Vehicle control device, vehicle control method and vehicle control program

Abstract

To suppress unnecessary activation of a vehicle control with respect to an approaching cross-target.SOLUTION: With respect to a target that exists in a front side area extending from a left oblique to a right oblique of a vehicle, including a front of the vehicle, a vehicle control device is capable of performing a vehicle control relating to a drive support that reduces a possibility of a collision in the case that a certain collision condition is established when the vehicle has a high probability of colliding with the target. The vehicle control device comprises a control unit (10) which is configured to acquire first information including a relative position of an approaching cross-target with respect to the vehicle, acquire second information including a face direction of a driver of the vehicle, and change an ease of establishment of a collision condition based on the first information and the second information in the case that there is a possibility of collision with the approaching cross-target which is a target approaching the vehicle's path from a direction that crosses the vehicle's traveling direction.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a vehicle control program.

Background Art

[0002] Conventionally, a vehicle control device capable of executing vehicle control related to driving assistance for reducing the possibility of collision with an object has been known. This vehicle control includes, for example, automatically applying braking force to the vehicle to avoid collision with the object when an object with a high possibility of collision with the vehicle is detected in front of the vehicle, thereby reducing the possibility of collision (see, for example, Patent Document 1).

[0003] Also, conventionally, a driver monitoring system that monitors the state of a vehicle driver and gives a warning has been known. The driver monitoring system is a system that detects the position and orientation of the driver's face by image processing of a captured image captured by an in-vehicle camera and gives a warning based on the detected information (see, for example, Patent Document 2).

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Patent Document 2

Summary of the Invention

[0005] When vehicle control is executed, the vehicle can avoid collisions with objects, improving driving safety. On the other hand, when vehicle control is executed even though the driver is aware of the object, the execution of such control becomes an unnecessary operation for the driver. For example, consider a case where an object is moving so as to approach the vehicle's path from a direction intersecting the vehicle's traveling direction. In such a case, if the driver is already aware of the object and vehicle control is executed even though the driver is about to start a driving operation (e.g., a braking operation) to avoid a collision with the object, the driver will feel a sense of unease about the execution of such control. Hereinafter, such an object will be referred to as an "intersecting approaching object".

[0006] Here, there is a known technique in which when a driver monitoring system determines that the driver is in a state where driving operation is impossible, an alarm is given to the driver, and vehicle control is performed when the state continues for a certain period of time after the alarm. However, with this technique, it is not possible to suppress unnecessary operation of vehicle control for intersecting approaching objects, and there is room for improvement.

[0007] The present invention has been made to address the above-described problems. That is, one of the objects of the present invention is to provide a technique capable of suppressing unnecessary operation of vehicle control for intersecting approaching objects.

[0008] A vehicle control device according to the present invention (hereinafter referred to as "the device of the present invention") is capable of executing vehicle control related to driving support for reducing the possibility of collision when a predetermined collision condition that is established when there is a high possibility that the vehicle will collide with an object is established for an object existing in a front side region that extends to include the front of the vehicle from diagonally left front to diagonally right front of the vehicle (V), when there is a possibility of collision (S415: Yes) with an intersecting approaching object (Va) that is an object moving so as to approach the vehicle's path from a direction intersecting the vehicle's traveling direction, acquiring first information including the relative position of the intersecting approaching object with respect to the vehicle and acquiring second information including the direction of the face of the driver of the vehicle (S420), A control unit configured to change the ease of satisfaction of the collision condition based on the first information and the second information (S435). is provided.

[0009] In the device of the present invention, when there is a possibility of collision with an approaching object at an intersection, the ease of satisfaction of the collision condition of vehicle control (in other words, the start timing of vehicle control) is changed based on the first information and the second information. Here, the first information includes the relative position of the approaching object at the intersection with respect to the vehicle, and the second information includes the direction of the driver's face. By using the first information and the second information, the degree of possibility that the driver has already recognized the approaching object at the intersection can be estimated. Therefore, according to the configuration of the device of the present invention, the start timing of vehicle control can be changed based on the "degree of possibility of the driver's recognition of the approaching object at the intersection", and as a result, unnecessary operations of vehicle control with respect to the approaching object at the intersection can be suppressed.

