JP2006256493A - Traveling support device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling support device for a vehicle capable of easily evading the collision of an object to be an obstacle with the own vehicle even when the action of the object is suddenly changed. <P>SOLUTION: The image of a front part of the own vehicle is obtained so as to detect another vehicle to be the obstacle among the circumferential vehicles of the own vehicle. Then the movable range of the vehicle to be the obstacle is obtained by assuming the action that the vehicle suddenly moves in, so as to obtain the possibility of the collision of the own vehicle with the vehicle to be the obstacle, based on the own vehicle predicted position and the movable range of the vehicle to be the obstacle. When the possibility of the collision between the own vehicle and the vehicle to be the obstacle exists, traveling support control is performed to prevent the vehicles from colliding with each other. When it is determined whether the traveling support control is performed or not, based on the assumption that the action of the vehicle to be the obstacle is suddenly changed, whether the performance of the traveling support control is determined in an earlier stage compared with the performance of the traveling support control after the change of the action is actually detected in the vehicle to be the obstacle. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle travel support apparatus that performs travel support control so that a vehicle can avoid contact with an obstacle.

Conventionally, there is one proposed in Patent Document 1 as a vehicle travel support device. In this vehicle travel support apparatus, an object in the traveling direction of the host vehicle is detected by a camera or the like, and it is predicted whether or not the detected object may collide with the host vehicle. When it is predicted that there is a possibility of a collision, the driving support control is performed.
JP 2004-110394 A

  However, in the above conventional vehicle travel support device, even if an object that becomes an obstacle is recognized, if the traveling direction of the object does not match the traveling direction of the host vehicle, the host vehicle and the object It is determined that there is no collision. For this reason, for example, when the object is another vehicle, the behavior of the object suddenly changes, for example, when the direction of the vehicle suddenly changes due to an operation error of the driver of the other vehicle. Therefore, there is a high possibility that the driving support control is not in time, and the collision between the object and the host vehicle cannot be avoided.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicular travel support apparatus that makes it easier to avoid a collision between an object and the host vehicle even when the behavior of the object that becomes an obstacle suddenly changes. .

  In order to achieve the above object, according to the first aspect of the present invention, there is provided another vehicle recognition means (100) for recognizing another vehicle that is located in the vicinity of the own vehicle and that serves as an obstacle to travel of the own vehicle, Based on the pop-out possibility predicting means (120) for predicting the possibility of popping out in the direction of the own vehicle and the pop-out possibility predicted by the pop-out possibility predicting means, the own vehicle is recognized by the other vehicle recognizing means. Driving support control execution determining means (140) for determining whether or not to execute driving support control for avoiding a collision with another vehicle, and driving support based on the determination result of the driving support control execution determining means It has the driving assistance control means (150) which performs control, It is characterized by the above-mentioned.

  In this way, another vehicle that becomes an obstacle is detected from the surrounding vehicles of the own vehicle, and the possibility that the other vehicle behaves suddenly popping out is obtained. When there is a possibility that the vehicle will collide, the driving support control is executed so that the host vehicle does not collide with another vehicle.

  In other words, since it is determined whether or not the driving support control is executed assuming that the behavior of the other vehicle that becomes an obstacle changes suddenly, it is detected that the behavior of the other vehicle has actually changed. It is possible to determine whether or not to execute the driving support control at an earlier stage than when the driving support control is executed after that. For this reason, it is possible to more reliably prevent the host vehicle from colliding with another vehicle by the driving support control.

  Specifically, as shown in claim 2, the own vehicle course prediction means (130) for predicting the course of the own vehicle and the other vehicle recognized by the other vehicle recognition means can move after a predetermined time from the present time. Other vehicle movable range detecting means (140) for detecting the range. Then, the travel support control execution determination means stores in advance the relationship between the time until the host vehicle and the other vehicle collide, the possibility of popping out, and whether or not the travel support control is to be executed, and automatically predicts the course. Based on the course of the own vehicle obtained by the means and the movable range obtained by the other vehicle movable range detection means, the time until the own vehicle collides with the other vehicle is obtained, and the time until the obtained collision is obtained. Whether or not the driving support control is to be executed can be determined from the time, the possibility of popping out, and the stored relationship.

