JP2012221353A - Operation support system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an operation support system capable of avoiding danger in advance for a sudden course change of a preceding vehicle.SOLUTION: An information center 300 acquires past information of sudden course changes and manages the information as a database. If a travel route is transmitted from a navigation device 100 of a guiding object vehicle, an attention intersection list showing dangerous traffic lanes in the travel route is created statistically and transmitted to the navigation device 100. The navigation device 100 reflects traffic lanes which are difficult to encounter the sudden course changes in the travel routes according to the received attention intersection list. Dangerous actions can be avoided in advance even if the preceding vehicle suddenly decelerates for the sudden course change.

Description

  The present invention relates to a driving support system for notifying a driver of a lane or intersection at which a rapid course change of a preceding vehicle is predicted based on past statistics.

  As a conventional technique, a technique for recognizing a vehicle stopped in front of a road and guiding a lane that can avoid a traffic jam has been proposed (see Patent Document 1). Using this technology, it is possible to avoid lanes that are less susceptible to traffic jams.

JP 2009-157588 A

By the way, depending on the traffic environment, there are dangerous lanes that frequently change lanes suddenly when vehicles approach the intersection, or there are dangerous places where vehicles that have entered the intersection suddenly turn left or right To do. In order to suddenly change the course of the vehicle in this way, it is necessary to decelerate suddenly, so that the following vehicle takes a sudden avoidance action by operating the steering wheel to avoid the suddenly decelerated vehicle, or stepping on the sudden brake Need to decelerate suddenly.
However, although the thing of patent document 1 can guide a lane so that a traffic jam may be avoided, it cannot guide so that the vehicle which decelerates rapidly in order to change a rapid course may be avoided. In order to guide the vehicle so that it does not suddenly decelerate in order to change the course in this way, it will be late after the forward vehicle has moved to a rapid path change action, and it should be avoided in advance before moving to such action. It is necessary to keep it.
The present invention has been made in view of the above circumstances, and an object thereof is to provide a driving support system that can be avoided in advance with respect to a rapid course change of a preceding vehicle.

According to the first aspect of the present invention, when a vehicle heading for an intersection is traveling in a dangerous lane where rapid course changes occur frequently from past statistics, or enters a dangerous intersection where frequent rapid path changes occur. In such a case, the driver is instructed to change the course, so even if the preceding vehicle suddenly decelerates to make a sudden change of course, such a dangerous act can be avoided in advance. it can.
According to the invention of claim 2, when a dangerous lane or a dangerous intersection exists in the travel route searched by the in-vehicle device, the danger information indicating them is transmitted to the in-vehicle device mounted on the guidance target vehicle. Therefore, compared to a configuration in which all danger information is transmitted to the in-vehicle device, it is possible to greatly reduce the communication amount and reduce the burden on the in-vehicle device.
According to the third aspect of the present invention, when the type of the preceding vehicle traveling in a dangerous lane or entering a dangerous intersection tends to change abruptly based on past statistics, a route change is instructed. The prediction accuracy of the forward vehicle whose course is to be changed can be increased.

According to the invention of claim 4, it is possible to accurately obtain the danger information with a simple configuration.
According to the fifth aspect of the present invention, since the rapid route change is statistically managed according to the day of the week / time and the presence / absence of an event, it is possible to improve the prediction accuracy of the preceding vehicle whose route is rapidly changed.
According to the sixth aspect of the present invention, all vehicles can be monitored as compared with a configuration in which probe information for rapid route change is transmitted from the in-vehicle device.
According to the seventh aspect of the present invention, it is possible to increase the accuracy of determination of danger information corresponding to right / left turn, generated lane, number (region), vehicle type, and behavior.
According to the invention of claim 8, since the rapid course change is recognized by the direction indicator, the recognition can be easily performed.

