Driving support control device and driving support method

Abstract

To guide to a proper travel position.SOLUTION: A driving support control device 20 comprises: a vehicle information acquisition unit 21; a positional information acquisition unit 22; a map information acquisition unit 23; a peripheral information acquisition unit 26; a passenger information acquisition unit 27; a first setting unit 31 for setting a first travel position, which is a recommended travel position on a road, based on the vehicle information, the positional information, and the map information; a risk degree estimation unit 32 for estimating a risk degree of a rollover region in which the vehicle and a crew member are expected to be located when the vehicle rolls over on the road based on the peripheral information, the vehicle information, and the crew member information; a second setting unit 33 for setting a second travel position of the vehicle on the road according to the risk degree estimated by the risk degree estimation unit 32; and a guidance output control unit 39 for guiding a crew member of the vehicle to the first travel position or the second travel position.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a driving assistance control device and a driving assistance method. [Background technology]

[0002] There is known a vehicle control device that prevents the vehicle from leaving its lane depending on the degree of danger outside the road (see, for example, Patent Document 1). In the technology described in Patent Document 1, a warning method is determined based on the deviation of the vehicle position from the driving lane and the situation outside the road, and a warning is issued.

[0003] A technique is known in which a first control threshold is set to the left of the vehicle based on a first level of danger present to the left of the vehicle, a second control threshold is set to the right of the vehicle based on a second level of danger present to the right of the vehicle, and at least one of the first and second control thresholds is changed based on the first and second levels of danger (see, for example, Patent Document 2). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2007-026289 A [Patent Document 2] JP 2010-070069 A Summary of the Invention [Problem to be solved by the invention]

[0005] For example, certain vehicles such as bicycles and electric scooters run on the side of the road. The road side of the road has a lot of unevenness and garbage, and the road surface is in poor condition. For this reason, certain vehicles are prone to losing balance and falling over. If the certain vehicle falls to the left side of the direction of travel of the certain vehicle, the occupant may come into contact with or collide with structures outside the road, and if it falls to the right side, the occupant may come into contact with or collide with other vehicles. Occupants may have difficulty getting a sense of the road width direction and may not be able to appropriately change their driving position. Therefore, it is desirable to provide guidance on an appropriate driving position.

[0006] The present invention has been made in view of the above, and has an object to provide guidance on an appropriate traveling position. [Means for solving the problem]

[0007] In order to solve the above-mentioned problems and achieve the object, a driving assistance control device according to the present invention includes a vehicle information acquisition unit that acquires vehicle information indicating at least one of a vehicle type and a vehicle speed, a position information acquisition unit that acquires position information of a current position of the vehicle, a map information acquisition unit that acquires map information including roads around the current position of the vehicle, a surrounding information acquisition unit that acquires surrounding information indicating a situation around the vehicle, an occupant information acquisition unit that acquires occupant information indicating attributes of an occupant of the vehicle, the vehicle information acquired by the vehicle information acquisition unit, the position information acquired by the position information acquisition unit, and the map information acquired by the map information acquisition unit. a risk estimation unit that estimates a risk of a rollover area in which the vehicle and the occupant are predicted to be located when the vehicle rolls over on the road based on the surrounding information acquired by the surrounding information acquisition unit, the vehicle information acquired by the vehicle information acquisition unit, and the occupant information acquired by the occupant information acquisition unit; a second setting unit that sets a second driving position of the vehicle on the road in accordance with the risk estimated by the risk estimation unit; and a guidance output control unit that guides the occupant of the vehicle to the first driving position or the second driving position.

