Vehicle driving control system and vehicle control device

Abstract

To provide a vehicle drive control system which can expand the latest drive control to vehicles in various specifications without mounting a complicated system in the vehicle.SOLUTION: A drive control system 1 comprises: a camera unit 11 and a transceiver 18 which are mounted on a vehicle 5; a camera unit 51 and a transceiver 53 which are provided in a monitoring device 50 arranged at a fixed point on a roadside; a transceiver 74 which is provided in a traffic control device 70 arranged for each prescribed traffic control area; an information recognition_ECU 72 which recognizes road traffic information on the basis of first and second road traffic detection information received by the transceiver 74 via the transceivers 18, 53; a travel_ECU 73 which calculates control information of the vehicle 5 on the basis of the road traffic information; and E / G_ECU 23, PS_ECU 24, BK_ECU 25 which are mounted on the vehicle 5 and perform drive control on the basis of control information received by the transceiver 18 via the transceiver 74.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle driving control system that performs driving control such as control to avoid collision with an obstacle, and a vehicle control device. [Background technology]

[0002] In recent years, in vehicles such as automobiles, driving control devices that assist the driver in driving operations have been put into practical use in order to reduce the burden of driving operations on the driver and to improve safety. In this type of driving control device, various technologies have been developed for a driving control mode that performs steering assistance control and acceleration / deceleration control on the premise of the driver's proactive driving operation, and a driving control mode for driving the vehicle without the need for the driver's driving operation (so-called automatic driving mode) (for example, see Patent Document 1).

[0003] The driving control by the driving control device is basically realized by providing an adaptive cruise control (ACC) function and an active lane keep centering (ALKC) control function, etc. By using such driving control, the vehicle can automatically travel along the driving lane while maintaining the distance to the preceding vehicle.

[0004] In addition, in driving control devices, a technology has been put into practical use in which, when a driving environment recognition device using autonomous sensors such as cameras and radar recognizes an obstacle such as a vehicle or pedestrian in front of the vehicle, emergency braking (AEB (Autonomous Emergency Braking): collision damage mitigation brake) control is performed against the obstacle, and the vehicle is decelerated until the relative speed between the vehicle and the obstacle becomes zero.

[0005] Furthermore, in driving control devices, a technology has been put into practical use that performs emergency steering control to avoid a collision with an obstacle when it is determined that a collision with the obstacle cannot be avoided by emergency braking control.

[0006] These various types of driving controls tend to become more sophisticated toward perfecting automatic driving control that does not require the driver to perform driving operations even in emergencies. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] JP 2019-172113 A Summary of the Invention [Problem to be solved by the invention]

[0008] However, in order to improve driving control, it is necessary to obtain information about the surroundings of the vehicle from multiple angles using multiple autonomous sensors, etc. Also, in order to recognize the driving environment around the vehicle from the information obtained from multiple angles and to calculate control information for driving control with high accuracy, it is necessary to use a control unit with high computing power.

[0009] On the other hand, among various driving controls, it is desirable to widely deploy driving controls related to safety, such as collision avoidance control with obstacles, to vehicles of various specifications. Furthermore, it is desirable to apply the latest control programs, which are constantly being developed, as needed to calculate control information for such safety-related driving controls.

[0010] The present invention has been made in consideration of the above circumstances, and aims to provide a vehicle driving control system and a vehicle control device that can apply the latest driving control to vehicles of various specifications without installing a complex system in the vehicle. [Means for solving the problem]

[0011] A vehicle driving control system according to one aspect of the present invention ,tubea monitoring device arranged at a predetermined interval within a predetermined area, capturing an image of a vehicle traveling on a road to generate first road traffic detection information and transmitting the first road traffic detection information to the control device which is connected to the control device so as to be able to communicate with each other; and one or more vehicles present within the predetermined area, which generate second road traffic detection information including a vehicle position, a traveling direction, a traveling speed, and an image of a vehicle ahead in the traveling direction using a predetermined device, and transmit the second road traffic detection information to the control device which is connected to the control device so as to be able to communicate with each other. The control device receives the first road traffic detection information and the second road traffic detection information from the one or more vehicles present within the predetermined area. a high-precision road map database that stores road map information in which the contents of the first road traffic detection information and the second road traffic detection information are reflected each time the first road traffic detection information and the second road traffic detection information are received, and when the second road traffic detection information is received from a first vehicle among one or more vehicles present in the specified area, the current position, traveling direction and traveling speed of the first vehicle are recognized based on the road map information, and when it is detected that the first vehicle may collide with an obstacle ahead of the traveling path, first control information including a target acceleration / deceleration to be used for emergency brake control to stop the vehicle in front of the obstacle is calculated, and The first control information When a second vehicle that may collide with the first vehicle is detected if emergency brake control is executed based on the above, second control information including a target acceleration / deceleration used for controlling the second vehicle to stop in front of the first vehicle is calculated, and the first control information is transmitted to the first vehicle. When the second control information is transmitted to the second vehicle, the first vehicle that has received the first control information executes emergency brake control in accordance with the target acceleration / deceleration included in the first control information, and the second vehicle that has received the second control information executes emergency brake control in accordance with the target acceleration / deceleration included in the second control information. 。 Effect of the Invention

[0013] According to the present invention, the latest driving control can be applied to vehicles of various specifications without installing a complex system in the vehicle. [Brief description of the drawings]

[0014] [Figure 1] FIG. 1 is a schematic configuration diagram showing a vehicle driving control system according to a first embodiment of the present invention; [Diagram 2] FIG. 1 is an explanatory diagram showing a vehicle operation control device and a monitoring device connected to a control device by high-speed wireless communication according to the first embodiment. [Diagram 3] FIG. 1 is an explanatory diagram showing the monitoring area of ​​the stereo camera according to the first embodiment. [Figure 4] FIG. 2 is an explanatory diagram showing road traffic detection information transmitted from a vehicle driving control device according to the first embodiment; [Diagram 5] FIG. 2 is an explanatory diagram showing road traffic detection information transmitted from a monitoring device according to the first embodiment. [Figure 6] A flowchart showing a communication control routine in the communication control unit of the operation control device. [Figure 7] A flowchart showing a communication control routine in the communication control unit of the control device. [Figure 8] A flowchart showing a road traffic information recognition routine in the road traffic information recognition control unit of the traffic control device. [Figure 9] A flow chart showing a control information calculation routine in the driving control unit of the control device (part 1) [Figure 10] A flow chart showing a control information calculation routine in the driving control unit of the control device (part 2) [Figure 11] FIG. 11 is a block diagram showing a main part of a communication terminal according to a modified example. [Figure 12] FIG. 1 is an explanatory diagram showing a vehicle driving control device, a communication terminal, and a monitoring device connected to a control device by high-speed wireless communication. [Figure 13] FIG. 1 is a schematic diagram showing a vehicle driving control system using a communication terminal according to the first embodiment of the present invention. [Figure 14] FIG. 11 is a schematic configuration diagram showing a vehicle driving control system according to a second embodiment of the present invention; [Figure 15] A flowchart showing a communication control routine in the communication control unit of the control device. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0015] Hereinafter, the embodiments of the present invention will be described with reference to the drawings. Fig. 1 to Fig. 10 relate to a first embodiment of the present invention, in which Fig. 1 is a schematic configuration diagram showing a vehicle driving control system, and Fig. 2 is an explanatory diagram showing a vehicle driving control device and a monitoring device connected to a control device by high-speed wireless communication.

