JP6357050B2 - Driving support system - Google Patents

Description

  One aspect of the present invention relates to a driving support system.

  2. Description of the Related Art Conventionally, a driving support system that supports driving of a vehicle is known. Such a driving support system may include a road shape recognition device described in Patent Document 1, for example. In the road shape recognition apparatus described in Patent Document 1, a road edge (road surface edge) is measured based on a distance to a target such as a roadside delineator (line-of-sight guide) and an angle in a vehicle width direction measured with a laser beam. ).

JP 2012-198730 A

  By the way, in general, the end portion of the road surface is constituted by various structures such as a curb, a guard rail, a guard cable, a concrete protective fence, and the like. In this regard, in the above-described conventional technology, it cannot be said that such various structures are sufficiently handled, and there is a possibility that the end of the road surface cannot be detected with high accuracy.

  One aspect of the present invention has been made in view of the above circumstances, and an object thereof is to provide a driving support system capable of accurately detecting an end portion of a road surface.

  A driving support system according to an aspect of the present invention is a driving support system that is mounted on a vehicle and supports driving of the vehicle, and the positions of a plurality of measurement points on a road surface around the vehicle and on a structure near the road surface. A position information detection unit that detects information, a road surface end detection unit that detects an end of the road surface based on the position information detected by the position information detection unit, a support execution unit that implements driving support for the vehicle, and a road surface end A control unit that controls the support execution unit based on an end of the road surface detected by the unit detection unit, and the position information detection unit is a position of a measurement point group including a plurality of measurement points arranged along the road surface width direction. At least the information is detected, and the road surface edge detection unit detects a discontinuous portion of the position information in the measurement point group and detects an edge of the road surface based on the position information related to the discontinuous portion.

  In this driving support system, the road surface end detection unit detects a discontinuous portion of the position information in the measurement point group, and detects the end of the road surface based on the position information related to the discontinuous portion. This makes it possible to detect the end of the road surface regardless of the type or presence of the structure by utilizing the discontinuity of position information at the measurement point group at the end of the road surface. It is possible to detect well.

  In the driving support system according to one aspect of the present invention, the position information includes the three-dimensional position information of a plurality of measurement points, and the road surface edge detection unit belongs to the measurement point group based on the three-dimensional position information. The angle at which the extending direction of the line segment passing through any two measurement points and the road surface width direction intersect is calculated, and when the calculated angle is equal to or greater than a predetermined angle, the two measurement points You may detect the edge part of a road surface based on the positional information on any one of measurement points. In this case, the end of the road surface can be detected with higher accuracy by utilizing the fact that the intersection angle is equal to or greater than a predetermined angle at the end of the road surface.

  In the driving support system according to one aspect of the present invention, the position information includes height information of a plurality of measurement points, and the road surface edge detection unit is based on the height information and includes a plurality of measurement points. When the height difference at any two measurement points is calculated and the calculated height difference is greater than or equal to a predetermined length, the end of the road surface is determined based on the position information of one of the two measurement points. May be detected. In this case, the end of the road surface can be detected with higher accuracy by utilizing the fact that the height difference is equal to or greater than the predetermined length at the end of the road surface.

  The driving support system according to one aspect of the present invention further includes a driver abnormality detection unit that detects abnormality of the driver of the vehicle, and the assistance execution unit includes a steering unit for steering the vehicle, and a braking for braking the vehicle. And the controller detects the abnormality of the driver of the vehicle when the driver abnormality detection unit detects the abnormality of the driver of the vehicle, and controls the steering unit to control the vehicle at the end of the road surface detected by the road surface end detection unit. While making it approach, you may stop a vehicle by controlling a brake part. Thereby, when abnormality arises in a driver, a vehicle can be made to approach the edge part of a road surface, and can be stopped.

  According to one aspect of the present invention, an end of a road surface can be detected with high accuracy.