The figure which shows the whole structure of the driving assistance system in one Embodiment of this invention. The figure which shows rapid course change information DB The figure which shows event information DB The figure which shows the intersection passing vehicle DB Figure showing a list of cautionary intersections The figure which shows forward vehicle information Diagram showing change of course The figure which shows an example of rapid course change information DB The figure which extracted only the item whose rapid course change is "right turn" from the rapid course change information DB The figure which shows the retention format of the number of data of the calculated rapid route change Figure corresponding to Fig. 9 where only "left turn" item is extracted Figure 10 equivalent Figure showing the number of data calculated for each lane that turns left and right The figure which shows an example of intersection vehicle DB Figure showing the rate of occurrence Flow chart showing rapid route change information DB data addition processing Flow chart showing intersection passing vehicle DB data addition processing Flow chart showing attention intersection list calculation / transmission processing Flow chart showing specific processing of attention intersection list calculation / transmission processing Flowchart showing forward vehicle course change risk value calculation process Flow chart showing dangerous lane avoidance route setting process Flow chart showing lane change guidance processing

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows the overall configuration of the driving support system. The driving support system includes a navigation device 100, a road machine 200, and an information center 300.
A navigation device 100 (corresponding to an in-vehicle device) is mounted on a vehicle 101. In addition to a well-known navigation function (not shown), a vehicle-side communication device 103 having an antenna 102, a speaker 104, a display device 105, a camera 106, image processing, and the like. Part 107, distance sensor 108, and vehicle side control device 109 (corresponding to forward vehicle information recognition means). The vehicle-side communication device 103 is configured by DSRC (Dedicated Short Range Communication), and can communicate with the road device 200 at a predetermined frequency.

The speaker 104 and the display device 105 function as notification means for instructing the driver to change the course, as will be described later. The speaker 104 and the display device 105 may also be used as a speaker or a display device of an audio device provided in advance in the vehicle. The vehicle-side control device 109 includes a microcomputer including a CPU, ROM, RAM, and an I / O interface. The vehicle-side control device 109 includes vehicle-specific information (ID information, vehicle type, color, size, Number etc.) is stored in the ROM.
The roadside machine 200 is installed at a representative point that is a main intersection described later, and includes a roadside communication device 202 having an antenna 201, a camera 203, an image processing unit 204, and a roadside control device 205. The camera 203 is installed so as to image a vehicle traveling in a lane toward the intersection or a vehicle turning right or left at the entered intersection from a relatively high position behind. The vehicle image captured by the camera 203 is processed as image data by the image processing unit 204 and transmitted to the roadside control device 205.

The roadside control device 205 includes a microcomputer including a CPU, ROM, RAM, and an I / O interface.
An information center 300 (corresponding to a rapid route change information acquisition unit, a rapid route change recognition unit, and a passing vehicle number management unit) can communicate with the roadside device 200 via a center side communication device 302 having an antenna 301. . The information center 300 acquires an image captured by the camera 203 of the roadside device 200 and an image captured by the camera 106 of the navigation apparatus 100, recognizes a rapid course change of the vehicle by video analysis, and extracts as described later. The danger information is transmitted to the navigation device 100 via the roadside device 200.

The information center 300 includes a rapid route change information DB (database) 303, an event information DB 304, and an intersection passing vehicle DB 305, and is updated according to video analysis as will be described later.
FIG. 2 shows the rapid route change information DB 303 in which the following items are set.
・ Intersection ID: ID that can identify the intersection
・ Day of the week: Day of the week when the rapid route change occurred ・ Time: Time when the rapid route change occurred ・ Right turn / left turn: Direction of sudden route change (right turn / left turn)
-Occurrence lane: Lane where the rapid route change occurred / Region: Region / vehicle type indicated on the license plate of the rapid route change vehicle: Vehicle type of the rapid route change vehicle (passenger car / truck / bus / taxi, etc.)
・ Behavior ： Behavior immediately before the course change of a sudden change of course (Brake amount / number of times, meandering degree, etc.)
-Whether or not there is an event: Whether or not there is an event that causes the target intersection to branch when a rapid route change occurs.
The right / left turn, generated lane, number (region), vehicle type, and behavior can be obtained by video analysis. As for the presence / absence of an event, the information center 300 has an event information DB 304 and can be updated based on event information provided from outside.

FIG. 3 shows the event information DB 304, in which the following items are set.
・ Intersection ID: ID that can identify the intersection
Opening time: Opening time / end time of an event where the target intersection is a branch: Ending time of an event where the target intersection is a branch Information center 300 determines the presence or absence of event information based on the event information DB 304 as follows. .
・ A certain time before the opening time to the end time: Event present ・ Other times: No event FIG. 4 shows the intersection passing vehicle DB 305, and items of intersection ID, day of the week, time, and presence / absence of event are set. .

