN wake-up frames, and automatically wakes up the driver assistance controller. The specific implementation and functions of the V2X communication module have been described in detail in step S1 and will not be repeated here.

[0075] The assisted driving activation module is used to parse the CAN wake-up frame, obtain real-time event information of the road ahead of the vehicle, and combine it with the real-time collected information of the vehicle's surrounding environment to verify whether the assisted driving activation conditions are met. If met, the assisted driving function is automatically activated and a voice prompt is given. The specific implementation and function of the assisted driving activation module have been described in detail in step S2 and will not be repeated here.

[0076] The driver assistance decision-making module is used to determine vehicle control parameters and generate lateral and longitudinal control commands based on real-time event information from the road ahead and surrounding environment information. The specific implementation and functions of the driver assistance decision-making module have been detailed in step S3 and will not be repeated here.

[0077] As a further implementation, the assisted driving decision module is also used to: automatically exit the assisted driving function and provide a voice reminder when a braking signal is received; when the assisted driving function is passively interrupted, and the fault is cleared and the activation conditions are met, automatically restore the assisted driving function after providing a voice reminder to the driver; wherein, the process of restoring the assisted driving function is as follows: recording the exit type of the assisted driving function; when the exit type is that the driver actively exits by pressing the brake, the assisted driving function is not allowed to be automatically restored during this trip; when the exit type is that it is passively interrupted, the assisted driving function is allowed to be automatically restored.

[0078] The driver assistance execution module is used to drive the vehicle actuators to control the vehicle's acceleration, deceleration, steering, and torque adjustment based on lateral and longitudinal control commands. The specific implementation and functions of the driver assistance execution module have been described in detail in step S4 and will not be repeated here.

[0079] Example 3 This embodiment also provides a vehicle, including the aforementioned V2X-based vehicle assisted driving control system, or executing the aforementioned V2X-based vehicle assisted driving control method. The vehicle can be any type of vehicle equipped with a V2X communication module and assisted driving functions, such as a passenger car, commercial vehicle, electric vehicle, or hybrid vehicle.

[0080] The steps and methods involved in Examples 2 and 3 above correspond to those in Example 1. For specific implementation details, please refer to the relevant description section of Example 1.

[0081] Those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computer devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computer device, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. The present invention is not limited to any particular combination of hardware and software.

[0082] The above description is only a preferred embodiment of the present invention. Although the specific implementation of the present invention has been described in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that, based on the technical solution of the present invention, various modifications or variations that can be made by those skilled in the art without creative effort are still within the scope of protection of the present invention.

Claims

1. A vehicle assisted driving control method based on V2X, characterized in that, include: Receive roadside V2X signals, convert the V2X signals into CAN wake-up frames, and automatically wake up the driver assistance controller; The CAN wake-up frame is parsed to obtain real-time event information of the road ahead of the vehicle, and combined with the real-time collected information of the surrounding environment of the vehicle to verify whether the conditions for assisted driving activation are met. If the conditions are met, the driver assistance function will be automatically activated and a voice prompt will be given. The vehicle control parameters will be determined based on real-time event information of the road ahead and the surrounding environment information, and lateral and longitudinal control commands will be generated. Based on lateral and longitudinal control commands, the vehicle actuators are driven to control the vehicle's acceleration, deceleration, steering, and torque adjustment.

2. The vehicle assisted driving control method based on V2X according to claim 1, characterized in that, The range for receiving roadside V2X signals is beyond line of sight; converting V2X signals into CAN wake-up frames involves converting V2X signals into CAN protocol signals to generate wake-up frames for activating the driver assistance controller. The real-time road event information includes road condition information, road construction information, road accident information, and green wave vehicle speed information; the surrounding environment information includes lane line information and obstacle information collected by a multi-functional camera, distance information and relative speed information of the vehicle in front collected by millimeter-wave radar, vehicle position information collected by a positioning unit, and vehicle speed information and vehicle attitude information collected by an inertial unit.

3. The V2X-based vehicle assisted driving control method according to claim 2, characterized in that, The verification of whether the conditions for assisted driving activation are met includes: verifying whether the vehicle speed is within the speed range suitable for assisted driving, whether the lane line recognition status is clear, whether the safe distance to the vehicle in front is sufficient, whether the driver's status is normal, and whether the V2X signal quality is stable.

