Vehicle driving assistance system

Abstract

It enables more precise line selection for navigating obstacles than before. [Solution] The map creation unit 11 creates a road surface elevation map 40 along the direction of travel, starting from the vehicle's position, based on the direction of travel determined from the steering angle. The forward determination unit 12 determines the climbing force based on the road surface elevation map 40 and the forward grip force of each wheel. The forward determination unit 12 also determines whether forward movement is possible based on the climbing force. The interference determination unit 13 determines whether there is interference between the vehicle and the road surface based on the road surface elevation map 40 and the vehicle body structure. The warning device (speaker 20A and display 20B) outputs a warning in at least one of the following cases: when the forward determination unit 12 determines that forward movement is not possible, and when the interference determination unit 13 determines that there is interference.

Description

Technical Field

[0001] This specification discloses a driving support device for a vehicle.

[0002] Driving support devices on so-called rough roads with uneven road surfaces are disclosed in Patent Documents 1 and 2. In Patent Document 1, the driving support device recognizes an obstacle in the traveling direction. Then, the driving support device creates a route so as to avoid the obstacle. In Patent Document 2, the driving support device determines the possibility of avoiding a bad road. When it is determined that it is difficult to avoid a bad road, the driving support device calculates a recommended speed during traveling on the bad road.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, there are cases where it is difficult to avoid an obstacle, such as when there are obstacles over a wide range in the traveling direction. Therefore, this specification discloses a driving support device for a vehicle that can take a line for breaking through an obstacle with higher accuracy than before.

Means for Solving the Problems

[0005] This specification discloses a driving assistance system. This system comprises a map creation unit, a forward determination unit, an interference determination unit, and a warning device. The map creation unit creates a road surface elevation map starting from the vehicle's position and along the direction of travel, based on the direction of travel determined from the steering angle. The forward determination unit determines the climbing force based on the road surface elevation map and the forward grip force of each wheel. The forward determination unit also determines whether forward movement is possible based on the climbing force. The interference determination unit determines whether there is interference between the vehicle and the road surface based on the road surface elevation map and the vehicle body structure. The warning device outputs a warning in at least one of the following cases: when the forward determination unit determines that forward movement is not possible, and when the interference determination unit determines that there is interference.

[0006] According to the above configuration, the ability to overcome obstacles is determined from two aspects: climbing ability and whether or not interference occurs.

[0007] Furthermore, in the above configuration, when it is determined that forward movement is not possible, the forward movement determination unit may output a warning signal to the driver prompting them to steer in another direction.

[0008] According to the above configuration, the driver is prompted to change their line of sight to overcome obstacles.

[0009] In the above configuration, the forward determination unit may estimate the point at which the vehicle will become unable to move forward by determining the progression of the climbing force along the direction of travel. Furthermore, the forward determination unit may notify the warning device of the distance from the vehicle to the point at which it will become unable to move forward.

[0010] With the above configuration, the vehicle can be driven to a point where it is no longer possible to move forward.

[0011] In the above configuration, the forward movement determination unit may also determine the amount each wheel is lifted when the vehicle moves forward. If the predetermined amount of lift of a wheel exceeds the wheel articulation of the vehicle, the forward movement determination unit performs a lifting determination for the other wheels.

[0012] With the above configuration, floating can be determined based on the vehicle structure.

[0013] Also, in the above constitution, based on the correspondence relationship between the lifting amount of a predetermined wheel and the change in the grounding load of another wheel, in the floating determination, the forward determination unit may determine that the wheel with the smallest grounding load among the other wheels is in a floating state.

[0014] According to the above constitution, it is possible to narrow down the tires in a floating state.

Advantages of the Invention

[0015] According to the driving support device disclosed in this specification, it is possible to take a line for running over an obstacle with higher accuracy than before.

Brief Description of the Drawings

[0016] [Figure 1] It is a diagram illustrating the hardware configuration of the driving support device according to this embodiment. [Figure 2] It is a diagram illustrating the functional blocks of the driving support device according to this embodiment. [Figure 3] It is a diagram illustrating the driving determination flow (1 / 2) by the driving support device. [Figure 4] It is a diagram illustrating the driving determination flow (2 / 2) by the driving support device. [Figure 5] It is a diagram illustrating a road surface height map. [Figure 6] It is a diagram illustrating a grounding load estimation model. [Figure 7] It is a diagram illustrating a suspension stroke amount estimation model. [Figure 8] It is a diagram explaining the climbing force and the pressing force. [Figure 9] It is a graph illustrating the transition of the climbing force along the traveling direction. [Figure 10] It is a diagram illustrating a rigid vehicle model.