  According to a third aspect of the present invention, the popping possibility predicting means includes other vehicle driver recognition means for obtaining information related to the driver of the other vehicle recognized by the other vehicle recognition means, and the gender of the driver of the other vehicle. The relationship between the parameter and the pop-out possibility coefficient is stored using at least one of the age, the direction the driver is facing, and whether or not the driver is using the mobile phone as a parameter. The popping possibility coefficient according to the information related to the driver of the other vehicle recognized by the recognition unit is obtained, and the popping possibility in the other vehicle can be obtained by substituting the obtained popping possibility coefficient into a predetermined function.

  Further, as shown in claim 4, the popping out possibility predicting unit obtains information on the other vehicle recognized by the other vehicle recognizing unit, and the vehicle type of the other vehicle, the presence or absence of the beginner mark or the autumnal leaf mark, the presence or absence of the scar The relationship between the parameter and the popping possibility coefficient is stored with at least one of the parameters as a parameter, and the popping possibility coefficient corresponding to the information about the other vehicle recognized by the other vehicle driver recognition unit is obtained based on this relationship. Then, the pop-out possibility in another vehicle can be obtained by substituting the obtained pop-out possibility coefficient into a predetermined function.

  In addition, as another vehicle which becomes an obstacle, as shown in claim 5, an oncoming vehicle which stops to turn right at an intersection where the own vehicle will pass, an oncoming lane in a lane without a median strip For example, an oncoming vehicle that is running, another vehicle that is parked near the host vehicle, and the like.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 shows a block configuration of a vehicular travel support apparatus to which an embodiment of the present invention is applied. The vehicle travel support apparatus shown in this figure is mounted on a vehicle capable of automatic driving, for example. Hereinafter, based on FIG. 1, the structure of the driving assistance device for vehicles is demonstrated.

  As shown in FIG. 1, the vehicular driving support apparatus includes a vehicle speed sensor 1, a millimeter wave radar 2, a CCD camera 3, a yaw rate sensor 4, and a rudder as means for detecting the surrounding environment of the own vehicle and the situation of the own vehicle. A control ECU 6 that includes an angle sensor 5 and executes various calculations related to vehicle support control based on the detected surrounding environment of the host vehicle and the situation of the host vehicle, and further, based on a control signal from the control ECU 6 The steering control device 7, the driving force control device 8, the warning device 9, and the braking force control device 10 which are means for actually executing vehicle support control are provided.

  The vehicle speed sensor 1 outputs an output signal corresponding to the speed of the vehicle to which the vehicle travel support device is attached. Here, a vehicle speed sensor is taken as an example, but instead of this, it is also possible to use a wheel speed sensor that is becoming generally attached to a vehicle in recent years. In this case, since a detection signal corresponding to the wheel speed is output from the wheel speed sensor, the vehicle speed may be obtained by the control ECU 6 based on the detection signal. When the vehicle speed is obtained from the detection signal, a signal related to the vehicle speed may be received from the brake ECU.

  For example, the millimeter wave radar 2 is for detecting the situation in front of the vehicle or in the vicinity of the vehicle. For example, the distance between the pedestrian or another vehicle that becomes an obstacle in the vehicle traveling direction and the own vehicle Relative speed is detected. Specifically, by transmitting and receiving a frequency-modulated radar wave, information on the relative distance and relative speed with respect to the object is extracted, thereby detecting the relationship between the other vehicle and the host vehicle. A detection signal of the millimeter wave radar 2, that is, an electric signal indicating the distance and relative speed between the obstacle and the host vehicle is output to the control ECU 6.

