JP5464333B2 - Front collision overlap amount control device - Google Patents

Description

  The present invention relates to an apparatus for controlling an overlap amount between a vehicle and an obstacle in order to reduce a driver's collision damage at the time of a frontal collision of the vehicle.

Detect obstacles ahead of your vehicle with millimeter wave radar, etc., and if your vehicle may collide with obstacles, warn the driver with sound, display, weak automatic brake, etc., and still approach, When it is determined that a collision is unavoidable, a forward obstacle collision damage reduction braking device (hereinafter referred to as a damage reduction braking device) that operates a strong automatic brake to reduce damage has been put into practical use.
Further, as described in Patent Document 1 and Patent Document 2, when this damage reduction braking device is improved and the possibility of a frontal collision is high, an overlap (overover) of the host vehicle and a front obstacle is caused. A technique has been developed that prevents an offset collision, that is, close to a full lap collision and reduces an impact on an occupant by turning the host vehicle so as to increase the lap amount.

JP 2007-125997 A JP 2007-145152 A

However, since the techniques described in Patent Document 1 and Patent Document 2 both control the host vehicle so that the amount of overlap between the host vehicle and the front obstacle increases, Even if there is a possibility of avoiding a collision due to a right or left turn of the car, it is considered that there is a case where the possibility is completely eliminated.
In addition, in the case of an accident that damages the front of the vehicle, trucks and buses have less crushable zones than ordinary passenger cars, etc., and passengers are often only drivers. In the case of only the case, it is considered that the offset collision in which the side without the driver's seat is damaged is more likely to reduce the driver's damage than the case where the overlap amount is increased to approach the full-lap collision.

  The present invention has been devised in view of such a problem, and it is possible to reduce the collision damage of the driver while ensuring the possibility of collision avoidance due to the steering operation of the driver, etc. It is an object of the present invention to provide a collision overlap amount control device.

In order to achieve the above object, the overlap amount control device at the time of frontal collision of the present invention moves the host vehicle laterally when an obstacle that may collide is detected in front of the host vehicle, and A device for controlling the amount of overlap at the time of a frontal collision, wherein the front obstacle detection means detects the obstacle with the possibility of collision in front of the host vehicle, and is seated in the driver's seat at the front part of the host vehicle. An occupant detection means for detecting that there is no occupant other than the driver, an avoidance operation determination means for determining whether or not there is a steering operation that can be regarded as collision avoidance by the driver, and at the time of collision prediction with the obstacle, Overlap determination means for determining whether or not the obstacle collides with the obstacle at an overlap portion between the front part of the driver's seat and the obstacle, lateral movement means for laterally moving the own vehicle, and surroundings of the own vehicle of Based on the situation, the lateral movement means determines whether or not there is a spatial room in which the own vehicle can be moved laterally. When the obstacle with the possibility of collision is detected, it is detected by the occupant detection means that there is no occupant other than the driver in front of the host vehicle, and the avoidance operation determination means detects the driver It is determined that there is no steering operation that can be regarded as collision avoidance due to, and it is determined by the overlap determining means that the obstacle collides with the obstacle at the overlap prediction time point, and further, the laterally movable margin determining means When it is determined that there is room for the overlap that can make the overlap amount of the overlap portion zero, the overlap amount is set to zero. Is characterized in that the and a control means for controlling said lateral movement means so as to laterally move the vehicle in the direction of.

The obstacle determining means for determining whether the obstacle is a vehicle smaller than the own vehicle is further provided, and the control means is configured such that the obstacle is smaller than the own vehicle by the obstacle determining means. When it is determined that the vehicle is a vehicle, it is preferable to prohibit the lateral movement by the lateral movement means.
The vehicle further includes a collision possibility determination unit that determines whether or not the collision possibility of the own vehicle with the obstacle has reached a predetermined level set in advance. A damage mitigation braking device is provided that automatically brakes the host vehicle when it is judged by the judging means that the possibility of a collision has increased and has reached the predetermined stage. It is preferable to perform the lateral movement of the host vehicle by controlling the lateral movement means when braking.

  According to the overlap amount control device at the time of frontal collision of the present invention, it is possible to ensure the possibility of collision avoidance by the driver's steering operation and the like, and when there is no passenger other than the driver at the front of the host vehicle Further, it is possible to reduce the collision damage of the driver by laterally moving in the direction of avoiding the frontal collision including the front part of the driver's seat of the own vehicle.

