Collision detection device

Abstract

The present invention provides a collision determination device (20), comprising: a vehicle area calculation unit (22), which calculates the vehicle existence area on the inferred path of the vehicle at intervals of specified time in a two-dimensional coordinate system defined by the current distance of the vehicle in the direction of travel of the vehicle and the distance in the vehicle width direction; a vehicle information calculation unit (23), which calculates a solid representing the shift of the vehicle existence area, i.e., the vehicle solid, by supplementing the calculated vehicle existence area at intervals of specified time in a three-dimensional coordinate system defined by the distance in the direction of travel of the vehicle, the distance in the vehicle width direction, and the elapsed time from the current time; a moving path calculation unit (25, 26), which calculates the moving path of the object in the three-dimensional coordinate system based on the position of the object detected by the object detection device (10); and a determination unit (27), which determines whether the object has collided with the vehicle based on whether the calculated vehicle solid intersects with the calculated moving path of the object.

Description

[0001] This application is based on Japanese application No. 2018-126342 filed on July 2, 2018, and the contents thereof are cited herein. Technical Field

[0002] The present invention relates to a collision determination device for determining whether a vehicle collides with an object around the vehicle. Background Art

[0003] A known collision determination device infers the moving trajectory of the vehicle and the moving trajectory of the object around the vehicle, and determines whether the object has collided with the vehicle based on the inferred moving trajectory of the vehicle and the object. In the collision determination device disclosed in Patent Document 1, the intersection point where the inferred moving trajectory of the vehicle and the inferred moving trajectory of the object intersect is calculated. In addition, the time until the vehicle reaches the intersection point and the time until the object reaches the intersection point are calculated respectively, and whether the object has collided with the vehicle is determined based on the calculated times.

[0004] Patent Document 1: Japanese Patent Application Publication No. 2008-213535

[0005] When the movement trajectory of the vehicle and the movement trajectory of the object are estimated using lines and the intersection of the lines is used for collision determination, collision determination may not be performed appropriately according to the positional relationship between the vehicle and the object or the movement state of the object. Summary of the invention

[0006] The present disclosure is an invention made in view of the above-mentioned problems, and an object thereof is to provide a collision determination device capable of appropriately performing collision determination of an object with respect to a vehicle in consideration of the passage of time, regardless of the positional relationship of the object with respect to the vehicle and the movement state of the object.

[0007] In order to solve the above-mentioned problems, the present disclosure relates to a collision determination device for determining whether a vehicle collides with an object located around the vehicle detected by an object detection device. The collision determination device comprises: a vehicle area calculation unit for calculating the vehicle area on the estimated path of the vehicle at every predetermined time in a two-dimensional coordinate system defined by the current distance of the vehicle in the vehicle's traveling direction and the distance in the vehicle width direction; a vehicle information calculation unit for calculating a solid representing the transition of the vehicle area by supplementing the calculated vehicle area at every predetermined time in a three-dimensional coordinate system defined by the distance in the vehicle's traveling direction, the distance in the vehicle width direction, and the elapsed time from the current time; a moving path calculation unit for calculating estimated path information representing an estimated value of the moving path of the object in the three-dimensional coordinate system based on the position of the object detected by the object detection device; and a determination unit for determining whether the object collides with the vehicle based on whether the calculated vehicle solid intersects with the calculated moving path of the object.

[0008] In the above structure, in a three-dimensional coordinate system defined by the distance in the direction of travel of the vehicle, the distance in the vehicle width direction, and the elapsed time from the current time based on the vehicle, a solid representing the shift of the vehicle existence area, that is, the vehicle solid, is calculated by supplementing a plurality of vehicle existence areas calculated on the inferred path of the vehicle. In addition, based on the position of the object detected by the object detection device, inferred path information representing the inferred value of the moving path of the object is calculated in the three-dimensional coordinate system. Moreover, based on whether the vehicle solid intersects with the moving path of the above-mentioned object, it is determined whether the object has collided with the vehicle. In this case, the vehicle solid used for the collision determination of the object with respect to the vehicle is calculated as a three-dimensional solid in which the vehicle existence area extending along the direction of travel of the vehicle and the vehicle width direction is continuous on the time axis. Moreover, the collision determination is performed based on whether the vehicle solid intersects with the moving path of the object, so that the area where the intersection occurs becomes larger than the case where the moving trajectories intersect with each other. As a result, since collision determination can be performed in accordance with various scenarios including the positional relationship of the object relative to the vehicle and the movement state of the object, it is possible to appropriately determine whether the object has collided with the vehicle. Furthermore, since the collision is determined based on whether the vehicle and the object's movement path intersect in the three-dimensional coordinate system, it is possible to appropriately determine whether the collision has occurred by taking into account the passage of time. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The above-mentioned object and other objects, features and advantages of the present disclosure will become more apparent through the following detailed description with reference to the accompanying drawings.

[0010] Figure 1 It is a structural diagram of the vehicle control system.

[0011] Figure 2 This is a diagram for explaining the area where the host vehicle exists on the XY plane.

[0012] Figure 3 This is a diagram for explaining the object existence area on the XY plane.

[0013] Figure 4 These are diagrams for explaining the three-dimensional view of the vehicle and the three-dimensional view of objects.

[0014] Figure 5 This is a diagram for explaining a method of determining a collision of an object with respect to the own vehicle using the own vehicle solid and the object solid.

[0015] Figure 6 This is a flowchart for explaining the collision determination process.

[0016] Figure 7 This is a diagram for explaining the expansion of the own vehicle presence area when the own vehicle turns right or left.

[0017] Figure 8 This is a diagram for explaining the amount of expansion of the host vehicle existing area in a modified example of the first embodiment.

[0018] Fig. 9 This is a flowchart for explaining the collision determination process in the second embodiment.

[0019] Fig.10 In the third embodiment, Figure 6 A flowchart for explaining the processing procedure of step S18 is provided.

[0020] Fig.11 This is a diagram for explaining the amount of expansion of the object existing area.