It is a schematic block diagram which shows the driving assistance system which concerns on embodiment. It is the schematic explaining the measurement point group detected by the driving assistance system of FIG. (A) is a figure which shows the positional information on the measurement point group of FIG. (B) is a figure explaining the example of the method of detecting the edge part of a road surface based on the positional information on the measurement point group of FIG. (C) is a figure explaining the other example of the method of detecting the edge part of a road surface based on the positional information on the measurement point group of FIG. (A) is a flowchart which shows the process regarding the detection of the edge part of the road surface in the driving assistance system of FIG. (B) is a flowchart which shows the driving assistance process in the driving assistance system of FIG.

  Hereinafter, preferred embodiments according to one aspect of the present invention will be described in detail with reference to the drawings. In the following description, the same or equivalent elements will be denoted by the same reference numerals, and redundant description will be omitted.

  FIG. 1 is a schematic block diagram showing a driving support system according to the present embodiment. As shown in FIG. 1, the driving support system 1 is a system that is mounted on a vehicle V and supports driving of the vehicle V. The driving support system 1 according to the present embodiment detects an end portion of the road surface, and steers and stops the vehicle V in accordance with the abnormality of the driver of the vehicle V based on the detected end portion of the road surface.

  Examples of the vehicle V to be applied include commercial vehicles such as buses and trucks. The vehicle V is not particularly limited, and may be, for example, a large vehicle, a medium-sized vehicle, a normal passenger car, a small vehicle, or a light vehicle.

  The driving support system 1 includes a laser radar (position information detection unit) 2, a driver abnormality detection unit 3, an ECU (Electronic Control Unit) 10, and a support execution unit 20. The laser radar 2 is a radar that detects position information of a detection target using laser light. The laser radar 2 is attached to a predetermined location of the vehicle V (for example, the center of the front bumper). The laser radar 2 is electrically connected to the ECU 10 and outputs the detected position information to the ECU 10.

  The laser radar 2 here detects position information of a plurality of measurement points on the road surface around the vehicle V and on a structure near the road surface. Specifically, the laser radar 2 detects position information of a measurement point group (reflection point group) including a plurality of measurement points arranged along the road surface width direction at a predetermined distance from the vehicle V. The position information detected by the laser radar 2 includes three-dimensional position information of a plurality of measurement points. The three-dimensional position information is coordinate information of a coordinate system having the direction L, the direction W, and the direction H (see FIGS. 2 and 3) as coordinate axes.

  The laser radar 2 emits and scans (scans) laser light in a predetermined angle range that spreads radially in the left-right direction, and receives the laser light reflected from the measurement point (reflection point). The laser radar 2 detects position information of a plurality of measurement points based on the time from the emission of the laser light to the reception of light. For example, the laser radar 2 emits laser light intermittently at intervals of about 0.25 ° in an angle range of 120 ° radially in the left-right direction. When the laser radar 2 scans a region having a length of 10 m along the road surface width direction (corresponding to the road surface width of a two-lane road on one side), the distance between the measurement points is about 2 cm.

  The driver abnormality detector 3 detects an abnormality of the driver of the vehicle V. The driver abnormality detection unit 3 includes, for example, an in-vehicle camera and a heart rate measuring device, and detects an abnormality of the driver based on the driver's face direction, heart rate, and the like of the vehicle V. The driver abnormality detection unit 3 is electrically connected to the ECU 10 and outputs information related to the detected driver abnormality to the ECU 10.

  The ECU 10 is configured by a computer including, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. The ECU 10 is electrically connected to the support execution unit 20 and outputs a signal related to control for supporting driving of the vehicle V to the support execution unit 20. ECU10 contains the road surface edge part detection part 11 and the control part 12 as the functional structure.

  The road surface edge detection unit 11 detects the edge of the road surface based on the position information in the measurement point group detected by the laser radar 2. The road surface edge detection unit 11 detects a discontinuous portion of the position information in the measurement point group detected by the laser radar 2 and detects an end of the road surface based on the position information related to the discontinuous portion (for details, see Later). The road surface edge detection unit 11 outputs information related to the detected edge of the road surface to the control unit 12. The control unit 12 controls the support execution unit 20 based on the road surface end detected by the road surface end detection unit 11 and the information related to the driver abnormality detected by the driver abnormality detection unit 3.

