Abstract:
When turning right (left) at an intersection and crossing an oncoming vehicle lane, this system makes it possible to avoid blocking travel of or colliding with a moving body moving in the oncoming vehicle lane due to stopping in the oncoming vehicle lane, and to avoid colliding with a moving body after crossing the oncoming vehicle lane. Given two or more moving bodies present in the advancement direction on the path of the local vehicle, the external environment is detected before the local vehicle intersects with the path of a first moving body, which will first intersect the local vehicle path; if at least two moving bodies are detected, i.e., the first moving body and a second moving body which has a path in which the position of intersection with the path of the local vehicle is further than the position of intersection between the path of the local vehicle and the path of the first moving body, then a first intersection time, at which the first position of intersection between the planned path of the local vehicle and the predicted path of the first moving body is reached, and a second intersection time, at which a second position of intersection between the planned path of the local vehicle and the predicted path of the second moving body is reached, are calculated, and on the basis of the difference between the first intersection time and the second intersection time, the deceleration relative to the first moving body and the second moving body is changed.

Description:
TECHNICAL FIELD 
       [0001]    The present invention relates to a system for avoiding collision which is configured to avoid collision with a plurality of moving bodies and obstacles around a local vehicle, and particularly to a system for avoiding collision which is configured to, in a right/left turning scene at an intersection where a movement path of the local vehicle intersects with movement paths of the plurality of moving bodies, avoid collision with another moving body crossing a road after the local vehicle makes a right/left turn while avoiding collision with a moving body traveling in an oncoming direction of the local vehicle. 
       BACKGROUND ART 
       [0002]    Conventionally, a collision avoidance or a collision reduction brake system has been applied to vehicles. There is a technique of detecting an obstacle around a local vehicle to avoid collision with the obstacle in advance. For example, in the collision avoidance brake system, the brake of the local vehicle is automatically controlled on the basis of a relative distance and a relative speed between the local vehicle and the obstacle around the local vehicle to avoid the collision with the obstacle. 
         [0003]    Herein, in a case where the local vehicle crosses a movement path of another moving body so as to make a right turn at the intersection, and when there is a crossing pedestrian after the local vehicle crosses the oncoming vehicle lane, the local vehicle remains in the oncoming vehicle lane for the operation of the collision avoidance control with respect to the crossing pedestrian. Therefore, there is a possibility to hinder the travel of the oncoming vehicle which travels on the oncoming vehicle lane. There is disclosed in PTL 1 an example of a control device for realizing both the avoidance of the travel hindrance with respect to the oncoming vehicle on the oncoming vehicle lane and the collision avoidance with respect to the crossing pedestrian after crossing the oncoming vehicle lane. 
         [0004]    In PTL 1, the travel hindrance and collision with respect to the oncoming vehicle is avoided while avoiding the collision with the obstacle after crossing the oncoming vehicle lane. Therefore, when the local vehicle crosses the oncoming vehicle lane, an area of the oncoming vehicle lane is estimated. The obstacle after crossing the oncoming vehicle lane is detected. A request deceleration necessary for avoiding the collision with the detected obstacle is calculated. A stop position of the local vehicle is estimated on the basis of the calculated request deceleration. It is determined whether the local vehicle is to be stopped in the area of the oncoming vehicle lane on the basis of the estimated stop position of the local vehicle and the estimated area of the oncoming vehicle lane. In a case where it is determined that the local vehicle is stopped in the area of the oncoming vehicle lane, the request deceleration of the local vehicle is corrected. In other words, in a case where the local vehicle is estimated to be stopped in the oncoming vehicle lane due to the request deceleration of the local vehicle performed to avoid the collision with the obstacle after the local vehicle crosses the oncoming vehicle lane, the request deceleration of the local vehicle for the collision avoidance is corrected. Therefore, the stopping of the local vehicle in the oncoming vehicle lane and the collision with the obstacle after crossing the oncoming vehicle lane both are avoided. 
       CITATION LIST 
     Patent Literature 
       [0005]    PTL 1: JP 2012-56347 A 
       SUMMARY OF INVENTION 
     Technical Problem 
       [0006]    In the content disclosed in PTL 1, in a case where the local vehicle is estimated to be stopped in the oncoming vehicle lane by the request deceleration of the local vehicle for the collision avoidance with respect to the obstacle after the local vehicle crosses the oncoming vehicle lane, the request deceleration of the local vehicle for the collision avoidance is corrected. However, in such a conventional collision avoidance device (system), in a case where there is an obstacle after crossing the oncoming vehicle at a position too close to the oncoming vehicle lane, and more specifically, in a case where there is a moving body after crossing the oncoming vehicle lane at a position in a distance shorter than the entire length of the local vehicle from the end of the road on the oncoming vehicle lane, even when the deceleration for the collision avoidance of the local vehicle with respect to the obstacle after the crossing the oncoming vehicle lane is changed, the local vehicle performs the collision avoidance after crossing the oncoming vehicle lane and thus stops ahead of the obstacle. In this case, the local vehicle inevitably stops in an area of the oncoming vehicle lane. In this way, the local vehicle necessarily stops to avoid the collision with the moving body after crossing the oncoming vehicle lane depending on a positional relation to the obstacle after crossing the oncoming vehicle lane. Therefore, there may be a difficulty for the local vehicle to stop or to stop in the area of the oncoming vehicle lane. 
         [0007]    Regarding such a problem, the invention is made to provide a system for avoiding the collision, when the local vehicle crosses the oncoming vehicle lane, to avoid collision with a plurality of moving bodies, in which the collision with a moving body which is present after crossing the oncoming vehicle lane is avoided while avoiding the collision or not hindering the moving body from traveling on the oncoming vehicle lane which may occur when the local vehicle stops in the oncoming vehicle lane. 
       Solution to Problem 
       [0008]    A system for avoiding collision with a plurality of moving bodies according to the invention detects, with respect to at least two or more moving bodies in an advancing direction on a path of a local vehicle, an external environment before the local vehicle intersects with a path of a first moving body firstly intersecting with the path of the local vehicle. In a case where at least two moving bodies, that is, the first moving body and a second moving body having a path in which a position intersecting with the travel path of the local vehicle is farther than a position where the path of the first moving body intersects with a path of the second moving body are detected, a first intersection time at which the first moving body arrives at a first intersection position where a planned path of the local vehicle intersects with a predicted path of the first moving body, and a second intersection time at which the second moving body arrives at a second intersection position where the planned path of the local vehicle intersects with the predicted path of the second moving body are calculated. Braking control with respect to the first moving body and the second moving body is changed according to a difference between the second intersection time and the first intersection time. 
         [0009]    More specifically, when the second intersection time is equal to or more than a predetermined margin time by the first intersection time, the local vehicle is increased in deceleration ahead of a first intersection position, or stopped ahead of the first intersection position. Furthermore, a system for avoiding collision with a plurality of moving bodies according to the invention detects, when an intention of a right turn with respect to an intersection in front of the local vehicle is detected, a moving body traveling on an oncoming vehicle lane and a moving body crossing a road after making a right turn. A first intersection time when the moving body in the oncoming vehicle lane having a possibility to intersect with a right path of the local vehicle arrives at an intersection position where the moving body intersects with the right turn path of the subject body, and a second intersection time when the moving body crossing after making a right turn having a possibility to intersect with the right turn path of the local vehicle arrives at an intersection position where the moving body intersects with the right turn path of the local vehicle are output. Braking control with respect to the moving body in the oncoming vehicle lane and the moving body crossing after making a right turn is changed according to a difference between the first intersection time and the second intersection time. 
       Advantageous Effects of Invention 
       [0010]    A system for avoiding collision with a plurality of moving bodies according to the invention detects, with respect to at least two or more moving bodies in an advancing direction on a path of a local vehicle, an external environment before the local vehicle intersects with a path of a first moving body firstly intersecting with the path of the local vehicle. In a case where at least two moving bodies, that is, the first moving body and a second moving body having a path in which a position intersecting with the travel path of the local vehicle is farther than a position where the path of the first moving body intersects with a path of the second moving body are detected, a first intersection time at which the first moving body arrives at a first intersection position where a planned path of the local vehicle intersects with a predicted path of the first moving body, and a second intersection time at which the second moving body arrives at a second intersection position where the planned path of the local vehicle intersects with the predicted path of the second moving body are calculated. Braking control with respect to the first moving body and the second moving body is changed according to a difference between the second intersection time and the first intersection time. More specifically, when the second intersection time is equal to or more than a predetermined margin time by the first intersection time, the local vehicle is increased in deceleration ahead of a first intersection position, or stopped ahead of the first intersection position. Therefore, a change in behavior of the local vehicle is not predicted by performing the collision avoidance on one moving body, but on both the first moving body and the second moving body, so that the both collisions can be effectively avoided. 
         [0011]    Specifically, a system for avoiding collision with a plurality of moving bodies according to the invention detects, when an intention of a right turn with respect to an intersection in front of the local vehicle is detected, a moving body traveling on an oncoming vehicle lane and a moving body crossing a road after making a right turn. A first intersection time when the moving body in the oncoming vehicle lane having a possibility to intersect with a right path of the local vehicle arrives at an intersection position where the moving body intersects with the right turn path of the subject body, and a second intersection time when the moving body crossing after making a right turn having a possibility to intersect with the right turn path of the local vehicle arrives at an intersection position where the moving body intersects with the right turn path of the local vehicle are output. Braking control with respect to the moving body in the oncoming vehicle lane and the moving body crossing after making a right turn is changed according to a difference between the first intersection time and the second intersection time. Therefore, in a case where the local vehicle crosses the oncoming vehicle lane to make a right turn and there is a collision possibility with a crossing pedestrian after making a right turn, the local vehicle is decelerated to avoid the collision with the crossing pedestrian, so that a condition of the collision possibility with the oncoming vehicle on the oncoming vehicle lane can be determined before making a right turn and thus the both collisions can be effectively avoided. Furthermore, in a case where there is a possibility to collide with any one of the oncoming vehicle and the crossing pedestrian when making a right turn, it is determined before making a right turn and an alarm is output. Therefore, the driver can effectively perform the collision avoidance operation. 
     
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         [0012]      FIG. 1  is an explanatory diagram illustrating an entire configuration of an embodiment of a vehicle in which a system for avoiding collision with a plurality of moving bodies according to the invention is mounted. 
           [0013]      FIG. 2  is an explanatory diagram illustrating a configuration of an embodiment of a system in which the system for avoiding collision with the plurality of moving bodies according to the invention is realized. 
           [0014]      FIG. 3  is an explanatory diagram illustrating a configuration of an embodiment relating to an external environment detection means according to the invention. 
           [0015]      FIG. 4  is an explanatory diagram illustrating a configuration of another embodiment relating to the external environment detection means according to the invention. 
           [0016]      FIG. 5  is an explanatory diagram illustrating an outline of the external detection at an intersection using the external environment detection means according to the invention. 
           [0017]      FIG. 6  is an explanatory diagram relating to the detection of other moving bodies at an intersection using the external environment detection means according to the invention. 
           [0018]      FIG. 7  is an explanatory diagram relating to an embodiment of various types of information of an intersection which is acquired by a map information acquisition means according to the invention. 
           [0019]      FIG. 8  is an explanatory diagram relating to an embodiment of various types of information of an intersection which is acquired by the map information acquisition means according to the invention. 
           [0020]      FIG. 9  is a flowchart illustrating an embodiment relating to control for avoiding collision on the basis of the external detection in the system for avoiding collision with the plurality of moving bodies according to the invention. 
           [0021]      FIG. 10  is a flowchart illustrating a flowchart of an embodiment relating to a determination on collision with the plurality of moving bodies and control in the system for avoiding collision with the plurality of moving bodies according to the invention. 
           [0022]      FIG. 11  is an explanatory diagram of an embodiment of a travel scene to which the system for avoiding collision with the plurality of moving bodies according to the invention is applied, illustrating respective parameters and a positional relation between a local vehicle, an oncoming vehicle, and a pedestrian who crosses a road after the local vehicle makes a right turn at the intersection. 
           [0023]      FIG. 12  is an explanatory diagram of an embodiment of the travel scene to which the system for avoiding collision with the plurality of moving bodies according to the invention is applied, relating to control and a determination on that the local vehicle makes a right turn to cross an oncoming vehicle lane in a relation between the local vehicle, the oncoming vehicle, and the pedestrian who crosses the road from an oncoming direction of the local vehicle at the intersection. 
           [0024]      FIG. 13  is an explanatory diagram of an embodiment of the travel scene to which the system for avoiding collision with the plurality of moving bodies according to the invention is applied, relating to control and a determination on that the local vehicle does not cross the oncoming vehicle lane but stops before making a right turn in a relation between the local vehicle, the oncoming vehicle, the pedestrian who crosses the road from the oncoming direction of the local vehicle at the intersection. 
           [0025]      FIG. 14  is an explanatory diagram of another embodiment of the travel scene to which the system for avoiding collision with the plurality of moving bodies according to the invention is applied, relating to control and a determination on that the local vehicle makes a right turn to cross the oncoming vehicle lane in a relation between the local vehicle, the oncoming vehicle, and the pedestrian who crosses the road from the oncoming direction of the local vehicle at the intersection. 
           [0026]      FIG. 15  is an explanatory diagram of another embodiment of the travel scene to which the system for avoiding collision with the plurality of moving bodies according to the invention is applied, relating to control and a determination on that the local vehicle does not cross the oncoming vehicle lane but stops before making a right turn in a relation between the local vehicle, the oncoming vehicle, and the pedestrian who crosses the road from the same direction as that of the subject direction at the intersection. 
           [0027]      FIG. 16  is an explanatory diagram of another embodiment of the travel scene to which the system for avoiding collision with the plurality of moving bodies according to the invention is applied, relating to control and a determination on that the local vehicle makes a right turn to cross the oncoming vehicle lane in a relation between the local vehicle, the oncoming vehicle, and the pedestrian who cross the road from the same direction as that of the local vehicle at the intersection. 
           [0028]      FIG. 17  is an explanatory diagram of another embodiment of the travel scene to which the system for avoiding collision with the plurality of moving bodies according to the invention is applied, relating to control and a determination on whether the local vehicle can make a left turn before making a left turn in a relation between the local vehicle, a light vehicle (bicycle) running in the oncoming direction with respect to the local vehicle, the pedestrian who crosses the road after the local vehicle makes a left turn at the intersection. 
           [0029]      FIG. 18  is an explanatory diagram of another embodiment of the travel scene to which the system for avoiding collision with the plurality of moving bodies according to the invention is applied, relating to control and a determination on whether the local vehicle can make a right turn before making a right turn in a relation between the local vehicle, the oncoming vehicles in a plurality of oncoming vehicle lanes, and the pedestrian who crosses the road after the local vehicle makes a right turn at the intersection. 
           [0030]      FIG. 19  is a diagram illustrating determination conditions for realizing collision avoidance between three moving bodies when the local vehicle makes a right turn in a scene to which the system for avoiding collision with the plurality of moving bodies according to the invention is applied. 
           [0031]      FIG. 20  is an explanatory diagram relating to a release means which releases a control command of the collision avoidance in the system for avoiding collision with the plurality of moving bodies according to the invention. 
       