[0010] In one aspect of the present invention,[[]] the control unit calculates a difference (θdiff) between the direction from the vehicle toward the approaching object at the intersection and the direction of the driver's face based on the first information and the second information, and is configured to change the ease of satisfaction of the collision condition based on the difference.

[0011] In this configuration, the ease of satisfaction of the collision condition of vehicle control (the start timing of vehicle control) is changed based on the difference between the direction from the vehicle toward the approaching object at the intersection and the direction of the driver's face. The driver recognizes the approaching object at the intersection by facing the direction in which the approaching object exists. Therefore, the above difference functions as a measure indicating "to what extent the driver is facing the direction in which the approaching object exists". Therefore, according to this configuration, the "degree of possibility of the driver's recognition of the approaching object at the intersection" can be accurately determined, so that the start timing of vehicle control can be appropriately changed. As a result, unnecessary operations of vehicle control with respect to the approaching object at the intersection can be more appropriately suppressed.

[0012] In one aspect of the present invention,[[]] The control unit is configured to: make it difficult for the collision condition to be satisfied as the difference (θdiff) decreases.

[0013] In this configuration, as the difference decreases, it becomes difficult for the collision condition to be satisfied (in other words, the start timing of vehicle control is delayed). "The difference decreases" means that "the driver turns the face in the direction of the approaching object at the intersection". This means that the driver is more likely to recognize the approaching object at the intersection. According to this configuration, as the possibility of the driver recognizing the approaching object at the intersection increases, the start timing of vehicle control is delayed, so that unnecessary operations of vehicle control with respect to the approaching object at the intersection can be more appropriately suppressed.

[0014] The vehicle control method according to the present invention is configured to: perform vehicle control related to driving support for reducing the possibility of collision when a predetermined collision condition that is satisfied when there is a high possibility of the vehicle colliding with an object existing in a front side region that extends to include the front of the vehicle from diagonally in front of the left to diagonally in front of the right of the vehicle (V) is satisfied, and when there is a possibility of collision with a crossing approaching object (Va) that is an object approaching the vehicle's path from a direction intersecting the vehicle's traveling direction (S415: Yes), obtain first information including the relative position of the crossing approaching object with respect to the vehicle and obtain second information including the orientation of the face of the driver of the vehicle (S420), and change the ease of satisfaction of the collision condition based on the first information and the second information (S435).

[0015] According to this vehicle control method, unnecessary operations of vehicle control with respect to the crossing approaching object can be appropriately suppressed.

[0016] The vehicle control program according to the present invention is configured to: For a target existing in a front side region that extends from the front left to the front right of the vehicle (V) and includes the front of the vehicle, when a predetermined collision condition that is established when the possibility of the vehicle colliding with the target is high is satisfied, it is possible to execute vehicle control for driving assistance that reduces the possibility of collision, When there is a possibility of collision (S415: Yes) with an intersecting approaching target (Va) that is a target approaching the vehicle's travel path from a direction intersecting the vehicle's traveling direction, a step (S420) of acquiring first information including the relative position of the intersecting approaching target with respect to the vehicle and second information including the direction of the face of the driver of the vehicle; A step (S435) of changing the ease of satisfaction of the collision condition based on the first information and the second information; Causing a computer to execute.

[0017] According to this vehicle control program, unnecessary operations of vehicle control with respect to an intersecting approaching target can be appropriately suppressed.

[0018] In the above description, for the purpose of assisting the understanding of the invention, reference numerals used in the embodiments are attached in parentheses to the constituent elements of the invention corresponding to the embodiments. However, each constituent element of the invention is not limited to the embodiments defined by the above reference numerals.