Modes for Carrying Out the Invention

[0017] 1. Vehicle Configuration FIG. 1 illustrates a driving support device mounted on a vehicle 100 and its peripheral devices. The driving support device includes various sensors 30A, 30B, 30C, 30F, an activation switch 30D, a stereo camera 30E, a transceiver 30G, a vehicle control ECU 10, a speaker 20A, and a display 20B.

[0018] The GPS receiver 30A receives a GPS signal, which is a positioning signal, from a GPS satellite (not shown). The GPS signal includes, for example, position coordinate information such as latitude, longitude, and altitude. By receiving the GPS signal, the position of the host vehicle can be grasped.

[0019] The steering angle sensor 30B detects, for example, the amount of steering operation by the driver, that is, the steering angle. The vehicle speed sensor 30C detects the speed of the vehicle 100. The activation switch 30D switches the on / off of the driving determination flow, as illustrated in FIGS. 3 and 4. The activation switch 30D is provided, for example, around the steering wheel.

[0020] The stereo camera 30E is installed, for example, on the windshield. The stereo camera 30E images the front of the vehicle 100. The stereo camera 30E also has a function of a distance measuring camera. That is, the stereo camera 30E determines the road surface shape in front of the vehicle 100.

[0021] The laser sensor 30F is installed in front of the vehicle. The laser sensor 30F has a distance measuring function. The laser sensor 30F is, for example, a millimeter wave radar. The laser sensor 30F performs distance measurement complementarily with, for example, the stereo camera 30E. For example, in fine weather, distance measurement is performed solely by the stereo camera 30E. Also, in bad weather, distance measurement is performed solely by the laser sensor 30F. The stereo camera 30E and the laser sensor 30F can acquire the road surface shape in front of the vehicle 100 regardless of the weather.

[0022] In addition, data on the road surface shape can be received from the outside. The transceiver 30G receives road surface shape data from a data center 30H or a shape measuring device 30I.

[0023] For example, vehicle 100 may drive on an off-road course for recreational purposes. The off-road course operator stores the course's surface shape data in a data center 30H. This surface shape data is then provided to vehicle 100.

[0024] Furthermore, the surface shape of the off-road course changes due to vehicle traffic, weather conditions, etc. For example, a shape measuring instrument 30I, such as a surveying instrument, is installed next to the off-road course. The surface shape data from the shape measuring instrument 30I is transmitted to the vehicle 100 in real time, for example.

[0025] Speaker 20A and display 20B are both warning devices. As will be described later, in the driving determination flow illustrated in Figures 3 and 4, it is determined that the vehicle 100 is unable to move forward, or that the vehicle is about to interfere with an obstacle. When at least one of these determinations is output, a warning is output to at least one of speaker 20A and display 20B.

[0026] The vehicle control ECU 10 consists of computing devices. The vehicle control ECU 10 includes a CPU 10A, RAM 10B, storage 10C, ROM 10D, and an input / output controller 10E.

[0027] The CPU 10A is the central processing unit, also called a processor. The RAM 10B is a temporary storage device, such as a volatile memory, that stores data being worked on. The ROM 10D is a storage device that allows data to be read. The storage 10C is a storage device that allows data to be written to and read from. The storage 10C consists of, for example, an HDD (Hard Disk Drive) or an SSD (Solid State Drive).

[0028] The CPU 10A executes a program stored in storage 10C or ROM 10D, thereby constructing functional blocks in the vehicle control ECU 10 as illustrated in Figure 2. Specifically, the vehicle control ECU 10 is equipped with a map creation unit 11, a forward determination unit 12, an interference determination unit 13, a road surface data storage unit 14, and a vehicle characteristics storage unit 15. These functional blocks then execute the driving determination flow illustrated in Figures 3 and 4.

[0029] The road surface data storage unit 14 stores three-dimensional shape data of the road surface. The vehicle characteristics storage unit 15 stores information about the characteristics of the vehicle 100. For example, the so-called specifications of the vehicle 100 are stored in the vehicle characteristics storage unit 15. The specifications information includes tread, wheelbase, tire stiffness, and center of gravity height. The vehicle characteristics storage unit 15 also stores vehicle stiffness, suspension characteristic data, and wheel articulation, which will be described later.

