WO2013136781A1

WO2013136781A1 - Driving operation assisting device, driving operation assisting method, and holding state determination method

Info

Publication number: WO2013136781A1
Application number: PCT/JP2013/001628
Authority: WO
Inventors: 祐香吉松; 山村　智弘; 洋之蘆田; 真規義平
Original assignee: 日産自動車株式会社
Priority date: 2012-03-16
Filing date: 2013-03-12
Publication date: 2013-09-19

Abstract

In order to more actively promote an appropriate driving operation, additional reaction force (Tp) is applied to a steering operation system in addition to an operation by a driver. A guidance direction for guiding a vehicle is set, and as the additional reaction force (Tp) to the steering operation system, additional reaction force (Tp) the direction of which is alternately switched between the guidance direction and an anti-guidance direction and which vibrates at different frequencies in the guidance direction and in the anti-guidance direction is set. Then, this additional reaction force (Tp) is applied to the steering operation system. For example, in a scene in which, as in a steering operation at the time of parking, an extremely low speed, a certain level of large operation amount and operation accuracy are required, the additional reaction force (Tp) which vibrates at a relatively low frequency in the anti-guidance direction, and vibrates at a relatively high frequency in the guidance direction is set.

Description

Driving operation support device, driving operation support method, gripping state determination method

The present invention relates to a driving operation support device, a driving operation support method, and a gripping state determination method.

The prior art described in Patent Document 1 detects a deviation amount with respect to a traveling lane, and gives a warning to the driver by vibrating the steering mechanism when the deviation amount exceeds a predetermined value. At this time, until the predetermined time elapses after the alarm is given, the steering reaction force is increased as the steering operation speed is increased, thereby preventing an excessive operation in the departure avoidance direction or an erroneous operation in the departure direction. .

JP 2002-59857 A

However, in the conventional technique described in Patent Document 1, an alarm is given only when an inappropriate steering operation is performed such that the amount of deviation with respect to the traveling lane exceeds a predetermined value. That is, there is room for improvement in that the information required by the driver is positively given and the appropriate steering operation is promoted more actively.
An object of the present invention is to more appropriately promote appropriate driving operation.

A driving operation support device according to an aspect of the present invention includes a driving operator operated by a driver, and applies an operating force to the driving operator. Then, the guidance direction for guiding the vehicle is set, and as the operation force for the driving operator, the direction is alternately changed to the guidance direction and the reverse direction of the guidance, and the vibration is generated with different frequencies in the guidance direction and the reverse direction of the guidance. Set the operating force. Then, this operating force is applied to the driving operator.

According to the present invention, the driving operation is guided by changing the direction alternately in the guiding direction and the guiding reverse direction and applying an operating force that vibrates at different frequencies in the guiding direction and the guiding reverse direction to the driving operator. It can be guided in the direction. Thereby, an appropriate driving operation can be actively promoted.

It is a schematic block diagram of the steering device by a steering by wire. 2 is a schematic configuration of the controller 20. It is a map used for calculation of the steering angle ratio R according to the vehicle speed V. It is a map used for calculation of the steering angle ratio R according to the steering angle θs. 3 is a block diagram showing a steering reaction force control unit 22. FIG. It is a flowchart which shows a base reaction force setting process. It is a flowchart which shows an additional reaction force setting process. It is a figure which shows the relationship between the frequency of disturbance, and admittance. It is a figure which shows an example of a parking scene. It is a time chart which shows additional reaction force Tp and steering angle (theta) s. It is a time chart which shows additional reaction force Tp and steering angle (theta) s. It is a flowchart which shows the additional reaction force setting process of 2nd Embodiment. It is a figure which shows an example of a lane keep. It is a time chart which shows additional reaction force Tp and steering angle (theta) s. It is a flowchart which shows the additional reaction force setting process of 3rd Embodiment. It is a flowchart which shows the additional reaction force setting process of 4th Embodiment. It is a flowchart which shows the additional reaction force setting process of 5th Embodiment. It is a flowchart which shows the additional reaction force setting process of 6th Embodiment. It is a schematic block diagram which shows the acceleration / deceleration control apparatus by an accelerator and a brake lever. It is a flowchart which shows the additional reaction force setting process of 7th Embodiment. 10 is a flowchart showing an additional reaction force setting process showing an application example 1; 10 is a flowchart showing an additional reaction force setting process showing an application example 2.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
<< First Embodiment >>
"Constitution"
In the present embodiment, driving operation support is performed by guiding the steering operation of the driver. In particular, in a scene where a certain amount of operation amount and operation accuracy at a very low speed are required, appropriate steering is performed. It encourages operation.
FIG. 1 is a schematic configuration diagram of a steering device using steering-by-wire.
The steering wheel 1 is connected to a steering shaft 2, and steered wheels (steering wheels) 3L and 3R are connected to a pinion shaft 7 through a knuckle arm 4, a tie rod 5, and a rack and pinion 6 in this order. The steering shaft 2 and the pinion shaft 7 are connected via a clutch 10 so as to be able to be interrupted.

Therefore, in a state where the clutch 10 is connected (fastened), when the steering wheel 1 is rotated, the steering shaft 2, the clutch 10, and the pinion shaft 7 are rotated. The rotational movement of the pinion shaft 7 is the forward and backward movement of the tie rod 5 by the rack and pinion 6, and the steered wheels 3 </ b> L and 3 </ b> R are steered via the knuckle arm 4.

A steered motor 9 is connected to the pinion shaft 7. When the steered motor 9 is driven with the clutch 10 disconnected, the pinion shaft 7 rotates to steer the steered

wheels

3L and 3R. The Accordingly, the steering angle θw of the steered

wheels

3L and 3R is controlled by detecting the steering angle θs of the steering wheel 1 and drivingly controlling the steered motor 9 in accordance with the detected steering angle θs.

The reaction force motor 8 is connected to the steering shaft 2, and when the reaction force motor 8 is driven in a state where the clutch 10 is disengaged, reaction force torque is applied to the steering shaft 2. Therefore, the reaction force received from the road surface when the steered

wheels

3L and 3R are steered is detected or estimated, and the reaction force motor 8 is driven and controlled in accordance with the detected or estimated reaction force. In contrast, an operation reaction force is applied.

Normally, the steering motor 9 is driven and controlled while the clutch 10 is disengaged, and the reaction force motor 8 is driven and controlled to execute steer-by-wire to achieve desired steering characteristics and turning behavior characteristics. Moreover, a good operation feeling is realized. On the other hand, when an abnormality occurs in the system, the steer-by-wire is stopped and the clutch 10 is returned to the engaged state as fail-safe to ensure mechanical backup.