    
    
     DESCRIPTION OF EMBODIMENTS 
       [0032]      FIG. 1  illustrates an outline of the entire system of a vehicle of an embodiment in which a system for avoiding collision with a plurality of moving bodies according to the invention is mounted. 
         [0033]    In  FIG. 1 , a vehicle  100  with the system for avoiding collision mounted therein is illustrated in which the front side is directed on the upper side and the rear side is directed on the lower side. The vehicle  100  is provided with a drive source  10 , a transmission  20  which transmits a drive force of the drive source  10 , and a drive source control device  30  which controls the drive source  10 , all of which are configured to drive the vehicle  100 . Further, while the drive source  10  and the transmission  20  are mounted on the front side to drive tires on the front side in the example of  FIG. 1 , the same configuration can be applied even in the case of driving the tires on the rear side or in the case of driving all the four wheels. 
         [0034]    Besides the drive source control device  30  for controlling the drive source  10  and the transmission  20 , the vehicle  100  is mounted with a vehicle control device  60  which performs control on the entire vehicle, a communication device  50  which performs a communication with the outside, and a plurality of control devices such as a braking control device  40  which controls brake devices ( 90 - 1 ,  90 - 2 ,  90 - 3 , and  90 - 4 ) provided in four-wheel tires of the vehicle  100 . These components are connected to a control network  70 , and communicate with information to each other. In the embodiment of  FIG. 1 , the vehicle control device  60  is mounted in the vehicle  100 , and receives external environment information acquired by external environment recognition devices ( 80 - 1 ,  80 - 2 ,  80 - 3 , and  80 - 4 ) which acquire the external environment information around the vehicle  100  and information of a vehicle status quantity (speed, yaw rate, yaw angle, longitudinal acceleration, lateral acceleration, and steering angle) indicating a status of the vehicle  100 . The vehicle control device controls the vehicle  100  according to the external environment information. The vehicle status quantity indicating the status of the vehicle  100  is detected by a yaw rate sensor, an acceleration sensor, a speed sensor, and a steering sensor, which are not illustrated in  FIG. 1 . 
         [0035]    In addition, there is provided a right/left turn determination means  110  which determines whether the vehicle  100  makes a right/left turn. A result on the right/left turn of the vehicle  100  determined by the right/left turn determination means  110  is transmitted to the vehicle control device  60 . The right/left turn determination means  110  may determine a right/left turn of the vehicle on the basis of a result of a driver&#39;s operation on a direction indicator of the vehicle  100 , or may automatically determine a right/left turn in advance when the vehicle  100  approaches a position for the right/left turn in a travel route on the basis of the travel route where the vehicle  100  travels, a determination result on a position of the vehicle  100 , and map information of the travel route. 
         [0036]    The communication device  50  is a device for transferring the communication from the outside and acquires, for example, road information (an intersection, a road width, the number of lanes, and a curve radius) in the vicinity of the travel route during traveling. Alternatively, the communication device may acquire position information of another vehicle and position information of a pedestrian in the vicinity of the travel route during traveling. 
         [0037]    The external environment recognition device  80  ( 80 - 1 ,  80 - 2 ,  80 - 3 , and  80 - 4 ) is a device for acquiring information on the external environment around the vehicle  100  (as a specific example, image information and image recognition using a camera). For the image information using the camera, there are used a monocular camera (a single camera) for recognizing the external environment and a stereo camera (two cameras) for recognizing the external environment. In the image information and the image recognition using the camera, the plurality of moving bodies (a vehicle, a pedestrian, and a light vehicle (bicycle)) around the vehicle  100  can be simultaneously recognized as the external information of the vehicle  100 , and characteristics of the moving bodies can be classified. In addition, it is possible to detect a relative distance to the moving body or an obstacle around the vehicle  100  by using the stereo camera. 
         [0038]    An alarm device  120  and a display device  130  inform a situation to a driver by presenting information such as a sound or a video in a case where there is a risk to a moving body or an obstacle around the vehicle on the basis of the external environment information obtained by the external environment recognition device  80  and the communication device  50 , and the vehicle status quantity (speed, yaw rate, yaw angle, longitudinal acceleration, lateral acceleration, and steering angle) indicating a status of the vehicle  100 . Alternatively, in a case where there is a risk of collision, the fact of that risk is informed to the driver when the vehicle control device  60  automatically performs control of steering and braking of the vehicle  100  before the driver performs an operation. 
         [0039]      FIG. 2  illustrates an embodiment for describing a part of the configuration of the vehicle control device  60 . In the embodiment of  FIG. 2 , the vehicle control device  60  is configured by at least a local vehicle position information processing means  61 , a road information processing means  62 , an external environment information processing means  63 , a local vehicle information processing means  64 , a right/left turn determination processing means  65 , a collision avoidance control means  66 , a braking control calculation means  67 , a display means  68 , and an alarm means  69 . 
         [0040]    The local vehicle position information processing means  61  performs a process of specifying a position of a local vehicle  100  using a GPS. The position of the local vehicle  100  may be specified from the external environment information acquired by the external environment recognition device  80  in place of the GPS. For example, image data of the surroundings of the local vehicle  100  is acquired by the camera, and collated with an external environment image and position information stored so as to specify the position of the local vehicle  100 . Alternatively, there is a method of recognizing a specific land mark in the image to specify the position of the local vehicle  100  from relative position information of the local vehicle with respect to the land mark and absolute position information of the land mark. 
         [0041]    A road information processing means  62  acquires information on a planned travel of the local vehicle  100  from the road information around the local vehicle  100  or the map information. For example, as an embodiment of the invention, in a case where the local vehicle  100  performs a right/left turn operation at a certain intersection, there is acquired the information on the intersection where the local vehicle  100  makes a right/left turn. Examples of intersection/road information include the number of lanes of the road at the intersection, the road width, a crossing angle of the road, the number of lanes, a median width, a crosswalk width, a setback distance of the crosswalk from the intersection, and the presence/absence of a traffic signal. Such road information may be stored as one of the map information, or may be acquired as map/road information data through the communication device  50 . In particular, in a case where the map/road information data is acquired from a data center through the communication device  50 , the up-to-date map/road information can be effectively acquired. In addition, the road information may be acquired from, for example, the image information acquired by the external environment recognition device  80 . In addition, the acquired map/road information data is utilized for specifying the position of the local vehicle  100  in the local vehicle position information processing means  61 . 
         [0042]    The external environment information processing means  63  obtains the road information around the local vehicle  100 , traffic signal/sign information, position information of an obstacle, and position/speed information of a moving body from the external environment information of the surrounding environment acquired by the external environment recognition device  80  mounted in the local vehicle  100 . In the external environment recognition device  80 , there is employed a method of using the image data of the camera, or a method of using a laser radar or a millimeter wave radar. In a case where the image data of the camera is used, the information can be acquired by identifying the types of obstacles and moving bodies at the same time. In particular, in the case of the stereo camera using two cameras, a relative distance and a relative speed between the moving body and the obstacle can be detected and thus is advantageous. 
         [0043]    The local vehicle information processing means  64  acquires a quantity of the operation status of the local vehicle  100 . As specific examples, there are a speed, a longitudinal acceleration, a lateral acceleration, a yaw rate, a yaw angle, and a steering angle of the local vehicle  100 . 
         [0044]    The right/left turn determination processing  65  determines an intention of a right/left turn of the local vehicle  100 . Specifically, it is determined whether the driver will change the local vehicle  100  to a right turn, a left turn, or another lane in front thereof on the basis of a driver&#39;s operation on a blinker (the direction indicator). In addition, in a case where a planned travel route is set by a navigation apparatus, it is also possible to determine whether the local vehicle  100  is in a situation of a right/left turn on the basis of the travel route and the position of the local vehicle  100  on the map. 
         [0045]    The collision avoidance control means  66  determines whether there is a possibility to cause a collision with a moving body or an obstacle around the local vehicle  100  in the travel state of the local vehicle  100  using the result processed in the local vehicle position information processing means  61 , the road information processing means  62 , the external environment information processing means  63 , the local vehicle information processing means  64 , and the right/left turn determination processing means  65 . In a case where there is a possibility of collision, the collision avoidance control means calculates a control command for avoiding the collision. In addition, an alarm is output to the driver before control such as the collision avoidance is performed. The control command calculated by the collision avoidance control means  66  is sent to the operation amount calculation means  67 . In the operation amount calculation means  67 , an operation amount of the brake device  40  for the collision avoidance of the local vehicle  100 , or an operation amount of a steering device is calculated on the basis of the control command, and output. In addition, an alarm signal is output to a warning means and the display means  68  in order to call a driver&#39;s attention. Alternatively, a control content calculated for the collision avoidance is informed in advance as an alarm. Since a content of an avoidance operation and a warning are displayed for the driver, the driver is able to be effectively prompted for an appropriate preparation before the collision avoidance control means  66  performs a command for the collision avoidance. 
         [0046]      FIG. 3  is an embodiment relating to a processing block of the collision avoidance control means  66  illustrated in  FIG. 2 . 
         [0047]    When making a right/left turn at the intersection, the collision avoidance control means  66  determines a possibility of collision from the positions and the speeds of at least two or more moving bodies and obstacles around the local vehicle  100 . In a case where there is a possibility of collision, control for the avoidance is performed. The collision avoidance control means  66  of  FIG. 3  in the embodiment is configured by at least moving body detection data  601 , road information acquisition data  602 , local vehicle status detection data  603 , a first intersection time estimation means  604 , a second intersection time estimation means  605 , a first arrival time estimation means  606 , a second arrival time estimation means  607 , a predicted time comparison means  608 , a collision determination means  609 , and a control select means  610 . 
         [0048]    The moving body detection data  601  is data obtained by calculating the positions and the speeds of the plurality of moving bodies and obstacles around the local vehicle  100  from the external environment information processing means  63  and the local vehicle position information means  61  on the basis of the external environment information obtained by the external environment recognition device  80 . As the moving body, there are a vehicle such as an automobile, a truck, a two-wheeled vehicle, and a light vehicle (bicycle), and a pedestrian. In particular, the moving bodies and the obstacles which intersect with the travel path of the local vehicle  100  and have a possibility of collision are prioritized as high as the position intersecting with the travel path of the local vehicle  100  closes to the current position of the local vehicle  100 . 
         [0049]    The road information acquisition data  602  is data of the road/intersection information calculated by the road information processing means  62  from the information on the road at the intersection around the local vehicle  100  obtained by the communication device  50  and the external environment recognition device  80 . Specifically, as the road information acquisition data, there are the number of lanes of the road, the road width, the lane width, the crossing angle of the intersection, the crosswalk width, and an offset (setback) amount of the crosswalk. 
         [0050]    The local vehicle status detection data  603  is data indicating a status of the local vehicle  100  calculated by the local vehicle information processing means  64  from the data acquired from various types of sensors mounted in the local vehicle  100 . Specifically, as the local vehicle status detection data, there are the speed, the yaw rate, the yaw angle, the longitudinal/lateral acceleration, and the steering angle of the local vehicle  100 . 
         [0051]    The first intersection time estimation means  604  acquires speed and position data of a moving body (hereinafter, referred to as a first moving body) around the local vehicle  100 , of which the position intersecting with the travel path of the local vehicle  100  is closest to the current position of the local vehicle  100  on the basis of the moving body detection data  601 , among the plurality of moving bodies having a possibility of collision with the travel path of the local vehicle  100 . Further, the travel path of the local vehicle  100  may be generated from road/intersection data obtained by the road information acquisition data  602 . For example, considering a case of making a right turn at the intersection, the local vehicle acquires the road/intersection data before entering the intersection. Assuming the oncoming vehicle as the moving body, the local vehicle  100  comes to travel on the path intersecting with the oncoming vehicle. The intersecting position at that time is on the oncoming vehicle lane in the intersection where the oncoming vehicle travels. More specifically, the path on which the local vehicle  100  makes a right turn at the intersection can be predicted and estimated from intersection data (such as a traveling speed of the local vehicle  100  at the intersection, the crossing angle of the intersection, and the number of lanes of the intersection) and a travel path on which the local vehicle  100  can travel while smoothly changing the steering angle at a lateral acceleration equal to or less than a predetermined value. Using the speed and the position data of the first moving body and data indicating a position (hereinafter, referred to as a first intersection position) at which the first moving body intersects with the travel path of the local vehicle  100 , the first intersection time estimation means  604  estimates a time (hereinafter, referred to as a first intersection time) when the first moving body arrives at the first intersection position. As a method of estimating the first intersection time, there is a method of estimating the first intersection time from the current speed of the first moving body and a distance between the position of the first moving body and the first intersection position as follows. 
         [0000]        TCP 1= L 1/ V 1  [Expression 1]
 
         [0052]    Herein, TCP 1 : the first intersection time [s] when the first moving body arrives at the first intersection position, 
         [0053]    L 1 : a distance [m] between the current position of the first moving body and the first intersection position, and 
         [0054]    V 1 : the current speed [m/s] of the first moving body. 
         [0055]    The second intersection time estimation means  605  acquires the speed and the position data of a moving body (hereinafter, referred to as a second moving body) around the local vehicle  100 , of which the position intersecting with the travel path of the local vehicle  100  is near in the second place to the current position of the local vehicle  100  among a plurality of moving bodies having a possibility to intersect with the travel path of the local vehicle  100  on the basis of the moving body detection data  601 . For example, assuming that the first moving body is the oncoming vehicle and the second moving body is the pedestrian who crosses the road after the local vehicle  100  makes a right turn, in a case where the local vehicle makes a right turn at the intersection, the local vehicle  100  comes to travel on the path intersecting with both the oncoming vehicle and the pedestrian. The position at this time intersecting with the second moving body comes to be on the road where the pedestrian moves after the local vehicle makes a right turn. Herein, in a case where there is a crosswalk, the intersection position comes to be on the crosswalk. In this way, using the speed and the position data of the second moving body and the data indicating a position (hereinafter, referred to as a second intersection position) where the second moving body intersects with the travel path of the local vehicle  100 , the second intersection time estimation means  605  estimates the time (hereinafter, referred to as a second intersection time) when the second moving body arrives at the second intersection position. As a method of estimating the second intersection time, there is a method of obtaining the second intersection time from the current speed of the second moving body and a distance between the position of the second moving body and the second intersection position as follows. 
         [0000]        TCP 2= L 2/ V 2  [Expression 2]
 
