JP2005208849A - Collision estimating device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a collision estimating device for a vehicle for improving deciding precision according to actual vehicle behaviors. <P>SOLUTION: This collision estimating device for a vehicle is configured to specify an object on the route of a vehicle by executing image recognition processing to the acquired image of a millimeter wave radar or a front camera, and to decide any possibility that the detected object performs a collision preventing operation to a horizontal direction, and to estimate the conflict possibility of its own vehicle with the object considering the collision preventing steering of its own vehicle and the conflict preventing operation of the object when it is judged that any possibility that the object performs the collision preventing operation to the horizontal direction is high. For example, when it is judged that the object is an opposite vehicle, this collision estimating device for a vehicle decides the possibility of collision prevention assuming that the opposite vehicle/its own vehicle perform the collision preventing steering. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle collision estimation apparatus that is mounted on a vehicle, detects an obstacle on a course, and estimates the possibility of collision with the obstacle.

2. Description of the Related Art As a system that assists in running of a vehicle, an apparatus that automatically performs steering in order to avoid contact with an oncoming vehicle is known (see, for example, Patent Document 1). With this technology, the lateral distance (relative lateral deviation) at the time of closest approach is calculated based on the current traveling direction and speed of the oncoming vehicle and the host vehicle. Do. Then, by correcting the relative lateral deviation based on the number of lanes, the curve state, and the congestion state, erroneous determination of collision determination is reduced.
JP 2003-67396 A

  However, this technology basically assumes that both the oncoming vehicle and the host vehicle are traveling in the current traveling direction and speed, and does not necessarily match the actual behavior of the vehicle. Although a correction coefficient is introduced in order to consider road conditions, it cannot be said that even changes in vehicle behavior are taken into account, so there is a possibility of erroneous determination.

  Therefore, an object of the present invention is to provide a vehicle collision estimation apparatus that improves the determination accuracy in accordance with actual vehicle behavior.

  In order to solve the above-described problem, a collision estimation apparatus for a vehicle according to the present invention includes a collision possibility determination that determines a collision possibility between an object detection unit that detects an object on a vehicle path and the detected object. A collision avoidance determining means for determining a possibility that the detected object itself performs a collision avoiding operation in the lateral direction, and the collision possibility determining means includes the determined collision avoidance. The possibility of collision is determined in consideration of the possibility of movement and the collision avoidance operation of the host vehicle.

  The vehicle collision estimation apparatus according to the present invention determines a case where the possibility of a collision is high, that is, it is almost inevitable. Therefore, not only does the vehicle take a collision avoidance operation, but also the obstacle including the oncoming vehicle can take a collision avoidance operation in the lateral direction on the premise that the vehicle will take a collision avoidance operation if possible. Judgment is made, and the possibility of collision in the case of traveling along a trajectory that avoids mutual collision is determined.

  It is preferable that the avoidability determination unit performs the determination based on the detected traveling direction / speed of the object. Specifically, the avoidability of the other party is determined according to whether the vehicle collides with a preceding vehicle or a stationary object or a frontal collision with an oncoming vehicle.

  By determining the possibility of collision in consideration of the collision avoidance operation, it is possible to reduce erroneous determinations that determine that the possibility of a collision is high even when the possibility of avoiding the collision is high. For this reason, accurate determination can be performed.

  By making a determination based on the detected traveling direction / velocity of the object, it is possible to accurately determine the possibility of avoiding the collision of the object in the lateral direction while simplifying the logic. For this reason, accurate collision possibility determination can be performed.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described in detail with reference to the accompanying drawings. In order to facilitate the understanding of the description, the same reference numerals are given to the same components in the drawings as much as possible, and duplicate descriptions are omitted.

  FIG. 1 is a schematic configuration diagram showing a vehicle equipped with a vehicle collision estimation device according to the present invention, and FIG. 2 is a block configuration diagram of a vehicle control device 2 including the vehicle collision estimation device 3. The vehicle control device 2 mounted on the vehicle 1 includes a control ECU 20 that controls the entire device, a millimeter wave radar 21 that is a first object detection unit that detects an obstacle by scanning the front of the vehicle with radio waves, Image recognition means 22 as second object detection means for acquiring a front image and detecting an obstacle by image recognition, a seat belt device 23 as a risk reduction means for reducing danger to an occupant at the time of a collision, an airbag A device 24, a brake device 25, an automatic steering device 26, and a pedestrian protection device 27 are provided.

