JP6332489B1 - Vehicle state estimation device - Google Patents

Abstract

A vehicle state estimation device capable of estimating the state of a vehicle when there is no driving assistance by ADAS or the like. A vehicle state estimation device includes an information acquisition unit, a first calculation unit, a second calculation unit, a third calculation unit, and a determination unit. The information acquisition unit acquires performance information from the vehicle. The first calculation unit calculates a virtual acceleration transition obtained by delaying the transition of the actual acceleration by the time difference ΔT. The second calculation unit calculates a transition of a virtual relative speed between the vehicle and the target. The third calculation unit calculates a transition of a virtual distance between the vehicle and the target. The determination unit determines that the vehicle and the target have collided when a time tx at which the virtual distance is equal to or less than a threshold value exists, and if the time tx does not exist, the determination unit determines that the vehicle and the object Judge that the mark did not collide. [Selection] Figure 1

Description

  The present disclosure relates to a vehicle state estimation device.

  In recent years, research on ADAS (advanced driving support system) has been advanced (see Patent Document 1). ADAS has a function of detecting a target using a sensor. Further, ADAS has a function of warning a driver when a target is detected, a function of performing driving intervention such as braking or steering of a vehicle, and the like. ADAS has an effect of avoiding a collision with a target or reducing damage caused by a collision with a target.

Japanese Patent No. 4483764

  Compared to the case where ADAS is not provided, it is conceivable to calculate the amount of damage that can be reduced by providing ADAS and use it for business. For example, a business model may be considered in which at least part of the amount of damage expected to be mitigated by providing ADAS is paid to a non-life insurance company and the expenditure is appropriated for the introduction cost of ADAS.

  In order to estimate the amount of damage that can be reduced by providing ADAS, it is necessary to estimate what state the vehicle equipped with ADAS actually was when it was assumed that it was not equipped with ADAS. Conventionally, however, such estimation has been difficult.

  The present disclosure provides a vehicle state estimation device that can estimate the state of a vehicle when there is no driving assistance by ADAS or the like.

One aspect of the present disclosure is the vehicle having a function of performing a warning regarding a target existing around the vehicle, and a function of performing a driving intervention for avoiding a collision with the target after the warning. (A) time of the warning, (b) start time of avoidance operation by the driver of the vehicle, (c) transition of the speed of the vehicle, (d) transition of acceleration of the vehicle, (e) at least one timing A distance between the vehicle and the target; (f) a transition of a relative speed between the vehicle and the target; (g) a time when the vehicle collides with the target or a collision of the vehicle with the target; The information acquisition unit that acquires the time of avoidance and (h) the performance information including the time when the first driving intervention was performed, and the earlier of (b) and (g), starting from (h) Only the time difference ΔT with the end point as the timing Based on (d), the virtual acceleration transition, and (f), the acceleration transition of the vehicle is calculated based on the first calculation unit that calculates the virtual acceleration transition delayed (d). Based on the second calculation unit for calculating the transition of the virtual relative speed between the vehicle and the target in the case of a typical acceleration transition, the transition of the virtual relative speed, and the (e), A third calculation unit for calculating a transition of a virtual distance between the vehicle and the target when the transition of the acceleration of the vehicle is the virtual acceleration transition; If there is a time t _{x at} which the virtual distance is less than or equal to the threshold, it is determined that the vehicle and the target have collided, and if the time t _x does not exist by (g), Judged that the vehicle and the target did not collide A determining unit that a vehicle state estimating apparatus comprising a.

  The vehicle state estimation device according to an aspect of the present disclosure calculates the virtual acceleration transition, and determines whether the vehicle and the target have collided based on the virtual acceleration transition. The virtual acceleration transition corresponds to the acceleration transition of the vehicle when no driving intervention is performed. Therefore, the vehicle state estimation device according to one aspect of the present disclosure can determine whether or not the vehicle and the target have collided when driving intervention is not performed.

