Collision determination device

The present invention relates to a collision determination device which is, for example, mounted on a vehicle and determines existence or non-existence of the possibility of a collision with another vehicle.

Conventionally, various devices, methods, and the like, which determine existence or non-existence of the possibility of a collision with another vehicle have been suggested. For example, a collision prediction method described in the following is disclosed (refer to patent literature 1). More specifically, first, relative positions (relative distance, azimuth angle) and relative velocities of the object vehicle and a vehicle of one's own are obtained and stored, a parallel area is set which is parallel to an estimated moving direction of the object vehicle after elapse of a predetermined prediction time and in which the own-vehicle passes through, and an estimated existence region of an object vehicle is obtained based on a relative distance in a width direction from an edge of the object vehicle. Then, it is judged whether or not a prediction position of the object vehicle after the elapsing of the predetermined prediction time is within a predetermined threshold distance range from the own-vehicle (=collision prediction by using a danger range); and if the prediction position is within a threshold distance range, the possibility of a collision with the object vehicle is judged (=collision prediction by using lap possibility) based on a relative positional relationship between the parallel area and the estimated existence region.

[PATENT LITERATURE 1] Japanese Laid-Open Patent Publication No. 2007-279892

Problems to be Solved by the Invention

However, with the collision prediction method disclosed in patent literature 1, a precise judgment may not be conducted for a curved path or the like, since the possibility of a collision is judged based on a lap rate obtained by taking into consideration of a moving direction vector of the object vehicle after the elapsing of a prediction time. More specifically, when traveling directions of the own-vehicle and another vehicle (for example, an oncoming vehicle) are changing in a curved path or the like, the moving direction vector of the oncoming vehicle changes direction depending on the prediction time; therefore, if an improper prediction time is set, a precise lap rate cannot be obtained.

Specifically, in a case as shown in FIG. 13 , unnecessary operations of a passenger protection device and the like such as a seat belt, a headrest, and the like may be performed. FIG. 13 is a plain view showing one example of moving direction vectors Q 1 , Q 2 of an own-vehicle VC 1 and an oncoming vehicle VC 2 in a curved path. As shown in FIG. 13 , even though the own-vehicle VC 1 and the oncoming vehicle VC 2 are in normal states of traveling (=a state of traveling in which it cannot be said that there is a possibility of a collision), with the collision prediction method disclosed in patent literature 1, unnecessary operations of a passenger protection device and the like may be performed since the moving direction vector Q 2 of the oncoming vehicle VC 2 is facing the own-vehicle VC 1 .

The present invention has been arrived in view of above described circumstances, and provides a collision determination device capable of suppressing unnecessary operations of a passenger protection device and the like.

Solution to the Problems

In order to achieve the above described objective, the present invention includes the following characteristics. A first aspect of the present invention is a collision determination device which is mounted on a vehicle and determines existence or non-existence of the possibility of a collision with another vehicle, and which includes a possibility determination section, a traveling direction determination section, and a condition changing section. The possibility determination section determines whether or not there is a possibility of a collision with the other vehicle. Additionally, the traveling direction determination section determines whether or not changing of a traveling direction of at least one of an own-vehicle and the other vehicle is in progress. Furthermore, when the traveling direction determination section determines that changing of a traveling direction is in progress, the condition changing section changes a collision determination condition, which is a condition for the possibility estimation section to determine that there is a possibility of a collision, so as to be strict.

Note that, in the present invention, “changing a collision determination condition so as to be strict” means changing “the collision determination condition” such that it will unlikely be determined that there is a possibility of a collision. In other words, “changing a collision determination condition so as to be strict” means narrowing a range (or area, and the like) which is defined by “the collision determination condition” and in which a collision is determined to possibly occur.

A second aspect of the present invention based on the first aspect, includes a trajectory estimating section that estimates a traveling trajectory which is a trajectory to be traveled in the future by a representation point of the other vehicle. Additionally, when the other vehicle having preconfigured vehicle width and vehicle length moves on the traveling trajectory estimated by the trajectory estimating section, the possibility estimation section determines whether or not there is a possibility of a collision with the other vehicle depending on whether or not the other vehicle intersects the own-vehicle.

In a third aspect of the present invention based on the second aspect, the condition changing section changes the collision determination condition so as to be strict, by reducing at least one of a vehicle width and a vehicle length of the other vehicle.

A fourth aspect of the present invention based on the second aspect, includes an object detection section that detects a position of the other vehicle via a radar. Additionally, the representation point of the other vehicle is an acquisition point obtained by having the other vehicle acquired by the radar.

A fifth aspect of the present invention based on the first aspect, includes a radius-of-curvature calculation section that obtains a radius of curvature of a road on which the own-vehicle is positioned. Additionally, the traveling direction determination section determines whether or not changing of a traveling direction of the own-vehicle is in progress, based on the radius of curvature obtained by the radius-of-curvature calculation section.

In a sixth aspect of the present invention based on the fifth aspect, the traveling direction determination section determines that changing of the traveling direction of the own-vehicle is in progress, when the radius of curvature obtained by the radius-of-curvature calculation section is equal to or smaller than a preconfigured threshold radius.

In a seventh aspect of the present invention based on the fifth aspect, the radius-of-curvature calculation section obtains the radius of curvature by dividing a vehicle speed with a yaw rate.

An eighth aspect of the present invention based on the first aspect, includes a radius-of-curvature calculation section which obtains a radius of curvature of a road on which the own-vehicle is positioned. Additionally, the condition changing section changes the collision determination condition, based on the radius of curvature obtained by the radius-of-curvature calculation section.

In a ninth aspect of the present invention based on the eighth aspect, the radius-of-curvature calculation section obtains the radius of curvature by dividing a vehicle speed with a yaw rate.

A tenth aspect of the present invention based on the second aspect, includes a radius-of-curvature calculation section which obtains a radius of curvature of a road on which the own-vehicle is positioned. Additionally, the condition changing section changes the collision determination condition by changing at least one of a vehicle width and a vehicle length of the other vehicle, based on the radius of curvature obtained by the radius-of-curvature calculation section.

In an eleventh aspect of the present invention based on the tenth aspect, the condition changing section changes the collision determination condition by changing the vehicle length of the other vehicle in a manner approximately proportional to the radius of curvature obtained by the radius-of-curvature calculation section.

In a twelfth aspect of the present invention based on the first aspect, the traveling direction determination section determines whether or not changing of a traveling direction of the other vehicle is in progress, based on a past traveling trajectory of the other vehicle.

Advantageous Effects of the Invention

In the first aspect, the possibility determination section determines whether or not there is a possibility of a collision with another vehicle. Additionally, it is determined whether or not changing of a traveling direction of at least one of an own-vehicle and the other vehicle is in progress. Furthermore, when it is determined that changing of a traveling direction is in progress, a collision determination condition, which is a condition for the possibility estimation section to determine that there is a possibility of a collision, is changed so as to be strict. Therefore, unnecessary operations of a passenger protection device and the like can be suppressed.