  Here, FIG. 1 shows an example of a right-hand drive vehicle. As the seat belt device 23, only the seat belt device 23b for the driver's seat and the seat belt device 23a for the passenger seat are shown, and the airbag device 24 is an assistant. Only the airbag device for the seat is shown.

  The image recognition unit 22 includes a camera 221 that is an imaging unit that acquires an image (video) in front of the vehicle, and an image processing ECU 222 that acquires an obstacle by image recognition from the acquired image. Here, the camera 221 is preferably a stereo camera. The image processing ECU 222 includes a CPU, a ROM, a RAM, and the like.

  The seat belt devices 23a and 23b include a seat belt main body 231a and 231b and a seat belt winding device 230a and 230b, respectively. Hereinafter, the symbols a and b are omitted unless particularly distinguished. The airbag device 24 includes an airbag control device 240 including an airbag body 241 and a seating sensor (not shown). The brake device 25 includes a disc brake or drum brake (not shown) attached to each wheel, a hydraulic wheel cylinder 251 that operates each brake, and a brake actuator 250 that controls the hydraulic pressure applied to each wheel cylinder 251. . The automatic steering device 26 includes a steering control device 260 that controls the operation of the steering system, and an electric assist motor 261 that is connected to the steering system and applies a steering force.

  Outputs of the millimeter wave radar 21 and the image processing ECU 222 are input to the collision determination unit 201 of the control ECU 20 that is a control unit. The control ECU 20 includes the airbag control device 240, the seat belt winding device 230, and the brake actuator 250. Control the operation. The control ECU 20 further receives various state quantities of the vehicle from the yaw rate sensor 51, the G sensor 52, the vehicle speed sensor 53, the brake switch 54, and the like, and also controls the operation of the throttle 61, the transmission means 62, and the like.

  The control ECU 20 is also composed of a CPU, ROM, RAM and the like, similar to the image processing ECU 222. It should be noted that the image processing ECU 222 and the control ECU 20 may be configured to be integrated in hardware or share a part, or may be configured to implement the processing contents in software. The collision determination unit 201 of the control ECU 20 may be configured as independent hardware, or may be integrated with the image processing ECU 222.

  The vehicle collision estimation apparatus 3 according to the present invention includes a millimeter wave radar 21, an image recognition unit 22, and a collision determination unit 201, and the obstacle detection result of the millimeter wave radar 21 and the obstacle of the image recognition unit 22. The collision determination unit 201 estimates the possibility of collision between the obstacle and the host vehicle based on the detection result, and the control ECU 20 avoids collision with the obstacle based on the estimated collision possibility, collision impact reduction control, and the like. I do.

  FIG. 3 is a flowchart for explaining the collision possibility estimation operation of the vehicle control device 2. This control is repeatedly executed by the control ECU 20 at a predetermined timing after the vehicle is turned on until it is turned off.

  First, the obstacle candidate detection result by the millimeter wave radar 21 and the obstacle candidate detection result by the image recognition means 22 are read (steps S1 and S3), respectively. The millimeter wave radar 21 irradiates the front of the vehicle 1 while scanning the radio wave in the horizontal direction, receives the radio wave reflected by the obstacle surface such as the front vehicle, and the presence / absence of an obstacle candidate based on the frequency change of the received signal. The azimuth / distance with the obstacle candidate, the relative speed, etc. are obtained and output as a detection result. In the image recognition means 22, the image processing ECU 222 extracts obstacle candidates from the image captured by the camera 221 by edge extraction, pattern recognition processing, or the like. When a stereo camera is adopted as the camera 221, the distance and direction (or spatial position) from the obstacle candidate are obtained by the triangulation method based on the difference between the object positions in the left and right acquired images, and at the time of the previous frame. The relative speed is obtained from the amount of change with respect to the obtained distance. When a stereo camera is not employed, distance or spatial position may be estimated based on the position of the object in the image.

  The collision determination unit 201 collates the detection result of the obstacle candidate by the millimeter wave radar 21 with the detection result of the obstacle candidate by the image recognition unit 22 to identify the obstacle (step S5). Here, an obstacle candidate (fusion target) detected by both the millimeter wave radar 21 and the image recognition means 22 and an obstacle candidate (single millimeter) that can be detected by only one of the millimeter wave radar 21 and the image recognition means 22. A wave target or a single image target) is stored in an array for storing obstacle candidates together with information on position, distance, speed, and size in a state where it can be distinguished. Hereinafter, the number of detected obstacles is assumed to be nall. The speed of the obstacle here is not the relative speed between the host vehicle and the obstacle but the absolute speed of the obstacle itself, and represents the forward direction of the host vehicle as positive and the reverse direction as negative.

