JP2007257519A - Vehicular travel support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular travel support device capable of safely preventing collision by performing more proper collision avoidance control according to a situation. <P>SOLUTION: When the other vehicle having strong collision possibility is detected, a control unit 10 predicts a travel route of the other vehicle (S4), recognizes presence of a specific object inside a vehicle periphery search range, and sets a peripheral area of the recognized object as an ingress impossible area on the basis of the predicted travel route of the other vehicle. Thereafter, the control unit 10 calculates an avoidance route allowing avoidance of the collision with the other vehicle while avoiding the set ingress impossible area (S5), and leads a vehicle to the calculated avoidance route (S7). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicular travel support apparatus that supports vehicle collision avoidance.

  Inter-vehicle communication (IVC) is an information communication means between traveling vehicles in proximity and is positioned as one of key technologies in ITS (Intelligent Transport Systems). In particular, it is expected to use this inter-vehicle communication to provide drivers with traffic conditions and behaviors of surrounding vehicles to support safe driving support.

  Japanese Laid-Open Patent Publication No. 11-263190 (Patent Document 1) relates to an occupant protection device that uses inter-vehicle communication, and provides predetermined data (position information, vehicle speed information, traveling direction information, etc.) of the own vehicle when the possibility of collision is high (Including) is transmitted to the opponent vehicle, and the opponent vehicle operates the occupant protection device based on this.

  On the other hand, Japanese Patent Laid-Open No. 2000-276696 (Patent Document 2) relates to a vehicle collision avoidance control device using inter-vehicle communication, and based on the position data and existence probability data of the other vehicle received by inter-vehicle communication. A technique for acquiring accurate motion information and performing collision avoidance control based on this information is disclosed.

JP-A-11-263190 JP 2000-276696 A

  However, neither Patent Document 1 nor 2 described above discloses that the vehicle is actively guided to a route with the least damage in order to avoid a collision with the opponent vehicle.

  An object of the present invention is to provide a vehicular travel support device that can safely prevent a collision by performing more appropriate collision avoidance control according to the situation.

  A vehicle travel support apparatus according to an aspect of the present invention includes a detection unit that detects a partner vehicle having a high possibility of a collision, a prediction unit that predicts a travel route of the partner vehicle, and a specific target within a vehicle surrounding search range. Recognition means for recognizing the presence of an object, area setting means for setting a peripheral area of the recognized object as an inaccessible area based on the predicted travel route of the opponent vehicle, and the set inaccessible area It has a calculation means for calculating an avoidance route capable of avoiding a collision with the opponent vehicle while avoiding the vehicle, and a guidance means for guiding the vehicle to the calculated avoidance route.

  According to this configuration, the vehicle is guided to a route that exists around the own vehicle (a structure such as a utility pole, a specific object such as another vehicle on the opposite lane, etc., and can avoid a collision with the opponent vehicle. Therefore, it is possible to safely avoid a collision without causing a secondary collision with a surrounding object other than the opponent vehicle due to the collision avoidance operation of the driver.

  According to a preferred embodiment of the present invention, the partner vehicle is a vehicle positioned in front of or behind the host vehicle, and the calculation means calculates an avoidance route that can avoid a rear-end collision with the partner vehicle. Alternatively, the opponent vehicle is a vehicle that enters an intersection ahead of the host vehicle, and the calculation means calculates an avoidance route that can avoid a side collision with the opponent vehicle.

  Thus, rear-end collision or side collision can be effectively prevented depending on the situation.

  According to a preferred embodiment of the present invention, the apparatus further comprises control means for operating an automatic brake or an automatic throttle to avoid a collision with the opponent vehicle after the opponent vehicle is detected by the detection means, It is preferable that the calculating means and the guiding means operate when it is determined by the control means that a collision is unavoidable.

  According to this configuration, it is possible to prevent the vehicle from being guided to the avoidance route even though the collision can be avoided by the automatic brake or the automatic throttle.

  According to a preferred embodiment of the present invention, it is preferable that the recognition means includes an image sensor or a radar, and the specific object includes a pedestrian.

  According to this configuration, there is no need to cause a situation where a pedestrian is involved in an accident.

  According to a preferred embodiment of the present invention, it is preferable that the information processing apparatus further includes notifying means for notifying a surrounding vehicle of the avoidance route calculated by the calculating means.