1 is a schematic plan view of a vehicle showing an overall image of a front collision overlap amount control apparatus according to an embodiment of the present invention. It is a block diagram which shows the whole image of the overlap amount control apparatus at the time of front collision which concerns on one Embodiment of this invention. (A), (b) is a schematic diagram for demonstrating the overlap in the overlap amount control apparatus at the time of frontal collision which concerns on one Embodiment of this invention. (A), (b) is a schematic diagram for demonstrating the avoidance space in the overlap amount control apparatus at the time of frontal collision which concerns on one Embodiment of this invention. It is a flowchart which shows the control order of the overlap amount control apparatus at the time of front collision which concerns on one Embodiment of this invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of an overlap amount control device for a frontal collision according to the present invention will be described below with reference to the drawings.
<Configuration>
As shown in FIG. 1, a front collision overlap amount control device 1 of this embodiment is mounted on a vehicle 2 (a truck is shown in FIG. 1), and a millimeter wave radar (front obstacle detection means). 11, an alarm buzzer (alarm means) 12, a brake ECU (automatic braking means) 13, a steering angle sensor (steering angle detection means) 14, a front recognition camera (front recognition means) 21, and a side recognition camera ( Side recognition means) 22, rear side recognition camera (rear recognition means) 23, seat pressure sensor (occupant detection means) 24, automatic steering device (lateral movement means) 25, and main ECU 30. Yes. Each part 11-14, 21-25 is electrically connected to main ECU30 as shown in FIG. Note that ECU is an abbreviation for Electronic Control Unit.

The millimeter wave radar 11, the alarm buzzer 12, the brake ECU 13, the rudder angle sensor 14 and the main ECU 30 constitute a damage reduction braking device.
The millimeter wave radar 11 detects the presence of an obstacle that may collide in front of the host vehicle 2. As an obstacle, other vehicles are mainly assumed. The millimeter wave radar 11 has a built-in radar ECU.

As shown in FIGS. 3A and 3B, the radar ECU calculates a relative distance L between the host vehicle 2 and the obstacle 3 in the traveling direction of the host vehicle and a relative speed of the obstacle 3 with respect to the host vehicle 2. To do. 3A and 3B, a preceding vehicle is illustrated as an obstacle. These calculation results are transmitted to the main ECU 30.
The alarm buzzer 12 is an alarm device provided in the vehicle and warns the driver of the host vehicle 2 of the possibility of a collision by sounding a buzzer sound. Although the alarm buzzer 12 is activated at the time when the collision with the obstacle 3 is possible, the collision can be avoided by the driver's steering operation or brake operation (the collision possibility is described in the first stage). At some point). The alarm buzzer 12 operates in response to a control signal from the main ECU 30.

The brake ECU 13 controls a braking device (not shown) provided on each wheel of the host vehicle 2, and receives each control signal from the main ECU 30 so that each brake pedal 13 is not depressed by the driver. The braking device is operated to forcibly brake the host vehicle 2.
The steering angle sensor 14 is a detection unit that detects the steering angle of the steering wheel 4 operated by the driver. Then, the detected steering angle is transmitted to the main ECU 30.

The front recognition camera 21 is a means for recognizing the situation in front of the vehicle and incorporates an image analysis unit. The image analysis unit analyzes the obtained moving image, and describes the road form (curve information), the lateral position of the front-rear axis O ₂ of the host vehicle 2 in the host lane, and information on the obstacle 3 in front of the host vehicle [ width (vehicle width) W ₃ and height according to (height) such as the size information, a transverse centerline axis lateral position with respect to the vehicle 2 (front and rear axis) O _3], the obstacle on the adjacent lane and shoulder Recognize information such as position and type. The recognized information is transmitted to the main ECU 30.

  The side recognition camera 22 is a means for recognizing the situation on the side of the vehicle, and incorporates an image analysis unit. The image analysis unit analyzes the obtained moving image, first recognizes a lane boundary such as a white line, and the position of an object on the side of the host vehicle 2, for example, a parallel vehicle or an oncoming vehicle traveling in an adjacent lane, The position of the guardrail or the sign on the shoulder is recognized as the position relative to the own vehicle 2 or the own lane. The recognized information is transmitted to the main ECU 30.