[0030] 2. Driving Decision Flow The driving judgment flow is executed by turning on the start switch 30D. Referring to Figures 2-4, the map creation unit 11 receives road surface shape data from the data center 30H or the shape measuring instrument 30I (S10). The road surface shape data includes the three-dimensional shape data (height information) of the road surface. The three-dimensional shape data of the road surface also includes the friction coefficient μ of the road surface. The received road surface shape data is stored in the road surface data storage unit 14.

[0031] If highly accurate road surface shape data can be obtained using the stereo camera 30E and laser sensor 30F, step S10 is omitted.

[0032] The map creation unit 11 obtains the vehicle's position information by referring to the GPS signal received by the GPS receiver 30A (S12). Next, the map creation unit 11 obtains the steering angle from the steering angle sensor 30B. Based on the steering angle, the map creation unit 11 determines the direction of travel of the vehicle 100 (S14).

[0033] Once the vehicle's position and direction of travel are determined, the map creation unit 11 creates a road surface elevation map 40 as illustrated in Figure 5 (S16). The road surface elevation map 40 is unfolded in a direction along the direction of travel, starting from the vehicle's position. In Figure 5, the X-axis points to the direction of travel, and the Y-axis points to the vehicle width direction. For example, the center of the Y-axis corresponds to the center of the vehicle width direction of the vehicle 100. The Y-axis is set to a width that is the total width of the vehicle 100 plus a predetermined margin.

[0034] In the road surface elevation map 40 in Figure 5, relatively high areas are indicated by regions with a relatively high density of hatched lines. For example, in Figure 5, five bump-like protrusions are arranged in the direction of travel.

[0035] The road surface elevation map 40 is obtained by extracting a portion of the road surface shape data stored in the road surface data storage unit 14. For example, road surface data is extracted for a range of 3m to 7m in the direction of travel from the vehicle's position.

[0036] As described later, a warning is output from the warning device in at least one of the following cases: when the forward movement determination unit 12 determines that forward movement is not possible, and when the interference determination unit 13 determines that interference is present. The warning device includes a speaker 20A and a display 20B.

[0037] 2-1. Forward judgment The forward determination unit 12 calculates the climbing force Fm (see Figure 8) based on the road surface elevation map (see Figure 5) and the forward grip force Gf of each wheel. The forward determination unit 12 also determines whether or not forward movement is possible based on the climbing force Fm.

[0038] The forward movement determination unit 12 sets the count k to an initial value of 1 (S18). The count k is incremented each time forward movement determination and interference determination are repeated. For example, the range for forward movement / interference determination is set to a range of 5m from the vehicle's position. Furthermore, within this range, forward movement / interference determination is performed at predetermined distance intervals (10cm). In this case, corresponding to the forward movement / interference determination at a point 5m ahead of the vehicle's position, the final value of the count k, k_end, becomes 50.

[0039] The forward movement determination unit 12 determines the Z coordinates and inclination angle θ of the four wheels when the vehicle 100 is moved forward by a predetermined increment (10 cm) from its own position (S20). The Z coordinate indicates the height direction. For example, the forward movement determination unit 12 determines the Z coordinates and inclination angle θ of the contact point of each of the four wheels. Here, although the tires actually make surface contact with the road surface, the center of the contact surface is set as the contact point in order to reduce the computational load. For example, the tangent angle at the contact point becomes the inclination angle θ. The Z coordinates and inclination angle θ can be determined based on the contact points of the four wheels and the road surface elevation map 40.

[0040] Next, the forward movement determination unit 12 determines the wheel lift amount Lf and the ground contact load cf (S22). The wheel lift amount Lf refers to the height displacement of the wheel when the vehicle 100 moves forward by a predetermined step width. When the wheel lift amount Lf is negative, it indicates that the wheel has lowered (dropped).

[0041] Here, the vehicle characteristics memory unit 15 stores a ground contact load estimation model 42, as illustrated in Figure 6. The ground contact load estimation model 42 stores the correspondence between the lift amount Lf of a predetermined wheel and the change in ground contact load Δcf of the other three wheels. Alternatively, the correspondence between the lift amount Lf of a predetermined wheel and the change in ground contact load Δcf of the other wheels may be stored as a diagram. Qualitatively, when a predetermined wheel is lifted, the ground contact load of the wheel diagonally opposite it increases. The ground contact load of the remaining two wheels decreases.

[0042] Step S22 is performed for each of the four wheels. For example, when wheel 42A is lifted first, the change in ground contact load of the other three wheels 42B-42D is determined. Next, with wheel 42A lifted, wheel 42B is lifted. The forward determination unit 12 determines the change in ground contact load Δcf for wheels 42A, 42C, and 42D.