         [0056]    Herein, TCP 2 : the second intersection time [s] when the second moving body arrives at the second intersection position, 
         [0057]    L 2 : a distance [m] between the current position of the second moving body and the second intersection position, and 
         [0058]    V 2 : the current speed of the second moving body [m/s]. 
         [0059]    The first arrival time estimation means  606  estimates a time (hereinafter, referred to as a first arrival time) when the local vehicle  100  arrives at the first intersection position from a status quantity of the local vehicle  100  calculated by the local vehicle status detection data  603 . As a method of estimating the first arrival time, there is a method of obtaining the first arrival time from the current speed of the local vehicle  100  and a distance between the position of the local vehicle  100  and the first intersection position as follows. 
         [0000]        TTP 1= LO 1/ V 0  [Expression 3]
 
         [0060]    Herein, TTP 1 : the first arrival time [s], 
         [0061]    LO 1 : a distance [m] between the current position of the local vehicle and the first intersection position, and 
         [0062]    V 0 : the current speed [m/s] of the local vehicle. 
         [0063]    The second arrival time estimation means  607  estimates a time (hereinafter, referred to as a second arrival time) when the local vehicle  100  arrives at the second intersection position from the status quantity of the local vehicle  100  calculated by the local vehicle status detection data  603 . As a method of estimating the second arrival time, there is a method of obtaining the second arrival time from the current speed of the local vehicle  100  and a distance between the position of the local vehicle  100  and the second intersection position. 
         [0000]        TTP 2= LO 2/ V 0  [Expression 4]
 
         [0064]    Herein, TTP 2 : the second arrival time [s], 
         [0065]    LO 2 : a distance [m] between the current position of the local vehicle and the second intersection position, and 
         [0066]    V 0 : the current speed [m/s] of the local vehicle. 
         [0067]    The predicted time comparison means  608  compares the first intersection time obtained by the first intersection time estimation means  604  with the second intersection time obtained by the second intersection time estimation means  605 , determines a control method for the first moving body and the second moving body, and outputs a determination result to the control select means  610 . 
         [0068]    The collision determination means  609  performs a collision possibility determination on the first moving body and the local vehicle  100  from the first intersection time calculated by the first intersection time estimation means  604  and the first arrival time calculated by the first arrival time estimation means  606 , and a collision possibility determination on the second moving body and the local vehicle  100  from the second intersection time calculated by the second intersection time estimation means  605  and the second arrival time calculated by the second arrival time estimation means  607 , and then outputs the determination results to the control select means  610 . 
         [0069]    The control select means  610  selects an avoidance control method of the local vehicle  100  on the basis of the comparison result of the predicted time comparison means  608 , the collision possibility determination result on the first moving body and the local vehicle  100  determined by the collision determination means  609 , and the collision possibility determination result on the second moving body and the local vehicle  100  determined by the collision determination means  609 . Herein, the control select means  610  includes a plurality of kinds of control, for example, controls of a first control means  611  which does not perform the collision avoidance control, a second control means  612  which performs the avoidance control on the oncoming vehicle, a third control means  613  which performs the avoidance control on the crossing pedestrian, a fourth control means which does not perform a right turn operation, and a release means  615  which releases the avoidance control selected from the first control means  611  to the fourth control means  614  in a case where there is a driver&#39;s operation on the local vehicle  100  on the basis of the local vehicle status detection data  603 . Selected control is performed. The control method selected by the control select means  610  is output from the collision avoidance control means  66 . Based on the control method, the operation amount calculation means  67  calculates an operation command of the avoidance control and performs the avoidance control. 
         [0070]    While the control select means  610  has been described to select the plurality of kinds of controls in the above, an alarm may be output to the driver on the basis of a collision possibility with another moving body. For example, as a specific embodiment, the control select means includes a plurality of kinds of control of the first control means  611  which determines that there is no collision possibility and does not issue an alarm to the driver, the second control means  612  which determines that there is a collision possibility with the oncoming vehicle and issues an alarm on the collision possibility with the oncoming vehicle, the third control means  613  which determines that there is a collision possibility with the crossing pedestrian and issues an alarm on the collision possibility with the crossing pedestrian, the fourth control means which stops the local vehicle  100  because of the crossing pedestrian when making a right turn, determines that there is a collision possibility with the oncoming vehicle, and issues an alarm on the right turn operation, and the release means  615  which releases an alarm selected from the first control means  611  to the fourth control means  614  in a case where there is a driver&#39;s operation on the local vehicle  100  on the basis of the local vehicle status detection data  603 . Selected control is performed. A content of the alarm selected by the control select means  610  is output from the collision avoidance control means  66 . Based on the content, the alarm means  69  outputs an alarm to the driver. 
         [0071]    While the control select means  610  has been described to select the plurality of kinds of control or the plurality of alarms in the above, an alarm may be selected at the same time with the selection of control, and the alarming to the driver may be performed at the same time with the collision avoidance control. Alternatively, the collision avoidance control may be performed after the alarming to the driver is performed. 
         [0072]      FIG. 4  illustrates an external environment recognition area of the external environment recognition device  80  mounted in the local vehicle  100 . In particular,  FIG. 4  is an embodiment of a case where a camera is used as the external environment recognition device  80 . Similarly to the embodiment of  FIG. 1 , the local vehicle  100  of  FIG. 4  may use cameras, as the external environment recognition device  80 , in the external environment recognition device  80 - 1  which performs an external environment recognition on the front side of the local vehicle  100 , the external environment recognition device  80 - 2  which performs an external environment recognition on the right side of the local vehicle  100 , the external environment recognition device  80 - 3  which performs an external environment recognition on the left side of the local vehicle  100 , and the external environment recognition device  80 - 4  which performs an external environment recognition on the rear side of the local vehicle  100 . The front side of the local vehicle  100  indicates a side in a direction where the local vehicle  100  advances. A preceding vehicle in front of the local vehicle  100 , the oncoming vehicle, and the crossing pedestrian after making a right/left turn are detected. Therefore, the moving body and the obstacle in an area A illustrated in  FIG. 4  are detected in order to recognize the preceding vehicle and the oncoming vehicle at a relatively remote place. Furthermore, the moving body and the obstacle in an area B illustrated in  FIG. 4  are detected in order to recognize the crossing pedestrian after making a right/left turn. In this way, the front side of the vehicle is necessarily detected over an area at a wide detection angle from remote to close. Furthermore, the position and the speed of the moving body are necessarily detected with accuracy. In the example of  FIG. 4 , as an embodiment to realize this detection, there is mounted the external environment recognition device  80 - 1  in which a short-distance wide angle camera for detecting a relatively close and wide angle distance (the area B) and a long-distance camera for detecting a relatively remote distance are combined. In particular, the stereo camera and a long-distance/short-distance wide angle stereo camera are used in order to detect the distance and the speed with accuracy. 
         [0073]    An area C of  FIG. 4  is a relatively close area surrounding the entire local vehicle  100  not in the advancing direction of the local vehicle  100 . Regarding the area C, there are used the external environment recognition device  80 - 1  which performs an external environment recognition on the front side of the local vehicle  100 , the external environment recognition device  80 - 2  which performs an external environment recognition on the right side of the local vehicle  100 , the external environment recognition device  80 - 3  which performs an external environment recognition on the left side of the local vehicle  100 , and the external environment recognition device  80 - 4  which performs an external environment recognition on the rear side of the local vehicle  100 , so that the detection of the entire surroundings is covered. 
         [0074]      FIG. 5  illustrates another embodiment of the external environment recognition areas using the external environment recognition device  80  mounted in the local vehicle  100 . In  FIG. 5 , the areas A, B, and C described in the embodiment of  FIG. 4  are recognized using the cameras as the external environment recognition device  80 . Furthermore, radar sensors different from the camera of the local vehicle  100  are mounted in the periphery of the vehicle to detect the entire surroundings of the local vehicle  100  using the radars. While the radar is difficult to identify the moving body and the obstacle, the radar can detect the distance and the speed of the moving body and the obstacle with a relatively high accuracy compared to the camera. In the embodiment of  FIG. 5 , four radars are mounted in the front, rear, right and left portions of the local vehicle  100  to detect the distance and the speed of the moving body and the obstacle in areas D_FL, D_FR, D_RL, and D_RR. With such a configuration, the sensors are fused to identify the moving body and the obstacle around the vehicle  100  using the cameras, and to detect the distance and the speed using the radars, so that the moving body and the obstacle can be detected with high accuracy. Furthermore, even in a scene where the camera is not usable, the speed and the position of the moving body can be detected using the radar. 
         [0075]    The description will be made using  FIG. 6  on that the local vehicle  100  recognizes the moving body and the obstacle in a case where the camera is used as the in-vehicle sensor  80  according to the embodiment illustrated in  FIGS. 4 and 5 . 
         [0076]      FIG. 6  is an embodiment in a case where the camera is used as the external environment recognition device  80  as described in  FIGS. 4 and 5 , and illustrates a situation in which the local vehicle  100  travels on a road RV and enters the intersection. The local vehicle  100  of  FIG. 6  uses the cameras in the external environment recognition device  80 - 1  which performs an external environment recognition on the front side of the local vehicle  100 , the external environment recognition device  80 - 2  which performs an external environment recognition on the right side of the local vehicle  100 , the external environment recognition device  80 - 3  which performs an external environment recognition on the left side of the local vehicle  100 , and the external environment recognition device  80 - 4  which performs an external environment recognition on the rear side of the local vehicle  100 . In an area A illustrated in  FIG. 6 , the moving body and the obstacle in a relatively wide place from remote to close in front of the local vehicle  100  are detected. In the example of  FIG. 6 , the preceding vehicle and the oncoming vehicle are detected. In addition, in an area B, the moving body and the obstacle in a wide angle place at a relatively close distance from the local vehicle  100  are detected. In the example of  FIG. 6 , the pedestrian and the light vehicle (bicycle) crossing a road RH intersecting with the road RV where the local vehicle  100  travels are detected. As long as the external environment information on the front side in a wide angle range can be acquired as illustrated in  FIG. 6 , it is possible to detect the moving body and the obstacle on the travel path of the local vehicle  100  or to detect an approaching one when the local vehicle  100  makes a right/left turn. Furthermore, in an area C, the moving body and the obstacle around the local vehicle  100  are detected. In the example of  FIG. 6 , the light vehicle (bicycle) and the two-wheeled vehicle on the left side of the local vehicle  100  are detected. Through the detection of the moving body and the obstacle in the vicinity of the local vehicle  100 , the moving body and the obstacle having a possibility to be engaged in the local vehicle  100  when the local vehicle  100  makes a left turn can be detected. 
         [0077]    The description will be made using  FIG. 7  about the map/road information relating to an intersection road assumed in the embodiment of the invention. As described in  FIGS. 2 and 3 , the intersection/road information is used as the map/road information data in one of the embodiments of the invention.  FIG. 8  illustrates the intersection/road information.  FIG. 7  illustrates the road in the vicinity of the intersection where two roads (RV, RH) intersect. As the intersection/road information, there are parameters for realizing the shape of the road/intersection necessary for specifying the travel path where the local vehicle  100  travels when the local vehicle  100  makes a right/left turn at the intersection, the position and the area where the vehicle traveling on the oncoming vehicle lane intersects with the travel path of the local vehicle  100 , and the position and the area where the crossing pedestrian intersects with the travel path of the local vehicle  100  after the local vehicle  100  makes a right/left turn. Examples of specific parameters of the embodiment illustrated in  FIG. 7  include a central coordinate position of the intersection where the local vehicle  100  intersects with two roads, the crossing angle which is an intersection angle between two roads (RV, RH), a road width  1 , the number  1 -A of lanes on one side, the number  1 -B of lanes on one side, a lane width  1 , a median width  1 , a crosswalk width  1 , a crosswalk setback  1 -A, and a crosswalk setback  1 -B regarding one of the cross roads, and a road width  2 , the number  2 -A of lanes on one side, the number  2 -B of lanes on one side, a lane width  2 , a median width  2 , a crosswalk width  2 , a crosswalk setback  2 -A, and a crosswalk setback  2 -B regarding the other one of the cross roads. When the speed of the local vehicle  100  is determined using these numerical parameters as the intersection/road information, the travel path where the local vehicle  100  travels can be set. Furthermore, when the local vehicle  100  makes a right turn, a position where the vehicle traveling on the oncoming vehicle lane intersects with the local vehicle  100 , and a position where the crossing pedestrian walking on the crosswalk intersects with the local vehicle  100  can be set. A specific example of the intersection/road information described above is illustrated in  FIG. 8 . 
         [0078]      FIG. 9  is a diagram of an embodiment illustrating a flow of the entire process relating to the collision avoidance with respect to a plurality of moving bodies according to the invention. 
         [0079]    First, it is determined whether the external environment recognition devices  80  illustrated in  FIG. 1  are abnormal (S 20 ). Herein, in a case where there is an abnormality in any one of the external environment recognition devices  80 , it is determined that the external environment recognition device  80  is abnormal, and a collision avoidance process of the invention is not performed. In this case, the alarm device  120  and the display device  130  inform the abnormality to the driver. In a case where there is no abnormality in S 20 , the process proceeds to the next S 30 . In S 30 , it is determined whether the communication device  50  can acquire the road/map information around the local vehicle  100 . In a case where it is not possible to acquire the information due to a communication error, the collision avoidance process of the invention is not performed. In a case where it is determined that there is no abnormality in S 30 , the process proceeds to the next step S 40 . In S 40 , it is determined whether there is an intersection in front of the local vehicle  100 , or whether the local vehicle is in an area where a right/left turn is possible. As a case where it is determined that there is an intersection or the local vehicle is in an area where a right/left turn is possible, there is a case where the external environment recognition device  80  determines that there is an intersection or an area where a right/left turn is possible, and a case where the communication device  50  acquires information of the intersection or the area where a right/left turn is possible. As the information acquired by the communication device  50 , information indicating the presence/absence of the intersection is directly acquired, or information indicating the intersection in front of the local vehicle or the area where a right/left turn is possible may be acquired through matching the position of the local vehicle  100  with the road map information which is acquired. In a case where it is determined that there is the intersection or the area where a right/left turn is possible in front of the local vehicle  100  in S 40 , road intersection information is acquired in S 50 . As the road intersection information, there are the parameters described in  FIGS. 7 and 8 . Next, the moving body around the local vehicle is detected by the external environment recognition device  80  (S 60 ). Next, it is determined whether the local vehicle  100  makes a right/left turn on the basis of the intersection in front of the local vehicle  100  and the area where a right/left turn is possible, which are acquired in advance (S 70 ). As the determination on a right/left turn, it is determined whether the driver will make a right turn or a left turn, or change the lane in front of the local vehicle  100  on the basis of a driver&#39;s operation on the blinker (the direction indicator) of the local vehicle  100  as described in the embodiment of  FIG. 3 . Further, in a case where the travel route is set in advance by a navigation apparatus, it is determined that the local vehicle  100  is in a situation of making a right/left turn from the travel route and the position of the local vehicle  100  on the map. Herein, when it is determined that the local vehicle  100  does not make a right/left turn, the control process of the invention is not performed. On the other hand, when a right/left turn is determined, a possibility of collision with a plurality of moving bodies is determined from the acquired information of the moving bodies and the road/intersection information, and therefore control to be performed is determined (S 80 ). Then, specific control (braking control and steering control) of the collision avoidance is performed on the basis of a control determination of S 80  (S 90 ). Further, in S 90 , besides the specific control for the collision avoidance, the collision possibility with the plurality of moving bodies may be alarmed to the driver on the basis of the control determination of S 80 , and the collision avoidance control and the alarming to the driver may be performed at the same time or the collision avoidance control may be performed after the alarming is performed. 
         [0080]      FIG. 10  is a diagram of an embodiment illustrating a flow of a control determination process related to the collision avoidance with respect to the plurality of moving bodies in S 80  of  FIG. 9 . Hereinafter, the description in  FIG. 10  will be made about a case where there is the oncoming vehicle on an oncoming vehicle lane of the local vehicle  100  when the local vehicle  100  makes a right turn, and a pedestrian crosses the road after the local vehicle  100  makes a right turn at the intersection. 
         [0081]    In  FIG. 10 , the detection of the moving body in S 60  of  FIG. 9  is performed in S 801 . As a result, it is determined whether two moving bodies (that is, the oncoming vehicle traveling on the oncoming vehicle lane of the local vehicle  100  and the pedestrian who crosses the road after the local vehicle  100  makes a right turn at the intersection) are detected. Herein, in a case where it is detected that neither the oncoming vehicle nor the crossing pedestrian is detected, a case where only the oncoming vehicle is detected, and a case where only the crossing pedestrian is detected, the two moving bodies are not detected, and thus the process of the invention is not performed. On the other hand, in a case where the two moving bodies (the oncoming vehicle and the crossing pedestrian) are detected, the process proceeds to the next step S 802 . 
         [0082]    In S 802 , the first intersection position between the local vehicle  100  and the oncoming vehicle is set. The first intersection time (TCP 1 ) of the oncoming vehicle is calculated as described in (Expression 1), and the first arrival time (TTP 1 ) of the local vehicle  100  is calculated as described in (Expression 3). In addition, the second intersection position between the local vehicle  100  and the crossing pedestrian is set. The second intersection time (TCP 2 ) of the crossing pedestrian is calculated as described in (Expression 2), and the second arrival time (TTP 2 ) of the local vehicle  100  is calculated as described in (Expression 4). 
         [0083]    Herein, the first intersection position where the travel path of the local vehicle  100  intersects with the oncoming vehicle, the second intersection position where the travel path of the local vehicle  100  intersects with the crossing pedestrian, the speed of the oncoming vehicle and the distance to the first intersection position of the oncoming vehicle, and the speed of the crossing pedestrian and the distance to the second intersection position of the crossing pedestrian will be described using  FIG. 11 . 
         [0084]    As illustrated in  FIG. 11 , at the time of making a right turn at the intersection, the local vehicle  100  travels on a travel path of the local vehicle depicted by the dotted line while rotating from a position (A) to a position (B) of  FIG. 11 . The map information around the intersection is acquired from the communication device  50 . The parameters such as the road width, the crossing angle of the intersection, and the number of lanes can be used. The travel path of the local vehicle  100  in the intersection is set in advance from the speed (V 0 ) of the local vehicle  100  and the size of the intersection. The travel path may be stored as data together with the map data. In addition, the travel path of the local vehicle  100  may be sequentially calculated from the vehicle parameters such as the speed, the steering angle, and the yaw rate of the local vehicle  100 . On the other hand, an oncoming vehicle  200  travels straight on the oncoming vehicle lane toward the local vehicle  100 . In addition, a pedestrian  300  crosses the road after the local vehicle  100  makes a right turn at the intersection, and is assumed to move straight in the current advancing direction. In this case, in  FIG. 11 , a point CP 1  becomes the first intersection position where the travel path of the local vehicle  100  intersects with the oncoming vehicle  200 , and a point CP 2  becomes the second intersection position where the travel path of the local vehicle  100  intersects with the crossing pedestrian  300 . 
         [0085]    Herein, the local vehicle  100  can estimate the current position of the local vehicle  100  on the actual road using a method such as a local vehicle position estimation using the GPS or a local vehicle position estimation through matching the external environment recognition device and the map/road information. 
         [0086]    Next, the oncoming vehicle  200  local vehicle and the crossing pedestrian  300  in front of the local vehicle are detected by the external environment recognition device  80  of the local vehicle  100 . At this time, the external environment recognition device  80  mounted in the local vehicle  100  detects a distance (Lv) between the local vehicle  100  and the oncoming vehicle  200  and a detection angle (αv), and a distance (Lp) between the local vehicle  100  and the pedestrian  300  and a detection angle (αp) on a coordinate system depicted by the broken line in  FIG. 11 . In addition, when the local vehicle  100  rotates in the intersection, the local vehicle  100  is inclined by the yaw angle (θ) of the local vehicle  100  with respect to the absolute coordinate system of the intersection with the center of the intersection as the origin point. The yaw angle of the vehicle can be calculated by an integration function of a yaw rate sensor mounted in the local vehicle  100 . Specifically, the yaw angle (θ) for passing through the intersection, which is a rotation angle in the vehicle coordinate system with respect to the intersection coordinate system, is calculated from the entrance to the intersection until the local vehicle passes through the intersection, and then be cleared to zero after the local vehicle passes through the intersection. Thus, the yaw angle can be obtained from the detection value of the yaw rate sensor. With the distance, the detection angle, the yaw angle for passing through the intersection, and the position coordinates (xv0, yv0) of the local vehicle  100  in the absolute coordinate system of the intersection, the position coordinates (xv1, yv1) of the oncoming vehicle  200  in the absolute coordinate system of the intersection, and the position coordinates (xp1, yp1) of the pedestrian  300  can be obtained as follows. 
         [0087]    The position coordinates (xv1, yv1) of the oncoming vehicle  200  are as follows. 
         [0000]        xv 1= xv 0+ Lv ·sin(θ+α v ), and
 
