Patent Publication Number: US-10759422-B2

Title: Device for controlling vehicle at intersection

Description:
CROSS REFERENCE TO RELATED APPLICATION 
     This application is a continuation of U.S. application Ser. No. 15/719,550, filed Sep. 29, 2017, which claims priority from Korean Patent Application No. 10-2016-0131523, filed on Oct. 11, 2016, the entire disclosures of which are hereby incorporated herein by reference. 
    
    
     BACKGROUND 
     1. Field 
     The present disclosure relates to a device for controlling a vehicle at an intersection (hereinafter, which may also be simply referred to as a “vehicle control device” for the convenience of description). The present disclosure relates to a technique for variably setting an interest area of a vehicle sensor at an intersection, or determining a possibility of collision between a host vehicle and an object at an intersection and controlling the vehicle according to a determination result. 
     2. Description of the Related Art 
     Recently, vehicles are provided with the functions of autonomously determining the possibility of collision with an object that is not recognized by a driver, and providing an alarm to the driver depending on the determination result. 
     Such a collision alarm device senses the position of the object using a radar sensor, calculates a collision risk depending on the proximity between the sensed object and the host vehicle, and provides an alarm to the driver depending on the collision risk. 
     However, there is a case in which the possibility of collision between an object and a vehicle is relatively very low even though the object is close to the vehicle. For example, when a vehicle enters an intersection in a direction opposite the running direction of the host vehicle at the intersection, the possibility of collision is very low, even though the vehicle is approaching the host vehicle. A conventional collision alarm device provides an alarm to the driver in such a case as well, which reduces the driver&#39;s confidence in the alarm. 
     On the other hand, there is a case in which the possibility of collision between an object and the host vehicle is relatively very high, even though the object is located at a long distance from the host vehicle. For example, when a vehicle enters an intersection in a direction intersecting the running direction of the host vehicle at the intersection, the possibility of collision between the object and the host vehicle is very high, even if the object is located at a long distance from the vehicle at the present time. However, the conventional collision alarm device does not provide an alarm in this case. 
     Thus, the conventional collision alarm device may provide or may not provide an alarm even though the collision alarm device does not appropriately determine the possibility of collision between an object and the host vehicle. 
     SUMMARY OF THE DISCLOSURE 
     As such, in an aspect, the present disclosure provides a technique for predicting a progress path of an object in an intersection area through a progress path scenario and determining a possibility of collision between the object and the vehicle according to the predicted progress path. In another aspect, the present disclosure provides a technique for performing, when a plurality of objects are sensed, collision avoidance control with respect to an object having a high possibility of collision. 
     Further, the present disclosure provides a technique for improving target vehicle-sensing performance for sensing a target vehicle in an intersection area by setting an interest region of a vehicle sensor in accordance with the running path of the host vehicle and the running path of the target vehicle in the intersection area. 
     In order to achieve the above-described objects, there is provided a vehicle control device for use in an intersection area. The vehicle control device includes: a sensing unit configured to sense a position of an object in an intersection area; a tracker configured to track a progress path in an intersection area of a plurality of objects based on the sensed position; a scenario device configured to apply at least one progress path scenario among a plurality of progress path scenarios previously stored for each of the plurality of objects based on a progress path in the intersection area for the plurality of tracked objects; and a controller configured to determine a possibility of collision between the plurality of objects and a host vehicle in the intersection area according to the applied progress path scenario, and to display determined information about the possibility of collision or to control the vehicle according to the determined information. 
     In another aspect, the present disclosure provides a vehicle control device for use in an intersection area. The vehicle control device includes: a vehicle information sensing unit configured to sense vehicle information which is at least one of a vehicle speed, a gear position, a yaw rate, a steering angle, or a turn signal lamp; a host vehicle path determination unit configured to determine a path of a host vehicle in the intersection area based on the vehicle information; a target vehicle sensing unit configured to sense a target vehicle based on external information which is at least one of: camera image information acquired from a camera configured to monitor the front side; first radar information acquired from a a front radar configured to monitor the front side; and second radar information acquired from a corner radar configured to monitor both sides; a target vehicle path determination unit configured to determine the path of the target vehicle in the intersection area based on the external information; a setter configured to set a region of interest (“monitoring range”) of one of the camera image information, the first radar information, and the second radar information based on the path of the host vehicle and the path of the target vehicle in the intersection area; a calculator configured to calculate a speed of a vehicle of interest that is a target vehicle positioned in the region of interest based on the external information and to calculate a Time-To-Collision (TTC) with the vehicle of interest; and a controller configured to control a notification device or a control device based on the TTC with the vehicle of interest. 
     As described above, according to one embodiment of the present disclosure, it is possible to predict a progress path of an object through a progress path scenario and to determine a possibility of collision between the object and the host vehicle according to the predicted path, so that the reliability of determination can be enhanced as compared with the conventional technique of determining a possibility of collision based merely on a proximity degree between the object and the host vehicle. In addition, according to the present disclosure, when a plurality of objects are sensed, an object having a high possibility of collision may be determined, and collision avoidance control may be appropriately performed with respect to the object having a high possibility of collision. 
     According to another embodiment of the present disclosure, it is possible to improve the performance of sensing target vehicles, and as a result, to reduce the likelihood of an accident at the intersection by variably setting a region of interest of a sensing sensor of the host vehicle according to the relationship between the progress paths of the host vehicle and target vehicles at an intersection. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The above and other objects, features and advantages of the present disclosure will be more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which: 
         FIG. 1  is a diagram illustrating the configuration of a vehicle control device according to a first exemplary embodiment; 
         FIG. 2  is a diagram illustrating a vehicle in which a plurality of sensors or object sensing devices are arranged in the first embodiment; 
         FIG. 3  is a diagram illustrating how a sensing unit according to the first embodiment senses an object using a radar sensor and a camera device; 
         FIG. 4  is a diagram illustrating sensing regions classified by priority in the first embodiment; 
         FIG. 5  is a diagram illustrating velocity components that may be used for calculating a TTC in the first embodiment; 
         FIG. 6  is a diagram illustrating a progress path scenario of an object at an intersection in the first embodiment; 
         FIGS. 7 to 12  are diagrams each illustrating a progress path scenario in which a possibility of collision at an intersection is high in the first embodiment; 
         FIGS. 13 to 15  are diagrams each illustrating a progress path scenario in which a possibility of collision at an intersection is low in the first embodiment; 
         FIG. 16  is a diagram illustrating a progress path scenario in which possibilities of collision at an intersection are different from each other in the first embodiment; 
         FIG. 17  is a diagram illustrating a configuration of a vehicle control device according to a second exemplary embodiment of the present disclosure; 
         FIG. 18  is a diagram illustrating an example for describing an operation of a vehicle control device according to the second embodiment of the present disclosure; 
         FIG. 19  is a diagram illustrating an example for describing an operation of a target vehicle sensing device according to the second embodiment of the present disclosure; 
         FIGS. 20 to 22  are diagrams illustrating a first example for describing an operation of a setter according to the second embodiment of the present disclosure; 
         FIGS. 23 to 25  are diagrams illustrating a second example for describing an operation of the setter according to the second embodiment of the present disclosure; 
         FIGS. 26 to 27  are diagrams illustrating a third example for describing an operation of the setter according to the second embodiment of the present disclosure; and 
         FIG. 28  is a diagram illustrating a fourth example for describing an operation of the setter according to the second embodiment of the present disclosure. 
     