  The CCD camera 3 is, for example, a device that is attached inside and outside the vehicle and can capture the front of the vehicle and the interior of the vehicle interior as a binocular image. Based on the image data of the video imaged by the CCD camera 3, for example, it is possible to analyze other vehicles that are obstacles around the host vehicle and to analyze the direction of the line of sight of the driver of the host vehicle. Such image data in the CCD camera 3 or information relating to the line of sight of the other vehicle that becomes an obstacle after analyzing the image data and the driver of the own vehicle is output to the control ECU 6 as an electrical signal.

  The yaw rate sensor 4 outputs a detection signal corresponding to the yaw rate (yaw angular velocity) generated in the vehicle. A detection signal from the yaw rate sensor 4 is input to the control ECU 6 so that the control ECU 6 can detect the yaw rate.

  The steering angle sensor 5 outputs a signal corresponding to the steering operation amount by the driver as a detection signal. Based on the detection signal of the steering angle sensor 5, the turning state of the vehicle can be obtained.

  The control ECU 6 is configured by a known microcomputer having a CPU, a ROM, a RAM, an I / O, and the like, and executes a vehicle travel support control process according to a program stored in the ROM.

  Specifically, the control ECU 6 receives various electric signals such as detection signals from the vehicle speed sensor 1, the millimeter wave radar 2, the CCD camera 3, the yaw rate sensor 4, and the rudder angle sensor 5, and exists in the vicinity of the vehicle speed and the own vehicle. The driver's face, yaw rate, rudder angle, and the like that drive other vehicles that are obstacles to be driven are calculated. Then, the control ECU 6 determines whether or not to execute the driving support control based on the obtained result, and determines that the driving support control should be executed. Control signals are output to the steering control device 7, the driving force control device 8, the alarm device 9 and the braking force control device 10 in accordance with the form of control.

  The steering control device 7 controls the steering angle based on a control signal from the control ECU 6. Specifically, the steering control device 7 includes an actuator that automatically adjusts the steering angle, an ECU that drives the actuator, and the like, and is indicated by a control signal from the control ECU 6 even when the driver does not perform a steering operation. The steering angle can be adjusted.

  The driving force control device 8 controls the driving force based on a control signal from the control ECU 6. Specifically, the driving force control device 8 is composed of various actuators for adjusting the throttle valve of the engine, adjusting the fuel injection amount, and further adjusting the gear position in the transmission, and ECUs for driving these actuators. The various actuators can be driven so that the driving force indicated by the control signal from the control ECU 6 is obtained.

  The alarm device 9 includes, for example, an alarm lamp, an alarm sound generation unit, or an alarm display unit. The warning lamp is, for example, a warning display lamp provided on an instrument panel in the passenger compartment, and warns the driver of the danger through vision. For example, when an electric signal indicating that an alarm is to be issued is input from the control ECU 6 described above, an alarm lamp is lit to warn the driver that there is a danger.

  The warning sound generator is composed of a sound generator such as a warning buzzer installed in the passenger compartment, a speaker installed in an audio device or a navigation device, and has a risk of collision with the driver through hearing. Is a warning. For example, when an electric signal indicating that the above-described alarm is to be performed is input, a sound is output from the alarm sound generation unit to warn the driver that there is a risk of collision. Specifically, when the alarm sound generating unit is configured by a speaker, a comment with content corresponding to the risk of collision is output by voice.

  The braking force control device 10 controls the braking force based on a control signal from the control ECU 6. Specifically, the braking force control device 10 includes a brake fluid pressure control actuator, a wheel cylinder, a disc brake that generates a braking force by pressurizing the wheel cylinder, a brake ECU that drives the brake fluid pressure control actuator, and the like. Thus, the brake hydraulic pressure control actuator can be driven so that the braking force indicated by the control signal from the control ECU 6 is obtained.

  Next, the operation of the vehicle travel support apparatus configured as described above will be described. FIG. 2 shows a flowchart of a driving support control process executed by the control ECU 6 of the vehicle driving support apparatus of the present embodiment. The steps shown in the figure correspond to means for executing various processes. This driving support control process is executed every predetermined calculation cycle, for example, when an ignition switch (not shown) is turned on or during vehicle driving.