1 is a block diagram illustrating a configuration of a vehicle 1. FIG. 3 is a block diagram illustrating a configuration of a vehicle state estimation device 31. FIG. 3 is a block diagram illustrating a functional configuration of a control unit 33. FIG. It is a flowchart showing the performance information storage process which the vehicle state estimation apparatus 31 performs. It is a flowchart showing the estimation information creation process which the vehicle state estimation apparatus 31 performs. 6A, 6B, and 6C are explanatory diagrams showing the time difference ΔT, respectively. It is explanatory drawing showing the example of virtual acceleration transition a '(t) and performance acceleration transition a (t). It is a diagram of an example of a virtual distance transition D '(t) and the time t _x.

An embodiment of the present disclosure will be described with reference to the drawings.
1. Configuration of Vehicle 1 The configuration of the vehicle 1 will be described with reference to FIG. The vehicle 1 includes a control unit 3, an ADAS 5, an indoor camera 7, a display 9, a speaker 11, an operation detection sensor 13, a seating sensor 15, a seat belt sensor 17, a storage unit 19, and a communication unit 21. And a steering unit 23 and a braking unit 25.

  The control unit 3 controls each unit of the vehicle 1. The control unit 3 is mainly configured by a known microcomputer having a CPU 27 and a semiconductor memory (hereinafter referred to as a memory 29) such as a RAM, a ROM, and a flash memory. Various functions of the control unit 3 are realized by the CPU 27 executing a program stored in the memory 29.

  The ADAS 5 includes a camera, a sensor, and the like (not shown), and executes a collision avoidance process described later. The indoor camera 7 is provided in the vehicle interior of the vehicle 1 and photographs the driver's face. The display 9 is provided in the vehicle interior of the vehicle 1 and displays an image. The speaker 11 is provided in the vehicle interior of the vehicle 1 and outputs sound.

  The operation detection sensor 13 detects a driving operation by a driver. Examples of the driving operation detected by the operation detection sensor 13 include a braking operation by depressing a brake pedal and a steering operation by rotating a steering wheel.

  The seat sensor 15 is provided in each seat of the vehicle 1. The seat sensor 15 detects that an occupant is seated on the seat. The seat belt sensor 17 is provided in each seat of the vehicle 1. The seat belt sensor 17 detects that the seat belt is worn.

  The storage unit 19 can store various information. The communication unit 21 can perform wireless communication with the vehicle state estimation device 31. The steering unit 23 performs steering by an instruction from the ADAS 5 or by a driving operation of the driver. The braking unit 25 performs braking according to an instruction from the ADAS 5 or a driving operation of the driver. The vehicle 1 has the same configuration as that of a normal vehicle.

2. Processes executed by the vehicle 1 The vehicle 1 executes the following processes (2-1) Collision avoidance process The ADAS 5 executes the following collision avoidance processes. ADAS5 detects the target which exists in the circumference | surroundings of the vehicle 1 using the sensor with which it is provided, and when it judges that the vehicle 1 has a danger of colliding with a target, it will warn about the target. The warning is a process of displaying a predetermined warning image on the display 9 and a process of outputting a warning sound using the speaker 11. The time for warning is t ₀ . Examples of the target include other vehicles, pedestrians, and features. As another vehicle, for example, a preceding vehicle positioned in front of the vehicle 1 can be cited.

Next, ADAS 5 performs the first driving intervention in order to avoid a collision with the target. Driving intervention is braking performed using the braking unit 25 and steering performed using the steering unit 23. Let t ₁ be the time at which the first driving intervention is performed. Time t ₁ is later than time t ₀ .