    
    
     DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS 
     Hereinafter, exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In adding reference numerals to elements in each drawing, the same elements will be designated by the same reference numerals, if possible, although they are shown in different drawings. Further, in the following description of the present disclosure, a detailed description of known functions and configurations incorporated herein will be omitted for brevity and when it is determined that the description may make the subject matter of the present disclosure unclear. 
     In addition, terms, such as first, second, A, B, (a), (b) or the like may be used herein when describing components of the present disclosure. These terms are merely used to distinguish one structural element from other structural elements, and a property, an order, a sequence and the like of a corresponding structural element are not limited by the term. It should be noted that if it is described in the specification that one component is “connected,” “coupled” or “joined” to another component, a third component may be “connected,” “coupled,” and “joined” between the first and second components, or the first component may be directly connected, coupled or joined to the second component. 
       FIG. 1  is a diagram illustrating the configuration of a vehicle control device according to a first exemplary embodiment. 
     Referring to  FIG. 1 , a vehicle control device  100  for controlling a vehicle in an intersection area (hereinafter, simply referred to as a “vehicle control device”) may include a sensing unit  110 , a tracker  120 , a scenario device  130 , and a controller  140  (e.g., processor, computer, etc.). 
     The sensing unit  110  may sense the position of an object, and the tracker  120  may track the progress paths of the plurality of objects based on the sensed position. The scenario device  130  may apply at least one progress path scenario among a plurality of progress path scenarios previously stored for each of the plurality of objects based on the tracked progress path. The controller  140  may determine a possibility of collision between the plurality of objects and the host vehicle according to the applied route scenario, display the determination information on the possibility of collision on the display device, or control the host vehicle according to the determination information. 
     In more detail, the sensing unit  110  may sense the positions of the objects. An object may be a vehicle, a pedestrian, another obstacle, etc. 
     The sensing unit  110  may include various kinds of sensors or object sensing devices in order to sense an object. For example, the sensing unit  110  may include various types of sensors or object sensing devices such as a radar sensor and an image sensor. The image sensor may be a Light Detection And Ranging (LiDAR) sensor or a camera device. 
     In addition, the sensing unit  110  may include a plurality of sensors or object sensing devices. For example, the sensing unit  110  may include a front radar sensor in the front direction with respect to the radar sensor, corner radar sensors which are respectively installed at both front corners of the vehicle in order to sense lateral directions, and a rear radar sensor. With respect to the radar sensors, the sensing unit  110  may include a radar sensor that senses a relatively short distance to the radar sensor, a radar sensor that senses a relatively medium distance, and a radar sensor that senses a relatively long distance. 
     In particular, the sensing unit  110  according to the present embodiment may have a camera device, a front radar, and a corner radar, and the front radar may include a Long-Range Radar (LRR) having a narrow-angle and long sensing range, and may include a Short-Range Radar (SRR) having a wide-angle and short sensing range. 
     At this time, the corner radar has a sensing angle of about 120 degrees, the short-range radar of the front radar has a sensing angle of about 90 degrees, and the camera has a sensing angle of about 50 degrees. 
     Therefore, as described below, the tracker in the present exemplary embodiment may perform tracking for the objects by sequentially using information sensed by the corner radar sensor, information sensed by the front radar sensor, and information sensed by the camera device. 
       FIG. 2  illustrates a vehicle in which a plurality of sensors or object sensing devices are arranged in the first embodiment. 
     As illustrated in  FIG. 2 , radar sensors may be disposed on the front, side, and rear surfaces of the vehicle, and a stereo camera device may be disposed in the front direction. The sensing unit  110  described with reference to  FIG. 1  may include the radar sensors or the camera device. 
     The sensors or object sensing devices (e.g., a camera device) included in the sensing unit  110  may have different object-sensing regions depending on the types or arrangements thereof. For example, the radar sensors may have a relatively long sensing area in the longitudinal direction, but a relatively narrow sensing area in the lateral direction. On the other hand, the camera devices may have a relatively narrow sensing area in the longitudinal direction and a relatively wide sensing area in the lateral direction. 
     The sensing unit  110  includes a plurality of sensors or object sensing devices, and is capable of sensing the objects in a complementary manner for the overlapping sensing regions of the sensors or object sensing devices. 
     For example, the sensing unit  110  may include a radar sensor and a camera device. For an overlapping sensing region of the radar sensor and the camera device, the position data sensed by one of the radar sensor and the camera device may be used to correct the position data sensed by the other one of the radar sensor and the camera device. 
       FIG. 3  is a diagram illustrating how the sensing unit senses an object using a radar sensor and a camera device. 
     Referring to  FIG. 3 , the sensing unit  110  may sense an object in a longitudinal direction using the radar sensor. In addition, the sensing unit  110  is capable of widely sensing an object in a lateral direction using the camera device. 
     Specifically, the sensing unit  110  may sense a plurality of objects  311 ,  312 ,  321 , and  322  in a first sensing region  310 , which extends in the lateral direction. In addition, the sensing unit  110  may sense a plurality of objects  321 ,  322 ,  331 , and  332  in a third sensing region  330 , which extends in the longitudinal direction. 
     At this time, the sensing unit  110  may sense a plurality of objects  321  and  322  in the second sensing region  320  overlapping in the first sensing region  310  and the third sensing region  330  using both the radar sensor and the camera device. In addition, the sensing unit  110  may correct, using the position data of the objects  321  and  322  sensed by one device (e.g., a radar sensor) in the overlapping sensing region  320 , the position data of the objects  321  and  322  sensed by another device (e.g., the camera device). In general, since the radar sensor is capable of accurately sensing the movement in the longitudinal direction and the camera device is capable of accurately sensing the movement in the lateral direction, the sensing unit  110  may use the position data measured by the radar sensor for the movement or the position in the longitudinal direction, and the position data measured by the camera device for the movement or position in the lateral direction. 
       FIG. 3  exemplifies a case in which the sensing unit  110  uses a radar sensor and a camera device in a complementary manner. However, the sensing unit  110  may use the other sensors in a complementary manner. For example, the sensing unit  110  may include a plurality of radar sensors having different sensing regions, and for an overlapping sensing region of the radar sensors, position data sensed by one radar sensor may be used in order to correct position data sensed by another radar sensor. 
     The sensing unit  110  may divide the sensing region into a plurality of regions and may include a plurality of sensors (e.g., radar sensors, camera devices, and the like) that sense the regions, respectively. For example, the sensing unit  110  may include a radar sensor that senses a left region of the vehicle, a radar sensor that senses a right region of the vehicle, a radar sensor that senses a remote front region of the vehicle, and a camera device that senses a front region of the vehicle, and the like. 
     The plurality of sensors sense objects around a specific sensing region, but some regions may overlap each other. For example, the sensing region of the radar sensor that senses the left area and the sensing region of the camera device that senses the front region may overlap. 
     When using the plurality of sensors, the sensing unit  110  may have a wider sensing region compared to a case where the sensing unit  110  uses only one sensor, and sensing accuracy may also be improved through the complement of the sensors in an overlapping region. 
     The sensing unit  110  may continuously or intermittently sense the positions of objects and may continuously or intermittently generate the position data for each of the objects. Such position data may have both time values and coordinate values. 
     The tracker  120  may track the progress path for a plurality of objects using the position data. 
     The tracker  120  may receive the position data including the time values and the coordinate values from the sensing unit  110 , and may track the progress paths of the objects by connecting the objects positioned close to each other continuously. 
     At this time, since it is necessary for the tracker  120  to sense/track target vehicles from the information of the three sensors (the corner radar, the front radar, and the camera) in the intersection area, it is possible to track objects by sequentially using the information sensed by the corner radar sensor having the largest sensing angle, the information sensed by the front radar sensor having a middle sensing angle, and the information sensed by the camera device having the smallest sensing angle. 
     For example, in order to sense/track an object traversing the front of the vehicle in the intersection area, the object is first sensed by the information sensed by the corner radar sensor having the largest sensing angle, and then it is possible to track the object by sequentially using the information sensed by the front radar sensor having the middle sensing angle and the information sensed by the camera apparatus having the smallest sensing angle. 
     In addition, the tracker  120  may select N objects (N is a natural number of 2 or more) among the objects sensed by the sensing unit  110 , and may track progress paths for only the selected N objects (e.g., eight objects). 
     The tracker  120  may subdivide a sensing region into a plurality of regions, may assign priority to each of the regions, and may then select N objects in order from an object positioned in the highest priority region. 
       FIG. 4  is a diagram illustrating a sensing region divided by priority in the first embodiment. 
     As illustrated in  FIG. 4 , the sensing region may be divided into a plurality of regions  352 ,  354 ,  356 , and  358 . 
     The tracker  120  may select and track a predetermined number (N) of objects according to hardware or software constraints. At this time, the tracker  120  may sequentially select N objects in order from an object positioned in the highest priority region. 
     For example, assuming that the tracker  120  tracks six objects, the tracker  120  may select three objects  371 ,  372 , and  373  in the first area  352  having the highest priority, may then select two objects  374  and  375  in a second area  354  having the next highest priority, and may then select the remaining one object  376  in a third area  356  having the next highest priority. In addition, the tracker  120  may sense the remaining objects  377  and  378 , but may not track the remaining objects  377  and  378 . 
     The tracker  120  may select N objects and may then exclude objects with low relevance to the host vehicle (e.g., the objects having a low possibility of collision with the host vehicle), and additionally track again as many objects as the number of the excluded objects. For example, the tracker  120  may exclude an object moving away from the host vehicle or an object having a low possibility of collision from the tracking of the progress path, and may additionally track objects as many as the number of the excluded objects. 
     In the example of  FIG. 4 , when the first object  371  is positioned in a higher priority region than the seventh object  377  but the first object  371  is moving away from the host vehicle, the tracker  120  may exclude the first object  371  from the list of the selected N objects, and may select the seventh object  377 . 
     The tracker  120  may calculate a Time-To-Collision (TTC) value for each of a plurality of objects sensed by the sensing unit  110 , and may select N objects from objects having the lowest TTC value. 
       FIG. 5  is a diagram illustrating velocity components that may be used for calculating a TTC in the first embodiment. 
     The TTC may be calculated separately in X and Y directions, or may be calculated in only one direction. 
     Assuming that the progress direction of the host vehicle EGOV is the X direction and the direction perpendicular to the X direction is the Y direction, the velocity V of the object may be divided into an X direction velocity V x  and a Y direction velocity V y . Then, the TTC may be calculated for the velocities V x  and V y  in each direction. 
     