  First, in step 100, recognition of other vehicles that are obstacles around the host vehicle is performed. A portion of the control ECU 6 that executes this process corresponds to other vehicle recognition means. The other vehicle is recognized on the basis of the image obtained by the CCD camera 3, and for example, the conditions for becoming another vehicle that becomes an obstacle are stored in the control ECU 6 in advance, and are compared with the pattern. Done in Specifically, an oncoming vehicle that is about to turn right at an intersection that the host vehicle will pass in a few seconds, an oncoming vehicle that is traveling in an oncoming lane in a lane without a median, and a parked vehicle near the host vehicle Images of various patterns such as other vehicles are stored, and other vehicles that can become obstacles are recognized based on which pattern corresponds to them.

  In step 110, the face of the driver of the oncoming vehicle is recognized. A portion of the control ECU 6 that executes this process corresponds to other vehicle driver recognition means. The face of the driver of the other vehicle is recognized based on the image obtained by the CCD camera 3 as in step 100.

  In step 120, the possibility of another vehicle popping out is predicted. A portion of the control ECU 6 that executes this process corresponds to a pop-out possibility predicting unit. The prediction of the possibility is performed based on the face of the driver of the other vehicle recognized in step 110, for example. Specifically, the possibility is predicted as follows.

  First, driver-specific information such as the gender and age of the driver is recognized from the driver's face of another vehicle, and information indicating the driver's state such as the driver's face orientation is recognized. These pieces of information are recognized by comparing the driver's face image data recognized in step 110 with data stored in advance as a pattern. Then, a final pop-out possibility is obtained by calculation using a predetermined pop-out possibility coefficient for each recognized information.

  FIG. 3 shows an example of the pop-out possibility coefficient for each information. FIG. 3 (a) shows the pop-out possibility coefficient for each gender, FIG. 3 (b) shows the pop-out possibility coefficient for each age, and FIG. 3 (c) shows a pop-out possibility coefficient according to the face direction of the driver.

  The pop-out possibility coefficient for each gender and the pop-out possibility coefficient for each age are created based on, for example, a gender distribution such as a traffic accident survey. For example, as shown in FIGS. 3 (a) and 3 (b), the jump-out probability coefficient for each gender is slightly higher for women than for men, and the pop-out possibility coefficient for each age is determined by the age of the license collection. It is very high, then gradually decreases, and after reaching a predetermined age, the age increases and increases again. Since the gender cannot be accurately discriminated from the image of the driver's face, the possibility of popping out is set in the form of the possibility of being male and the possibility of being female.

  The pop-out possibility coefficient of the driver's face direction is created based on the possibility that the driver's face of the other vehicle is facing the host vehicle. For example, as shown in FIG. 3 (c), if the driver's face is likely to face the vehicle, the pop-up coefficient is lowered, and the possibility that the driver's face is not suitable for the car is increased, the pop-up coefficient is increased. It becomes a form.

  Then, when the pop-out possibility coefficient for each information is obtained in this way, the final pop-out possibility is obtained by performing an operation for substituting each pop-out possibility coefficient into a function expressed by the following equation.

(Equation 1)
Pop-out possibility = f (P, Q, R ...)
P, Q, R... Indicates the possibility of popping out for each information, and f (P, Q, R...) Is represented by P, Q, R. Is a function. For example, this function may be configured to multiply the pop-out possibility for each information as in the following equation, or may be a form that adds the pop-out possibilities.

(Equation 2)
Pop-out possibility = P × Q × R ×
Next, it progresses to step 130 and the own vehicle course prediction is performed. The portion of the control ECU 6 that executes this process corresponds to the own vehicle route prediction means and the own vehicle predicted position detection means. Since the own vehicle route is determined in advance if the vehicle travels automatically, the own vehicle route is predicted as the predetermined route. As a result, a predicted vehicle position where the vehicle will be located after a predetermined time, for example, 1 second after the present time, and a predicted vehicle position where the vehicle will be located after 2 seconds are obtained.