The rear side recognition camera 23 is a means for recognizing the situation of the rear side and the rear side of the vehicle, and incorporates an image analysis unit. The image analysis unit analyzes the obtained moving image, first recognizes a lane boundary such as a white line, and recognizes the position of an object behind the host vehicle 2, for example, the position of a subsequent vehicle traveling in the host lane or an adjacent lane. To do. The recognized information is transmitted to the main ECU 30.
As will be described later, the main ECU 30, based on the information from each of the recognition cameras 21 to 23, when the host vehicle 2 moves laterally by automatic steering, how much space to avoid in the range in which the surrounding traffic is not obstructed in the lateral movement direction. It is possible to comprehensively calculate and judge whether there is (space).

The seat pressure sensor 24 is attached to a seat (a seat next to the driver's seat such as a passenger seat or a bus guide seat) 6 positioned in front of the vehicle along with the driver's seat 5 and pressure (occupant detection information) applied to the seat 6. Detect. Then, the detected pressure is transmitted to the main ECU 30.
The automatic steering device 25 is a device that automatically steers (steers) the steered wheels of the host vehicle 2 to move the host vehicle 2 laterally, and the target turning direction and the target calculated by the calculation unit 41 of the main ECU 30 described later. In order to realize the lateral movement distance, the steering wheel of the host vehicle 2 is automatically steered in response to a control signal from the main ECU 30.

  The main ECU 30 is an electronic control unit that controls the entire apparatus 1 and is electrically connected to the units 11 to 14 and 21 to 25 as described above. The main ECU 30 includes first to eighth determination units 31 to 38, a calculation unit 41, and a command unit (control means) 42, all of which are realized as software. When the main ECU 30 receives information (signals) from the respective units 11, 14, 21 to 24, the determination units 31 to 38 and the calculation unit 41 appropriately perform determination and calculation based on the above information, and the determination result and calculation result. Is output to the command unit 42, and the command unit 42 transmits a control signal to each of the units 12, 13, and 25 based on the determination result and the calculation result.

More specifically, the calculation unit 41 calculates the target turning direction and the target lateral movement distance based on the information received from the millimeter wave radar 11 and each of the recognition cameras 21 to 23, and also avoids the avoidance space (see FIG. 4 (a), (b)) is calculated. The target turning direction is a direction in which the overlap amount of the overlap portion OL at the time when the collision between the front A of the driver's driver's seat and the obstacle 3 is predicted is zero, and the front / rear axis O ₂ of the host vehicle ₂ and the obstacle and the longitudinal axis O ₃ of the object 3 is away laterally is calculated. The target lateral movement distance is calculated as the distance at which the overlap amount of the front part A of the driver's vehicle is zero.

Based on the pressure received from the seat pressure sensor 24, the first determination unit (occupant presence / absence determination means) 31 determines whether an occupant is seated on the seat 6 next to the driver's seat, in other words, driving in front of the host vehicle 2. It is determined whether there is a passenger other than the passenger.
The second determination unit (obstacle determination means) 32 receives information received from the front recognition camera 21 when the millimeter wave radar 11 detects that there is an obstacle 3 that may collide in front of the host vehicle 2. Whether or not the obstacle 3 in front of the host vehicle 2 is a smaller vehicle than the host vehicle 2, in other words, the obstacle 3 is not a vehicle of the same size or larger than the host vehicle 2, or It is determined whether or not the obstacle 3 is not a vehicle. This is because, when an offset collision occurs with a vehicle smaller than the host vehicle 2, there is a concern that the opponent vehicle may become unstable in behavior due to the offset collision, and thus automatic turning is prohibited. The determination that the obstacle 3 is not a vehicle is made by, for example, detecting image patterns such as left-right symmetry, pre-input contours, left and right brake lamps, tires, etc. by image recognition (pattern matching). Is possible.

The third determination unit (overlap determination means) 33 receives the collision prediction time calculated from the relative distance L and the relative speed between the host vehicle 2 and the obstacle 3 received from the millimeter wave radar 11 and the forward recognition camera 21. and the lateral position of the lateral width W ₃ and longitudinal axis O ₃ of the obstacle 3, based on the lateral position of the vehicle width W ₂ and longitudinal axis O ₂ of the own vehicle 2, when the vehicle 2 has traveled as is the operating condition Then, it is determined whether or not the vehicle collides with the obstacle 3 at the overlap portion OL including the front part A of the driver's seat at the time when the collision with the obstacle 3 is predicted. This is for avoiding a collision in the portion where the occupant is present because the impact on the occupant is large when a frontal collision is included including the portion where the occupant is present.