The steered motor 9 and the reaction force motor 8 are driven and controlled by a controller 20 composed of, for example, a microcomputer. The controller 20 inputs various signals detected by the steering angle sensor 11, the turning angle sensor 12, the hub sensor 13, the vehicle speed sensor 14, and the yaw rate sensor 15. Further, the controller 20 inputs various data from the surrounding environment recognition device 16 and the navigation system 17.

The steering angle sensor 11 detects the steering angle θs of the steering shaft 2. The steering angle sensor 11 detects, for example, rotation of a magnet built in a detection gear that rotates in synchronization with the steering shaft 2 by two MR (ferro-Magneto Resistance) elements, and a magnetic field accompanying rotation of the steering shaft 2. The direction vector change is converted into an electric signal and input to the controller 20. The controller 20 determines the steering angle θs of the steering shaft 2 from the input electric signal. The steering angle sensor 11 detects right turn as a positive value and detects left turn as a negative value.

The turning angle sensor 12 detects the turning angle θw of the pinion shaft 7. The turning angle sensor 12 detects, for example, rotation of a magnet built in a detection gear that rotates in synchronization with the pinion shaft 7 with two MR (ferro-Magneto®Resistance) elements, and accompanies the rotation of the pinion shaft 7. The vector change in the magnetic field direction is converted into an electrical signal and input to the controller 20. The controller 20 determines the turning angle θw of the pinion shaft 7 from the input electrical signal. The turning angle sensor 12 detects a right turn as a positive value and a left turn as a negative value.

The hub sensor 13 detects the tire lateral force Yf. The hub sensor 13 is provided in each hub unit of the left and right wheels, and converts, for example, a change in displacement difference between the inner ring and the outer ring in a bearing in the hub unit into an electric signal using a hall element and a magnetized encoder. Input to the controller 20. The controller 20 determines the tire lateral force from the input electrical signal. The tire lateral force Yf is the total value of the tire lateral forces of the left and right wheels detected by the hub sensor 13.

The vehicle speed sensor 14 detects a vehicle body speed (hereinafter referred to as a vehicle speed) V. This vehicle speed sensor 14 is provided, for example, in a driven gear on the output side of the transmission, detects the magnetic lines of force of the sensor rotor by a detection circuit, converts the change in the magnetic field accompanying the rotation of the sensor rotor into a pulse signal, and inputs it to the controller 20. To do. The controller 20 determines the vehicle speed V from the input pulse signal.

The yaw rate sensor 15 detects the yaw rate γ of the vehicle body. The yaw rate sensor 15 is provided on a body on a spring, and vibrates a vibrator made of, for example, a crystal tuning fork with an alternating voltage, and converts the distortion amount of the vibrator caused by the Coriolis force at the time of angular velocity input into an electric signal. Input to the controller 20. The controller 20 determines the yaw rate γ of the vehicle from the input electric signal. The yaw rate sensor 15 detects right turn as a positive value and detects left turn as a negative value.
In addition, although the controller 20 inputs each detection signal directly from sensors, it is not limited to this. The controller 20 may be connected to another control unit, and for example, various data may be received via CSMA / CA multiplex communication (CAN: Controller Area Network).

The surrounding environment recognition device 16 recognizes the surrounding environment of the own vehicle. The surrounding environment recognition device 16 captures, for example, the front, rear, left side, and right side of the vehicle body with a camera, and displays the parking frame (partition line) and the traffic line marked on the road surface by general image processing. It recognizes and inputs the relative relationship of the own vehicle with respect to a parking frame or a traffic division line into the controller 20. Alternatively, ultrasonic sensors are provided at the four corners of the vehicle body, and distances to objects existing diagonally left front, diagonally right front, diagonally left rear, and diagonally right rear of the vehicle body are recognized and input to the controller 20. Alternatively, a laser radar is provided at the front part of the vehicle body or the rear part of the vehicle body, and distances to an object existing in front and side of the own vehicle or an object existing behind and side of the own vehicle are recognized and input to the controller 20.

In the present embodiment, for example, driving operation support is performed by guiding a steering operation during parking. Therefore, the surrounding environment recognition device 16 recognizes at least the parking frame marked on the road surface, and inputs the distance to the parking frame and the posture (angle) with respect to the parking frame to the controller 20.

The navigation system 17 recognizes the current position of the host vehicle and road information at the current position. This navigation system 17 has a GPS receiver, and recognizes the position (latitude, longitude, altitude) of the host vehicle and the traveling direction based on the time difference between radio waves arriving from four or more GPS satellites. Then, the road information including the road type, road alignment, lane width, direction of traffic of the vehicle, etc. stored in the DVD-ROM drive or hard disk drive is referred to, and the road information at the current position of the host vehicle is recognized. input. In addition, as a safe driving support system (DSSS: Driving Safety Support Systems), two-way wireless communication (DSRC: Dedicated Short Range Communication) may be used to receive various data from the infrastructure.

FIG. 2 is a schematic configuration of the controller 20.
As shown in FIG. 2, the controller 20 includes a turning angle control unit 21 that drives and controls the turning motor 9 and a steering reaction force control unit 22 that drives and controls the reaction force motor 8.
The turning angle control unit 21 controls the turning angle θw by driving the turning motor 9 after determining the steering angle ratio R (= θs / θw) of the turning angle θw with respect to the steering angle θs.

The steering angle ratio R is determined, for example, in the following manner.
For example, the steering angle ratio R is calculated according to the vehicle speed V with reference to the map of FIG.
FIG. 3 is a map used to calculate the steering angle ratio R according to the vehicle speed V.
According to this map, the steering angle ratio R decreases as the vehicle speed V decreases. Accordingly, when the vehicle is stationary or traveling at a low speed, a large steering angle θw can be obtained with a small steering angle θs, so that the operation burden on the driver is reduced. On the other hand, during high speed traveling, the change in the turning angle θw with respect to the change in the steering angle θs is suppressed, so that the sensitive vehicle behavior is suppressed and traveling stability is ensured.

Further, the steering angle ratio R may be calculated according to the steering angle θs with reference to the map of FIG.
FIG. 4 is a map used for calculating the steering angle ratio R according to the steering angle θs.
According to this map, the steering angle ratio R increases as the steering angle θs decreases. Therefore, as the steering angle θs is increased, a larger turning angle θw is obtained, so that the operation burden on the driver is reduced. On the other hand, in a scene such as when traveling substantially straight, the change in the turning angle θw with respect to the change in the steering angle θs is suppressed, so that a sensitive vehicle is suppressed and traveling stability is ensured.

The steering angle ratio R may be determined according to both the vehicle speed V and the steering angle θs. That is, the steering angle ratio Rv corresponding to the vehicle speed V and the steering angle ratio Rs corresponding to the steering angle θs are individually calculated, and an average of these is calculated, or each is weighted and added. Thus, the final steering angle ratio R may be determined.
As described above, after determining the steering angle ratio R, the target turning angle θw ^* is calculated according to the steering angle θs and the steering angle ratio R, and the turning angle θw is equal to the target turning angle θw ^*. The steering motor 9 is driven and controlled using, for example, a robust model matching method so as to match.