More specifically, when it is determined that changing of a traveling direction of at least one of the own-vehicle and the other vehicle is in progress, it is estimated that at least one of the own-vehicle and the other vehicle is traveling in a curved path. Thus, in such a case, as described above by using FIG. 13 , unnecessary operations of a passenger protection device and the like may be performed. However, since the collision determination condition, which is a condition for determining that there is a possibility of a collision, is changed so as to be strict, unnecessary operations of a passenger protection device and the like can be suppressed.

In the second aspect, a traveling trajectory, which is a trajectory to be traveled in the future by a representation point of the other vehicle, is estimated. Additionally, when the other vehicle having preconfigured vehicle width and vehicle length moves on the estimated traveling trajectory, since it is determined whether or not there is a possibility of a collision with the other vehicle depending on whether or not the own-vehicle intersects the other vehicle, it can be precisely determined whether or not there is a possibility of a collision.

In the third aspect, since the collision determination condition is changed so as to be strict by reducing at least one of a vehicle width and a vehicle length of the other vehicle, the collision determination condition can be changed properly so as to be strict with a simple method.

In the fourth aspect, a position of the other vehicle is detected via a radar. Additionally, since the representation point of the other vehicle is an acquisition point obtained by having the other vehicle acquired by the radar, the representation point of the other vehicle can be properly configured.

More specifically, since the representation point of the other vehicle is an acquisition point obtained by having the other vehicle acquired by the radar, a traveling trajectory which is a trajectory to be traveled in the future by the other vehicle can be easily estimated, based on a detection result (relative position, relative velocity) from the radar regarding the other vehicle for past acquisition points.

In the fifth aspect, a radius of curvature of a road on which the own-vehicle is positioned is obtained. Additionally, since it is determined whether or not changing of a traveling direction of the own-vehicle is in progress based on the obtained radius of curvature, it can be properly determined whether or not changing of the traveling direction of the own-vehicle is in progress.

In the sixth aspect, since it is determined that changing of the traveling direction of the own-vehicle is in progress when the obtained radius of curvature is equal to or smaller than a preconfigured threshold radius, it can be easily determined whether or not changing of the traveling direction of the own-vehicle is in progress.

In the seventh aspect, since the radius of curvature is obtained by dividing a vehicle speed with a yaw rate, the radius of curvature can be obtained easily.

In the eighth aspect, a radius of curvature of a road on which the own-vehicle is positioned is obtained. Additionally, since the collision determination condition is changed based on the obtained radius of curvature, the collision determination condition can be changed properly.

More specifically, in a state where the other vehicle is approaching the own-vehicle, the smaller the radius of curvature of the road is, a moving direction vector of the other vehicle will face the own-vehicle and unnecessary operations of a passenger protection device and the like are highly more likely to be performed. Hence, since the collision determination condition is changed based on the obtained radius of curvature (for example, the collision determination condition is changed so as to be more strict when the radius of curvature is smaller); the collision determination condition can be changed properly.

In the ninth aspect, since the radius of curvature is obtained by dividing a vehicle speed with a yaw rate, the radius of curvature can be obtained easily.

In the tenth aspect, a radius of curvature of a road on which the own-vehicle is positioned is obtained. Additionally, the collision determination condition is changed by changing at least one of a vehicle width and a vehicle length of the other vehicle, based on the obtained radius of curvature. Therefore, with a simple method, the collision determination condition can be changed properly so as to be strict.

In the eleventh aspect, the collision determination condition is changed by changing the vehicle length of the other vehicle in a manner approximately proportional to the obtained radius of curvature. Therefore, with a further simple method, the collision determination condition can be properly changed so as to be strict.

In the twelfth aspect, since it is determined whether or not changing of a traveling direction of the other vehicle is in progress based on a past traveling trajectory of the other vehicle, it can be properly determined whether or not changing of the traveling direction of the other vehicle is in progress.

FIG. 1 is a block diagram showing one example of a configuration of a collision determination device according to the present invention.

FIG. 2 is a plain view showing one example of a detection range of a radar sensor.

FIG. 3 is a plain view showing one example of a process conducted by a possibility determination section that determines existence or non-existence of a possibility of a collision with a forward vehicle VC 2 .

FIG. 4 is a plain view showing one example of an effect of having a condition changing section to reduce a hypothetical vehicle length VL of the forward vehicle VC 2 .

FIG. 5 shows graphs of one example of the relationships between the hypothetical vehicle length VL and radius of curvatures R 1 , R 2 .

FIG. 6 is a flowchart showing one example of an operation of a collision determination ECU shown in FIG. 1 .

FIG. 7 is a figure showing a method for calculating a time TTC to a collision.

FIG. 8 is a figure for describing a method for calculating a predicted own-vehicle position after the time TTC; (A) is a figure showing a coordinate system in which the point of origin is the center of a rear wheel axle of the own-vehicle; and (B) is a figure showing a coordinate system in which the point of origin is fixed on the ground.

FIG. 9 is a figure showing a method for calculating a predicted collision point.

FIG. 10 is a figure showing a cp coordinate system.

FIG. 11 is a figure showing a manner in which cp coordinates are corrected as cp′ coordinates in order to take into consideration of the size of the forward vehicle VC 2 .

FIG. 12 is a figure showing an angle between a front to rear direction of the own-vehicle and an approaching direction of the forward vehicle.

FIG. 13 is a plain view showing one example of moving direction vectors Q 1 , Q 2 of an own-vehicle VC 1 and an oncoming vehicle VC 2 in a curved path.

1 collision determination ECU

11 radius-of-curvature calculation section

12 object detection section

13 trajectory estimation section

14 traveling direction determination section

15 condition changing section

16 possibility determination section

2 input instrument

21 vehicle speed sensor

22 yaw rate sensor

23 ( 23 R, 23 L) radar sensor

In the following, an embodiment of a collision determination device according to the present invention will be described in reference to drawings. FIG. 1 is a block diagram showing one example of a configuration of a collision determination device according to the present invention. As shown in FIG. 1 , a collision determination ECU (Electronic Control Unit) 1 (=corresponding to the collision determination device) according to the present invention is connected in a manner capable of communicating with an input instrument 2 which is a peripheral instrument.

First, referring to FIG. 1 , the input instrument 2 of the collision determination ECU 1 will be described. The input instrument 2 includes a vehicle speed sensor 21 , a yaw rate sensor 22 , and a radar sensor 23 . The vehicle speed sensor 21 is a sensor that detects a vehicle speed, and outputs, to the collision determination ECU 1 (here, a radius-of-curvature calculation section 11 ), a signal indicating a vehicle speed.

The yaw rate sensor 22 consists of a rate gyro or the like, and is a sensor that detects a yaw rate indicating a rate of change of yaw angle (=a rotational angular velocity about a vertical axis that passes through a center-of-gravity point of a vehicle), and outputs a signal indicating a yaw rate to the collision determination ECU 1 (here, the radius-of-curvature calculation section 11 ).