Next, ADAS 5 performs a second driving intervention in order to avoid a collision with the target. The time to perform a second operation intervention and t _2. Time _{t 2} is later than the time _{t 1.}
ADAS5, the time t ₀ and later, periodically determines whether the vehicle 1 and the target has collided. In addition, ADAS5, the time t ₀ and later, periodically determine whether or not it has been possible to avoid a collision with the vehicle 1 and the target. Time the vehicle 1 collides with the target, or to the time the vehicle 1 can avoid the collision with the target and t _3. Time _{t 3} is, is later than the time _{t 0.} There are a case where the time t ₃ is earlier than the time t ₁ , a case between the time t ₁ and the time t _2, and a case after the time t ₂ . Time t ₃ is, if it is earlier than the time t _1, ADAS5 is first operated intervention and the second driver intervention is not executed. When the time t ₃ is between the time t ₁ and the time t ₂ , the ADAS 5 executes the first driving intervention but does not execute the second driving intervention. Hereinafter, the time t ₃ will be described as is later than the time t _2. Even if the time t ₃ is earlier than time t _2, the can perform the same processing.
(2-2) Information Recording Process When the collision avoidance process is executed, the control unit 3 acquires the following information (a) to (g) and stores them in the storage unit 19. Hereinafter, a set of information (a) to (g) is referred to as performance information.

(A) Time t ₀ , t ₁ , t ₂ , t ₃ , t _d
The control unit 3 stores times t ₀ , t ₁ , t ₂ , t ₃ , and t _d . Times t ₀ , t ₁ , t ₂ , and t ₃ are the times described above. The time t _d, the driver is the time when avoidance operation was initiated to avoid collision with the target. Examples of the avoiding operation include a braking operation or a steering operation. The control unit 3 can detect the time t _d using the operation detection sensor 13.

(B) Driver state The control unit 3 stores the driver state. The driver state includes a drowsiness state, a side look state, a normal state, and the like. The normal state is a state that is neither a sleepy state nor a state of looking aside. The control unit 3 captures the driver's face using the indoor camera 7 to acquire an image, and estimates the driver's state by a known method based on the image. The control unit 3 repeatedly acquires and stores the driver state at a predetermined sampling rate during the period from time t ₀ to time t ₃ . The sampling rate can be, for example, 200 msec or less.

(C) Awakening time The awakening time is the time when the driver's state changes from a dozing state to a normal state. _{Let the} awakening time be ta.

(2) Control information of the vehicle 1 The control unit 3 stores control information of the vehicle 1. The control information of the vehicle 1 includes the speed of the vehicle 1, the acceleration of the vehicle 1, the distance between the vehicle 1 and the target, the relative speed between the vehicle 1 and the target, the offset from the lane center, and the lane in which the vehicle 1 is traveling. Width of the vehicle, the number of lanes on the road, the size of the travelable area in front of the vehicle 1, the relative position of features in front of the vehicle 1, the amount of brake depression by the driver, the steering angle, the amount of steering torque input, etc. .

The control unit 3 repeatedly acquires and stores control information of the vehicle 1 at a predetermined sampling rate during a period from time t ₀ to time t ₃ . The sampling rate can be, for example, 200 msec or less.

  Since the control unit 3 repeatedly acquires and stores the control information of the vehicle 1, the control unit 3 acquires and stores the transition of the control information described above. For example, the control unit 3 acquires and stores the transition of the speed of the vehicle 1, the transition of the acceleration of the vehicle 1, the transition of the distance between the vehicle 1 and the target, and the like.

  The speed of the vehicle 1 includes the speed in the vertical direction of the road and the speed in the horizontal direction of the road. The acceleration of the vehicle 1 includes acceleration in the vertical direction of the road and acceleration in the horizontal direction of the road. The distance between the vehicle 1 and the target includes a distance in the vertical direction of the road and a distance in the horizontal direction of the road. The relative speed between the vehicle 1 and the target includes a relative speed in the vertical direction of the road and a relative speed in the horizontal direction of the road.

(E) an image controller 3 obtained by photographing the front of the vehicle 1, in the period from time t ₀ to time t _3, and acquires at least one image, and stores. This image is an image obtained by photographing the front of the vehicle 1.