FIG. 5 is a block diagram showing the steering reaction force control unit 22.
The steering reaction force control unit 22 includes a base reaction force setting unit 23, an additional reaction force setting unit 24, an addition unit 25, and a drive control unit 26. Here, the base reaction force setting unit 23 sets a base reaction force Tb for the driver's steering operation, and the additional reaction force setting unit 24 sets an additional reaction force Tp for guiding the driver's steering operation. . The adding unit 25 adds the base reaction force Tb and the additional reaction force Tp to set the final steering reaction force Tr, and the drive control unit 26 sets the reaction force motor 8 according to the steering reaction force Tr. Drive control.

Next, the base reaction force setting process executed by the base reaction force setting unit 23 will be described.
FIG. 6 is a flowchart showing the base reaction force setting process.
First, in step S101, a steering speed dθs is calculated by time differentiation of the steering angle θs.
In the subsequent step S102, as shown in (1) below, the angular term torque Ta is calculated by multiplying the steering angle θs by the gain Ka.
Ta = Ka × θs (1)
In the subsequent step S103, the speed term torque Ts is calculated by multiplying the steering speed dθs by the gain Ks as shown in the following equation (2).
Ts = Ks × dθs (2)

In subsequent step S104, as shown in the following equation (3), the base reaction force Tb is calculated by adding the angular torque Ta and the speed term torque Ts.
Tb = Ta + Ts (3)
In subsequent step S105, a road surface friction coefficient μ is calculated based on the vehicle speed V, the yaw rate γ, and the lateral acceleration Yg.
In subsequent step S106, an upper limit value TL of the steering reaction force is calculated based on the vehicle speed V, the steering angle θs, and the road surface friction coefficient μ.
In the subsequent step S107, the smaller one of the base reaction force Tb and the upper limit value TL is calculated as the final base reaction force Tb, and then the process returns to a predetermined main program.

Next, an additional reaction force setting process executed by the additional reaction force setting unit 24 will be described.
FIG. 7 is a flowchart showing the additional reaction force setting process of the first embodiment.
First, in step S201, the surrounding environment of the host vehicle is recognized. That is, the road parking frame recognized by the surrounding environment recognition device 16 is read.
In the subsequent step S202, a target trajectory from the current position of the host vehicle to the target parking position is set based on the distance to the parking frame, that is, the target parking position, and the attitude (angle) with respect to the parking frame, and the target trajectory is followed. Sets the steering operation guidance direction. That is, when the target track is the left direction, the steering operation guidance direction is set to the left direction, and when the target track is the right direction, the steering operation guidance direction is set to the right direction.
In the subsequent step S203, the additional reaction force Tp is set based on the steering operation guidance direction.
The additional reaction force Tp is a waveform that changes directions alternately in the steering operation guidance direction and the guidance reverse direction, and vibrates at different frequencies in the guidance direction and the guidance reverse direction.

Hereinafter, the waveform setting of the additional reaction force Tp will be described.
First, the admittance characteristic of the steering angle that changes when a disturbance is input to the steering operation system will be described.
FIG. 8 is a diagram illustrating the relationship between the frequency of disturbance and admittance.
Admittance is a steering angle (change amount) per 1 Nm that moves when a disturbance is input, and represents the ease of movement (gain) with respect to the disturbance. That is, the larger the admittance, the easier the steering angle to change with respect to the disturbance, and the smaller the admittance, the less likely the steering angle to change with respect to the disturbance. Here, the characteristics of the admittance according to the frequency are shown by distinguishing between the case where the driver is firmly holding the steering wheel 1, the case where the driver is holding it lightly, and the case where the driver is releasing it. The admittance characteristics corresponding to the frequency are determined by vehicle specifications, but the tendency is common.

First, when the driver holds the steering wheel 1 firmly, even if a disturbance with a frequency of about 1 [Hz] is input to the steering operation system, the admittance is about 0.02 [rad / Nm]. That is, since the arm is difficult to move, the steering wheel 1 does not move much. However, when a disturbance having a frequency around 3 [Hz] is input to the steering operation system, the admittance increases to about 0.03 [rad / Nm]. That is, the arm and the steering are in a resonance state, and the arm is easy to move as compared with the case of about 1 [Hz], and the steering wheel 1 is also easy to move. At higher frequencies, the admittance decreases with increasing frequency. That is, the arm becomes difficult to move, and the steering wheel 1 also becomes difficult to move.

Next, when the driver is lightly grasping the steering wheel 1, when a disturbance having a frequency of about 1 [Hz] is input to the steering operation system, the admittance becomes about 0.08 [rad / Nm]. That is, since the arm is easy to move as compared to when the hand is firmly grasped, the steering wheel 1 is also easy to move. However, when a disturbance having a frequency near 3 [Hz] is input to the steering operation system, the admittance becomes about 0.03 [rad / Nm]. That is, compared to the case of about 1 [Hz], the arm is less likely to move, so the steering wheel 1 is also less likely to move. At higher frequencies, the admittance decreases with increasing frequency. That is, the arm becomes difficult to move, and the steering wheel 1 also becomes difficult to move.

Next, in the case where the driver does not hold the steering wheel 1, that is, when the driver does not let go of the steering wheel, when a disturbance having a frequency of about 1 [Hz] is input to the steering operation system, the admittance becomes 0.5 [rad / Nm]. That is, the steering wheel 1 moves largely compared to when it is lightly gripped. However, when a disturbance having a frequency around 3 [Hz] is input to the steering operation system, the admittance becomes 0.05 [rad / Nm]. That is, the steering wheel 1 does not move as compared with the case of about 1 [Hz]. As described above, when the driver does not hold the steering wheel 1, the admittance decreases as the disturbance frequency increases, and the steering wheel 1 does not move.
Based on the frequency and admittance characteristics as described above, the waveform of the additional reaction force Tp that changes the direction alternately between the steering operation guidance direction and the guidance reverse direction is set.

Hereinafter, a specific scene will be described as an example.
FIG. 9 is a diagram illustrating an example of a parking scene.
For example, when the vehicle is retracted and parked with respect to a parking frame located diagonally left rear of the host vehicle, the set target trajectory is in the left direction, so the steering operation guidance direction is set in the left direction. .

Next, the additional reaction force Tp when the steering operation guidance direction is set to the left as described above and the steering angle θs that changes when the additional reaction force Tp is input will be described.
FIG. 10 is a time chart showing the additional reaction force Tp and the steering angle θs.
First, the additional reaction force Tp when the steering operation guidance direction is set to the left direction will be described.
As described above, the additional reaction force Tp is a waveform that changes its direction alternately in the steering operation guidance direction and the guidance reverse direction, and vibrates at different frequencies in the guidance direction and the guidance reverse direction. Here, a low-frequency waveform with a small amplitude that changes in the reverse direction of the induction (right direction) and a high-frequency waveform with a large amplitude that changes in the induction direction (left direction) are alternately repeated.