  The support execution unit 20 includes a steering actuator 21 as a steering unit for steering the vehicle V and a brake actuator 22 as a braking unit for braking the vehicle V. The support execution unit 20 performs driving support for the vehicle V based on a signal from the ECU 10. For example, in the support execution unit 20, when the driver abnormality detection unit 3 detects a driver abnormality of the vehicle V, the steering actuator 21 is controlled by the control unit 12 to steer the vehicle V and is detected by the road surface end detection unit 11. The vehicle V is brought close to the end portion of the road surface, and the brake actuator 22 is controlled by the control unit 12 to brake the vehicle V and stop the vehicle V.

  Next, a method (algorithm) for detecting the end of the road surface in the road surface end detection unit 11 of the driving support system 1 will be described with reference to FIGS. 2 and 3. FIG. 2 is a schematic diagram illustrating measurement point groups detected by the driving support system of FIG. In FIG. 2, a direction L is an extending direction of the road surface RS along the traveling direction of the vehicle V, a direction W is a width direction (road surface width direction) of the road surface RS, and a direction H is a height direction with respect to the road surface RS. (Same in FIG. 3). Note that the direction L, the direction W, and the direction H are for convenience of explanation.

  As shown in FIG. 2, the structure ST which comprises the edge part of the road surface RS is provided in the edge part (road surface vicinity) of the road surface RS which is the road surface where the vehicle V drive | works. As structure ST which constitutes the end of road surface RS, a curb stone, a guard fence, and a supervisor passage are mentioned, for example. In particular, when the road surface RS is an expressway, an end portion of the road surface RS is provided with any structure ST among a curb, a guard fence, and a supervisor passage. The curb is provided at the end of the road surface of the embankment section and the cut section, for example. The guard fence is provided, for example, at an end portion of a road surface of a banking section, a cutting section, a bridge, and an elevated section. The guard fence includes a guard rail as a rigid type and a guard rope as a flexible type. The supervisor passage is a passage for the supervisor to walk. For example, the supervisor passage is provided in the tunnel at a certain height with respect to the road surface.

  Here, the curb CS and the guard rail GL form the end of the road surface RS. The curb CS is provided along the direction L at the left end of the vehicle V on the road surface RS. The guard rail GL is provided along the direction L at the right end of the vehicle V on the road surface RS.

  For such road surface RS, the road surface edge detection unit 11 detects the edge of the road surface RS based on the discontinuous portion of the position information in the measurement point group Pw as described below. That is, first, the laser radar 2 described above scans the scan area LS shown in FIG. 2 and detects at least position information of the measurement point group Pw including a plurality of measurement points arranged along the direction W. This position information includes three-dimensional position information of a plurality of measurement points belonging to the measurement point group Pw.

  FIG. 3A is a diagram showing position information of the measurement point group in FIG. In the measurement point group Pw in the figure, the plurality of measurement points Pr correspond to the measurement points on the road surface RS in FIG. 2, and the measurement points Pc1 and Pc2 are the measurement points on the curb CS in FIG. The measurement points Pg1 and Pg2 correspond to the measurement points on the guardrail GL in FIG.

  As shown in FIG. 3A, the plurality of measurement points belonging to the measurement point group Pw form one broken line Lw arranged along the direction W in the direction L. This broken line Lw extends continuously in a section including the measurement point Pr on the road surface RS. That is, the position information in the measurement point group Pw has continuity along the direction W. On the other hand, the polygonal line Lw extends so as to bend toward the direction H side at the measurement points (measurement points Pc1 and Pc2) on the curb CS and the measurement points (measurement points Pg1 and Pg2) on the guardrail GL. That is, the continuity of position information in the measurement point group Pw is interrupted at the end of the road surface RS. The edge part of road surface RS respond | corresponds to the discontinuous part of the positional information in the measurement point group Pw.