The radar sensor 23 is, for example, a sensor that detects a relative position and a relative velocity of a forward vehicle VC 2 (refer to FIG. 3 ) via a millimeter wave radar or the like, and outputs a signal indicating the relative position and the relative velocity to the collision determination ECU 1 (here, an object detection section 12 ).

FIG. 2 is a plain view showing one example of a detection range of the radar sensor 23 . Two radar sensors 23 ( 23 R, 23 L) are mounted on the front end portion of the vehicle in the vehicle width direction. Each of the radar sensors 23 R, 23 L is configured so as to be able to detect an area (sector-like shaped area in the figure) defined as having a detectable distance LR (for example, 30 m) as a distance from each of the radar sensors 23 R, 23 L, and being within a range in a preconfigured spread angle θ 2 (for example, 45°) that has a direction inclined, from the center line (a chain line in the figure) of the front to rear direction of the vehicle, to the right side (or left side) by a predetermined angle θ 1 configured in advance (for example, 25°), as a center (a two-dot chain line in the figure).

In the present embodiment, although a case where two radar sensors 23 are mounted on the vehicle is described, a configuration may be used in which only one radar sensor 23 is mounted, or a configuration may be used in which three of more of the radar sensors 23 are mounted. In addition, in the present embodiment, although a case where the radar sensors 23 detects the relative position and the relative velocity of the forward vehicle VC 2 is described, a configuration may be used in which the radar sensors 23 detect a rear vehicle or a lateral vehicle.

Next, by using FIG. 1 , a functional configuration of the collision determination ECU 1 will be described. Functionally, the collision determination ECU 1 includes the radius-of-curvature calculation section 11 , the object detection section 12 , a trajectory estimation section 13 , a traveling direction determination section 14 , a condition changing section 15 , and a possibility determination section 16 .

Note that, the collision determination ECU 1 causes a microcomputer (equivalent to a computer), which is allocated at a proper place in the collision determination ECU 1 , to execute a control program stored in advance on a ROM (Read Only Memory) or the like allocated at a proper place in the collision determination ECU 1 , and thereby functionally causes the microcomputer to function as functional sections such as the radius-of-curvature calculation section 11 , the object detection section 12 , the trajectory estimation section 13 , the traveling direction determination section 14 , the condition changing section 15 , and the possibility determination section 16 .

The radius-of-curvature calculation section 11 is a functional section that obtains a radius of curvature R 1 of a road on which an own-vehicle VC 1 is positioned. Specifically, the radius-of-curvature calculation section 11 obtains the radius of curvature R 1 by applying, to the following formula (1), a vehicle speed V from the vehicle speed sensor 21 and a yaw rate a from the yaw rate sensor 22 .

(radius of curvature R 1)=(vehicle speed V )/(yaw rate α)  (1)

More specifically, the radius-of-curvature calculation section 11 obtains the radius of curvature R 1 by dividing the vehicle speed V with the yaw rate α.

As described above, since the radius of curvature R 1 is obtained by dividing the vehicle speed V with the yaw rate α, the radius of curvature R 1 can be obtained easily.

In the present embodiment, although described is a case where the radius-of-curvature calculation section 11 obtains the radius of curvature R 1 based on the vehicle speed V and the yaw rate α, another configuration may be used in which the radius-of-curvature calculation section 11 obtains the radius of curvature R 1 with another method. For example, a configuration in which the radius-of-curvature calculation section 11 obtains the radius of curvature R 1 based on a steering angle detected by a steering sensor or the like can be used. In such a case, the radius of curvature R 1 can be obtained easily. Additionally, for example, a configuration may be used in which the radius-of-curvature calculation section 11 obtains the radius of curvature R 1 based on a center line detected by a camera and the like. In such a case, the radius of curvature R 1 can be obtained precisely. Furthermore, for example, a configuration may be used in which the radius-of-curvature calculation section 11 obtains the radius of curvature R 1 based on map information from a navigation system or the like. In such a case, the radius of curvature R 1 can be obtained extremely easily.

The object detection section 12 is a functional section that detects the relative position and the relative velocity of the forward vehicle VC 2 (corresponding to the other vehicle; refer to FIG. 3 ) via the radar sensors 23 . As described here, since the relative position and the relative velocity of the forward vehicle VC 2 are detected via the radar sensors 23 , precise relative position and relative velocity of the forward vehicle VC 2 can be detected with a simple configuration.

In the present embodiment, although described is a case where the object detection section 12 detects the relative position and the relative velocity of the forward vehicle VC 2 via the radar sensors 23 , a configuration may be used in which the object detection section 12 detects the relative position and the relative velocity of the forward vehicle VC 2 via other sensors. For example, a configuration may be used in which the object detection section 12 detects the relative position and the relative velocity of the forward vehicle VC 2 via an imaging sensor such as a CCD (Charge Coupled Device) sensor or the like. In such a case, in addition to the relative position and the relative velocity of the forward vehicle VC 2 , the size of the forward vehicle VC 2 can be detected.

The trajectory estimation section 13 is a functional section that estimates a traveling trajectory which is a trajectory to be traveled in the future by a representation point (here, an acquisition point of the radar sensors 23 ) of the forward vehicle VC 2 . Specifically, the trajectory estimation section 13 estimates the traveling trajectory, which is a trajectory to be traveled in the future and which is the acquisition point of the forward vehicle VC 2 from the radar sensors 23 , based on the relative position and the relative velocity of the forward vehicle VC 2 detected in the past by the object detection section 12 via the radar sensors 23 .

FIG. 3( a ) is a plain view showing one example of a traveling trajectory PL 2 estimated by the trajectory estimation section 13 . This figure is a plain view showing a state in which the own-vehicle VC 1 and the forward vehicle VC 2 are traveling in a curved path. The own-vehicle VC 1 , which located in the lower right of the figure, is traveling in a curved path that bends leftward; and the forward vehicle VC 2 is acquired by the radar sensor 23 L. The forward vehicle VC 2 , which is located in the upper left of the figure, is traveling in a curved path that bends rightward. An acquisition point P 0 of the forward vehicle VC 2 is an acquisition point at the present time. Additionally, the trajectory estimation section 13 estimates that the acquisition point of the forward vehicle VC 2 will move along the traveling trajectory PL 2 in the future. More specifically, the trajectory estimation section 13 estimates that the acquisition point of the forward vehicle VC 2 will move in a sequence of acquisition points P 1 , P 2 , P 3 , and P 4 , corresponding to elapsing of time ΔT, 2×ΔT, 3×ΔT, 4×ΔT (for example, time ΔT=0.1 second) from the present time. Note that, as a matter of convenience, shown here is a case where the own-vehicle VC 1 is traveling at an extremely low speed (or is at a stop) when compared to the forward vehicle VC 2 .