  In the present embodiment, a vehicle that automatically travels will be described. However, in the case of a vehicle that cannot travel by itself, the vehicle speed, the steering angle, and the direction of the driver's line of sight projected by the CCD camera 3 are described. From the above, it is also possible to predict the vehicle course. For example, when the vehicle speed is faster than a predetermined value, there is little possibility of turning at an intersection even if an intersection or the like exists ahead. Similarly, it is possible to predict the own vehicle route from whether or not the steering angle has changed, whether the driver's line of sight only looks straight ahead, or sees a turning direction.

  Thereafter, the process proceeds to step 140, and a determination process for determining whether or not to execute vehicle travel control is performed. A portion of the control ECU 6 that executes this process corresponds to a travel support control execution determination unit and another vehicle movable range detection unit.

  Specifically, when it is assumed that another vehicle serving as an obstacle has jumped out, the movable range in which the other vehicle can move is calculated, and the predicted position of the host vehicle obtained in step 130 and the movable range of the other vehicle are calculated. Whether or not the driving support control should be performed is determined based on the relationship. By this process, a movable range in which the other vehicle is assumed to be movable after a predetermined time, for example, 1 second after the present, is obtained, and a movable range in which the other vehicle is assumed to be movable in 2 seconds.

  The movable range of the object at this time is obtained on the assumption of a travel route that other vehicles can take. FIG. 4 shows an example of the relationship between the movement route of the other vehicle and the movable range, and shows an example in which the other vehicle is a right-turn vehicle that stops at the intersection.

  For right-turn vehicles, the travel route is predicted, and when the stopped vehicle starts to travel, it is possible to predict how much distance it will travel after a predetermined time. If this is the case, the movable range of the other vehicle is uniquely determined by comparing the other vehicle recognized in step 100 with its stored contents.

  Therefore, it is determined whether or not there is a possibility of collision between the other vehicle whose movable range is obtained in this way and the own vehicle. That is, it is performed based on the predicted position of the vehicle after the predetermined time obtained in step 130 described above and the movable range of the object obtained previously.

  For example, as shown in FIG. 4A, when the current position of the host vehicle 20 is the P position, the host vehicle predicted position A after one second, the host vehicle predicted position B after two seconds, The movable range A ′ of the other vehicle 21 and the movable range B ′ of the other vehicle 21 after 2 seconds have a relationship as illustrated. In this case, the own vehicle 20 and the other vehicle 21 are not overlapped because the own vehicle predicted position A and the movable range A ′ of the other vehicle 21 or the own vehicle predicted position B and the movable range B ′ of the other vehicle do not overlap. There is no possibility of collision.

  On the other hand, as shown in FIG. 4B, when the current position of the host vehicle 20 is the Q position, the host vehicle predicted position A after one second, the host vehicle predicted position B after two seconds, and one second later The movable range A ′ of the other vehicle 21 and the movable range B ′ of the other vehicle after 2 seconds have a relationship as illustrated. In this case, the own vehicle predicted position A and the movable range A ′ of the other vehicle 21, or the own vehicle predicted position B and the movable range B ′ of the other vehicle 21 overlap, and the own vehicle 20 and the other vehicle 21 May collide.

  Therefore, as shown in FIG. 4A, when the current position of the host vehicle 20 is at the P position, it is determined that there is no possibility of colliding with the other vehicle 21, and FIG. ), It is determined that there is a possibility of collision with another vehicle 21 when the current position of the host vehicle 20 is in the Q position.

  By such a method, it is determined whether or not there is a possibility of collision between the own vehicle and another vehicle. If there is a possibility of collision between the host vehicle and another vehicle, the time until the collision is obtained. Then, based on the time until the collision and the final jump-out possibility obtained as described above, it is determined whether or not the driving support control is to be executed.

  FIG. 5 is a map showing the relationship between the time until the collision and the final pop-out possibility and whether or not the driving support control is performed.