  Therefore, by detecting the discontinuous portion, the fact that the end of the road surface RS can be detected using the fact that the continuity of the position information at the measurement point group Pw is interrupted at the end of the road surface RS in the direction W is obtained. It is done. In addition, it is found that the discontinuous portion does not depend on the type or presence of the structure ST constituting the end portion of the road surface RS.

  FIG. 3B is a diagram for explaining an example of a method for detecting the end of the road surface based on the position information of the measurement point group in FIG. In the example illustrated in FIG. 3B, the road surface end detection unit 11 detects the end of the road surface RS by using the fact that the intersection angle with the direction RW at the end of the road surface RS is equal to or greater than a predetermined angle. . In addition, in FIG.3 (b), direction RW is a road surface width direction along a horizontal surface.

  As shown in FIG. 3B, the measurement point Pr1 and the measurement point Pc2 are two adjacent points among the measurement points belonging to the measurement point group Pw. Based on the three-dimensional position information of the measurement point Pr1 and the measurement point Pc2, the road surface edge detection unit 11 determines the angle θ1 at which the extending direction of the line segment L1 passing through the measurement point Pr1 and the measurement point Pc2 intersects the direction RW. calculate. For example, when the angle θ1 is smaller than a predetermined angle (for example, θw), the road surface end detection unit 11 detects neither the measurement point Pr1 nor the measurement point Pc2 as an end of the road surface RS.

  Further, the measurement point Pc1 and the measurement point Pc2 are two adjacent points among the measurement points belonging to the measurement point group Pw. Based on the three-dimensional position information of the measurement point Pc1 and the measurement point Pc2, the road surface edge part detection unit 11 determines the angle θ2 at which the extending direction of the line segment L2 passing through the measurement point Pc1 and the measurement point Pc2 intersects the direction RW. calculate. For example, when the angle θ2 is equal to or greater than the predetermined angle θw, the road surface end detection unit 11 detects the end of the road surface RS based on position information of one of the two measurement points. Here, for example, the road surface end detection unit 11 detects the end of the road surface RS based on the position information of the measurement point Pc2 closer to the vehicle V (inside the road surface RS) of the two measurement points.

  In addition, the road surface edge part detection part 11 may detect the edge part of road surface RS based on the height difference in two measurement points. FIG. 3C is a diagram for explaining another example of the method for detecting the end portion of the road surface based on the position information of the measurement point group in FIG. In the example illustrated in FIG. 3C, the road surface edge detection unit 11 detects the edge of the road surface RS using the fact that the height difference is equal to or greater than a predetermined length at the edge of the road surface RS.

  As shown in FIG. 3C, the measurement point Pr1 and the measurement point Pc2 are two adjacent points among the measurement points belonging to the measurement point group Pw. The road surface edge part detection part 11 calculates the height difference h1 in the measurement point Pr1 and the measurement point Pc2 based on the height information of the measurement point Pr1 and the measurement point Pc2. For example, when the height difference h1 is smaller than a predetermined length (for example, hw), the road surface end detection unit 11 detects neither the measurement point Pr1 nor the measurement point Pc2 as an end of the road surface RS.

  Further, the measurement point Pc1 and the measurement point Pc2 are two adjacent points among the measurement points belonging to the measurement point group Pw. The road surface edge part detection part 11 calculates the height difference h2 in the measurement point Pc1 and the measurement point Pc2 based on the height information of the measurement point Pc1 and the measurement point Pc2. For example, when the height difference h2 is equal to or greater than a predetermined length hw, the road surface edge detection unit 11 detects the edge of the road surface RS based on the position information of one of the two measurement points. Here, for example, the road surface end detection unit 11 detects the end of the road surface RS based on the position information of the measurement point Pc2 closer to the vehicle V (inside the road surface RS) of the two measurement points.