[0021] Fig.12 This is a flowchart for explaining the collision determination process in the fourth embodiment. DETAILED DESCRIPTION

[0022] (First Embodiment)

[0023] Hereinafter, an embodiment of a vehicle control system applied to a vehicle will be described with reference to the drawings. Figure 1 The vehicle control system 100 shown includes an object detection device 10 and a collision determination ECU 20. In the present embodiment, the collision determination ECU 20 corresponds to a collision determination device.

[0024] The object detection device 10 transmits millimeter waves and detects the positions of objects around the vehicle and the relative speed of the objects with respect to the vehicle based on reflected waves generated by the transmitted millimeter waves being reflected by the objects. The object detection device 10 includes a millimeter wave radar sensor 11 and a radar ECU 12 .

[0025] The millimeter wave radar sensor 11 is mounted on the front and rear of the vehicle, for example, and emits millimeter waves around the vehicle and receives reflected waves. The millimeter wave radar sensor 11 outputs reflected wave signals related to the received reflected waves to the radar ECU 12 .

[0026] The radar ECU 12 calculates the position of the object around the vehicle and the relative speed of the object relative to the vehicle based on the reflected wave signal output from the millimeter wave radar sensor 11. The radar ECU 12 outputs the calculated position of the object and the relative speed of the object relative to the vehicle to the collision determination ECU 20. The radar ECU 12 is composed of a computer including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input and output interface, etc.

[0027] The collision determination ECU 20 is connected to a yaw rate sensor 13, a steering angle sensor 14, a wheel speed sensor 15, and a collision suppression device 30. The yaw rate sensor 13 is, for example, provided at the center of the vehicle, and outputs a yaw rate signal corresponding to the speed of change of the steering amount of the vehicle to the collision determination ECU 20. The steering angle sensor 14 is, for example, installed at a steering rod of the vehicle, and outputs a steering angle signal corresponding to the change of the steering angle of the steering wheel accompanied by the driver's operation to the collision determination ECU 20. The wheel speed sensor 15 is, for example, installed at a wheel portion of the vehicle, and outputs a wheel speed signal corresponding to the wheel speed of the vehicle to the collision determination ECU 20.

[0028] The collision suppression device 30 is a device that suppresses a collision of an object with respect to the vehicle. In the present embodiment, the collision suppression device 30 includes a brake ECU 31 and a seat belt actuator 32 .

[0029] The brake ECU 31 controls the braking force of the brake actuator based on the deceleration signal output from the collision determination ECU 20. The deceleration amount of the vehicle is adjusted by controlling the braking force of the brake actuator. The seat belt actuator 32 activates the seat belt winding device based on the start signal output from the collision determination ECU 20, winding the seat belt to tighten the seat belt.

[0030] The collision determination ECU 20 determines whether the object has collided with the vehicle based on the position of the object output from the object detection device 10 and the relative speed of the object with respect to the vehicle. The collision determination ECU 20 is composed of a computer having a CPU, a ROM, a RAM, and an input / output interface. When it is determined that the object has collided with the vehicle, the collision determination ECU 20 implements collision suppression control for the vehicle by activating the collision suppression device 30. For example, the collision determination ECU 20 implements collision suppression control by generating a deceleration signal output to the brake ECU 31 and an activation signal output to the seat belt actuator 32 and outputting these signals.

[0031] When calculating linear moving trajectories as the moving paths of the vehicle and the object, and determining whether the object has collided with the vehicle based on the intersection of the calculated moving trajectories, there is a case where the collision determination of the object with respect to the vehicle cannot be properly implemented based on the positional relationship between the vehicle and the object or the moving state of the object. For example, when the vehicle and the object move in parallel, the collision determination of the object cannot be implemented because the moving trajectories of the vehicle and the object do not intersect. In addition, when the object is stationary, the moving trajectory of the object cannot be calculated even if the passage of time is taken into account, so there is a case where the intersection of the moving trajectories of the vehicle and the object cannot be calculated, and the collision determination of the object with respect to the vehicle cannot be implemented.

[0032] Therefore, the collision determination ECU 20 calculates the three-dimensional image of the vehicle, which is a three-dimensional image representing the shift of the existing area of ​​the vehicle, in the virtual three-dimensional coordinate system. In addition, the collision determination ECU 20 calculates the moving path of the object in the three-dimensional coordinate system. Moreover, by determining whether the vehicle and the object collide based on whether the three-dimensional image of the vehicle intersect or not and whether the moving path of the object intersects, it is possible to perform collision determination corresponding to various scenarios including the positional relationship of the object relative to the vehicle and the moving state of the object.

[0033] Next, each function of the collision determination ECU 20 related to the collision determination of the present embodiment will be described.

[0034] The vehicle path estimation unit 21 calculates the vehicle estimated path PA1 representing the estimated path of the vehicle based on the change speed of the steering amount of the vehicle and the vehicle speed. In the present embodiment, the vehicle path estimation unit 21 calculates the estimated curve radius of the vehicle based on the yaw rate ψ of the vehicle calculated using the yaw rate signal from the yaw rate sensor 13 and the vehicle speed calculated using the wheel speed signal from the wheel speed sensor 15. Then, the path of the vehicle traveling along the calculated estimated curve radius is calculated as the vehicle estimated path PA1. In addition, the change speed of the steering amount of the vehicle can also be calculated based on the steering angle signal from the steering angle sensor 14.

[0035] On the XY plane of the two-dimensional coordinate system defined by the current distance Y in the traveling direction of the vehicle and the distance X in the vehicle width direction, the vehicle area calculation unit 22 calculates the vehicle existence area EA1 representing the area where the vehicle exists at every predetermined time on the vehicle estimated path PA1. In the present embodiment, the vehicle area calculation unit 22 calculates the vehicle existence area EA1 at each position on the vehicle estimated path PA1 from the current T0 to the estimation end time TN.