[0008] The driving assistance method according to the present invention includes a vehicle information acquisition step of acquiring vehicle information indicating at least one of a vehicle type and a vehicle speed, a position information acquisition step of acquiring position information of a current position of the vehicle, a map information acquisition step of acquiring map information including roads around the current position of the vehicle, a surrounding information acquisition step of acquiring surrounding information indicating a situation around the vehicle, an occupant information acquisition unit step of acquiring occupant information indicating attributes of an occupant of the vehicle, and navigating a road based on the vehicle information acquired in the vehicle information acquisition step, the position information acquired in the position information acquisition step, and the map information acquired in the map information acquisition step. The method includes a first setting step of setting a first driving position which is a recommended driving position; a risk estimation step of estimating a risk of a rollover area in which the vehicle and the occupant are predicted to be located when the vehicle rolls over on a road based on the surrounding information acquired in the surrounding information acquisition step, the vehicle information acquired in the vehicle information acquisition step, and the occupant information acquired in the occupant information acquisition step; a second setting step of setting a second driving position of the vehicle on the road depending on the risk estimated in the risk estimation step; and a guidance output control step of guiding the occupant of the vehicle to the first driving position or the second driving position. Effect of the Invention

[0009] According to the present invention, it is possible to provide an advantage that an appropriate travel position can be guided. [Brief description of the drawings]

[0010] [Figure 1] FIG. 1 is a block diagram showing an outline of a driving assistance device including a driving assistance control device according to an embodiment. [Diagram 2] FIG. 2 is a diagram illustrating an example of a first running position and a falling area. [Diagram 3] FIG. 3 is a diagram showing another example of the first running position and the falling area. [Figure 4] FIG. 4 is a diagram showing an example of a first running position, a second running position, and a falling region. [Diagram 5] FIG. 5 is a flowchart showing a flow of processing in the driving assistance control device according to the embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a driving assistance control device and a driving assistance method according to the present invention will be described in detail with reference to the accompanying drawings. Note that the present invention is not limited to the following embodiments.

[0012] [Embodiment] <Driving assistance device> 1 is a block diagram showing an outline of a driving assistance device including a driving assistance control device according to an embodiment. The driving assistance device 1 provides guidance to a passenger of a specific vehicle, such as a bicycle or an electric kick scooter, traveling on the side of the road, of an appropriate driving position on the road.

[0013] A specific vehicle is a vehicle that can travel on the shoulder side of a road. A specific vehicle is a vehicle that may roll over, such as a two-wheeled vehicle or a three-wheeled vehicle. A specific vehicle is a vehicle in which the area in which the occupants sit is not enclosed by a body frame such as a driver's cab. A specific vehicle is a vehicle that travels with the occupants exposed to the outdoors. Hereinafter, a specific vehicle will be simply referred to as a "vehicle."

[0014] The driving assistance device 1 may be mounted on a vehicle or may be portable and used in the vehicle. The driving assistance device 1 may be configured as a device installed in the vehicle, a portable terminal, or a combination of several devices. The driving assistance device 1 includes a GNSS (Global Navigation Satellite System) receiving unit 11, a map information storage unit 12, a camera 13, a sensor 14, an output unit 19, and a driving assistance control device 20.

[0015] The GNSS receiving unit 11 is configured with a GNSS receiver that receives GNSS signals from GNSS satellites, etc. The GNSS receiving unit 11 outputs the received GNSS signals to the position information acquisition unit 22.

[0016] The map information storage unit 12 stores map information. The map information storage unit 12 outputs the stored map information to the map information acquisition unit 23. The map information storage unit 12 may be a storage device such as an external server that acquires map information via a communication function of a communication unit (not shown).

[0017] The map information is information showing a road map including road conditions such as the shape of the road, the shape of the sidewalk, the shape of the shoulder, the shape of the sidewalk, etc. The map information may also include information such as the position of the dividing line of the road, the distance of the lane width, etc.

[0018] Camera 13 is a camera that captures the surroundings of the vehicle. Camera 13 captures, for example, plants such as plantings at the boundary between the road and the sidewalk around the vehicle, the ground, guard rails, steps, or structures such as curbs. Camera 13 may be composed of, for example, multiple cameras arranged facing forward and to the sides of the vehicle. Camera 13 may be, for example, a single camera capable of capturing a full or half-sky image. Camera 13 outputs captured image data to image acquisition unit 24.