       
         
           
             
               
                 
                   
                     
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                               V 
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     Here, ax denotes acceleration in the X direction of an object, ay denotes acceleration in the Y direction of the object, x denotes an X direction coordinate, and y denotes a Y direction coordinate. 
     The TTC may be calculated in the direction in which the host vehicle EGOV and the object are connected in a straight line. 
     
       
         
           
             
               
                 
                   
                     TTC 
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     Here, V l  denotes the object velocity in the direction in which the object EGOV and the object are connected in a straight line. 
     As described above with reference to  FIG. 4 , the tracker  120  may calculate a Time-To-Collision (TTC) value for each of a plurality of objects sensed by the sensing unit  110 , and may select N objects from objects having the lowest TTC value. 
     When progress path tracking data for N objects is generated by the tracker  120 , the scenario device  130  applies a progress path scenario to each object, the path of which is tracked based on the progress path tracking data. 
     Further, in addition to the information sensed by the sensing unit, the tracker  120  according to the present exemplary embodiment may determine the progress scenario for each object by further using vehicle information, lane information, etc., provided by a navigation system or a GPS, and camera information obtained by sensing turn signal lamps of target vehicles which are the objects. 
       FIG. 6  is a diagram illustrating a progress path scenario of an object at an intersection. 
     Referring to  FIG. 6 , a first object  510  may go straight or turn left. The scenario device  130  may apply a straight-forward path scenario SC 1  or the left-turn path scenario SC 3  to the first object  510 , based on the progress path tracking data generated by the tracker  120 . 
     A second object  520  may turn left or may make a U-turn. The scenario device  130  may apply a left-turn path scenario SC 3  or a U-turn path scenario SC 4  to the second object  520 , based on the progress path tracking data. 
     A third object  530  may turn right. The scenario device  130  may apply a right-turn path scenario SC 2  to the third object  530 , based on the progress path tracking data. 
     A fourth object  540  may go straight or turn left. The scenario device  130  may apply the straight-forward path scenario SC 1  or the left-turn path scenario SC 3  to the fourth object  540 , based on the progress path trace data. 
     When the scenario device  130  applies a progress path scenario to an object, the controller  140  may determine a possibility of collision between the object and the host vehicle EGOV according to the applied progress path scenario, and may display the possibility of collision on the display device or may provide an alarm to the driver via an audiovisual device. Alternatively, the controller  140  may control the host vehicle EGOV according to the possibility of collision. 
     An exemplary embodiment of determining the possibility of collision according to a progress path scenario will be described in more detail with reference to  FIGS. 6 and 7 . 
       FIGS. 7 to 12  are diagrams each illustrating a progress path scenario in the case in which the possibility of collision at an intersection is relatively high. 
     Referring to  FIG. 7 , a vehicle  602  and a vehicle  604  are applied with a straight-forward path scenario. At this time, because the vehicle  602  and the vehicle  604  progress in a direction perpendicular to the progress path of the host vehicle EGOV, there is a high possibility of collision with the host vehicle EGOV. 
     The controller  140  may predict the progress path of the host vehicle EGOV and may determine the possibility of collision between the objects and the host vehicle EGOV using the progress path of the host vehicle and the progress path scenarios that are applied to each of the objects, respectively. 
     Referring to  FIG. 8 , it is predicted that the host vehicle EGOV will go straight. At this time, the progress path scenarios applied to the vehicles  606 ,  608 , and  610  are the progress path scenarios in which the progress paths intersect the progress path of the host vehicle. When the progress path scenarios applied to the objects are progress path scenarios in which progress paths intersects with the progress path of the host vehicle EGOV, the controller  140  may determine that the possibility of collision is higher than that of a progress path scenario in which the progress path does not intersect the progress path of the host vehicle. 
     Specifically, when a straight-forward path scenario is applied to the vehicle  608 , it may be determined that the vehicle  608  has a low possibility of collision with the host vehicle EGOV. However, when a left-turn path scenario is applied to the vehicle  608  as illustrated in  FIG. 8 , it may be determined that the vehicle has a high possibility of collision with the host vehicle EGOV. 
     When a right-turn path scenario is applied to the vehicle  612  as illustrated in  FIG. 9  and the host vehicle EGOV is predicted to go straight, it may be determined that the possibility of collision between the vehicle  612  and the host vehicle EGOV is high. 
     In  FIG. 10 , when the host vehicle EGOV is predicted to turn left and straight-forward path scenarios are applied to the vehicles  614 ,  616 , and  618 , respectively, the possibility of collision between the corresponding vehicles and the host vehicle EGOV is high. 
     Also, in  FIG. 11 , when the host vehicle EGOV is predicted to turn right and a right-turn scenario is applied to the vehicle  620 , it is determined that the possibility of collision between the vehicle  620  and the host vehicle EGOV is high. 
     An object may be a pedestrian, etc. In  FIG. 12 , when the host vehicle EGOV is predicted to turn right and a transverse path scenario is applied to a pedestrian  622 , it is determined that the possibility of collision between the pedestrian  622  and the host vehicle EGOV is high. 
       FIGS. 13 to 15  are diagrams each illustrating a progress path scenario in the case in which the possibility of collision at an intersection is relatively low. 
     Referring to  FIG. 13 , when the host vehicle EGOV is predicted to turn right and a vehicle  702  is applied with a straight-forward path scenario at the opposite side, it is determined that the possibility of collision between the vehicle  702  and the host vehicle EGOV is low. Further, when the vehicle  704  is applied with a straight-forward path scenario in a direction in which the progress path of the vehicle  704  does not intersect the progress path of the host vehicle EGOV, it is determined that the possibility of collision between the vehicle  704  and the host vehicle EGOV is low. Further, when a vehicle  706  is applied with a left-turn path scenario in a direction in which the progress path of the vehicle  706  does not intersect the progress path of the host vehicle EGOV, it is determined that the possibility of collision between the vehicle  706  and the host vehicle EGOV is low. 
     Referring to  FIG. 14 , when the host vehicle EGOV is predicted to turn left, a vehicle  708  is applied with a left-turn path scenario at the opposite side, and a vehicle  710  is applied with a right-turn path scenario in the direction in which the progress path of the vehicle  710  does not intersect the progress path of the host vehicle EGOV, thus it is determined that the possibility of collision between the vehicles  708  and  710  and the host vehicle EGOV is low. 
     Referring to  FIG. 15 , when the host vehicle EGOV is predicted to turn right and a vehicle  712  is applied with a straight-forward path scenario at the opposite side, it is determined that the possibility of collision between the vehicle  712  and the host vehicle EGOV is low. 
     In the examples described with reference to  FIGS. 7 to 15 , the controller  140  may predict the progress path of the host vehicle through the travel information of the host vehicle EGOV such as previous progress path data and the direction indicating operation state of the host vehicle EGOV. 
     The controller  140  may determine scenarios for the progress path of the objects at an intersection, may determine the possibility of collision between the host vehicle and each of the objects according to the determined scenario, may calculate a TTC for at least one of the objects which is determined to have a relatively high possibility of collision, and may control the host vehicle based on the calculated TTC. At this time, the controller  140  may control the steering device or the braking device of the host vehicle. 