Brief Description of the Drawings

[0019]

Figure 1

Figure 2

Figure 3

Figure 4

Modes for Carrying Out the Invention

[0020] (Configuration) Hereinafter, a vehicle control device according to an embodiment of the present invention (hereinafter also referred to as "the present device") will be described with reference to the drawings. The present device is mounted on a vehicle. As shown in FIG. 1, the present device includes a vehicle control ECU 10, a surrounding sensor 20, a vehicle state sensor 30, a driver monitoring system 40, a driving device 50, and a braking device 60. Elements 20, 30, 40, 50, and 60 are connected to the vehicle control ECU 10. The vehicle control ECU 10 includes a microcomputer as a main part. The microcomputer includes a CPU, a ROM, a RAM, an interface (I / F), etc., and the CPU realizes various functions by executing instructions (programs, routines) stored in the ROM. Hereinafter, the vehicle equipped with the present device is referred to as "the host vehicle".

[0021] The vehicle control ECU 10 is configured to acquire signals output from sensors 20 and 30 and system 40 every time a predetermined time elapses, and control devices 50 and 60 based on the acquired signals. Hereinafter, the vehicle control ECU 10 is also simply referred to as "ECU 10".

[0022] The surrounding sensor 20 includes a camera sensor 21 and a radar sensor 22. The camera sensor 21 is installed on the back surface of the inner mirror of the host vehicle. The camera sensor 21 images the scenery in the front side area of the host vehicle (an area that extends to include the front of the host vehicle from the left front diagonally to the right front diagonally of the host vehicle), and based on the captured image data, detects a three-dimensional object existing in the area. The three-dimensional object includes a moving object. The moving object is another vehicle, a bicycle, a pedestrian, etc. When detecting a three-dimensional object, the camera sensor 21 calculates the relative relationship between the host vehicle and the three-dimensional object (the relative position and relative speed of the three-dimensional object with respect to the host vehicle). Note that the camera sensor 21 may be configured to be able to discriminate the type of the three-dimensional object. Also, the three-dimensional object may include a stationary object. The stationary object is, for example, a traffic signal, a road sign, and a structure (guardrail, curb, median strip, etc.).

[0023] In addition, the camera sensor 21 detects the lane lines in front of the host vehicle based on the image data, and calculates the shape of the lane (the area between two adjacent lane lines) based on the detected lane lines.

[0024] The radar sensors 22 are installed at the left and right corners of the front end of the host vehicle. The radar sensors 22 irradiate radio waves in the millimeter wave band around the host vehicle (more specifically, the range including the front side area). When a solid object exists within the irradiation range of the radio waves, the radar sensors 22 receive the reflected waves from the solid object. The radar sensors 22 calculate the relative relationship between the host vehicle and the solid object based on the irradiation timing and reception timing of the radio waves, etc. In other words, the radar sensors 22 detect the solid objects existing around the host vehicle.

[0025] The surrounding sensor 20 acquires the information about the solid objects obtained by the camera sensor 21 and the radar sensors 22 respectively as surrounding information, and outputs the information to the ECU 10. Note that the surrounding sensor 20 may include LiDAR instead of, or in addition to, the camera sensor 21 and / or the radar sensors 22. Hereinafter, the solid objects detected by the surrounding sensor 20 are referred to as "targets".

[0026] The vehicle state sensor 30 includes an accelerator opening sensor 31, a steering angle sensor 32, a vehicle speed sensor 33, and a yaw rate sensor 34. The accelerator opening sensor 31 detects the opening (stroke amount) of the accelerator pedal. The steering angle sensor 32 detects the steering angle corresponding to the steering operation (operation of the steering wheel) by the driver. The vehicle speed sensor 33 detects the speed (vehicle speed) of the host vehicle. The yaw rate sensor 34 detects the yaw rate of the host vehicle. That is, the vehicle state sensor 30 detects a plurality of types of vehicle states corresponding to the driving operation by the driver. The vehicle state sensor 30 acquires the information about the detected vehicle states as vehicle state information, and outputs the information to the ECU 10.