         [0000]        yv 1= yv 0+ Lv ·cos(θ+α v ).  [Expression 5]
 
         [0088]    (herein, xv0 and yv0 indicate the position coordinates of the local vehicle) 
         [0089]    The position coordinates (xp1, yp1) of the pedestrian  300  are as follows. 
         [0000]        xp 1= xv 0+ Lp ·sin(θ+α p ), and
 
         [0000]        yp 1= yv 0+ Lp ·cos(θ+α p ).  [Expression 6]
 
         [0090]    (herein, xv0 and yv0 indicate the position coordinates of the local vehicle) 
         [0091]    Through (Expression 5) and (Expression 6), the positions of the oncoming vehicle  200  and the pedestrian  100  in the absolute coordinate system of the intersection can be obtained, and the coordinates of the first intersection position and the second intersection position in the absolute coordinate system of the intersection can be obtained. Therefore, the distance between the oncoming vehicle  200  and the first intersection position and the distance between the pedestrian  300  and the second intersection position can be obtained. In addition, when the positions of the oncoming vehicle  200  and the pedestrian  300  are obtained, the speeds of the oncoming vehicle  200  and the pedestrian  300  can also be obtained from an amount of change thereof. 
         [0092]    The description is return to the process flow of  FIG. 10 . When the first intersection time, the first arrival time, the second intersection time, and the second arrival time are calculated in S 802 , the process proceeds to S 803  to determine a collision possibility between the local vehicle  100  and the oncoming vehicle  200 . Herein, the collision possibility between the local vehicle  100  and the oncoming vehicle  200  is determined using the first intersection time and the first arrival time. Specifically, for example, in a case where the above Expressions 7 and 8 are established, it is determined that there is no collision possibility. 
         [0000]        TTP 1&lt; TCP 1 −Tcsf   [Expression 7]
 
         [0093]    TCP 1 : a time (the first intersection time) [s] when the oncoming vehicle  200  arrives at the first intersection position, 
         [0094]    TTP 1 : a time (the first arrival time) [s] when the local vehicle  100  arrives at the first intersection position, and 
         [0095]    Tcsf: a margin time [s]. 
         [0000]        TTP 1&gt; TCP 1 +Tcsb   [Expression 8]
 
         [0096]    TCP 1 : a time (the first intersection time) [s] when the oncoming vehicle  200  arrives at the first intersection position, 
         [0097]    TTP 1 : a time (the first arrival time) [s] when the local vehicle  100  arrives at the first intersection position, and 
         [0098]    Tcsb: a margin time [s]. 
         [0099]    Herein, as a condition for satisfying Expression 7, there is a case where the local vehicle  100  arrives at the first intersection position earlier by the margin time Tcsf before the oncoming vehicle  200  arrives at the first intersection position. As a condition for satisfying Expression 8, there is a case where the local vehicle  100  arrives at the first intersection position later by the margin time Tcsb after the oncoming vehicle  200  arrives at the first intersection position. The margin time Tcsf is set to a time at which the driver of the oncoming vehicle  200  feels safe when the local vehicle  100  crosses before the oncoming vehicle  200 . Specifically, the margin time Tcsf is set to, for example, 1.5 to 2.0 seconds. In addition, the time Tcsb is set to a time at which the driver of the local vehicle  100  feels safe when the local vehicle  100  crosses after the oncoming vehicle  200  passes through the road. Specifically, the margin time Tcsb is set to, for example, 1.0 to 1.5 seconds. 
         [0100]    In S 803 , when it is determined that there is a collision possibility with the oncoming vehicle  200 , the process proceeds to S 806 . The collision avoidance control with respect to the oncoming vehicle  200  is selected. Alternatively, an alarm on a collision possibility with the oncoming vehicle  200  is issued. 
         [0101]    In S 803 , when it is determined that there is no collision possibility with the oncoming vehicle  200 , the process proceeds to S 804 . 
         [0102]    In S 804 , it is determined whether there is a collision possibility between the local vehicle  100  and the crossing pedestrian  300 . The collision possibility between the local vehicle  100  and the pedestrian  300  is determined using the second intersection time and the second arrival time. Specifically, for example, in a case where the following Expressions 9 and 10 are satisfied, it is determined that there is no collision possibility. 
         [0000]        TTP 2&lt; TCP 2 −Tpsf   [Expression 9]
 
         [0103]    TCP 2 : a time (the second intersection time) [s] when the pedestrian  300  arrives at the second intersection position, 
         [0104]    TTP 2 : a time (the second arrival time) [s] when the local vehicle  100  arrives at the second intersection position, and 
         [0105]    Tpsf: a margin time [s]. 
         [0000]        TTP 2&gt; TCP 2 +Tpsb   [Expression 10]
 