[0019] The sensor 14 is a variety of sensors that detect the surrounding conditions. More specifically, the sensor 14 acquires sensor data capable of measuring the distance to a structure located outside the road, detected from the image captured by the camera 13. The sensor 14 is, for example, a LiDAR (Light Detecting and Ranging), a millimeter wave radar, an infrared sensor, or the like. The sensor 14 outputs the sensor data to the sensor data acquisition unit 25.

[0020] The output unit 19 outputs a guidance image that guides the vehicle occupant to an appropriate driving position on the road. The output unit 19 is, for example, a display device, a projection device, etc. As an example, the output unit 19 is a device unique to the driving assistance device 1, or a device shared with another system such as a navigation system.

[0021] The following describes the function of the output unit 19 as a display device. Based on a video signal output from the guidance output control unit 39, the output unit 19 displays a guidance video that provides guidance on a driving position on the display device.

[0022] The following describes the function of the output unit 19 as a projection device. Based on a video signal output from the guidance output control unit 39, the output unit 19 projects a guidance video that provides guidance on the driving position onto the road surface in front of the vehicle.

[0023] <Driver assistance control device> The driving assistance control device 20 may be implemented as one of the functions of a navigation system for a vehicle. The driving assistance control device 20 is, for example, an arithmetic processing device configured with a CPU (Central Processing Unit) or the like. The driving assistance control device 20 executes instructions included in a program stored in a storage unit (not shown). The driving assistance control device 20 guides the vehicle occupant to an appropriate driving position on the road. The driving assistance control device 20 has a vehicle information acquisition unit 21, a position information acquisition unit 22, a map information acquisition unit 23, an image acquisition unit 24, a sensor data acquisition unit 25, a surrounding information acquisition unit 26, an occupant information acquisition unit 27, a first setting unit 31, a risk estimation unit 32, a second setting unit 33, and a guidance output control unit 39.

[0024] The vehicle information acquisition unit 21 acquires vehicle information indicating at least one of the vehicle type and the vehicle speed from a CAN (Controller Area Network) or various sensors that detect the vehicle state.

[0025] The vehicle information is, for example, information indicating at least one of the vehicle type and the vehicle speed. The vehicle type is, for example, a bicycle, an electric kickboard, etc. The vehicle information may include information indicating the size of the vehicle body for each vehicle type.

[0026] The position information acquisition unit 22 acquires position information indicating the current position of the vehicle. In this embodiment, the position information acquisition unit 22 acquires the position information of the moving object based on the radio wave signal acquired by the GNSS receiving unit 12.

[0027] The map information acquisition unit 23 acquires map information including roads around the current position of the vehicle from the map information storage unit 12 .

[0028] The video acquisition unit 24 acquires the video captured by the camera 13 .

[0029] The sensor data acquisition unit 25 acquires sensor data from the sensor 14 .

[0030] The surrounding information acquisition unit 26 acquires surrounding information indicating the situation around the vehicle based on at least one of the image acquired by the image acquisition unit 24 and the sensor data acquired by the sensor data acquisition unit 25. For example, the surrounding information acquisition unit 26 acquires, from the image or the sensor data, the presence or absence of a structure that may affect the occupant at the boundary between the road and the sidewalk around the vehicle when the vehicle rolls over, as surrounding information. The surrounding information acquisition unit 26 recognizes the type, shape, and size of the structure from the image, and acquires information indicating the hardness and height of the structure as surrounding information. For example, the surrounding information acquisition unit 26 recognizes the presence or absence of plants such as plantings at the boundary between the road and the sidewalk around the vehicle from the image, and acquires it as surrounding information. For example, the surrounding information acquisition unit 26 recognizes from the image whether the ground at the boundary between the road and the sidewalk around the vehicle is soil or concrete, and whether there are structures such as guardrails, steps, or curbs, and acquires it as surrounding information. A known method can be used to recognize structures and the like from the image, and is not limited.