[0016] As shown in FIG. 1, the driving control system 1 in this embodiment is configured to include a driving control device 10 mounted on a vehicle 5 which is a moving body, a monitoring device 50 installed along a road, and a plurality of control devices 70 consisting of narrow area servers installed in a network environment NW.

[0017] The driving control device 10 has, for example, a camera unit 11 as an autonomous sensor for detecting the driving environment outside the vehicle. The driving control device 10 also has a communication control unit (hereinafter referred to as "communication_ECU") 21, a driving control unit (hereinafter referred to as "driving_ECU") 22, an engine control unit (hereinafter referred to as "E / G_ECU") 23, a power steering control unit (hereinafter referred to as "PS_ECU") 24, a brake control unit (hereinafter referred to as "BK_ECU") 25, and an alarm control unit (hereinafter referred to as "alarm_ECU"). These control units 21 to 26 are connected via an in-vehicle communication line such as a CAN (Controller Area Network).

[0018] The camera unit 11 is fixed, for example, to the center of the upper part of the front part of the vehicle interior. The camera unit 11 has, for example, an in-vehicle camera (stereo camera) consisting of a main camera 11a and a sub-camera 11b, and an image processing unit (IPU) 11c.

[0019] The main camera 11a and the sub-camera 11b sense, for example, a real space in front of the vehicle 5. That is, the main camera 11a and the sub-camera 11b are arranged, for example, at symmetrical positions on either side of the center in the vehicle width direction of the vehicle 5, and capture stereoscopic images of a front area Af (see FIG. 3) of the vehicle 5 from different viewpoints.

[0020] The IPU 11c processes image information of the environment traveling ahead of the vehicle 5 stereoscopically captured by both cameras 11a, 11b in a predetermined manner, and generates image information (distance image information) including distance information calculated from the positional deviation amount of the corresponding object.

[0021] A transceiver 13 compatible with a high-reliability, low-latency communication system (e.g., a fifth-generation mobile communication system) is connected to the communication_ECU 21 as a transceiver for performing wireless communication between the control device 70 and the driving control device 10 of another vehicle 5.

[0022] The input side of the communication_ECU 21 is connected to the camera unit 11, as well as to various sensors required for estimating the position of the vehicle 5 (host vehicle position), such as an acceleration sensor 14, a speed sensor 15, a gyro sensor 16, and a GNSS receiver 17. The acceleration sensor 14 detects the longitudinal acceleration and lateral acceleration of the vehicle 5. The speed sensor 15 detects, for example, the rotational speeds of the front, rear, left and right wheels. The gyro sensor 16 detects the angular velocity or angular acceleration of the vehicle 5. The GNSS receiver 17 receives positioning signals transmitted from a plurality of positioning satellites.

[0023] The communication_ECU 21 generates road traffic detection information (first road traffic detection information) including various information input from the above-mentioned camera unit 11, acceleration sensor 14, speed sensor 15, gyro sensor 16, and GNSS receiver 17, etc., and transmits it to the control device 70 at every predetermined control period.

[0024] 4, the communication_ECU 23 generates road traffic detection information (first road traffic detection information) including the vehicle ID of the vehicle 5, the transmission date and time, a distance image, the position (latitude, longitude) of the vehicle 5, the acceleration of the vehicle 5, the speed of the vehicle 5, and the traveling direction of the vehicle 5. Then, the communication_ECU 21 transmits the generated first road traffic detection information to the control device 70 via the transceiver 18.

[0025] In addition, the communication_ECU 21 receives road map information (described later) transmitted from the control device 70 as required via the transceiver 18.

[0026] Here, the road map information transmitted from the control device 70 is map information that reflects road traffic information that changes from moment to moment in real time based on information collected from each vehicle 5 and each monitoring device 50, etc., present within a specified control area.

[0027] Furthermore, the communication_ECU 21 receives control information (described later) appropriately transmitted from the control device 70 through the transceiver 18. This control information includes, for example, a target deceleration for performing deceleration control of the vehicle 5 in an emergency where there is a possibility of a collision with an obstacle. Upon receiving the target deceleration, the communication_ECU 21 outputs the received target deceleration to the E / G_ECU 23 and the BK_ECU 25. This enables the E / G_ECU 23 and the BK_ECU 25 to execute deceleration control based on the target deceleration as interruption control.

[0028] The control information also includes, for example, a target steering angle for performing steering control of the vehicle 5 in an emergency. Upon receiving the target steering angle, the communication_ECU 21 outputs the received target steering angle to the PS_ECU 24. This enables the PS_ECU 24 to execute steering control based on the target steering angle as interrupt control.

[0029] That is, in this embodiment, each piece of control information transmitted from the control device 70 takes priority over control information calculated in the travel_ECU 23 on the vehicle 5 side (to be described later).

[0030] In this manner, in this embodiment, the camera unit 11, the acceleration sensor 14, the wheel speed sensor 15, the gyro sensor 16, the GNSS receiver 17, etc. function as a first road traffic detection information acquisition means, and the transceiver 18 functions as a first communication device. Note that the communication_ECU 21 can also transmit the first road traffic detection information to other vehicles 5 present in the vicinity of the vehicle 5 through the transceiver 18 (see FIG. 2).

[0031] The travel_ECU 22 calculates control information for the vehicle 5 (host vehicle) based on the road map information received from the control device 70. Here, in this embodiment, the travel_ECU 22 mainly calculates control information related to improving convenience for the driver.