         [0106]    TCP 2 : a time (the second intersection time) [s] when the pedestrian  300  arrives at the second intersection position, 
         [0107]    TTP 2 : a time (the second arrival time) [s] when the local vehicle  100  arrives at the second intersection position, and 
         [0108]    Tpsb: a margin time [s]. 
         [0109]    Herein, as a condition for satisfying Expression 9, there is a case where the local vehicle  100  arrives at the second intersection position earlier by the margin time Tpsf before the pedestrian  300  arrives at the second intersection position. As a condition for satisfying Expression 10, there is a case where the local vehicle  100  arrives at the second intersection position later by the margin time Tpbf after the pedestrian  300  arrives at the second intersection position. The margin time Tpsf is set to a time at which the pedestrian  300  feels safe when the local vehicle  100  crosses before the pedestrian  300 . Specifically, the margin time Tpsf is set to, for example, 1.5 to 2.0 seconds. In addition, the time Tpsb is set to a time at which the pedestrian  300  and the driver of the local vehicle  100  feel safe when the local vehicle  100  crosses after the pedestrian  300  passes through the road. Specifically, the margin time Tpsb is set to, for example, 1.0 to 1.5 seconds. 
         [0110]    In S 804 , when it is determined that there is no collision possibility with the pedestrian  300 , it is determined that there is no collision possibility with both the oncoming vehicle  200  and the pedestrian  300 . Therefore, the collision avoidance control is not performed. Alternatively, since there is no collision possibility, the alarm is not issued. On the other hand, when it is determined that there is a collision possibility with the pedestrian, the process proceeds to S 805 . 
         [0111]    In S 805 , the first intersection time (TCP 1 ) when the oncoming vehicle  200  arrives at the first intersection position is compared to the second intersection time (TCP 2 ) when the pedestrian  300  arrives at the second intersection position. Through the comparison, it is determined whether a difference between the first intersection time (TCP 1 ) and the second intersection time (TCP 2 ) is smaller than a predetermined value. In a case where the difference between the first intersection time (TCP 1 ) and the second intersection time (TCP 2 ) is larger than the predetermined value, the process proceeds to S 807  to select the collision avoidance control with respect to the crossing pedestrian  300 . In a case where the difference between the first intersection time (TCP 1 ) and the second intersection time (TCP 2 ) is smaller than the predetermined value, the process proceeds to S 808  to select control such as the local vehicle  100  is stopped before making a right turn or decelerated before making a right turn, or an alarm on a collision possibility when making a right turn is issued to the driver. 
         [0112]    The determination using the difference between the first intersection time (TCP 1 ) and the second intersection time (TCP 2 ) will be described in more detail using  FIG. 12 . 
         [0113]      FIG. 12  illustrates a positional relation between the local vehicle  100  traveling on the road (RV), the oncoming vehicle  200  traveling on the oncoming vehicle lane of the local vehicle  100  on the road (RV), and the pedestrian  300  crossing the road (RH) intersecting with the road (RV). It is assumed that the local vehicle  100  travels at a speed V 0  at a position (A) before entering the intersection, the oncoming vehicle  200  travels at a speed V 1  at a position (C) on the oncoming vehicle lane, and the pedestrian  300  walks at a speed V 2  at a position (E) before the crosswalk. In addition, the first intersection position where the travel path of the local vehicle  100  intersects with the oncoming vehicle  200  is set to CP 1 . The second intersection position where the travel path of the local vehicle  100  intersects with the pedestrian  300  is set to CP 2 . When a distance between the oncoming vehicle  200  at a position (C) and the first intersection position CP 1  is set to L 1 , and a distance between the pedestrian  300  at a position (E) and the second intersection position CP 2  is set to L 2 , the first intersection time TCP 1  becomes L 1 /V 1 , and the second intersection time TCP 2  becomes L 2 /V 2 . 
         [0114]    In  FIG. 12 , (D) indicates the position of the oncoming vehicle  200  when the local vehicle  100  crosses before the oncoming vehicle  200 . Herein, when the local vehicle  100  crosses immediately before the oncoming vehicle  200 , it comes to hinder a course of the oncoming vehicle  200 , and gives fear to the driver of the oncoming vehicle  200 . Therefore, in a case where the local vehicle  100  passes through the first intersection position, it is desirable that the oncoming vehicle  200  be at a position sufficiently away from the first intersection position. The sufficient position depends on the speed of the oncoming vehicle  200 . Therefore, the margin time (Tcsf) is set such that the position is changed according to the speed of the oncoming vehicle  200 . In other words, in a case where the first arrival time (TTP 1 ) of the local vehicle  100  is smaller than a time obtained by subtracting the margin time (Tcsf) from the first intersection time (TCP 1 ), the oncoming vehicle  200  is at a position ahead of the first intersection position by the margin time (Tcsf). Therefore, the local vehicle  100  can cross the oncoming vehicle lane without hindering the course of the oncoming vehicle  200  and without giving fear to the driver. In addition, in  FIG. 12 , (H) indicates the position of the oncoming vehicle  200  when the local vehicle  100  crosses the oncoming vehicle lane after the oncoming vehicle  200  passes through the first intersection position (CP 1 ). Herein, when the local vehicle  100  crosses the oncoming vehicle lane immediately after the oncoming vehicle  200  passes through the first intersection position, it is not desirable due to fear for contact. In a case where the local vehicle  100  passes through the first intersection position, it is desirable that the oncoming vehicle  200  pass through up to a sufficient position from the first intersection position. The sufficient position depends on the speed of the oncoming vehicle  200 . Therefore, the margin time (Tcsb) is set such that the position is changed according to the speed of the oncoming vehicle  200 . In other words, in a case where the first arrival time (TTP 1 ) of the local vehicle  100  is larger than a time obtained by adding the margin time (Tcsb) to the first intersection time (TCP 1 ), the oncoming vehicle  200  passes through the first intersection position by the margin time (Tcsb). Therefore, the local vehicle  100  can cross the oncoming vehicle lane while keeping a sufficient distance to the oncoming vehicle  200 . 
         [0115]    Similarly, in  FIG. 12 , (F) indicates the position of the pedestrian  200  when the local vehicle  100  crosses the crosswalk after the pedestrian  300  passes through the second intersection position (CP 2 ). Herein, when the local vehicle  100  crosses the crosswalk immediately after the pedestrian  300  passes through the second intersection position, it is not desirable due to giving fear to the pedestrian. Therefore, in a case where the local vehicle  100  passes through the second intersection position, it is desirable that the pedestrian  200  pass through up to a sufficient position from the second intersection position. The sufficient position depends on the speed of the pedestrian  300 . Therefore, the margin time (Tpsb) is set such that the position is changed according to the speed of the pedestrian  300 . In other words, in a case where the second arrival time (TTP 2 ) of the local vehicle  100  is larger than a time obtained by adding the margin time (Tpsb) to the second intersection time (TCP 2 ), the pedestrian  300  passes through the second intersection position by the margin time (Tpsb). Therefore, the local vehicle  100  can cross the crosswalk while keeping a sufficient distance to the pedestrian  300 . 
         [0116]    From the above description, as a condition for the local vehicle  100  to pass through the intersection while avoiding the collision with the oncoming vehicle  200  and the pedestrian  300  and without giving fear to the oncoming vehicle  200  and the pedestrian  300 , the local vehicle passes through the first intersection position (CP 1 ) earlier by a time obtained by subtracting the margin time (Tcsf) from the first intersection time (TCP 1 ), and arrives at the second intersection position (CP 2 ) later by a time obtained by adding the margin time (Tpsb) to the second intersection time (TCP 2 ). 
         [0117]    Herein, the following Expression is defined. 
         [0000]        TTP 1+Δ Tv=TTP 2  [Expression 11]
 
         [0118]    Then, the above condition becomes as follows. 
         [0000]        TCP 1 −Tcsf&gt;TTP 1, and 
         [0000]        TCP 2 +Tpsb&lt;TTP 2.  [Expression 12]
 
         [0119]    Therefore, the following Expression is obtained from [Expression 11] and [Expression 12]. 
         [0000]        TCP 1&gt; TTP 1 +Tcsf , and 
         [0000]        TCP 2&lt; TTP 1+Δ Tv−Tpsb.   [Expression 13]
 
         [0120]    To sum up, the following Expression is obtained. 
         [0000]        TCP 2−Δ Tv+Tpsb&lt;TTP 1, and
 
         [0000]        TTP 1&lt; TCP 1 −Tcsf.   [Expression 14]
 
         [0121]    Therefore, the following Expression is obtained. 
         [0000]        TCP 1− TCP 2 &gt;Tpsb+Tcsf−ΔTv   [Expression 15]
 
         [0122]    Herein, for example, as illustrated in  FIG. 12 , using a relative distance W 12  between the oncoming vehicle  200  and the pedestrian  300  and the speed V 0  of the local vehicle  100 , ΔTv is set to W 12 /V 0  as a time for traveling the relative distance W 12 . 
         [0123]    Further, as another condition other than the above, the local vehicle passes through the first intersection position (CP 1 ) after a time obtained by adding the margin time (Tcsb) to the first intersection time (TCP 1 ), that is, making a right turn after the oncoming vehicle  200  passes through. In this case, it may be considered only the intersection time with the oncoming vehicle  200 . Therefore, this case can be covered by the conventional avoidance control in which the collision avoidance with respect to the oncoming vehicle  200  is performed. 
         [0124]    Further, in  FIG. 12 , the area of the margin time Tcsf and the margin time Tcsb regarding the oncoming vehicle  200  is indicated by a margin area of the oncoming vehicle (ARV). The area of the margin time Tpcf and the margin time Tpsb regarding the pedestrian  300  is indicated by a margin area of the pedestrian (ARP). Further, a distance is obtained by multiplying each margin time and the moving speed of the oncoming vehicle  200  or the pedestrian  300 . 
         [0125]    Next, the description will be made about a relation between the local vehicle  100 , the oncoming vehicle  200 , and the pedestrian  300  on the condition of the above (Expression 14) using  FIG. 13 . 
         [0126]    In  FIG. 13 , it is assumed that the local vehicle  100  travels on the road RV, makes a right turn at the intersection, and moves to the road RH. When the local vehicle  100  is at a position (A), the oncoming vehicle  200  is at a position (C) on the oncoming vehicle lane of the road RV, and the pedestrian  300  is at a position (E) crossing the road RH. Herein, when the oncoming vehicle  200  travels at the speed V 1  at the position (C), the first intersection time TCP 1  can be obtained from a distance to the first intersection position CP 1  and the speed using (Expression 1). Similarly, when the pedestrian  300  walks at the speed V 2  at the position (E), the second intersection time TCP 2  can be obtained from a distance to the second intersection position CP 2  and the speed using (Expression 2). In the example of  FIG. 13 , when the pedestrian  300  passes through the second intersection position CP 2  and is at a position (F) as a state where the condition of (Expression 15) is satisfied, the oncoming vehicle  200  is at a position (D) of  FIG. 13 . Since the condition of (Expression 15) is satisfied, the oncoming vehicle  200  at the position (D) is at a position ahead of the first intersection position CP 1  by the margin time Tvsf, and the pedestrian  300  at the position (F) is at a position later by the margin time Tpsb after passing through the second intersection position CP 2 . In this way, at a stage where the local vehicle  100  is at the position (A) before starting the right turn operation at the intersection, it is determined whether the condition of (Expression 15) is satisfied from the positions and the speeds of the oncoming vehicle  200  and the pedestrian  300 . As illustrated in  FIG. 13 , in a case where the condition of (Expression 15) is satisfied, the local vehicle  100  determines that a right turn is possible and thus performs the right turn operation. Thereafter, when it is determined that there is a possibility of collision with the pedestrian  300  during a right turn, the local vehicle  100  performs the braking control so as to decelerate or stop to avoid the collision with the pedestrian  300 . However, since the condition of (Expression 15) is satisfied, when passing through the first intersection position CP 1 , the local vehicle passes through the first intersection position CP 1  earlier by the margin time Tcsf with respect to the oncoming vehicle  200 . Therefore, the local vehicle can travel without giving fear and without hindering the course of the oncoming vehicle  200 . Furthermore, even when the pedestrian  300  passes through the second intersection position CP 2  and arrives at the position of the margin time Tpcb, the oncoming vehicle  200  is at a position ahead of the first intersection position CP 1  by the margin time Tcsf. Therefore, in a case where the local vehicle  100  is in a state ready for passing through the second intersection position CP 2 , the oncoming vehicle  200  is at a position ahead of the first intersection position CP 1  by the margin time Tcsf. Accordingly, even in a case where the local vehicle  100  stops until the pedestrian  300  passes through, the oncoming vehicle  200  does not collide with the local vehicle  100 . 
         [0127]    From the above description, in a state where the condition of (Expression 15) is satisfied, even in a case where the local vehicle  100  stops while waiting for the crossing pedestrian  300  to pass through, the oncoming vehicle  200  and the local vehicle  100  do not collide. Therefore, the local vehicle  100  can make a right turn without causing the collision with any of the oncoming vehicle  200  and the pedestrian  300 . 
         [0128]    Next, the description will be described about a relation between the local vehicle  100 , the oncoming vehicle  200 , and the pedestrian  300  on the condition of the above (Expression 15) using  FIG. 14 . 
         [0129]    In  FIG. 14 , it is assumed that the local vehicle  100  travels on the road RV, makes a right turn at the intersection, and moves to the road RH. When the local vehicle  100  is at a position (A), the oncoming vehicle  200  is at a position (C) on the oncoming vehicle lane of the road RV, and the pedestrian  300  is at a position (E) crossing the road RH. Herein, when the oncoming vehicle  200  travels at the speed V 1  at the position (C), the first intersection time TCP 1  can be obtained from a distance to the first intersection position CP 1  and the speed using (Expression 1). Similarly, when the pedestrian  300  walks at the speed V 2  at the position (E), the second intersection time TCP 2  can be obtained from a distance to the second intersection position CP 2  and the speed using (Expression 2). In the example of  FIG. 14 , when the condition of (Expression 15) is not satisfied and the pedestrian  300  passes through the second intersection position CP 2  and is at a position (F), the oncoming vehicle  200  is at a position (D′) of  FIG. 14 . Since the condition of (Expression 15) is not satisfied, the oncoming vehicle  200  at the position (D′) is at a position near the first intersection position CP 1  rather than ahead of the first intersection position CP 1  by the margin time Tvsf, and the pedestrian  300  at the position (F) is at a position later by the margin time Tpsb after passing through the second intersection position CP 2 . In this way, at a stage where the local vehicle  100  is at the position (A) before starting the right turn operation at the intersection, it is determined whether the condition of (Expression 15) is satisfied from the positions and the speeds of the oncoming vehicle  200  and the pedestrian  300 . As illustrated in  FIG. 14 , in a case where the condition of (Expression 15) is not satisfied, the local vehicle  100  determines that a right turn is not possible and thus does not perform the right turn operation. Thereafter, when it is determined that the oncoming vehicle  200  passes through, the local vehicle  100  performs the right turn operation. 
         [0130]    In the embodiment of  FIG. 14 , since the condition of (Expression 15) is not satisfied, even when the local vehicle passes through the first intersection position CP 1  earlier by the margin time Tcsf with respect to the oncoming vehicle  200 , the local vehicle  100  necessarily decelerates or stops for the pedestrian until the pedestrian  300  passes through the second intersection position CP 2  and then arrives at a position of the margin time Tpcb. In this case, since the condition of (Expression 15) is not satisfied, the oncoming vehicle  200  arrives at a position (for example, (D′)) near the first intersection position CP 1  rather than a position earlier by the margin time Tcsf from the first intersection position CP 1  before the pedestrian  300  passes through the second intersection position CP 2  and arrives at a position of the margin time Tpsb. Therefore, the local vehicle  100  stops at the position (B) until the pedestrian  300  passes through, so that there is a collision possibility between the local vehicle  100  and the oncoming vehicle  200 . 
         [0131]    From the above description, since the condition of (Expression 15) is not satisfied, in a case where the local vehicle  100  stops waiting for the crossing pedestrian  300  to pass through, there is a collision possibility between the oncoming vehicle  200  and the local vehicle  100 . Therefore, when the local vehicle  100  makes a right turn on the basis of the determination on no collision only about the oncoming vehicle  200 , there is a possibility to stop in order to avoid the collision with the pedestrian  300 . As a result, there is a collision possibility with the oncoming vehicle  200 , and thus making no right turn is determined to avoid the collision with the oncoming vehicle  200  and the pedestrian  300 . 
         [0132]    Next, the description will be made about another travel scene to which the invention is applied. 
         [0133]      FIG. 15  illustrates a positional relation between the local vehicle  100  traveling on the road (RV), the oncoming vehicle  200  traveling on the oncoming vehicle lane of the local vehicle  100  on the road (RV), and the pedestrian  300  crossing the road (RH) intersecting with the road (RV). In particular,  FIG. 15  is different from  FIGS. 12, 13, and 14  in the direction where the crossing pedestrian  300  crosses. In other words,  FIG. 15  illustrates an embodiment of the travel scene in which the pedestrian  300  crosses the road RH in the same direction as that of the local vehicle  100  traveling on the road RV. Similarly to  FIG. 12 , the local vehicle  100  travels at the speed V 0  at the position (A) before entering the intersection, and the oncoming vehicle  200  travels at the speed V 1  at the position (C) on the oncoming vehicle lane. The pedestrian  300  walks at the speed V 2  at the position before the crosswalk or at the position (E) in the middle of crossing the crosswalk. Similarly to  FIG. 12 , the first intersection position where the travel path of the local vehicle  100  intersects with the oncoming vehicle  200  is set to CP 1 . The second intersection position where the travel path of the local vehicle  100  intersects with the pedestrian  300  is set to CP 2 . When a distance between the oncoming vehicle  200  at a position (C) and the first intersection position CP 1  is set to L 1 , and a distance between the pedestrian  300  at a position (E) and the second intersection position CP 2  is set to L 2 , the first intersection time TCP 1  becomes L 1 /V 1 , and the second intersection time TCP 2  becomes L 2 /V 2 . 
         [0134]    In  FIG. 15 , (D) indicates the position of the oncoming vehicle  200  when the local vehicle  100  crosses before the oncoming vehicle  200 . Herein, when the local vehicle  100  crosses immediately before the oncoming vehicle  200 , it comes to hinder a course of the oncoming vehicle  200 , and gives fear to the driver of the oncoming vehicle  200 . Therefore, in a case where the local vehicle  100  passes through the first intersection position, it is desirable that the oncoming vehicle  200  be at a position sufficiently away from the first intersection position. The sufficient position depends on the speed of the oncoming vehicle  200 . Therefore, the margin time (Tcsf) is set such that the position is changed according to the speed of the oncoming vehicle  200 . In other words, in a case where the first arrival time (TTP 1 ) of the local vehicle  100  is smaller than a time obtained by subtracting the margin time (Tcsf) from the first intersection time (TCP 1 ), the oncoming vehicle  200  is at a position ahead of the first intersection position by the margin time (Tcsf). Therefore, the local vehicle  100  can cross the oncoming vehicle lane without hindering the course of the oncoming vehicle  200  and without giving fear to the driver. In addition, in  FIG. 15 , (H) indicates the position of the oncoming vehicle  200  when the local vehicle  100  crosses the oncoming vehicle lane after the oncoming vehicle  200  passes through the first intersection position (CP 1 ). Similarly to  FIG. 12 , when the local vehicle  100  crosses the oncoming vehicle lane immediately after the oncoming vehicle  200  passes through the first intersection position, it is not desirable due to fear for contact. In a case where the local vehicle  100  passes through the first intersection position, it is desirable that the oncoming vehicle  200  pass through up to a sufficient position from the first intersection position. The sufficient position depends on the speed of the oncoming vehicle  200 . Therefore, the margin time (Tcsb) is set such that the position is changed according to the speed of the oncoming vehicle  200 . In other words, in a case where the first arrival time (TTP 1 ) of the local vehicle  100  is larger than a time obtained by adding the margin time (Tcsb) to the first intersection time (TCP 1 ), the oncoming vehicle  200  passes through the first intersection position by the margin time (Tcsb). Therefore, the local vehicle  100  can cross the oncoming vehicle lane while keeping a sufficient distance to the oncoming vehicle  200 . 
         [0135]    Similarly, (F) indicates the position of the pedestrian  200  when the local vehicle  100  crosses the crosswalk after the pedestrian  300  passes through the second intersection position (CP 2 ). Herein, when the local vehicle  100  crosses the crosswalk immediately after the pedestrian  300  passes through the second intersection position, it is not desirable due to giving fear to the pedestrian. Therefore, in a case where the local vehicle  100  passes through the second intersection position, it is desirable that the pedestrian  200  pass through up to a sufficient position from the second intersection position. The sufficient position depends on the speed of the pedestrian  300 . Therefore, the margin time (Tpsb) is set such that the position is changed according to the speed of the pedestrian  300 . In other words, in a case where the second arrival time (TTP 2 ) of the local vehicle  100  is larger than a time obtained by adding the margin time (Tpsb) to the second intersection time (TCP 2 ), the pedestrian  300  passes through the second intersection position by the margin time (Tpsb). Therefore, the local vehicle  100  can cross the crosswalk while keeping a sufficient distance to the pedestrian  300 . 
         [0136]    From the above description, as a condition for the local vehicle  100  to pass through the intersection while avoiding the collision with the oncoming vehicle  200  and the pedestrian  300  and without giving fear to the oncoming vehicle  200  and the pedestrian  300 , the local vehicle passes through the first intersection position (CP 1 ) earlier by a time obtained by subtracting the margin time (Tcsf) from the first intersection time (TCP 1 ), and arrives at the second intersection position (CP 2 ) later by a time obtained by adding the margin time (Tpsb) to the second intersection time (TCP 2 ). 
         [0137]    This condition is expressed by (Expression 15) similarly to  FIG. 12 . 
         [0000]        TCP 1− TCP 2 &gt;Tpsb+Tcsf−ΔTv   (Expression 15)
 