  According to this configuration, it is possible to reliably notify the surrounding vehicle of the danger and reliably prevent secondary damage.

  According to a preferred embodiment of the present invention, it is preferable that the prediction means includes means for acquiring information on the opponent vehicle by vehicle-to-vehicle communication or road-to-vehicle communication.

  Information obtained by vehicle-to-vehicle communication or road-to-vehicle communication includes useful information regarding the opponent vehicle, and by using this information, the prediction accuracy of the travel route of the opponent vehicle can be enhanced.

  ADVANTAGE OF THE INVENTION According to this invention, the driving assistance apparatus for vehicles which can prevent a collision safely by performing more suitable collision avoidance control according to a condition is provided.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited to the following embodiment, It shows only the specific example advantageous for implementation of this invention. In addition, not all combinations of features described in the following embodiments are indispensable as means for solving the problems of the present invention.

  FIG. 1 is a diagram illustrating an arrangement configuration of a driving support device in a vehicle according to the present embodiment, and FIG. 2 is a block diagram illustrating a hardware configuration of the driving support device according to the present embodiment.

  Reference numeral 1 denotes an antenna for performing vehicle-to-vehicle communication. The inter-vehicle communication in the present embodiment is performed by, for example, narrow-range communication (DSRC). 2 is a steering actuator that operates steering of the steering device, 3 is a brake actuator that operates a brake, and 4 is a throttle actuator that operates a throttle. Reference numeral 5 denotes a route presentation device for presenting the avoidance route to the driver by voice or image when collision avoidance control is performed. Reference numeral 6 denotes, for example, a front monitoring camera attached to the rear surface (the vehicle front side) of the rearview mirror. Reference numerals 7r and 7l denote, for example, a right front side monitoring camera and a left front side monitoring camera attached to the right front door and the left front door, respectively. 8r and 8l are, for example, a right rear side monitoring camera and a left rear side monitoring camera attached to the right rear door and the left rear door, respectively. Reference numeral 9 denotes a rear monitoring camera attached to the rear of the vehicle. Each of these surveillance cameras is realized by a CCD or a CMOS sensor, for example. Reference numeral 10 denotes a control unit that controls the driving support apparatus. As shown in FIG. 2, each unit described above is connected to this control unit.

  The control unit 10 is a computer having a CPU 11, a RAM 12, and a ROM 13 as basic configurations. The ROM 13 stores a control program 13a for realizing the driving support process of the present invention as shown in the figure.

  Hereinafter, an outline of functions of the driving support device in the present embodiment will be described.

  As shown in FIG. 3, the driving support device according to the present embodiment basically detects a partner vehicle or the like in the search range around the host vehicle, and the approaching speed with the detected partner vehicle is too high. The safest avoidance route is calculated while predicting the operation of the partner vehicle while determining the surrounding conditions within the search range, and the steering actuator 2, the brake actuator 3 and the throttle actuator 4 are controlled to control the vehicle. To guide.

  In the present embodiment, as shown in FIG. 4, the front monitoring camera 6, the right front side monitoring camera 7r, the left front side monitoring camera 7l, the right rear side monitoring camera 8r, and the left rear side monitoring camera described above. 8l and the rear monitoring camera 9 constitute a stereo camera system that covers all directions of the vehicle. The photographing possible range by this stereo camera system is the vehicle surrounding search range shown in FIG. As shown in FIG. 4, the vehicle periphery search range covers a road shoulder and an oncoming lane when traveling on a general road.

  According to this stereo camera system, using a known stereo image recognition technology, as shown in FIG. 5, other vehicles that travel in the oncoming lane, including forward (rear) vehicles located within the vehicle surrounding search range, It can recognize roadside pedestrians and obstacles such as signs. In addition, from the difference between the multiple frame images obtained by this stereo camera system and its frame rate, it is possible to calculate the traveling speed of the host vehicle, the partner vehicle, the other vehicle, the walking speed of the pedestrian, It is also possible to calculate the approach speed with the opponent vehicle.

  In the present embodiment, an area such as another vehicle, a pedestrian, and an obstacle recognized by the above stereo image recognition is set as an inaccessible area as shown in FIG. Then, as shown in FIG. 7, a route that can avoid the set inaccessible area is calculated as an avoidance route. In this way, the vehicle is guided to the optimum avoidance route with the least damage.