(F) determining whether or not the result control unit 3 occupant each seat of the vehicle 1 is seated in the period from time t ₀ to time t _3, with the seating sensor 15, in each seat of the vehicle 1 It is determined whether a passenger is seated and the determination result is stored.

(G) determining whether or not the result control unit 3 seatbelt of each seat of the vehicle 1 is mounted, during the period from time t ₀ to time t _3, with the seat belt sensor 17, the vehicle 1 It is determined whether or not the seat belt of the seat is worn, and the determination result is stored.
(2-3) Information transmission processing When the communication unit 21 receives an information transmission request to be described later, the control unit 3 uses the communication unit 21 to estimate the vehicle state information stored in the storage unit 19. Transmit to device 31. In addition, the control part 3 may transmit performance information regularly irrespective of reception of a data transmission request.

3. Configuration of Vehicle State Estimation Device 31 The configuration of the vehicle state estimation device 31 will be described with reference to FIGS. The vehicle state estimation device 31 is fixedly installed outside the vehicle 1. The vehicle state estimation device 31 is, for example, a server. As shown in FIG. 2, the vehicle state estimation device 31 includes a control unit 33, a communication unit 35, and a storage unit 37. The control unit 33 is configured around a well-known microcomputer having a CPU 39 and a semiconductor memory (hereinafter referred to as a memory 41) such as a RAM, a ROM, and a flash memory.

  Various functions of the control unit 33 are realized by the CPU 39 executing a program stored in a non-transitional physical recording medium. In this example, the memory 41 corresponds to a non-transitional tangible recording medium that stores a program. Also, by executing this program, a method corresponding to the program is executed. The number of microcomputers constituting the control unit 33 may be one or more.

  As shown in FIG. 3, the control unit 33 has a function configuration realized by the CPU 39 executing the program, as shown in FIG. 3, an information acquisition unit 45, a first calculation unit 47, a second calculation unit 49, and a third A calculation unit 51, a fourth calculation unit 53, a determination unit 55, a storage unit 57, and an output unit 59 are provided.

  The method of realizing these elements constituting the control unit 33 is not limited to software, and some or all of the elements may be realized using one or a plurality of hardware. For example, when the above function is realized by an electronic circuit that is hardware, the electronic circuit may be realized by a digital circuit including a large number of logic circuits, an analog circuit, or a combination thereof.

  The communication unit 35 performs wireless communication with the vehicle 1. The storage unit 37 can store various types of information. The vehicle state estimation device 31 is connected to the external device 43 through a wired or wireless communication line.

4). Results information storage process executed by the vehicle state estimation device 31 The results information storage processing executed by the vehicle state estimation device 31 will be described with reference to FIG. This process is repeatedly executed, for example, every predetermined time. In step 1 of FIG. 4, the information acquisition unit 45 transmits an information transmission request using the communication unit 35. At this time, the vehicle 1 receives the information transmission request and transmits the record information stored in the storage unit 19 using the communication unit 21 in response to the received information transmission request.

In step 2, the information acquisition unit 45 receives the record information transmitted by the vehicle 1 using the communication unit 35.
In step 3, the information acquisition unit 45 stores the record information received in step 2 in the storage unit 37.

5. Estimated information creation processing executed by the vehicle state estimation device 31 The estimated information creation processing executed by the vehicle state estimation device 31 will be described with reference to FIGS. This process may be executed, for example, every predetermined time or may be executed by some trigger.

In step 11 of FIG. 5, the information acquisition unit 45 reads the performance information from the storage unit 37. This record information is stored by the record information storing process described above.
In step 12, the first calculation unit 47 calculates the time difference ΔT using the record information. ΔT is, in principle, a time difference starting from time t ₁ and ending at an earlier timing between time t _d and time t ₃ . For example, as shown in FIG. 6A, when towards the time t ₃ is earlier than the time t _d, [Delta] T is a time t ₁ as a start point, the time t ₃ is a time difference of the end point. Further, as shown in FIG. 6B, if better time t _d is earlier than the time t _3, [Delta] T is a time t ₁ as a start point, the time difference and ending time t _d.