[0027] The driver monitoring system 40 includes an in-vehicle camera 41 and an image processing unit 42. The in-vehicle camera 41 is a near-infrared CCD camera installed on a steering column cover (not shown). The in-vehicle camera 41 is capable of imaging a predetermined range including the driver's face every time a predetermined imaging period elapses. The image data captured by the in-vehicle camera 41 is transmitted to the image processing unit 42. The image processing unit 42 calculates the orientation of the driver's face (for example, which side, left or right, the face is facing with respect to the longitudinal axis of the host vehicle) and the angle of the face orientation (described later) by processing the image data by a well-known method. The driver monitoring system 40 acquires the information including the calculated orientation of the driver's face and the angle of the face orientation as driver information, and outputs the information to the ECU 10. The driver information corresponds to an example of the "second information".

[0028] The drive device 50 is a device for applying a driving force for driving the host vehicle to its drive wheels. The ECU 10 controls the driving force applied to the drive wheels by controlling the operation of the drive device 50. Note that the type of the host vehicle is not particularly limited, and for example, it may be an engine vehicle, a hybrid vehicle (HEV: Hybrid Electric Vehicle), a plug-in hybrid vehicle (PHEV: Plug-in Hybrid Electric Vehicle), a fuel cell vehicle (FCEV: Fuel Cell Electric Vehicle), a battery electric vehicle (BEV: Battery Electric Vehicle), or the like.

[0029] The braking device 60 is a device for applying a braking force for braking the host vehicle to its wheels. The ECU 10 controls the braking force applied to the wheels by controlling the operation of the braking device 60.

[0030] (Details of operation) When a predetermined collision condition (a condition that holds when there is a high possibility of collision with the target) is satisfied for a target detected based on surrounding information, the ECU 10 is configured to be able to execute vehicle control related to driving support for reducing the possibility of collision. In the present embodiment, the vehicle control means automatic braking control (i.e., control for automatically applying braking force to the host vehicle). However, the vehicle control may include, in addition to or instead of the automatic braking control, for example, automatic steering control (control for automatically changing the steering angle of the steered wheels of the host vehicle). Alternatively, the vehicle control may include other controls.

[0031] When the vehicle control is executed, the host vehicle can avoid a collision with the target, and the driving safety is improved. On the other hand, when the vehicle control is executed despite the driver recognizing the target, the execution of the control becomes an unnecessary operation for the driver. As an example of such a situation, the case where the target is an intersection approaching target can be cited. An intersection approaching target is a target that is moving so as to approach the path of the host vehicle from a direction intersecting the traveling direction of the host vehicle. When there is a high possibility that the driver recognizes the intersection approaching target, it is desirable to suppress the execution of the vehicle control.

[0032] Therefore, in the present embodiment, the ECU 10 is configured to determine the "degree of recognizability of an approaching object by the driver" based on surrounding information (strictly speaking, the approaching object information described later) and driver information, and to be able to change the start timing of vehicle control based on the degree. That is, the collision condition is satisfied when the "Time To Collision (TTC)" is less than or equal to a "predetermined time threshold (TTCth)". Conventionally, this TTCth has been a fixed value. In contrast, in the present embodiment, instead of TTCth, a variable time threshold (TTCthv) that decreases as the "degree of recognizability of an approaching object by the driver" increases is used. According to this configuration, as the degree increases, it becomes more difficult for TTC ≤ TTCthv to hold, and the start timing of vehicle control is delayed. Therefore, the driver can perform a driving operation (typically, a braking operation) to avoid a collision with the approaching object before the vehicle control is started (executed), and as a result, unnecessary operation of the vehicle control can be suppressed. Note that TTC is the time predicted to be required until the host vehicle collides with the object, and can be calculated by dividing the "relative distance from the host vehicle to the object" by the "relative speed of the object with respect to the host vehicle".