[0036] Figure 2 (a) represents the vehicle existence area EA1 at the current T0. In the present embodiment, the vehicle existence area EA1 is determined as a rectangular area including the entire periphery of the vehicle when the vehicle is observed from above. The vehicle area calculation unit 22 determines the rectangular area forming the vehicle existence area EA1 based on the vehicle specification indicating the size of the vehicle. For example, the vehicle existence area EA1 at the current T0 is determined as the intersection (0, 0) of the X-axis and the Y-axis as the reference position P0 of the vehicle. In addition, the reference position P0 of the vehicle is set to the center in the vehicle width direction in front of the vehicle.

[0037] Figure 2 (b) shows the vehicle presence area EA1 in the future T1 from the current time. Figure 2 In (b), for convenience of explanation, the vehicle presence area EA1 at the current time T0 and the vehicle presence area EA1 in the future (T2>T1) at T2 from the current time are indicated by dotted lines.

[0038] When the vehicle moves along the vehicle inferred path PA1, the future vehicle existence area EA1 at a distance of T1 from the current vehicle position represents the existence area of ​​the vehicle after a time T1 has passed from the current vehicle position. For example, the vehicle area calculation unit 22 calculates the future passing position at a time Tn (n is a value greater than 0 and less than N) specified from the reference position P0 of the vehicle at the current T0 in the vehicle inferred path PA1 based on the vehicle inferred path PA1 calculated with the current vehicle position and the vehicle speed. Furthermore, a rectangular area with each passing position as the reference position Pn is calculated as the future vehicle existence area EA1 at a distance of Tn from the current vehicle. In this embodiment, the direction of the vehicle existence area EA1 at each time Tn is determined as the direction of the tangent to the vehicle inferred path PA1 at each reference position Pn.

[0039] In the three-dimensional coordinate system defined by the distance Y in the vehicle's traveling direction, the distance X in the vehicle's width direction, and the elapsed time T from the current time, the vehicle information calculation unit 23 calculates the vehicle's three-dimensional image D1 indicating the transition of the vehicle's existing area EA1 by supplementing a plurality of vehicle's existing areas EA1. Figure 4In the three-dimensional coordinate system shown, the point (0, 0, 0) indicates the current reference position P0 of the host vehicle. The host vehicle solid D1 indicates the movement of the host vehicle existing area EA1 with the passage of time T in the three-dimensional coordinate system. Figure 4 In the prediction time width from the current T0 to the estimation end time TN, the vehicle stereo D1 is calculated.

[0040] In this embodiment, the vehicle information calculation unit 23 converts the calculated plurality of vehicle existence areas EA1 into information of a three-dimensional coordinate system. In addition, in the three-dimensional coordinate system, the vehicle solid D1 is calculated by linearly supplementing the four corners between adjacent vehicle existence areas EA1 in the direction in which the T axis that determines the elapsed time extends.

[0041] The object path estimation unit 24 calculates an object estimated path PA2 indicating an estimated path of the object based on the position of the object detected by the object detection device 10 and the relative speed of the object with respect to the vehicle. For example, the object path estimation unit 24 calculates the movement trajectory of the object based on the change in the position of the object detected by the object detection device 10, and sets the movement trajectory as the object estimated path PA2.

[0042] The object region calculation unit 25 calculates an object existing region EA2 indicating a region where an object exists at predetermined time intervals on the object estimated path PA2 on the XY plane. The object existing region EA2 indicates a region where an object exists at predetermined time intervals when the object moves along the object estimated path PA2. Figure 3 (a) represents the object existence area EA2 at the current T0. The object existence area EA2 on the XY plane at the current T0 represents the existence area of ​​the object detected by the object detection device 10 at the current vehicle position. The object area calculation unit 25 sets the object existence area EA2 to a rectangular area including the entire periphery of the object when the object is viewed from above. For example, the rectangular area forming the object existence area EA2 is set based on the size of the object calculated by the object detection device 10.

[0043] Figure 3 (b) represents the future object existence area EA2 from the current T1. For example, the object area calculation unit 25 calculates the passing position after a predetermined elapsed time Tn has passed from the current object reference position B0 on ​​the object estimation path PA2 based on the object estimation path PA2 and the relative speed of the object with respect to the vehicle. Furthermore, a rectangular area with each passing position as the reference position Bn is calculated as the future object existence area EA2 from the current elapsed time Tn.

[0044] In the three-dimensional coordinate system, the object information calculation unit 26 calculates the object solid D2 which is a solid indicating the transition of the object existing area EA2 by supplementing the plurality of object existing areas EA2 . Figure 4 The object solid D2 shown represents the movement of the object existing area EA2 in the three-dimensional coordinate system with the elapsed time T. In this embodiment, the object information calculation unit 26 calculates the object solid D2 by linearly supplementing the four corners between the adjacent object existing areas EA2 in the direction in which the T axis that determines the elapsed time extends. In this embodiment, the object solid D2 corresponds to the movement path of the object, and the object area calculation unit 25 and the object information calculation unit 26 correspond to the movement path calculation unit.

[0045] The determination unit 27 determines whether the object has collided with the vehicle based on whether the vehicle stereo D1 and the object stereo D2 intersect. In the present embodiment, the determination unit 27 uses the vehicle stereo D1 to calculate the first determination area DA1 representing the area where the vehicle exists at a predetermined elapsed time T. In addition, the object stereo D2 is used to calculate the second determination area DA2 representing the area where the object exists at the same elapsed time T as the first determination area DA1. Moreover, when there is an overlapping area between the first determination area DA1 and the second determination area DA2 calculated at the same elapsed time T, it is determined that the vehicle stereo D1 and the object stereo D2 intersect.

[0046] Figure 5 (a) and (b) are diagrams showing the first determination area DA1 calculated using the vehicle stereo D1 and the second determination area DA2 calculated using the object stereo D2 on the XY plane at the elapsed time Ta. Figure 5 As shown in (a), on the XY plane at the same elapsed time Ta, the first determination area DA1 and the second determination area DA2 have an overlapping area OA. Therefore, when the first determination area DA1 and the second determination area DA2 have an overlapping area OA at the same elapsed time T, the determination unit 27 determines that the vehicle has collided with an object.