  Hereinafter, the process procedure of the driving assistance apparatus which implement | achieves the above functions is demonstrated.

  The driving support device constantly monitors the vehicle surrounding search range by stereo image recognition using the stereo camera system as described above. Specifically, it recognizes obstacles such as a front (rear) vehicle located in the vehicle surrounding search range, other vehicles traveling in the oncoming lane, a roadside pedestrian, and a sign. Further, the traveling speed of the host vehicle, the partner vehicle, the other vehicle, and the walking speed of the pedestrian are also calculated from the difference between the frame images obtained by the stereo camera system and the frame rate. Using this result, it is possible to detect that the host vehicle is approaching the preceding vehicle or the rear vehicle is approaching the host vehicle. It should be noted that a millimeter wave radar or a laser radar may be provided in front and rear, respectively, and this may be used to detect whether the host vehicle is approaching the front vehicle or the rear vehicle is approaching the host vehicle.

  As a result of monitoring, when it is detected that the own vehicle is approaching the preceding vehicle or the rear vehicle is approaching the own vehicle, processing according to the flowchart shown in FIG. 8 is started. On the other hand, when approaching the intersection, processing according to the flowchart shown in FIG. 12 is started. Whether or not the vehicle has approached the intersection can be detected, for example, by using current road-vehicle communication or current position information detected by a GPS (global positioning system) sensor. Programs corresponding to these flowcharts are included in the control program 13a and executed by the CPU 11.

  First, a process (FIG. 8) in the case where it is detected that the own vehicle has suddenly approached the preceding vehicle or the rear vehicle has suddenly approached the own vehicle will be described.

  If it is determined in step S2 that the host vehicle is approaching the vehicle ahead, the brake actuator 3 is operated to perform automatic brake control. If the vehicle behind the vehicle is approaching the host vehicle, the throttle actuator 4 is operated. Operates to perform automatic throttle control.

  Thereafter, in step S3, it is determined whether the sudden approach can be safely eliminated by only the process of step S2 as the rear-end collision determination. If the quick approach can be resolved safely at this point, then the automatic brake / throttle control is released and the subsequent steps are not executed.

  On the other hand, if it is determined that the sudden approach cannot be safely resolved, the process proceeds to step S4, for example, the vehicle-to-vehicle communication is performed with the partner vehicle that is approaching rapidly, or the road-to-vehicle communication is performed. Then, the motion prediction information of the opponent vehicle is acquired. Specifically, the position information of the opponent vehicle, the information on the traveling direction, the traveling state (including the vehicle speed and the steering angle), the failure information, the driver state information, and the like are acquired as the motion prediction information by inter-vehicle communication.

  At the time of transition from step S3 to step S4, it may be preferable to output an alarm sound for notifying the driver of the danger of collision.

  Next, in step S5, avoidance route prediction processing is performed. Details of the avoidance route prediction process will be described later. In subsequent step S6, the route presentation device 5 presents the avoidance route predicted in step S5. Then, in step S7, according to the avoidance route, a collision avoidance operation such as operating the steering actuator 3 to perform torque assist or automatic steering and / or operating the throttle actuator 4 to perform automatic throttle is performed. At this time, the avoidance route information may be transmitted to surrounding vehicles including the opponent vehicle. This is to notify the surrounding vehicles of the danger. And / or the blinker may be turned on to inform the surroundings of the danger.

  FIG. 9 is a flowchart showing details of the avoidance route prediction process in step S5.

  First, in step S601, information recognized in step S1, such as a front (rear) vehicle located in the vehicle surrounding search range, another vehicle traveling in an oncoming lane, a roadside pedestrian, an obstacle such as a sign, and the like are calculated. Enter the speed information.

  Next, in step S602, the travel route of the partner vehicle is predicted based on the motion prediction information of the partner vehicle acquired in step S4.

  Specifically, on the xy coordinate plane with the host vehicle as the origin as shown in FIG. 14, the current position of the partner vehicle is the coordinate (x, y), and the vehicle speed, traveling direction, and steering angle of the partner vehicle are The velocity x 'in the direction and the velocity y' in the y direction are calculated, and the coordinates (x + x't, y + y't) are used as coordinates (x + x't, y + y't) after a predetermined time t has elapsed since the present. , y) to the coordinates (x + x't, y + y't) as the predicted travel route.