Based on the admittance characteristics according to the above-described frequency, the frequency of the waveform changing in the reverse direction (right direction) is, for example, about 1 [Hz], and the frequency of the waveform changing in the induction direction (left direction) is, for example, 3 [ Hz]. That is, the low frequency when changing in the reverse direction of guidance (right direction) is a range in which a clear difference can be made in the admittance between the case where the driver firmly holds the steering wheel 1 and the case where the driver holds it lightly. Set with. Furthermore, as the frequency is lowered, the period is extended and the time is lengthened. Therefore, the frequency is set within a range that can be output within a predetermined time. On the other hand, the high-frequency waveform that changes in the guidance direction (left direction) is within a range in which there is no clear difference in admittance between when the driver is firmly holding the steering wheel 1 and when the driver is holding it lightly. Set. That is, the admittance difference between the case where the object is firmly grasped and the case where the object is lightly grasped is set in a range where the difference is smaller than that at the low frequency.

Also, the ratio of the amplitude of the waveform changing in the reverse direction (right direction) to the amplitude of the waveform changing in the induction direction (left direction) is, for example, 3: 8. This is for the purpose of causing the steering wheel 1 to move to the same extent in the left and right directions when the driver is lightly holding the steering wheel 1. That is, when the driver is lightly grasping the steering wheel 1, the admittance is about 0.08 [rad / Nm] at a low frequency of about 1 [Hz] which changes in the reverse direction of guidance (rightward). The amplitude at this time is 3α (α is a constant). In addition, when the driver is lightly holding the steering wheel 1, the admittance is about 0.03 [rad / Nm] at a high frequency of about 3 [Hz] changing in the guidance direction (left direction). Is 8α (α is a constant). Therefore, the product of admittance and amplitude is 0.08 × 3α = 0.24α in the waveform changing in the reverse direction (right direction), and the product of admittance and amplitude is in the waveform changing in the induction direction (left direction). 0.03 × 8α = 0.24α, and when these coincide, the steering angle (change amount) when the periodically added additional reaction force Tp is input coincides. That is, when the driver gently holds the steering wheel 1, even if the additional reaction force Tp is input, the driver vibrates in the vicinity of the initial steering angle immediately before the additional reaction force Tp is input.

In FIG. 10, the low frequency that changes in the reverse direction (right direction) first is set to ¼ period, the high frequency that changes in the direction of induction (left direction) is set to 2/4 period, and thereafter Waveforms having 2/4 cycles are alternately set in the direction (right direction) and the guidance direction (left direction). In addition, although the low frequency which changes to a guidance reverse direction (right direction) is output initially here, the high frequency which changes to a guidance direction (left direction) is output, However, it is not limited to this. You may output the low frequency which changes to a guidance reverse direction (right direction) after outputting the high frequency which changes to a guidance direction (left direction) first. In short, a waveform changing in the reverse direction of the guidance (right direction) may be set to a low frequency, and a waveform changing in the direction of guidance (left direction) may be set to a high frequency.
The additional reaction force Tp set in this way is input to the steering operation system.

Next, the steering angle θs that changes when the additional reaction force Tp as described above is input to the steering operation system will be described.
In FIG. 10, when the driver is firmly grasping the steering wheel 1, when it is lightly grasped, and when it is let go, the additional reaction force Tp is input to the steering operation system. The steering angle θs (change amount) is shown.

First, when the driver holds the steering wheel 1 firmly, first, a low-frequency additional reaction force Tp having a small amplitude that changes in the reverse direction of the guidance (right direction) is input for a ¼ period. At this low frequency additional reaction force Tp, since the admittance is small, the steering wheel 1 only moves slightly in the reverse direction (right direction) of guidance. Subsequently, a high-frequency additional reaction force Tp with a large amplitude that changes in the guiding direction (left direction) is input for 2/4 period. At this high frequency additional reaction force Tp, the admittance is larger and the amplitude is larger than at the low frequency, so that the steering wheel 1 moves greatly in the guiding direction (left direction). Thereafter, an additional reaction force Tp that alternately changes in the reverse direction (right direction) and in the induction direction (left direction) is input every 2/4 period. Therefore, as long as the driver holds the steering wheel 1 firmly, when the low-frequency additional reaction force Tp that changes in the reverse direction (right direction) is input, the steering wheel 1 slightly moves in the reverse direction (right direction). When a high-frequency additional reaction force Tp that moves and changes in the guidance direction (left direction) is input, the steering wheel 1 moves greatly in the guidance direction (left direction). The steering angle θs increases in the guidance direction (left direction) by alternately repeating the slight movement in the reverse direction (right direction) and the large movement in the guidance direction (left direction).

Next, when the driver is lightly holding the steering wheel 1, first, a low-frequency additional reaction force Tp with a small amplitude that changes in the reverse direction (right direction) of the guidance is input for ¼ period. In this low frequency additional reaction force Tp, since the admittance is larger than when firmly grasping, the steering wheel 1 moves in the reverse direction of guidance (right direction). Subsequently, a high-frequency additional reaction force Tp with a large amplitude that changes in the guiding direction (left direction) is input for 2/4 period. In this high frequency additional reaction force Tp, although the admittance is smaller than that at the low frequency, the amplitude is large. Therefore, the steering wheel 1 moves in the guiding direction (left direction) by the same degree as at the low frequency. Thereafter, an additional reaction force Tp that alternately changes in the reverse direction (right direction) and in the induction direction (left direction) is input every 2/4 period. Therefore, as long as the driver holds the steering wheel 1 lightly, even if a low-frequency additional reaction force Tp that changes in the reverse direction of the guidance (right direction) is input, a high frequency that changes in the guidance direction (left direction) is applied. Even if the reaction force Tp is input, it moves in the same direction in the reverse direction (right direction) and in the induction direction (left direction). The same degree of movement in the reverse direction (right direction) and the induction direction (left direction) is alternately repeated, so that vibration is generated in the vicinity of the initial steering angle immediately before the additional reaction force Tp is input.