4. The V2X-based vehicle assisted driving control method according to claim 1, characterized in that, If the conditions are met, the driver assistance function will be automatically activated and a voice prompt will be given, including: The voice prompts the driver that V2X is activating assisted driving, and simultaneously detects whether the driver has applied the brakes; The driver assistance function is deactivated when the driver is detected to be braking, and automatically activated when the driver is not detected to be braking.

5. The vehicle assisted driving control method based on V2X according to claim 1, characterized in that, Based on real-time event information from the road ahead and surrounding environment information, vehicle control parameters are determined, and lateral and longitudinal control commands are generated, including: With a set step size as the cycle period, in each cycle, the real-time event information of the road ahead and the surrounding environment information of the driving vehicle are summarized, and the minimum value among the V2X recommended speed, road speed limit and the speed of the vehicle in front is taken as the cruising speed. The following distance is dynamically adjusted according to the relative speed of the vehicle in front and the type of road event. Based on the determined cruising speed and following distance, multiple candidate trajectories are generated using the Frenet coordinate system. The optimal trajectory is then selected by scoring four indicators: offset, acceleration, comfort, and efficiency. The target acceleration and front wheel steering angle are calculated and output using the MPC model predictive control algorithm, which generates lateral control commands and longitudinal control commands.

6. The V2X-based vehicle assisted driving control method according to claim 5, characterized in that, Longitudinal and lateral control commands are sent to the ESP electronic stability system, EPS electronic steering system, and EMS engine management system to control the vehicle's acceleration, deceleration, steering, and torque adjustment, including: The longitudinal control command is sent to the Electronic Stability System (ESP), which generates an ESP acceleration request and sends it to the Engine Management System (EMS) to adjust the engine power output to complete the vehicle's acceleration and deceleration. Lateral control commands are sent to the electronic steering system (EPS) to adjust the output of the steering motor to complete vehicle steering.

7. The vehicle assisted driving control method based on V2X according to claim 1, characterized in that, During the operation of the driver assistance function, it also includes: Upon receiving a braking signal, the driver assistance function will automatically disengage and a voice prompt will be given. When the driver assistance function is passively interrupted, it will automatically resume after the fault is cleared and the activation conditions are met, and the driver is reminded by voice. The process of resuming the driver assistance function is as follows: record the exit type of the driver assistance function; when the exit type is that the driver actively stepped on the brake to exit, the driver assistance function is not allowed to be automatically resumed during this trip; when the exit type is that it was passively interrupted, the driver assistance function is allowed to be automatically resumed.

8. A V2X-based vehicle assisted driving control system, characterized in that, include: The V2X communication module is used to receive roadside V2X signals, convert the V2X signals into CAN wake-up frames, and automatically wake up the driver assistance controller. The assisted driving activation module is used to parse the CAN wake-up frame, obtain real-time event information of the road ahead of the vehicle, and combine it with the real-time collected information of the surrounding environment of the vehicle to verify whether the assisted driving activation conditions are met; if they are met, the assisted driving function is automatically activated and a voice prompt is given. The driver assistance decision-making module is used to determine vehicle control parameters and generate lateral and longitudinal control commands based on real-time event information of the road ahead and surrounding environment information. The driver assistance execution module is used to drive the vehicle actuators to control the vehicle's acceleration, deceleration, steering, and torque adjustment based on lateral and longitudinal control commands.

9. The V2X-based vehicle assisted driving control system according to claim 8, characterized in that, The assisted driving decision-making module is also used for: Upon receiving a braking signal, the driver assistance function will automatically disengage and a voice prompt will be given. When the driver assistance function is passively interrupted, it will automatically resume after the fault is cleared and the activation conditions are met, and the driver is reminded by voice. The process of resuming the driver assistance function is as follows: record the exit type of the driver assistance function; when the exit type is that the driver actively stepped on the brake to exit, the driver assistance function is not allowed to be automatically resumed during this trip; when the exit type is that it was passively interrupted, the driver assistance function is allowed to be automatically resumed.

10. A vehicle, characterized in that, Includes the V2X-based vehicle assisted driving control system as described in any one of claims 8-9, or performs the V2X-based vehicle assisted driving control method as described in any one of claims 1-7.

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