  Next, it is determined whether or not an obstacle has been detected, that is, whether or not nall is greater than 0 (step S7). If nall = 0 where no obstacle has been detected, it is not necessary to perform collision estimation, so the subsequent process is skipped and the process is terminated. If there is even one obstacle, the variable n is set to 1 (step S9), and a loop process for making a collision determination for each obstacle is entered.

  First, it is determined whether or not the detected obstacle has width information (step S11). Information about the width of the obstacle is obtained in the case of the fusion target and the single image target in which the obstacle can be determined by image recognition. Since the millimeter wave radar 21 captures the object from the reflected wave from the highly reflective part (vehicle license plate or the like) of the object, it is not good at accurately recognizing the width of the entire object. This is because the width information is difficult to obtain accurately.

If it is determined to have a width information, the operation proceeds to step S13, the velocity V _p of the obstacle itself compared with the threshold Vth. Here, Vth is a negative low speed, and is set to, for example, -5 km / h.

When V _p is greater than Vth, the obstacle is assumed to be the preceding vehicle that is traveling in (including. Pedestrian) or vehicle in the same direction lower speed of the stationary object. In this case, further, it compares the vehicle speed _{V S} of _{V p} and the vehicle (step S15). When V _p is equal to or higher than V _S , there is no need to determine a collision because the obstacle is not approached from the present time. Accordingly, the process proceeds to step S17, where it is determined that there is no possibility of collision with this obstacle, and it is checked whether or not the collision estimation has been completed for all obstacles (step S91). If the collision estimation is completed, the process is terminated. If the collision estimation is not terminated, 1 is added to n (step S93), the process returns to step S11, and the loop process is continued.

If it is determined in step S15 that V _p is less than V _S , this means that the vehicle is approaching an obstacle. Here, in the case of a stationary object with a fixed obstacle, the collision avoidance operation cannot be performed in the first place, and even if it is a movable object (vehicle, person, bicycle, etc.) Expected to be difficult. Also, even in the case of a preceding vehicle that is moving at a relatively high speed, the driver usually expects that the driver of the rear vehicle is driving appropriately so that it does not collide with the vehicle. Yes, it is not possible to expect positive avoidance behavior on the preceding vehicle side.

Therefore, in this case, the collision path estimation is performed on the assumption that the obstacle maintains the current path while using the width information. 4 and 5 are diagrams for explaining the collision course estimation process in this case. Here, a description will be given by taking an example of the determination of a rear-end collision with a preceding vehicle. As shown in FIG. 4, it is assumed that the route vectors of the preceding vehicle and the own vehicle are parallel, and the respective speeds are V _p and V _S. Here, the course direction of the host vehicle is defined as the Y axis, and the direction orthogonal thereto is defined as the X axis (see FIG. 5). The position coordinates of the current position of the preceding vehicle are (0, y), and the position coordinates of the current position of the host vehicle are (x, 0). Here, it is assumed that the vehicle central axis in the traveling direction of the host vehicle is shifted to the right by x from the vehicle central axis in the traveling direction of the preceding vehicle. The vehicle width is Ws, and the width of the preceding vehicle (obstacle) is Wp.

  From this state, the vehicle will steer to the right side at the current speed (the direction in which the center of the vehicle is away from the center axis of the obstacle, and if the center axis matches, the right side will be given priority). The preceding vehicle shall maintain its current speed and continue moving forward. Here, for simplicity, the host vehicle is treated as a circle with a diameter Wa = (Ws + Wp), and the preceding vehicle is treated as a point with a diameter of 0. In avoidance steering, steering is performed with Gmax set as the maximum lateral G when avoiding steering.

Specifically, first, the assumed diameter Wa of the circle of the host vehicle is obtained (step S21). Wa / 2 is compared with | x | (step S23). If | x | is larger than Wa / 2, it is determined that the vehicle can pass without contacting the obstacle, and the process proceeds to step S17. On the other hand, when | x | is small, there is a possibility of contact, so an avoidance locus is calculated. First, the radius Rs of the arc drawn by the trajectory when the avoidance action is taken with the lateral G being Gmax is obtained (step S25). This Rs is represented by Rs = Vs ² / Gmax. Subsequently, in order to obtain a position where the outer edge of the circle of the vehicle following the locus coincides with the Y-axis, an angle θs between the position and the locus circle center of the current position is obtained (step S27). Here, the x coordinate of the vehicle center at this position is Wa / 2 corresponding to the radius of the vehicle circle, and the movement distance in the X-axis direction from the current position is (Wa / 2−x), so θs = acos {(Rs−Wa / 2 + x) / Rs}.

