JP2012254745A - Method for determining necessity for abnormality-responsive drive control, and drive control device based on necessity determination for abnormality-responsive drive control - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a method for accurately determining the necessity for abnormality-responsive drive control to be executed when abnormality occurs in the physical condition of a driver, and to use the determination to accurately start the abnormality-responsive drive control.SOLUTION: The method determines the necessity for the abnormality-responsive drive control, which is executed when abnormality occurs in the physical condition of the driver, based on a pressing force applied by the driver's body, wherein the determination for necessity is varied in accordance with characteristics of the attitude of the driver. The pressing force selected from three pressing forces, which are a pressing force applied by the back of the driver, a pressing force applied by the hip, and a pressing force applied by the left foot, is used. The driver is permitted to start the abnormality-responsive drive control when it is determined that the control is necessary.

Description

  The present invention relates to a method for determining whether or not to perform an emergency operation control when an abnormality that prevents normal driving occurs in the physical condition of a driver of a vehicle such as an automobile, and an operation control that operates based on the determination Related to the device.

  The following patent document describes that when an abnormality occurs in the physical condition of a driver of a vehicle such as an automobile, it is detected from the posture of the driver on the driver's seat.

Japanese Patent Laid-Open No. 2002-19555 JP 2008-105607 A Japanese Patent Laid-Open No. 2003-339681

  In the above-mentioned Patent Document 1, as shown in FIG. 5, the seat portion of the driver's seat is supported by at least four load sensors from below at the four corners of the front, rear, left, and right, and the driver seat is supported by these load sensors. It is described that the position of the center of gravity is detected together with the weight of the driver who is seated. In the above-mentioned Patent Document 2, load sensors are provided on the seat back, armrest, headrest, and footrest of the driver's seat, and the seat position can be changed based on the body behavior of the driver seated on the driver's seat using these load sensors. Are listed. Patent Document 3 proposes a device that informs the driver with a symbol mark that at least one of the physical state and psychological state of the driver is in a state that hinders driving. It is described that a pressure sensor 13 as shown in FIG. 2 is provided in the seat as a means for detecting the movement of the driver's body when operating.

  In recent years, with the development of automatic control technology, various studies and inventions have been made on assisting a driver's driving operation with an automatic control device when the physical condition of the driver becomes poor while driving a vehicle such as an automobile. Has been made. In this case, the assist operation by the automatic control device intervenes in the driver's driving operation and changes it. Therefore, the assist operation should not be performed excessively. It is considered that one of the important issues is how to judge accurately.

  The present invention pays attention to the above circumstances, and a method for accurately determining whether or not an abnormality handling operation control to be executed when there is an abnormality in the driver's physical condition, and an accurate control based on such a determination. It is an object to provide an operation control device to be executed.

  In order to solve the above-described problems, the present invention determines whether or not an emergency response operation control to be performed when the driver's physical condition is abnormal is based on the pressing force exerted by the driver's body. Then, the necessity determination method characterized by changing necessity determination according to the characteristic of a driver | operator's attitude | position is proposed.

  The pressing force may be a pressing force selected from among a pressing force exerted from the driver's spine, a pressing force exerted from the buttocks, and a pressing force exerted from the left foot.

  The necessity determination may be performed by combining a plurality of pressing forces selected from the three of the pressing force exerted from the driver's spine, the pressing force exerted from the buttocks, and the pressing force exerted from the left foot. In this case, in combining a plurality of pressing forces selected from the three of the pressing force exerted from the driver's spine, the pressing force exerted from the buttocks, and the pressing force exerted from the left foot, relative to each pressing force. Weighting may be performed.

  The necessity determination may be performed based on a frequency analysis of a change with time of the pressing force.

  The pressing force exerted from the driver's buttocks may be detected by a plurality of point sensors distributed in the seat where the buttocks sit. In this case, when the pressing force is detected by the plurality of point sensors, the cushioning property of the seat portion may be adjusted according to the sensitivity of the point sensors. The cushioning property of the seat portion may be performed by electrical control of a hardness adjusting member that is incorporated in the seat portion and electrically changes its hardness.

  The determination of the posture of the driver based on the pressing force exerted from the driver's body may be performed based on the average load shape of the seat load by the driver's buttocks.

  In order to solve the above-mentioned problem, the present invention is an operation control device for executing an emergency response operation control based on the necessity determination by the method as described above. The present invention proposes an operation control device characterized in that when it is determined that the control should be started, the driver is allowed to start the operation control in response to an abnormality.