[0047] On the other hand, when the vehicle solid D1 and the object solid D2 do not intersect, Figure 5 In the XY plane at the entire elapsed time T including the elapsed time Ta as shown in (b), there is no overlapping area OA between the first determination area DA1 and the second determination area DA2. Therefore, when there is no overlapping area OA between the first determination area DA1 and the second determination area DA2 at the same elapsed time T, the determination unit 27 determines that the vehicle will not collide with the object.

[0048] In the present embodiment, during the period from the current T0 to the estimated end time TN, the determination unit 27 calculates the first determination area DA1 and the second determination area DA2 at the same elapsed time T at each predetermined elapsed time interval ΔT. Then, the presence or absence of the overlapping area OA is determined using the calculated first determination area DA1 and second determination area DA2 at the same elapsed time T.

[0049] Next, use Figure 6 The collision determination process of this embodiment is described below. Figure 6 Processing shown.

[0050] In step S10 , an estimated vehicle path PA1 at the current vehicle position is calculated on the XY plane based on the vehicle speed calculated based on the wheel speed signal and the yaw rate ψ of the vehicle calculated based on the yaw rate signal.

[0051] In step S11 , the object estimated path PA2 is calculated on the XY plane based on the object position detected by the object detection device 10 and the relative speed of the object with respect to the vehicle.

[0052] In steps S12 to S16, a plurality of vehicle existence areas EA1 on the vehicle estimated path PA1 are calculated. Here, when an error occurs on the vehicle estimated path PA1, the position of the vehicle existence area EA1 accumulates the error of the vehicle estimated path PA1 as the position of the vehicle existence area EA1 moves forward from the present to the future on the vehicle estimated path PA1, and the error of the position of the vehicle existence area EA1 becomes larger. Therefore, in the present embodiment, the vehicle existence area EA1 is calculated in such a manner that the area S becomes larger as the position of the vehicle estimated path PA1 moves forward from the present to the future.

[0053] First, in step S12, based on the yaw rate ψ indicating the change speed of the steering amount of the vehicle, the change acceleration α of the steering amount of the vehicle is calculated. In the present embodiment, the difference between the yaw rate ψ calculated in the previous calculation cycle and the yaw rate ψ calculated in the current calculation cycle is calculated as the change acceleration α of the steering amount. Step S12 is equivalent to a steering change amount calculation unit. Alternatively, the change acceleration α of the steering amount of the vehicle may be calculated based on the change speed of the steering angle calculated based on the steering angle signal from the steering angle sensor 14.

[0054] In step S13, it is determined whether the vehicle is turning right or left. In this embodiment, when the estimated curve radius is calculated in the direction of turning right relative to the current direction of travel of the vehicle, it is determined that the vehicle is turning right. In addition, when the estimated curve radius is calculated in the direction of turning left relative to the current direction of travel of the vehicle, it is determined that the vehicle is turning left.

[0055] If it is determined in step S13 that the vehicle is turning right, then in step S14 , the expansion amount ΔS1 of the vehicle existence area EA1 when the vehicle is turning right is set based on the yaw rate ψ of the vehicle and the change acceleration α of the steering operation amount. Figure 7 (a) of FIG. 1 shows a hatched line for the enlarged amount ΔS1 of the vehicle presence area EA1 when the vehicle turns right. Figure 7 In FIG. 1 , for convenience of explanation, a plurality of own vehicle existence areas EA1 having different elapsed times T are described on the same XY plane.

[0056] The greater the change in the steering amount of the vehicle, the higher the possibility that the position of the vehicle changes in the vehicle width direction. Furthermore, when the vehicle turns right, the possibility that the vehicle is caught in an object passing on the right side of the vehicle increases due to the change in the position of the vehicle in the vehicle width direction. Therefore, in this embodiment, when it is determined that the vehicle turns right, the right side area is expanded relative to the vehicle's traveling direction in the vehicle existence area EA1, and the collision determination is set to the safe side.

[0057] Here, the right yaw rate ψ1 of the vehicle and the change acceleration α1 of the steering amount are used to calculate the change width ΔW1 of the vehicle existing area EA1 based on the change of the steering amount of the vehicle. In addition, in this embodiment, the expansion amount ΔS1 of the vehicle existing area EA1 when the vehicle turns right is calculated by the following formula (1).

[0058] [Formula 1]

[0059]

[0060] ΔS1 n Indicates the elapsed time T when the vehicle turns right n K represents the length of the vehicle in the vehicle length direction.

[0061] In the above formula (1), since the elapsed time T0 is 0, the expansion amount ΔS1 at the current T0 is 0. Moreover, the more the elapsed time Tn corresponding to the reference position P of the vehicle on the estimated path PA1 of the vehicle increases, the larger the expansion amount ΔS1 becomes. In the embodiment, the collision determination ECU 20 stores table information, which records the relationship between the yaw rate ψ1, the acceleration α1 of the steering angle, the elapsed time T, and the expansion amount ΔS1. By referring to the table information, the expansion amount ΔS1 corresponding to each value ψ1, α1, and T when the vehicle turns right is set.

[0062] For example, the table information is calculated as follows. First, based on the above formula (1), the relationship between various yaw rates ψ1 and the change acceleration α1 of the steering angle and the expansion amount ΔS1 is calculated. Then, the collision determination ECU 20 stores the correspondence between the yaw rate ψ1, the acceleration α1 of the steering angle, the elapsed time T, and the expansion amount ΔS1 as table information.

[0063] Return to Figure 6 In step S13, if it is determined that the vehicle turns left, then in step S15, the expansion amount ΔS2 of the vehicle existence area EA1 when the vehicle turns left is set based on the yaw rate ψ2 of the vehicle and the change acceleration α2 of the steering control amount calculated in step S12.

[0064] When the vehicle turns left, there is a possibility that the vehicle may be caught in an object passing on the left side of the vehicle. Figure 7 As shown in (b) of FIG. 1 , only the area on the left side of the vehicle's traveling direction is expanded in the vehicle existence area EA1 , and the collision determination is set to the safe side.

