JP2012038006A - Driving support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support device which can establish the degree of risks with higher accuracy and call users' attention.SOLUTION: A driving support device establishes the degree of risks of driving on roadways contained in map data, based on occurrence information on danger avoidance actions and accident occurrence information, and in consideration of weather condition, day, time zone, roadway condition and traffic density at the time when the actions are taken and the accidents occurred. For this reason, even when a user on a vehicle 2 passes through the same point, the driving support device can determine whether or not it is necessary to call the user's attention in accordance with factors such as weather condition, day, time zone, roadway condition and traffic density at that time.

Description

  The present invention relates to a driving support device that sets a risk level for a road in map data and supports driving by transmitting alert information to the moving body when the moving body travels on a road with a high risk level. .

  A mobile vehicle (for example, a vehicle) that automatically collects the degree of risk related to road traffic, identifies the area that needs to be alerted using that information, and travels in the area that requires this alert (hereinafter referred to as the alert target area) ), And a system that guides the user to avoid traveling in the alert target area is known (see, for example, Patent Document 1). According to such a system, for example, information on an area where a lot of near-miss information is gathered is notified to the driver of the vehicle, so that the driver can be alerted.

JP 2003-123185 A

  However, in the system described in Patent Document 1 described above, the number of near-miss occurrences is counted to identify a high-risk district, and risk such as weather, day of the week, time zone, road surface condition, traffic volume, etc. The factor that affects the degree is not taken into account, so depending on each of the above factors, the risk level may actually be low even if it is determined that the risk level is high. Even in a district where the risk level is determined to be low, there is a problem that the credibility of the area with a high risk level is actually lowered, such as the risk level may be high.

  The present invention has been made in order to solve such a conventional problem, and an object of the present invention is to provide a driving support device capable of alerting by setting a degree of risk with higher accuracy. Is to provide.

  In order to achieve the above object, the present invention is provided in a base station capable of communicating with a mobile body by wireless communication, and transmits various stored information to the mobile body to support driving of the mobile body In the apparatus, an input means for acquiring external input information relating to a road, a risk degree of a road included in preset map data is determined based on the external input information input from the input means, and the risk degree Risk degree map creating means for creating a risk degree map corresponding to a road, attention information setting means for setting attention information corresponding to the risk degree, the map data, the risk degree map, and the attention Storage means for storing alert information, and alert information according to a risk degree set in the risk degree map stored in the storage means is stored in the mobile body. Transmitting means for transmitting, the risk degree map creating means, based on the risk information included in the external information, for any point on the road included in the map data, in addition to the risk information, weather The risk degree map is created by evaluating the relationship with at least one of the factors of day of the week, time of day, road surface condition, and traffic volume, and creating the risk degree map.

  In the driving support device according to the present invention, when risk information is given for an arbitrary point on the road, in addition to this risk information, among the factors of weather, day of the week, time zone, road surface condition, and traffic volume Since the risk level is set using at least one factor, it is possible to create a risk level map by setting the risk level according to each factor. can do.

1 is a block diagram showing a system configuration to which a driving support apparatus according to an embodiment of the present invention is applied. It is a block diagram which shows the structure of the driving assistance device which concerns on one Embodiment of this invention. It is a block diagram which shows the structure of the vehicle-mounted apparatus mounted in the vehicle used as the assistance object of the driving assistance apparatus which concerns on one Embodiment of this invention. It is a graph which is used with the driving assistance device which concerns on one Embodiment of this invention, and shows the relationship between a weather condition, danger avoidance action, or the occurrence frequency of an accident. It is a flowchart which shows the procedure of the determination area | region setting process of the risk degree performed with the driving assistance device which concerns on one Embodiment of this invention. It is a flowchart which shows the procedure of the determination process of the risk degree performed with the driving assistance device which concerns on one Embodiment of this invention. It is explanatory drawing which shows the example considered as the same determination area | region with the driving assistance device which concerns on one Embodiment of this invention. It is explanatory drawing which shows the example considered as the same determination area | region with the driving assistance device which concerns on one Embodiment of this invention. It is explanatory drawing which shows the example considered as the same determination area | region with the driving assistance device which concerns on one Embodiment of this invention. It is explanatory drawing which shows the example considered as the same determination area | region with the driving assistance device which concerns on one Embodiment of this invention. It is explanatory drawing which shows the example considered as the same determination area | region with the driving assistance device which concerns on one Embodiment of this invention. It is explanatory drawing which shows the example considered as the same determination area | region with the driving assistance device which concerns on one Embodiment of this invention. It is explanatory drawing which shows the example considered as the same determination area | region with the driving assistance device which concerns on one Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing an information center (base station) 1 and a vehicle (mobile body) 2 provided with a driving support apparatus according to an embodiment of the present invention. The information center 1 and the vehicle 2 are connected by wireless communication. Data can be sent and received.