       FIG. 16  is a diagram illustrating a progress path scenario in which possibilities of collision at an intersection are different from each other. 
     Referring to  FIG. 16 , it is assumed that the EGOV is predicted to go straight, a vehicle  802  is applied with a the straight-forward path scenario at the opposite side, and a vehicle  804  is applied with a straight-forward route scenario in a direction in which the progress path of the vehicle  804  intersects the progress path of the host vehicle EGOV. 
     At this time, considering the progress direction of the host vehicle EGOV, the possibility of collision of the vehicle  802  is determined to be low, and the possibility of collision of the vehicle  804  is determined to be high. At this time, the controller  140  may control the host vehicle on the basis of the vehicle  804  having a relatively high possibility of collision. 
     As a specific example, the controller  140  may calculate the TTC for each of the vehicle  802  and the vehicle  804 . At this time, the controller  140  may confirm that the possibility of collision of the vehicle  804  is higher than the possibility of collision of the vehicle  802 , and may display the calculated TTC for the vehicle  804  to the driver, or may control the host vehicle EGOV according to the TTC calculated for the vehicle  804 . 
     The tracker  120 , the scenario device  130 , the controller  140 , and the like that are used in the vehicle control device  100  according to the first embodiment may be implemented as a part of an integrated control device or an ECU installed in the vehicle. 
     The integrated control device or ECU of such a vehicle may include a storage device, such as a processor and a memory, a computer program capable of being executed by a processor (e.g., computer, etc.) to perform a specific function, and the like. The tracker  120 , the scenario device  130 , the controller  140 , etc., may be implemented as software modules capable of performing respective intrinsic functions. 
     As described above, according to the first embodiment of the present disclosure, it is possible to define respective scenarios corresponding to various combinations of progress paths of the host vehicle and objects (target vehicles) in an intersection area, and to save in advance plural pieces of progress scenario information in which the possibilities of collision are differently set for respective scenarios. 
     Then, when the host vehicle actually enters an intersection area, it is possible to determine the scenarios to be applied after tracking the behavior of the host vehicle and the progress paths of objects (target vehicles), and to perform the control of the host vehicle by comprehensively taking the possibilities of collision set in the scenarios and TTCs to the objects into consideration. 
       FIG. 17  is a diagram illustrating a configuration of a vehicle control device according to a second exemplary embodiment of the present disclosure. 
     Referring to  FIG. 17 , a vehicle control device  1000  according to a second embodiment of the present disclosure includes: a vehicle information sensing unit  1100  configured to sense vehicle information that is at least one of a vehicle speed, a gear position, a yaw rate, a steering angle, or a turn signal lamp; a host vehicle path-determining unit  1200  configure to determine a path of the host vehicle based on the vehicle information; a target vehicle sensing unit  1300  configured to sense a target vehicle based on external information which is at least one of camera image information acquired from a camera configured to monitor a front side, first radar information acquired from a front radar configured to monitor the front side, and second radar information acquired from corner radars configured to respectively monitor both lateral sides; a target vehicle path determination unit  1400  configured to determine a path of the target vehicle based on the external information; a setter  1500  configured to set a region of interest based on the path of the host vehicle and the path of the target vehicle; a calculator  1600  configured to calculate a speed of a vehicle of interest which is the target vehicle positioned in the region of interest based on the external information, and to calculate a Time-To-Collision (TTC) value; and a controller  1700  configured to control a notification device or a control device based on the TTC with the vehicle of interest. 
     The vehicle information sensing unit  1100  may sense vehicle information that is at least one of: a vehicle speed sensed using a vehicle speed sensor included in the vehicle; a gear position sensed using a gear position sensor; a yaw rate sensed using a yaw rate sensor; or a steering angle sensed using a steering angle sensor and a turn signal lamp using a turn signal lamp sensor. 
     As described above, the vehicle information sensing unit  1100  may sense the vehicle information using the sensor that senses the vehicle speed, the gear position, the yaw rate, the steering angle, and the turn signal lamp, respectively, but is not limited thereto. That is, the vehicle information sensing unit  110  may sense other vehicle information using sensors configured to sense factors other than the vehicle speed, the gear position, the yaw rate, the steering angle, and the turn signal lamp, and may sense a vehicle speed, a gear position, a yaw rate, a steering angle, and a turn signal lamp based on a mathematical relationship or a mechanical relationship of other sensed vehicle information. 
     The vehicle path determining unit  1200  may determine the path of the host vehicle based on the vehicle information sensed by the vehicle information sensing unit  110 . 
     For example, when the vehicle information of the yaw rate, the steering angle, and the turn signal lamp corresponds to the left turn, the host vehicle path determination unit  1200  may determine the path of the host vehicle as a left turn. 
     Further, when the vehicle information of the vehicle speed and gear position corresponds to the progress and the vehicle information of the yaw rate, the steering angle, and the turn signal lamp corresponds to the left turn, the host vehicle path determination unit  1200  may determine the path of the host vehicle as progress and left turn. 
     As one example, the host vehicle path determination unit  1200  may determine the path of the host vehicle using one or more pieces of vehicle information of the vehicle speed, the gear position, the yaw rate, the steering angle, and the turn signal lamp, rather than all the vehicle information. 
     The other vehicle sensing unit  1300  may sense a target vehicle based on external information which is at least one of: camera image information acquired from a camera (e.g., image sensor) configured to monitor the front side; first radar information acquired from a front radar configured to monitor the front side; and a second radar information acquired from corner radars installed on both sides of the vehicle, respectively, so as to monitor the both sides. 
     With respect to the camera and radars operating as described above, the camera may be installed to face the front side of the vehicle in order to acquire the camera image information, and the first radar may be installed to face the front side of the vehicle in order to acquire the first radar information, and the second radar information may be obtained by installing the corner radars to both sides of the vehicle. The camera may include a stereo camera. 
     The other vehicle sensing unit  1300  may sense a target vehicle based on external information that is at least one of the camera image information, the first radar information, and the second radar information obtained as described above. 
     The target vehicle path determination unit  1400  may determine a target vehicle path that is a traveling path of the target vehicle sensed by the target vehicle sensing unit  130 . 
     For example, the target vehicle sensing unit  1300  may sense target vehicles at predetermined time intervals. The target vehicle path determination unit  1400  may determine the paths of the target vehicles as a left turn, straight forward, or a right turn, based on the positions of the target vehicles sensed at the predetermined time intervals. 
     The setter  150  may set a region of interest based on the path of the host vehicle determined by the host vehicle path determination unit  1200  and the path of a target vehicle determined by the target vehicle path determination unit  1400 . 
     As a first example, when the host vehicle path determination unit  1200  determines the path of the host vehicle as a left turn and the target vehicle path determination unit  1400  determines the path of a first target vehicle approaching from the left side as a left turn or straight forward, the setter  1500  may set the left side as a region of interest. 
     As a second example, when the host vehicle path determination unit  1200  determines the path of the host vehicle as a left turn and the target vehicle path determination unit  1400  determines the path of a second target vehicle approaching from the front side as a left turn, straight forward, or a right turn, the setter  1500  may set the front side as a region of interest. 