As described above, since the representation point of the forward vehicle VC 2 is the acquisition point obtained by having the forward vehicle VC 2 acquired by the radar sensors 23 , the representation point of the forward vehicle VC 2 can be properly configured. More specifically, since the representation point of the forward vehicle VC 2 is the acquisition point obtained by having the forward vehicle VC 2 acquired by the radar sensors 23 , the trajectory estimation section 13 can easily estimate the traveling trajectory PL 2 , which is a trajectory to be traveled in the future, based on the detection result (relative position, relative velocity) from the radar sensors 23 regarding the past acquisition points of the forward vehicle VC 2 .

In the present embodiment, although described is a case where the representation point of the forward vehicle VC 2 is the acquisition point obtained by having the forward vehicle VC 2 acquired by the radar sensors 23 , a configuration in which the representation point of the forward vehicle VC 2 is another point may be used. For example, a configuration in which the representation point of the forward vehicle VC 2 is the vehicle central point of the forward vehicle VC 2 may be used. In such a case, determination of whether a collision will occur or not can be conducted easily, since a position of the forward vehicle VC 2 will not change depending on the detection condition of the radar sensors 23 as in the case with the acquisition point.

In addition, here, the traveling trajectory PL 2 is estimated by the trajectory estimation section 13 as a circular arc. Then, as described in the following, based on a radius R 2 of the circular arc, the traveling direction determination section 14 determines whether or not changing of the traveling direction of the forward vehicle VC 2 is in progress, and the condition changing section 15 changes a collision determination condition, which is a condition for determining that there is a possibility of a collision.

Returning to FIG. 1 again, the functional configuration of the collision determination ECU 1 will be described. The traveling direction determination section 14 is a functional section that determines whether or not changing of a traveling direction of at least one of the own-vehicle VC 1 and the forward vehicle VC 2 is in progress.

Specifically, the traveling direction determination section 14 determines whether or not changing of the traveling direction of the own-vehicle VC 1 is in progress, based on the radius of curvature R 1 obtained by the radius-of-curvature calculation section 11 . More specifically, the traveling direction determination section 14 determines that changing of the traveling direction of the own-vehicle VC 1 is in progress when the radius of curvature R 1 obtained by the radius-of-curvature calculation section 11 is equal to or smaller than a preconfigured threshold radius R 1 S (for example, 100 m).

In addition, the traveling direction determination section 14 determines whether or not changing of the traveling direction of the forward vehicle VC 2 is in progress, based on a radius of curvature R 2 of the traveling trajectory PL 2 of the forward vehicle VC 2 obtained by the trajectory estimation section 13 . More specifically, the traveling direction determination section 14 determines changing of the traveling direction of the forward vehicle VC 2 is in progress when the radius of curvature R 2 of the traveling trajectory PL 2 of the forward vehicle VC 2 obtained by the trajectory estimation section 13 is equal to or smaller than a preconfigured threshold radius R 2 S (for example, 100 m).

As described above, since it is determined whether or not changing of the traveling direction of the own-vehicle VC 1 is in progress based on the radius of curvature R 1 obtained by the radius-of-curvature calculation section 11 for the road on which the own-vehicle VC 1 is positioned, it can be properly determined whether or not changing of the traveling direction of the own-vehicle VC 1 is in progress.

Since it is determined that changing of the traveling direction of the own-vehicle VC 1 is in progress when the radius of curvature R 1 obtained by the radius-of-curvature calculation section 11 is equal to or smaller than the preconfigured threshold radius R 1 S, it can be easily determined whether or not changing of the traveling direction of the own-vehicle VC 1 is in progress.

Furthermore, since it is determined whether or not changing of the traveling direction of the forward vehicle VC 2 is in progress based on the radius of curvature R 2 of the traveling trajectory PL 2 obtained based on a past traveling trajectory of the forward vehicle VC 2 , it can be properly determined whether or not changing of the traveling direction of the forward vehicle VC 2 is in progress.

In the present embodiment, although described is a case where the traveling direction determination section 14 determines whether or not changing of the traveling direction of the own-vehicle VC 1 is in progress based on the radius of curvature R 1 , a configuration may be used in which the traveling direction determination section 14 determines whether or not changing of the traveling direction of the own-vehicle VC 1 is in progress with another method. For example, a configuration may be used in which the traveling direction determination section 14 determines whether or not changing of the traveling direction of the own-vehicle VC 1 is in progress based on a steering angle detected by a steering sensor or the like. In such a case, it can be further easily determined whether or not changing of the traveling direction of the own-vehicle VC 1 is in progress.

Additionally, in the present embodiment, although described is a case where the traveling direction determination section 14 determines that changing of the traveling direction of the own-vehicle VC 1 is in progress when the radius of curvature R 1 is equal to or smaller than the preconfigured threshold radius R 1 S (here, 100 m), a configuration may be used in which the threshold radius R 1 S is increased or decreased depending on the vehicle speed (or the relative velocity with regard to the forward vehicle VC 2 ). For example, a configuration may be used in which the threshold radius R 1 S is increased more when the vehicle speed (or the relative velocity with regard to the forward vehicle VC 2 ) is higher. In such a case, whether or not changing of the traveling direction of the own-vehicle VC 1 is in progress can be further properly determined.

Furthermore, in the present embodiment, although described is a case where the traveling direction determination section 14 determines whether or not changing of the traveling direction of the forward vehicle VC 2 is in progress based on the radius of curvature R 2 of the traveling trajectory PL 2 of the forward vehicle VC 2 obtained by the trajectory estimation section 13 , a configuration may be used in which the traveling direction determination section 14 determines whether or not changing of the traveling direction of the forward vehicle VC 2 is in progress based on the past traveling trajectory of the forward vehicle VC 2 . For example, a configuration may be used in which a radius of curvature of the past traveling trajectory of the forward vehicle VC 2 is obtained; and based on this radius of curvature, the traveling direction determination section 14 determines whether or not changing of the traveling direction of the forward vehicle VC 2 is in progress.

The condition changing section 15 is a functional section that changes the collision determination condition, which is a condition for the possibility determination section 16 to determine that there is a possibility of a collision, so as to be strict, when the traveling direction determination section 14 determines that changing of the traveling direction is in progress.

Specifically, the condition changing section 15 changes the collision determination condition, by changing a hypothetical vehicle length VL of the forward vehicle VC 2 used by the possibility determination section 16 to determine existence or non-existence of the possibility of a collision, based on the radius of curvature R 1 obtained by the radius-of-curvature calculation section 11 . More specifically, the condition changing section 15 changes the hypothetical vehicle length VL of the forward vehicle VC 2 based on the following formula (2) in a manner proportional to the radius of curvature R 1 obtained by the radius-of-curvature calculation section 11 .

hypothetical vehicle length VL=standard vehicle length L 20 ×R 1/ R 1 S   (2)

Here, the standard vehicle length L 20 is a preconfigured standard hypothetical vehicle length (for example, 4 m).