  The fourth determination unit (laterally movable room determination means) 34 can achieve the target lateral movement distance based on the target turning direction, the target lateral movement distance, and the avoidance space in the target turning direction calculated by the calculation unit 41 (overlapping). It is determined whether or not the avoidance space (which can make the overlap amount of the partial OL zero) is in the target turning direction. That is, from the relationship of the avoidance space, it is determined whether or not the target lateral movement distance can be actually ensured, and further whether or not the target lateral movement distance can be reached within the collision prediction time even if it can be ensured. If the fourth determination unit 34 determines that there is no avoidance space that can achieve the target lateral movement distance or that the target lateral movement distance cannot be reached within the predicted collision time, a part of the front part A of the driver's seat Thus, the lateral movement by the automatic steering device 25 is prohibited so as not to cause an offset collision.

Whether the fifth determination unit (avoidance operation determination unit) 35 is actively performing collision avoidance steering operation by the driver based on the steering angle received from the steering angle sensor 14 and the target turning direction calculated by the calculation unit 41. Judge whether or not. At this time, if the steering angle coincides with the target turning direction and the steering speed is equal to or higher than a certain level, it may be determined that the driver is actively performing a collision avoidance steering operation.
The sixth determination unit (collision possibility determination means) 36 determines whether or not the collision possibility between the host vehicle 2 and the obstacle 3 has reached the first stage based on the information received from the millimeter wave radar 11, or It is determined whether or not the host vehicle 2 has further approached the obstacle 3 and the possibility of a collision has increased to reach the second stage. The first stage is set to a stage where the collision can be sufficiently avoided by the driver's steering operation and braking operation, and the second stage has a higher possibility of collision than the first stage, and the collision avoidance is somewhat difficult. Set to stage.

The seventh determination unit (damage reduction brake determination means) 37 determines whether or not the damage reduction brake device is performing automatic braking based on a control signal transmitted from the brake ECU 13 to the brake device.
The eighth determination unit (lateral movement distance arrival determination means) 38 determines whether or not the actual lateral movement distance has reached the target lateral movement distance calculated by the calculation unit 41 based on the information received from each of the recognition cameras 21 to 23. Determine whether.

This collision damage alleviating apparatus 1 is shown in FIG. 5 when the alarm buzzer 12 is activated, that is, when an obstacle 3 that may collide with the host vehicle 2 is detected by the millimeter wave radar 11. It operates in the control sequence as shown in the flowchart.
First, in step S10, the alarm buzzer 12 is activated to sound a buzzer sound and issue an alarm to the driver. At this time, the collision can be avoided by the driver's steering operation and brake operation.

In step S <b> 20, the first determination unit 31 determines whether there is an occupant seated on the seat 6 next to the driver's seat based on the pressure received from the seat pressure sensor 24. If there is no passenger, the process proceeds to step S30, and if there is a passenger, the process proceeds to step S120.
In step S <b> 30, the second determination unit 32 determines whether the obstacle 3 is a smaller vehicle than the host vehicle 2. If it is not a small vehicle, the process proceeds to step S40, and if it is a small vehicle, the process proceeds to step S120.

In step S40, the third determination unit 33 determines whether or not the vehicle driver's seat front part A is included in the overlap portion OL at the time of the collision prediction. If it is included in the overlap portion OL, the process proceeds to step S50, and if not, the process proceeds to step S120.
In step S50, the calculation unit 41 calculates a target turning direction, a target lateral movement distance, and an avoidance space in the target turning direction. After the calculation, the process proceeds to step S70.

In step S60, whether there is an avoidance space in which the fourth determination unit 34 can achieve the target lateral movement distance based on the target turning direction, the target lateral movement distance, and the avoidance space in the target turning direction calculated by the calculation unit 41. Determine whether. If there is an achievable avoidance space, the process proceeds to step S70, and if not, the process proceeds to step S120.
In step S <b> 70, the fifth determination unit 35 determines whether or not the driver has performed a collision avoidance steering operation based on the steering angle received from the steering angle sensor 14. If there is no collision avoidance steering operation by the driver, the process proceeds to step S80, and if there is a steering operation, the process proceeds to step S120. This step S70 is a step for prioritizing the driver's aggressive avoidance operation over the automatic braking of the damage reducing brake device, and is executed at any point before the automatic braking of the damage reducing brake device is performed. However, it is more preferable if it is just before the automatic braking of the damage reducing brake device.