  Next, a forward distance (corresponding to the y coordinate) D from the current position of this position is obtained (step S29). D = Rs × sin θs. Subsequently, a time t required to reach this position is obtained (step S31). If the vehicle speed Vs of the host vehicle is maintained, the length of the arc up to this position can be expressed by Rs × θs, so the required time t is t = Rs × θs / Vs.

Next, determine the limit initial position y ₂ in the case where the preceding vehicle P arrives to this position after t time when maintaining the current speed Vp (step S33). Here, y ₂ = D−Vp × t. Next, determine the braking avoidable limit distance _{y B} (step S35). y _B is a distance required to stop the host vehicle or match the speed of the preceding vehicle, and can be obtained from the host vehicle speed Vs. Next, the initial position y of the preceding vehicle is compared with y _B and y ₂ thus obtained (step S37). When the initial position y of the preceding vehicle is smaller than either y _B or y ₂ , it is difficult to avoid the collision, and it is considered that the collision possibility is high, and there is a possibility that the obstacle will collide. Set (step S39), the process proceeds to step S91. On the other hand, if the initial position of the preceding vehicle is larger than either y _B or y ₂ , it is determined that there is a high possibility that the collision can be avoided by the avoidance operation, and no collision possibility is set (step S41). The process proceeds to step S91.

On the other hand, if V _p is determined as Vth smaller than in step S13, the obstacle is likely to be oncoming vehicle has been toward the vehicle direction. In this case, the driver on the oncoming vehicle side can also recognize the own vehicle and expect to perform avoidance steering. Therefore, in this case, the collision path estimation is performed by using the width information, assuming that both the obstacle and the own vehicle take an avoidance action. 6 and 7 are diagrams for explaining the collision course estimation process in this case. As shown in FIG. 6, it is assumed that the path vectors of the oncoming vehicle and the host vehicle are parallel, and the respective speeds are V _p and V _S (where V _p and V _S are both positive). As in the case of FIG. 5, the course direction of the host vehicle is the Y axis, and the direction orthogonal to this is the X axis (see FIG. 7). Then, as in the case of FIG. 5, the position coordinates of the current position of the oncoming vehicle are (0, y), and the position coordinates of the current position of the host vehicle are (x, 0). Here, it is assumed that the vehicle central axis in the traveling direction of the host vehicle is shifted to the right by x from the vehicle central axis in the traveling direction of the oncoming vehicle. The vehicle width is Ws, and the width of the oncoming vehicle is Wp.

  From this state, avoid rear-end collision by turning the steering wheel to the right side at the current speed for both the host vehicle and the oncoming vehicle (the center of the host vehicle is away from the center axis of the opponent vehicle, and the right side is given priority when the center axis matches). To take action. Here, for simplicity, the host vehicle is treated as a circle with a diameter Wa = (Ws + Wp), and the oncoming vehicle is treated as a point with a diameter of 0. In avoidance steering, steering is performed with Gmax set as the maximum lateral G when avoiding steering.

  Specifically, first, the assumed diameter Wa of the circle of the host vehicle is obtained (step S51). Wa / 2 is compared with | x | (step S53). If | x | is larger than Wa / 2, it is determined that it is possible to pass without contacting the oncoming vehicle, and the process proceeds to step S17. To do. On the other hand, when | x | is small, there is a possibility of contact, so an avoidance locus is calculated.

First, as in step S25, the radius Rs of the arc drawn by the trajectory of the host vehicle when the avoidance action is taken while the lateral G is Gmax is obtained (step S55). Similarly, the radius Rp of the arc drawn by the trajectory of the oncoming vehicle when the lateral G is Gmax and the avoidance action is taken is obtained (step S57). This Rp is represented by Rp = Vp ² / Gmax.

Then, determine the current position y ₄ of the oncoming vehicle distance of the vehicle and both in the y-coordinate of the oncoming vehicle matches the X-axis direction is Wa (step S59, S61). Here, when the time at which the y-coordinates coincide on the host vehicle track and the oncoming vehicle track is defined as time t, and the movement angles up to that time are θs and θp, respectively, the following equations are established.