  The operation control device as described above may have a switch unit that causes the driver to start the operation control corresponding to the abnormality when the driver is allowed to start the operation control corresponding to the abnormality. When the start of the control is permitted, the driver may be prompted to start the operation control corresponding to the abnormality.

  Further, the operation control device as described above determines whether or not the driver is in an overstressed state, and when the driver is in an overtensioned state, the driver's operation operation is overridden by the operation control corresponding to the abnormality. You may not allow it. The determination as to whether or not the driver is overstressed may be made by applying a very small test torque to the steering wheel and observing the driver's response thereto.

  The necessity of the emergency response operation control to be executed when there is an abnormality in the driver's physical condition is determined based on the pressing force exerted by the driver's body, and whether or not it is necessary according to the characteristics of the driver's posture If the determination is made different, as will become clear from the description of the following embodiments, it is possible to accurately determine whether or not it is necessary to perform the emergency response operation control for the abnormal physical condition of the driver.

  In addition, the operation control device that executes the operation control corresponding to the abnormality based on the determination of the necessity of the operation control corresponding to the abnormality as described above starts the operation control corresponding to the abnormality as a result of the necessity determination. If it is determined that the driver should be allowed to start the emergency response operation control by the driver, the push button that the driver operates to start the emergency response operation control when the physical condition is abnormal Even if the driver's hand around the steering hole can be easily operated even when the driver's physical condition is abnormal, the driver can respond to the abnormal situation. It is possible to reliably prevent the emergency response operation control from being erroneously started by operating it erroneously during normal driving with normal physical condition.

The partial perspective view of the driver's seat part of a car showing a driving state when a driver's physical condition is normal. The partial perspective view of the driver's seat part of a motor vehicle which shows the state where the driver | operator was in the front turning posture by the physical condition abnormality. The partial perspective view of the driver's seat part of the car which shows the state where the driver was in a supine posture by physical condition abnormality. The graph which shows the example of the aspect from which the detection value of a back part sensor, a buttocks sensor, and a left foot sensor changes with progress of time, when a driver | operator's physical condition is normal. The graph which shows the example of the aspect from which the detection value of a back part sensor, a buttocks sensor, and a left foot sensor changes with progress of time, when a driver | operator becomes the posture of the front turning by abnormal physical condition. The graph which shows the example of the aspect from which detection value of a back part sensor, a buttocks sensor, and a left foot sensor changes with progress of time, when a driver | operator becomes a posture on the back by abnormal physical condition. The flowchart which shows the process which detects a driver | operator's physical condition abnormality by capturing the change of the aspect from which the detection value of a back part sensor, a buttocks sensor, and a left foot sensor changes with progress of time. When the driver is in a normal posture (A), in a forward-facing posture (B), or in a supine posture (the response of point sensors distributed on the seat of the driver's seat) Schematic shown about C). FIG. 3 is an exploded sectional view showing two examples of a structure in which point sensors are distributed and arranged on a seat portion. Schematic which shows the load distribution in a seat part when a driver | operator is in a normal attitude | position (A) and when it exists in a supine attitude | position (B). The flowchart which shows the arithmetic processing which analyzes the load distribution in a seat as shown to A and B of FIG. The block diagram which shows one structure which act | operates operation control corresponding to abnormality by the necessity determination of operation control corresponding to abnormality at the time of a driver | operator's physical condition abnormality. The block diagram which shows another one structure which act | operates operation control corresponding to abnormality by the necessity determination of operation control corresponding to abnormality at the time of a driver | operator's physical condition abnormality. Schematic which shows the point which operates the motor for a steering angle correction which is not shown in the figure incorporated in a part of steering device, and applies the very small test torque to a steering wheel. The flowchart which shows the point which determines whether a driver | operator is in an overstressed state and selects an override. When the tester torque is applied from the steering device to the steering wheel and the driver reacts to the torque, the fluctuations in the steering torque output to the steered wheels are normal (A). The graph which illustrates about when a driver | operator is in an overstressed state (B), and when a driver | operator is in a relaxed state (C). Explanatory diagram (A) showing the bias generated in the pressing force exerted on the left and right portions of the seat by the centrifugal force acting on the driver when the vehicle is turned left, and the pushing exerted on the left and right portions of the seat by turning the vehicle right Explanatory drawing (B) which shows the deviation which arises in a pressure. The block diagram which shows the structure of the control apparatus which performs various determinations.