[0065] The expansion amount ΔS2 of the vehicle existing area EA1 accompanying the change in the steering amount when the vehicle turns left is calculated by the following equation (2) using the yaw rate ψ2 of the left side of the vehicle and the change acceleration α2 of the steering amount.

[0066] [Formula 2]

[0067]

[0068] ΔS2 n Indicates the elapsed time T when the vehicle turns left n The amount of expansion of the object under. ΔW2 n It is the variation range of the own vehicle existence area EA1 when the own vehicle turns left.

[0069] In the above formula (2), on the estimated path PA1 of the host vehicle, the expansion amount ΔS2 at the current T0 is 0. Moreover, the larger the elapsed time T corresponding to each host vehicle existence area EA1, the larger the expansion amount ΔS2. In the embodiment, the collision determination ECU 20 stores table information, which records the relationship between the yaw rate ψ2, the change acceleration α2 of the steering control amount, the elapsed time T, and the expansion amount ΔS2. By referring to the table information, the expansion amount ΔS2 corresponding to each value ψ2, α2, and T when the host vehicle turns left is set.

[0070] In step S16, a plurality of vehicle existence areas EA1 passing through the vehicle estimated path PA1 are calculated according to the expansion amount set in step S14 or step S15. In step S17, the vehicle solid D1 is calculated in the three-dimensional coordinate system by supplementing the plurality of vehicle existence areas EA1 calculated in step S16.

[0071] In step S18, a plurality of object existing areas EA2 passing through the object estimated path PA2 are calculated. In step S19, the object solid D2 is calculated in the three-dimensional coordinate system by supplementing the plurality of object existing areas EA2 calculated in step S18.

[0072] In step S20, it is determined whether the vehicle solid D1 calculated in step S17 intersects with the object solid D2 calculated in step S19. Specifically, when there is an overlapping area OA between the first determination area DA1 and the second determination area DA2 at the same elapsed time T, it is determined that the vehicle solid D1 intersects with the object solid D2.

[0073] In the process of step S20, if it is determined that the vehicle stereo D1 and the object stereo D2 intersect, it is determined in step S21 that the object has collided with the vehicle, and the process proceeds to step S22. In addition, if it is determined that the vehicle stereo D1 and the object stereo D2 do not intersect, the process ends temporarily. Figure 6 processing.

[0074] In this embodiment, the vehicle solid D1 and the object solid D2 are determined to intersect each other, and in step S22, TTC is calculated, which represents the remaining time until the vehicle collides with the object at the current vehicle position. For example, TTC is calculated by dividing the straight-line distance from the current vehicle position to the object by the relative speed of the object relative to the vehicle.

[0075] In step S23, it is determined whether the TTC calculated in step S22 is less than the threshold value TH1. First, as the TTC is determined to be greater than the threshold value TH1, the operation is temporarily terminated. Figure 6 If it is determined that TTC is less than the threshold value TH1 through the processing of step S23 implemented thereafter, the process proceeds to step S24.

[0076] In step S24, collision prevention control is performed on the vehicle. For example, the vehicle speed is decelerated by outputting a speed reduction signal to the brake ECU 31. Step S24 corresponds to the operation control unit.

[0077] If the processing of step S24 is completed, the Figure 6 processing.

[0078] In the present embodiment described above, the following effects can be achieved.

[0079] The collision determination ECU 20 calculates the vehicle stereo D1, which is a stereo representation of the shift of the vehicle existence area EA1, and the object stereo D2, which is a stereo representation of the shift of the object existence area EA2, in a three-dimensional coordinate system including the elapsed time from the current time. Moreover, whether the object collides with the vehicle is determined based on whether the vehicle stereo D1 and the object stereo D2 intersect. In this case, by using the vehicle stereo D1 having a widening in the three-dimensional coordinate system for collision determination, the area where the intersection occurs becomes larger than the case where the moving trajectories intersect with each other. As a result, since collision determination corresponding to various scenes including the positional relationship of the object with respect to the vehicle and the moving state of the object can be performed, it is possible to appropriately determine whether the object collides with the vehicle. Furthermore, since the collision is determined based on whether the vehicle stereo D1 and the object stereo D2 intersect in the three-dimensional coordinate system, it is possible to appropriately determine whether the collision occurs in consideration of the passage of time.

[0080] When an error occurs in the vehicle estimated path PA1, the error of the vehicle estimated path PA1 is accumulated at the position of the vehicle existence area EA1 as the vehicle moves forward from the present to the future on the vehicle estimated path PA1, and the error of the position of the vehicle existence area EA1 becomes larger. In this regard, in the above-mentioned structure, the collision determination ECU 20 performs calculations in the vehicle estimated path PA1 so that the vehicle existence area EA1 is expanded as the vehicle moves forward from the present to the future, and calculates the vehicle stereo D1 based on each calculated vehicle existence area. In this case, since the vehicle stereo D1 is calculated in consideration of the accumulation of the error of the vehicle estimated path PA1, the collision determination of the object with respect to the vehicle can be set on the safe side.

[0081] The greater the change in the steering amount of the vehicle, the higher the possibility that the position of the vehicle changes in the vehicle width direction. In this regard, in the above-mentioned structure, the collision determination ECU 20 sets the expansion amount of the vehicle existence area EA1 based on the yaw rate ψ and the change acceleration α of the steering amount. In this case, since the vehicle existence area is expanded in consideration of the shaking of the vehicle and the sudden change in the steering amount, for example, when the vehicle turns left or right, the collision determination between the vehicle and an object passing near the vehicle can be set to the safe side.

[0082] (Modification of the first embodiment)

[0083] In steps S14 and S15 , the expansion amount ΔS may be set using only the yaw rate ψ. In this case, the calculation of the change acceleration α of the steering amount in step S12 may be omitted.