However, if the driver condition is changed from the doze state to the normal state, as shown in FIG. 6C, the time t _a is located later than the time t _0, is later than the time t _d and time t _3, [Delta] T is a time t ₁ as a start point, the time difference and ending time t _a.

  Returning to FIG. 5, in Step 13, the first calculation unit 47 calculates the virtual acceleration transition a ′ (t). The virtual acceleration transition a ′ (t) delays the actual acceleration transition of the vehicle 1 (hereinafter referred to as the actual acceleration transition a (t)) included in the actual information by the time difference ΔT calculated in the step 12. It is a transition of acceleration. The virtual acceleration transition a ′ (t) corresponds to the acceleration transition of the vehicle 1 when no driving intervention is performed.

An example of the virtual acceleration transition a ′ (t) is shown in FIG. The virtual acceleration transition a ′ (t) is obtained by delaying the actual acceleration transition a (t) by the time difference ΔT. The value of the virtual acceleration transition a ′ (t) in the time zone from the time t ₀ to the time (t ₀ + ΔT) is the value of the actual acceleration transition a (t) at the time t ₀ , and a (t ₀ ). a (t ₀ ) is included in the performance information.

  Returning to FIG. 5, in step 14, the second calculation unit 49 changes the virtual acceleration transition a ′ (t) calculated in step 13 and the transition of the relative speed between the vehicle 1 and the target included in the performance information ( In the following, based on the actual relative speed transition V (t)), a virtual relative speed transition between the vehicle 1 and the target (hereinafter referred to as a virtual relative speed transition V ′ (t)) is calculated.

The virtual relative speed transition V ′ (t) is a transition of the relative speed between the vehicle 1 and the target when the transition of the acceleration of the vehicle 1 is the virtual acceleration transition a ′ (t) calculated in step 13. is there. The second calculation unit 49 applies V (t ₀ ), time t ₀ , virtual acceleration transition a ′ (t), and actual acceleration transition a (t) to the following equation (1), thereby changing the virtual relative speed transition. V ′ (t) is calculated.

V (t ₀ ) in equation (1) is the actual relative speed transition V (t) at time t ₀ . V (t ₀ ) is included in the performance information. The virtual relative speed transition V ′ (t) corresponds to the transition of the relative speed between the vehicle 1 and the target when no driving intervention is performed.

In step 15, the third calculation unit 51 calculates the vehicle 1 based on the virtual relative speed transition V ′ (t) calculated in step 14 and the distance D _t0 between the vehicle 1 and the target at time t ₀ . A transition of a virtual distance from the target (hereinafter referred to as a virtual distance transition D ′ (t)) is calculated. The distance D _t0 is included in the performance information.

  The virtual distance transition D ′ (t) is a distance transition between the vehicle 1 and the target when the acceleration transition of the vehicle 1 is the virtual acceleration transition a ′ (t) calculated in Step 13. The virtual distance transition D ′ (t) corresponds to the transition of the distance between the vehicle 1 and the target when no driving intervention is performed.

The third calculation unit 51 calculates the virtual distance transition D ′ (t) by applying the distance D _t0 , the time t _0, and the virtual relative speed transition V ′ (t) to the following equation (2). .

  FIG. 8 shows an example of the virtual distance transition D ′ (t). FIG. 8 also shows a transition D (t) of the actual distance between the vehicle 1 and the target. A part of D (t) may not necessarily be included in the performance information.

In step 16, the determination unit 55 determines whether or not the time t _x exists by the time t ₃ . The time t _x is the time when the virtual distance transition D ′ (t) first becomes 0. 0 corresponds to the threshold value. An example of the time t _x is shown in FIG. If the time t _x exists, the process proceeds to step 17, and if the time t _x does not exist, the process proceeds to step 18. The absence of the time t _x means that the virtual distance transition D ′ (t) is continuously larger than 0 until the time t ₃ .