         [0000]    Herein, for example, similarly to  FIG. 12 , using a relative distance W 12  between the oncoming vehicle  200  and the pedestrian  300  and the speed V 0  of the local vehicle  100 , ΔTv is set to W 12 /V 0  as a time for traveling the relative distance W 12 . 
         [0138]    Further, in  FIG. 15 , the area of the margin time Tcsf and the margin time Tcsb regarding the oncoming vehicle  200  is indicated by a margin area of the oncoming vehicle (ARV). The area of the margin time Tpcf and the margin time Tpsb regarding the pedestrian  300  is indicated by a margin area of the pedestrian (ARP). Further, a distance is obtained by multiplying each margin time and the moving speed of the oncoming vehicle  200  or the pedestrian  300 . 
         [0139]    Next, the description will be made about a relation between the local vehicle  100 , the oncoming vehicle  200 , and the pedestrian  300  on the condition of the above (Expression 14). In  FIG. 15 , it is assumed that the local vehicle  100  travels on the road RV, makes a right turn at the intersection, and moves to the road RH. When the local vehicle  100  is at a position (A), the oncoming vehicle  200  is at a position (C) on the oncoming vehicle lane of the road RV, and the pedestrian  300  is at a position (E) crossing the road RH. Herein, when the oncoming vehicle  200  travels at the speed V 1  at the position (C), the first intersection time TCP 1  can be obtained from a distance to the first intersection position CP 1  and the speed using (Expression 1). Similarly, when the pedestrian  300  walks at the speed V 2  at the position (E), the second intersection time TCP 2  can be obtained from a distance to the second intersection position CP 2  and the speed using (Expression 2). In the example of  FIG. 15 , when the condition of (Expression 15) is satisfied and the pedestrian  300  passes through the second intersection position CP 2  and is at a position (F), the oncoming vehicle  200  is at the position (D) of  FIG. 15 . Since the condition of (Expression 15) is satisfied, the oncoming vehicle  200  at the position (D) is at a position ahead of the first intersection position CP 1  by the margin time Tvsf, and the pedestrian  300  at the position (F) is at a position later by the margin time Tpsb after passing through the second intersection position CP 2 . In this way, at a stage where the local vehicle  100  is at the position (A) before starting the right turn operation at the intersection, it is determined whether the condition of (Expression 15) is satisfied from the positions and the speeds of the oncoming vehicle  200  and the pedestrian  300 . As illustrated in  FIG. 15 , in a case where the condition of (Expression 15) is satisfied, the local vehicle  100  determines that a right turn is possible and thus makes a right turn. Thereafter, when it is determined that there is a possibility of collision with the pedestrian  300  during a right turn, the local vehicle  100  performs the braking control so as to decelerate or stop to avoid the collision with the pedestrian  300 . However, since the condition of (Expression 15) is satisfied, when passing through the first intersection position CP 1 , the local vehicle passes through the first intersection position CP 1  earlier by the margin time Tcsf with respect to the oncoming vehicle  200 . Therefore, the local vehicle can travel without giving fear and without hindering the course of the oncoming vehicle  200 . Furthermore, even when the pedestrian  300  passes through the second intersection position CP 2  and arrives at the position of the margin time Tpcb, the oncoming vehicle  200  is at a position ahead of the first intersection position CP 1  by the margin time Tcsf. Therefore, in a case where the local vehicle  100  is in a state ready for passing through the second intersection position CP 2 , the oncoming vehicle  200  is at a position ahead of the first intersection position CP 1  by the margin time Tcsf. Accordingly, even in a case where the local vehicle  100  stops until the pedestrian  300  passes through, the oncoming vehicle  200  does not collide with the local vehicle  100 . 
         [0140]    From the above description, in a state where the condition of (Expression 15) is satisfied, even in a case where the local vehicle  100  stops while waiting for the crossing pedestrian  300  to pass through, the oncoming vehicle  200  and the local vehicle  100  do not collide. Therefore, the local vehicle  100  can make a right turn without causing the collision with any of the oncoming vehicle  200  and the pedestrian  300 . 
         [0141]    Next, the description will be described about a relation between the local vehicle  100 , the oncoming vehicle  200 , and the pedestrian  300  on the condition of the above (Expression 15) using  FIG. 16 .  FIG. 16  is different from  FIG. 14  in that the pedestrian  300  crosses the road RH in the same direction as that of the local vehicle  100  traveling on the road RV. 
         [0142]    In  FIG. 16 , it is assumed that the local vehicle  100  travels on the road RV, makes a right turn at the intersection, and moves to the road RH. When the local vehicle  100  is at a position (A), the oncoming vehicle  200  is at a position (C) on the oncoming vehicle lane of the road RV, and the pedestrian  300  is at a position (E) crossing the road RH. Herein, when the oncoming vehicle  200  travels at the speed V 1  at the position (C), the first intersection time TCP 1  can be obtained from a distance to the first intersection position CP 1  and the speed using (Expression 1). Similarly, when the pedestrian  300  walks at the speed V 2  at the position (E), the second intersection time TCP 2  can be obtained from a distance to the second intersection position CP 2  and the speed using (Expression 2). In the example of  FIG. 16 , when the condition of (Expression 15) is not satisfied and the pedestrian  300  passes through the second intersection position CP 2  and is at a position (F), the oncoming vehicle  200  is at a position (D′) of  FIG. 16 . Since the condition of (Expression 15) is not satisfied, the oncoming vehicle  200  at the position (D′) is at a position near the first intersection position CP 1  rather than ahead of the first intersection position CP 1  by the margin time Tvsf, and the pedestrian  300  at the position (F) is at a position later by the margin time Tpsb after passing through the second intersection position CP 2 . In this way, at a stage where the local vehicle  100  is at the position (A) before starting the right turn operation at the intersection, it is determined whether the condition of (Expression 15) is satisfied from the positions and the speeds of the oncoming vehicle  200  and the pedestrian  300 . As illustrated in  FIG. 16 , in a case where the condition of (Expression 15) is not satisfied, the local vehicle  100  determines that a right turn is not possible and thus does not make a right turn. Thereafter, when it is determined that the oncoming vehicle  200  passes through, the local vehicle  100  performs the right turn operation. 
         [0143]    In the embodiment of  FIG. 16 , since the condition of (Expression 15) is not satisfied, even when the local vehicle passes through the first intersection position CP 1  earlier by the margin time Tcsf with respect to the oncoming vehicle  200 , the local vehicle  100  necessarily decelerates or stops for the pedestrian until the pedestrian  300  passes through the second intersection position CP 2  and then arrives at a position of the margin time Tpcb. In this case, since the condition of (Expression 15) is not satisfied, the oncoming vehicle  200  arrives at a position (for example, (D′)) near the first intersection position CP 1  rather than a position earlier by the margin time Tcsf from the first intersection position CP 1  before the pedestrian  300  passes through the second intersection position CP 2  and arrives at a position of the margin time Tpsb. Therefore, the local vehicle  100  stops at the position (B) until the pedestrian  300  passes through, so that there is a collision possibility between the local vehicle  100  and the oncoming vehicle  200 . 
         [0144]    From the above description, since the condition of (Expression 15) is not satisfied, in a case where the local vehicle  100  stops waiting for the crossing pedestrian  300  to pass through, there is a collision possibility between the oncoming vehicle  200  and the local vehicle  100 . Therefore, when the local vehicle  100  makes a right turn on the basis of the determination on no collision only about the oncoming vehicle  200 , there is a possibility to stop in order to avoid the collision with the pedestrian  300 . As a result, there is a collision possibility with the oncoming vehicle  200 , and thus making no right turn is determined to avoid the collision with the oncoming vehicle  200  and the pedestrian  300 . 
         [0145]      FIG. 17  illustrates another embodiment of the invention.  FIG. 17  is a diagram for describing an embodiment in a case where the local vehicle  100  makes a left turn at the intersection. 
         [0146]      FIG. 17  illustrates a positional relation between the local vehicle  100  traveling on the road (RV), a light vehicle (bicycle)  400  traveling on the oncoming direction of the local vehicle  100  on the road (RV), and the pedestrian  300  crossing the road (RH) intersecting with the road (RV). It is assumed that the local vehicle  100  travels at the speed V 0  at a position (A) before entering the intersection, the light vehicle (bicycle)  400  travels at a speed V 3  at a position (D), and the pedestrian  300  walks at the speed V 2  at a position (G) before the crosswalk. In addition, the first intersection position where the travel path of the local vehicle  100  intersects with the light vehicle (bicycle)  400  is set to CP 1 . The second intersection position where the travel path of the local vehicle  100  intersects with the pedestrian  300  is set to CP 2 . When a distance between the light vehicle (bicycle)  400  at the position (D) and the first intersection position CP 1  is set to L 1 , and a distance between the pedestrian  300  at the position (G) and the second intersection position CP 2  is set to L 2 , the first intersection time TCP 1  becomes L 1 /V 1 , and the second intersection time TCP 2  becomes L 2 /V 2 . 
         [0147]    In  FIG. 17 , (E) indicates the position of the light vehicle (bicycle)  400  when the local vehicle  100  crosses before the light vehicle (bicycle)  400 . Herein, when the local vehicle  100  crosses immediately before the light vehicle (bicycle)  400 , it comes to hinder a course of the light vehicle (bicycle)  400 , and gives fear to the light vehicle (bicycle)  400 . Therefore, in a case where the local vehicle  100  passes through the first intersection position, it is desirable that the light vehicle (bicycle)  400  be at a position sufficiently away from the first intersection position. The sufficient position depends on the speed of the light vehicle (bicycle)  400 . Therefore, the margin time (Tbsf) is set such that the position is changed according to the speed of the light vehicle (bicycle)  400 . In other words, in a case where the first arrival time (TTP 1 ) of the local vehicle  100  is smaller than a time obtained by subtracting the margin time (Tbsf) from the first intersection time (TCP 1 ), the light vehicle (bicycle)  400  is at a position ahead of the first intersection position by the margin time (Tbsf). Therefore, the local vehicle  100  can cross the oncoming vehicle lane without hindering the course of the light vehicle (bicycle)  400  and without giving fear to the driver. In addition, in  FIG. 17 , (F) indicates the position of the light vehicle (bicycle)  400  when the local vehicle  100  passes through the first intersection position CP 1  after the light vehicle (bicycle)  400  passes through the first intersection position (CP 1 ). Herein, when the local vehicle  100  crosses the oncoming vehicle lane immediately after the light vehicle (bicycle)  400  passes through the first intersection position, it is not desirable due to fear for contact. In a case where the local vehicle  100  passes through the first intersection position, it is desirable that the light vehicle (bicycle)  400  pass through up to a sufficient position from the first intersection position. The sufficient position depends on the speed of the light vehicle (bicycle)  400 . Therefore, the margin time (Tbsb) is set such that the position is changed according to the speed of the light vehicle (bicycle)  400 . In other words, in a case where the first arrival time (TTP 1 ) of the local vehicle  100  is larger than a time obtained by adding the margin time (Tcsb) to the first intersection time (TCP 1 ), the light vehicle (bicycle)  400  passes through the first intersection position by the margin time (Tbsb). Therefore, the local vehicle  100  passes through the first intersection position CP 1  while keeping a sufficient distance to the light vehicle (bicycle)  400 . 
         [0148]    Similarly, in  FIG. 17 , (H) indicates the position of the pedestrian  200  when the local vehicle  100  crosses the crosswalk after the pedestrian  300  passes through the second intersection position (CP 2 ). Herein, when the local vehicle  100  crosses the crosswalk immediately after the pedestrian  300  passes through the second intersection position, it is not desirable due to giving fear to the pedestrian. Therefore, in a case where the local vehicle  100  passes through the second intersection position, it is desirable that the pedestrian  200  pass through up to a sufficient position from the second intersection position. The sufficient position depends on the speed of the pedestrian  300 . Therefore, the margin time (Tpsb) is set such that the position is changed according to the speed of the pedestrian  300 . In other words, in a case where the second arrival time (TTP 2 ) of the local vehicle  100  is larger than a time obtained by adding the margin time (Tpsb) to the second intersection time (TCP 2 ), the pedestrian  300  passes through the second intersection position by the margin time (Tpsb). Therefore, the local vehicle  100  can cross the crosswalk while keeping a sufficient distance to the pedestrian  300 . 
         [0149]    From the above description, as a condition for the local vehicle  100  to pass through the intersection while avoiding the collision with the light vehicle (bicycle)  400  and the pedestrian  300  and without giving fear to the light vehicle (bicycle)  400  and the pedestrian  300 , the local vehicle passes through the first intersection position (CP 1 ) earlier by a time obtained by subtracting the margin time (Tbsf) from the first intersection time (TCP 1 ), and arrives at the second intersection position (CP 2 ) later by a time obtained by adding the margin time (Tpsb) to the second intersection time (TCP 2 ). 
         [0150]    Herein, the following Expression is defined. 
         [0000]        TTP 1 +ΔTv 2 =TTP 2  [Expression 16]
 