Θs, θp, and t are obtained from this equation (step S59), and y4 can be obtained from y ₄ = Rs × sin θs + Rp × sin θp (step S61). The calculation of the solution in step S59 is, for example, a method of exploring the applicable t while changing t, as well as a representative solution obtained in advance as a table, stored in the ROM of the control ECU 20, and May be obtained by complementing.

Then compared to _{y 4} that Koshite determined an initial position y of the oncoming vehicle (step S63). If the initial position y of the oncoming vehicle is less than y _4, it is difficult to avoid a collision, seeing that there is a high possibility of collision, to set that there is a possibility collision for the oncoming vehicles (step S65) The process proceeds to step S91. On the other hand, when the initial position of the oncoming vehicle is greater than y ₄ sees that there is a high possibility that can avoid collision by avoiding operation, set to no possibility of collision (step S67), the process proceeds to Step S91 .

If it is determined not to have a width information in step S11, the process proceeds to step S71, similarly to step S13, the velocity V _p of the obstacle itself compared with the threshold Vth. The threshold value Vth may be the same as the threshold value Vth used in step S13, but may be different.

When V _p is greater than Vth, the obstacle is assumed to be the preceding vehicle that is traveling in (including. Pedestrian) or vehicle in the same direction lower speed of the stationary object. In this case, further, as in step S15, and compares the vehicle speed _{V S} of _{V p} and the vehicle (step S73). When V _p is equal to or higher than V _S , there is no need to determine a collision because the obstacle is not approached from the present time. Therefore, the process proceeds to step S17. The processing after the migration is the same as that described above.

If it is determined in step S73 that V _p is less than V _S , this means that the vehicle is approaching an obstacle. As described above, it is not possible to expect a positive avoidance action for a low-speed object or a preceding vehicle. Therefore, in this case, the collision route is estimated on the assumption that the obstacle maintains the current route. This estimation process is basically the same as the above-described estimation process of FIGS. 4 and 5 except that the width of the obstacle is not taken into consideration. That is, instead of step S21, the width Ws of the host vehicle is set as the diameter Wa of the circle of the host vehicle (step S75). Then, the process proceeds to step S23. Since the process after the migration is the same as described above, the description thereof is omitted.

In step S71, if the V _p is determined to Vth less than the obstacle is likely to be oncoming vehicle has been toward the vehicle direction. In this case, the collision course estimation is performed in the same manner as the collision course estimation process shown in FIGS. 6 and 7 in that both the obstacle and the host vehicle take avoidance actions. However, instead of Step S51, the width Ws of the host vehicle is used as the diameter Wa of the circle of the host vehicle (Step S77). Then, the process proceeds to step S53. Since the process after the migration is the same as described above, the description thereof is omitted.

  As a result of the above estimation process, when it is determined that the possibility of a collision is high, each collision shock mitigation means is controlled to perform a predetermined collision shock mitigation operation. Reduce the impact of collision.

  As the collision impact reduction control, first, as the control of the brake device 25, there is an automatic braking control in which the brake actuator 250 is operated to apply braking hydraulic pressure to each wheel cylinder 251 to automatically perform braking and decelerate. Alternatively, when the brake switch 54 is turned on, the assist hydraulic pressure is set to be larger than that in the normal case, so that the response characteristic to the driver's depression of the brake pedal is improved, and the pre-crash brake assist that enables quicker deceleration. Control may be performed. Thereby, the collision impact is reduced by reducing the speed of the own vehicle at the time of the collision.

  In the seat belt device 23, the seat belt 231 is wound in advance by the seat belt winding device 230, so that the occupant is restrained to the seat before the collision, the movement of the occupant at the time of the collision is suppressed, and the damage at the time of the collision is reduced. Reduce. In addition, since it is possible to warn the occupant that the danger of a collision is imminent due to restraint, the occupant can prepare for the collision even in the event of a collision, which is effective in reducing the danger.

  In the airbag device 24, the airbag control device 240 controls the airbag 241 to operate at the most appropriate timing and state based on the posture, physique, collision direction, and collision timing of the occupant. By performing airbag control together with seat belt control, the occupant is surely restrained to the seat, and the shock to the occupant due to the operation of the airbag is alleviated, effectively reducing damage during a collision.

  In the automatic steering device 26, when it is determined that collision with an obstacle can be avoided and reduced by appropriate steering, the steering control device 260 controls the assist motor 261 to apply a necessary steering force. The steering is turned in the direction to avoid or reduce the collision with the obstacle to avoid the collision with the obstacle or reduce the shock of the collision.