[0032] For example, the traveling_ECU 22 calculates a target acceleration / deceleration as control information for adaptive cruise control (ACC) based on road map information. That is, when the traveling_ECU 22 recognizes that a preceding vehicle exists ahead of the host vehicle in the host vehicle's driving lane based on the road map information, the traveling_ECU 22 calculates a target acceleration / deceleration for making the host vehicle follow the preceding vehicle while maintaining a predetermined vehicle distance from the preceding vehicle. When the traveling_ECU 22 recognizes that a preceding vehicle does not exist ahead of the host vehicle in the host vehicle's driving lane based on the road map information, the traveling_ECU 22 calculates a target acceleration / deceleration for making the host vehicle travel at a constant speed at a set vehicle speed. Then, the traveling_ECU 22 outputs the calculated target acceleration / deceleration to the E / G_ECU 23 and the BK_ECU 25. This enables the E / G_ECU 23 and the BK_ECU 25 to execute acceleration / deceleration control based on the target acceleration / deceleration.

[0033] Also, for example, the traveling_ECU 22 calculates a target steering angle as control information for active lane keep centering (ALKC) control based on road map information. That is, the traveling_ECU 22 calculates a target steering angle for keeping the host vehicle in the center of the host vehicle's driving lane based on the road map information. Then, the traveling_ECU 22 outputs the calculated target steering angle to the PS_ECU 24. This enables the PS_ECU 24 to execute steering control based on the target steering angle.

[0034] A throttle actuator 27 is connected to the output side of the E / G_ECU 23. This throttle actuator 27 opens and closes a throttle valve of an electronically controlled throttle provided in a throttle body of the engine. That is, the throttle actuator 27 opens and closes the throttle valve in response to a drive signal from the E / G_ECU 23 to adjust the intake air flow rate, thereby generating a desired engine output.

[0035] An electric power steering motor 28 is connected to the output side of the PS_ECU 24. The electric power steering motor 28 applies a steering torque to the steering mechanism by the rotational force of the motor. That is, the electric power steering motor 28 generates a desired steering angle by a drive signal from the PS_ECU 24.

[0036] A brake actuator 29 is connected to the output side of the BK_ECU 25. This brake actuator 29 adjusts the brake hydraulic pressure supplied to the brake wheel cylinders provided on each wheel. That is, when the brake actuator 29 is driven by a drive signal from the BK_ECU 25, it generates a braking force on each wheel through the brake wheel cylinders, forcibly decelerating the vehicle 5.

[0037] An alarm device 30 is connected to the output side of the alarm_ECU 26. The alarm device 30 issues a predetermined alarm to the driver. Here, the alarm device 30 is configured, for example, with a multi-information display and a speaker provided on an instrument panel. That is, the alarm device 30 issues a predetermined warning display or alarm sound to the driver in response to a drive signal from the alarm_ECU 26.

[0038] In this manner, in this embodiment, the E / G_ECU 23, the PS_ECU 24, and the BK_ECU 25 realize the function of an operation control execution unit.

[0039] The monitoring device 50 is, for example, a roadside infrastructure for observing the driving environment, and is arranged at fixed points at predetermined intervals along the roadside. The monitoring device 50 is configured to include, for example, a camera unit 51 and a communication_ECU 52.

[0040] The camera unit 51 is, for example, configured with a monocular camera. The camera unit 51 is disposed, for example, such that the optical axis is inclined at a predetermined depression angle from above the road side toward the road surface. In this way, the camera unit 51 detects image information including vehicles traveling on the road.

[0041] A transceiver 53 adapted for a high-reliability, low-latency communication system (e.g., a fifth-generation mobile communication system) is connected to the communication_ECU 52 as a transceiver for wireless communication with the control device 70. In addition, a camera unit 51 is connected to the input side of the communication_ECU 52.

[0042] The communication_ECU 52 generates road traffic detection information (second road traffic detection information) including the image information input from the above-mentioned camera unit 51, and transmits the information to the control device 70 at every preset control period.

[0043] 5, the communication_ECU 52 generates road traffic detection information including the ID of the monitoring device 50, the transmission date and time, the image, the position (latitude, longitude) of the monitoring device 50, etc. Then, the communication_ECU 52 transmits the generated road traffic detection information to the control device 70 via the transceiver 53.

[0044] Thus, in this embodiment, the camera unit 51 functions as a second road traffic detection information acquisition means, and the transceiver 53 functions as a third communication device.

[0045] The control device 70 is, for example, an edge server (so-called MEC server) in a network environment using edge computing, and is arranged for each predetermined control area. The control device 70 is configured to include, for example, a communication_ECU 71, a road traffic information recognition control unit (hereinafter referred to as "information recognition_ECU") 72, and a driving control unit (hereinafter referred to as "driving_ECU") 73. These control units 71 to 73 are connected via a predetermined communication line. Here, each of the control units 71 to 73 has higher performance specifications than each of the control units mounted on the vehicle 5. It is also possible to configure each of the control units 71 to 73 by a single control unit.

[0046] A transceiver 74 compatible with a high-reliability, low-latency communication system (e.g., a fifth-generation mobile communication system) is connected to the communication_ECU 71 as a transceiver for wireless communication between each vehicle's driving control device 10 and each monitoring device 50.

[0047] When the transceiver 74 receives road traffic detection information from the driving control device 10 and each monitoring device 50 of each vehicle 5 , the communication_ECU 71 outputs the received road traffic detection information to the information recognition_ECU 72 .

[0048] Furthermore, when vehicle control information (described later) is input from the travel_ECU 73, the communication_ECU 72 transmits the input control information to the corresponding vehicle 5 via the transceiver 74.

[0049] Furthermore, when the road map information is input from the information recognition_ECU 72 , the communication_ECU 72 transmits the input road map information to each vehicle 5 via the transceiver 74 .

[0050] Thus, in this embodiment, the transceiver 74 functions as a second communication device.

[0051] The information recognition_ECU 72 is connected to a high-precision road map database 75. The high-precision road map database 75 is a large-capacity storage medium such as an HDD, and stores high-precision road map information (dynamic map) as information required for driving control of each vehicle 5 traveling on a road. The high-precision road map information has three layers of information consisting of static information that mainly constitutes road information, and semi-dynamic information and preliminary dynamic information that mainly constitute traffic information.

[0052] Static information is made up of information that needs to be updated within one month, such as roads, structures on roads, lane information, road surface information, and permanent traffic regulations.

[0053] Semi-dynamic information consists of information that requires updates within one minute, such as the actual traffic congestion conditions and driving restrictions at the time of observation, temporary driving impairments such as fallen objects and obstacles, actual accident conditions, and narrow-area weather information.

[0054] Dynamic information consists of information that must be updated within one second, such as information transmitted and exchanged between moving objects, information on currently displayed traffic signals, information on pedestrians and motorcycles within an intersection, and information on vehicles traveling straight through an intersection.