[0043] When all four wheels are lifted in this way, or in other words, when they have moved forward by a predetermined step width from the initial position, the forward movement determination unit 12 determines whether there is a wheel whose lifting amount Lf is equal to the wheel articulation WAT (S24).

[0044] Wheel articulation WAT refers to the amount of suspension stroke in opposite phases for the front and rear axles. Wheel articulation WAT is an indicator of how easily the wheels lift off the road surface. When the lift amount Lf exceeds the wheel articulation WAT, one of the wheels will be lifted off the ground.

[0045] The forward determination unit 12 determines whether there is a wheel whose lift amount Lf exceeds the wheel articulation WAT (S24). If there is a wheel among the four wheels where Lf > WAT, the forward determination unit 12 determines that the wheel with the smallest ground contact load cf is floating (S26). For the wheel determined to be floating, the ground contact load cf is set to 0. In addition, the forward grip force Gf and resistance force Rf, which will be described later, are set to 0 for that wheel.

[0046] Next, the forward determination unit 12 calculates the forward grip force Gf, resistance force Rf, and suspension stroke amount st for each of the four wheels (S28). Referring to Figure 8, the friction force is determined based on the ground load cf and friction coefficient μ at the wheel's contact point. When the wheel is on an inclined surface, the friction force is decomposed into forward grip force Gf and resistance force Rf. The forward determination unit 12 calculates the forward grip force Gf and resistance force Rf based on the ground load of each wheel. Note that for wheels that were determined to be floating in step S26, the ground load cf=0, so the forward grip force Gf=0 and resistance force Rf=0 remain constant.

[0047] FIG. 7 illustrates a suspension stroke amount estimation model 44. Qualitatively, as the ground load increases, the suspension stroke amount increases. That is, the amount of compression of suspensions 44A-44D increases. In the vehicle characteristic storage unit 15, a diagram (map) showing the correspondence between the ground load and the suspension stroke amount st is stored. The forward movement determination unit 12 obtains the suspension stroke amount of each wheel based on this map. The suspension stroke amount st is used in the subsequent interference determination (steps S48-S56).

[0048] Next, the forward movement determination unit 12 extracts the wheels for which Gf > Rf (S30). Referring to FIG. 8, the difference between Gf and Rf is decomposed into a horizontal component Fm and a vertical component Fp. The horizontal component Fm = (Gf - Rf)cosθ is also called the climbing force. The vertical component Fp = (Gf - Rf)sinθ is also called the pressing force.

[0049] Based on the behavior of an actual vehicle, for the wheels where Gf > Rf, the pressing force Fp is distributed to other wheels. In particular, the pressing force Fp is distributed to the wheels where Gf < Rf. The forward movement determination unit 12 extracts the wheels for which Gf > Rf and obtains the pressing force Fp for each of them (S32).

[0050] Next, the forward movement determination unit 12 extracts the wheels for which Gf < Rf (S34). Then, the forward movement determination unit 12 adds the pressing force Fp of the other wheels to the forward grip force Gf of the extracted wheels (S36).

[0051] In this addition, when there are multiple wheels where Gf < Rf, the pressing force Fp is distributed according to the respective resistance forces Rf. For example, when two front wheels have Gf > Rf and two rear wheels have Gf < Rf, the pressing forces Fp of the two front wheels are added together. This sum value ΣFp is added to the forward grip force Gf of each rear wheel (S36).

[0052] For example, when the ratio of the resistance force Rf of the rear right wheel to the resistance force Rf of the rear left wheel is 1:2, the distribution ratio of the total pressing force ΣFp is rear right wheel : rear left wheel = 1:2. Note that for the wheels determined to be floating, since the resistance force Rf = 0, the pressing force Fp is not distributed.

[0053] Next, the forward movement determination unit 12 calculates the uphill force Fm = (Gf - Rf)cosθ for each wheel (S38). Referring to FIG. 4, it is determined whether the total ΣFm of the uphill forces Fm of the four wheels is greater than or equal to the threshold value Fm_th (S40). When ΣFm ≥ Fm_th, the forward movement determination unit 12 determines that the vehicle 100 can move forward (S42). When ΣFm < Fm_th, the forward movement determination unit 12 determines that the vehicle 100 cannot move forward (S44).