     That is, when the host vehicle path determination unit  1200  determines the path of the host vehicle as a left turn and the target vehicle sensing unit  1300  senses the second target vehicle approaching from the front side, the setter  150  may set the front side the region of interest regardless of the path of the second target vehicle. 
     Accordingly, when the host vehicle path determination unit  1200  determines the path of the host vehicle as a left turn and the target vehicle sensing unit  1300  senses the second vehicle approaching from the front side, the target vehicle path determination unit  1400  may not determine the path of the second target vehicle. 
     As a third example, when the host vehicle path determination unit  1200  determines the path of the host vehicle as a left turn and the target vehicle path determination unit  1400  determines the path of a third target vehicle approaching from the right side as a left turn or straight forward, the setter  1500  may set the right side as a region of interest. 
     As a fourth example, when the host vehicle path determination unit  1200  determines the path of the host vehicle as straight forward and the target vehicle path determination unit  1400  determines the path of a first target vehicle approaching from the left side as a left turn or straight forward, the setter  1500  may set the left side as a region of interest. 
     As a fifth example, when the host vehicle path determination unit  1200  determines the path of the host vehicle as straight forward and the target vehicle path determination unit  1400  determines the path of a second target vehicle approaching from the front side as a left turn, the setter  1500  may set the front side as a region of interest. 
     As a sixth example, when the host vehicle path determination unit  1200  determines the path of the host vehicle as straight forward and the target vehicle path determination unit  140  determines the path of a third target vehicle approaching from the right side as a left turn, straight forward, or a right turn, the setter  1500  may set the right side as a region of interest. 
     That is, when the host vehicle path determination unit  1200  determines the path of the host vehicle as straight forward and the target vehicle sensing unit  1300  senses the third target vehicle approaching from the right side, the setter  1500  may set the right side the region of interest regardless of the path of the third target vehicle. 
     Accordingly, when the host vehicle path determination unit  1200  determines the path of the host vehicle as straight forward and the target vehicle sensing unit  1300  senses the third vehicle approaching from the right side, the target vehicle path determination unit  1400  may not determine the path of the third target vehicle. 
     As a seventh example, when the host vehicle path determination unit  1200  determines the path of the host vehicle as a right turn and the target vehicle path determination unit  1400  determines the path of a first target vehicle approaching from the left side as straight forward, the setter  1500  may set the left side as a region of interest. 
     As an eighth example, when the host vehicle path determination unit  1200  determines the path of the host vehicle as a right turn and the target vehicle path determination unit  1400  determines the path of a second target vehicle approaching from the front side as a left turn, the setter  1500  may set the front side as a region of interest. 
     The calculator  1600  may calculate a speed of a vehicle of interest which is a target vehicle positioned within the region of interest set by the setter  1500  based on external information that is at least one of the camera image information acquired from the camera configured to monitor the front side, the first radar information acquired from a radar configured to monitor the front side, and the second radar information acquired from a radar configured to monitor the both sides, and may calculate the TTC to the vehicle of interest using the calculated speed of the vehicle of interest. 
     For example, the vehicle sensing unit  130  may sense target vehicles at predetermined time intervals. The calculator  1600  may calculate the speed of the vehicle of interest, which is the target vehicle positioned within the region of interest set by the setter  1500  among the target vehicles, using the moving distance of the vehicle of interest according to a positional change of the vehicle of interest, and the predetermined time. Thereafter, the calculator  1600  may calculate a TTC with the vehicle of interest using the calculated speed of the vehicle of interest and the distance between the host vehicle and the vehicle of interest. 
     The controller  1700  may control the notification device or the control device based on the TTC with the vehicle of interest, which is calculated by the calculator  1600 . 
     As an example, when the TTC with the vehicle of interest is smaller than a preset first time, the controller  1700  may control the notification device so as to provide a notification to the occupants including the driver. 
     As another example, when the TTC with the vehicle of interest is smaller than a preset second time, the controller  1700  may control the notification device and the control device to provide a notification to the occupants including the driver, and may decelerate the speed of the host vehicle. 
     In the above-described example, the first time may be longer than the second time. 
     A vehicle control device  1000  according to a second embodiment of the present disclosure, which operates as described above, may prevent the risk of collision by controlling the notification device or the control device based on the relationship with the vehicle of interest which is at risk of collision with the host vehicle among the target vehicles based on the path of the host vehicle and the paths of the target vehicles. 
     This may solve the problem that the notification device or the control device operates even though there is no risk of collision according to the path of the target vehicle, such problem being present in the existing intersection collision avoidance system that controls the host vehicle based on the TTC with the target vehicle irrespective of the path of the host vehicle and the path of the target vehicle. 
     Hereinafter, a vehicle control device operating as described above will be described in detail with reference to  FIGS. 18 to 21 . 
       FIG. 18  is a diagram illustrating one example for describing an operation of a vehicle control device according to the second embodiment of the present disclosure. 
     Referring to  FIG. 18 , the vehicle information sensing unit  2  of the vehicle control device according to the second embodiment of the present disclosure may sense vehicle information that is at least one of: a vehicle speed sensed using a vehicle speed sensor included in the vehicle; a gear position sensed using a gear position sensor; a yaw rate sensed using a yaw rate sensor; or a steering angle sensed using a steering angle sensor (S 200 ). 
     As described above, the vehicle information sensing unit may sense the vehicle information using the sensor that senses the vehicle speed, the gear position, the yaw rate, the steering angle, and/or the turn signal lamp, respectively, but is not limited thereto. That is, the vehicle information sensing unit may sense, using sensors configured to sense factors other than the vehicle speed, the gear position, the yaw rate, the steering angle, and the turn signal lamp, and may sense a gear position, a yaw rate, a steering angle, and a turn signal lamp based on a mathematical relationship or a mechanical relationship of other sensed vehicle information. 
     Then, the host vehicle path determination unit determines the path of the host vehicle based on the vehicle information sensed in step S 2000  (S 2100 ). 
     For example, when the vehicle information of the yaw rate, the steering angle, and the turn signal lamp corresponds to the left turn, the host vehicle path determination unit  1200  may determine the path of the host vehicle as a left turn. 
     Further, when the vehicle information of the vehicle speed and gear position corresponds to the progress and the vehicle information of the yaw rate, the steering angle, and the turn signal lamp corresponds to the left turn, the host vehicle path determination unit may determine the path of the host vehicle as progress and a left turn. 
     As one example, the host vehicle path determination unit may determine the path of the host vehicle using one or more pieces of vehicle information of the vehicle speed, the gear position, the yaw rate, the steering angle, and the turn signal lamp, rather than all the vehicle information. 