  Alternatively, the route instruction information and map information of the navigation system of the partner vehicle may be acquired as the motion prediction information of the partner vehicle, and the travel route of the partner vehicle may be predicted based on these information. For example, if the opponent vehicle is located near the intersection and the direction indication information in the navigation system of the opponent vehicle indicates a right turn, the route to enter the intersection from the current position of the opponent vehicle and turn right at the intersection, Predict the driving route of the opponent vehicle.

Alternatively, as the operation prediction information of the opponent vehicle, the route, the traveling direction, the running state, the failure information, the driver state information, etc. of the opponent vehicle are stored in advance in the own vehicle, and the route on which the vehicle runs during the predetermined time t It is also possible to compare the motion prediction information in the models representing the vehicle and set the travel route model having a high degree of approximation as the predicted travel route from the time when the motion prediction information of the opponent vehicle is obtained. For example, in the xy coordinate plane with the own vehicle as the origin as shown in FIG. 14, the position of the opponent vehicle is the coordinate (x, y), and the position, vehicle speed, traveling direction, and steering angle are set as the opponent vehicle motion prediction information Obtain from the opponent vehicle. The obtained motion prediction information of the opponent vehicle and the motion prediction information of the positions, vehicle speeds, traveling directions, and steering angles of the plurality of travel route models of the host vehicle as shown in FIGS. The degree of approximation of the motion prediction information is evaluated by obtaining an evaluation value L _i by applying the evaluation formula shown in FIG. The travel route model with the smallest evaluation value L _i is assumed to be the model that most closely approximates the travel route of the opponent vehicle, and this is assumed as the predicted travel route of the opponent vehicle from the current time until the elapse of time t. The evaluation formula is as follows, for example.
L _i = d ₁ | xx _mi | + d ₂ | yy _mi | + d ₃ | vv _mi | + d ₄ | θ-θ _mi | + d ₅ | ω-ω _mi | (i = 1, ..., 3)
However, L _i is an evaluation value when comparing the parameter of the i-th route model and the parameter of the opponent vehicle, d _j (j = 1, ..., 5) is a weighting factor applied to the parameter, x, y, v, theta, respectively omega, x-coordinate of the opponent vehicle, y coordinates, speed, direction of travel angle, represents the steering _{angle, x mi, y mi, v} mi, θ mi, ω mi is the x coordinate of the i-th root model, respectively , Y coordinate, vehicle speed, traveling direction angle, and steering angle.

  In the subsequent steps S603 to S606, inaccessible areas for the opponent vehicle, the other vehicle, the pedestrian, and the obstacle are set.

Specifically, in step S603, for example, a predetermined route as shown in (a) of FIG. 10 is displayed on a route predicted that the opponent vehicle passes during a unit time T determined according to the speed of the host vehicle. The area having the width d _veh is set as the first inaccessible area K1.

In step S604, the distance traveled during the unit time T is calculated from the position and speed of the other vehicle, and a region having a predetermined width d _ved as shown in FIG. Set to impossible area K2.

In step S605, the distance moved during the unit time T is calculated from the position and speed of the pedestrian, and an area having a predetermined width d _ped as shown in FIG. Set to impossible area K3.

In step S606, based on the position and size of the obstacle, an area having a width d _obs including the obstacle is set as a fourth inaccessible area K4 (not shown).

In the following steps, an optimal avoidance route is searched for while avoiding each inaccessible area obtained as described above. FIG. 11 is an explanatory diagram of processing after step S607. In the figure, an xy coordinate plane with the own vehicle as the origin is defined, and an example of the positional relationship of each inaccessible area on the xy coordinate plane is shown. Here, l ₁ to l ₅ is the distance to the boundary of the entrance prohibited areas visible from the vehicle, theta ₁ through? ₅ represents the angle of l ₁ to l ₅ relative to the y-axis. Each vector b ₁ ~b ₅ represents a vector of length l ₁ to l _5, the angle theta ₁ through? _5. Further, v _{1 to} v ₃ represent calculated moving speeds for the other vehicle, the partner vehicle, and the pedestrian, respectively.