  FIG. 2 is a block diagram illustrating a configuration of the driving support device 11 provided in the information center 1. As shown in FIG. 2, the driving support device 11 includes an input unit 21 that inputs various information (external input information) from the outside, and a communication unit 22 that transmits and receives data between the traveling vehicle 2 and the like. And a processing unit 23 that performs overall processing. Furthermore, the memory | storage part 24 which memorize | stores map data, the risk degree map mentioned later, the alerting object area | region, and alerting information according to the risk degree is provided. Here, in the map data stored in the storage unit 24, road width information such as road width, road shape, sidewalk presence and the like, roadside information on buildings and landscapes along the road are stored in units of road links. ing.

  The input unit 21 can connect various recording media such as an SD (Secure Digital) media card, a USB (Universal Serial Bus) media, a CD (Compact Disk), a DVD (Digital Versatile Disc), and the like. The information recorded on the recording medium is read.

  Information input from the input unit 21 includes, for example, information on a point where the driver of the vehicle suddenly braked, information on the number of times (danger avoidance action occurrence information), a point where an accident occurred in the past, an occurrence time, Information on the degree, cumulative number of accidents, and negligence is set. Here, the information that the driver of the vehicle suddenly applied the brake is recorded in, for example, a drive recorder mounted on the vehicle, and can be obtained by connecting a recording medium of the drive recorder to the input unit 21. Information on past accidents can be obtained from police accident information data.

  The communication unit 22 includes a reception unit 221 and a transmission unit 222. Among these, the receiving unit 221 uses a mobile phone network, the Internet network, a telephone line network, or a wireless communication method such as a short-range communication means, or a wired communication method, so that the weather, day of the week, time zone, road surface condition, and road Get information on traffic volume above and information on vehicle movement. For example, the weather information can acquire information such as rain, cloudy, clear, sleet, hail, hail, fog, snow, etc. based on information transmitted from the Japan Meteorological Agency. Moreover, the information regarding traffic volume can be acquired based on the information regularly distributed from a road traffic center. Information on the road surface state can be acquired based on road construction information distributed by the police, for example. Specifically, it is possible to acquire information such as whether the road surface is paved or gravel, whether it is a bad road during construction, and whether the road is prone to freezing. It is.

  Furthermore, the receiving unit 221 acquires the position data of the vehicle 2 through communication with the vehicle 2 traveling on the road. That is, the vehicle 2 has a function of specifying a traveling position such as GPS, and the position data is transmitted by wireless communication and received by the receiving unit 221 of the driving support device 11. Therefore, the driving support device 11 can recognize the traveling position of each vehicle connected by wireless communication.

  The transmission unit 222 transmits various information to the vehicle 2 traveling on the road. For example, as described later, when there is a vehicle 2 approaching a road with a high degree of risk, alert information is transmitted to the vehicle 2 and the driver of the vehicle 2 is cautioned.

  The processing unit 23 includes, for example, a CPU, a RAM, a ROM (all of which are not shown), and the like, and executes a process for comprehensively controlling the entire driving support device 11. In particular, a risk level is set for each road included in the map data stored in the storage unit 24 based on various information input from the input unit 21 or the reception unit 221, and the risk level is made to correspond. A risk level map is created and stored in the storage unit 24. Furthermore, based on the degree of risk level, the area that needs to be alerted is set as the alert target area, and the alert information corresponding to the type of risk for this alert target area Set.

  For example, based on various data acquired from the input unit 21 or the receiving unit 221, if there are points where the number of times of sudden braking has been applied in the past or points where the number of accidents has occurred in the past, there is a risk. It is determined that the area is a high area, and this point is set as an area to be alerted that requires attention. Further, for this alerting target area, alerting information indicating that it is an accident-prone area is stored correspondingly. Further, the processing unit 23 determines whether or not to actually call attention based on the weather, the day of the week, the time zone, the road surface condition of the running road, and the traffic volume.