[0084] ·like Figure 8 As shown in (a) of FIG. 1 , the expansion amount ΔS1 when the vehicle turns right may be increased in proportion to the increase in the elapsed time T corresponding to each vehicle existing area EA1. Figure 8 As shown in (b) of FIG. 1 , the expansion amount ΔS2 when the host vehicle turns left may be increased in proportion to the increase in the elapsed time T corresponding to each host vehicle existence area EA1.

[0085] (Second Embodiment)

[0086] In the second embodiment, the configuration different from the first embodiment will be mainly described. In the second embodiment and the first embodiment, the same reference numerals are given to the same parts, and the description thereof will not be repeated.

[0087] Once the collision suppression control is implemented on the vehicle, the possibility of the vehicle colliding with an object is high, so it is not preferred to accidentally cancel the collision suppression control. Therefore, in the present embodiment, the collision determination ECU 20 increases the expansion amount ΔS of the vehicle existence area EA1 after the collision suppression control is implemented on the vehicle, so that the vehicle solid D1 and the object solid D2 are easily intersected in subsequent calculations.

[0088] use Fig. 9 The process of determining the collision of an object with respect to the vehicle in this embodiment will be described. Fig. 9 Processing shown.

[0089] In step S21, if it is determined that the object has collided with the vehicle, the process proceeds to step S22 to calculate the TTC. In step S23, it is determined whether the TTC calculated in step S22 is less than the threshold value TH1. If it is determined that the TTC is less than the threshold value TH1, the process proceeds to step S24 to implement the collision prevention control for the vehicle.

[0090] In step S31, it is determined whether the expansion of the host vehicle solid body D1 is executed in conjunction with the execution of the collision suppression control. First, it is assumed that the expansion of the host vehicle solid body D1 in conjunction with the execution of the collision suppression control is not executed, and the process proceeds to step S32.

[0091] In step S32, the expansion amount ΔS of the host vehicle presence area EA1 at the same elapsed time T is made larger than that before the collision suppression control is implemented. In this embodiment, in the subsequent calculation cycles, the expansion amounts ΔS1 and ΔS2 set in steps S14 and S15 are made larger than the expansion amounts ΔS1 and ΔS2 before the collision suppression control is implemented. Therefore, in step S16, the host vehicle presence area EA1 at the same elapsed time T is expanded compared to before the collision suppression control is implemented. Steps S16 and S32 are equivalent to the host vehicle area expansion unit. If the processing is terminated in step S32, the process is temporarily terminated. Fig. 9 processing.

[0092] In the present embodiment described above, the collision determination ECU 20 expands the vehicle existence area EA1 used for calculating the vehicle solid D1 after the collision suppression control is implemented on the vehicle based on the TTC being below the threshold TH1. Therefore, in the determination of step S20 implemented in each subsequent calculation cycle, the vehicle solid D1 and the object solid D2 are likely to intersect, and further, it is easy to determine that the object has collided with the vehicle. As a result, it is possible to prevent the collision suppression control from being accidentally released after the collision suppression control is implemented on the vehicle.

[0093] (Variation of the Second Embodiment)

[0094] The collision determination ECU 20 may also expand the object existence area EA2 instead of increasing the expansion amount of the vehicle existence area EA1 after implementing the collision suppression control on the vehicle according to the TTC being below the threshold TH1. In this case, in step S32, the expansion amount of the object solid D2 in step S16 may be set to a value larger than that before the collision suppression control is implemented. In addition, in step S32, the expansion amount of the vehicle existence area EA1 may be increased, and the expansion amount of the object existence area EA2 may be increased. In this embodiment, steps S19 and S32 are equivalent to the object area expansion unit.

[0095] (Third Embodiment)

[0096] In the third embodiment, the configuration different from the first embodiment will be mainly described. In the third embodiment and the first embodiment, the same reference numerals are given to the same parts, and the description thereof will not be repeated.

[0097] On the object inferred path PA2, the further the position of the object existence area EA2 moves from the present to the future, the more the error of the object inferred path PA2 is accumulated at the position of the object existence area EA2, and the greater the error of the position of the object existence area EA2. Therefore, in the present embodiment, the collision determination ECU 20 calculates the object existence area EA2 in such a manner that the area is enlarged as the corresponding elapsed time T moves from the present to the future on the object inferred path PA2.

[0098] Fig.10 In this embodiment, Figure 6 The process of step S18.

[0099] Since the object estimation path PA2 is calculated based on the position of the object detected by the object detection device 10, the error of the position of the object estimation path PA2 changes according to the sensor error σ indicating the error of the object detection device 10. Therefore, in step S41, the sensor error σ of the object detection device 10 is acquired. In the present embodiment, the sensor error σ of the object detection device 10 is pre-stored in a memory such as a ROM.

[0100] In step S42, the expansion amount ΔS3 of the object existing area EA2 is set based on the sensor error σ obtained in step S41. Fig.11 As shown, in the object estimation path PA2, the expansion amount ΔS3 is set to a larger value as the elapsed time T is from the present to the future. Also, the larger the sensor error σ is, the larger the expansion amount ΔS3 is set to a larger value.

[0101] In step S43, the object existing area EA2 is calculated using the expansion amount ΔS3 set in step S42. Therefore, the object existing area EA2 is calculated so that the area becomes larger as the object existing area EA2 moves from the present to the future on the object estimated path PA2.

[0102] If the processing of step S43 is completed, the process proceeds to Figure 6 Step S19.

[0103] In the present embodiment described above, the following effects can be achieved.

[0104] The collision determination ECU 20 calculates the object existence area EA2 in such a way that the area becomes larger as the object estimation path PA2 moves forward from the present to the future. In this case, since the object existence area EA2 is calculated in consideration of the detection error of the object estimation path PA2, the collision determination of the object with respect to the vehicle can be set on the safe side.

[0105] The collision determination ECU 20 sets the expansion amount ΔS3 of the area of ​​the object existing area EA2 based on the detection error of the object detection device 10. In this case, it is possible to suppress the object existing area EA2 from being unnecessarily expanded, and to more appropriately perform the collision determination of the object with respect to the host vehicle.