[0031] The occupant information acquisition unit 27 acquires occupant information indicating attributes of the vehicle occupant.

[0032] The occupant information is, for example, information about the age and height of the occupant, etc. The occupant information is, for example, stored in advance in a storage unit (not shown) by an operation of the occupant.

[0033] The first setting unit 31 sets a first driving position, which is a recommended driving position for the vehicle on a road, based on the vehicle information acquired by the vehicle information acquisition unit 21, the position information acquired by the position information acquisition unit 22, and the map information acquired by the map information acquisition unit 23.

[0034] The first traveling position is set on the side of the road. In Japan, the first traveling position is set on the left side of the road. The first traveling position is set, for example, on the side strip or outside of the roadway. In this embodiment, the first traveling position is a rectangular area of ​​a predetermined size. The first traveling position may be set according to, for example, the type of vehicle, the size of the vehicle body, and the speed of the vehicle.

[0035] For example, when the type of vehicle is an electric kickboard, the first setting unit 31 sets the first traveling position narrower than when the type of vehicle is a bicycle. For example, when the type of vehicle is an electric kickboard, the first setting unit 31 sets the first traveling position further out from the road than when the type of vehicle is a bicycle. This is because electric kickboards are smaller than bicycles.

[0036] For example, when the speed of the vehicle is faster than the speed threshold, the first setting unit 31 sets the first traveling position wider than usual. For example, when the speed of the vehicle is faster than the speed threshold, the first setting unit 31 sets the first traveling position closer to the center of the road than usual. This is to allow the vehicle to travel safely even when the vehicle speed is high.

[0037] The speed threshold value is, for example, an average speed for each type of vehicle that is stored in advance in a storage unit (not shown).

[0038] The risk estimation unit 32 estimates the risk of a rollover area in which the vehicle body and the bodies of the occupants are predicted to be located when the vehicle rolls over on the road, based on the surrounding information acquired by the surrounding information acquisition unit 26, the vehicle information acquired by the vehicle information acquisition unit 21, and the occupant information acquired by the occupant information acquisition unit 27.

[0039] The overturning area is an area into which the vehicle body and the bodies of the occupants are predicted to fall when the vehicle overturns in any direction relative to the vehicle's traveling direction. The overturning area is classified into an outside road area when the predicted overturning area is on the outside of the road, based on the vehicle's traveling position in the vehicle's traveling direction, and an inside road area when the predicted overturning area is on the inside of the road. The overturning area is, for example, a rectangular area of ​​a predetermined size based on the position of the occupant on the vehicle.

[0040] Here, the inside of the road is, for example, an area where vehicles can pass according to predetermined traffic rules (for example, the Road Traffic Act) and corresponds to an area including the roadway and the side strip 101 and shoulder 102 outside the roadway outer line L1 as shown in Fig. 2. The outside of the road is, for example, an area adjacent to a road on which vehicles do not normally pass and corresponds to an area including the shrubbery 110 and sidewalk 105 outside the road as shown in Fig. 2.

[0041] The overturning region is a region that differs depending on the vehicle information or the occupant information. For example, the larger the size of the vehicle body is, the wider the outside road region and the inside road region are set in accordance with the type of vehicle. For example, the faster the vehicle speed is, the wider the outside road region and the inside road region are set in accordance with the attributes of the occupant, such as age and height, for example, the larger the body is, the wider the outside road region and the inside road region are set in accordance with attributes of the occupant, such as age and height. For example, when it is predicted that the vehicle is more likely to overturn in the left-right direction than in the front-back direction with respect to the traveling direction of the vehicle, the left-right regions may be set wider.

[0042] The degree of risk may be evaluated in several stages, such as high, slightly high, slightly low, and low. The degree of risk may be evaluated, for example, as a rank or a score.

[0043] The risk estimation unit 32 estimates the risk from the hardness and height of a structure that is inferred from the type, shape, and size of the structure recognized to exist in the area outside the road from the surrounding information.