     Thereafter, the target vehicle sensing unit senses a target vehicle based on external information which is at least one of: camera image information acquired from a camera configured to monitor the front side; first radar information acquired from a radar configured to monitor the front side; and second radar information acquired from a radar configured to monitor the both sides (S 2200 ). 
     This will be described in detail with reference to  FIG. 19 . 
       FIG. 19  is a diagram illustrating an example for describing an operation of a target vehicle sensing device according to the second exemplary embodiment of the present disclosure. 
     Referring to  FIG. 19 , the target vehicle sensing unit may sense target vehicles positioned in a first region  3200 , a second region  3300 , and a third region  3400  based on external information that is at least one of: camera image information acquired from a camera installed in the vehicle  3100  and configured to monitor the first region  3200 ; first radar information acquired from a radar installed in the vehicle  3100  and configured to monitor the second region  3300 ; and/or second radar information acquired from a radar installed in the host vehicle  3100  and configured to monitor the third region  34000 . The camera configured to monitor the first region  3200  may be a stereo camera, the radar configured to monitor the second region  3300  may be a Long-Range Radar (LRR), and the radar configured to monitor the third region  3400  may be a corner radar. 
     In addition, for a region in which at least two of the first region  3200 , the third region  3300 , and the third region  3400  overlap, the target vehicle sensing unit may sense and track the target vehicles by applying a sensor fusion. 
     When a target vehicle is sensed, the target vehicle path determination unit determines the path of the target vehicle sensed in step S 2200  based on the external information that is at least one of the camera image information, the first radar information, and/or the second radar information (S 2300 ). 
     For example, in step S 2200 , the target vehicle sensing unit may sense target vehicles at predetermined time intervals. The target vehicle path determination unit may determine the paths of the target vehicles as a left turn, straight forward, or a right turn, based on the positions of the target vehicles sensed at the predetermined time intervals. The target vehicle sensing unit may perform an experiment for sensing each of a target vehicle that turns left, a target vehicle that goes straight forward, and a target vehicle that turns right, thereby acquiring in advance data for the positions of respective target vehicles, and the target vehicle path determination unit may determine the paths of the target vehicles based on the data. 
     In addition, the target vehicle sensing unit may track the objects by sequentially using second radar information sensed by the corner radar, first radar information sensed by the front radar, and camera image information sensed by the camera. 
     Then, the setter sets a region of interest based on the path of the host vehicle, which is determined in step S 2100  and the path of a target vehicle, which is determined in step S 2300  (S 2400 ). 
     Specifically, when the path of the host vehicle in the intersection area is one of the straight forward, left turn, and right turn, the setter may set the region of interest depending on which one of straight forward, left turn, and right turn, the path of the target vehicle in the intersection area corresponds to, which will be described in more detail below with reference to  FIGS. 20 to 22 . 
     A detailed configuration for this will be described in detail with reference to  FIGS. 20 to 27 . 
       FIGS. 20 to 22  are diagrams illustrating a first example for describing the operation of a setter of the vehicle controller according to the second embodiment of the present disclosure,  FIGS. 23 to 25  are diagrams illustrating a second example for describing the operation of a setter of the vehicle control device according to the second embodiment of the present disclosure, and  FIGS. 26 to 27  are diagrams illustrating a third example for describing the operation of the setter according to the second embodiment of the present disclosure. 
       FIG. 20  illustrates a situation that may occur when the vehicle  4100  turns left ( 4110 ),  FIG. 21  illustrates a situation that may occur when the host vehicle  4100  goes straight forward ( 4130 ), and  FIG. 22  illustrates a situation that may occur when the host vehicle  4100  turns right ( 4160 ). 
     Referring to  FIG. 20 , the host vehicle  4100  that turns left ( 4110 ) may collide with a first target vehicle  4600   a  that turns left ( 4610   a ) or goes straight forward ( 4630   a ) while approaching from the left side. 
     In this situation, the vehicle information sensing unit may sense the vehicle speed or the gear position corresponding to progressing, and may sense the yaw rate, the steering angle, or the turn signal lamp corresponding to left turn. Thus, the host vehicle path determination unit may determine the path of the host vehicle  4100  as a left turn ( 4110 ). 
     In addition, the target vehicle sensing unit may sense the position of the first target vehicle  4600   a  based on the second radar information acquired from radars configured to monitor both sides at predetermined time intervals, and based on the sensed position of the first target vehicle  4600   a , the target vehicle path determination unit may determine the path of the first target vehicle  4600   a  as a left turn ( 4610   a ) or straight forward ( 4630   a ). 
     Accordingly, the setter may set the left side as a region of interest ( 4800   a ). 
     Referring to  FIG. 21 , the host vehicle  4100  that turns left ( 4110 ) may collide with a second target vehicle  4600   b  that turns left ( 4610   b ), goes straight forward ( 4630   b ), or turns right  4660   b  while approaching from the front side. 
     In this situation, the vehicle information sensing unit may sense the vehicle speed or the gear position corresponding to progressing, and may sense the yaw rate, the steering angle, or the turn signal lamp corresponding to left turn. Thus, the host vehicle path determination unit may determine the path of the host vehicle  4100  as a left turn ( 4110 ). 
     In addition, the target vehicle sensing unit may sense the position of the second target vehicle  4600   b  based on the camera image information acquired from a camera configured to monitor the front side and the first radar information acquired from a radar at predetermined time intervals, and based on the position of the sensed second target vehicle  4600   b , the target vehicle path determination unit may determine the path of the second target vehicle  4600   b  as a left turn ( 4610   b ), straight forward ( 4630   b ), or a right turn ( 4660   b ). Here, the target vehicle sensing unit may sense the position of the second vehicle  4600   b  by the fusion of the camera image information and the first radar information. 
     Accordingly, the setter may set the front side as a region of interest ( 4800   b ). 
     Referring to  FIG. 22 , the host vehicle  4100  that turns left ( 4110 ) may collide with a third target vehicle  4600   c  that turns left ( 4610   c ) or goes straight forward ( 4630   c ) while approaching from the right side. 
     In this situation, the vehicle information sensing unit may sense the vehicle speed or the gear position corresponding to progressing, and may sense the yaw rate, the steering angle, or the turn signal lamp corresponding to left turn. Thus, the host vehicle path determination unit may determine the path of the host vehicle  4100  as a left turn ( 4110 ). 
     In addition, the target vehicle sensing unit may sense the position of the third target vehicle  4600   c  based on the second radar information acquired from radars configured to monitor both sides at predetermined time intervals, and based on the position of the third target vehicle  4600   c , the target vehicle path determination unit may determine the path of the third target vehicle  4600   c  as a left turn ( 4610   c ) or straight forward ( 4630   c ). 
     Accordingly, the setter may set the right side as a region of interest ( 4800   c ). 
     Referring to  FIG. 23 , the host vehicle  4100  that goes straight forward ( 4130 ) may collide with a first target vehicle  4600   a  that turns left ( 4610   a ) or goes straight forward ( 4630   a ) while approaching from the left side. 
     In this situation, the vehicle information sensing unit may sense the vehicle speed or the gear position corresponding to progressing, and may sense the yaw rate, the steering angle, or the turn signal lamp corresponding to straight forward. Thus, the host vehicle path determination unit may determine the path of the host vehicle  4100  as straight forward ( 4130 ). 
     In addition, the target vehicle sensing unit may sense the position of the first target vehicle  4600   a  based on the second radar information acquired from radars configured to monitor both sides at predetermined time intervals, and based on the sensed position of the first target vehicle  4600   a , the target vehicle path determination unit may determine the path of the first target vehicle  4600   a  as a left turn ( 4610   a ) or straight forward ( 4630   a ). 