  The lower the final possibility of jumping out, the longer the time until the collision, the less need for executing the driving support control. However, when the possibility of final jumping is high, the driving support control should be executed even if the time until the collision is long, and even if the possibility of final jumping is low, The driving support control should be executed even when the time until the collision is short. For this reason, as shown in FIG. 5, the relationship is such that the driving support control is more easily performed as the time until the collision is shorter and the possibility of final popping out is higher.

  Based on such a relationship, it is determined whether or not it is necessary to execute the driving support control. If it is determined that it is not necessary to execute the driving support control, the process returns to Step 100 as it is, and the driving support control is performed. If it is determined that it is necessary to execute, the routine proceeds to step 150 where the driving support control is executed.

  In addition, although the right-turn vehicle that stops at the intersection has been described as an example of another vehicle here, the oncoming vehicle traveling in the oncoming lane in the lane without the median strip, and other vehicles parked and parked near the own vehicle With respect to the vehicle and the like as well, it is determined whether or not there is a possibility of collision with the host vehicle by the same method as described above, and it can be determined whether or not to execute the driving support control.

  The driving support control guides the host vehicle to a place where there is no possibility of collision with the other vehicle in order to avoid a collision between the host vehicle and the other vehicle. A portion of the control ECU 6 that executes the driving support control corresponds to a driving support control unit. For example, by changing the course direction of the host vehicle by controlling the steering angle by the steering control device 7, the host vehicle is separated from the other vehicle, or before the other vehicle collides with the other vehicle by the driving force control by the driving force control device 8. The driving force of the host vehicle is increased so as to exceed the moving range of the vehicle, the driver is warned that the host vehicle may collide with another vehicle by the warning device 9, or the braking force by the braking force control device 10 is used. The braking force is applied so that the own vehicle does not move to the moving range of the other vehicle by the control. Various types of control can be adopted for various types of control specifically executed by such driving support control. However, since these are conventionally known, description thereof is omitted here. .

  According to the vehicle travel support device of the present embodiment described above, by acquiring an image ahead of the host vehicle, other vehicles that are obstacles are detected from the surrounding vehicles of the host vehicle, and other vehicles suddenly pop out. Assuming that the vehicle exhibits such behavior, the movable range of the other vehicle is obtained, and whether the own vehicle and the other vehicle may collide is determined from the predicted position of the own vehicle and the movable range of the other vehicle. ing. And when there exists a possibility that the own vehicle and other vehicles collide, driving assistance control is performed so that the own vehicle may not collide with other vehicles.

  As described above, since it is determined whether or not the driving support control is executed on the assumption that the behavior of the other vehicle that becomes an obstacle changes suddenly, the behavior of the other vehicle has actually changed. It is possible to determine whether or not to execute the driving support control at an earlier stage than when the driving support control is executed after the detection. For this reason, it is possible to more reliably prevent the host vehicle from colliding with another vehicle by the driving support control.

(Other embodiments)
In the above embodiment, the parameter that can be detected from the face of the driver driving the other vehicle is described as an example of the parameter indicating the possibility of the other vehicle jumping out. However, other operations of the driver, for example, the driver uses a mobile phone Whether or not he / she is talking to other occupants is used as a parameter, and a pop-out possibility coefficient can be set according to these parameters.

  Not only the driver's face and movement, but also other vehicles such as the vehicle type of other vehicles, whether or not the other vehicle has a beginner mark or autumn foliage mark, and whether or not the other vehicle has a dent, etc. It can also be a parameter indicating the possibility of popping out. For example, if the vehicle type of the other vehicle is a sports car, if the other vehicle has a beginner mark or autumn leaves mark, or if the other vehicle has a dent, etc., it is set as having a high possibility of jumping out. It is possible.