  In step S80, the sixth determination unit 36 determines whether or not the own vehicle 2 has further approached the obstacle 3 to increase the possibility of collision with the obstacle 3 and has reached the second stage. When the sixth determination unit 36 determines that the possibility of collision has reached the second stage, the command unit 42 transmits a control signal to the brake ECU 13 and the brake ECU 13 starts automatic braking. The seventh determination unit 37 determines the start of this automatic braking. If automatic braking is started, the process proceeds to step S90, and if not started, the process returns to step S70 to confirm again whether or not the driver has performed a collision avoidance steering operation.

In step S90, the command unit 42 sends a command to the automatic steering device 25 based on the target turning direction and the target lateral movement distance calculated by the calculation unit 41, and the automatic steering device 25 starts the lateral movement of the host vehicle 2. Then, the process proceeds to step S100.
In step S100, the eighth determination unit 38 determines whether or not the distance actually moved laterally has reached the target lateral movement distance calculated by the calculation unit 41, and the seventh determination unit 37 determines whether or not the damage reduction braking device. It is determined whether or not the automatic braking by is released. If at least one of the target lateral movement distance has been reached or the automatic braking is released, the process proceeds to step S110. As a condition for releasing automatic braking, for example, there is no possibility of collision with the obstacle 3 (the obstacle 3 has been prevented from accelerating / turning left / right, etc., when the driver has avoided collision by braking or steering operation) In other words, the driver performs an operation (accelerator depression, etc.) contrary to the damage reduction braking device.

In step S110, the command unit 42 sends a command to the automatic steering device 25, and the lateral movement of the host vehicle 2 by the automatic steering device 25 ends. And after completion | finish, it is good for the automatic steering apparatus 25 to return the own vehicle 2 to the original advancing direction (advancing direction parallel to a lane) by countersteer.
In step S120, automatic braking control by the damage reduction braking device is performed. This automatic braking control is the same as the automatic braking control by the conventional damage reduction braking device, and does not involve lateral movement.

<Action and effect>
Since the overlap amount control device at the time of frontal collision according to an embodiment of the present invention is configured as described above, the following operations and effects are achieved.
When the automatic braking of the damage reduction braking apparatus starts in a traveling state where there is no occupant other than the driver at the front of the vehicle during the automatic braking by the damage reduction braking apparatus, the control apparatus 1 operates the vehicle on the overlap portion OL. If the front seat portion A is included, the own vehicle 2 is turned by automatic steering and moved laterally, and the amount of overlap of the front seat portion A of the own vehicle is reduced to zero or reduced. As a result, damage to the front part A of the driver's vehicle seat is suppressed, and the driver's collision damage can be reduced.

Further, before the lateral movement is started, it is confirmed whether or not the collision avoidance steering operation is performed by the driver, and when the collision avoidance steering operation is performed, the automatic steering device 25 does not perform the lateral movement. The possibility of collision avoidance by the driver's steering operation can be ensured.
Further, after the lateral movement is started, for example, when the driver recognizes the situation and performs a steering operation or a brake operation, the lateral movement by the automatic steering device 25 is finished. Therefore, even after the lateral movement is started, The possibility of collision avoidance by the driver's steering operation can be ensured. When the driver tries to avoid a collision by performing a steering operation or a brake operation, the overlap amount of the front A of the driver's seat has already been reduced. The possibility of this can be improved.
Further, since the lateral movement is prohibited when the obstacle 3 is a smaller vehicle than the host vehicle 2, it is possible to prevent the behavior of the opponent vehicle from becoming unstable due to the offset collision.

[Others]
As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, A various change is possible in the range which does not deviate from the meaning of this invention.

For example, in the above embodiment, the alarm buzzer 12 informs the driver of the possibility of a collision. However, the alarm means for issuing a warning sound other than the buzzer sound, or an alarm such as an emergency lamp for informing the possibility of a collision by blinking. The alarm buzzer 12 may be replaced by means.
Moreover, in the said embodiment, although the magnitude | size of the obstruction 3 ahead of a vehicle was recognized with the front recognition camera 21, you may recognize the magnitude | size of the obstruction 3 with the millimeter wave radar 11. FIG.