  Furthermore, when acquiring the external input information about a certain point on the road included in the map data, the processing unit 23 determines the degree of risk for this point, and also determines the road form, road surface condition, traffic at this point. Based on at least one judgment factor of state and roadside environment, a risk degree map is created by setting the same risk degree as the risk degree judged for this point for roads with similar judgment factors. Or the process which changes is performed.

  That is, the processing unit 23 determines the risk level of the road included in the preset map data based on the external input information input from the input unit 21 (input means), and associates the risk level with the road. It has a function as a risk level map creation means for creating a risk level map.

  In addition, the processing unit 23 acquires the position information of each vehicle 2 via the reception unit 221, and when it is recognized that the vehicle 2 is approaching the road set as the attention target area, A process of transmitting the alert information set for the alert target area to the vehicle 2 is executed. That is, the processing unit 23 has a function as a moving body position recognizing unit that can recognize the position of the vehicle (moving body).

  The storage unit 24 stores the map data as described above, and further stores the risk level map created by the processing unit 23, and the alert information corresponding to the risk level and the risk level is high. Data on the determined alerting target area is stored.

  And the driving assistance apparatus 11 which concerns on this embodiment communicates with the vehicle 2, and when the vehicle 2 approaches the alerting target area, the information indicating that the risk degree of this travel path is high, And the alert information corresponding to this area | region is transmitted to the applicable vehicle 2. FIG. As a result, the driver of the vehicle 2 is approaching a road on which many sudden brakes have been applied in the past (dangerous avoidance behavior has been executed) or many accidents have occurred. The driver can be made aware of the need for more careful driving.

  Next, an in-vehicle device mounted on the vehicle will be described. FIG. 3 is a block diagram illustrating a configuration of the in-vehicle device 31.

  As shown in FIG. 3, the in-vehicle device 31 acquires information generated by the driving support device 11 of the information center 1 by a mobile communication method and transmits information related to the state of the vehicle 2 to the driving support device 11. Unit 42, an input unit 41 that acquires information generated by the driving support device 11 via a recording medium, and a processing unit 43 that determines whether to provide information based on the information generated by the driving support device 11. The information providing unit 44 that notifies the driver of the vehicle 2 of alerting information is provided.

  The input unit 41 has a function of inputting information via a recording medium such as an SD media card, USB media, CD, or DVD.

  The communication unit 42 transmits and receives information via a wireless or wired communication system such as a mobile phone network, the Internet network, a telephone line network, or a short-range communication system. The communication unit 42 also includes, for example, the position of the moving body, time, moving speed, brake operation, accelerator operation, steering operation, deceleration, deceleration differential value (jerk), airbag operation, ABS operation, brake assist. Information on the state of the moving body related to the operation is transmitted to the information center 1.

  The processing unit 43 executes a process of notifying the driver of information related to the degree of danger related to the road around the vehicle 2. For example, when the alert information transmitted from the driving support device 11 is acquired via the communication unit 42, the alert information is transferred to the information providing unit 44 to alert the driver. . In addition, a function for specifying the position of the vehicle 2 such as a GPS function is provided, and the position data of the vehicle 2 is transmitted to the driving support device 11 of the information center 1 through the communication unit 42.

  The information providing unit 44 includes a speaker 51 that notifies the alert information by voice, a buzzer sound, etc., a display 52 that displays the image and notifies the alert information, and vibration generation that generates the vibration and notifies the alert information. A container 53 is provided.

  The speaker 51 provides information to the driver of the vehicle 2 by an auditory stimulus such as a voice or a notification sound. The speaker 51 converts an electrical energy into a sound energy, and a voice or a notification sound such as an amplifier. An amplifying unit that amplifies or processes an electrical signal and a control unit that controls the operation of the amplifying unit based on a signal from the processing unit of the in-vehicle device. Instead of the speaker 51, headphones, earphones, or the like may be used.

  The display 52 provides information to the driver of the vehicle 2 by visual stimulation such as images and videos. For example, it includes a display unit that displays information such as a car navigation monitor, a mobile phone monitor, a TV monitor, and a PC monitor, and a control unit that controls the operation of the display unit based on a signal from the processing unit 43.

  The vibration generator 53 provides information to the driver of the vehicle 2 by tactile stimulation such as lifting of the seat belt. For example, information is provided to the driver of the vehicle 2 by pulling up the seat belt, pushing up a part of the seat, or applying a reaction force to the steering wheel. An actuator unit to be generated and a control unit for controlling the actuator unit are configured.