Next, when the driver does not hold the steering wheel 1, that is, when the driver does not let go of the steering wheel 1, a low-frequency additional reaction force Tp having a small amplitude that changes in the reverse direction of the guidance (right direction) is first input for ¼ period. . At this low frequency additional reaction force Tp, since the admittance is larger than when lightly grasped, the steering wheel 1 moves more in the reverse direction (right direction) than when grasped lightly. Subsequently, a high-frequency additional reaction force Tp with a large amplitude that changes in the guiding direction (left direction) is input for 2/4 period. In this high frequency additional reaction force Tp, although the admittance is smaller than that at the low frequency, there is still a relatively large admittance, so that the steering wheel 1 moves in the guiding direction (left direction). Thereafter, an additional reaction force Tp that alternately changes in the reverse direction (right direction) and in the induction direction (left direction) is input every 2/4 period. Therefore, as long as the driver does not hold the steering wheel 1, when the low-frequency additional reaction force Tp that changes in the reverse direction of the guidance (right direction) is input, the steering wheel 1 moves greatly in the reverse direction of the guidance (right direction). When a high-frequency additional reaction force Tp that changes in the direction (left direction) is input, the steering wheel 1 moves in the guidance direction (left direction) even if it is not as low as at low frequencies. The steering angle θs increases in the reverse guide direction (right direction) by alternately repeating the large movement in the reverse guide direction (right direction) and the movement in the guide direction (left direction).

The above is an explanation of the additional reaction force Tp when the steering operation guidance direction is set to the left direction and the steering angle θs that changes when the additional reaction force Tp is input.
In this manner, the directions are alternately changed in the steering direction of the steering operation and the reverse direction of the steering operation, and the additional reaction force Tp that vibrates at different frequencies in the guidance direction and the reverse direction of the guidance is set.
In the subsequent step S204, the direction is alternately changed in the steering operation guidance direction and the guidance reverse direction, and an additional reaction force Tp that vibrates at different frequencies in the guidance direction and the guidance reverse direction is output.

In the subsequent step S205, the steering angle θs at the time when a predetermined time t1 has elapsed from the start of input of the additional reaction force Tp to the steering operation system is read as the later steering angle θs _(t1) . As shown in FIG. 10, the time t1 corresponds to the time from the start of input of the additional reaction force Tp to the steering operation system to the first extreme value. Here, since an additional reaction force Tp having a low frequency of about 1 [Hz] that changes in the reverse direction of the induction (right direction) is input for ¼ period, it is about 0.25 [sec]. .
In subsequent step S206, it is determined whether or not the later steering angle θs _(t1) is in the reverse direction (right direction) and the absolute value | θs _(t1) | of the later steering angle is larger than a predetermined threshold θ1. To do.

Threshold θ1, if you enter the additional reaction force Tp of the low-frequency changes in the induced opposite direction (right direction), the absolute value of the later time steering angle when the driver has been gripped lightly steering wheel 1 | [theta] s _{( t1)} is set in a range that is larger than | and smaller than the absolute value | θs _(t1) | Here, the absolute value | θs _(t1) | of the later steering angle when the steering wheel 1 is lightly gripped is about 0.03 as shown in FIG. 10, and the steering wheel 1 is not gripped. The absolute value | θs _(t1) | of the later steering angle is about 0.16. Therefore, the threshold value θ1 is set to about 0.09 as an intermediate value so that 0.03 <θ1 <0.16, for example.

Here, when the later steering angle θs _(t1) is in the reverse direction (right direction) and the absolute value | θs _(t1) | of the later steering angle is larger than the threshold value θ1, the driver holds the steering wheel 1. If not, the process proceeds to step S207. On the other hand, when the later steering angle θs _(t1) is in the guiding direction (leftward), or when the absolute value | θs _(t1) | of the later steering angle is equal to or smaller than the threshold θ1, the driver holds the steering wheel 1. And the process proceeds to step S208.
In step S207, in order to stop the input of the additional reaction force Tp to the steering operation system, the additional reaction force Tp is reset to 0 and then returns to a predetermined main program.

In step S208, the steering angle θs at the time when a predetermined time t2 has elapsed since the input of the additional reaction force Tp to the steering operation system is read as the steering angle θs _(t2) at a later time. As shown in FIG. 10, the time t2 corresponds to the time from the start of input of the additional reaction force Tp to the steering operation system to the second inflection point. An inflection point is a point where the direction of bending changes in a curve, that is, a point where the state of convexity in the reverse direction of the waveform (right direction) and the state of convexity in the direction of guidance (left direction) change. It is. Here, an additional reaction force Tp having a low frequency of about 1 [Hz] that changes in the reverse direction of the induction (right direction) is first input for ¼ period, and subsequently changes in the induction direction (left direction) of 3 [ The low-frequency additional reaction force Tp of about [Hz] is input for 2/4 cycles, and then the low-frequency additional reaction force Tp of about 1 [Hz] that changes in the reverse direction of the induction (rightward) is 1/4. Only the period is entered. Therefore, about 0.25 [sec] + about 0.165 [sec] + about 0.25 [sec] = about 0.665 [sec].

In subsequent step S209, it is determined whether or not the later steering angle θs _(t2) is in the guiding direction (leftward) and the absolute value | θs _(t2) | of the later steering angle is larger than a predetermined threshold θ2. .
The threshold θ2 is larger than the absolute value | θs _(t2) | of the later steering angle when the driver gently holds the steering wheel 1 when the additional reaction force Tp is input to the steering operation system, and the driving This is set in a range smaller than the absolute value | θs _(t2) | Here, the absolute value | θs _(t2) | of the later steering angle when the steering wheel 1 is lightly gripped is, for example, about 0 as shown in FIG. 10, and when the steering wheel 1 is gripped. The absolute value | θs _(t2) | of the later steering angle is, for example, about 0.04 as shown in FIG. Therefore, the threshold θ2 is set to about 0.02 as an intermediate value so that the relationship 0 <θ2 <0.04 is satisfied.

Here, when the later steering angle θs _(t1) is in the guiding direction (leftward) and the absolute value | θs _(t2) | of the later steering angle is larger than the threshold θ2, the driver holds the steering wheel 1 firmly. Means that Therefore, it is determined that guidance by driving operation support is accepted or desired, and the process proceeds to step S210. On the other hand, when the steering angle θs _{(t2) at} the later time is in the reverse direction (right direction), or when the absolute value | θs _(t2) | Means you quit or hold lightly. Accordingly, it is determined that guidance by driving operation support is not accepted or not desired, and the process proceeds to step S207.

In step S210, the output of the additional reaction force Tp that vibrates by alternately changing the direction in the guidance direction and the guidance reverse direction is stopped, and the additional reaction force Tp in the guidance direction (left direction) that does not vibrate is replaced. And then return to a predetermined main program.
Here, the output stop of the additional reaction force Tp that vibrates by alternately changing the direction in the guidance direction and the guidance reverse direction and the output of the additional reaction force Tp in the guidance direction will be described.