  As described above, the road surface end detection unit 11 detects the left end of the vehicle V on the road surface RS. Moreover, the road surface edge part detection part 11 detects the edge part of the right side of the vehicle V in road surface RS with the method similar to the above.

  Next, the process in which the road surface edge part detection part 11 detects the edge part of road surface RS is demonstrated concretely. FIG. 4A is a flowchart showing processing relating to detection of an end portion of the road surface in the driving support system of FIG.

  As shown in FIG. 4A, in the present embodiment, first, a measurement point group (reflection point group) Pw including a plurality of measurement points arranged along the direction W in front of the vehicle V by a predetermined distance by the laser radar 2 is used. Is detected (S1). Subsequently, based on the position information of the measurement point group Pw detected in S1 by the road surface edge detection unit 11, the measurement point closest to the center of the vehicle V among the measurement points belonging to the measurement point group Pw is determined. A point P is set (S2). After S2, the road surface edge detection unit 11 sets the measurement point right next to the determination target point P as the determination target point P '(S3).

  Subsequently, the extension direction of the line segment passing through the determination target point P and the determination target point P ′ based on the three-dimensional position information of the measurement point group Pw detected in S1 by the road surface end detection unit 11. And the angle θ at which the horizontal direction along the direction W intersects is calculated (S4).

  Subsequently, the road surface edge detection unit 11 determines whether or not the calculated angle θ is equal to or greater than a predetermined angle (S5). When it is determined in S5 that the angle θ is not greater than or equal to the predetermined angle, the road surface edge detection unit 11 resets the determination target point P ′ as the determination target point P (S6). The processes of S3 to S5 are repeated.

  On the other hand, when it is determined in S5 that the angle θ is equal to or greater than the predetermined angle, the road surface end detection unit 11 detects the determination target point P as the right end of the road surface (S7). Thereafter, the road surface edge detection unit 11 resets the measurement point closest to the center of the vehicle V as the determination target point P (S8). After S8, the road surface edge detection unit 11 sets a measurement point on the left side of the determination target point P as the determination target point P '(S9).

  Similarly to S4, the road surface edge detector 11 calculates the angle θ for the determination target point P and the determination target point P ′ set in S8 and S9 (S10). Subsequently, the road surface edge detection unit 11 determines whether or not the calculated angle θ is equal to or greater than a predetermined angle (S11). When it is determined in S11 that the angle θ is not equal to or larger than the predetermined angle, the road surface edge detection unit 11 resets the determination target point P ′ as the determination target point P (S12). The processes of S9 to S11 are repeated.

  On the other hand, when it is determined in S11 that the angle θ is equal to or greater than the predetermined angle, the road surface end detection unit 11 detects the determination target point P as the left end of the road surface (S13). A process is complete | finished after said S13.

  Next, the driving assistance process for the vehicle V, which is performed based on the detected end of the road surface RS, will be described. FIG. 4B is a flowchart showing driving support processing in the driving support system of FIG. As shown in FIG. 4B, the driver abnormality detection unit 3 determines whether or not an abnormality of the driver of the vehicle V is detected (S14). If it is determined in S14 that a driver abnormality has been detected, the steering actuator 21 is controlled by the control unit 12 and the vehicle V is steered (S15). Thereby, the vehicle V is made to approach the edge part of road surface RS detected in said S7 and S13.

  Subsequently, the controller 12 determines whether or not the vehicle V has sufficiently approached the end of the road surface RS (S16). In S16, for example, when the vehicle V approaches within a predetermined length from the end portion of the road surface RS, it is determined that the vehicle V has sufficiently approached the end portion of the road surface RS. When it is determined in S16 that the vehicle V has not sufficiently approached the end of the road surface RS, the processes of S15 and S16 described above are repeated.