  Next, operation | movement of the driving assistance apparatus 11 which concerns on this embodiment comprised as mentioned above is demonstrated. FIG. 4 is a flowchart showing the procedure of the attention target area setting process executed in the processing unit 23.

  First, in step S11, the processing unit 23 evaluates the degree of risk of an arbitrary point on the road included in the map data based on the map data stored in the storage unit 24 of the driving support device 11. Set as the center point.

  Next, in step S12, the processing unit 23 determines a road link including the center point set in the processing of step S11 (for example, a road divided between intersections) from the map data stored in the storage unit 24. Set as the evaluation area. Then, this road link is set as a reference road link.

  In step S13, the processing unit 23 calculates the road form, road surface state, traffic state, and roadside environment (hereinafter referred to as the reference road link) set in the evaluation area in step S12 from the map data stored in the storage unit 24. These are collectively referred to as “determination factors”). Here, the road form is data indicating whether the road link is a straight road or a curved road, and if the road link is a curved road, how much the curvature is. The roadside environment is data such as whether the roadside is an urban area, an agricultural road, a residential area, or a tourist area. The road surface state is data indicating whether the road surface of the road is paved, a gravel road, or a bad road under construction. The traffic state is data indicating whether or not the road is congested.

  In step S14, the processing unit 23, among the road links in contact with the road link set in the evaluation area in the process of step S12, out of the above determination factors (road form, road surface state, traffic state, roadside environment) At least one determines whether there is a road link similar to the determination factor specified in the process of step S13. If there is a road link determined to be similar, this road link is added to the evaluation area. .

  In step S15, the processing unit 23 determines the risk degree of the reference road link. This determination process will be described later.

  In step S16, the processing unit 23 determines whether or not there is a road link having a determination factor similar to that of the reference road link in the process of step S14. If it does not exist (NO in step S16), this process ends. If it exists (YES in step S16), in the process of step S17, the processing unit 23 sets this road link to the same risk level as that of the reference road link. Thereafter, this process is terminated.

  And the risk degree with respect to each road contained in map data can be set by repeating the process of step S11-S17 mentioned above, and a risk degree map can be created.

  Next, the risk degree determination process shown in step S15 of FIG. 5 will be described with reference to the flowchart shown in FIG. In this process, as an example, a case will be described in which the degree of risk is determined based on the number of occurrences of risk avoidance behavior such as sudden braking, the number of accidents, and the weather when the risk avoidance behavior occurs.

  In the process of step S21, the processing unit 23 creates a risk on the road link set as an evaluation area for the degree of risk from the risk avoidance behavior occurrence information of the vehicle stored in the storage unit 24 and the accident information that occurred in the past. Identify avoidance action occurrence information and accident information.

  In step S22, the processing unit 23 calculates the occurrence distribution for each weather, day of the week, time zone, road surface condition, and traffic volume from the risk avoidance action occurrence information specified in the process of step S21 and the accident information. For example, in the case of weather, for each weather condition (event) such as sunny, cloudy, rain, fog, snow, sleet, hail, hail, count the number of occurrences of risk avoidance actions and the number of accidents in the evaluation area. Recognize the number of occurrences for each weather condition.

  In step S23, the processing unit 23 uses the occurrence distribution for each weather, day of the week, time zone, road surface condition, and traffic volume calculated in step S22 to determine the number of occurrences of dangerous avoidance actions and accidents in the evaluation area in step S22. Based on the sum of the number of occurrences, the occurrence frequency ratio for each weather, day of the week, time zone, road surface condition, and traffic volume is calculated.

  As a result, for example, as shown in FIG. 4, data on the number of occurrences of danger avoidance behavior according to the weather and the number of occurrences of accidents can be acquired. Thereby, a risk degree can be set in each determination area (a reference road link and a road link having a determination requirement similar to that of the road link). Therefore, it is not necessary to individually perform risk level setting processing for all road links, and risk level determination processing, that is, risk level map creation processing, can be easily performed.

  Further, a condition for increasing the degree of risk is determined by combining a plurality of judgment factors. In the occurrence frequency ratio for each weather, day of the week, time zone, road surface condition, and traffic volume calculated in the risk degree evaluation, a combination of conditions in which the occurrence frequency is higher than a predetermined threshold is determined. For example, in the case of the occurrence frequency distribution shown in FIG. 4, it is determined on the condition that weather = [rain or snow]. Similarly, conditions are determined for the day of the week, time zone, road surface condition, and traffic volume, and the combination conditions are determined. By such processing, it becomes possible to set conditions for increasing the degree of risk.