Now, the information center 300 is performing the rapid route change information DB data addition process shown in FIG. This rapid route change information DB data addition process is a process of accumulating data relating to a vehicle that has been determined to be a rapid route change. One information center has jurisdiction over a plurality of intersections, and receives an image of a vehicle traveling by the camera 203 of the road machine 200 installed on the road entering the intersection controlled by the information center 300. Since the information center 300 regularly acquires intersection information from each intersection via the camera 203 of the roadside device 200, this processing is periodically repeated. As shown in FIG. 16, the information center 300 collects vehicle information for each intersection via the roadside device 200 (A1), and determines whether a sudden course change has been made by the vehicle traveling at the target intersection ( A2). Specifically, video analysis is performed on the video image sent from the camera 203 of the roadside device 200, and it is determined that the following route has changed rapidly.
Case 1: Change of course without exiting the direction indicator Case 2: Change of course within a certain time after the direction indicator is released Case 3: Operate the direction indicator within a certain distance from the intersection Since the course change is recognized, image recognition can be easily performed.
The course change is a concept including a left turn X5 and a right turn X6 at an intersection in addition to the lane changes X1 to X4 as shown in FIG. In other words, if any of the above cases occurs even at a right or left turn at an intersection, it is determined that the route has been changed rapidly.
The information center 300 executes a process of adding information in the rapid route change information DB 303 (A3: NO) when the rapid route change occurs (A2: YES), and does not occur (A2: NO). The process is terminated.

The information center 300 also executes an intersection passing vehicle DB data addition process shown in FIG. This intersection passing vehicle DB data addition process manages the number of passing vehicles passing through the intersection. Since the information center 300 regularly acquires intersection information from each intersection via the camera 203 of the roadside device 200, this processing is periodically repeated. As shown in FIG. 17, the information center 300 receives data (B1). One information center 300 has jurisdiction over a plurality of intersections, and receives images by the camera 203 of the roadside device 200 installed corresponding to the intersections supervised by the information center 300. Next, it is determined whether or not the vehicle passes at the target intersection. Specifically, the passage of the vehicle is determined by performing video analysis on the video sent from the camera 203 of the roadside device 200. In addition, the passage of the vehicle said here means all the vehicles which passed the object intersection. That is, it includes not only a straight car but also a right / left turn car.
The information center 300 adds the information of the intersection passing vehicle DB 305 when there is a vehicle passing (B2: YES), and ends the process when there is no vehicle passing (B2: NO).
The information center 300 also executes a caution intersection list calculation / transmission process shown in FIG. This process is performed when a travel route is received from the navigation device 100 of the guidance target vehicle. As shown in FIG. 18, the information center 300 determines whether a travel route has been received from the navigation device 100 of the guidance target vehicle (C1).

On the other hand, the navigation device 100 executes the dangerous lane avoidance route setting process shown in FIG. This process is a process for setting a route to avoid a dangerous lane. As shown in FIG. 21, the navigation device 100 determines whether a travel route to the destination has been set (E1). If the travel route is set (E1: YES), the navigation device 100 determines whether the travel route to the set destination is set. The travel route is transmitted to the information center 300 (E2).
When the information center 300 receives the travel route from the navigation device 100 (C1: YES), the information center 300 extracts an intersection scheduled to pass straight from the travel route (C2). In addition, the intersection extracted here is limited to the intersection with which the intersection ID is attached. Then, the caution intersection addition process is repeated by the amount extracted as the expected passing (straight) intersection (C3). This is a process of adding a caution intersection list based on the rapid route change information of the target intersection.
FIG. 5 shows a list of cautionary intersections. In addition to the above-described intersection ID and right / left turn, a dangerous lane item is set. This dangerous lane indicates a lane in which rapid route changes are likely to occur.

When the information center 300 repeats the intersections extracted as passing (straight) planned intersections (C3), the information center 300 transmits a caution intersection list to the navigation device 100 of the guidance target vehicle (C4).
FIG. 19 is a flowchart showing a specific process of step C3. The information center 300 acquires the rapid route change information at the target intersection from the rapid route change information DB 303 (C3-1), and then determines whether there is an event (C3-2). That is, since the information center 300 can determine the presence / absence of an event based on the event information DB 304, only the rapid course change information corresponding to the presence / absence of the event is used.