  FIG. 1 is a partial perspective view of a driver's seat portion of an automobile showing a driving state when a driver's physical condition is normal. Although not shown in the figure, the driver's seat has a back sensor, a buttock sensor, and a left foot sensor for detecting the contact of the driver's back, buttocks, and left foot respectively with the seat, backrest, and floor where the left foot hits. These back sensor, buttocks sensor, and left foot sensor are provided when the driver's physical condition is normal, in the areas indicated by 10n, 12n, and 14n, respectively. Reacts to hit.

  FIG. 2 is a partial perspective view similar to FIG. 1 of the driver's seat portion of the automobile showing a state in which the driver is in a forward leaning posture due to abnormal physical condition. When the driver is in such a forward posture, the back sensor does not respond at all. The hip sensor reacts in a region biased rearward as indicated by 12b in FIG. 2 as opposed to when the driver's posture is normal. The reaction area of the left foot sensor as a whole is almost the same as when the driver's posture is normal as shown by 14b in FIG. 2, but the pressing force is considered to be unstable.

  FIG. 3 is a partial perspective view similar to FIG. 1 or 2 of the driver's seat portion of the automobile showing a state in which the driver is in a supine posture due to an abnormal physical condition. When the driver is in the supine posture in this manner, the back sensor reacts in a region wider than the reaction region 10n when the driver's posture is normal, as shown as 10u in FIG. The hip sensor reacts in a region biased forward as shown as 12u in FIG. 3 in contrast to when the driver's posture is normal. The reaction area of the left foot sensor is almost the same as when the driver's posture is normal as shown by 14u in FIG. 3, but the reaction is more stable than when the driver's posture is normal. It is thought that it becomes.

  The abnormality of the driver's physical condition can be detected by dividing the posture of the driver in the front and the back by changing the position of the reaction region of the back sensor, the buttock sensor, and the left foot sensor as well as the size and stability (or the degree of anxiety).

  FIG. 4 shows an example of a mode in which detection values of the back sensor, the buttocks sensor, and the left foot sensor change with time when the driver's physical condition is normal. As shown in this example, when the driver's physical condition is normal, the detection value of the back sensor has a large variation, the frequency is high, the time is short, and the detection value of the buttocks sensor has a medium variation. The frequency is longer and the time is longer, the detection value of the left foot sensor is less varied, the frequency is lesser, and the time is longer.

  FIG. 5 shows an example of a mode in which the detection values of the back sensor, the buttocks sensor, and the left foot sensor change with time when the driver is in a forward leaning posture due to abnormal physical condition, that is, in an overstrained state. When the driver is leaning forward due to an abnormal physical condition, the detection value of the back sensor disappears, the detection value of the buttocks sensor is moderate, the frequency is high, the time is long, and the left foot sensor The detected values are moderately distributed, have a high frequency, and have a short time.

  FIG. 6 shows an example of a mode in which detection values of the back sensor, the buttocks sensor, and the left foot sensor change with time when the driver is in a supine posture due to abnormal physical condition, that is, in a relaxed state. When the driver is in a supine posture due to abnormal physical condition, the detection value of the back sensor is small and almost continuous, the detection value of the buttocks sensor is moderate, and the frequency is The amount of time is longer and the time is longer, and the detection value of the left foot sensor is less varied and almost continuous.

  As described above, it is also possible to detect a driver's physical condition abnormality in front and back postures by capturing the manner in which the detection values of the back sensor, the buttocks sensor, and the left foot sensor change with time. In this case, as shown in the flowchart of FIG. 7, for example, the waveform illustrated in FIG. 4 obtained within a predetermined short time from the start of operation is set as a normal waveform, and the subsequent waveform is compared with this. When it becomes a waveform at the time of abnormality as illustrated in FIG. 5 or FIG. 6, frequency analysis is performed on the deviation between them, and filter processing is performed with a predetermined threshold value, and the detection values of the back sensor, the buttocks sensor, and the left foot sensor are Calculated as Fb, Fh, and Fl, respectively, multiply the detection values of the back sensor, buttocks sensor, and left foot sensor by coefficients B, H, and L according to the posture, and weight the sensitivity of each sensor to obtain the determination value R. By obtaining R = B × Fb + H × Fh + L × Fl and determining whether the driver's physical condition is normal or abnormal based on the determination value, the determination accuracy can be improved. If it is determined that an abnormality has occurred in the physical condition of the driver based on the determination, an arbitrary system operation for dealing with the abnormality may be started.