[0055] Such road map information is maintained and updated periodically until the next information is received from the driving control device 10 and each monitoring device 50 of each vehicle 5, and the updated information is appropriately output to the communication_ECU 71 and the traveling_ECU 73. Note that, although it is possible to output all of the road map information within the controlled area as the road map information to be output to the communication_ECU 71, it is preferable to extract only the road map information required for each vehicle 5 to calculate the control information in the traveling_ECU 23, taking into consideration the communication load with the communication_ECU 21 on the vehicle 5 side, and output it as individual road map information associated with the ID of each vehicle 5.

[0056] When updating the road map information, the information recognition_ECU 72 analyzes the road traffic detection information received from the driving control device 10 of each vehicle 5 and each monitoring device 50, and performs recognition processing of the road traffic information.

[0057] For example, when road traffic detection information is received from the driving control device 10, the information recognition_ECU 72 recognizes the current position of the vehicle 5 on a road map, as well as the moving direction and moving speed of the vehicle 5, etc.

[0058] Furthermore, based on the received distance image information and the like, the Information Recognition_ECU 72 obtains lane markings that divide the road around the vehicle 5. The Information Recognition_ECU 72 also obtains the road curvature [1 / m] of each marking line that divides the left and right sides of the road, and the width between each marking line (lane width).

[0059] Furthermore, the information recognition_ECU 72 performs predetermined pattern matching on the distance image information to recognize three-dimensional objects such as guardrails and curbs along the road, and pedestrians, motorcycles, and vehicles other than motorcycles that are on the road. Here, the three-dimensional object recognition in the information recognition_ECU 72 recognizes, for example, the type of the three-dimensional object, the distance to the three-dimensional object, the speed of the three-dimensional object, and the like.

[0060] Similarly, when road traffic detection information is received from the monitoring device 50, the information recognition_ECU 72 performs a well-known image recognition process or the like based on the received image information or the like, thereby performing a recognition process for the road traffic information.

[0061] When the road traffic information is recognized based on the road traffic detection information from the driving control device 10 and the monitoring device 50 in this way, the information recognition_ECU 72 updates the road map information stored in the high-precision road map database 75 as needed based on the recognized road traffic information. This information update is performed not only on static information but also on semi-dynamic information and dynamic information. As a result, the road map information includes the latest road traffic information acquired by communication with the outside of the control device 70, and information on moving objects such as vehicles traveling on roads is updated in real time.

[0062] In this manner, in this embodiment, the information recognition_ECU 72 realizes the function of road traffic information recognition means.

[0063] The travel_ECU 73 calculates control information for each vehicle 5 present within the control area of ​​the control device 70. As this control information, the travel_ECU 73 calculates at least control information for each vehicle 5 to emergency avoid collision with an obstacle. Here, various programs for calculating the control information etc. in the travel_ECU 73 can be updated to the latest programs at any time, for example, through the network environment NW.

[0064] Specifically, when the driving_ECU 73 detects an obstacle ahead of the vehicle 5 on the roadway that is likely to cause a collision with the vehicle 5 based on road map information reflecting road traffic information, the driving_ECU 73 calculates control information for emergency braking (AEB (Autonomous Emergency Braking): collision damage mitigation brake) control to stop the vehicle in front of the obstacle.

[0065] Here, the obstacle in this embodiment refers to a three-dimensional object that may collide with the vehicle 5, and specifically refers to a three-dimensional object ahead of the vehicle 5 on the roadway, at least a part of which overlaps with the vehicle 5. This obstacle includes not only another vehicle 5 parked near the road shoulder, but also a leading vehicle 5 that suddenly decelerates or stops in front of the vehicle 5, and a pedestrian crossing the roadway.

[0066] The control information for this emergency brake control is based on an obstacle recognized by the information recognition_ECU 72, and for example, control information for primary brake control and control information for secondary brake control are set in a sequential, step-by-step manner.

[0067] The primary brake control is a warning brake control for prompting the driver to perform an operation to avoid a collision with an obstacle, and is a gentle brake control for decelerating the vehicle 5 using a relatively small deceleration a0.

[0068] The secondary brake control is a type of brake control that is performed when the driver does not perform appropriate collision avoidance operations in response to the primary brake control, and is a strong brake control that decelerates the vehicle 5 using a deceleration rate ap greater than that of the primary brake control until the relative speed between the vehicle 5 and the obstacle becomes "0".

[0069] The control information for these brake controls is set when the relationship between the relative speed Vrel and the relative distance D between the vehicle 5 and the obstacle becomes equal to or smaller than a threshold value.

[0070] In this embodiment, specifically, the traveling_ECU 73 calculates the brake control start distances D1th and D2th, which are distance thresholds, from the relationship between the relative speed Vrel between the vehicle 5 and the obstacle and the overlap ratio Rap. In order to calculate these distance thresholds D1th and D2th, a map for setting the primary brake control start distance and a map for setting the secondary brake control start distance are set in advance and stored in the traveling_ECU 73 based on experiments, simulations, etc. These maps are basically set so that the lower the relative speed Vrel is, the smaller the distance threshold is set to delay the deceleration start timing, and the lower the overlap ratio R is, the smaller the distance threshold is set to delay the deceleration start timing. That is, each map is set so that the lower the relative speed Vrel is and the lower the overlap ratio R is, the more room is left for the driver to avoid a collision with the obstacle by his / her own driving operation.

[0071] Then, when the relative distance D becomes equal to or smaller than the primary brake control start distance D1th, the travel_ECU 73 sets the target deceleration a0 as the control information for the vehicle 5.

[0072] Furthermore, when the driver does not perform appropriate avoidance operations during the primary brake control and the relative distance D becomes equal to or less than the secondary brake control start distance D2th, the traveling_ECU 73 sets a target deceleration ap as control information for the vehicle 5.

[0073] Note that a time to collision (TTC), which will be described later, is a parameter in brake control that is substantially synonymous with the relative distance D. Therefore, it is also possible to use the time to collision TTC as a parameter that indicates the relationship between the relative speed Vrel and the relative distance D.

[0074] During execution of the secondary brake control, the travel_ECU 73 calculates a time to collision (TTC) which is a time until the vehicle 5 collides with an obstacle. As the time to collision TTC, for example, a value ((relative distance D) / (relative speed Vrel)) is calculated by dividing the relative distance D between the vehicle 5 and the obstacle ahead by the relative speed Vrel between the vehicle 5 and the obstacle ahead.