[0033] The following will be described in more detail. First, the ECU 10 detects an approaching crossing object based on the surrounding information. Specifically, the ECU 10 calculates the traveling direction of the object based on the time change of the relative position of the object detected based on the surrounding information. Then, based on the relative position and traveling direction of the object, it is determined whether the object is "traveling so as to approach the own vehicle's path from a direction intersecting the traveling direction of the own vehicle". If the determination is affirmative, the ECU 10 determines that the object is a "candidate for an approaching crossing object". When this determination result is continuously obtained over a plurality of cycles, the ECU 10 detects the object as an approaching crossing object. As a result, the detection accuracy of the approaching crossing object is improved. Once the ECU 10 detects an object as an approaching crossing object, it does not perform the above determination on the object thereafter and recognizes the object as an approaching crossing object. The ECU 10 acquires, as approaching crossing object information, information including the relative position of the approaching crossing object among the surrounding information. The approaching crossing object information corresponds to an example of the "first information".

[0034] Next, the ECU 10 determines whether there is a possibility of collision with the detected approaching crossing object. Specifically, the ECU 10 calculates the trajectory of the own vehicle and the trajectory of the approaching crossing object respectively. The trajectory of the own vehicle can be calculated based on its turning radius. The turning radius can be calculated based on the vehicle speed and yaw rate included in the vehicle state information. The trajectory of the approaching crossing object can be calculated based on the time change of the "absolute position (azimuth and distance) calculated from the relative position of the approaching crossing object included in the approaching crossing object information". The trajectory of the approaching crossing object is typically a velocity vector. The ECU 10 determines, based on these trajectories, whether the own vehicle will collide with the object if the own vehicle maintains its current driving state and travels while the approaching crossing object maintains its current moving state. If the determination is affirmative, the ECU 10 determines that there is a possibility of collision with the approaching crossing object.

[0035] When it is determined that there is a possibility of a collision, the ECU 10 calculates the variable threshold TTCthv for the approaching object at the intersection. This will be specifically described with reference to FIGS. 2 and 3. FIG. 2 shows a scene where the host vehicle V and the approaching object Va at the intersection are each traveling at a predetermined vehicle speed. It is determined that there is a possibility of a collision with the approaching object Va at the intersection. In this case, the ECU 10 calculates the target angle θtgt based on the vehicle state information and the approaching object information at the intersection, and obtains the face orientation angle θfc of the driver D from the driver information.

[0036] The target angle θtgt is defined as the angle formed by the "direction from the host vehicle V toward the approaching object Va at the intersection" when based on the "traveling direction of the host vehicle V". When the target angle θtgt is located on the left side with respect to the traveling direction of the host vehicle V, it is calculated as a positive value, and when it is located on the right side, it is calculated as a negative value. In the example of FIG. 2, an arrow A1 extending parallel to the longitudinal axis A of the host vehicle V from a predetermined position Pf of the face of the driver D (specifically, the approximate center of the face in a plan view) represents the "traveling direction of the host vehicle V". Also, an arrow A2 from the position Pf toward the position Pp of the approaching object Va represents the "direction from the host vehicle V toward the approaching object Va at the intersection". That is, in the present embodiment, the position Pf is used as the position of the host vehicle V, and the position Pp is used as the position of the object Va. The position Pp can be set to the position of the object Va where the distance from the host vehicle V is the shortest. The target angle θtgt can be calculated based on the unit velocity vector of the host vehicle V calculated based on the vehicle state information and the unit vector of the arrow A2 calculated based on the approaching object information at the intersection.

[0037] The face orientation angle θfc is defined as the angle formed by the "orientation of the face of the driver D" when based on the "traveling direction of the host vehicle V". In the example of FIG. 2, an arrow A3 extending from the position Pf in the orientation of the face of the driver D represents the "orientation of the face of the driver D". The ECU 10 obtains the value of the face orientation angle acquired from the driver monitoring system 40 as the face orientation angle θfc. When the face orientation angle θfc is located on the left side with respect to the traveling direction of the host vehicle V, it is calculated as a positive value, and when it is located on the right side, it is calculated as a negative value.