FIG. 11 is a time chart showing the additional reaction force Tp and the steering angle θs.
Here, from the start of input of the additional reaction force Tp that oscillates to the steering operation system, until the time t2 elapses, the oscillating additional reaction force Tp and the steering angle when the driver holds the steering wheel 1 firmly. θs (amount of change) and the steering angle θs when the driver gently holds the steering wheel 1 are the same as those in FIG. 10 described above.
Here, the additional reaction force Tp after the time t2 has elapsed since the input of the additional reaction force Tp that mainly vibrates into the steering operation system, and the steering angle when the driver firmly holds the steering wheel 1 are shown. θs (change amount) is shown.

First, when the driver holds the steering wheel 1 firmly, an input of the additional reaction force Tp that vibrates by alternately changing the direction in the guidance direction and the guidance reverse direction causes a slight increase in the guidance reverse direction (right direction). By alternately repeating the movement and the movement in the guidance direction (left direction), the steering angle θs increases in the guidance direction (left direction). Therefore, the steering angle θs _(t2) at a later time becomes larger than the predetermined threshold θ2 when a predetermined time t2 has elapsed since the input of the additional reaction force Tp to the steering operation system. At this time, since the driver can determine that he / she accepts or desires guidance by driving operation support, the driver vibrates from the additional reaction force Tp which vibrates by alternately changing the direction in the guidance direction and the guidance reverse direction. It switches to the additional reaction force Tp to the guidance direction (left direction) which has nothing. Here, the additional reaction force Tp that gradually increases (monotonically increases) in the guiding direction (left direction) is used.

Next, when the driver holds the steering wheel 1 lightly, even if the additional reaction force Tp that vibrates by alternately changing the direction in the guidance direction and the guidance reverse direction is input, the guidance reverse direction (right direction) The same level of movement in the guiding direction (left direction) is alternately repeated, so that vibration occurs in the vicinity of the initial steering angle immediately before the additional reaction force Tp is input. Therefore, when a predetermined time t2 has elapsed since the input of the additional reaction force Tp to the steering operation system, the later steering angle θs _(t2) becomes equal to or less than the predetermined threshold θ2. At this time, since the driver can determine that he / she does not accept or desire the guidance by the driving operation support, the input of the additional reaction force Tp which vibrates by alternately changing the direction in the guidance direction and the guidance reverse direction is stopped. Thereafter, the additional reaction force Tp is reset to zero.

<Action>
Next, the operation of the first embodiment will be described.
Here, the case where the vehicle is parked backward with respect to the parking frame located diagonally left rear of the host vehicle will be described as an example (see FIG. 9).
First, a parking frame on the road surface is recognized (step S201), a target trajectory from the current position of the host vehicle to the parking frame is set, and a steering operation guidance direction according to the target trajectory is set (step S202). Here, since the target trajectory is in the left direction, the steering operation guidance direction is set to the left direction. Then, the direction is alternately changed to the steering operation guidance direction and the guidance reverse direction, and an additional reaction force Tp that vibrates at different frequencies in the guidance direction and the guidance reverse direction is set (step S203). Output (step S204).

駐車 Parking operation is generally extremely low speed, and requires a certain amount of operation and accuracy. In such a scene, the driver is careful in steering operation and tends to hold the steering wheel 1 firmly, which becomes more noticeable as an unfamiliar driver. That is, it is considered that the driver needs active information only when the driver firmly holds the steering wheel 1, so that the driving operation support for guiding the steering operation is effective.

Therefore, an additional reaction force Tp is set so that the steering operation can be guided in the guiding direction when the driver holds the steering wheel 1 firmly. Specifically, an additional reaction force Tp that alternately repeats a low-frequency waveform with a small amplitude changing in the reverse direction of the induction (right direction) and a high-frequency waveform with a large amplitude changing in the induction direction (left direction). Set. This is determined according to the characteristics of disturbance frequency and admittance (FIG. 8), and the driver firmly holds the steering wheel 1 by inputting such an additional reaction force Tp to the steering operation system. Sometimes, the steering angle θ can be guided in the guiding direction (left direction). When the driver is lightly grasping the steering wheel 1, the steering angle θs is in the reverse direction (right direction) and the induction direction (left direction) in the vicinity of the initial steering angle immediately before the additional reaction force Tp is input. Will swing alternately. Further, when the driver is not gripping the steering wheel 1, the steering angle θs greatly swings in the reverse direction of guidance (right direction).

In the present embodiment, the steering operation is guided in the guiding direction only when the driver is firmly holding the steering wheel 1, and when the driver is lightly holding the steering wheel 1, and when the driver is steering wheel. When it is not grasping 1, steering guidance is stopped.
Therefore, the gripping state of the driver with respect to the steering wheel 1 is determined.

First, the steering angle θs at the time when a predetermined time t1 has elapsed since the input of the additional reaction force Tp to the steering operation system is detected as the later steering angle θs _(t1) (step S205), and the later steering angle θs _{(t1). )} Is larger than a predetermined threshold value θ1 (step S206). At this time, if the absolute value | θs _(t1) | of the steering angle at a later time is larger than the threshold value θ1, it is determined that the driver is not grasping the steering wheel 1, and the application of the additional reaction force Tp is stopped (step S207). . As described above, in a situation where the driver does not hold the steering wheel 1 and the driver's steering operation cannot be guided, the application of the additional reaction force Tp to the steering wheel 1 is stopped, thereby causing a large fluctuation of the steering angle θs. And unnecessary power consumption can be avoided.

Further, the steering angle θs at the time when a predetermined time t2 has elapsed from the start of input of the additional reaction force Tp to the steering operation system is detected as the later steering angle θs _(t2) (step S208), and the absolute value of the later steering angle is detected. It is determined whether or not | θs _(t2) | is larger than a predetermined threshold value θ2 (step S209). At this time, if the absolute value | θs _(t2) | of the steering angle at a later time is equal to or smaller than the threshold value θ2, it is determined that the driver is gently grasping the steering wheel 1, and the application of the additional reaction force Tp is stopped (step S207). ). In this way, in a situation where the driver is lightly holding the steering wheel 1 and does not want to actively support driving operation, unnecessary power can be generated by stopping the application of the additional reaction force Tp to the steering wheel 1. Consumption can be avoided.

When the absolute value | θs _(t1) | of the later steering angle is equal to or smaller than the threshold value θ1 and the absolute value | θs _(t2) | of the later steering angle is larger than the threshold value θ2, the driver firmly holds the steering wheel 1 It is determined that the vehicle is gripped, and the driver's steering operation is further guided in the guidance direction (step S210). Specifically, the output is switched from the output of the additional reaction force Tp that alternately vibrates in the guidance direction and the reverse direction of the guidance to the additional reaction force Tp in the guidance direction (left direction) that does not vibrate. By inputting the additional reaction force Tp in the guidance direction (left direction) without vibration to the steering operation system, the driver's steering operation can be smoothly guided in the guidance direction (left direction). Thereby, effective driving operation support can be performed in a scene where the driver needs active information.