[0075] When the time to collision TTC is equal to or less than a preset threshold Tth, the travel_ECU 73 determines that it is difficult to avoid a collision with an obstacle by braking control, and calculates control information for emergency steering (AES (Autonomous Emergency Steering): automatic steering avoidance) control in order to avoid an emergency collision with the obstacle by steering. Here, the threshold Tth is a threshold for determining whether there is enough time to avoid a collision between the vehicle 5 and the obstacle by emergency braking control in relation to the time to collision TTC.

[0076] In this steering control, the traveling_ECU 73 calculates a target lateral position for the vehicle 5 to avoid collision with an obstacle. The traveling_ECU 73 also calculates, as a target route for emergency steering control, a first target route from the control start position to an intermediate position between the control start position and the target lateral position, and a second target route from the intermediate position to the target lateral position, using, for example, a vehicle position at the time when the time to collision TTC becomes equal to or less than a set threshold value Tth as a control start position, and a lateral jerk allowed according to the vehicle speed. The traveling_ECU 73 then sets, as control information, a target steering angle for driving the vehicle 5 along the target route.

[0077] Furthermore, when another vehicle 5 is affected by the behavior of the vehicle 5 for which the control information has been set, the travel_ECU 73 calculates control information for collision avoidance for the other vehicle 5 as well, as necessary and appropriately.

[0078] Each piece of control information calculated in this manner is output from the travel_ECU 73 to the communication_ECU 71, and the communication_ECU 71 transmits each piece of control information to the corresponding vehicle 5 via the transceiver 74. In this manner, in this embodiment, the travel_ECU 73 realizes the function of a control information calculation means.

[0079] Next, a communication control routine in the communication_ECU 21 of the operation control device 10 will be described with reference to a flowchart. This routine is repeatedly executed in the communication_ECU 21 at set intervals.

[0080] When the routine starts, the communication_ECU 21 checks in step S101 whether the vehicle 5 is present within the communication range (control area) of the control device 70 or not.

[0081] Then, in step S101, if it is determined that the vehicle 5 is outside the communication range, the communication_ECU 21 exits the routine.

[0082] On the other hand, if it is determined in step S101 that the vehicle 5 is within the communication range, the communication_ECU 21 proceeds to step S102 and checks whether a set time (for example, 200 msec) has elapsed since the first road traffic detection information was previously transmitted.

[0083] Then, if it is determined in step S102 that the set time has elapsed, the communication_ECU 21 proceeds to step S103, where it transmits the first road traffic detection information through the transceiver 18, and then proceeds to step S104.

[0084] On the other hand, if it is determined in step S102 that the set time has not elapsed, the communication_ECU 21 proceeds directly to step S104.

[0085] When proceeding to step S104 from step S102 or step S103, the communication_ECU 21 checks whether or not control information is being received through the transceiver 18 from the control device 70 corresponding to the controlled area in which the vehicle 5 is currently located.

[0086] Then, if it is determined in step S104 that the control information has not been received, the communication_ECU 21 proceeds to step S109.

[0087] On the other hand, if it is determined in step S104 that the control information has been received, the communication_ECU 21 proceeds to step S105 and checks whether or not the received control information includes a target deceleration.

[0088] Then, in step S105, if it is determined that the received control information includes the target deceleration, the communication_ECU 21 proceeds to step S106, where it outputs the target deceleration to the E / G_ECU 23, the BK_ECU 25, and the warning_ECU 26, and then proceeds to step S107. As a result, the E / G_ECU 23 and the BK_ECU 25 perform emergency braking control for an obstacle based on the input target deceleration. Also, the warning_ECU 26 appropriately performs a predetermined warning control according to the target deceleration.

[0089] On the other hand, if it is determined in step S105 that the received control information does not include the target deceleration, the communication_ECU 21 proceeds directly to step S107.

[0090] When the process proceeds from step S105 or step S106 to step S107, the communication_ECU 21 checks whether or not the received control information includes a target steering angle.

[0091] Then, in step S107, if it is determined that the received control information includes a target steering angle, the communication_ECU 21 proceeds to step S108, where it outputs the target steering angle to the PS_ECU 24 and the warning_ECU 26, and then proceeds to step S109. As a result, the SP_ECU 24 performs emergency steering control for an obstacle based on the input target steering angle. Also, the warning_ECU 26 appropriately performs a predetermined warning control according to the target steering angle.

[0092] On the other hand, if it is determined in step S107 that the received control information does not include the target steering angle, the communication_ECU 21 proceeds directly to step S109.

[0093] When proceeding to step S109 from step S107 or step S108, the communication_ECU 21 checks whether or not road map information is being received through the transceiver 18 from the control device 70 corresponding to the controlled area in which the vehicle 5 is currently located.

[0094] Then, in step S109, if it is determined that the road map information has not been received, the communication_ECU 21 exits the routine.

[0095] On the other hand, if it is determined in step S109 that the road map information has been received, the communication_ECU 21 proceeds to step S110, where it outputs the received road map information to the driving_ECU 22, and then exits the routine.

[0096] Although detailed description is omitted, the communication_ECU 52 of the monitoring device 50 also performs the same processes as those in steps S102 and S103 described above, and transmits the second road traffic detection information to the control device 70.

[0097] Next, the communication control executed in the communication_ECU 71 of the control device 70 will be described with reference to the flowchart of the communication control routine in Fig. 7. This routine is repeatedly executed in the communication_ECU 71 at set intervals.

[0098] When the routine starts, in step S201, the communication_ECU 71 checks whether or not information has been received from the outside. That is, the communication_ECU 71 checks whether or not at least one of the first road traffic detection information from the driving control device 10 of the vehicle 5 existing in the control area and the second road traffic detection information from the monitoring device 50 has been received.

[0099] Then, in step S201, if it is determined that information has been received from the outside, the communication_ECU 71 proceeds to step S202, where it outputs the received information to the information recognition_ECU 72, and then proceeds to step S203.

[0100] On the other hand, if it is determined in step S201 that no information has been received from the outside, the communication_ECU 71 proceeds directly to step S203.

[0101] When the process proceeds from step S201 or step S202 to step S203, the communication_ECU 71 checks whether or not control information has been input from the traveling_ECU 73.

[0102] Then, if it is determined in step S203 that control information has been input, the communication_ECU 71 proceeds to step S204, where it transmits the control information via the transceiver 74 to the vehicle 5 having the ID corresponding to the input control information, and then proceeds to step S205.

[0103] On the other hand, if it is determined in step S204 that the control information has not been input, the communication_ECU 71 proceeds directly to step S205.

[0104] When the process proceeds from step S203 or step S204 to step S205, the communication_ECU 71 checks whether or not newly updated road map information has been input from the information recognition_ECU 72.

