Vehicle control device and control method

Abstract

The present invention addresses the problem of effectively notifying a driver of an alarm relating to a collision risk. A vehicle control device is configured to acquire a relative relationship between a target object present in a travel direction of a host vehicle and the host vehicle, and to control the host vehicle when it is determined based on the acquired relative relationship that a risk of collision between the host vehicle and the target object is equal to or greater than a predetermined level, and to control the host vehicle when it is determined that the risk of collision between the host vehicle and the target object is equal to or greater than the predetermined level. This vehicle control device executes alarm control for issuing an alarm relating to a collision risk to a driver of a vehicle as vehicle control relating to a reduction in the collision risk, the vehicle control device being configured so as to be capable of performing a change process in which the content of the alarm is changed on the basis of a response of the driver to the alarm. The alarm includes at least one of a warning light notification for displaying a warning light on an in-vehicle display device provided in the host vehicle and a warning sound notification for emitting a warning sound from an in-vehicle acoustic device provided in the host vehicle.

Description

Vehicle control devices and control methods Technical Field

[0001] This invention relates to a vehicle control device and control method. Background Technology

[0002] For example, Patent Document 1 discloses a technique for providing notifications of appropriate intensity to a vehicle driver. In the technique described in Patent Document 1, the intensity of both voice and visual notifications is adjusted based on the driver's reaction and level of alertness.

[0003] Patent Document 1: Japanese Patent Application Publication No. 2024-076116 Summary of the Invention

[0004] For drivers with impaired visual or auditory abilities, simply adjusting the intensity of a notification may not be sufficient to convey the necessary attentional alertness due to the decline in sensory abilities themselves.

[0005] This invention was made to solve the above-mentioned problems, and its purpose is to effectively notify the driver of warnings related to collision risk.

[0006] The present invention relates to a vehicle control device, which is configured as follows: acquiring the relative relationship between the vehicle and an object existing in the vehicle's direction of travel, and, based on the acquired relative relationship, determining that the collision risk between the vehicle and the object is at least a predetermined level, performing at least alarm control related to reducing the collision risk by issuing an alarm related to the collision risk to the driver of the vehicle. The vehicle control device is characterized in that...

[0007] The vehicle's control unit is configured to perform modification processing, in which the content of the alarm is modified based on the driver's reaction to the alarm.

[0008] The alarm includes at least one of a warning light notification displayed on the in-vehicle display device of the vehicle and a warning sound notification emitted from the in-vehicle audio device of the vehicle.

[0009] The change process includes at least one of changing the color of the warning light and changing the frequency of the warning sound. Attached Figure Description

[0010] Figure 1 is a schematic diagram showing the hardware structure of the vehicle involved in this embodiment.

[0011] Figure 2 is a schematic diagram showing the software structure of the control device involved in this embodiment.

[0012] Figure 3 is a flowchart illustrating the process of determining the reaction level involved in this embodiment.

[0013] Figure 4 is a flowchart illustrating the process of determining and processing factors of cognitive decline involved in this embodiment.

[0014] Figure 5 is a flowchart illustrating the process of changing the alarm control content and the collision avoidance control conditions involved in this embodiment.

[0015] Figure 6 is a flowchart illustrating the process of changing the alarm control content and the collision avoidance control conditions involved in this embodiment. Detailed Implementation

[0016] Hereinafter, the control device and control method of the vehicle according to this embodiment will be described with reference to the accompanying drawings.

[0017] [Hardware Structure]

[0018] Figure 1 is a schematic diagram showing the hardware structure of the vehicle SV according to this embodiment. Hereinafter, when it is necessary to distinguish the vehicle SV from other vehicles, it will sometimes be referred to as "this vehicle".

[0019] The vehicle SV has an Electronic Control Unit (ECU) 10. The ECU 10 includes a Central Processing Unit (CPU) 11, Read Only Memory (ROM) 12, Random Access Memory (RAM) 13, and an interface device 14. The CPU 11 is a processor that executes various programs stored in the ROM 12. The ROM 12 is non-volatile memory that stores data required by the CPU 11 to execute various programs. The RAM 13 is volatile memory that provides the working area for various programs to be executed by the CPU 11. The interface device 14 is a communication device for communicating with external devices.

[0020] ECU10 is the central device for driver assistance systems such as Pre-Crash Safety Control (PCS control). Driver assistance includes the concept of autonomous driving. Internal sensor devices 20, external sensor devices 30, drive system 40, steering system 41, braking system 42, driver monitoring device 60, and Human-Machine Interface (HMI) 70 are communicatively connected within ECU10.