The time t1 for detecting the steering angle θs _(t1) at a later time is the time from the start of applying the additional reaction force Tp to the steering wheel 1 until the first extreme value is reached. As described above, since the hand release determination is not performed at least until the first extreme value is reached, it is possible to accurately determine whether or not the hand is released. That is, if the driver does not hold the steering wheel 1, the absolute value | θs _(t1) | of the steering angle at a later time surely exceeds the threshold value θ1, so that the driver's gripping state can be accurately determined.

Further, the threshold value θ1 used for determining the released state is larger than the absolute value | θs _(t1) | of the later steering angle when the driver is holding the steering wheel 1, and the driver holds the steering wheel 1. The absolute value | θs _(t1) | of the later steering angle when not being set is set in a smaller range. As described above, the absolute value of the later steering angle when the driver is holding the steering wheel 1 | θs _(t1) | is greater than the absolute value | θs _(t1) | and the later steering angle when the driver is not holding the steering wheel 1. By setting the threshold value θ1 in a range smaller than the absolute value | θs _(t1) |, the gripping state of the driver can be accurately determined.

Further, the additional reaction force Tp is set to a waveform starting from a relatively low frequency. According to the disturbance frequency and admittance characteristics, when the driver does not hold the steering wheel 1, the smaller the disturbance frequency, the larger the admittance and the easier the steering wheel 1 moves (FIG. 8). That is, as long as the driver does not hold the steering wheel 1, if the additional reaction force Tp starting from a relatively low frequency is set, the steering angle θs _{(t 1)} increases later as much. Therefore, by letting the waveform start from a relatively low frequency, it is possible to quickly detect the driver's hand-off state.

The time t2 for detecting the steering angle θs _(t2) at a later time is the time from the start of applying the additional reaction force Tp to the steering wheel 1 until the second inflection point in vibration is reached. Thus, at the inflection point of the vibration waveform, the later steering angle θs _(t2) when the driver gently holds the steering wheel 1 is near the initial steering angle just before the additional reaction force Tp is input (see FIG. 10 and substantially 0) in FIG. Therefore, the absolute value of the later steering angle when the driver is grasping the steering wheel 1 | θs _(t2) | and the absolute value of the later steering angle when the driver is holding the steering wheel 1 | θs _{(T2) This} is the time when | Therefore, by setting the time to reach the second inflection point in vibration as t2, it is possible to accurately determine whether the driver is grasping the steering wheel 1 firmly or lightly. That is, if the driver holds the steering wheel 1 firmly, the absolute value | θs _(t2) | of the steering angle at a later time surely exceeds the threshold value θ2, so that the driver's gripping state can be accurately determined.

Further, the additional reaction force Tp is set so that the amplitude is relatively small when facing the reverse direction of the guidance (right direction) and the amplitude is relatively large when facing the direction of guidance (left direction). This is for the purpose of causing the steering wheel 1 to move to the same extent in the left and right directions when the driver is lightly holding the steering wheel 1. That is, if the product of the admittance and amplitude of the waveform changing in the induction reverse direction (right direction) and the product of the admittance and amplitude of the waveform changing in the induction direction (left direction) are made the same, the additional reaction force Tp is induced reverse. The steering angle θs (amount of change) is the same when facing the direction and when facing the guidance direction. That is, when the driver gently holds the steering wheel 1, even if the additional reaction force Tp is input, the driver vibrates in the vicinity of the initial steering angle immediately before the additional reaction force Tp is input. This suppresses the steering angle θs from deviating from the initial steering angle (single-flow) when the driver gently grasps the steering wheel 1 and does not want to actively guide the steering operation. Can do.

<< Application Example 1 >>
In the present embodiment, the surrounding environment recognition device 16 recognizes the parking frame marked on the road surface, thereby setting the target trajectory from the current position of the host vehicle to the parking position, and the guidance direction according to the set target trajectory. However, the present invention is not limited to this. For example, route guidance may be set by the navigation system 17 and the guidance direction may be set according to the set route guidance. That is, when passing through an intersection or a branch point, the traveling direction according to the set route guidance may be set as the guidance direction. In this way, by setting the guidance direction according to the route guidance, the driving operation support in conjunction with the navigation system 17 provides the driver with the necessary information, and more appropriate and appropriate driving operation. Can be urged.

<< Modification 1 >>
In the present embodiment, the case where the steering wheel 1 is adopted as the steering operator for manipulating the steering angle of the vehicle has been described. However, the present invention is not limited to this, and a steering operator such as a joystick may be adopted. . The point is that any steering operator can be adopted as long as it is configured to be able to input an additional reaction force Tp that changes its direction alternately in one and the other of the operation directions.

<< Modification 2 >>
In the present embodiment, the case where the steering-by-wire technology in which the steering shaft 2 and the pinion shaft 7 are connected via the clutch 10 in an intermittent state is adopted as the steering device has been described. However, the present invention is not limited to this. Absent. In addition, the present invention may be applied to an electric power steering apparatus that applies assist torque to the steering system in accordance with the steering torque of the driver. In this case, using an electric power steering motor, instead of the above-described additional reaction force Tp, torque as an operation force that alternately changes the direction to the left steering direction and the right steering direction is input to the steering system. Then, the steering operation of the driver is guided. In short, the present invention can be applied to any steering device as long as it is configured to be able to input a torque as an operation force that alternately changes the direction in the left steering direction and the right steering direction to the steering system.

<< Modification 3 >>
In this embodiment, in the additional reaction force setting process, the additional reaction force Tp is constantly set and output. However, the present invention is not limited to this. For example, when the steering angle θs is larger than a predetermined set value as in turning, or when the change speed of the steering angle θs is larger than a predetermined set value as in a sudden steering operation, the steering of the driver In order to give priority to the operation, the setting and output of the additional reaction force Tp may be prohibited. According to this, it is possible to suppress unnecessary driving operation support for the steering operation that the driver is taking the initiative during turning or sudden steering operation.

As described above, the steering wheel 1 corresponds to the “driving operator”, the reaction force motor 8 corresponds to the “operation force applying unit”, the processing in step S202 corresponds to the “guidance direction setting unit”, and the processing in step S203 is performed. Corresponding to the “operation force setting unit”, the drive control unit 26 corresponds to the “control unit”. Further, the processes in steps S206 and S207 correspond to the “operation support cancel unit”, and the processes in steps S209 and S210 correspond to the “operation support switching unit”. Further, the additional reaction force Tp corresponds to the “operation force”, the steering angle θs corresponds to the “state variable”, the time t1 corresponds to the “first time”, and the steering angle θs _(t1) at a later time is the “first”. The threshold value θ1 corresponds to the “first threshold value”. Further, the time t2 corresponds to the “second time”, the later steering angle θs _(t2) corresponds to the “second latter state variable”, and the threshold θ2 corresponds to the “second threshold”.