[0105] Then, if it is determined in step S205 that road map information has been input, the communication_ECU 71 proceeds to step S206, where it transmits the input road map information to each vehicle 5 within the controlled area, and then exits the routine.

[0106] On the other hand, if it is determined in step S205 that the road map information has not been input, the communication_ECU 71 exits the routine.

[0107] Next, the road traffic information recognition process executed in the information recognition_ECU 72 will be described with reference to a flowchart of a road traffic information recognition routine shown in Fig. 8. This routine is repeatedly executed in the information recognition_ECU 72 at set time intervals.

[0108] When the routine starts, the information recognition_ECU 72 checks whether or not information has been input from the outside via the communication_ECU 71.

[0109] Then, in step S301, if it is determined that no information has been input from the outside, the information recognition_ECU 72 exits the routine.

[0110] On the other hand, if it is determined in step S301 that information has been input from the outside, the information recognition_ECU 72 proceeds to step S302 and checks whether the input information is information from the vehicle 5, i.e., whether the input information is the first road traffic detection information.

[0111] Then, in step S302, if it is determined that the input information is information from the vehicle 5, the information recognition_ECU 72 proceeds to step S303. Then, in step S303, the information recognition_ECU 72 recognizes the current position of the vehicle 5 on the road map, the traveling direction of the vehicle 5, the speed of the vehicle 5, etc., based on the first road traffic detection information, and then proceeds to step S304.

[0112] On the other hand, if it is determined in step S302 that the input information is not information from the vehicle 5, that is, if it is determined that the input information is the second road traffic detection information, the information recognition_ECU 72 proceeds directly to step S304.

[0113] When the process proceeds from step S302 or step S303 to step S304, the information recognition_ECU 72 recognizes road traffic information based on the input road traffic detection information.

[0114] For example, when recognizing road traffic information based on the first road traffic detection information, the information recognition_ECU 72 recognizes various information such as lane markings on the road, lane widths, and three-dimensional objects such as other vehicles and pedestrians, based on the vehicle position and traveling direction recognized in step S303. Furthermore, the information recognition_ECU 72 recognizes the moving speeds of various three-dimensional objects based on the relative speed with respect to the vehicle 5.

[0115] For example, when recognizing road traffic information based on the second road traffic detection information, the information recognition_ECU 72 recognizes various information such as lane markings on the road, lane widths, and three-dimensional objects such as other vehicles and pedestrians, based on the coordinates of the monitoring device 50 and the optical axis direction of the camera unit 51. Furthermore, the information recognition_ECU 72 recognizes the moving speeds of various three-dimensional objects.

[0116] When the process proceeds from step S304 to step S305, the information recognition_ECU 72 updates the road map information using the road traffic information recognized in step S304 etc., and then proceeds to step S306.

[0117] Then, when the process proceeds from step S305 to step S306, the information_recognition_ECU 72 outputs the road map information updated in step S305 to the communication_ECU 71 and the driving_ECU 73, and then exits the routine.

[0118] Next, the calculation process of the control information for each vehicle 5 executed in the travel_ECU 73 of the control device 70 will be described with reference to the flowchart of the control information calculation routine shown in Figures 9 and 10. This routine is repeatedly executed in the travel_ECU 73 at set time intervals.

[0119] When the routine starts, the driving_ECU 73 determines whether or not each vehicle 5 within the controlled area is likely to collide with an obstacle based on road traffic information (more specifically, based on road map information reflecting the latest road traffic information).

[0120] In the following step S402, it is checked whether or not there is a vehicle 5 that may collide with an obstacle as a result of the determination in the above-mentioned step S401.

[0121] Then, in step S402, if it is determined that there is no vehicle 5 that may collide with an obstacle, the travel_ECU 73 exits the routine.

[0122] On the other hand, if it is determined in step S402 that there is a vehicle 5 that may collide with an obstacle, the driving_ECU 73 proceeds to step S403 and extracts vehicles 5 that may collide with an obstacle from among the vehicles 5 present within the controlled area.

[0123] In the following step S404, as the control information for each vehicle 5 extracted in step S403, a target deceleration for each vehicle 5 to avoid a collision with an obstacle by emergency braking control is calculated.

[0124] In the next step S405, the travel_ECU 73 checks for each vehicle 5 whether or not it is possible to avoid a collision with an obstacle by emergency braking control.

[0125] Then, in step S405, if it is determined that it is possible to avoid a collision with an obstacle by emergency braking control, the travel_ECU 73 proceeds directly to step S407.

[0126] On the other hand, if it is determined in step S405 that it is impossible to avoid a collision with an obstacle through emergency braking control, the driving_ECU 73 calculates a target steering angle for each vehicle 5 to avoid a collision with an obstacle through emergency steering control as control information for the corresponding vehicle 5.

[0127] When the process proceeds from step S405 or step S406 to step S407, the travel_ECU 73 outputs the control information calculated for each vehicle 5 to the communication_ECU 71, and then the process proceeds to step S408.

[0128] When proceeding from step S407 to step S408, the travel_ECU 73 checks whether or not another vehicle 5 that may be affected exists within the control area when performing collision avoidance control of the vehicle 5 based on the above-mentioned control information. That is, the travel_ECU 73 checks whether or not a new vehicle 5 that may collide with the vehicle 5 that has performed the collision avoidance control appears when performing collision avoidance control of the vehicle 5 based on the above-mentioned control information.

[0129] Then, in step S408, if it is determined that there is no other vehicle 5 that may be affected, the travel_ECU 73 exits the routine as is.

[0130] On the other hand, if it is determined in step S408 that there is another influencing vehicle 5, the travel_ECU 73 proceeds to step S409 and extracts a new vehicle 5 with which there is a possibility of collision.

[0131] Then, when the process proceeds from step S409 to step S410, the same processes as those in steps S404 to S407 described above are performed for each extracted vehicle 5 in steps S410 to S413, and then the process returns to step S408.

[0132] According to such an embodiment, the camera unit 11 mounted on the vehicle 5, the transceiver 18 mounted on the vehicle 5, the camera unit 51 provided on the monitoring device 50 arranged at a fixed point on the roadside, the transceiver 53 provided on the monitoring device 50, the transceiver 74 provided on the control device 70 arranged for each predetermined control area, and the transceiver 74 provided on the control device 70, detects road traffic based on first road traffic detection information received by the transceiver 74 through the transceiver 18 and second road traffic detection information received by the transceiver 74 through the transceiver 53. By configuring the vehicle driving control system 1 with an information recognition_ECU 72 that recognizes road traffic information, a driving_ECU 73 that is provided in the control device 70 and calculates control information for vehicles 5 present within the controlled area based on road traffic information, and an E / G_ECU 23, PS_ECU 24, and BK_ECU 25 that are mounted on the vehicle 5 and perform driving control based on the control information received by the transceiver 18 through the transceiver 74, it is possible to deploy the latest driving control to vehicles 5 of various specifications without installing a complex system in the vehicle 5.