  That is, among the events included in each factor, when there are a plurality of events that increase the risk level, the risk level is set by combining them.

  Then, a determination area in which the degree of risk exceeds a certain value is set as the alert target area, and when the vehicle 2 enters or approaches the alert target area, alert information is transmitted to the vehicle 2. . Therefore, in the vehicle-mounted device 31 of the target vehicle 2, the speaker 51, the display 52, or the vibration generator 53 informs the driver that the vehicle 2 has entered or is approaching a high-risk road. To do.

  Next, specific examples in the case where the determination factors are regarded as the same and in the case where the determination factors are not regarded as the same will be described with reference to FIGS.

  FIG. 7 shows a first example in which the road form is set as a determination factor and the risk degree is determined. In FIG. 7, when the road link P1 is set as the reference road link, the road links P2 and P3 adjacent to the reference road link P1 have substantially the same road width as the reference road link P1, and therefore the same determination is made. Set to area. However, the road link P4 is not recognized as the same determination area because the road width is different from the reference road link P1. Therefore, in such a road configuration, since the road links P1, P2, and P3 are set in the same determination area, when the risk degree is set for the reference road link P1, the road links P2 and P3 are the same. Set to risk level. That is, since it is not necessary to set the risk degree of the road links P2 and P3 again, the calculation load can be reduced.

  FIG. 8 shows a second example in which the road form is set as a determination factor to determine the risk degree. In FIG. 8, when the road link P11 is set as the reference road link, the road link P12 adjacent to the reference road link P11 has almost the same road width as the road link P11. Is done. However, the road link P13 is not recognized as the same determination area because the road width is different from the reference road link P11. Furthermore, the road link P14 across the road link P13 is substantially the same as the reference road link P11. Therefore, in such a road configuration, the road links P11, P12, and P14 are set in the same determination area. When the risk level is set for the reference road link P11, the road links P12 and P14 are also set to the same risk level. Thus, in the present embodiment, road links that are recognized as having similar road forms are set as the same determination area for the road link P14 that is not continuous with the reference road link P11, and the risk degree Will be set.

  FIG. 9 shows a third example in which the road form is set as a determination factor to determine the risk degree. In FIG. 9, when the road link P21 is set as the reference road link, the road link P22 adjacent to the reference road link P21 is a straight road like the reference road link P21. Is done. However, since the road link P23 is a curved road, it is not recognized as the same determination area. Furthermore, since the road link P24 is a straight road similar to the reference road link P21, it is set in the same determination area. Accordingly, in such a road form, the road links P21, P22, and P24 are set in the same determination area. When the risk level is set for the reference road link P21, the road links P22 and P24 are also set to the same risk level.

  7-9, the road width and the curvature of the road have been described as examples of the road form. However, as other road forms, the number of roads connected to the road link, the number of lanes of the road link, the road link It is also possible to set the number of signals present in the road, the speed limit of the road link, the presence or absence of a road link sidewalk, and the like.

  FIG. 10 shows an example of setting the roadside environment as a determination factor and determining the risk level. In FIG. 10, when the road link P31 is set as the reference road link, the road link P32 adjacent to the reference road link P31 has the same roadside environment as that of the reference road link P31. Is done. However, the road link P33 is not recognized as the same determination area because there is a residential area along the road and the road environment is different from the reference road link P31. Therefore, in such a roadside environment, the road links P31 and P32 are set in the same determination area. Therefore, when the risk level is set for the reference road link P31, the road link P32 is also set to the same risk level. Is done.

  As other examples of roadside environments, it is also possible to set the presence / absence of objects visible from the road, the type of buildings on the roadside, the presence / absence of streetlights installed along the road, the presence / absence of sightseeing spots, etc. is there.