Furthermore, the condition changing section 15 changes the collision determination condition, which is a condition for determining that there is a possibility of a collision, by changing the hypothetical vehicle length VL of the forward vehicle VC 2 used by the possibility determination section 16 to determine existence or non-existence of the possibility of a collision, based on the radius of curvature R 2 of the traveling trajectory PL 2 of the forward vehicle VC 2 obtained by the trajectory estimation section 13 . More specifically, the condition changing section 15 changes the hypothetical vehicle length VL of the forward vehicle VC 2 based on the following formula (3) in a manner proportional to the radius of curvature R 2 of the traveling trajectory PL 2 of the forward vehicle VC 2 obtained by the trajectory estimation section 13 .

hypothetical vehicle length VL=standard vehicle length L 20 ×R 2 /R 2 S   (3)

Here, the standard vehicle length L 20 is a preconfigured standard hypothetical vehicle length (for example, 4 m).

FIG. 5 shows graphs of one example of the relationships between the hypothetical vehicle length VL and the radius of curvatures R 1 , R 2 . In FIG. 5( a ), graph G 1 indicates one example of the relationship between the hypothetical vehicle length VL and the radius of curvature R 1 ; and in FIG. 5( b ), graph G 2 indicates one example of the relationship between the hypothetical vehicle length VL and the radius of curvature R 2 . A horizontal axis in the figure represents the radius of curvature R 1 (or the radius of curvature R 2 ), and the vertical axis represents the hypothetical vehicle length VL.

As represented by graph G 1 (or graph G 2 ), when the radius of curvature R 1 is larger than the threshold radius R 1 S (or when the radius of curvature R 2 is larger than the threshold radius R 2 S), the condition changing section 15 will not change the hypothetical vehicle length VL (=the hypothetical vehicle length VL is configured to be the standard vehicle length L 20 ), since the traveling direction determination section 14 determines that changing of the traveling direction of the own-vehicle VC 1 is not in progress. On the other hand, when the radius of curvature R 1 is equal to or smaller than the threshold radius R 1 S (or when the radius of curvature R 2 is equal to or smaller than the threshold radius R 2 S), the traveling direction determination section 14 determines that changing of the traveling direction of the own-vehicle VC 1 is in progress, and based on the formula (2) (or formula (3)), changes the hypothetical vehicle length VL of the forward vehicle VC 2 . More specifically, the hypothetical vehicle length VL of the forward vehicle VC 2 is changed proportional to the radius of curvature R 1 (or the radius of curvature R 2 ).

The collision determination condition can be properly changed, since, as described above, the collision determination condition, which is a condition for the possibility determination section 16 to determine that there is a possibility of a collision, is changed, based on the radius of curvature R 1 obtained by the radius-of-curvature calculation section 11 for the road on which the own-vehicle VC 1 is positioned (or the radius of curvature R 2 of the traveling trajectory PL 2 of the forward vehicle VC 2 obtained by the trajectory estimation section 13 ).

In addition, the collision determination condition can be properly changed by the condition changing section 15 so as to be strict with a simple method, since the collision determination condition, which is a condition for determining that there is a possibility of a collision, is changed by changing the hypothetical vehicle length VL of the forward vehicle VC 2 , based on the radius of curvature R 1 obtained by the radius-of-curvature calculation section 11 for the road on which the own-vehicle VC 1 is positioned (or the radius of curvature R 2 of the traveling trajectory PL 2 of the forward vehicle VC 2 obtained by the trajectory estimation section 13 ).

Furthermore, the collision determination condition can be properly changed by the condition changing section 15 so as to be strict with a further simple method, since the collision determination condition, which is a condition for determining that there is a possibility of a collision, is changed by changing the hypothetical vehicle length VL of the forward vehicle VC 2 in a manner proportional to the radius of curvature R 1 obtained by the radius-of-curvature calculation section 11 for the road on which the own-vehicle VC 1 is positioned (or the radius of curvature R 2 of the traveling trajectory PL 2 of the forward vehicle VC 2 obtained by the trajectory estimation section 13 ).

In the present embodiment, although described is a case where the collision determination condition is changed by the condition changing section 15 based on the radius of curvature R 1 of the road on which the own-vehicle VC 1 is positioned, a configuration may be used in which the condition changing section 15 changes the collision determination condition based on other factors instead of (or, in addition to) the radius of curvature R 1 . For example, a configuration may be used in which the condition changing section 15 changes the collision determination condition based on a steering angle detected by a steering sensor or the like. In such a case, processes will be simplified.

In addition, in the present embodiment, although described is a case where the condition changing section 15 changes the collision determination condition by changing the hypothetical vehicle length VL of the forward vehicle VC 2 , a configuration may be used in which the condition changing section 15 changes the collision determination condition by other methods. For example, a configuration may be used in which the condition changing section 15 changes a hypothetical vehicle width of the forward vehicle VC 2 instead of (or, in addition to) the hypothetical vehicle length VL of the forward vehicle VC 2 . Note that, descriptions related to changing the collision determination condition so as to be strict by reducing the hypothetical vehicle length VL will be provided in the following by using FIG. 4 .

Furthermore, in the present embodiment, although described is a case where the condition changing section 15 changes the hypothetical vehicle length VL of the forward vehicle VC 2 in a manner proportional to the radius of curvature R 1 , a configuration may be used in which the condition changing section 15 reduces the hypothetical vehicle length VL of the forward vehicle VC 2 when the radius of curvature R 1 is small. For example, a configuration may be used in which the condition changing section 15 more gradually reduces the hypothetical vehicle length VL of the forward vehicle VC 2 when the radius of curvature R 1 is smaller. In addition, for example, a configuration may be used in which the condition changing section 15 reduces the hypothetical vehicle length VL of the forward vehicle VC 2 in accordance with a function of the preconfigured radius of curvature R 1 (for example, a quadratic expression of the radius of curvature R 1 ). In such a case, the collision determination condition can be further properly changed by properly configuring the function.

Returning to FIG. 1 again, the functional configuration of the collision determination ECU 1 will be described. The possibility determination section 16 is a functional section that determines whether or not there is a possibility of a collision with the forward vehicle VC 2 . Specifically, when the forward vehicle VC 2 having preconfigured vehicle width VB and vehicle length VL moves on the traveling trajectory PL 2 estimated by the trajectory estimation section 13 , the possibility determination section 16 determines whether or not there is a possibility of a collision with the forward vehicle VC 2 depending on whether or not the forward vehicle VC 2 intersects the own-vehicle VC 1 .

FIG. 3( b ) is a plain view showing one example of a process for the possibility determination section 16 to determine existence or non-existence of the possibility of a collision with the forward vehicle VC 2 . As shown in FIG. 3( a ), the trajectory estimation section 13 estimates that the acquisition point of the forward vehicle VC 2 will move in a sequence of acquisition points P 1 , P 2 , P 3 , and P 4 , corresponding to elapsing of time ΔT, 2×ΔT, 3×ΔT, 4×ΔT (for example, time ΔT=0.1 second) from the present time. Then, as shown in FIG. 3( b ), the forward vehicle VC 2 is estimated to reach a position of a forward vehicle C 22 , shown with broken lines, after elapsing of time (2×ΔT) from the present time, and to reach a position of a forward vehicle C 24 , shown with broken lines, after elapsing of time (4×ΔT) from the present time.