In step S607, the distance between adjacent inaccessible areas is calculated. For example, the distance D ₁ between the _first inaccessible area K1 related to the opponent vehicle and the second inaccessible area K2 related to the other vehicle is:
D ₁ = | b ₁ −b ₂ |
The distance D ₂ between the third inaccessible area K3 related to the pedestrian and the fourth inaccessible area K4 related to the obstacle is
D ₂ = | b ₃ −b ₄ |
It is represented by In addition, the distance between the second inaccessible area K2 and the third inaccessible area K3 is calculated in the same manner.

Next, in step S608, when the distance between the inaccessible areas is less than the predetermined minimum distance _Dmin , the inaccessible areas are excluded from the avoidance destination candidates.

Next, in step S609, an angle Δθ between the remaining inaccessible areas is calculated. For example, the angle Δθ ₁ between the first inaccessible area K1 related to the opponent vehicle and the second inaccessible area K2 related to the other vehicle is:
Δθ ₁ = | θ ₁ −θ ₂ |
The angle Δθ ₂ between the third inaccessible area K3 related to the pedestrian and the fourth inaccessible area K4 related to the obstacle is
Δθ ₂ = | θ ₃ −θ ₄ |
It is represented by

Next, in step S610, the maximum angle Δθ _max among the angles calculated in step S609 is selected.

Next, in step S611, a route that passes through the center angle between the two vectors forming the maximum angle Δθ _max from the origin is created. For example, the maximum angle [Delta] [theta] _max is assuming that a [Delta] [theta] ₂ of the route passing through the center angle Δθ _2/2 + θ ₃ between the vector b ₃ -b ₄ is created.

Next, in step S612, it is determined whether the condition that the angle of the route created in step S611 is equal to or _smaller than a limit angle θ _max that the host vehicle can face is determined. If this condition is satisfied, the process proceeds to step S614, and the route created in step S611 is set as an avoidance route. On the other hand, if this condition is not satisfied, it is impossible to direct the vehicle to such a route, so the process proceeds to step S613, the current Δθ _max is discarded, and the next largest Δθ is changed to Δθ _max. Then, the process returns to step S611 to repeat the process.

  Next, a process when the vehicle approaches the intersection (FIG. 12) will be described. The main focus of this scene is to avoid side collisions with vehicles entering the intersection.

  First, in step S11, information on vehicles in the vicinity of the intersection is acquired from, for example, information providing means installed on the road or by communication between in-vehicle terminals.

  Next, in step S12, the speed of the vehicle in the red traffic light lane or the right turn lane is detected by, for example, stereo image recognition using a stereo camera system.

  Next, in step S13, based on the speed of the vehicle on the specific lane detected in step S12, it is determined whether there is a possibility of entering without stopping before the intersection.

  Next, in step S14, the brake actuator 3 is operated to perform automatic brake control. Thereafter, in step S15, it is determined whether the side collision with the approaching vehicle can be safely avoided by only the processing in step S14 as the side collision determination. If the collision can be safely avoided at this point, then the automatic brake control is released and the subsequent steps are not executed.

  On the other hand, when it is determined that the side collision cannot be safely avoided, the process proceeds to step S16, and vehicle-to-vehicle communication is performed with the approaching vehicle via the antenna 1, for example, and the route prediction information of the approaching vehicle is acquired. Specifically, the position information of the opponent vehicle, the information on the traveling direction, the traveling state (including the vehicle speed and the steering angle), the failure information, the driver state information, and the like are acquired as the motion prediction information by inter-vehicle communication.

  Then, similarly to the processing described above, avoidance route prediction (step S5), route presentation (step S6), and avoidance operation (step S7) are executed.

  FIG. 13A shows an application example of the avoidance route prediction in step S5 in a scene where the host vehicle approaches the intersection and the opponent vehicle enters from the left side. This shows the positional relationship in the xy coordinate plane with the own vehicle as the origin, as in FIG. 11 described above. Even in such a situation, the avoidance route prediction process as shown in the flowchart of FIG. 9 can be applied.

  In this case, the calculation formula that is actually applied may differ from the scene shown in FIG.

For example, in step S607 calculates the distance between the non entering adjacent areas, the distance D ₁ of the the approach prohibited areas K6 that the approach prohibited areas K5 according to the other vehicle on the opposite lane according to entering vehicle (other vehicle) is It is calculated by the following formula.