         [0151]    Then, the above condition becomes as follows. 
         [0000]        TCP 1 −Tbsf&gt;TTP 1, and 
         [0000]        TCP 2 +Tpsb&lt;TTP 2.  [Expression 17]
 
         [0152]    Therefore, the following Expression is obtained from [Expression 16] and [Expression 17]. 
         [0000]        TCP 1&gt; TTP 1 +Tbsf , and 
         [0000]        TCP 2&lt; TTP 1+Δ Tv 2 −Tpsb   [Expression 18]
 
         [0153]    To sum up, the following Expression is obtained. 
         [0000]        TCP 2−Δ Tv 2 +Tpsb&lt;TTP 1, and
 
         [0000]        TTP 1&lt; TCP 1 −Tbsf.   [Expression 19]
 
         [0154]    Therefore, the following Expression is obtained. 
         [0000]        TCP 1 −TCP 2 &gt;Tpsb+Tbsf−ΔTv 2  [Expression 20]
 
         [0155]    Herein, for example, as illustrated in  FIG. 17 , using the relative distance W 12  between the light vehicle (bicycle)  400  and the pedestrian  300  and the speed V 0  of the local vehicle  100 , ΔTv 2  is set to W 12 /V 0  as a time for traveling the relative distance W 12 . 
         [0156]    Further, as another condition other than the above, the local vehicle passes through the first intersection position (CP 1 ) after a time obtained by adding the margin time (Tbsb) to the first intersection time (TCP 1 ), that is, making a left turn after the light vehicle (bicycle)  400  passes through. In this case, it may be considered only the intersection time with the light vehicle (bicycle)  400 . Therefore, this can be covered by the conventional avoidance control in which the collision avoidance to the light vehicle (bicycle)  400  is performed. 
         [0157]    Further, in  FIG. 17 , the area of the margin time Tbsf and the margin time Tbsb regarding the light vehicle (bicycle)  400  is indicated by a margin area (ARB) of the light vehicle (bicycle) (ARG). The area of the margin time Tpcf and the margin time Tpsb regarding the pedestrian  300  is indicated by a margin area of the pedestrian (ARP). Further, a distance is obtained by multiplying each margin time and the moving speed of the light vehicle (bicycle)  400  or the pedestrian  300 . 
         [0158]      FIG. 17  illustrates a travel scene in which the light vehicle (bicycle)  400  travels in place of the oncoming vehicle  200  of  FIG. 12  and the local vehicle  100  makes a left turn, which can be considered similarly to the descriptions of  FIGS. 12, 13, and 14 . 
         [0159]    In  FIG. 17 , when the pedestrian  300  passes through the second intersection position CP 2  and is at a position (H) as a case where the condition of (Expression 20) is satisfied, the light vehicle (bicycle)  400  is at the position (E) of  FIG. 13 . Since the condition of (Expression 20) is satisfied, the light vehicle (bicycle)  400  at the position (E) is at a position ahead of the first intersection position CP 1  by the margin time Tbsf, and the pedestrian  300  at the position (H) is at a position later by the margin time Tpsb after passing through the second intersection position CP 2 . In this way, at a stage where the local vehicle  100  is at the position (A) before starting a left turn operation at the intersection, it is determined whether the condition of (Expression 20) is satisfied from the positions and the speeds of the light vehicle (bicycle)  400  and the pedestrian  300 . In a case where the condition of (Expression 20) is satisfied, the local vehicle  100  determines that a left turn is possible and thus performs the left turn operation. Thereafter, when it is determined that there is a possibility of collision with the pedestrian  300  during a left turn, the local vehicle  100  performs the braking control so as to decelerate or stop to avoid the collision with the pedestrian  300 . However, since the condition of (Expression 20) is satisfied, when passing through the first intersection position CP 1 , the local vehicle passes through the first intersection position CP 1  earlier by the margin time Tbsf with respect to the light vehicle (bicycle)  400 . Therefore, the local vehicle can travel without giving fear and without hindering the course of the light vehicle (bicycle)  400 . Furthermore, even when the pedestrian  300  passes through the second intersection position CP 2  and arrives at the position of the margin time Tpcb, the light vehicle (bicycle)  400  is at a position ahead of the first intersection position CP 1  by the margin time Tbsf. Therefore, in a case where the local vehicle  100  is in a state ready for passing through the second intersection position CP 2 , the light vehicle (bicycle)  400  is at a position ahead of the first intersection position CP 1  by the margin time Tbsf. Accordingly, even in a case where the local vehicle  100  stops until the pedestrian  300  passes through, the light vehicle (bicycle)  400  does not collide with the local vehicle  100 . From the above description, in a state where the condition of (Expression 20) is satisfied, even in a case where the local vehicle  100  stops while waiting for the pedestrian  300  to pass through, the light vehicle (bicycle)  400  and the local vehicle  100  do not collide. Therefore, the local vehicle  100  can make a left turn without causing the collision with any of the light vehicle (bicycle)  400  and the pedestrian  300 . 
         [0160]    Similarly, the description will be made using  FIG. 17  about a state where the condition of (Expression 20) is not satisfied. When the pedestrian  300  passes through the second intersection position CP 2  and is at the position (H), the light vehicle (bicycle)  400  is at a position (E′) of  FIG. 17 . Since the condition of (Expression 20) is not satisfied, the light vehicle (bicycle)  400  at the position (E′) is at a position near the first intersection position CP 1  rather than ahead of the first intersection position CP 1  by the margin time Tbsf, and the pedestrian  300  at the position (H) is at a position later by the margin time Tpsb after passing through the second intersection position CP 2 . In this way, at a stage where the local vehicle  100  is at the position (A) before starting a left turn operation at the intersection, it is determined whether the condition of (Expression 20) is satisfied from the positions and the speeds of the light vehicle (bicycle)  400  and the pedestrian  300 . In a case where the condition of (Expression 20) is not satisfied, the local vehicle  100  determines that a left turn is not possible and thus does not make a left turn. Thereafter, when it is determined that the light vehicle (bicycle)  400  passes through, the local vehicle  100  performs the left turn operation. More specifically, in a case where the condition of (Expression 20) is not satisfied, even when the local vehicle passes through the first intersection position CP 1  earlier by the margin time Tbsf with respect to the light vehicle (bicycle)  400 , the local vehicle  100  necessarily decelerates or stops for the pedestrian until the pedestrian  300  passes through the second intersection position CP 2  and then arrives at a position of the margin time Tpcb. In this case, since the condition of (Expression 20) is not satisfied, the light vehicle (bicycle)  400  arrives at a position (for example, (E′)) near the first intersection position CP 1  rather than a position earlier by the margin time Tbsf from the first intersection position CP 1  before the pedestrian  300  passes through the second intersection position CP 2  and arrives at a position of the margin time Tpsb. Therefore, the local vehicle  100  stops at the position (B) until the pedestrian  300  passes through, so that there is a collision possibility between the local vehicle  100  and the light vehicle (bicycle)  400 . From the above description, since the condition of (Expression 20) is not satisfied, in a case where the local vehicle  100  stops waiting for the pedestrian  300  to pass through, there is a collision possibility between the light vehicle (bicycle)  400  and the local vehicle  100 . Therefore, when the local vehicle  100  makes a left turn on the basis of the determination on no collision only about the light vehicle (bicycle)  400 , there is a possibility to stop in order to avoid the collision with the pedestrian  300 . As a result, there is a collision possibility with the light vehicle (bicycle)  400 , and thus making no left turn is determined to avoid the collision with the light vehicle (bicycle)  400  and the pedestrian  300 . 
         [0161]    Still another embodiment of the invention will be described using  FIG. 18 . 
         [0162]      FIG. 18  illustrates a travel scene in which a four-lane road is assumed together with the roads RV and RH. In addition, the local vehicle  100  travels on the road RV, and the oncoming vehicle  200  and an oncoming vehicle  500  travel on the oncoming vehicle lane of the road RV. In addition, on the road RH after the local vehicle  100  makes a right turn at the intersection, the pedestrian  300  crosses the road RH. Further, in  FIG. 18 , the pedestrian  300  moves in the oncoming direction to that of the local vehicle  100  traveling on the road RV, but it does not matter even in the case of the same direction. The speed of the local vehicle  100  is V 0 , and the speeds of the oncoming vehicle  200  and the oncoming vehicle  500  are respectively V 1  and V 4 . In addition, the speed of the pedestrian  300  is V 2 . As illustrated in  FIG. 18 , in a case where the local vehicle  100  is at a position (A′), the oncoming vehicle  200  is at the position (D), and the oncoming vehicle  500  is at a position (J), when the front side is detected using the external environment recognition device  80  mounted in the local vehicle  100 , the oncoming vehicle  200  at the position (D) and the oncoming vehicle  500  at the position (J) come to be in the same direction on a straight line when viewed from the local vehicle  100 . The oncoming vehicle  500  at the position (J) comes to be concealed by the oncoming vehicle at the position (D) when viewed from the local vehicle  100  at the position (A′). Therefore, the oncoming vehicle  500  may be not detected by the external environment recognition device  80  of the local vehicle  100 . In this way, when the oncoming vehicle  500  and the oncoming vehicle  200  are kept on traveling on the same straight line when viewed from the local vehicle  100 , the external environment recognition device  80  of the local vehicle  100  cannot continuously detect the oncoming vehicle  500 . Therefore, it is not possible to recognize the presence of the oncoming vehicle  500 . Herein, the description will be made about a relation between the oncoming vehicle  200  and the oncoming vehicle  500  which cannot be detected by the external environment recognition device  80  of the local vehicle  100 . 
         [0163]    As illustrated in  FIG. 18 , a distance in the lateral direction between the local vehicle  100  and the oncoming vehicle  200  is set to Wvv 1 , a distance in the lateral direction between the local vehicle  100  and the oncoming vehicle  500  is set to Wvv 4 , a distance in the longitudinal direction between the local vehicle  100  and the oncoming vehicle  200  is set to Lv 1 , and a distance in the longitudinal direction between the local vehicle  100  and the oncoming vehicle  500  is set to Lv 4 . In a case where the oncoming vehicle  200  and the oncoming vehicle  500  are on the same straight line when viewed from the local vehicle  100 , the following relation is established. 
         [0000]        Lv 1: Lv 4= Wvv 1: Wvv 4= V 0+ V 1: V 0+ V 4  [Expression 21]
 
         [0164]    Herein, an intersecting point between the travel path of the local vehicle  100  and the oncoming vehicle  500  is set to a third intersection position CP 3 , and a distance between the oncoming vehicle  500  and the third intersection position CP 3  is set to L 4 . In a case where the oncoming vehicle  500  and the oncoming vehicle  200  are on the same straight line, [Expression 21] is established. Therefore, in a case where the external environment recognition device  80  of the local vehicle  100  cannot detect the oncoming vehicle  500  even when there is the oncoming vehicle  500 , the speed and the distance Lv 4  of the oncoming vehicle  500  become as follows. 
         [0000]        V 4=( Wvv 4+ Wvv 1)× V 1+( Wvv 4− Wvv 1)+ Wvv 1× V 0  [Expression 22]
 
         [0000]        Lv 4=( Wvv 4+ Wvv 1)× Lv 1  [Expression 23]
 
         [0165]    Herein, the distances from the local vehicle  100  to the first intersection position CP 1  and the third intersection position CP 3  are set to DLv 1  and DLv 4 . 
         [0000]        L 4= Lv 4− DLv 4=( Wvv 4+ Wvv 1)×( L 1− DLv 1)− DLv 4  [Expression 24]
 