[0133] That is, the information recognition_ECU 72 of the control device 70 recognizes the road traffic information within the control area in a composite manner based on the first and second road traffic detection information transmitted from the driving control device 10 and each monitoring device 50 of each vehicle 5, and therefore can accurately and efficiently recognize the road traffic information around the vehicle 5. Then, based on the road traffic information recognized by the information recognition_ECU 72, the travel_ECU 73 of the control device 70 calculates the control information (control parameters) of each vehicle 5, so there is no need to provide multiple autonomous sensors or the like in each vehicle 5, and there is no need to install a high-performance control unit or the like in each vehicle 5. Therefore, the system on the vehicle 5 side can be significantly simplified.

[0134] In addition, since the control information for each vehicle 5 is calculated in the driving_ECU 73 of the control device 70, it is easy to upgrade programs for calculating the control information, and the latest driving control can be deployed to vehicles 5 of each specification.

[0135] In this case, since each vehicle 5 has at least one autonomous sensor such as a camera unit 11, the information recognition_ECU 72 can accurately recognize sudden pedestrians jumping out into the road, which may be difficult for the monitoring device 50 to capture.

[0136] Furthermore, by adopting transceivers compatible with high-reliability, low-latency communication systems (such as the fifth generation mobile communication system) for each transceiver 18, 53, 74, communication delays can be suppressed to extremely small delays, road traffic information can be recognized in real time, and control information based on the road traffic information recognized in real time can be reflected in each vehicle 5 in real time.

[0137] Furthermore, the travel_ECU 73 calculates control information for collision avoidance, etc., as necessary for other vehicles 5 that are affected by the behavior of the vehicle 5 for which the control information has been set, and therefore can quickly execute control for collision avoidance, etc., for other vehicles 5. That is, by collectively calculating the control information for each vehicle 5 present in the control area in the travel_ECU 73 in the control device 70, for example, before the vehicle 5 for which the control information has been set actually behaves for collision avoidance, etc., the influence of the vehicle 5 on the other vehicles 5 can be grasped in advance from the control information for the vehicle 5. Therefore, the control information for the other vehicles 5 can be calculated in advance, and control for collision avoidance, etc., for the other vehicles 5 can be realized with good responsiveness.

[0138] In the above-mentioned embodiment, the communication_ECU 21, the traveling_ECU 22, the E / G_ECU 23, the PS_ECU 24, the BK_ECU 25, the alarm_ECU 26, the communication_ECU 52, the communication_ECU 71, the information recognition_ECU 72, the traveling_ECU 73, etc. are configured with a well-known microcomputer equipped with a CPU, a RAM, a ROM, a non-volatile storage unit, etc., and with its peripheral devices, and the ROM stores programs to be executed by the CPU and fixed data such as data tables in advance. Note that all or part of the functions of the processor may be configured with a logic circuit or an analog circuit, and the processing of various programs may be realized by an electronic circuit such as an FPGA.

[0139] The invention described in the above embodiment is not limited to the embodiment, and various modifications can be made in the implementation stage without departing from the gist of the invention.

[0140] For example, in the above embodiment, an example has been described in which the vehicle 5 is equipped with the camera unit 11 consisting of a stereo camera, but the present invention is not limited to this, and for example, instead of the camera unit consisting of a stereo camera, it is also possible to apply a camera unit consisting of a monocular camera, a millimeter wave radar, a Lidar (light detection and ranging), etc. Similarly, in the monitoring device 50, instead of the camera unit 51 consisting of a monocular camera, it is also possible to apply a camera unit consisting of a stereo camera, a millimeter wave radar, a Lidar, etc.

[0141] Furthermore, for example, as shown in FIG. 11, a communication terminal 80 such as a smartphone or a mobile phone can be used as a mobile object for providing the first road traffic detection information to the control device .

[0142] In this case, the communication terminal 80 has, as a first road traffic detection acquisition means, a camera unit 81, an acceleration sensor 84, a speed sensor 85, a gyro sensor 86, a GNSS receiver 87, and the like, which are connected to the communication_ECU 82. The communication terminal 80 also has, as a first communication device, a transceiver 88 connected to the communication_ECU 82.

[0143] The camera unit 81, the acceleration sensor 84, the speed sensor 85, the gyro sensor 86, the GNSS receiver 87, etc. correspond to the camera unit 11, the acceleration sensor 14, the speed sensor 15, the gyro sensor 16, the GNSS receiver 17, etc. in the above-mentioned embodiment. The communication_ECU 82 corresponds to the communication_ECU 21 in the above-mentioned embodiment. The transceiver 88 corresponds to the transceiver 18 in the above-mentioned embodiment. Therefore, detailed description of each of these components will be omitted.

[0144] Such a communication terminal 80 can, for example, be held by a pedestrian 100 or the like within a controlled area, as shown in FIG. 12, to acquire first road traffic detection information and transmit the acquired first road traffic detection information to a control device 70.

[0145] 13, the communication terminal 80 can be applied to a vehicle 5 equipped with a driving control device 10 that does not include a camera unit, a transceiver, or the like. In this case, the communication terminal 80 fixed to the dashboard of the vehicle 5 or the like can be connected to the driving control device 10 via a communication cable such as a Universal Serial Bus (USB) cable. This enables the communication terminal 80 to acquire first road traffic detection information and transmit the acquired first road traffic detection information to the control device 70. The communication terminal 80 can also output the control information received from the control device 70 to each of the ECUs 23 to 26.

[0146] In the above embodiment, the control information related to the safety of each vehicle is calculated in the control device, and the control information for the control for convenience such as cruise control is calculated in the driving control unit separately provided in each vehicle. However, the present invention is not limited to this, and for example, the control information for convenience may be calculated in the control device. In this case, the driving_ECU provided in the driving control device of each vehicle may be omitted as appropriate.

[0147] Next, a second embodiment of the present invention will be described with reference to Figures 14 and 15. Note that the same components as those in the first embodiment described above will be denoted by the same reference numerals and the description thereof will be omitted as appropriate.

[0148] This embodiment is an embodiment for reducing the amount of information transmitted from the transceiver 74 of the control device 70 to the transceiver 18 of the operation control device 10.