  Whether the driver is in a normal posture as shown in FIG. 1, in a forward-turned posture as shown in FIG. 2, or in a supine posture as shown in FIG. As shown in FIGS. 8A, 8B and 8C, the point sensors are dispersedly arranged on the seat portion of the seat, and all the point sensors are reacted as shown in FIG. The determination is also made by detecting whether the point sensor at the rear position is reacting as shown in B or whether the point sensor at the front position is reacting as shown in FIG. 8C. .

  FIG. 9 is an exploded sectional view showing two examples of a structure in which point sensors are distributed and arranged on a seat. In any of Examples A and B, a plurality of point sensors 20 are arranged at appropriate intervals between the cushion 16 and the seat skin 18 covering the surface thereof, for example, as shown in FIGS. In this case, when the softness of the seat portion is increased, detection errors are likely to occur. However, if the seat portion is hardened, the seating comfort is deteriorated, and adjustment during that time is important. In Example A, a hardness adjusting member 22 is provided under each point sensor 20, and these hardness adjusting members 22 have their hardness depending on the magnitude of the current supplied to them through the conductor 24. Can be changed. Thus, the current supplied to the hardness adjusting member 22 is controlled in accordance with the sensitivity of the point sensor 20 during operation, and the softness (or hardness, generally, cushioning property) of the seat portion is adjusted. Thus, it is possible to suppress the occurrence of detection errors while taking into account the comfort of sitting. In the example of FIG. B, a hardness adjusting member 26 extending over a plurality of point sensors 20 is provided with a cushion member 28. The hardness adjusting member 26 also has a hardness that changes depending on the magnitude of the current supplied to the hardness adjusting member 26. By controlling the supplied current, the seat portion is adjusted according to the sensitivity of the point sensor 20 during operation. The cushioning is adjusted.

  The driver's posture is changed from a normal posture as shown in FIG. 1 to a supine posture as shown in FIG. 3, so that the load distribution in the seat portion is changed from the distribution as shown in FIG. The change to the distribution shown in FIG. B may be detected in the manner shown in the flowchart of FIG. That is, in this case, the shape M (t) of the seat load is calculated, and the average shape Ma (t) of the load within a certain time is calculated. Then, it is determined whether M (t) is the same as Ma (t) in the range of ± α. If the answer is yes, the posture is determined to be normal, and if the answer is no, the switch for abnormality determination Is activated, and a switch is blinked or a beep is sounded. In addition, when the abnormality judgment switch is activated, the switch is turned on. The automatic stop control is activated when the determination is yes. A similar determination is that the driver's posture changes from a normal posture as shown in FIG. 1 to a forward-turned posture as shown in FIG. 2, so that the load distribution in the seat portion is biased toward the rear of the seat portion. It may also be applied to cases.

  FIG. 12 is a block diagram illustrating a configuration in which the emergency response operation control is activated by determining whether or not the emergency response operation control is necessary due to an abnormal physical condition of the driver. The load detection signal from the seat load composed of the point sensor incorporated in the seat as illustrated in FIGS. 8 and 9 is calculated as an average value incorporated as software in the microcomputer of the vehicle electronic control unit (ECU). The average value is calculated in time series. The calculated average value is sent to a physical condition determination unit incorporated as software in the microcomputer. The physical condition determination unit determines the physical condition of the driver with reference to a table showing a relationship between the physical condition of the driver and the seat load distribution prepared in advance in the microcomputer. When the automatic stop control unit is to be activated according to the determination result, the control unit issues a warning from the speaker, and at the same time, enables a switch provided at an appropriate position that is easy for the driver to operate. Here, when the driver presses the switch, the automatic stop control unit operates. In this way, the switch for operating the automatic stop control unit is enabled only when it is desired to operate the automatic stop control unit because of the poor physical condition of the driver based on the determination of the physical condition of the driver. The automatic stop control unit is prevented from being erroneously operated when the driver's physical condition is normal.