[0054] When it is determined that forward movement is impossible, the forward movement determination unit 12 causes the warning device to output a warning (S46). For example, the forward movement determination unit 12 causes a warning sound to be output to the speaker 20A. Further, the forward movement determination unit 12 causes the warning device to output an instruction prompting the driver to steer in another direction. For example, a message indicating that the steering wheel is to be operated is displayed on the display 20B. In addition, in conjunction with this, the forward movement determination unit 12 causes a message indicating that the vehicle 100 is to reverse to be displayed on the display 20B.

[0055] In addition, the forward movement determination unit 12 causes the distance from the vehicle itself to the boarding point to be displayed on the display 20B. The boarding point is the point where the vehicle 100 is estimated to be unable to move forward. In terms of calculation, the boarding point refers to the point where ΣFm < Fm_th. In FIG. 9, the boarding section (the section from X1 to X2) is shown shaded. Also, X1 and X2 indicate the distance from the vehicle itself. By displaying the distance from the vehicle position to the boarding point, materials for judgment such as whether to immediately switch the steering wheel or move forward to before the boarding point are provided to the driver.

[0056] 2-2. Interference determination In parallel with the forward movement determination, the interference determination is executed. The interference determination unit 13 (see FIG. 2) determines whether there is interference between the vehicle itself and the road surface based on the road surface height map (see FIG. 5) and the vehicle body structure.

[0057] Figure 10 illustrates a rigid vehicle model 50. This model represents the underbody structure of the vehicle. The rigid vehicle model 50 includes a front bumper 54A, a front right wheel 51A, a front left wheel 52A, a front axle 53A, and an under cover 56. Furthermore, the rigid vehicle model 50 includes rockers 55A, 55B, a rear right wheel 51B, a rear left wheel 52B, a rear axle 53B, and a rear bumper 54B. The interference determination unit 13 determines whether or not these components interfere with the road surface.

[0058] The interference determination unit 13 generates a rigid vehicle model 50 from the vehicle characteristic information stored in the vehicle characteristic memory unit 15 (S48). Furthermore, the interference determination unit 13 determines the inclination angle of the vehicle 100 based on the suspension stroke of each wheel calculated in step S28. Furthermore, the interference determination unit 13 calculates the gap distance between the rigid vehicle model 50 and the road surface based on the inclination angle of the vehicle 100 and the road surface shape data (S50).

[0059] The interference determination unit 13 determines whether the gap distance is less than or equal to a predetermined gap threshold (S52). If the gap distance is less than or equal to the gap threshold, the interference determination unit 13 determines that the vehicle 100 is in contact with the road surface (S54). If the gap distance exceeds the threshold, the interference determination unit 13 determines that there is no contact (S56).

[0060] If interference is detected, the interference detection unit 13 causes the warning device to output a warning (S46). For example, the interference detection unit 13 emits a warning sound from the speaker 20A. The interference detection unit 13 also displays the rigid vehicle model 50 shown in Figure 10 on the display 20B. In addition to the rigid vehicle model 50, the X coordinates in the road surface elevation map 40 (see Figure 5) are also displayed on the display 20B.

[0061] Furthermore, the interference detection unit 13 causes the warning device to output instructions to the driver prompting them to steer in another direction or reverse. For example, a message indicating that the steering wheel should be operated is displayed on the display 20B. In addition, the interference detection unit 13 causes the display 20B to display a message indicating that the vehicle 100 should be reversed.

[0062] The rigid vehicle model 50 is given hatching corresponding to the amount of gap between it and the road surface. For example, the position coordinates of the vehicle 100 and the rigid vehicle model 50 at those position coordinates are displayed on the display 20B.

[0063] In Figure 10, areas of interference are indicated by relatively dense hatching. For example, in this example, the front bumper 54A and under cover 56 interfere with a protrusion 40A on the road surface. In this way, the areas of interference are visualized when interference is predicted.

[0064] Referring to Figure 4, the vehicle control ECU 10 determines whether the start switch 30D has switched from the ON state to the OFF state (S58). If the start switch 30D is turned OFF, the driving determination flow illustrated in Figures 3 and 4 ends. If the start switch 30D remains ON, the vehicle control ECU 10 acquires vehicle speed data from the vehicle speed sensor 30C. It then determines whether the vehicle speed is above a predetermined threshold V_th (S60). If the vehicle 100 is traveling on the road at high speed, the driving determination cannot keep up, and the driving determination flow ends.

[0065] Furthermore, the vehicle control ECU 10 acquires steering angle data from the steering angle sensor 30B. The vehicle control ECU 10 then determines whether or not the steering wheel is being operated (S62). If the steering wheel is being operated, the flow returns to step S12 in order to recreate the road surface elevation map.