[0021] The internal sensor device 20 is a type of sensor that acquires the state of the vehicle (SV). The internal sensor device 20 includes a vehicle speed sensor 21, an accelerometer sensor 22, a brake sensor 23, a steering angle sensor 24, a steering torque sensor 25, a yaw rate sensor 26, etc.

[0022] Vehicle speed sensor 21 detects the vehicle speed (V) of the vehicle SV. Accelerator sensor 22 detects the amount of accelerator pedal operation (not shown) performed by the driver. Brake sensor 23 detects the amount of brake pedal operation (not shown) performed by the driver. Steering angle sensor 24 detects the rotation angle (steering angle) of the steering wheel or steering shaft (not shown). Steering torque sensor 25 detects the rotation torque (steering torque) of the steering wheel or steering shaft (not shown). Yaw rate sensor 26 detects the yaw rate of the vehicle SV. The internal sensor unit 20 sends the status of the vehicle SV detected by each sensor 21 to 26 to the ECU 10 at a predetermined period.

[0023] The external sensor device 30 is a type of sensor that identifies target information related to objects around the vehicle SV. The external sensor device 30 includes a radar sensor 31, a camera sensor 32, etc. Here, target information can include, for example, surrounding vehicles, road markings, signs, etc.

[0024] Radar sensor 31 detects targets present around the vehicle SV. Radar sensor 31 includes millimeter-wave radar and / or lidar. The millimeter-wave radar radiates radio waves in the millimeter-wave frequency band and receives millimeter waves reflected by targets present within its radiation range. The millimeter-wave radar obtains the relative speed between the vehicle SV and the target based on the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, and the time from transmitting the millimeter waves to receiving the reflected waves. The lidar sequentially scans pulsed laser beams with wavelengths shorter than millimeter waves in multiple directions and receives reflected light from targets, thereby obtaining the shape of targets detected in front of the vehicle SV, the relative distance between the vehicle SV and the targets, and the relative speed.

[0025] Camera sensor 32 captures images of the area around the vehicle SV and processes the captured image data to obtain information about objects around the vehicle SV. For example, a digital camera with an imaging element such as a CMOS or CCD can be used as camera sensor 32. Object information includes information such as the type of object detected around the vehicle SV, the relative distance between the vehicle SV and the object, and the relative speed. The type of object can be identified, for example, through machine learning such as pattern matching.

[0026] The external sensor device 30 repeatedly sends the acquired target information to the ECU 10 at predetermined intervals. Furthermore, the external sensor device 30 does not necessarily need to include both radar sensor 31 and camera sensor 32; for example, it may include only radar sensor 31 or only sensor 32.

[0027] The drive unit 40 generates driving force that is transmitted to the drive wheels of the vehicle SV. Examples of drive units 40 include electric motors and engines. The steering unit 41 applies steering force to the wheels of the vehicle SV. The steering unit 41 has a steering operating part including a steering wheel, etc. However, the steering operating part is not limited to a steering wheel and may be a shape other than a steering wheel, such as a steering rod. The braking unit 42 applies braking force to the wheels of the vehicle SV.

[0028] The driver monitoring device 60 is a device for acquiring the driver's status in the vehicle SV, and for example, includes a driver camera 61. The driver camera 61 mainly captures the driver's face and sends the captured facial images to the ECU 10 at predetermined intervals.

[0029] HMI70 is an interface for inputting and outputting information between ECU10 and the driver, and includes input and output devices. Input devices may include a touch panel, a switch, and a microphone 71. The microphone 71 identifies the driver's voice or surrounding noise (ambient sound) and sends the identified audio data to ECU10. Output devices may include a display device 72 and a speaker 73. The display device 72 (an example of an in-vehicle display device of the present invention) may be, for example, a central display, a multi-information display, or a head-up display. The speaker 73 (an example of an in-vehicle audio device of the present invention) may be, for example, a speaker in an audio system or a navigation system.

[0030] [Software Structure]

[0031] Figure 2 is a schematic diagram showing the software structure of the control device involved in this embodiment.

[0032] As shown in Figure 2, the ECU 10 includes functional elements such as a PCS control unit 100, a reaction level determination unit 110, an environmental factor determination unit 120, and a change processing unit 130. These functional elements 100-130 are implemented by the CPU 11 of the ECU 10 reading programs stored in the ROM 12 into the RAM 13 and executing them. Alternatively, all or part of each functional element 100-130 can be housed in another ECU separate from the ECU 10, or in an information processing device capable of communicating with the vehicle's SV (such as a management center).