It is a figure which shows the block configuration of the driving assistance device for vehicles in 1st Embodiment of this invention. It is a flowchart of the driving assistance control process performed by control ECU of the vehicle driving assistance device shown in FIG. FIG. 6 shows an example of pop-out possibility coefficient for each information, (a) pop-out possibility coefficient for each gender, (b) pop-out possibility coefficient by age, and (c) is the direction of the driver's face. FIG. 5 is a correlation diagram showing pop-out possibility coefficients according to It is the schematic diagram which showed the relationship between the own vehicle prediction position and the movable range of another vehicle. FIG. 5 is a correlation diagram showing a relationship between a time until a collision and a final pop-out possibility and whether or not to perform driving support control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle speed sensor, 2 ... Millimeter wave radar, 3 ... CCD camera, 4 ... Yaw rate sensor,
5 ... rudder angle sensor, 6 ... control ECU, 7 ... steering control device, 8 ... driving force control device,
9 ... alarm device, 10 ... braking force control device.

Claims (5)

Other vehicle recognition means (100) for recognizing other vehicles that are located in the vicinity of the own vehicle and that are obstacles to travel of the own vehicle;
Pop-out possibility predicting means (120) for predicting the possibility that the other vehicle will pop out in the direction of the host vehicle;
Whether or not to execute driving support control for avoiding the host vehicle from colliding with the other vehicle recognized by the other vehicle recognition unit based on the jumping possibility predicted by the popping possibility prediction unit. Driving support control execution determining means (140) for determining whether or not
A vehicle travel support apparatus comprising travel support control means (150) for executing travel support control based on a determination result by the travel support control execution determination means. Own vehicle course prediction means (130) for predicting the course of the host vehicle;
Other vehicle movable range detection means (140) for detecting a range in which the other vehicle recognized by the other vehicle recognition means can move after a predetermined time from the present time,
The driving support control execution determination means stores in advance a relationship between a time until the host vehicle and the other vehicle collide, a possibility of popping out, and whether to execute the driving support control, and the automatic Based on the course of the own vehicle obtained by the course prediction means and the movable range obtained by the other vehicle movable range detection means, the time until the own vehicle collides with the other vehicle is obtained and obtained. 2. The method according to claim 1, wherein whether or not to execute the driving support control is determined based on a time until a collision, the possibility of jumping out, and the stored relationship. Vehicle driving support control apparatus. The pop-out possibility predicting means has other vehicle driver recognition means for obtaining information on the driver of the other vehicle recognized by the other vehicle recognition means, and is suitable for the gender, age, and driver of the driver of the other vehicle. The relationship between the parameter and the pop-out possibility coefficient is stored with at least one of the direction in which the driver uses the mobile phone as a parameter, and the other vehicle driver recognition means recognizes the relationship based on this relationship. The popping possibility coefficient according to the information related to the driver of the other vehicle is obtained, and the popping possibility coefficient in the other vehicle is obtained by substituting the obtained popping possibility coefficient into a predetermined function. The vehicular travel support apparatus according to claim 1, wherein the vehicular travel support apparatus is a vehicular travel support apparatus. The pop-out possibility predicting unit obtains information on the other vehicle recognized by the other vehicle recognizing unit, and uses as a parameter at least one of the vehicle type of the other vehicle, the presence / absence of a beginner's mark or a foliage mark, and the presence / absence of a scar. The relationship between the parameter and the pop-out possibility coefficient is stored, and based on this relation, the pop-out possibility coefficient corresponding to the information related to the other vehicle recognized by the other vehicle driver recognition unit is obtained and obtained. 4. The vehicle according to claim 1, wherein the pop-out possibility in the other vehicle is obtained by substituting the pop-out possibility coefficient into a predetermined function. Driving support device. The other vehicle recognizing means, as the other vehicle serving as the obstacle, is traveling in an oncoming lane in an oncoming vehicle that is about to turn right at an intersection where the own vehicle will pass, or in a lane without a median. 5. The vehicular travel support apparatus according to claim 1, wherein the oncoming vehicle recognizes another vehicle parked and stopped in the vicinity of the host vehicle. 6.

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