The operation after each step process will be described by taking as an example the case where information as shown in FIG. 8 exists as the rapid route change information DB 303 at the target intersection. First, as shown in FIG. 9, only the item for which the rapid course change is “right turn” is extracted from the rapid course change information DB 303 (C3-3). The event is only “None” information. Next, for the extracted right turn data, the generated lanes are divided, and the number of data for changing the abrupt route is calculated and stored, for example, in the format shown in FIG. 10 (C3-4).
Next, as shown in FIG. 11, only the item whose rapid course change is “left turn” is extracted from the rapid course change information DB 303 (C3-5). The event is only “None” information. Next, the extracted left turn data is divided into the generated lanes, and the number of each data is calculated and stored, for example, in the format shown in FIG. 12 (C3-6).
On the other hand, the processing (C3-7 to C3-10) in the case of using event “present” data is the same as C3-3 to C3-6, and thus the description thereof is omitted.

  Next, the generation ratio for each type of rapid route change (type of right / left turn, combination of generated lanes) is calculated (C3-11). That is, as shown in FIG. 13, the number of data calculated for each turn lane is divided by the number of passing vehicles at the target intersection stored in the above-described intersection passing vehicle DB 305. By this processing, the occurrence ratio of the target rapid route change is calculated. Assuming that there are 10 data in the intersection passing vehicle DB 305 corresponding to the target intersection (here, the intersection of the intersection ID1) as shown in FIG. 14 (because the rapid route change information is acquired only without the event). In addition, the information on the passing vehicle is also used only when there is no event).

Next, the combination of the right / left turn / occurrence lane with the highest rate among the cases where the rate of occurrence of the rapid route change is equal to or greater than the threshold is selected and added to the attention intersection list shown in FIG. 5 (C3-12). In the example of FIG. 15, if the occurrence rate threshold is set to 20%, intersection ID1 is added to the attention intersection list as the attention intersection, and the right turn of the lane 3 with the highest occurrence ratio is the attention intersection list. The information is added as “dangerous lane” information and “right / left turn” information in association with the intersection ID1.
As an application of the processing in steps C3-11 and C3-12, it is conceivable to filter the rapid route change information and the passing vehicle information to be used. For example, the occurrence rate may be calculated using data limited to a certain day of the week, or the occurrence rate may be calculated using only data in the vicinity of the estimated intersection passage time.

  It is also effective not to perform the process of adding the cautionary intersection list for intersections of information whose number of passing vehicles is a certain number or less. This is due to the fact that the more information in the intersection passing vehicle DB 305, the more reliable the occurrence rate can be calculated. Speaking extremely, if there is one passing vehicle at an intersection and the rapid course change is (left turn: lane 1), the rate of occurrence of the rapid course change (left turn: lane 1) at this intersection will be 100%. The reliability of this data will be extremely low. Therefore, it is possible to perform processing that does not use such low-reliability information by not using information that is less than a certain number of passing vehicles.

  When the navigation apparatus 100 receives the caution intersection list from the information center 300 (E3: YES), the navigation apparatus 100 reflects the lane that is difficult to change suddenly on the travel route (E4). Specifically, determine the lanes that are likely to change suddenly from the dangerous lane information in the attention intersection list, determine the direction of the rapid change from the right / left turn information, and set an avoidance route to a lane that is not easily affected. . For example, if there are many sudden right turns from a dangerous lane, the driving lane guidance setting is set so as to guide the lane to the left of the dangerous lane. Also, for example, if there are many sudden left turns from a dangerous lane, the driving lane guidance setting is set so as to guide the lane to the right of the dangerous lane.

  Next, when the navigation device 100 approaches the caution intersection while traveling, the navigation device 100 executes a lane change guidance process shown in FIG. As shown in FIG. 22, the navigation device 100 determines the approach to the caution intersection (F1), and if the guidance target vehicle approaches within a certain distance of the intersection in the caution intersection list (F1: YES), the front The presence or absence of a vehicle is determined (F2). Specifically, the distance sensor 108 mounted on the guidance target vehicle 101 calculates the distance to the preceding vehicle, and if it is within a certain distance, it is determined that there is a preceding vehicle. If there is a vehicle ahead (F2: YES), the vehicle information obtained by image recognition is transmitted to the information center 300 (F3). If there is no vehicle ahead (F2: NO), lane change guidance processing is performed. finish.

FIG. 6 shows the forward vehicle information, and the following items are set.
・ Region: Region listed on the license plate of the vehicle ahead ・ Vehicle type: Vehicle type of the vehicle ahead (passenger car / truck / taxi etc.)
・ Behavior: Behavior of the vehicle ahead (brake amount / number of times, meandering degree, etc.)
These areas, vehicle types, behaviors, and the like are detected by the camera 106 mounted on the guidance target vehicle 101.
Note that the video signal from the camera 106 may be sent to the information center 300, and the area, vehicle type, behavior, and the like may be determined on the information center 300 side.