[0033] The PCS control unit 100 performs PCS control to avoid collisions with or mitigate damage from objects (target objects) located in front of the vehicle SV. The PCS control unit 100 acquires the coordinate information of objects located in the direction of travel (e.g., ahead) of the vehicle SV based on target object information sent from the external sensor device 40. Furthermore, the PCS control unit 100 calculates the turning radius of the vehicle SV based on the detection results of the vehicle speed sensor 21, the steering angle sensor 24, and the yaw rate sensor 26, and calculates the trajectory of the vehicle SV based on this turning radius. The PCS control unit 100 determines whether moving or stationary objects in front of the vehicle SV are obstacles that may collide with the vehicle SV. If the object is moving, the PCS control unit 100 calculates the trajectory of the moving object based on its coordinate information; if the trajectory of the moving object intersects with the trajectory of the vehicle SV, the moving object is identified as an obstacle. Furthermore, if the object is stationary, and the track of the vehicle SV intersects with the current position of the stationary object, the PCS control unit 100 will determine the stationary object as an obstacle.

[0034] When the PCS control unit 100 determines an object to be an obstacle, it calculates the time-to-collision (TTC) prediction before the vehicle SV collides with the obstacle, based on the distance L from the vehicle SV to the obstacle and the relative speed Vr of the vehicle SV relative to the obstacle. TTC is an index value that indicates the likelihood of the vehicle SV colliding with the obstacle. TTC can be obtained by dividing the distance L from the vehicle SV to the obstacle by the relative speed Vr (TTC = L / Vr).

[0035] When the TTC drops below the predetermined first threshold TTC1, the PCS control unit 100 determines that the risk level (hereinafter, collision risk level) of the vehicle SV colliding with the obstacle has reached stage 1. When the PCS control unit 100 determines that the collision risk level has reached stage 1, it executes alarm control. Alarm control may be performed, for example, by displaying a warning light with a red main body on the display device 72, outputting a warning sound from the speaker 73, or providing vibration to the steering operation unit (steering wheel, etc.).

[0036] After executing alarm control, if the TTC falls below a predetermined second threshold TTC2 (<TTC1), which is lower than the first threshold TTC1, the PCS control unit 100 determines that the collision risk level has reached a second stage, which is higher than the first stage. When the PCS control unit 100 determines that the collision risk level has reached the second stage, it executes collision avoidance control. Collision avoidance control is performed, for example, by automatic braking that decelerates the vehicle SV by activating the braking device 42 and / or automatic steering that allows the vehicle SV to avoid obstacles by activating the steering device 41. Collision avoidance control is an example of the automatic driving assistance control of the present invention.

[0037] However, when the collision risk level reaches Stage 1, even with warning lights or audible alerts, it is sometimes insufficient to adequately convey the warning to drivers with visual or hearing impairments. On the other hand, overuse of warning devices such as the display device 72 and speaker 73 may also inconvenience the driver. Therefore, it is desirable to appropriately modify the warning content based on the driver's reaction when the likelihood of a collision between the vehicle SV and an obstacle increases. The following details the functional elements for optimizing the warning content based on the driver's reaction.

[0038] The reaction level determination unit 110 determines whether the driver's reaction to the warning light or warning sound notification based on the PCS control unit 100 is good or bad. Figure 3 is a flowchart illustrating the reaction level determination process. This process begins, for example, when the PCS control unit 100 performs alarm control.

[0039] In step S100, the reaction level determination unit 110 determines whether a driver's reaction to the collision risk has been detected within a predetermined first threshold time T1 since the execution of the alarm control based on the PCS control unit 100. The driver's reaction can be detected, for example, by recognizing the driver's facial expression based on a facial image sent from the driver monitoring device 60, or by recognizing the driver's voice based on audio data sent from the microphone 71. If a driver's reaction to the collision risk is detected within the first threshold time T1 (yes), the reaction level determination unit 110 proceeds to step S110. On the other hand, if no driver's reaction to the collision risk is detected within the first threshold time T1 (no), the reaction level determination unit 110 proceeds to step S140, determines the driver's reaction level as poor cognition (level C), and returns to the current process.