Note that, similar to the forward vehicle VC 2 , the forward vehicle C 22 and the forward vehicle C 24 have the vehicle width VB and the vehicle length VL. In addition, as shown in FIG. 3( b ), the possibility determination section 16 determines that there is a possibility of a collision with the forward vehicle VC 2 , since the right side of the rear portion of the forward vehicle C 24 intersects the right side of the front portion of the own-vehicle VC 1 .

As described above, whether or not there is a possibility of a collision can be precisely determined, since, when the forward vehicle VC 2 having the preconfigured vehicle width VB and vehicle length VL moves on the traveling trajectory PL 2 estimated by the trajectory estimation section 13 , it is determined whether or not there is a possibility of a collision with the forward vehicle VC 2 depending on whether or not the forward vehicle VC 2 intersects the own-vehicle VC 1 .

In the present embodiment, although described is a case where the possibility determination section 16 determines whether or not there is a possibility of a collision with the forward vehicle VC 2 based on the traveling trajectory PL 2 estimated by the trajectory estimation section 13 , a configuration may be used in which the possibility determination section 16 determines whether or not there is a possibility of a collision with the forward vehicle VC 2 by using another method. For example, a configuration may be used in which the possibility determination section 16 determines whether or not there is a possibility of a collision with the forward vehicle VC 2 depending on whether or not the forward vehicle VC 2 intersects the own-vehicle VC 1 at a timing when the acquisition point of the forward vehicle VC 2 comes to a predetermined distance (for example, 5 m), which is configured in advance, or closer from the vehicle center of the own-vehicle VC 1 . In such a case, processes will be simplified.

FIG. 4 is a plain view showing one example of an effect of having the condition changing section 15 reduce the hypothetical vehicle length VL of the forward vehicle VC 2 . FIG. 4( a ) is a figure in which the own-vehicle VC 1 and the forward vehicle C 24 in FIG. 3( b ) are enlarged. As described above by using FIG. 3( b ), the possibility determination section 16 determines that there is a possibility of a collision with the forward vehicle VC 2 , since the right side of the rear portion of the forward vehicle C 24 intersects the right side of the front portion of the own-vehicle VC 1 . The hypothetical vehicle length VL of the forward vehicle C 24 is, for example, the standard vehicle length L 20 (here, 4 m).

FIG. 4( b ) is a plain view showing one example of a case where the condition changing section 15 reduces the hypothetical vehicle length VL of the forward vehicle VC 2 . Represented here is a case where the hypothetical vehicle length VL of the forward vehicle VC 2 is changed to ⅗ (hypothetical vehicle length L 21 =2.4 m) of the standard vehicle length L 20 by the condition changing section 15 . In this case, as shown in FIG. 4( b ), since the forward vehicle C 24 ′ is not intersecting the own-vehicle VC 1 , the possibility determination section 16 determines that there is no possibility of a collision with the forward vehicle VC 2 .

As described above, by having the hypothetical vehicle length VL to be changed from the standard vehicle length L 20 (here, 4 m) to the hypothetical vehicle length L 21 (=2.4 m), the situation, where the possibility determination section 16 has have determined that there is a possibility of a collision with the forward vehicle VC 2 , is then determined by the possibility determination section 16 as having no possibility of a collision with the forward vehicle VC 2 . Thus, by having the condition changing section 15 reduce the hypothetical vehicle length VL, the collision determination condition, which is a condition for determining that there is a possibility of a collision, is changed so as to be strict.

FIG. 6 is a flowchart showing one example of an operation of the collision determination ECU 1 shown in FIG. 1 . Note that, as a matter of convenience, described here is a case where the relative position and the relative velocity of the forward vehicle VC 2 are detected by the object detection section 12 . First, the vehicle speed V and the yaw rate α are acquired by the radius-of-curvature calculation section 11 (S 101 ). Then, the radius of curvature R 1 is obtained by the radius-of-curvature calculation section 11 by dividing the vehicle speed V acquired at step S 101 with the yaw rate α (S 103 ).

Next, the traveling trajectory PL 2 is estimated by the trajectory estimation section 13 (S 105 ). Next, the traveling direction determination section 14 calculates the radius of curvature R 2 of the traveling trajectory PL 2 obtained at step S 105 (S 107 ). Then, determination is conducted by the traveling direction determination section 14 for whether or not the radius of curvature R 1 obtained at step S 103 is equal to or smaller than the preconfigured threshold radius R 1 S (S 109 ). If it is determined that the radius of curvature R 1 is equal to or smaller than the preconfigured threshold radius R 1 S (YES at step S 109 ), the traveling direction determination section 14 determines that changing of the traveling direction of the own-vehicle VC 1 is in progress, and the hypothetical vehicle length VL of the forward vehicle VC 2 is configured by the condition changing section 15 based on the following formula (4) (showing the above described formula (2) again) (S 111 ); and the process is advanced to step S 119 .

hypothetical vehicle length VL=standard vehicle length L 20× R 1 /R 1 S   (4)

If it is determined that the radius of curvature R 1 is not equal to or smaller than the preconfigured threshold radius R 1 S (larger than the threshold radius R 1 S) (NO at step S 109 ), determination is conducted by the traveling direction determination section 14 for whether or not the radius of curvature R 2 obtained at step S 107 is equal to or smaller than the preconfigured threshold radius R 2 S (S 113 ). If it is determined that the radius of curvature R 2 is equal to or smaller than the preconfigured threshold radius R 2 S (YES at step S 113 ), the traveling direction determination section 14 determines that changing of the traveling direction of the forward vehicle VC 2 is in progress, and the hypothetical vehicle length VL of the forward vehicle VC 2 is configured by the condition changing section 15 based on the following formula (5) (showing the above described formula (3) again) (S 115 ); and the process is advanced to step S 119 .

hypothetical vehicle length VL=standard vehicle length L 20 ×R 2 /R 2 S   (5)

If it is determined that the radius of curvature R 2 is not equal to or smaller than the preconfigured threshold radius R 2 S (larger than the threshold radius R 2 S) (NO at step S 113 ), the traveling direction determination section 14 determines that changing of the traveling directions of both the own-vehicle VC 1 and the forward vehicle VC 2 are not in progress, and the hypothetical vehicle length VL of the forward vehicle VC 2 is configured by the condition changing section 15 to be the standard vehicle length L 20 (S 117 ).