  FIG. 11 shows a first example when the road surface condition is set as a determination factor to determine the risk degree. In FIG. 11, when the road link P41 is set as the reference road link, the road link P42 adjacent to the reference road link P41 has almost the same road surface condition as the reference road link P41. Is set. However, the road links P43, P44, and P45 are freeze-prone areas, and are not recognized as the same determination area because the road surface state is different from the reference road link P41. Therefore, in such a road configuration, the road links P41 and P42 are set in the same determination area, and when the risk level is set for the reference road link P41, the road link P42 also has the same risk level. Set to

  FIG. 12 shows a second example in which the road surface condition is set as a determination factor and the risk degree is determined. In FIG. 12, when the road link P51 is set as the reference road link, the road link P52 adjacent to the reference road link P51 is a paved road similar to the reference road link P51 and has the same road surface state. The same determination area is set. However, the road links P53 and P54 are gravel roads and are not recognized as the same determination area because the road surface state is different from the reference road link P51. Therefore, in such a road configuration, the road links P51 and P52 are set in the same determination area, and when the risk degree is set for the reference road link P51, the road link P52 has the same risk degree. Set to

  FIG. 13 shows an example of determining the risk degree by setting the traffic state as a determination factor. In FIG. 13, when the road link P61 is set as the reference road link, the road links P62 and P63 adjacent to the reference road link P61 have substantially the same traffic state as the reference road link P61. Set to the judgment area. However, the road link P64 is set as a heavily congested area, and is not recognized as the same determination area because the traffic state is different from the reference road link P61. Therefore, in such a traffic state, the road links P61 to P63 are set in the same determination area, and when the degree of risk is set for the reference road link P61, the road links P62 and P63 are the same. Set to risk level.

  Thus, in the driving assistance apparatus 11 according to the present embodiment, when risk information is given for an arbitrary point on the road, in addition to the risk information, the weather, day of the week, time zone, road surface condition, and The degree of risk is set using at least one factor among traffic factors. Therefore, it is possible to create a risk degree map by setting the degree of risk according to each factor of weather, day of the week, time zone, road surface condition, or traffic volume, perform appropriate alerting according to the degree of risk, Driving assistance can be provided.

  Therefore, even if the vehicle 2 passes through the same point, it should be alerted according to factors such as weather, day of the week, time zone, road surface condition, traffic volume, etc. Since it is determined whether it is unnecessary and alerting is performed only when necessary, it is possible to avoid the occurrence of problems such as unnecessary alerting and necessary alerting.

  In addition, when a road determined to have a high degree of risk is set as an alert target area and the vehicle 2 enters or approaches the alert target area, alert information is transmitted to the vehicle 2. The driver of the vehicle 2 can be appropriately alerted according to the degree of risk, and the driver's attention can be enhanced.

  As mentioned above, although the driving assistance device of the present invention has been described based on the illustrated embodiment, the present invention is not limited to this, and the configuration of each part is replaced with an arbitrary configuration having the same function. Can do.

  The present invention is extremely useful in creating a risk degree map that sets a risk degree that is more suitable for an actual driving state.

1 Information center 2 Vehicle (moving body)
DESCRIPTION OF SYMBOLS 11 Driving assistance device 21 Input part 22 Communication part 23 Processing part 24 Storage part 31 In-vehicle apparatus 41 Input part 42 Communication part 43 Processing part 44 Information provision part 51 Speaker 52 Display 53 Vibration generator 221 Reception part 222 Transmission part

Claims (5)

In a driving support device that is provided in a base station capable of communicating with a mobile body by wireless communication, transmits various stored information to the mobile body, and supports driving of the mobile body,
An input means for acquiring external input information about the road;
A risk degree map that determines a risk degree of a road included in preset map data based on external input information input from the input means, and creates a risk degree map that associates the risk degree with the road Creating means;
Alert information setting means for setting alert information corresponding to the degree of risk;
Storage means for storing the map data, the risk degree map, and the alert information;
Transmitting means for transmitting alert information according to the risk degree set in the risk degree map stored in the storage means to the mobile body,
The risk degree map creating means, based on the risk information included in the external information, for any point on the road included in the map data, in addition to the risk information, weather, day of the week, time zone, road surface condition, and A driving support device characterized in that the risk degree is set by evaluating a relationship with at least one factor among traffic factors, and the risk degree map is created.   2. The driving support device according to claim 1, wherein among the events included in each factor, when there are a plurality of events that increase the risk level, the risk level is set by a combination thereof.   The driving support apparatus according to claim 1, wherein the risk information included in the external information is danger avoidance action occurrence information.   The driving support apparatus according to claim 1, wherein the risk information included in the external information is information regarding accidents that have occurred in the past. A moving body position recognizing means capable of recognizing the position of the moving body;
The transmission means, when the moving body position recognition means recognizes the presence of a moving body approaching a road with a high risk level, alerts the moving body corresponding to the risk level of the road. Information is transmitted, The driving assistance apparatus of any one of Claims 1-3 characterized by the above-mentioned.

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