[0066] If there is no steering input, the vehicle control ECU 10 determines whether the vehicle 100 has traveled a predetermined distance from its initial position (S64). This predetermined distance may be, for example, half the distance along the X-axis in the road surface elevation map 40 illustrated in Figure 5. If the vehicle 100 has traveled the predetermined distance, the flow returns to step S12 in order to recreate the road surface elevation map.

[0067] If the mileage of vehicle 100 does not reach a predetermined distance, the vehicle control ECU 10 determines whether the count k has reached the final value k_end (S66). If the count k has reached the final value k_end, the flow returns to step S58. If the count k has not reached the final value k_end, the count k is incremented (S68). The flow then returns to step S20.

[0068] By calculating the climbing force and the presence or absence of interference along the direction of travel, the driver can accurately determine the line to cross obstacles. Figure 9 shows a graph of the change in climbing force along the direction of travel. The horizontal axis X represents distance, and the vertical axis represents the climbing force Fm.

[0069] This graph illustrates the progression of climbing force from the starting point to the calculation end point (x(k_end)). For example, in the section from point X1 to point X2, the climbing force is less than the threshold Fm_th. In other words, the section from point X1 to point X2 is the point where the vehicle will ride up. The forward determination unit 12 displays this progression on the display 20B. The forward determination unit 12 also displays the distance from the vehicle's position to the point where the vehicle will ride up X1 on the display 20B. This provides the driver with information on how far they can go in the current direction of travel.

[0070] Thus, in this embodiment, when the vehicle 100 is driven on an uneven road surface, driving assistance is performed based on forward movement detection and interference detection. This driving assistance makes it possible to suggest an appropriate driving line to a driver who has no experience driving off-road, for example, during a disaster or rescue operation.

[0071] In the embodiment described above, the vehicle control ECU 10 performed forward motion detection and interference detection in parallel, but it may perform only one of them. For example, if the display 20B is a touch panel, forward motion detection and interference detection may be displayed on the display 20B as the detections to be performed. This display allows the driver to choose whether to perform both forward motion detection and interference detection, or to perform either forward motion detection or interference detection. [Explanation of Symbols]

[0072] 10 Vehicle control ECU, 11 Map creation unit, 12 Forward determination unit, 13 Interference determination unit, 14 Road surface data storage unit, 15 Vehicle characteristics storage unit, 20A Speaker (warning device), 20B Display (warning device), 30A GPS receiver, 30B Steering angle sensor, 30C Vehicle speed sensor, 30D Start switch, 30E Stereo camera, 30F Laser sensor, 30G Transceiver, 40 Road surface altitude map, 42 Ground contact load estimation model, 42A-42D Wheels, 44 Suspension stroke amount estimation model, 50 Rigid vehicle model.

Claims

1. A map creation unit creates a road surface elevation map along the direction of travel, starting from the vehicle's position, based on the direction of travel determined from the steering angle. A forward determination unit determines the climbing force based on the road surface elevation map and the forward grip force of each wheel, and determines whether forward movement is possible based on the climbing force. An interference determination unit determines whether or not there is interference between the vehicle and the road surface based on the aforementioned road surface elevation map and vehicle body structure. A warning device that outputs a warning in at least one of the following cases: when the forward movement determination unit determines that forward movement is not possible, and when the interference determination unit determines that interference is present. Equipped with, A vehicle driving assistance system.

2. A vehicle driving support device according to claim 1, When the forward movement is determined to be impossible, the forward movement determination unit causes the warning device to output an instruction to the driver prompting them to steer in another direction. A vehicle driving assistance system.

3. A vehicle driving support device according to claim 1, The forward determination unit, By determining the progression of the climbing force along the aforementioned direction of travel, the point at which forward movement becomes impossible is estimated. The distance from the vehicle to the point where it was driven over is notified to the warning device. A vehicle driving assistance system.

4. A vehicle driving support device according to claim 1, The forward movement determination unit determines the amount each wheel is lifted when the vehicle moves forward, If the lifting amount of a predetermined wheel exceeds the wheel articulation of the vehicle, the forward determination unit performs a lifting determination for the other wheels. A vehicle driving assistance system.

5. A vehicle driving support device according to claim 4, Based on the relationship between the lifting amount of a predetermined wheel and the change in the ground contact load of the other wheels, the forward movement determination unit determines that the wheel with the smallest ground contact load among the other wheels is in a floating state. A vehicle driving assistance system.

Images