When the process at step S 111 ends, or when the process at step S 115 ends, or when the process at step S 117 ends, the possibility determination section 16 determines whether or not there is a possibility of a collision with the forward vehicle VC 2 by using the traveling trajectory PL 2 obtained at step S 105 and the hypothetical vehicle length VL configured at step S 111 , step S 115 , or step S 117 (S 119 ); and the process ends.

When it is determined that changing of the traveling direction of the own-vehicle VC 1 or the forward vehicle VC 2 is in progress, the own-vehicle VC 1 or the forward vehicle VC 2 is estimated to be traveling in a curved path. Thus, in such a case, as described above by using FIG. 13 , unnecessary operations of a passenger protection device and the like may be performed. However, since the collision determination condition, which is a condition for determining that there is a possibility of a collision, is changed so as to be strict (in this case, the hypothetical vehicle length VL of the forward vehicle VC 2 is configured to be short), unnecessary operations of a passenger protection device and the like can be suppressed.

In the present embodiment, although described is a case where the condition changing section 15 changes the collision determination condition so as to be strict when the traveling direction determination section 14 determines that changing of the traveling direction of the own-vehicle VC 1 or the forward vehicle VC 2 is in progress, a configuration may be used in which the condition changing section 15 changes the collision determination condition so as to be strict when the traveling direction determination section 14 determines that changing of the traveling direction of at least one of the own-vehicle VC 1 and the forward vehicle VC 2 is in progress. For example, a configuration may be used in which the condition changing section 15 changes the collision determination condition so as to be strict when the traveling direction determination section 14 determines that changing of the traveling direction of the own-vehicle VC 1 is in progress. In addition, for example, a configuration may be used in which the condition changing section 15 changes the collision determination condition so as to be strict when the traveling direction determination section 14 determines that changing of the traveling directions of the own-vehicle VC 1 and the forward vehicle VC 2 are in progress.

Here, one detailed example of a collision determination method conducted by the collision determination device according to the present invention will be described. The collision determination method shown in the following can be executed on the collision determination ECU 1 . Note that, the collision determination method according to the present invention is not limited by the following example.

First, assuming that the own-vehicle VC 1 and the forward vehicle VC 2 are to collide, a time TTC (Time To Collision) to the collision is calculated. FIG. 7 is a figure showing the method for calculating the time TTC to the collision.

When the forward vehicle VC 2 is approaching the own-vehicle VC 1 from a diagonal direction, the time TTC to the collision can be obtained based on the following formula (6).

TTC =( y−l F )/( V n ·cosδ+ V 0 )  (6)

Here, the characters respectively represent the following meanings.

y: Y coordinate of the acquisition point of the forward vehicle VC 2 when the center of the rear wheel axle of the own-vehicle VC 1 is the point of origin (the front to rear direction of the own-vehicle VC 1 is defined as a Y-axis, and the right-to-left direction of the own-vehicle VC 1 is defined as an X-axis); l F : length from the center of the tip portion of the own-vehicle VC 1 to the center of the rear wheel axle; V n : velocity of the forward vehicle VC 2 ; δ: angle between the traveling direction of the forward vehicle VC 2 and the traveling direction of the own-vehicle VC 1 ; V 0 : velocity of the own-vehicle VC 1

The radar sensors 23 periodically calculates the relative position (position of the acquisition point) and the relative velocity (velocity of the acquisition point) of the forward vehicle VC 2 , and calculates a traveling direction vector based on relative positions and relative velocities of multiple past periods (for example, past ten periods). For the calculation of the traveling direction vector, for example, the least squares method can be used. V n is the size of the calculated traveling direction vector.

Next, assuming that the own-vehicle VC 1 is turning, a predicted own-vehicle position after the time TTC is calculated. FIG. 8 is a figure for describing the method for calculating the predicted own-vehicle position after the time TTC.

A predicted deflection angle θ F and the predicted own-vehicle position (X F , Y F ) of the own-vehicle VC 1 can be obtained from the following formulae (7), (8), and (9).

θ F =θ 0 +V 0 ·TTC /(− R )  (7)

X F =X 0 +V 0 ·TTC ·sin(−θ F )  (8)

Y F =Y 0 +V 0 ·TTC ·cos(−θ F )  (9)

Here, the characters respectively represent the following meanings.

θ 0 : deflection angle at the current position of the own-vehicle VC 1 ; V 0 : velocity of the own-vehicle VC 1 ; R: turning radius of the traveling trajectory of the own-vehicle VC 1 ; X 0 : X coordinate of the current position of the own-vehicle VC 1 ; Y 0 : Y coordinate of the current position of the own-vehicle VC 1

Next, a formula representing a frontal extension line from the own-vehicle VC 1 when reaching the predicted own-vehicle position of the own-vehicle VC 1 is obtained, based on information regarding the calculated predicted own-vehicle position. The frontal extension line y=l F , which is in a coordinate system having the center of the rear wheel axle of the own-vehicle VC 1 as a point of origin (refer to FIG. 8 (A)), is converted to formula (10) of a coordinate system in which the point of origin is fixed to the ground (refer to FIG. 8(B) ).

p F X+q F Y+r F =0  (10)

When performing the above, in order to prevent overflowing of digits, cases are classified for the range of θ F as shown in formulae (11) to (13) and formulae (14) to (16).

(case of π/4 <|θ F |≦3π/4)

p F =1  (11)

q F =cos(−θ F )/sin(−θ F )  (12)

r F =(− l F −X F sin(−θ F )− Y F cos(−θ F ))/sin(−θ F )  (13)

(case of 3π/4<|θ F |≦π)

p F =sin(−θ F )/cos(−θ F )  (14)

q F =1  (15)

r F =(− l F −X F sin(−θ F )− Y F cos(−θ F ))/cos(−θ F )  (16)

Next, trajectory prediction line p n X+q n Y+r n =0 of the forward vehicle VC 2 is obtained. Each coefficient in p n X+q n Y+r n =0 can be obtained based on past history of acquisition points of the forward vehicle VC 2 . For example, the traveling direction vector is obtained by applying the least squares method to multiple past acquisition points, and a straight line obtained by extending the vector can be used as the trajectory prediction line.

Next, an intersection point of the straight line p F X+q F Y+r F =0 of formula (10) and the trajectory prediction line p n X+q n Y+r n =0 of the forward vehicle VC 2 is obtained. This intersection point is a predicted collision point of the own-vehicle VC 1 and the forward vehicle VC 2 . Coordinates (X c , Y c ) of the predicted collision point is represented by the following formulae (17) to (20). FIG. 9 is a figure showing the predicted collision point. Note that, coordinates (X c , Y c ) are coordinates in a coordinate system in which the point of origin is fixed to the ground (ground coordinate system).

(case of π/4<|θ F |≦3π/4)

X C =−q F Y C /p F −r F /p F   (17)

Y C =( p n r F −p F r n )/( p F q n −p n q F )  (18)

(case of 0≦|θ F |≦π/4 or 3π/4<|θ F |≦π)

X C =( q F r n −q n r F )/( p F q n −p n q F )  (19)

Y C =−p F X C /q F −r F /p Ftm ( 20)

When p F q n −p n q F =0 is satisfied, these straight lines are parallel to each other, and since an intersection point does not exist, it will be determined that there is no possibility of a collision.