[0044] For example, when the surrounding information indicates that the area outside the road is a soft ground such as unpaved soil or vegetation, the risk estimation unit 32 estimates that the risk is low because the impact on the occupant is mitigated. For example, when the surrounding information indicates that the area outside the road is a hard and high surface such as a guardrail, a step, or a curb, the risk estimation unit 32 estimates that the risk is high because the impact on the occupant is increased. For example, when the surrounding information indicates that the area outside the road is a paved, flat road surface, the risk estimation unit 32 estimates that the risk is somewhat high.

[0045] The second setting unit 33 sets a second driving position of the vehicle on the road according to the risk level estimated by the risk level estimation unit 32. The second setting unit 33 sets the second driving position when the risk level is equal to or higher than a threshold value. The second setting unit 33 sets the second driving position when the risk level is, for example, slightly high or high.

[0046] The second setting unit 33 does not set the second traveling position when the degree of danger is less than the threshold value. The second setting unit 33 does not set the second traveling position when the degree of danger is not high.

[0047] The threshold value of the danger level may be set separately for the outside road area and the inside road area.

[0048] The second driving position is a driving position where the impact on the occupant in the event of a rollover is less than that of the first driving position. The second driving position is a driving position where the distance between the vehicle and the outside of the road in the road width direction is adjusted from the drivable portion such as a shoulder strip. The second driving position is set away from the outside of the road.

[0049] For example, when the risk level is equal to or higher than a threshold, the second setting unit 33 sets a second driving position that adjusts the vehicle's driving position in the road width direction so that the outside area of ​​the road of the predicted fall area does not extend outside the road.

[0050] For example, the second setting unit 33 may compare the degree of danger between the outer and inner road areas in the traveling direction and adjust the traveling position according to the respective degrees of danger. The second setting unit 33 adjusts the traveling position so as to move away from the area with a high degree of danger.

[0051] When the risk level is high in both the outer road area and the inner road area, the second setting unit 33 determines that it is preferable to decelerate or stop the vehicle by not setting the second traveling position.

[0052] The guidance output control unit 39 performs control so as to guide the vehicle occupant to the first traveling position or the second traveling position. When the degree of danger is equal to or greater than the threshold, the guidance output control unit 39 performs control so as to guide the vehicle occupant to the second traveling position. In other words, when the second traveling position is set, the guidance output control unit 39 performs control so as to guide the vehicle occupant to the second traveling position. When the degree of danger is not equal to or greater than the threshold, the guidance output control unit 39 performs control so as to guide the vehicle occupant to the first traveling position. In other words, when the second traveling position is not set, the guidance output control unit 39 performs control so as to guide the vehicle occupant to the first traveling position.

[0053] When the degree of danger is equal to or greater than the threshold and the second traveling position cannot be set, the guidance output control unit 39 performs control to provide guidance to decelerate or stop the vehicle.

[0054] When the output unit 19 is a display device, the guidance output control unit 39 outputs a video signal that causes the display device to display a guidance video that provides guidance to the first traveling position or the second traveling position. The guidance output control unit 39 outputs a video signal that causes the display device to display a guidance video in which an image of a frame indicating the first traveling position or the second traveling position is superimposed on an image of the area ahead of the vehicle captured by the camera 13.

[0055] When the output unit 19 is a projection device, the guidance output control unit 39 outputs a video signal for projecting a guidance video for providing guidance to the first traveling position or the second traveling position onto the road surface. The guidance output control unit 39 outputs a video signal for projecting an image of a frame indicating the first traveling position or the second traveling position onto the road surface as a guidance video.

[0056] The first traveling position, the second traveling position, and the tipping region will be described in detail with reference to Figs.