[0040] In step S110, the reaction level determination unit 110 determines whether a driver's avoidance operation against a collision risk is detected within a predetermined second threshold time T2, which is longer than the first threshold time T1 since the execution of the alarm control based on the PCS control unit 100. The driver's avoidance operation can be detected, for example, based on whether the driver performed a braking or steering operation. Braking operations are obtained based on the detection result of the brake sensor 23, and steering operations are obtained based on the detection result of the steering torque sensor 25. If no driver avoidance operation is detected within the second threshold time T2 (No), the reaction level determination unit 110 proceeds to step S130, determines the driver's reaction level as slow reaction but good cognition (Level B), and returns to the current process. On the other hand, if a driver avoidance operation is detected within the second threshold time T2 (Yes), the reaction level determination unit 110 proceeds to step S120, determines both the driver's cognition and reaction as good, i.e., good cognition and reaction (Level A), and returns to the current process.

[0041] If the reaction level determination unit 110 determines the driver's reaction level as poor cognition (Level C), the environmental factor determination unit 120 determines whether there is a factor (hereinafter referred to as a cognitive decline factor) that prevents the driver from recognizing the warning sound or warning light. Here, a cognitive decline factor refers to a situation where warnings using visual information are ineffective due to driver distraction, or a situation where warnings using auditory information are ineffective due to the influence of surrounding noise (ambient sound). Figure 4 is a flowchart illustrating the process of determining a cognitive decline factor. This process begins, for example, when the reaction level determination unit 110 determines the driver's reaction level as poor cognition (Level C).

[0042] In step S200, the environmental factor determination unit 120 determines whether the driver is in a distracted state, not looking in front of the vehicle SV. Regarding whether the driver is in a distracted state, for example, it can be determined as a distracted state if, based on facial image recognition from the driver monitoring device 60, the driver's gaze direction or facial orientation is not continuously directed towards a predetermined area including the area in front of the vehicle SV for a predetermined time or longer. If the driver is in a distracted state (yes), the environmental factor determination unit 120 proceeds to step S210. On the other hand, if the driver is not in a distracted state (no), the environmental factor determination unit 120 proceeds to step S240, determines that there are no factors contributing to cognitive decline, and returns to the current process.

[0043] In step S210, the environmental factor determination unit 120 determines whether the ambient noise level is above or below a predetermined value based on the audio data transmitted from the microphone 71. If the ambient noise level is not above or below the predetermined value (No), the environmental factor determination unit 120 proceeds to step S240, determining that there is no factor causing cognitive decline. On the other hand, if the ambient noise level is above or below the predetermined value (Yes), the environmental factor determination unit 120 proceeds to step S230, determining that there is a factor causing cognitive decline, and returns to the current process.

[0044] The change processing unit 130 performs change processing to modify the content of the alarm control and the start conditions of the collision avoidance control based on the PCS control unit 100, according to the driver's reaction level and whether there are factors of cognitive decline. Specifically, if the reaction level determination unit 110 determines that the driver's reaction level is good (level A), the change processing unit 130 does not change the content of the alarm control and the start conditions of the collision avoidance control. That is, the content of the alarm control and the start conditions of the collision avoidance control are maintained at the default state.

[0045] Furthermore, if the reaction level determination unit 110 determines the driver's reaction level to be "good cognition" (Level B), the change processing unit 130 does not change the content of the alarm control, but advances the start condition of the collision avoidance control. For example, this advancement of the start condition can be achieved by changing the second threshold TTC2, which activates the collision avoidance control, to a larger value (a value smaller than the first threshold TTC1). Thus, even for drivers who have a good understanding of the alarm but are slow to avoid collision risks, the collision avoidance control activates earlier, thereby mitigating collision damage.

[0046] On the other hand, if the reaction level determination unit 110 determines the driver's reaction level as poor cognition (level C) and the environmental factor determination unit 120 determines that there is no factor causing a decline in cognitive ability, the change processing unit 130 changes the content of the alarm control and advances the start condition of the collision avoidance control.

[0047] When alarm control is performed via a warning light notification displaying a red warning light on the display device 72, the change processing unit 130 changes the alarm control content to a warning light notification with a different color (e.g., blue, green). Furthermore, when alarm control is performed via a warning sound notification output from the speaker 73, the change processing unit 130 changes the frequency of the warning sound, or changes the alarm control content to a warning light notification or a vibration notification that vibrates the steering mechanism (steering wheel, etc.). This allows for the effective delivery of collision risk warnings to drivers with diminished sensory abilities such as vision or hearing. Furthermore, earlier activation of collision avoidance control effectively mitigates collision damage.