     Accordingly, the setter may set the left side as a region of interest ( 4800   a ). 
     Referring to  FIG. 24 , the host vehicle  4100  that goes straight forward ( 4130 ) may collide with a second target vehicle  4600   b  that turns left ( 4610   a ) while approaching from the front side. 
     In this situation, the vehicle information sensing unit may sense the vehicle speed or the gear position corresponding to progressing, and may sense the yaw rate, the steering angle, or the turn signal lamp corresponding to straight forward. Thus, the host vehicle path determination unit may determine the path of the host vehicle  4100  as straight forward ( 4130 ). 
     In addition, the target vehicle sensing unit may sense the position of the second target vehicle  4600   b  based on the camera image information acquired from a camera configured to monitor the front side and the first radar information acquired from a radar at predetermined time intervals, and based on the position of the second target vehicle  4600   b , the target vehicle path determination unit may determine the path of the second target vehicle  4600   b  as a left turn ( 4610   b ). Here, the target vehicle sensing unit may sense the position of the second vehicle  4600   b  by the fusion of the camera image information and the first radar information. 
     Accordingly, the setter may set the front side as a region of interest ( 4800   b ). 
     Referring to  FIG. 25 , the host vehicle  4100  that goes straight forward ( 4130 ) may collide with a third target vehicle  4600   c  that turns left ( 4610   c ), goes straight forward ( 4630   c ), or turns right ( 4660   c ) while approaching from the front side. 
     In this situation, the vehicle information sensing unit may sense the vehicle speed or the gear position corresponding to progressing, and may sense the yaw rate, the steering angle, or the turn signal lamp corresponding to straight forward. Thus, the host vehicle path determination unit may determine the path of the host vehicle  4100  as straight forward ( 4130 ). 
     In addition, the target vehicle sensing unit may sense the position of the third target vehicle  4600   c  based on the second radar information acquired from radars configured to monitor both lateral sides at predetermined time intervals, and based on the sensed position of the third target vehicle  4600   c , the target vehicle path determination unit may determine the path of the third target vehicle  4600   c  as a left turn ( 4610   c ), straight forward ( 4630   c ), or right turn ( 4660   c ). 
     Accordingly, the setter may set the right side as a region of interest ( 4800   c ). 
     Referring to  FIG. 26 , the host vehicle  4100  that turns right ( 4160 ) may collide with a first target vehicle  4600   a  that goes straight forward ( 4630   a ) while approaching from the left side. 
     In this situation, the vehicle information sensing unit may sense the vehicle speed or the gear position corresponding to progressing, and may sense the yaw rate, the steering angle, or the turn signal lamp corresponding to right turn. Thus, the host vehicle path determination unit may determine the path of the host vehicle  4100  as a right turn ( 4160 ). 
     In addition, the target vehicle sensing unit may sense the position of the first target vehicle  4600   a  based on the second radar information acquired from radars configured to monitor both sides at predetermined time intervals, and based on the sensed position of the first target vehicle  4600   a , the target vehicle path determination unit may determine the path of the first target vehicle  4600   a  as straight forward ( 4630   a ). 
     Accordingly, the setter may set the left side as a region of interest ( 4800   a ). 
     Referring to  FIG. 27 , the host vehicle  4100  that turns right ( 4160 ) may collide with a second target vehicle  4600   a  that turns left ( 4610   a ) while approaching from the front side. 
     In this situation, the vehicle information sensing unit may sense the vehicle speed or the gear position corresponding to progressing, and may sense the yaw rate, the steering angle, or the turn signal lamp corresponding to a right turn. Thus, the host vehicle path determination unit may determine the path of the host vehicle  4100  as a right turn ( 4160 ). 
     In addition, the target vehicle sensing unit may sense the position of the second target vehicle  4600   b  based on the camera image information acquired from a camera configured to monitor the front side and the first radar information at predetermined time intervals, and based on the position of the second target vehicle  4600   b , the target vehicle path determination unit may determine the path of the second target vehicle  4600   b  as a left turn ( 4610   b ). Here, the target vehicle sensing unit may sense the position of the second vehicle  4600   b  by the fusion of the camera image information and the first radar information. 
     Accordingly, the setter may set the front side as a region of interest ( 4800   b ). 
     Each of  FIGS. 20 to 27  illustrates a situation in which one target vehicle exists for the convenience of understanding. However, without being limited thereto, two or more target vehicles may exist. That is, when at least two target vehicles exist in  FIGS. 20 to 22 , when at least two target vehicles exist in  FIGS. 23 to 25 , and when a target vehicle exists in  FIGS. 26 and 27 , a region in which the corresponding vehicles are positioned may be set as a region of interest. The setter operating as described above with reference to  FIGS. 20 to 27  may operate as described below with reference to  FIG. 28 . 
       FIG. 28  is a diagram illustrating a fourth example for describing an operation of the setter according to one embodiment of the present disclosure. 
     Referring to  FIG. 28 , the setter determines whether the path of the host vehicle and the path of a target vehicle conflict (S 2410 ). This may be determined based on the path of the host vehicle determined by the host vehicle path determination unit and the path of the target vehicle determined by the target vehicle path determination unit. 
     When it is determined in step S 2410  that the path of the host vehicle and the path of the target vehicle conflict (YES), the setter determines whether the target vehicle is approaching from the left side (S 2420 ). This may be determined based on the position of the target vehicle sensed by the target vehicle sensing unit. 
     When it is determined in step S 2420  that the target vehicle is approaching from the left side (YES), the setter may set the left side as a region of interest (S 2430 ). 
     Alternatively, when it is determined in step S 2420  that the target vehicle is not approaching from the left side (NO), or when step S 2430  is performed, the setter determines whether the target vehicle approaches from the front side (S 2440 ). This may be determined based on the position of the target vehicle sensed by the target vehicle sensing unit. 
     When it is determined in step S 2440  that the target vehicle is approaching from the front side (YES), the setter may set the front side as a region of interest (S 2450 ). 
     Alternatively, when it is determined in step S 2440  that the target vehicle is not approaching from the front side (NO), or when step S 2450  is performed, the setter determines whether the target vehicle approaches from the right side (S 2460 ). This may be determined based on the position of the target vehicle sensed by the target vehicle sensing unit. 
     When it is determined in step S 2460  that the target vehicle is approaching from the right side (YES), the setter may set the right side as a region of interest. 
     When the region of interest is set as described with reference to  FIGS. 20 to 27 , the calculator calculates the speed of a vehicle of interest which is the target vehicle positioned within the region of interest set in step S 2400 , and calculates a TTC with the vehicle of interest using the calculated speed of the vehicle of interest (S 2500 ). 
     For example, in step S 2200 , it is possible to sense the target vehicle at a predetermined time interval. The calculator  1600  may calculate the speed of the vehicle of interest, which is the target vehicle positioned within the region of interest set in step S 2400 , using the moving distance of the vehicle of interest according to a positional change of the vehicle of interest, and the predetermined time. 
     For example, the calculator may divide the calculated speed of the vehicle of interest into those for two axes (which are composed of a first axis and a second axis, and the first axis is the same as the speed axis of the host vehicle), and the TTC may be calculated using an equivalent velocity formula (Equation 3 below) for each of the first axis and the second axis.
 