[0106] (Fourth Embodiment)

[0107] In the fourth embodiment, the configuration different from the first embodiment will be mainly described. In addition, in the fourth embodiment and the first embodiment, the same reference numerals are given to the same parts, and the description thereof will not be repeated.

[0108] The movement path of the object may be calculated as a line in the three-dimensional coordinate system instead of being calculated as a solid.

[0109] use Fig.12 The process of determining the collision of an object with respect to the vehicle in this embodiment will be described. Fig.12 Processing shown.

[0110] In step S17, if the vehicle three-dimensional image D1 is calculated, the process proceeds to step S50. In step S50, a plurality of positions Cn with different elapsed times T on the object estimated path PA2 are calculated. That is, in this embodiment, the object existing area EA2 is not calculated.

[0111] In step S51, the moving path D3 of the object in the three-dimensional coordinate system is calculated by supplementing the plurality of positions Cn on the object estimated path PA2 calculated in step S50. That is, in this embodiment, the object solid D2 is not calculated.

[0112] In step S52, the intersection of the host vehicle solid D1 and the object's movement path D3 calculated in step S51 is calculated. That is, in this embodiment, the intersection of the host vehicle solid D1 and the object's movement path D3 is determined as a collision between the host vehicle and the object.

[0113] In step S52, if it is determined that the vehicle stereo D1 and the object's moving path D3 intersect, then in step S53, it is determined that the object has collided with the vehicle. Then, the process proceeds to step S22 to calculate the TTC. On the other hand, in step S52, if it is determined that the vehicle stereo D1 and the object's moving path D3 do not intersect, then in step S53, it is determined that the object has not collided with the vehicle, and the process ends temporarily. Fig.12 processing.

[0114] In the present embodiment described above, the same effects as those of the first embodiment can be achieved.

[0115] (Other embodiments)

[0116] · It can also be implemented as follows Figure 6 , Fig. 9 In step S20, it is determined whether the vehicle stereo D1 and the object stereo D2 intersect. First, the outer peripheral surface of the vehicle stereo D1 formed within a specified time width is calculated. In addition, in the object stereo D2 within the same time width, each edge extending along the T-axis direction is calculated. Moreover, in the case where any edge calculated based on the object stereo D2 passes through the outer peripheral surface calculated based on the vehicle stereo D1, it is determined that the vehicle stereo D1 and the object stereo D2 intersect. Similarly, in the case where any edge calculated based on the vehicle stereo D1 passes through the outer peripheral surface calculated based on the object stereo D2, it can also be determined that the vehicle stereo D1 and the object stereo D2 intersect.

[0117] · It can also be implemented as follows Figure 6 , Fig. 9 In step S20, it is determined whether the vehicle stereo D1 and the object stereo D2 intersect. First, the vehicle stereo D1 of a specified time width is converted into a stereo formed by polygons. In addition, in the object stereo D2 within the specified time width, each side extending along the T-axis direction representing the elapsed time is calculated. Then, in the case where any side calculated based on the object stereo D2 passes through the outer peripheral surface formed by polygons of the converted vehicle stereo D1, it is determined that the vehicle stereo D1 and the object stereo D2 intersect. Similarly, the object stereo D2 is converted into a stereo formed by polygons. Then, in the case where any side calculated based on the vehicle stereo D1 passes through the outer peripheral surface formed by polygons of the converted object stereo D2, it is determined that the vehicle stereo D1 and the object stereo D2 intersect.

[0118] The shapes of the host vehicle existing area EA1 and the object existing area EA2 may be other than rectangular shapes. For example, when the collision determination ECU 20 can determine the type of the object detected by the object detection device 10, the shape of the object existing area EA2 may be changed according to the determined type of the object. As the object type determined by the collision determination ECU 20, a four-wheeled vehicle, a two-wheeled vehicle, a pedestrian, an animal, a building, etc. may be used.

[0119] The area S of the vehicle existing area EA1 used for calculating the vehicle solid D1 may be expanded without the elapse of time T. In this case, Figure 6 , Fig. 9 , Fig.12 In the calculation of the vehicle presence area EA1 in step S16, the area S may be set constant regardless of the elapsed time T. Figure 6 , Fig. 9 , Fig.12 The processing of steps S12 to S15.

[0120] ·Instead of the device that includes the millimeter wave radar sensor 11 and the radar ECU 12 to form the object detection device 10, a device including an image sensor that detects the position of an object using a captured image or a laser sensor that detects the position of an object using a laser may be used. In addition, when the vehicle can perform inter-vehicle communication with other vehicles traveling around the vehicle, the vehicle can also obtain the position of the object detected by the object detection device of the other vehicle through the inter-vehicle communication.

[0121] The collision determination ECU 20 may calculate the vehicle estimated path PA1 using the acceleration of the vehicle in addition to the yaw rate ψ and the vehicle speed of the vehicle.

[0122] · Figure 1 The collision determination ECU 20 shown may not include the own vehicle area calculation unit 22. In this case, for example, information related to the own vehicle existence area is stored in a storage device included in the collision determination ECU 20, and the collision determination ECU 20 may use the information related to the own vehicle existence area appropriately read from the storage device for the own vehicle information calculation unit 23. Specifically, for example, information related to the own vehicle existence area at each predetermined time interval that is associated with the own vehicle estimated path PA1 is stored in the storage device, and the collision determination ECU 20 reads the information related to the own vehicle existence area corresponding to the path PA1 from the storage device based on the own vehicle estimated path PA1 calculated by the own vehicle path estimation unit 21, and uses the read information related to the own vehicle existence area at each predetermined time interval for the own vehicle information calculation unit 23.

[0123] The present disclosure is described based on the embodiments, but it should be understood that the present disclosure is not limited to the embodiments and structures. The present disclosure also includes various modifications and modifications within the equivalent range. Among them, various combinations and methods, further including only one element, more than one, or less than one other combinations and methods are also included in the scope and scope of thought of the present disclosure.