[0048] Furthermore, even if the reaction level determination unit 110 determines the driver's reaction level to be poor cognition (Level C), and the environmental factor determination unit 120 determines that there are factors contributing to decreased cognitive ability, the change processing unit 130 does not change the content of the alarm control, but only advances the start condition of the collision avoidance control. Thus, even if the driver's reaction level is determined to be poor cognition (Level C), by considering the driver's distracted state or the influence of surrounding environmental sounds, the driver's sensory ability can be appropriately evaluated, thereby preventing unnecessary changes to the alarm control.

[0049] Next, based on the flowcharts shown in Figures 5 and 6, the flowcharts for the alarm control content change processing and collision avoidance control condition change processing executed by the CPU 11 of ECU 10 will be explained. Figure 5 is a flowchart of the alarm control when a warning light notification is made by displaying a red warning light, and Figure 6 is a flowchart of the alarm control when a warning sound notification is made. First, the flowchart shown in Figure 5 when a warning light notification is made will be explained.

[0050] In step S300, the ECU 10 determines, based on the detection results of the external sensor device 40, whether the object in front of the vehicle SV is an obstacle that may collide with the vehicle SV. If the object in front is an obstacle (yes), the ECU 10 proceeds to step S310. On the other hand, if the object in front is not an obstacle (no), the ECU 10 returns to the current process.

[0051] In step S310, ECU10 calculates the collision prediction time (TTC) up to the point where the vehicle SV collides with the obstacle. Next, in step S315, ECU10 determines whether the TTC has decreased to below a first threshold TTC1. If the TTC has decreased to below the first threshold TTC1 (Yes), ECU10 proceeds to step S320. Conversely, if the TTC has not decreased to below the first threshold TTC1 (No), ECU10 returns to step S300.

[0052] In step S320, ECU 10 executes a warning light notification by displaying a red warning light on display device 72. Next, in step S330, ECU 10 performs a driver reaction level determination process according to the flowchart in Figure 3.

[0053] In step S335, ECU10 determines whether the driver's reaction level is assessed as good cognitive reaction (Level A). If the assessment result is good cognitive reaction (Level A) (Yes), ECU10 does not change the content of the alarm control or the start condition of the collision avoidance control, and returns to the current process. On the other hand, if the assessment result is not good cognitive reaction (Level A) (No), ECU10 proceeds to step S340.

[0054] In step S340, ECU10 determines whether the driver's reaction level is assessed as "good cognition" (Level B). If the assessment result is "good cognition" (Level B) (Yes), ECU10 proceeds to step S345, without changing the alarm control content, but advances the start condition of the collision avoidance control. Then, ECU10 returns to the current process. On the other hand, if the assessment result is not "good cognition" (Level B) (No), that is, if the assessment result is "poor cognition" (Level C), ECU10 proceeds to step S350.

[0055] In step S350, ECU10 performs the cognitive decline factor determination process according to the flowchart in Figure 4. Next, in step S360, ECU10 determines whether a cognitive decline factor exists. If a cognitive decline factor exists (yes), ECU10 proceeds to step S345, without changing the alarm control content, but advances the start condition of the collision avoidance control. Conversely, if no cognitive decline factor exists (no), ECU10 proceeds to step S370.

[0056] In step S370, ECU10 advances the start condition of collision avoidance control and changes the warning light notification from a red main warning light to a warning light with a different main color (e.g., blue, green). Then, ECU10 returns to the current process.

[0057] Next, the flowchart shown in Figure 6 when a warning sound is issued will be explained.

[0058] In step S400, the ECU 10 determines, based on the detection results of the external sensor device 40, whether the object in front of the vehicle SV is an obstacle that may collide with the vehicle SV. If the object in front is an obstacle (yes), the ECU 10 proceeds to step S410. On the other hand, if the object in front is not an obstacle (no), the ECU 10 returns to the current process.

[0059] In step S410, ECU10 calculates the collision prediction time (TTC) up to the point where the vehicle SV collides with the obstacle. Next, in step S415, ECU10 determines whether the TTC has decreased below a first threshold TTC1. If the TTC has decreased below the first threshold TTC1 (Yes), ECU10 proceeds to step S420. Conversely, if the TTC has not decreased below the first threshold TTC1 (No), ECU10 returns to step S400.

[0060] In step S420, ECU10 outputs a warning tone from speaker 73. Next, in step S430, ECU10 performs a driver reaction level determination process according to the flowchart in Figure 3.