[0057] FIG. 2 is a diagram showing an example of a first traveling position and a falling area. In FIG. 2, a roadside strip 101 is located outside the outer roadway line L1 on a road 100. A road shoulder 102 is located outside the roadside strip 101. A shrubbery 110 is located outside the roadside strip 102. A bicycle, which is a vehicle, is traveling on the roadside strip 101 at the upper side of the figure. The first setting unit 31 sets the first traveling position 200 to the roadside strip 101 based on the vehicle information, the position information, and the map information. The risk estimating unit 32 estimates the predicted risk of a falling area 210 for a bicycle traveling at the first traveling position 200 based on the surrounding information, the vehicle information, and the rider information. The falling area 210 has an outer road area 211 and an inner road area 212. The risk estimating unit 32 estimates that the risk of the outer road area 211 is low because of the presence of the shrubbery 110. The risk estimation unit 32 estimates that the risk is low for the inside road area 212 because other vehicles are far away. The risk estimation unit 32 estimates that the risk is low in the fall area 210. For this reason, the second traveling position is not set in FIG. 2.

[0058] FIG. 3 is a diagram showing another example of the first traveling position and the falling area. In FIG. 3, the road shoulder 102 as shown in FIG. 2 is not present on the outer side of the road at the upper side of the figure, and the roadside strip 101 is wider than that in FIG. 2. The road inner side area 212 of the falling area 210 has a narrower range on the road compared to that in FIG. 2. The first setting unit 31 sets the first traveling position 200 on the roadside strip 101 based on the vehicle information, the position information, and the map information. The risk estimating unit 32 estimates the predicted risk of the falling area 210 for the bicycle traveling at the first traveling position 200 based on the surrounding information, the vehicle information, and the rider information. The risk estimating unit 32 estimates that the risk of the road outer side area 211 is low because of the presence of the shrubbery 110. The risk estimating unit 32 estimates that the risk of the road inner side area 212 is low because the range protruding into the road side is narrow. The risk estimation unit 32 estimates that the risk of the fall area 210 is low. For this reason, the second traveling position is not set in FIG.

[0059] FIG. 4 is a diagram showing an example of a first traveling position, a second traveling position, and a falling area. In FIG. 4, the shrubbery 111 on the outer side of the road from the first traveling position 200 is discontinued. The outer road area 211 of the falling area 210 is a paved flat road surface. The first setting unit 31 sets the first traveling position 200 to the shoulder 101 based on the vehicle information, the position information, and the map information. The risk estimating unit 32 estimates the predicted risk of the falling area 210 for a bicycle traveling at the first traveling position 200 based on the surrounding information, the vehicle information, and the rider information. The risk estimating unit 32 estimates that the risk of the outer road area 211 is somewhat high because the shrubbery 111 is discontinued. The risk estimating unit 32 estimates that the risk of the falling area 210 is high. Therefore, the second setting unit 33 sets the second traveling position 201. The second traveling position 201 is set so as to be away from the outer side of the road where the risk is high.

[0060] <Processing in the driving assistance control device> Next, information processing in the driving assistance device 1 will be described with reference to Fig. 5. Fig. 5 is a flowchart showing a flow of processing in the driving assistance control device according to the embodiment. When processing by the driving assistance control device 20 is started, various information and data are acquired, for example, at predetermined time intervals while the processing is being executed. Specifically, vehicle information acquisition unit 21 acquires vehicle information. Position information is acquired by position information acquisition unit 22. Map information is acquired by map information acquisition unit 23. Shot video is acquired by video acquisition unit 24. Sensor data acquisition unit 25 acquires sensor data. Peripheral information acquisition unit 26 acquires peripheral information. Occupant information acquisition unit 27 acquires occupant information.

[0061] The driving assistance control device 20 sets a first driving position (step S101). More specifically, the driving assistance control device 20 sets the first driving position, which is a recommended driving position on a road, by the first setting unit 31 based on the vehicle information acquired by the vehicle information acquisition unit 21, the position information acquired by the position information acquisition unit 22, and the map information acquired by the map information acquisition unit 23. The driving assistance control device 20 proceeds to step S102.