  FIG. 13 is also a block diagram showing a configuration for operating the emergency response operation control based on the necessity determination of the emergency response operation control due to the abnormal condition of the driver. In this case as well, the load detection signal from the seat sensor load is sent to the average load shape calculation means incorporated as software in the microcomputer of the vehicle electronic control unit (ECU), where the average load shape is time-sequentially. The physical condition of the driver is determined with reference to a table showing the relationship between the physical condition of the driver and the seat load distribution prepared in advance in the microcomputer. When it is determined that the driver's physical condition is abnormal, in particular, the emergency stop start switch incorporated in the steering wheel central part (usually a horn) is enabled, the light emitter incorporated in the steering wheel central part is blinked, and A warning with a beep sound or other sound alerts the driver of an abnormal physical condition and prompts the driver to press the emergency stop start switch. In this way, if the emergency stop start switch is incorporated in the center of the steering wheel, and if a flashing light appears on the horn when emergency stop should be started, emergency stop can be easily started even by a driver who has a poor physical condition You can press the switch. Further, when the driver's physical condition is normal, the emergency stop control is not erroneously started even if the driver erroneously presses the emergency stop start switch.

  When a driver loses consciousness due to a sudden illness during driving, it is preferable that the driver is assisted by the emergency operation control and the vehicle is stopped at the roadside while allowing the driver to override the steering operation or accelerator operation. However, if the driver is overstrained due to an abnormal physical condition, the driver's steering operation or accelerator operation may become a sudden operation, and if the driver's steering or accelerator operation is allowed to be overridden, the vehicle There is a risk of running unstable. Therefore, when the driver is in an overstressed state, it may be determined that the driver cannot be overridden, and the driver's input of an accelerator or steer sudden operation may be cut off. FIG. 14 and FIG. 15 are a schematic view and a flowchart of a part of the steering apparatus showing a point for determining whether or not the driver is in an overstrained state.

  In this example, as shown in FIG. 14, a small steering torque is applied to the steering wheel 32 by operating a steering angle correcting motor not shown in the figure incorporated in the part 30 of the steering device. Then, a test input is given to the driver from the steering device, and the driver's reaction to this is observed. For example, when a motor torque as shown in the upper row of row A in FIG. 16 is applied, if the driver's physical condition is normal, the driver applies a reaction torque as shown in the middle row of row A to the steering wheel so as to cancel it. Therefore, the fluctuation of the steering torque output toward the steered wheel falls within a small fluctuation as shown in the lower row of row A.

  On the other hand, if the driver is in an overstrained state due to poor physical condition, the driver applies the same motor torque to the steering wheel as shown in row B, while the driver steers the torque as shown in the middle row of row B, for example. As a result, the steering torque output to the steered wheels greatly fluctuates as shown in the lower row of the B row.

  In addition, if the driver is in a relaxed state due to poor physical condition, the driver does not react as shown in the middle row of row C, but simply presses the steering wheel against the same torque provided to the steering wheel. Therefore, if the test torque is extremely small, the steering torque output toward the steered wheels does not vary as shown in the lower row of the C row.

  As described above, the steering angle correction motor incorporated in a part of the steering device is operated to apply a very small test torque to the steering wheel, and the driver's living body can be observed in the manner of seeing the driver's reaction to it. Capture the amount of activity, determine whether the driver is in a normal state, overstressed or relaxed, and when the driver is in overtension, The driver's override is disabled, and the driver's input of accelerator and steer sudden operation is cut. As described above, it may be determined whether or not the driver is in an overstressed state based on the pressing force of the back, buttocks, and left foot, and the same overriding control may be performed according to the determination result.

  Even if the driver's physical condition is normal, when the vehicle turns left as shown in FIG. 17A, if the vehicle speed is high, the driver is urged to the right by centrifugal force, and the driver's buttocks As shown in FIG. 17A, the pressing force exerted on the left and right portions of FIG. 17 is greater in the value in the right region of the seat than the value in the left region of the seat. Even if the driver is in good physical condition, when the vehicle turns to the right as shown in FIG. 17B, if the vehicle speed is high, the driver is urged to the left by centrifugal force, As shown in FIG. 17B, the pressing force exerted on the left and right portions of the seat by the collar portion is larger in the value in the left region of the seat than the value in the right region of the seat. In order to prevent the driver's posture abnormality and the buttock sensor from misjudging the deviation of the pressing force between the left and right areas of the seat due to left or right turn or turning of the vehicle, the car navigation information or information combined with the steering information is used. When the vehicle is turning left or right or turning, the driver's posture determination by the seat sensor may be interrupted.