  On the other hand, when it is determined in S16 that the vehicle V has sufficiently approached the end of the road surface RS, the control unit 12 controls the brake actuator 22 so that the vehicle V is braked. Thereby, the vehicle V is stopped at the edge part of the said road surface RS (S17). A process is complete | finished after said S17.

  As described above, in the present embodiment, the road surface edge detection unit 11 detects the discontinuous portion of the position information in the measurement point group Pw based on the position information of the measurement point group Pw including the plurality of measurement points arranged along the direction W. It is detected, and the end portion of the road surface RS is detected based on the position information related to the discontinuous portion. Thereby, it is possible to detect the end of the road surface RS regardless of the type or presence of the structure ST by utilizing the fact that the continuity of the position information in the measurement point group Pw is interrupted at the end of the road surface RS. It is possible to accurately detect the end of the.

  Moreover, in this embodiment, the road surface edge part detection part 11 is based on the three-dimensional position information of a some measurement point, and the line segment which passes along any two measurement points among the some measurement points which belong to the measurement point group Pw. The angle at which the extending direction and the road surface width direction (direction RW) along the horizontal plane intersect is calculated, and the end of the road surface RS is detected based on whether the calculated angle is equal to or greater than a predetermined angle. Thereby, the edge part of road surface RS can be detected still more accurately using that the said crossing angle becomes more than a predetermined angle at the edge part of road surface RS.

  In the present embodiment, the road surface edge detection unit 11 calculates the height difference at any two measurement points among the plurality of measurement points belonging to the measurement point group Pw based on the height information of the plurality of measurement points. The end of the road surface RS may be detected based on whether the calculated height difference is equal to or greater than a predetermined length. Thereby, the edge part of road surface RS can be detected still more accurately using that the said height difference becomes more than predetermined length in the edge part of road surface RS.

  In addition, the said discontinuous part is not influenced by the kind and presence or absence of the structure ST which comprises the edge part of road surface RS. Therefore, the road surface edge part detection part 11 can detect the edge part of road surface RS irrespective of the kind of structure ST, and the presence or absence, and the detection of the edge part of road surface RS with high versatility is attained.

  Further, in the present embodiment, when the driver abnormality detection unit 3 detects a driver abnormality of the vehicle V, the steering actuator 21 is controlled by the control unit 12 so that the vehicle V is steered and the detected road surface RS. It is made to approach the edge of. And the brake actuator 22 is controlled by the control part 12, and the vehicle V is braked and stopped. Thereby, when abnormality arises in a driver, the vehicle V can be made to approach the edge part of road surface RS, and can be stopped.

  As mentioned above, although preferred embodiment which concerns on 1 side of this invention was described, this invention is not restricted to the said embodiment, It deform | transforms in the range which does not change the summary described in each claim, or other You may apply to things.

  For example, the driving support system 1 of the above embodiment includes the laser radar 2 that uses laser light as the position information detection unit. Instead, for example, a radar that uses millimeter waves (FMCW radar or Doppler radar), etc. A radar using radio waves, ultrasonic waves, or the like may be provided. The laser radar 2 of the above embodiment is attached to the center of the front bumper of the vehicle V. However, the laser radar 2 has a plurality of measurement points on the road surface around the vehicle V and on the structure ST in the vicinity of the road surface. If the position information of the vehicle V can be detected, the vehicle V may be attached to other than the center of the front bumper.

  In the above embodiment, the laser radar 2 detects the position information of the measurement point group Pw by scanning the scan area LS, but the present invention is not limited to this. For example, in addition to the position information of the measurement point group Pw, position information including the position information of other measurement points may be detected, and then the position information of the measurement point group Pw may be extracted. Further, as shown in FIG. 2, the plurality of measurement points belonging to the measurement point group Pw are arranged in a straight line along the road surface width direction at a predetermined distance from the vehicle V. For example, along the road surface width direction, It may be arranged in a polygonal line or may be arranged in a curved line along the road surface width direction.