[0062] The driving assistance control device 20 estimates the risk level (step S102). More specifically, the driving assistance control device 20 estimates the risk level from the hardness and height of the structure that are inferred from the type, shape, and size of the structure that are recognized to exist in the outside road area from the surrounding information by the risk level estimation unit 32. The driving assistance control device 20 proceeds to step S103.

[0063] The driving assistance control device 20 determines whether the risk is equal to or greater than a threshold (step S103). If the driving assistance control device 20 determines that the risk is equal to or greater than a threshold (Yes in step S103), the process proceeds to step S104. If the driving assistance control device 20 does not determine that the risk is equal to or greater than a threshold (No in step S103), the process proceeds to step S106.

[0064] When it is determined that the risk is equal to or greater than the threshold (Yes in step S103), the driving assistance control device 20 sets a second driving position (step S104). The driving assistance control device 20 sets the second driving position by adjusting the driving position of the vehicle in the road width direction, for example, so that the outside area of ​​the road of the predicted fall area does not extend outside the road, using the second setting unit 33. The driving assistance control device 20 proceeds to step S105.

[0065] The driving assistance control device 20 provides guidance to the second traveling position (step S105). More specifically, the driving assistance control device 20 outputs a video signal via the guidance output control unit 39 so that the output unit 19 outputs a guidance video providing guidance to the second traveling position. The driving assistance control device 20 proceeds to step S107.

[0066] If it is not determined that the risk is equal to or greater than the threshold (No in step S103), the driving assistance control device 20 provides guidance to the first traveling position (step S106). More specifically, the driving assistance control device 20 causes the guidance output control unit 39 to output a video signal so that the output unit 19 outputs a guidance video providing guidance to the first traveling position. The driving assistance control device 20 proceeds to step S107.

[0067] The driving assistance control device 20 determines whether or not to end the process (step S107). More specifically, the driving assistance control device 20 determines to end the process, for example, when an operation to end the process is received. When the driving assistance control device 20 determines to end the process (Yes in step S107), it ends the process of this flowchart. When the driving assistance control device 20 does not determine to end the process (No in step S107), it executes the process of step S101 again.

[0068] <Effects> As described above, in this embodiment, the first traveling position is set based on vehicle information, position information, and map information. In this embodiment, the risk of a rollover area in which the vehicle and occupants are predicted to be located when the vehicle rolls over on a road is estimated based on surrounding information, vehicle information, and occupant information. In this embodiment, the second traveling position is set according to the estimated risk. According to this embodiment, it is possible to guide the user to the first traveling position or the second traveling position. In this way, this embodiment can guide the user to an appropriate traveling position.

[0069] In this embodiment, the risk level can be estimated from the hardness and height of a structure that is recognized to exist in the outside of the road in the fall area, which is estimated from the type, shape, and size of the structure. According to this embodiment, the risk level can be appropriately estimated.

[0070] In this embodiment, the running position can be adjusted according to the degree of risk between the outer and inner road areas of the fall area, and the second running position can be appropriately set.

[0071] In this embodiment, the running position can be adjusted so as to move away from the area with a high degree of danger. According to this embodiment, the running position can be adjusted so as to increase the degree of safety.

[0072] Each component of the illustrated driving support device is a functional concept, and does not necessarily have to be physically configured as illustrated. In other words, the specific form of each device is not limited to that shown in the figure, and all or part of the device may be functionally or physically distributed or integrated in any unit depending on the processing load and usage status of each device.

[0073] The configuration of the driving assistance device is realized, for example, as software by a program loaded into a memory. In the above embodiment, the configuration has been described as a functional block realized by cooperation of these hardware and software. In other words, these functional blocks can be realized in various forms by only hardware, only software, or a combination of both.