  The various determinations described above may be performed by a control device configured as shown in FIG. The apparatus shown in FIG. 18 includes an environment information recognition ECU, a vehicle information recognition ECU, a driver state recognition ECU, and a determination processing ECU. These ECUs may be incorporated as software in a microcomputer that constitutes a main part of a vehicle electronic control unit (ECU).

  As a device that supports the environmental information recognition ECU, a drive monitor, a GPS, an in-vehicle NW, a front / rear side sensor / camera, a car navigation system, an automatic recognition camera, and the like are provided.

  As devices that support the vehicle information recognition ECU, a steering angle sensor, a G sensor, a vehicle speed sensor, and the like are provided.

  Various switches are provided as devices that support the driver state recognition ECU.

  The determination result by the determination processing ECU is transmitted to the driving support HMI and various driving support systems, and these are operated.

  As the driving support HMI, a display, lights / displays, a speaker, and a cancel switch are provided. ACC, PCS, LKA, etc. are provided as various driving support systems. Various driving support systems operate various actuators such as ECB, EPB, and LKA.

  10n, 10u: a region where the driver's spine exerts a pressing force on the backrest of the driver's seat, 12n, 12b, 12u ... a region where the driver's buttocks exert a pressing force on the seat of the driver's seat, 14n, 14b, 14u: Area where driver's left foot exerts pressing force on floor of driver's seat, 16 ... Cushion of driver's seat, 18 ... Seat skin of driver's seat, 20 ... Point sensor, 22 ... Hardness adjusting member , 24 ... Lead wire, 26 ... Hardness adjusting member, 28 ... Cushion member, 30 ... Part of the steering device, 32 ... Steering wheel

Claims (14)

  The necessity of the emergency response operation control to be executed when there is an abnormality in the driver's physical condition is determined based on the pressing force exerted by the driver's body, and whether or not it is necessary according to the characteristics of the driver's posture A necessity determination method characterized by different determinations.   2. The pressing force according to claim 1, wherein the pressing force is a pressing force selected from three factors: a pressing force exerted from a driver's spine, a pressing force exerted from a buttocks, and a pressing force exerted from a left foot. Necessity determination method.   The necessity determination is performed by combining a plurality of pressing forces selected from the three of pressing force exerted from the driver's spine, pressing force exerted from the buttocks, and pushing force exerted from the left foot. The necessity determination method according to claim 2.   In combining a plurality of pressing forces selected from the three of the pressing force exerted from the driver's spine, the pressing force exerted from the buttocks, and the pressing force exerted from the left foot, a relative weight is given to each pressing force. The necessity determination method according to claim 3, wherein the necessity determination method is performed.   The necessity determination method according to any one of claims 1 to 4, wherein the necessity determination is performed based on a frequency analysis of a change with time of the pressing force.   6. The pressing force exerted by the driver's buttocks is detected by a plurality of point sensors distributed in seats on which the buttocks are seated. Necessity determination method of description.   The necessity determination according to claim 6, wherein when the pressing force is detected by the plurality of point sensors, the cushioning property of the seat is adjusted according to the sensitivity of the point sensors. Method.   8. The necessity according to claim 7, wherein the cushioning property of the seat part is performed by electrical control of a hardness adjusting member that is incorporated in the seat part and electrically changes in hardness. Judgment method.   The necessity determination method according to claim 1, wherein the determination of the driver's posture based on the pressing force exerted by the driver's body is performed based on an average load shape of the seat load by the driver's buttocks.   An operation control device that performs an emergency response operation control based on the necessity determination method according to any one of claims 1 to 9, wherein, as a result of the necessity determination, the abnormality response operation control should be started. When judged, the operation control device is configured to permit the driver to start the operation control in response to an abnormality.   11. The operation control device according to claim 10, further comprising switch means for causing the driver to start the operation control corresponding to the abnormality when the driver is allowed to start the operation control corresponding to the abnormality.   The operation control device according to claim 10 or 11, wherein when the driver is allowed to start the operation control corresponding to the abnormality, the driver is prompted to start the operation control corresponding to the abnormality.   It is determined whether or not the driver is in an over-tension state, and when the driver is in an over-tension state, the driver's driving operation is not allowed to be overridden to an emergency operation control. The operation control apparatus according to any one of claims 10 to 12.   The determination as to whether or not the driver is overstressed is performed by applying a very small test torque to the steering wheel and observing the driver's reaction thereto. Operation control device.

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