In step 17, if no driving intervention is performed, the determination unit 55 determines that the vehicle 1 and the target have collided. Thereafter, the process proceeds to step 19.
In step 18, the determination unit 55 determines that the vehicle 1 and the target have not collided even if no driving intervention is performed. Then, it progresses to step 20.

In step 19, the fourth calculation unit 53 applies the time t _x acquired in step 16 to the virtual relative speed transition V ′ (t) calculated in step 14, so that the virtual relative speed V ′ (t _x ). Is calculated. The virtual relative speed V ′ (t _x ) is a virtual relative speed transition V ′ (t) at time t _{x, and} represents the relative speed when the vehicle 1 and the target collide when no driving intervention is performed. means.

In step 20, the storage unit 57 stores the estimated information in the storage unit 37. The content of the estimated information is that if the determination in step 16 is affirmative, the vehicle 1 and the target have collided with each other, and the virtual relative speed V ′ (t _x ). The content of the estimation information is a matter that the vehicle 1 and the target have not collided even if no driving intervention is performed when a negative determination is made in step 16.

  In step 21, the output unit 59 outputs the estimation information and the record information read in step 11 to the external device 43. For example, the external device 43 can calculate the amount of damage or the like when no driving intervention is performed based on the estimated information and the actual information.

6). Effects produced by the vehicle state estimation device 31 (1A) The vehicle state estimation device 31 calculates a virtual acceleration transition a ′ (t), and the vehicle 1 and the target collide based on the virtual acceleration transition a ′ (t). Determine whether or not. The virtual acceleration transition a ′ (t) corresponds to the acceleration transition of the vehicle 1 when no driving intervention is performed. Therefore, the vehicle state estimation device 31 can determine whether or not the vehicle 1 and the target have collided when driving intervention is not performed.

(1B) When the time t _x exists, the vehicle state estimation device 31 calculates the virtual relative speed V ′ (t _x ) using the virtual relative speed transition V ′ (t). Therefore, the vehicle state estimation device 31 can calculate the relative speed when the vehicle 1 and the target collide when driving intervention is not performed.

(1C) vehicle state estimating device 31, the time _{t a} of arousal there later than the time _{t 0,} when it is before the time _{t d} and time _{t 3,} the time _{t a} of awakening, the end point of the time difference ΔT And Therefore, it is possible to accurately calculate the virtual acceleration transition a ′ (t) when the dozing state occurs.

(1D) The target in the performance information includes a preceding vehicle located in front of the vehicle 1. Therefore, the vehicle state estimation device 31 can determine whether the vehicle 1 and the preceding vehicle have collided when driving intervention is not performed. Moreover, the vehicle state estimation apparatus 31 can calculate the relative speed when the vehicle 1 and the preceding vehicle collide when the driving intervention is not performed.
<Other embodiments>
As mentioned above, although embodiment of this indication was described, this indication is not limited to the above-mentioned embodiment, and can carry out various modifications.

(1) The driving intervention performed by the vehicle 1 may be other than braking or steering.
(2) The avoidance operation by the driver of the vehicle 1 may be an operation other than the braking operation or the steering operation.

(3) the distance between the vehicle 1 and the target included in the record information may be a distance at a time other than the time t _0.
(4) In step 16, a threshold value other than 0 may be used. The threshold value may be a positive value or a negative value, for example.

(5) The method for detecting the driver's arousal from the dozing state may be another method. For example, arousal may be detected using an electroencephalogram, a pulse, a heart rate, a body temperature, a body motion, and the like.
(6) A plurality of functions of one constituent element in the above embodiment may be realized by a plurality of constituent elements, or a single function of one constituent element may be realized by a plurality of constituent elements. . Further, a plurality of functions possessed by a plurality of constituent elements may be realized by one constituent element, or one function realized by a plurality of constituent elements may be realized by one constituent element. Moreover, you may abbreviate | omit a part of structure of the said embodiment. In addition, at least a part of the configuration of the above embodiment may be added to or replaced with the configuration of the other embodiment. In addition, all the aspects included in the technical idea specified from the wording described in the claims are embodiments of the present disclosure.