 v=v   0   +a*t  
 
 s=v   0 +(½)* a*t   2  
 
 v   1   2   −v   0   2 =−2* a*s   Equation 3
 
     V denotes speed, v 0  denotes initial speed, a denotes acceleration, t denotes time, and s denotes a moving distance. 
     In another example, the calculator may calculate a TTC using the point that the calculated speed of the vehicle of interest and the distance to the second axis has a right-angled triangle relationship. 
     The above example is a method of calculating a TTC in a vehicle of interest moving at a constant acceleration, and the other example is a method of calculating a TTC in a vehicle of interest moving at a constant speed. This is a known method in dynamics, and the detailed description is omitted because the detailed description of the method may make the point in describing the operation of the present disclosure unclear. 
     On the other hand, when two or more regions of interest are set in step S 2400 , the calculator may calculate a TTC with two or more vehicles of interest corresponding to two or more regions of interest. 
     When the calculator calculates the speed of the vehicle of interest and the TTC with the vehicle of interest as described above, and the controller controls the notification device to provide a notification when the TTC with the vehicle of interest calculated in step S 2500  is smaller than a preset first time, the controller may control the brake to decelerate when the TTC is smaller than a second time (S 2600 ). 
     The first time and the second time may be expressed by the following Equation 4.
 
First Time [s]&gt;Second Time [s]  Equation 4
 
     On the other hand, when two or more regions of interest are set in step S 2400  and a TTC with two or more vehicles of interest corresponding to the two or more regions of interest set in step S 2500  is calculated, the controller controls the notification device to provide a notification when the minimum time among two or more TTCs calculated in step S 2500  is smaller than the preset first time, and the controller may control the control device to decelerate when the minimum time is smaller than the second time (S 2600 ). 
     According to the vehicle control device according to the second embodiment of the present disclosure that operates as illustrated in  FIG. 28 , it is possible to prevent the risk of collision by controlling the notification device or the control device based on a relationship between the host vehicle and a vehicle of interest that is at risk of collision with the host vehicle among the target vehicles based on the path of the host vehicle and the paths of target vehicles. 
     This may solve the problem that the notification device or the control device operates even though there is no risk of collision according to the path of the target vehicle, which problem is present in the existing intersection collision avoidance system that controls the host vehicle based on the TTC with the target vehicle irrespective of the path of the host vehicle and the path of the target vehicle. 
     Meanwhile, the vehicle information sensing unit used in the vehicle control device  1000  according to the second embodiment as described above may include sensors or vehicle components such as a vehicle speed sensor, a gear position sensor, a yaw rate sensor, a steering angle sensor, and/or a turn signal lamp. 
     In addition, the target vehicle sensing unit  1300  may include a camera (e.g., image sensor), at least one radar sensor, and the like as described above. 
     In addition, the host vehicle path determination unit  1200 , the target vehicle path determination unit  1400 , the setter  1500 , the calculator  1600 , and the controller  1700  may be implemented as some modules of an integrated control device or an ECU installed in the vehicle. 
     The integrated control device or ECU of such a vehicle may include a storage device, such as a processor and a memory, a computer program capable of being executed by a processor (e.g., computer, etc.) to perform a specific function, and the like. The target vehicle path determination unit  1400 , the setter  1500 , the calculator  1600 , the controller  1700 , and the like may be implemented as software modules capable of performing respective intrinsic functions thereof. 
     As described above, according to the present disclosure, it is possible to predict a progress path of an object through a progress path scenario and to determine a possibility of collision between the object and the host vehicle according to the predicted path, so that the reliability of determination can be enhanced as compared with the conventional technique of determining a possibility of collision merely based on a proximity degree between the object and the host vehicle. In addition, according to the present disclosure, when a plurality of objects are sensed, an object having a high possibility of collision may be determined, and collision avoidance control may be appropriately performed with respect to the object having a high possibility of collision. 
     According to another embodiment of the present disclosure, it is possible to improve performance of sensing target vehicles, and as a result, to reduce the likelihood of an accident at the intersection by variably setting a region of interest of a sensing sensor of the host vehicle according to the relationship between the progress paths of the host vehicle and target vehicles at an intersection. 
     In addition, since terms, such as “including,” “comprising,” and “having” mean that one or more corresponding components may exist unless they are specifically described to the contrary, it shall be construed that one or more other components can be included. All the terms that are technical, scientific or otherwise agree with the meanings as understood by a person skilled in the art unless defined to the contrary. Common terms as found in dictionaries should be interpreted in the context of the related technical writings not too ideally or impractically unless the present disclosure expressly defines them so. 
     Although a preferred embodiment of the present disclosure has been described for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the disclosure as disclosed in the accompanying claims. Therefore, the embodiments disclosed in the present disclosure are intended to illustrate the scope of the technical idea of the present disclosure, and the scope of the present disclosure is not limited by the embodiment. The scope of the present disclosure shall be construed on the basis of the accompanying claims in such a manner that all of the technical ideas included within the scope equivalent to the claims belong to the present disclosure.