[0038] Subsequently, the ECU 10 calculates the magnitude of the difference between the target angle θtgt and the facing angle θfc as the difference angle θdiff (θdiff = |θtgt - θfc|). Then, the ECU 10 refers to the map shown in FIG. 3 and reads out the delay time Δt corresponding to the calculated value of θdiff. This map defines the relationship between the difference angle θdiff and the delay time Δt and is stored in advance in the ROM of the ECU 10.

[0039] As shown in FIG. 3, the difference angle θdiff has n preset values θk (k: an integer from 1 to n). θ1 = 0, and θk < θk+1 holds. θn can be set based on the upper limit value of the target angle θtgt and the upper limit value of the facing angle θfc. These upper limit values can be determined based on experiments or simulations. The value of θk+1 - θk may be constant or may vary depending on the value of k. On the other hand, the delay time Δt has n preset values tk (k: an integer from 1 to n). tn ≥ 0, and tk > tk+1 holds. The value of tk can be determined based on experiments or simulations. The value of tk+1 - tk may be constant or may vary depending on the value of k. θk corresponds to tk. When the value of the difference angle θdiff satisfies θk ≤ θdiff < θk+1, tk is read out as the delay time Δt corresponding to the difference angle θdiff.

[0040] After reading out the delay time Δt, the ECU 10 determines whether the collision condition is satisfied for the intersecting approaching target for which a collision possibility has been determined. When the target is an intersecting approaching target, the ECU 10 determines whether TTC ≤ TTCthv holds by using the variable value TTCthv instead of the fixed value TTCth, and determines that the collision condition is satisfied in the case of an affirmative determination. In this case, the ECU 10 executes vehicle control. Thereby, the possibility of collision with the intersecting approaching target is reduced.

[0041] This TTCthv can be calculated by subtracting the delay time Δt from TTCth. That is, TTCthv decreases as the delay time Δt increases. In other words, the collision condition becomes less likely to hold as the delay time Δt increases. According to this configuration, it becomes more difficult to execute vehicle control as the delay time Δt increases.

[0042] (Specific operation) Subsequently, the specific operation of the ECU10 will be described. The CPU of the ECU10 executes the routine shown by the flowchart in FIG. 4 during the period when it is acquiring the oncoming target information. At a predetermined timing, the CPU advances the process from step 400 to step 405 and determines whether the value of the flag X of the oncoming target (each oncoming target if there are multiple) included in the oncoming target information is zero. The flag X is a flag for distinguishing whether the oncoming target is a newly detected target. When the oncoming target is newly detected in the current cycle, the value of the flag X is set to zero. When the oncoming target has already been detected in the past cycle, the value of the flag X is set to 1. If the flag X = 0 (S405: Yes), the CPU advances the process to step 410 and sets the value of the flag X to 1.

[0043] Thereafter, the CPU advances the process to step 415 and determines whether there is a possibility of collision by the method described above. If it is determined that there is a possibility of collision (S415: Yes), the CPU sequentially executes the processes of the following steps 420 to 430. · Step 420: Calculate the target angle θtgt based on the vehicle state information and the oncoming target information, and obtain the face orientation angle θfc of the driver D from the driver information (see FIG. 2). · Step 425: Calculate the differential angle θdiff (= |θtgt - θfc|) using the target angle θtgt calculated in step 420 and the obtained face orientation angle θfc (see FIG. 2). · Step 430: Refer to the map (see FIG. 3) and read out the delay time Δt corresponding to the differential angle θdiff calculated in step 425.

[0044] Subsequently, the CPU proceeds to step 435 and determines whether TTC ≤ TTCthv holds. TTCthv is a value obtained by subtracting the delay time Δt read in step 430 from a predetermined fixed value TTCth. If TTC ≤ TTCthv holds (S435: Yes), the CPU determines that the collision condition holds and proceeds to step 440 to execute vehicle control. Thereafter, the CPU proceeds to step 495 to temporarily end this routine.