Claims

1. A collision determination device for determining whether a vehicle collides with an object located around the vehicle detected by an object detection device, wherein: The collision determination device comprises: A vehicle region calculation unit calculates a rectangular region where the vehicle exists at predetermined intervals on the estimated path of the vehicle in a two-dimensional coordinate system defined by the current distance of the vehicle in the vehicle's traveling direction and the distance in the vehicle's width direction, wherein the rectangular region where the vehicle exists includes the entire outer periphery of the vehicle when viewed from above; The vehicle information calculation unit calculates a three-dimensional image of the vehicle, which represents the transition of the rectangular area where the vehicle exists, by supplementing the rectangular area where the vehicle exists calculated at each predetermined time in a three-dimensional coordinate system defined by the distance in the direction of travel of the vehicle, the distance in the vehicle width direction, and the elapsed time from the current time. a moving path calculation unit, in the two-dimensional coordinate system, calculating a rectangular area where the object exists at predetermined time intervals on the estimated path of the object based on the position of the object, wherein the rectangular area where the object exists includes the entire outer periphery of the object when viewed from above, In the three-dimensional coordinate system, by supplementing the calculated rectangular area where the object exists at every predetermined time, an object solid representing the shift of the rectangular area where the object exists is calculated as a moving path of the object in the three-dimensional coordinate system, wherein the object solid is a solid representing the shift of the rectangular area where the object exists; as well as The determination unit determines whether the object collides with the vehicle based on whether the vehicle and the object intersect in three dimensions. The vehicle area calculation unit calculates the vehicle existence rectangular area at predetermined intervals in such a manner that the area of ​​the vehicle existence rectangular area calculated when the vehicle existence rectangular area is located at a future position on the estimated path is larger than the area of ​​the vehicle existence rectangular area calculated when the vehicle existence rectangular area is located at a current position on the estimated path. The collision determination device further includes a change amount calculation unit that calculates at least one of a change speed of a steering amount of the vehicle and a change acceleration of the steering amount. The above-mentioned vehicle area calculation unit compares and sets the increase in the area of ​​the above-mentioned rectangular area where the vehicle exists calculated at every specified time and the area of ​​the above-mentioned rectangular area where the vehicle exists calculated at a time before the above-mentioned specified time based on at least one of the change speed of the above-mentioned steering control amount and the change acceleration of the above-mentioned steering control amount.

2. The collision determination device according to claim 1, wherein: The moving path calculation unit calculates the object existence rectangular area at specified time intervals in a manner that increases the area as the object moves from the present to the future in the inferred path of the object, by comparing the area of ​​the object existence rectangular area calculated when the object existence rectangular area is located at a future position on the inferred path with the area of ​​the object existence rectangular area calculated when the object existence rectangular area is located at a current position on the inferred path.

3. The collision determination device according to claim 2, wherein: The movement path calculation unit sets an amount of enlargement of the area of ​​the object existing rectangular area calculated every predetermined time period compared with the area of ​​the object existing rectangular area calculated before the corresponding predetermined time period, based on a detection error of the object detection device.

4. The collision determination device according to claim 1, wherein: have: an action control unit that performs collision suppression control on the host vehicle to suppress a collision with the object, based on a determination that there is an intersection between the host vehicle solid and the object solid; and The own vehicle region expanding unit expands the own vehicle existing rectangular region used for calculating the own vehicle three-dimensional image after the collision suppression control is executed for the own vehicle, compared to before the collision suppression control is executed.

5. The collision determination device according to claim 1, wherein: have: an action control unit that performs collision suppression control on the host vehicle to suppress a collision with the object, based on a determination that there is an intersection between the host vehicle solid and the object solid; and The object region expanding unit expands the object existence rectangular region used for calculating the movement path of the object after the collision suppression control is executed for the own vehicle, compared to before the collision suppression control is executed.

6. A collision determination device for determining whether a vehicle collides with an object located around the vehicle detected by an object detection device, The collision determination device comprises: The vehicle information calculation unit sets, in a two-dimensional coordinate system defined by the current distance of the vehicle in the direction of travel of the vehicle and the distance in the vehicle width direction, an area where the vehicle exists at every predetermined time on the estimated path of the vehicle as a rectangular area where the vehicle exists, and when viewed from above, the rectangular area where the vehicle exists includes the entire outer periphery of the vehicle, and calculates a three-dimensional image representing the transition of the rectangular area where the vehicle exists, i.e., the vehicle three-dimensional image, by supplementing the rectangular area where the vehicle exists at every predetermined time in a three-dimensional coordinate system defined by the distance in the direction of travel of the vehicle, the distance in the vehicle width direction, and the elapsed time from the current time; a moving path calculation unit, in the two-dimensional coordinate system, calculating a rectangular area where the object exists at predetermined time intervals on the estimated path of the object based on the position of the object, wherein the rectangular area where the object exists includes the entire outer periphery of the object when viewed from above, In the three-dimensional coordinate system, by supplementing the calculated rectangular area where the object exists at every predetermined time, an object solid representing the shift of the rectangular area where the object exists is calculated as a moving path of the object in the three-dimensional coordinate system, wherein the object solid is a solid representing the shift of the rectangular area where the object exists; and The determination unit determines whether the object collides with the vehicle based on whether the vehicle and the object intersect in three dimensions. The vehicle information calculation unit calculates the vehicle existence rectangular area at predetermined intervals in such a manner that the area of ​​the vehicle existence rectangular area calculated when the vehicle existence rectangular area is located at a future position on the inferred path is larger than the area of ​​the vehicle existence rectangular area calculated when the vehicle existence rectangular area is located at a current position on the inferred path. The collision determination device further includes a change amount calculation unit that calculates at least one of a change speed of a steering amount of the vehicle and a change acceleration of the steering amount. The vehicle information calculation unit compares and sets the increase in the area of ​​the rectangular region where the vehicle exists calculated at every specified time and the area of ​​the rectangular region where the vehicle exists calculated at a time before the specified time based on at least one of the change speed of the steering control amount and the change acceleration of the steering control amount.

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