  In addition, when the collision target is estimated to be a pedestrian from speed, width information, etc., the bumper control device 270 changes the protrusion amount of the active bumper 271 in order to reduce the collision impact on the pedestrian, and walks. Absorbs the impact of a collision with a person. As a result, even in the event of a collision, the impact on the pedestrian is absorbed to reduce the obstacles particularly on the legs.

  According to the present invention, since the collision estimation is performed in consideration of the target obstacle itself and its avoidability, even if there is a possibility of collision when the current course is maintained, the avoidance possibility Since it is estimated that there is no possibility of collision when the value is high, it is possible to determine the possibility of collision with high accuracy without overestimating the possibility of collision. For example, it is possible to prevent erroneous determination that there is a possibility of collision even when there is no road information in the case of passing on an S-shaped curve shown in FIG.

  Here, when there is no width information, the determination is made using only the width information of the own vehicle. However, when the width information cannot be obtained, the determination is made assuming that the width of the obstacle is a predetermined width. May be performed. For example, a general vehicle width or a vehicle width may be used. Further, the determination may be made in consideration of a predetermined margin. In this case, it can be determined whether or not the obstacle can be passed with a margin. Furthermore, by detecting the driver's side-by-side state, and in the case of a side-by-side state, it is possible to easily estimate that there is a possibility of collision by setting this margin large or reducing Gmax when avoiding. Good. These margins, avoidance Gmax, and the like may be changed according to the speed, acceleration / deceleration state, and steering state of the host vehicle. If road information is available, the avoidance direction may be set using this information.

  In the above description, an example in which an obstacle is detected using both millimeter wave radar and image recognition has been described, but an obstacle may be detected using only one of them. Further, the radar device is not limited to one using millimeter waves, but may be one using infrared rays, ultrasonic waves, or other wavelengths of radio waves. Further, the image acquisition means is not limited to a visible image, and an infrared image or the like may be used.

  Although the case where a collision impact reduction control device is provided has been described as the vehicle control device, only a collision warning may be performed. As a collision impact reducing device, it is not necessary to mount all the above-described devices, and the present invention is not limited to the above-described devices.

It is a schematic block diagram which shows the vehicle carrying the collision estimation apparatus for vehicles which concerns on this invention. It is a block block diagram of the vehicle control apparatus of FIG. It is a flowchart explaining the collision possibility estimation operation | movement of the vehicle control apparatus 2 of FIG. It is a figure explaining the collision course presumption process at the time of rear-end collision. It is a figure explaining the collision course estimation process at the time of a rear-end collision with FIG. It is a figure explaining the collision course estimation processing at the time of a collision with an oncoming vehicle. It is a figure explaining the collision course estimation process at the time of a collision with an oncoming vehicle with FIG. It is a figure explaining the passing in an S character curve.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Vehicle control apparatus, 3 ... Vehicle collision estimation apparatus, 20 ... Control ECU, 21 ... Millimeter wave radar, 22 ... Image recognition means, 23 ... Seat belt apparatus, 24 ... Air bag apparatus, 25 ... Brake Device: 26 ... Automatic steering device, 27 ... Pedestrian protection device, 51 ... Yaw rate sensor, 52 ... G sensor, 53 ... Vehicle speed sensor, 54 ... Brake switch, 61 ... Throttle, 62 ... Speed change means, 201 ... Collision determination unit, DESCRIPTION OF SYMBOLS 221 ... Camera, 222 ... Image processing ECU, 230 ... Seatbelt winding device, 231 ... Seatbelt, 240 ... Airbag control device, 241 ... Airbag, 250 ... Brake actuator, 251 ... Wheel cylinder, 260 ... Steering control device 261, assist motor, 270, bumper control device, 271, active bumper.

Claims (2)

In a vehicle collision estimation apparatus comprising: an object detection unit that detects an object on a vehicle path; and a collision possibility determination unit that determines a collision possibility between the host vehicle and the detected object.
An avoidability determination unit that determines the possibility that the detected object itself performs a collision avoidance operation in the lateral direction;
The vehicle collision estimation device, wherein the collision possibility determination means determines the collision possibility in consideration of the possibility of performing the determined collision avoidance operation and the collision avoidance steering of the host vehicle.   The vehicle collision estimation apparatus according to claim 1, wherein the avoidability determination unit performs determination based on a detected traveling direction / speed of the object.

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