[0149] Specifically, in this embodiment, the information transmitted from the transceiver 74 of the control device 70 to the transceiver 18 of the driving control device 10 is only control information related to ensuring the safety of the vehicle 5 (e.g., emergency braking control and emergency steering control for obstacles).

[0150] That is, in this embodiment, basically, the transmission of road map information is not performed from the transceiver 74 to the transceiver 18. For example, as shown in Fig. 15, the communication_ECU 71 of the control device 70 performs only the processes of steps S201 to S204 in the above-mentioned first embodiment.

[0151] For this reason, for example, in a vehicle 5 equipped with a driving assistance control function for improving convenience, the camera unit 11 is provided with an information recognition unit 11d for recognizing road traffic information based on distance image information generated in the IPU 11c.

[0152] For example, based on distance image information, the information recognition unit 11d calculates lane markings that divide the roads around the vehicle 5, the road curvature of each marking line that divides the left and right sides of the road, and the lane width. In addition, the information recognition unit 11d performs a recognition process of various three-dimensional objects by, for example, performing a predetermined pattern matching on the distance image information.

[0153] The road traffic information recognized in this manner by the information recognition unit 11d is output to the traveling_ECU 22. Then, the traveling_ECU 22 calculates control information for, for example, following distance control and lane centering control, based on the road traffic information input from the information recognition unit 11d.

[0154] In this embodiment in which road traffic information is not transmitted from the control device 70, it is also possible to appropriately provide, in addition to or instead of the camera unit 11, an autonomous sensor such as a millimeter wave radar or a laser radar, and a locator unit having road map information independent of the road map information of the control device 72, as a configuration for recognizing road traffic information.

[0155] According to this embodiment, the information transmitted from the transceiver 74 of the control device 70 to the transceiver 18 of the vehicle 5 is limited to control information for ensuring the safety of the vehicle 5, thereby making it possible to significantly reduce the communication load from the transceiver 74 to the transceiver 18. Therefore, control information calculated with high accuracy in the traveling_ECU 73 of the control device 70 can be instantly transmitted to the target vehicle 5, making it possible to realize a higher level of control for ensuring the safety of the vehicle 5.

[0156] That is, for example, even when driving control is being executed based on control information calculated in the driving_ECU 22 of the driving control device 10, collision avoidance control based on control information transmitted from the control device 70 can be executed promptly as an interrupt control.

[0157] The configurations shown in the above-mentioned embodiments and modifications can be appropriately combined, and even if some of the configuration elements are deleted from all the configuration elements shown in the above-mentioned embodiments and modifications, if the described problems can be solved and the described effects can be obtained, the configuration from which the configuration elements are deleted can be extracted as the invention. For example, in the above-mentioned embodiments, the vehicle 5 in which the driving control device 10 is provided with the driving_ECU 25 is exemplified, but even for a vehicle 5 not provided with the driving_ECU 25, it is possible to perform control for ensuring safety based on control information from the control device 70. [Explanation of symbols]

[0158] 1 … Driving control system 5 … Vehicles 10 ... Operation control device 11 ... Camera unit 11a ... Main camera 11b … Sub camera 11c … IPU 11d... Information recognition section 13 … Transmitter / Receiver 14 ... Acceleration sensor 15 ... Wheel speed sensor 16 ... Gyro sensor 17 … GNSS receiver 18 … Transmitter / Receiver 21 … Communication_ECU 22 … Driving_ECU 23 … E / G_ECU 24 … PS_ECU 25 … BK_ECU 27 ... Throttle actuator 28 … … Electric power steering motor 29 ... Brake actuator 50 … Monitoring device 51 ... Camera unit 52 … Communication_ECU 53 ... Transmitter / Receiver 70 … Control device 71 … Communication_ECU 72 … Information recognition_ECU 73 … Driving_ECU 74 … Transmitter / Receiver 75 … High-precision road map database 80 … Communication terminal 81 ... Camera unit 82 … Communication_ECU 84 ... Acceleration sensor 85 … Speed ​​sensor 86 ... Gyro sensor 87 … GNSS receiver 88 ... Transmitter / Receiver 100 … Pedestrians NW: Network environment

Claims

1. A control device; monitoring devices arranged at predetermined intervals within a predetermined area, capturing images of vehicles traveling on a road, generating first road traffic detection information, and transmitting the first road traffic detection information to the control device connected to each other so as to be able to communicate with each other; one or more vehicles present within the specified area, the vehicles using a specified device generating second road traffic detection information including a vehicle position, a traveling direction, a traveling speed, and an image ahead in the traveling direction, and transmitting the second road traffic detection information to the control device connected to each other so as to be able to communicate with each other; Including, The control device includes: a high-precision road map database for storing road map information reflecting contents of the first road traffic detection information and the second road traffic detection information each time the first road traffic detection information and the second road traffic detection information are received from one or more vehicles present within the predetermined area, When the second road traffic detection information is received from a first vehicle among one or more vehicles present within the predetermined area, the current position, traveling direction, and traveling speed of the first vehicle are recognized based on the road map information; When detecting a possibility that the first vehicle will collide with an obstacle ahead of the travel path, a first control information including a target acceleration / deceleration to be used for emergency brake control to stop the vehicle before the obstacle is calculated; When detecting a second vehicle that may collide with the first vehicle if the first vehicle executes emergency brake control based on the first control information, calculates second control information including a target acceleration / deceleration to be used in emergency brake control for stopping the second vehicle in front of the first vehicle, When the first control information is transmitted to the first vehicle and the second control information is transmitted to the second vehicle, the first vehicle that has received the first control information executes emergency brake control in accordance with a target acceleration / deceleration included in the first control information, and The second vehicle, having received the second control information, executes emergency brake control in accordance with the target acceleration / deceleration included in the second control information. A vehicle driving control system comprising:

2. The control device comprises: calculating a time to collision until the first vehicle collides with the obstacle, and when the time to collision is equal to or less than a threshold, calculating third control information including a target steering angle to be used in emergency steering control for avoiding the collision of the first vehicle with the obstacle, and transmitting the third control information to the first vehicle; The first vehicle that has received the third control information executes emergency steering control in accordance with the target steering angle included in the third control information.

2. The vehicle driving control system according to claim 1.

3. The control device comprises: when detecting a third vehicle that may collide with the first vehicle if the first vehicle executes emergency steering control based on the third control information, calculates fourth control information including a target steering angle to be used in emergency steering control for avoiding the third vehicle from colliding with the first vehicle, and transmits the fourth control information to the third vehicle; The third vehicle, having received the fourth control information, executes emergency steering control in accordance with the target steering angle included in the fourth control information.

3. The vehicle driving control system according to claim 2.

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