  In the example of the method for detecting the end portion of the road surface RS in the above embodiment (example in FIG. 3B), the position information of the measurement point Pc2 closer to the vehicle V (inside the road surface RS) out of the two measurement points. However, the end of the road surface RS may be detected based on the position information of the measurement point Pc1 farther from the vehicle V (outside the road surface RS) out of the two measurement points. Similarly, in another example of the method for detecting the end portion of the road surface RS in the above embodiment (example in FIG. 3C), the position information of the measurement point Pc2 closer to the vehicle V out of the two measurement points is used. Although the edge part of road surface RS was detected based on this, you may detect the edge part of road surface RS based on the positional information on the measurement point Pc1 far from the vehicle V among two measurement points.

  In the example of the method for detecting the end of the road surface RS in the above embodiment (the example in FIG. 3B and the example in FIG. 3C), two adjacent measurement points in the measurement point group Pw are targeted. However, for example, the target measurement points may be two measurement points that are not adjacent to each other, or may be three or more measurement points. Moreover, direction RW in the example of FIG.3 (b) is not limited to the road surface width direction along a horizontal surface, What is necessary is just the direction along a road surface width direction.

  Moreover, in the said embodiment, although the edge part of both right and left of road surface RS was detected, you may detect only one edge part of right and left among the edge parts of road surface RS, for example. In the above embodiment, an example in which the vehicle V is steered and braked is shown as an example of driving assistance for the vehicle V. However, only one of steering and braking is implemented as driving assistance for the vehicle V. Alternatively, various driving assistances such as warnings for drivers of the vehicle V, drivers of other vehicles, pedestrians, and the like may be implemented.

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance system, 2 ... Laser radar (position information detection part), 3 ... Driver abnormality detection part, 10 ... ECU, 11 ... Road surface edge part detection part, 12 ... Control part, 20 ... Support execution part, 21 ... Steering Actuator (steering part), 22 ... brake actuator (braking part), Pw ... measuring point group, RS ... road surface, ST ... structure, CS ... curbstone (structure), GL ... guard rail (structure), V ... vehicle.

Claims (3)

A driving support system mounted on a vehicle for supporting driving of the vehicle,
A position information detection unit for detecting position information of a plurality of measurement points on a road surface around the vehicle and on a structure near the road surface;
A road surface end detection unit that detects an end of the road surface based on the position information detected by the position information detection unit;
A support execution unit that performs driving support of the vehicle;
A control unit that controls the support execution unit based on an end of the road surface detected by the road surface end detection unit,
The position information detection unit detects at least the position information of a measurement point group including a plurality of the measurement points arranged along the road surface width direction;
The road surface edge detection unit detects a discontinuous portion of the position information in the measurement point group, and detects an end of the road surface based on the position information related to the discontinuous portion ,
The position information detection unit is a radar,
The position information includes three-dimensional position information of the plurality of measurement points,
The road surface edge detection unit is
Based on the three-dimensional position information, calculate the angle at which the extending direction of the line segment passing through any two measurement points among the plurality of measurement points belonging to the measurement point group and the road surface width direction intersect,
When the calculated angle is equal to or greater than a predetermined angle , the driving support system detects an end portion of the road surface based on the position information of one of the two measurement points . The position information includes height information of a plurality of the measurement points,
The road surface edge detection unit is
Based on the height information, calculate a height difference at any two measurement points among the plurality of measurement points belonging to the measurement point group,
2. The driving support system according to claim 1 , wherein when the calculated height difference is greater than or equal to a predetermined length, an end of the road surface is detected based on the position information of one of the two measurement points. . A driver abnormality detector for detecting an abnormality of the driver of the vehicle;
The support execution unit includes a steering unit for steering the vehicle, and a braking unit for braking the vehicle.
The controller is
When the driver abnormality detection unit detects an abnormality of the driver of the vehicle, the vehicle is caused to approach the end of the road surface detected by the road surface end detection unit by controlling the steering unit, and the braking unit to stop the vehicle by controlling the driving assist system according to claim 1 or 2.

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