  The information center 300 also executes a forward vehicle course change risk value calculation process shown in FIG. This process is performed when forward vehicle information is sent from the navigation device 100 of the guidance target vehicle. As shown in FIG. 20, the information center 300 determines whether or not the preceding vehicle information from the navigation device 100 of the guidance target vehicle has been received (D1), and if received (D1: YES), the target intersection branches. The presence / absence of a point event is determined (D2). When there is no event (D2: NO), the route change risk value is calculated in steps D3 to D6. At that time, only event-free data on the rapid route change information DB 303 is used. When there is an event (D2: YES), the route change risk value is calculated in steps D7 to D10. At that time, only data with an event on the rapid route change information DB 303 is used.

Of the processes in steps D3 to D6, step D3 is a process for initializing the route change risk value. Specifically, it is initialized with the number of rapid route change information data for a fixed time before and after the current time. Step D4 is a process of counting up the route change risk value in accordance with the frequency of the rapid route change in the number area (corresponding to the preceding vehicle information). Specifically, referring to the item “Region” in the rapid route change information DB 303 at the target intersection, in the case of an intersection where there are many rapid route changes of vehicles with local numbers, the route change risk value is displayed when the vehicle ahead is a local number. On the contrary, when there are many rapid route changes of non-local number cars, the count-up amount of the route change danger value is increased when the vehicle ahead is a non-local number. In addition, it is possible to classify by region or by prefecture, not by local / non-local cases. Step D5 is a process of counting up the route change risk value in accordance with the frequency of the rapid route change of the vehicle type (equivalent to forward vehicle information). Specifically, with reference to the item “vehicle type” in the rapid course change information DB 303 at the target intersection, for example, in the case of an intersection where there are many rapid course changes of the truck, the count-up amount of the course change risk value when the preceding vehicle is a truck In the case of an intersection where there are many rapid changes in the path of passenger cars, the count-up amount of the path change risk value is increased when the preceding vehicle is a passenger car. The vehicle types in the rapid route change information DB 303 this time are classified as passenger cars / trucks / buses / taxis, but classifications such as mini vehicles / small vehicles / medium vehicles / large vehicles are also possible. Step D6 is a process of counting up the route change risk value according to the behavior of the preceding vehicle (corresponding to the preceding vehicle information). Specifically, the behavior immediately before the rapid route change at the target intersection registered in the rapid route change information DB 303 (brake amount / number of times, meandering degree, etc.) and the behavior of the preceding vehicle are compared. Increase the count-up amount of the route change danger value.
Steps D7 to D10 are the same as the processes of D3 to D6, except that rapid route change information with an event is used.
Then, the information center 300 transmits the route change risk value calculated as described above to the navigation device 100 of the guidance target vehicle (D11).

  When the navigation device 100 receives the route change risk value of the vehicle ahead from the information center 300 (F4: YES), the navigation device 100 determines whether the received route change risk value is greater than or equal to a threshold value (F5). If it is equal to or greater than the threshold value (F5: YES), the vehicle is preliminarily guided to a lane that is not affected even if the route is suddenly changed to the preceding vehicle (F6). Specifically, from the information of the caution intersection list, the left side of the current traveling lane is guided at the intersection where there are many sudden right turn rapid changes, and the right side of the traveling lane is guided at the intersection where there are many sudden left turns.

According to such an embodiment, the following effects can be produced.
The information center 300 collects past rapid route change information and manages it as a database. When a travel route is transmitted from the navigation device 100 of the guidance target vehicle, the information center 300 displays a caution intersection list indicating dangerous lanes existing in the travel route. Statistically generated and transmitted to the navigation device 100. The navigation device 100 reflects the lanes that are difficult to change suddenly on the travel route based on the received attention intersection list. Even if the vehicle decelerates rapidly to perform such a risky act, such dangerous acts can be avoided in advance.
When the navigation device 100 searches for the travel route and transmits it to the information center 300, the caution intersection located on the travel route is transmitted to the navigation device 100, so that it is compared with a configuration in which all caution intersections are transmitted to the navigation device 100. Thus, the communication amount can be greatly reduced and the burden on the navigation device 100 can be reduced.