[0045] On the other hand, if it is determined in step 415 that there is no possibility of collision (S415: No), and if it is determined in step 435 that TTC > TTCthv (S435: No), the CPU proceeds to step 495 to temporarily end this routine.

[0046] In contrast, if the flag X = 1 in step 405 (S405: No), the CPU proceeds to step 445, and based on the oncoming target information, calculates (updates) the relative position and relative speed of the oncoming target. Thereafter, the CPU proceeds to step 415, performs the above-described processing, and if the collision condition holds during the process, executes vehicle control.

[0047] The operation and effect of this embodiment apparatus will be described. In this embodiment apparatus, as the difference angle θdiff between the target angle θtgt and the facing angle θfc decreases, it becomes difficult for the collision condition to hold (in other words, the start timing of vehicle control is delayed). "The difference angle θdiff decreases" means that "the driver faces in the direction of the oncoming target." This means that the possibility of the driver recognizing the oncoming target increases. According to this configuration, as the possibility of the driver recognizing the oncoming target increases, the start timing of vehicle control becomes later, so it is possible to appropriately suppress unnecessary operations of vehicle control with respect to the oncoming target.

[0048] As described above, the vehicle control device, vehicle control method, and vehicle control program according to the embodiment have been explained. However, the present invention is not limited to the above embodiment, and various changes are possible without departing from the object of the present invention.

[0049] Furthermore, the present invention is also applicable to vehicles capable of executing autonomous driving control.

Explanation of Signs

[0050] 10: Vehicle control ECU, 20: Surrounding sensor, 30: Vehicle state sensor, 40: Driver monitoring system, 50: Driving device, 60: Braking device

Claims

1. A vehicle control device capable of executing vehicle control for reducing the possibility of collision when a predetermined collision condition that is established when there is a high possibility of the vehicle colliding with an object existing in a front side region that extends from the front left to the front right of the vehicle and includes the front of the vehicle is satisfied, when there is a possibility of collision with an intersecting approaching object that is an object approaching the vehicle's path from a direction intersecting the vehicle's traveling direction, acquiring first information including the relative position of the intersecting approaching object with respect to the vehicle and second information including the direction of the driver's face of the vehicle, and a control unit configured to change the ease of establishment of the collision condition based on the first information and the second information. A vehicle control device comprising the above.

2. In the vehicle control device according to claim 1, the control unit, based on the first information and the second information, calculates a difference between the direction from the vehicle toward the intersecting approaching object and the direction of the driver's face, and is configured to change the ease of establishment of the collision condition based on the difference. A vehicle control device.

3. In the vehicle control device according to claim 2, the control unit, is configured to make it difficult for the collision condition to be satisfied as the difference decreases. A vehicle control device.

4. A vehicle control method capable of executing vehicle control for reducing the possibility of collision when a predetermined collision condition that is established when there is a high possibility of the vehicle colliding with an object existing in a front side region that extends from the front left to the front right of the vehicle and includes the front of the vehicle is satisfied, When there is a possibility of collision with an intersection approaching target, which is a target approaching the vehicle's path from a direction intersecting with the vehicle's traveling direction, obtain first information including the relative position of the intersection approaching target with respect to the vehicle and second information including the direction of the face of the driver of the vehicle. Including changing the likelihood of the collision condition being satisfied based on the first information and the second information. Vehicle control method.

5. A vehicle control program capable of executing vehicle control for reducing the likelihood of collision when a predetermined collision condition that is satisfied when there is a high likelihood of the vehicle colliding with a target existing in a front side region that extends to include the front of the vehicle from diagonally in front of the vehicle to diagonally in front of the right of the vehicle is satisfied. When there is a possibility of collision with an intersection approaching target, which is a target approaching the vehicle's path from a direction intersecting with the vehicle's traveling direction, obtain first information including the relative position of the intersection approaching target with respect to the vehicle and second information including the direction of the face of the driver of the vehicle. Changing the likelihood of the collision condition being satisfied based on the first information and the second information. A vehicle control program that causes a computer to execute.

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