         [0166]    Herein, the distances DLv 1  and DLv 4  from the local vehicle  100  to the first intersection position CP 1  and the third intersection position CP 3 , the distance Wvv 1  in the lateral direction between the local vehicle  100  and the oncoming vehicle  200 , and the distance Wvv 4  in the lateral direction between the local vehicle  100  and the oncoming vehicle  500  can be obtained from the road map information, the intersection map information, and the current position of the local vehicle  100 . Therefore, it is possible to virtually obtain the speed V 4  and the distance L 4  to the third intersection position CP 3  with respect to the oncoming vehicle  500  which is assumed to be concealed by the oncoming vehicle  200  and thus not detected. Therefore, even when the oncoming vehicle  500  cannot be detected, it is possible to predict a time (third intersection time TCP 3 ) when the oncoming vehicle  500  virtually arrives at the third intersection position CP 3 . 
         [0000]        TCP 3= L 4+ V 4  [Expression 25]
 
         [0167]    From the above description, the third intersection position CP 3  is set for the virtual oncoming vehicle  500 , and thus the third intersection time TCP 3  taken for arriving at the third intersection position can be obtained. Then, using the first intersection time TCP 1 , the second intersection time TCP 2 , and the third intersection time TCP 3 , in a case where the local vehicle  100  makes a right turn, it is possible to determine whether there is a possibility to conflict with the oncoming vehicle  200 , the virtual oncoming vehicle  500 , and the pedestrian  300 . In a case where there is a possibility suggesting the presence of the virtual oncoming vehicle  500 , it is possible to warn the driver about the possibility suggesting the presence of the virtual oncoming vehicle  500  in advance using the alarm means  69 . 
         [0168]    Next, the description will be made about a case where three moving bodies (the oncoming vehicle  200 , the oncoming vehicle  500 , and the pedestrian  300 ) and the travel path of the local vehicle  100  intersect with each other when there is the virtual oncoming vehicle  500 , or there is the oncoming vehicle  500  in reality. 
         [0169]    As a magnitude relation between three intersection times (TCP 1 , TCP 3 , and TCP 2 ), there are six cases as illustrated in  FIG. 19 . The intersection time is a time to arrive at each intersection position (CP 1 , CP 2 , and CP 3 ). Therefore, Case 1 indicates that the pedestrian  300  is the first to arrive at the second intersection position CP 2 , the oncoming vehicle  500  is the next to arrive at the third intersection position CP 3 , and the oncoming vehicle  200  is the last to arrive at the first intersection position CP 1 ) as timings for the respective moving bodies (the oncoming vehicle  200 , the pedestrian  300 , and the oncoming vehicle  500 ) to arrive at the respective intersection positions (CP 1 , CP 2 , and CP 3 ). 
         [0170]    In Case 1, the respective moving bodies (the oncoming vehicle  200 , the oncoming vehicle  500 , and the pedestrian  300 ) arrive at the respective intersection positions (the first intersection position CP 1 , the third intersection position CP 3 , and the second intersection position CP 2 ) in an order of the intersection position farthest away from the local vehicle  100 . Therefore, in a case where it is determined that there is no collision possibility with the oncoming vehicle  200  and the following condition is established, it is determined that the local vehicle can make a right turn. 
         [0000]        TCP 1− TCP 3≧ T 13  [Expression 26]
 
         [0171]    (where, T 13 : margin time) 
         [0000]        TCP 3− TCP 2≧ T 32  [Expression 27]
 
         [0172]    (where, T 32 : margin time) 
         [0173]    In this case, when there is no collision possibility with the oncoming vehicle  200  and the condition of (Expression 26) is established, the oncoming vehicle  200  is at a position of the margin time even when the local vehicle  100  stops at a position ahead of the third intersection position CP 3 , and waits for the oncoming vehicle  500  to pass through the third intersection position CP 3 . Therefore, the collision possibility with the oncoming vehicle  200  is low. In addition, when the condition of (Expression 27) is established, the oncoming vehicle  500  is at a position of the margin time even when the local vehicle  100  stops at a position ahead of the second intersection position CP 2 , and waits for the pedestrian  300  to pass through the second intersection position CP 2 . Therefore, the collision possibility with the oncoming vehicle  500  is low. 
         [0174]    Case 2 indicates that the oncoming vehicle  500  is the first to arrive at the third intersection position CP 3 . Therefore, in a case where it is determined that the collision possibility with the oncoming vehicle  200  is low and the following condition is established, it is determined that the local vehicle can make a right turn. 
         [0000]        TCP 1− TCP 3≧ T 13  [Expression 28]
 
         [0175]    (where, T 13 : margin time) 
         [0000]        TCP 1− TCP 2≧ T 12  [Expression 29]
 
         [0176]    (where, T 12 : margin time) 
         [0177]    In this case, since there is no collision possibility with the oncoming vehicle  200  and the condition of (Expression 28) is established, the oncoming vehicle  200  is at a position of the margin time even when the local vehicle  100  stops at a position ahead of the third intersection position CP 3 , and waits for the oncoming vehicle  500  to pass through the third intersection position CP 3 . Therefore, the collision possibility with the oncoming vehicle  200  is low. Furthermore, since the condition of (Expression 29) is established, the collision possibility with the oncoming vehicle  200  is low even when the local vehicle  100  stops at a position ahead of the second intersection position CP 2  and waits for the pedestrian  300  to pass through the second intersection position CP 2 . 
         [0178]    Case 3 indicates that the pedestrian  300  is the first to arrive at the second intersection position CP 2  and the oncoming vehicle  500  is the last to arrive at the third intersection position CP 3 . Therefore, in a case where it is determined that there is no collision possibility with the oncoming vehicle  200  and the following condition is established, it is determined that the local vehicle can make a right turn. 
         [0000]        TCP 1− TCP 2≧ T 12  [Expression 30]
 
         [0179]    (where, T 12 : margin time) 
         [0180]    In this case, since the oncoming vehicle  500  arrives late at the third intersection position CP 3  compared to the oncoming vehicle  200 , the collision possibility between the oncoming vehicle  500  and the local vehicle  100  is low. 
         [0181]    Case 4 indicates that the oncoming vehicle  500  is the first to arrive at the third intersection position CP 3  and the pedestrian  300  is the last to arrive at the second intersection position CP 2 . Therefore, in a case where it is determined that there is no collision possibility with the oncoming vehicle  200  and the following condition is established, it is determined that the local vehicle can make a right turn. 
         [0000]        TCP 1− TCP 3≧ T 13  [Expression 31]
 
         [0182]    (where, T 13 : margin time) 
         [0000]        TCP 2− TCP 3≧ T 23  [Expression 32]
 
         [0183]    (where, T 23 : margin time) 
         [0184]    In this case, even when the local vehicle  100  stops at a position ahead of the third intersection position CP 3  in order to wait for the oncoming vehicle  500  to pass through, and the local vehicle  100  passes through the third intersection position after the oncoming vehicle  500  passes through on the basis of the condition of (Expression 31), the collision possibility with the oncoming vehicle  200  is low. In addition, even when the local vehicle arrives at the second intersection position CP 2  after the oncoming vehicle  500  passes through on the basis of the condition of (Expression 32), the collision possibility with the pedestrian  300  is low. However, since there is a high possibility to hinder the course of the pedestrian  300  when the local vehicle passes through in front of the pedestrian  300 , it is desirable that the margin time T 23  be set to be sufficiently large. 
         [0185]    Case 5 indicates that the respective moving bodies (the oncoming vehicle  200 , the oncoming vehicle  500 , and the pedestrian  300 ) arrive at the respective intersection positions (the first intersection position CP 1 , the third intersection position CP 3 , and the second intersection position CP 2 ) in an order of the intersection position closest to the local vehicle  100 . Therefore, when it is determined that there is no collision possibility with any one of the oncoming vehicle  200 , the oncoming vehicle  500 , and the pedestrian  300 , it is determined that the local vehicle can make a right turn. 
         [0186]    Case 6 indicates that the oncoming vehicle  200  is the first to arrive at the first intersection position CP 1  and the pedestrian  300  is the next to arrive at the second intersection position CP 2 . Therefore, in a case where it is determined that there is no collision possibility with the oncoming vehicle  200  and the following condition is established, it is determined that the local vehicle can make a right turn. 
         [0000]        TCP 3− TCP 2≧ T 32  [Expression 33]
 
         [0187]    (where, T 32 : margin time) 
         [0000]        TCP 1&lt;0  [Expression 34]
 
         [0188]    (after the oncoming vehicle  200  passes through the first intersection position CP 1 ) 
         [0189]    In this case, when the local vehicle  100  passes through the first intersection position CP 1  after the oncoming vehicle  200  passes through the first intersection position CP 1 , and even when the local vehicle  100  stops at a position ahead of the second intersection position CP 2  in order to wait for the pedestrian  300  to pass through the second intersection position CP 2  on the basis of the condition of (Expression 33), the collision possibility with the oncoming vehicle  500  is low. However, in a case where the local vehicle  100  passes through the first intersection position CP 1  before the oncoming vehicle  200  passes through the first intersection position CP 1 , and when the local vehicle  100  stops at a position ahead of the second intersection position CP 2  in order to wait for the pedestrian  300  to pass through the second intersection position CP 2 , the collision possibility with the oncoming vehicle  200  is increased. Therefore, it is desirable not to make a right turn. 
         [0190]    Hitherto, the description has been made about the avoidance control performed in the invention in which the collision possibility with the moving body around the local vehicle  100  is determined, and in a case where there is a collision possibility, an alarm is informed to the driver or the brake device is automatically controlled to decelerate the local vehicle  100 . Herein, in the vehicle control device  60  of the local vehicle  100 , the collision avoidance control means  66  performs the avoidance control, and the release means  615  releases the avoidance control. 
         [0191]    Hereinafter, the description will be made about the release of the automatic control such as the collision avoidance. In the invention, there is a travel function in which a right/left turn at the intersection is automatically determined using a collision possibility determination of the invention in addition to a drive support function of assisting the driver&#39;s operation. Specifically, there is an example in which a travel path of the local vehicle  100  is set on the basis of a predetermined travel route, and the local vehicle  100  automatically travels on the basis of the path. In this case, according to the invention, a right/left turn is determined when making a right/left turn at the intersection. In a case where it is determined that a right turn is not possible, the local vehicle  100  is automatically stopped before making a right turn. In this way, the invention is able to be operated as the drive support for the driver and the control determination at the time of automatic traveling. 
         [0192]    In the invention, the moving body and the obstacle around the local vehicle  100  are detected, the collision possibility determination is performed, and the drive support for the driver and the automatic traveling control are performed. At this time, it is considered that a driver is in the local vehicle  100  and the operation of the local vehicle  100  is performed by a driver&#39;s final determination. Therefore, in a case where the operation is performed by the driver&#39;s final determination, for example, the collision avoidance control is necessarily released on the basis of the right/left turn determination at the intersection as described in the embodiments of the invention and the driver&#39;s operation is performed with priority. The control is released by the release means  615  in the collision avoidance control means  66  of the vehicle control device  60  of the invention. 
         [0193]      FIG. 20  illustrates a diagram illustrating a configuration of the release means  615 . The release means  615  includes a manual operation change determination means  6151  and a release pattern setting means  6152 . The manual operation change determination means  6151  detects whether the driver of the local vehicle  100  changes an operation of the local vehicle  100 . Then, when the manual operation change determination means  6151  detects that the driver performs an operation, the control operation of the vehicle control device  60  is released on the basis of a release procedure set by the release pattern setting means  6152 . 
         [0194]    Herein, as a specific embodiment of the manual operation change determination means  6151 , for example, there is a method in which an amount of change in steering angle, an amount of change in depressing brake pedal, an amount of change in accelerator opening, an amount of change in yaw rate, and an amount of change in lateral acceleration of the local vehicle  100  are detected. In a case where any one of these values becomes larger than a predetermined value set in advance, it is determined that the driver changes the operation of the local vehicle  100 . 
         [0195]    In addition, as a specific embodiment of the release pattern setting means  6152 , for example, there is a method in which, when the manual operation change determination means  6151  determines that the driver changes the operation of the local vehicle  100 , the control command of the vehicle control device  60  is released by taking a predetermined time. When the control command is released at once after the driver&#39;s operation is determined, the driver&#39;s operation and the operation of the automatic control are likely to be abruptly switched. Further, there may occur instability in the behavior of the local vehicle  100  by the abrupt switching in operation. Therefore, the control command of the vehicle control device  60  is released to be zero by taking a predetermined time. With this configuration, it is possible to smoothly switch the operation from the control operation to the driver&#39;s operation. However, when the switching time becomes long, the driver&#39;s operation is not performed with priority as much as that time. Therefore, it is desirable that the time for completely releasing the control command be set to be short. Furthermore, when the control command is released, there may be a method of freely setting a ratio of the control command together with the time instead of making the control command zero at a constant ratio. 
         [0196]    Further, the embodiments of the invention have been described about the travel scene where the vehicle travels to the left side as a specific example. In a case where the vehicle travels to the right side, the same effects can be obtained. Specifically, in a case where the vehicle travels to the right side, the travel scene of a right turn in the embodiments of the invention corresponds to the travel scene of a left turn. In a case where the vehicle travels to the right side, the travel scene of a left turn in the embodiments of the invention corresponds to the travel scene of a right turn. While there is a difference between the right-side travel and the left-side travel of the vehicle, both travels can be handled substantially with the same manner. 
       REFERENCE SIGNS LIST 
       [0000]    
       
           10  drive source 
           20  transmission 
           30  drive source control device 
           40  braking control device 
           50  communication device 
           60  vehicle control device 
           61  local vehicle position information processing means 
           62  road information processing means 
           63  external environment information processing means 
           64  local vehicle information processing means 
           65  right/left turn determination processing means 
           66  collision avoidance control means 
           67  operation amount calculation means 
           68  the display means 
           69  alarm means 
           70  control network 
           80  external environment recognition device 
           90  brake device 
           100  vehicle, local vehicle 
           110  right/left turn determination means 
           120  alarm device 
           130  display device 
           140  communication means 
           200  oncoming vehicle 
           300  pedestrian 
           400  light vehicle (bicycle) 
           500  oncoming vehicle 
           601  moving body detection data 
           602  road information acquisition data 
           603  local vehicle status detection data 
           604  first intersection time estimation means 
           605  second intersection time estimation means 
           606  first arrival time estimation means 
           607  second arrival time estimation means 
           608  predicted time comparison means 
           609  collision determination means 
           610  control select means 
           611  first control means 
           612  second control means 
           613  third control means 
           614  fourth control means 
           615  release means 
           616  select means