In a coordinate system (cp coordinate system; refer to FIG. 10 ) in which the point of origin is the center of the front end portion of the own-vehicle VC 1 , the front to rear direction of the own-vehicle VC 1 is the Y axial direction, and the width direction of the own-vehicle VC 1 is the X axial direction; the predicted collision point (cp x , cp y ) is represented by the following formulae (21) and (22).

cp x =cos(−θ F ) ( X C −X F )−sin(−θ F ) ( Y C −Y F )  (21)

cp y =0  (22)

The predicted collision point (cp x , cp y ) can be calculated by assigning, to formula (21), the values calculated in formulae (7), (8), (9), (17), (18), (19), and (20).

Here, since cp x does not take into consideration of a size of the forward vehicle VC 2 , it is corrected to be a formula that takes into consideration of the size.

The corrected cp x ′ is represented by formulae (23) and (24).

(Case in which the forward vehicle VC 2 is approaching from “diagonal front left”; refer to FIG. 11 )

cp x ′=cp x −d mε ·σ·σ R   (23)

(Case in which the forward vehicle VC 2 is approaching from “diagonal front right”)

cp x ′=cp x +d mε ·σ·σ R   (24)

Here, the characters respectively represent the following meanings.

dmε=lm ·sinε  (25)

ε: angle between the front to rear direction of the own-vehicle VC 1 and an approaching direction of the forward vehicle VC 2 (refer to FIG. 12 )

l m : length of the forward vehicle VC 2 (corresponding to the standard vehicle length described above)

(Case in which the forward vehicle VC 2 is approaching form “diagonal front left”)

σ= cp x /( d R +d mε ·σ R )  (26)

(Case in which the forward vehicle VC 2 is approaching from “diagonal front right”)

σ=− cp x /( d R +d mε ·σ R )  (27)

σ R =|R|/|R TH |(0≦σ R ≦1)  (28)

Here, |R|: absolute value of the radius of curvature of the road (since R is represented by a positive value in a right curve and a negative value in a left curve); |R TH |: an upper limit value of |R| when conducting a correction of σ (for example, 100 m).

According to formula (28), the smaller the absolute value |R| of the radius of curvature of the road is, σ R becomes smaller. This section, the smaller the absolute value |R| of the radius of curvature of the road is, a smaller correction coefficient σ R is multiplied to the length l m of the forward vehicle VC 2 indicated in formula (25). l m ·σ R corresponds to the hypothetical vehicle length described above. This section, the length of the forward vehicle VC 2 is corrected to a small value depending on the radius of curvature of the curve, and this represents a characteristic of the invention of the present application.

If cp x ′ calculated by formulae (23) and (24) is smaller than half d R of the width of the own-vehicle VC 1 , it is determined that the own-vehicle VC 1 and the forward vehicle VC 2 will collide.

On the other hand, if cp x ′ is equal to or larger than half d R of the width of the own-vehicle VC 1 , it is determined that the own-vehicle VC 1 and the forward vehicle VC 2 will not collide.

The above described collision determination is conducted in every acquisition point calculation period of the radar sensors 23 . When a period in which a determination is made that a collision will take place continues for a predetermined number of times, or when a proportion of the period in which a determination is made that a collision will take place becomes a predetermined proportion or larger, safety measures such as brake assistance, sounding of an alarm sound, and the like are executed.

Note that, the collision determination device according to the present invention is not limited to the collision determination ECU 1 according to the above described embodiment, and the following configurations may also be used.

(A) In the present embodiment, although described is a case where the collision determination ECU 1 functionally includes the radius-of-curvature calculation section 11 , the object detection section 12 , the trajectory estimation section 13 , the traveling direction determination section 14 , the condition changing section 15 , the possibility determination section 16 , and the like; a configuration may be used in which any one of the functional sections of the radius-of-curvature calculation section 11 , the object detection section 12 , the trajectory estimation section 13 , the traveling direction determination section 14 , the condition changing section 15 , and the possibility determination section 16 are formed from a hardware such as an electric circuit or the like.

(B) In the present embodiment, although described is a case where the collision determination device consists of the collision determination ECU 1 , a configuration may be used in which the collision determination device is integrally configured with one part of a sensor or the like. For example, a configuration may be used in which the collision determination device is integrally configured with the radar sensors 23 (for example, a configuration in which a control device that conducts signal processing of the radar sensors 23 is integrated thereto).

(C) In the present embodiment, although described is a case where the condition changing section 15 changes the hypothetical vehicle length VL of the forward vehicle VC 2 in a manner proportional to the radius of curvature R 1 , a configuration may be used in which the condition changing section 15 changes the hypothetical vehicle length VL of the forward vehicle VC 2 based on the size of the forward vehicle VC 2 . For example, a configuration in which the condition changing section 15 changes the hypothetical vehicle length VL based on the following formula (6) may be used.

hypothetical vehicle length VL=γ×detected vehicle length L 200 ×R 1/ R 1 S   (6)

Here, the coefficient γ is a coefficient configured based on the size of the forward vehicle VC 2 , and the detected vehicle length L 200 is the vehicle length of the forward vehicle VC 2 estimated from the numbers, positions, and the like of the acquisition points obtained by the radar sensors 23 .

In addition, when the detected vehicle length L 200 is large, (=when the forward vehicle VC 2 is a large-size car), the coefficient γ is preferably configured as a value smaller than “1” (for example, 0.8), and when the detected vehicle length L 200 is small (=when the forward vehicle VC 2 is a small-size car), the coefficient γ is preferably configured as a value larger than “1” (for example, 1.2). As a result, when the forward vehicle VC 2 is a large-size car, an amount of change of the hypothetical vehicle length VL based on the radius of curvature R 1 becomes large, and unnecessary operations of a passenger protection device and the like can be further effectively suppressed.

(D) In the present embodiment, although a case where the condition changing section 15 changes the hypothetical vehicle length VL of the forward vehicle VC 2 is described, a configuration in which the condition changing section 15 changes the collision determination condition so as to be strict with another method may be used. More specifically, the possibility determination section 16 may setup, as appropriate, a method in which the condition changing section 15 changes the collision determination condition so as to be strict, depending on a method for determining whether or not there is a possibility of a collision.

For example, described here is a case where the possibility determination section 16 determines whether or not there is a possibility of a collision based on whether or not a direction corresponding to the traveling direction vector of the forward vehicle VC 2 after elapsing of a predetermined time is in a preconfigured range (referred next as a “direction determination range”). In such a case, the condition changing section 15 may change the collision determination condition so as to be strict by narrowing the “direction determination range”.

The present invention can be applied in a collision determination device which is, for example, mounted on a vehicle and determines existence or non-existence of the possibility of a collision with another vehicle.