D ₁ = | b ₂ −b ₃ |

In step S609, the angle Δθ ₁ between the inaccessible area K5 related to the other vehicle and the inaccessible area K6 related to the approaching vehicle (the partner vehicle) is calculated by the following equation.

Δθ ₁ = | θ ₂ + θ ₃ |

In step S611, the central angle between b _{2 and} b ₃ that are two vectors forming the maximum angle Δθ _max is calculated. This center angle is Δθ ₂ −Δθ _max / 2.

  FIG. 13B shows an example of the prediction result of the avoidance route after the time Δt has elapsed from the scene of FIG. Thus, since the avoidance route is updated every Δt, the optimum avoidance route for the actual movement of the approaching vehicle is selected.

It is a figure which shows the arrangement configuration to the vehicle of the driving assistance device in embodiment. It is a block diagram which shows the hardware constitutions of the driving assistance apparatus in embodiment. It is a figure explaining the outline of calculation / guidance of an avoidance route in an embodiment. It is a figure which shows the example of the imaging | photography area | region (vehicle surrounding search range) by the stereo camera system in embodiment. It is a figure which shows the example of the image recognition object in the vehicle periphery search range. It is a figure explaining the outline | summary of the setting of the inaccessible area | region in embodiment. It is a figure explaining the avoidance route obtained by avoiding an inaccessible area. It is a flowchart which shows the process of a driving assistance device when it is detected that a vehicle is approaching the front vehicle rapidly, or the back vehicle is approaching the own vehicle. It is a flowchart which shows the prediction process of the avoidance root in embodiment. It is a figure which shows the example of a setting of the area which cannot enter according to a target object. It is a figure explaining the calculation example of the avoidance route with respect to the other party vehicle. It is a flowchart which shows the process of a driving assistance device when the own vehicle approaches an intersection. It is a figure explaining the example of calculation of the avoidance route with respect to the approaching vehicle in an intersection. It is a figure explaining the prediction process of the driving | running route of the other party vehicle in embodiment. It is a figure which shows the example of the driving | running route model used for prediction of the driving | running route of the other party vehicle.

Explanation of symbols

1: Antenna 2: Steering actuator 3: Brake actuator 4: Throttle actuator 6: Front monitoring camera 7r: Right front side monitoring camera 7l: Left front side monitoring camera 8r: Right rear side monitoring camera 8l: Left rear side monitoring camera 9: Rear monitoring camera 10: Control unit 11: CPU
12: RAM
13: ROM
13a: Control program

Claims (7)

A vehicle travel support device for assisting vehicle collision avoidance,
Detecting means for detecting a partner vehicle having a high possibility of collision;
Prediction means for predicting the travel route of the opponent vehicle;
Recognizing means for recognizing the presence of a specific object within the vehicle surrounding search range;
Based on the predicted travel route of the opponent vehicle, an area setting means for setting the recognized peripheral area of the object as an inaccessible area;
Calculating means for calculating an avoidance route capable of avoiding a collision with the opponent vehicle while avoiding the set inaccessible region;
Guiding means for guiding the vehicle to the calculated avoidance route;
A vehicle travel support device comprising:   2. The vehicle travel according to claim 1, wherein the partner vehicle is a vehicle positioned in front of or behind the host vehicle, and the calculation unit calculates an avoidance route that can avoid a rear-end collision with the partner vehicle. Support device.   2. The vehicle travel according to claim 1, wherein the partner vehicle is a vehicle that enters an intersection ahead of the host vehicle, and the calculation unit calculates an avoidance route that can avoid a side collision with the partner vehicle. Support device. After the opponent vehicle is detected by the detection means, it further has a control means for operating an automatic brake or an automatic throttle to avoid a collision with the opponent vehicle,
The vehicle travel support apparatus according to any one of claims 1 to 3, wherein the calculation means and the guidance means operate when it is determined that a collision is unavoidable even by the control means.   The vehicle travel support apparatus according to any one of claims 1 to 4, wherein the recognition means includes an image sensor or a radar, and the specific object includes a pedestrian.   The vehicle travel support apparatus according to any one of claims 1 to 5, further comprising notification means for notifying the surrounding vehicle of the avoidance route calculated by the calculation means.   The vehicular travel support apparatus according to any one of claims 1 to 6, wherein the prediction means includes means for acquiring information of the opponent vehicle by vehicle-to-vehicle communication or road-to-vehicle communication.

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