[0074] The components described above include those that a person skilled in the art can easily imagine and those that are substantially the same. Furthermore, the configurations described above can be appropriately combined. Furthermore, various omissions, substitutions, or modifications of the configurations are possible without departing from the gist of the present invention. [Explanation of symbols]

[0075] 1 Driving assistance devices 11 GNSS receiver 12 Map information storage unit 13. Camera 14 Sensors 19 Output section 20 Driving assistance control device 21 Vehicle Information Acquisition Department 22 Location information acquisition section 23 Map information acquisition section 24 Video Acquisition Unit 25 Sensor data acquisition unit 26 Peripheral Information Acquisition Unit 27 Occupant information acquisition unit 31 First setting section 32 Risk Estimation Department 33 Second setting section 39 Guidance output control unit 100 roads 101 Roadside strip 102 Shoulder 105 Sidewalk 110 Planting 111 Planting 200 First travel position 201 Second travel position 210 Falling Area 211 Road outside area 212 Road inside area L1 Outside lane

Claims

1. a vehicle information acquisition unit that acquires vehicle information indicating at least one of a vehicle type and a vehicle speed; a position information acquisition unit that acquires position information of a current position of the vehicle; a map information acquisition unit that acquires map information including roads around a current position of the vehicle; a surrounding information acquisition unit that acquires surrounding information indicating a situation around the vehicle; an occupant information acquisition unit that acquires occupant information indicating attributes of an occupant of the vehicle; a first setting unit that sets a first traveling position that is a recommended traveling position on a road based on the vehicle information acquired by the vehicle information acquisition unit, the position information acquired by the position information acquisition unit, and the map information acquired by the map information acquisition unit; a risk estimation unit that estimates a risk of a rollover area in which the vehicle and the occupant are predicted to be located when the vehicle rolls over on a road, based on the surrounding information acquired by the surrounding information acquisition unit, the vehicle information acquired by the vehicle information acquisition unit, and the occupant information acquired by the occupant information acquisition unit; a second setting unit that sets a second traveling position of the vehicle on the road in accordance with the degree of risk estimated by the degree of risk estimation unit; a guidance output control unit that notifies an occupant of the vehicle of the first traveling position or the second traveling position; A driving assistance control device comprising:

2. an image acquisition unit that acquires an image of the periphery of the vehicle; Equipped with The risk estimation unit estimates a risk from a hardness and a height of a structure that are inferred from a type, a shape, and a size of a structure that is recognized to exist in the outside of the road in the fall area from the image acquired by the image acquisition unit. The driving assistance control device according to claim 1 .

3. The risk estimation unit estimates a risk of a fall between an outer area and an inner area of ​​the road, The second setting unit adjusts a traveling position according to a degree of risk between an outer area and an inner area of ​​the fall area. The driving assistance control device according to claim 1 or 2.

4. The second setting unit adjusts a traveling position so as to move away from a high-risk area. The driving assistance control device according to claim 3 .

5. a vehicle information acquiring step of acquiring vehicle information indicating at least one of a vehicle type and a vehicle speed; a position information acquiring step of acquiring position information of a current position of the vehicle; a map information acquisition step of acquiring map information including roads around the current position of the vehicle; a surrounding information acquisition step of acquiring surrounding information indicating a surrounding situation of the vehicle; an occupant information acquisition unit step of acquiring occupant information indicating attributes of an occupant of the vehicle; a first setting step of setting a first traveling position which is a recommended traveling position on a road based on the vehicle information acquired in the vehicle information acquiring step, the position information acquired in the position information acquiring step, and the map information acquired in the map information acquiring step; a risk estimation step of estimating a risk of a rollover area in which the vehicle and the occupant are predicted to be located when the vehicle rolls over on a road, based on the surrounding information acquired in the surrounding information acquisition step, the vehicle information acquired in the vehicle information acquisition step, and the occupant information acquired in the occupant information acquisition unit step; a second setting step of setting a second traveling position of the vehicle on the road in accordance with the degree of risk estimated in the degree of risk estimation step; a guidance output control step of informing an occupant of the vehicle of the first traveling position or the second traveling position; A driving assistance method comprising:

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