  (7) In addition to the vehicle state estimation device 31 described above, a system including the vehicle state estimation device 31 as a constituent element, a program for causing a computer to function as the control unit 33 of the vehicle state estimation device 31, and this program are recorded. The present disclosure can also be realized in various forms such as a non-transitional actual recording medium such as a semiconductor memory, a vehicle state estimation method, and the like.

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 3 ... Control part, 7 ... Indoor camera, 9 ... Display, 11 ... Speaker, 13 ... Operation detection sensor, 15 ... Seating sensor, 17 ... Seat belt sensor, 19 ... Memory | storage part, 21 ... Communication part, 23 ... Steering part, 25 ... Braking part, 27 ... CPU, 29 ... Memory, 31 ... Vehicle state estimation device, 33 ... Control part, 35 ... Communication part, 37 ... Storage part, 39 ... CPU, 41 ... Memory, 43 ... External Apparatus 45 ... Information acquisition unit 47 ... First calculation unit 49 ... Second calculation unit 51 ... Third calculation unit 53 ... Fourth calculation unit 55 ... Judgment unit 57 ... Storage unit 59 ... Output unit

Claims (6)

(A) the time of the warning from the vehicle having a function of performing a warning regarding a target existing around the vehicle and a function of performing a driving intervention for avoiding a collision with the target after the warning. (B) start time of avoidance operation by the driver of the vehicle; (c) transition of the speed of the vehicle; (d) transition of acceleration of the vehicle; (e) the vehicle and the target at at least one timing; (F) Transition of relative speed between the vehicle and the target, (g) Time when the vehicle collides with the target or time when the vehicle avoids collision with the target, and (h ) An information acquisition unit for acquiring performance information including the time when the first driving intervention is performed;
A first calculation unit that calculates a virtual acceleration transition delayed by (d) by a time difference ΔT starting from (h) and ending at an earlier timing among (b) and (g);
Based on (d), the virtual acceleration transition, and (f), the transition of the acceleration of the vehicle is the virtual acceleration transition of the vehicle and the target in the case of the virtual acceleration transition. A second calculation unit for calculating the transition of the relative speed;
Based on the transition of the virtual relative speed and the transition of the virtual distance between the vehicle and the target when the transition of the acceleration of the vehicle is the virtual acceleration transition based on (e). A third calculation unit for calculating
If there is a time t _{x at} which the virtual distance is less than or equal to the threshold value by (g), it is determined that the vehicle has collided with the target, and the time t is reached by (g). _{if x} does not exist, a determination unit that determines that the vehicle and the target have not collided;
A vehicle state estimation device. The vehicle state estimation device according to claim 1,
A fourth calculation unit for calculating the virtual relative speed at the time t _x using the transition of the virtual relative speed calculated by the second calculation unit when the time t _x exists; A vehicle state estimation device provided. The vehicle state estimation device according to claim 1 or 2,
The vehicle further includes a function of detecting arousal from the driver's dozing state,
The track record information further includes the awakening time,
When the time of awakening is later than the time of the first driving intervention and ahead of (b) and (g), the first calculation unit uses the time of awakening as the end point. A vehicle state estimating device configured to do. The vehicle state estimation device according to any one of claims 1 to 3,
The said target is a vehicle state estimation apparatus which is a preceding vehicle located ahead of the said vehicle. The vehicle state estimation device according to any one of claims 1 to 4,
The avoidance operation is a vehicle state estimation device that is a braking operation or a steering operation. The vehicle state estimation device according to any one of claims 1 to 5,
The vehicle state estimation device in which the driving intervention is execution of braking or steering.

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