When the guidance target vehicle approaches the caution intersection, the information center 300 determines that the navigation device 100 of the guidance target vehicle determines the course change based on the forward vehicle information when the type of the preceding vehicle corresponds to a type with high risk. Since the danger value is transmitted and the navigation apparatus 100 instructs to change the course when the rapid course change value is larger than the threshold value, it is possible to improve the prediction accuracy of the vehicle ahead that suddenly changes the course.
Since the information center 300 statistically manages the rapid route change according to the day of the week, the time, and the presence / absence of the event, the prediction accuracy of the rapid route change can be improved.
Since the camera 203 of the road device 200 recognizes the rapid route change of the vehicle, all the vehicles can be monitored as compared with the configuration in which the probe information of the rapid route change is transmitted from the vehicle.

(Other embodiments)
The present invention is not limited to the above embodiment, and can be modified or expanded as follows.
In the above embodiment, the corresponding danger information is transmitted to the navigation device 100 mounted on the guidance target vehicle that has transmitted the travel route to the information center 300. However, all the danger information is transmitted to all the navigation devices 100. It is possible to transmit and instruct the route change by judging whether the lane that is running on the navigation device 100 side is dangerous or whether the approaching intersection is dangerous.
The rapid route change information detected as probe information from the navigation device 100 may be transmitted to the information center 300, and the rapid route change information received at the information center 300 may be managed.
The current location and the destination may be transmitted from the navigation device 100, and a travel route that avoids a cautionary intersection at the information center 300 may be searched and transmitted to the navigation device 100.

  In the drawings, 100 is a navigation device (vehicle-mounted device), 109 is a vehicle-side control device (forward vehicle information recognition means), 200 is a road machine, 203 is a camera, and 300 is an information center (rapid course change information acquisition means, rapid course change) Recognition means, passing vehicle number management means).

Claims (8)

A driving support system that predicts that the vehicle ahead will change rapidly and avoids it in advance,
A rapid route change recognizing means for recognizing that the vehicle traveling toward the intersection or the vehicle entering the intersection has changed suddenly;
When the rapid route change recognizing means recognizes the rapid route change of the vehicle, the rapid route change information acquiring means that associates the lane of the rapid route change and the route change direction with the intersection and acquires it as the rapid route change information;
The rapid route change information acquired by the rapid route change information acquisition unit is collected and managed as a database, and dangerous information that associates a lane with a high risk level and an intersection with a high frequency of rapid route change based on the database. An information center that statistically predicts and sends,
An in-vehicle device provided in the vehicle to receive the danger information transmitted by the information center, and instructing the driver to change the lane when the traveling lane corresponds to the lane indicated by the danger information;
A driving support system characterized by comprising: The in-vehicle device transmits the searched travel route to the information center,
The information center transmits the danger information to the in-vehicle device when a lane having a high degree of danger exists in the received travel route,
The driving support system according to claim 1, wherein the in-vehicle device guides a travel route so as to avoid a lane indicated by the danger information based on the received danger information. The in-vehicle device includes forward vehicle information recognition means for recognizing forward vehicle information indicating information on the forward vehicle, and the forward vehicle type recognized by the forward vehicle information recognition means when approaching an intersection indicated by the danger information. Send information to the information center,
The information center manages the forward vehicle information including the forward vehicle information as the database, and manages the route change risk value so that the forward vehicle information received becomes high when the forward vehicle information corresponds to high-risk forward vehicle information. Send
3. The driving support system according to claim 1, wherein the in-vehicle device instructs a route change when the received route change risk value is equal to or greater than a predetermined threshold value.   The information center includes passing vehicle number management means for managing the number of passing vehicles passing through an intersection, and the rapid route change recognition means associates the intersection with the intersection and determines the number of passing vehicles as the number of passing vehicles. 4. The driving support system according to claim 1, wherein the danger information is statistically predicted by division.   5. The driving support system according to claim 1, wherein the information center statistically manages the danger information according to at least one of day of the week, time, and presence / absence of an event. .   The driving assistance system according to any one of claims 1 to 5, wherein the rapid route change recognizing unit recognizes the rapid route change by a camera provided on the upper side of the road.   The driving support system according to any one of claims 1 to 6, wherein the front vehicle information is at least one of right / left turn, generated lane, number (region), vehicle type, and behavior. The driving support system according to any one of claims 1 to 7, wherein the rapid route change is at least one operation of a vehicle traveling in a lane or a vehicle entering an intersection as described below. .
(1) Change of course without exiting direction indicator (2) Change of course within a certain time after exiting direction indicator (3) Operate direction indicator within a certain distance from intersection

Images