[0061] In step S435, ECU10 determines whether the driver's reaction level is assessed as good cognitive reaction (Level A). If the assessment result is good cognitive reaction (Level A) (Yes), ECU10 does not change the content of the alarm control or the start condition of the collision avoidance control, and returns to the current process. On the other hand, if the assessment result is not good cognitive reaction (Level A) (No), ECU10 proceeds to step S440.

[0062] In step S440, ECU 10 determines whether the driver's reaction level is assessed as "good cognition" (Level B). If the assessment result is "good cognition" (Level B) (Yes), ECU 10 proceeds to step S445, without changing the alarm control content, but advances the start condition of the collision avoidance control. Then, ECU 10 returns to the current process. On the other hand, if the assessment result is not "good cognition" (Level B) (No), that is, if the assessment result is "poor cognition" (Level C), ECU 10 proceeds to step S450.

[0063] In step S450, ECU10 performs the cognitive decline factor determination process according to the flowchart in Figure 4. Next, in step S460, ECU10 determines whether a cognitive decline factor exists. If a cognitive decline factor exists (yes), ECU10 proceeds to step S445, without changing the alarm control content, but advances the start condition of the collision avoidance control. Conversely, if no cognitive decline factor exists (no), ECU10 proceeds to step S470.

[0064] In step S470, ECU10 advances the start condition of the collision avoidance control and changes the warning sound notification to a warning light notification and / or a vibration notification that imparts vibration to the steering control unit. Alternatively, ECU10 changes the frequency of the warning sound. Then, ECU10 returns to the current procedure.

[0065] The vehicle control device and control method involved in this embodiment have been described above. However, the present invention is not limited to the above embodiment. Various modifications can be made as long as they do not depart from the purpose of the present invention.

[0066] For example, in the above embodiments, the color of the warning light based on the warning light notification and / or the frequency of the warning sound based on the warning sound notification can also be configured to be user-configurable. User settings can be made by accepting input from the user to the HMI 70 (input device), or by determining the driver using the driver camera 61 and setting the settings for each determined driver. Furthermore, the technology of the present invention can also be applied to autonomous vehicles that automatically perform some or all of the driving operations. In this case, when the vehicle's driving switches from autonomous to manual driving, the control of the present invention can be applied.

Claims

1. A vehicle control device configured to: acquire the relative relationship between a target object existing in the vehicle's direction of travel and the vehicle; and, if, based on the acquired relative relationship, it is determined that the collision risk between the vehicle and the target object is at least a predetermined level, as vehicle control related to reducing the collision risk, at least perform alarm control by issuing an alarm related to the collision risk to the driver of the vehicle, wherein the vehicle control device is configured to perform modification processing, wherein the content of the alarm is modified based on the driver's reaction to the alarm, the alarm including at least one of a warning light notification displaying a warning light on an in-vehicle display device provided with the vehicle and a warning sound notification emitting a warning sound from an in-vehicle audio device provided with the vehicle, and the modification processing including at least one of a process of changing the color of the warning light and a process of changing the frequency of the warning sound.

2. The vehicle control device according to claim 1, characterized in that, The automatic driving assistance control is configured to perform collision risk avoidance by means of automatic braking and / or automatic steering as vehicle control, and as the change process, the execution conditions of the automatic driving assistance control are changed based on the driver's reaction to the warning.

3. The vehicle control device according to claim 1, characterized in that, The driver's response to the alarm is evaluated based on distraction information indicating that the driver is not looking ahead at the vehicle and ambient sound information inside the vehicle.

4. The vehicle control device according to claim 1, characterized in that, It is configured to allow the user to set at least one of the color of the warning light and the frequency of the warning sound.

5. A vehicle control method, comprising acquiring the relative relationship between a target object existing in the vehicle's direction of travel and the vehicle, and, if it is determined based on the acquired relative relationship that the collision risk between the vehicle and the target object is at or above a predetermined level, performing at least one alarm control related to reducing the collision risk, namely, issuing an alarm related to the collision risk to the driver of the vehicle, the vehicle control method being characterized in that the vehicle control method implements a change processing, wherein the content of the alarm is changed based on the driver's reaction to the alarm, the alarm including at least one of a warning light notification displaying a warning light on an in-vehicle display device provided by the vehicle and a warning sound notification emitting a warning sound from an in-vehicle audio device provided by the vehicle, the change processing including at least one of a process of changing the color of the warning light and a process of changing the frequency of the warning sound.

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