In the above embodiment, the seat pressure sensor 24 detects the presence of an occupant other than the driver at the front of the vehicle. However, the occupant detection means for detecting the presence of an occupant other than the driver at the front of the vehicle is not limited to this. For example, a camera that captures the interior of a vehicle, analyzes the captured image to detect the presence or absence of an occupant, or a thermal sensor that detects the presence or absence of an occupant by detecting heat in the vehicle may be used instead.
Further, in the above-described embodiment, the lateral movement of the host vehicle 2 is performed by automatically steering by the automatic steering device 25, but may be performed by making a difference in braking force between the left and right wheels by the brake ECU 13. That is, the brake ECU 13 may be used as a lateral movement means. According to the control by automatic steering, there is an advantage that the vehicle can be quickly turned and does not interfere with the braking control of the brake ECU 13. On the other hand, the control based on the braking force difference has the advantages that the stability is higher than the control based on the automatic steering and that the driver has a large room for steering intervention. Therefore, by combining the two controls, control is performed based on the braking force difference when the predicted collision time is large but the target lateral movement distance is small. On the other hand, when the target lateral movement distance is large, the control is performed automatically. Control by steering may be performed.

Further, in the above-described embodiment, it is assumed that automatic braking by the damage reducing brake device is started when moving laterally, but it may be simply moved laterally without being combined with the damage reducing brake device.
In addition, the present apparatus 1 as described in the above embodiment may be applied not only to a large vehicle in which there are many drivers, such as trucks and buses, but also to ordinary passenger cars.

1 Front collision overlap amount control device 2 Own vehicle 3 Obstacles (other vehicles and fixed objects)
4 Steering wheel 5 Driver's seat 6 Seat next to the driver's seat (passenger seat and bus guide seat)
11 Millimeter wave radar (front obstacle detection means)
12 Alarm buzzer (alarm means)
13 Brake ECU (automatic braking means, lateral movement means)
14 Steering angle sensor (steering angle detection means)
21 Front recognition camera 22 Side recognition camera 23 Rear side recognition camera 24 Seat pressure sensor (occupant detection means)
25 Automatic steering device (lateral movement means)
30 Main ECU
31 1st judgment part (passenger presence / absence judging means)
32 Second determination unit (obstacle determination means)
33 3rd judgment part (overlap judgment means)
34 Fourth determination unit (horizontal movable room determination means)
35 Fifth determination unit (avoidance operation determination means)
36 6th judgment part (possibility of collision possibility judgment means)
37. Seventh judgment section (damage reduction braking judgment means)
38 Eighth determination section (lateral movement distance arrival determination means)
41 arithmetic unit 42 command unit (control means)

Claims (2)

A device for laterally moving the host vehicle when an obstacle with a possibility of collision is detected in front of the host vehicle and controlling an overlap amount at the time of a frontal collision with the obstacle,
Forward obstacle detection means for detecting obstacles with a possibility of collision in front of the host vehicle;
Occupant detection means for detecting that there is no occupant other than the driver seated in the driver's seat at the front of the host vehicle;
Avoidance operation determination means for determining whether or not there is a steering operation that can be regarded as collision avoidance by the driver;
Overlap determination means for determining whether or not to collide with the obstacle at the overlap portion between the front of the driver's seat and the obstacle at the time of collision prediction with the obstacle;
Lateral movement means for laterally moving the host vehicle;
A laterally movable room determining means for determining whether or not there is a space for the laterally moving means to laterally move the own vehicle based on a situation around the own vehicle;
When the obstacle having a possibility of collision is detected in front of the own vehicle by the front obstacle detecting means, it is detected by the occupant detecting means that there is no occupant other than the driver at the front of the own vehicle. In addition, it is determined that there is no steering operation that can be regarded as collision avoidance by the driver by the avoidance operation determination means, and it is determined by the overlap determination means that the obstacle collides with the obstacle at the overlap prediction time point, Further, when it is determined by the laterally movable margin determining means that there is a spatial margin that can make the overlap amount of the overlap portion zero, the overlap amount is set to be zero. Control means for controlling the lateral movement means so as to move the own vehicle laterally;
Obstacle judging means for judging whether the obstacle is a vehicle smaller than the host vehicle,
The control means prohibits the lateral movement by the lateral movement means when the obstacle judgment means judges that the obstacle is a smaller vehicle than the own vehicle.
The overlap amount control apparatus at the time of frontal collision characterized by the above-mentioned . A collision possibility judging means for judging whether or not the collision possibility of the own vehicle with the obstacle has reached a predetermined stage set in advance;
The host vehicle is equipped with a damage mitigation braking device that automatically brakes the host vehicle when it is determined by the collision possibility determination means that the possibility of collision has increased and has reached the predetermined stage,
Said control means, said controls lateral movement means when the damage reduction braking device for performing the automatic braking, the characterized by the transverse movement of the vehicle, the front face of claim 1 Symbol placement Overlap amount control device at the time of collision.

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