"effect"
Next, the effect of the main part in 1st Embodiment is described.
(1) According to the driving operation support apparatus according to the present embodiment, the steering wheel 1 operated by the driver is provided, and the additional reaction force Tp is applied to the steering wheel 1 separately from the operation by the driver. is there. Then, a guidance direction for guiding the vehicle is set, and the additional reaction force Tp for the steering wheel 1 is changed alternately between the guidance direction and the guidance reverse direction, and with different frequencies in the guidance direction and the guidance reverse direction. The additional reaction force Tp that vibrates is set. Then, this additional reaction force Tp is applied to the steering wheel 1.
In this way, the disturbance frequency and admittance can be obtained by alternately changing the direction in the guidance direction and the guidance reverse direction and inputting the additional reaction force Tp that vibrates at different frequencies in the guidance direction and the guidance reverse direction to the steering system. Based on the characteristics, it is possible to promptly promote appropriate driving operation.

(2) According to the driving operation support apparatus according to the present embodiment, two different frequencies are set in advance, and the vibrations are relatively low when facing in the reverse direction of the guidance, and relative when facing in the guidance direction. An additional reaction force Tp that vibrates at a high frequency is set.
In this way, by lowering the frequency when facing in the reverse direction of the induction and increasing the frequency when moving in the direction of the induction, it is possible to operate a certain large operation particularly at extremely low speeds based on the characteristics of the frequency and admittance Appropriate steering operation can be promoted in a scene where the amount and operation accuracy are required.

(3) According to the driving operation support apparatus according to the present embodiment, the absolute value | θs _(t1) | of the later steering angle when the time t1 has elapsed since the start of applying the additional reaction force Tp to the steering wheel 1 is the threshold value. When it is larger than θ1, it is determined that the driver does not hold the steering wheel 1. Then, the application of the vibrating additional reaction force Tp to the steering wheel 1 is stopped.
In this way, in a situation where the driver's steering operation cannot be guided, such as when the driver is letting it go, unnecessary power consumption can be reduced by stopping the application of the additional reaction force Tp to the steering wheel 1. Can be avoided.

(4) According to the driving operation support apparatus according to the present embodiment, the absolute value | θs _(t2) | of the later steering angle when the time t2 has elapsed since the start of applying the additional reaction force Tp to the steering wheel 1 is the threshold value. When it is larger than θ2, it is determined that the driver holds the steering wheel 1 firmly. And it switches from the additional reaction force Tp which vibrates by changing a direction alternately to a guidance direction and a guidance reverse direction to the additional reaction force Tp to the guidance direction which does not vibrate.
Thus, by switching from the additional reaction force Tp that vibrates to the additional reaction force Tp in the guidance direction that does not vibrate, the driver's steering operation can be smoothly guided in the guidance direction.

(5) According to the driving operation support apparatus according to the present embodiment, the absolute value | θs _(t2) | of the later steering angle when the time t2 has elapsed since the start of applying the additional reaction force Tp to the steering wheel 1 is the threshold value. When it is smaller than θ2, it is determined that the driver is grasping the steering wheel 1 lightly. Then, the application of the vibrating additional reaction force Tp to the steering wheel 1 is stopped.
In this way, in a situation where the driver does not desire active driving operation support, such as when the driver is lightly grasping the steering wheel 1, by stopping the application of the additional reaction force Tp to the steering wheel 1, Unnecessary power consumption can be avoided.

(6) According to the driving operation support apparatus according to the present embodiment, the time t1 is set to the time from when the additional reaction force Tp starts to be applied to the steering wheel 1 until the first extreme value in vibration is reached. The
In this way, by setting the time until the first extreme value in the vibration is reached as the time t1, if the driver does not hold the steering wheel 1, the absolute value | θs _(t1) | Since θ1 is surely exceeded, the gripping state of the driver can be accurately determined.

(7) According to the driving operation support device according to the present embodiment, the absolute value | θs _(t1) | of the later steering angle when the driver is holding the steering wheel 1, and the driver The absolute value | θs _(t1) | of the later steering angle when not gripping is obtained in advance. The absolute value of the later steering angle when the driver is gripping the steering wheel 1 is larger than the absolute value | θs _(t1) | and the absolute steering angle when the driver is not gripping the steering wheel 1. The threshold θ1 is set in a range smaller than the value | θs _(t1) |.
As described above, the absolute value of the later steering angle when the driver is holding the steering wheel 1 | θs _(t1) | is greater than the absolute value | θs _(t1) | and the later steering angle when the driver is not holding the steering wheel 1. By setting the threshold value θ1 in a range smaller than the absolute value | θs _(t1) |, the gripping state of the driver can be accurately determined.

(8) According to the driving operation support apparatus according to the present embodiment, the additional reaction force Tp starting from a relatively low frequency is set.
Thus, when the additional reaction force Tp starting from a relatively low frequency is set, the admittance when the driver does not hold the steering wheel 1 is larger than when starting from a relatively high frequency. The steering angle θs _(t1) increases quickly. Therefore, it is possible to detect the driver's hand-off state earlier than when starting from a relatively high frequency.

(9) According to the driving operation support apparatus according to the present embodiment, the time t2 is the time from the start of applying the additional reaction force Tp to the steering wheel 1 until the second inflection point in vibration is reached. Set to
In this way, by setting the time to reach the second inflection point in vibration as t2, if the driver holds the steering wheel 1 firmly, the absolute value of the steering angle later | θs _(t2) Since | exceeds the threshold value θ2, it is possible to accurately determine the gripping state of the driver.

(10) According to the driving operation support apparatus according to the present embodiment, the absolute value | θs _(t2) | of the later steering angle when the driver is lightly holding the steering wheel 1 and the driver The absolute value | θs _(t2) | of the later steering angle when firmly grasping is obtained in advance. The absolute value of the later steering angle when the driver is lightly grasping the steering wheel 1 is larger than the absolute value | θs _(t2) | and the absolute steering angle when the driver is holding the steering wheel 1 firmly. The threshold θ2 is set in a range smaller than the value | θs _(t2) |.
As described above, the absolute value of the later steering angle when the driver is grasping the steering wheel 1 | θs _(t2) | is greater than the absolute value | θs _(t2) | and the later steering angle when the driver is firmly holding the steering wheel 1. By setting the threshold value θ2 in a range smaller than the absolute value | θs _(t2) |, the driver's gripping state can be accurately determined.

(11) According to the driving operation support apparatus according to the present embodiment, the additional reaction force Tp is set so that the amplitude is relatively small when facing in the guidance reverse direction and the amplitude is relatively large when facing in the guidance direction. Set.
In this way, when the driver is gripping the steering wheel 1 lightly by setting a relatively small amplitude when facing the reverse direction of the guidance and a relatively large amplitude when facing the guidance direction, The amount by which the steering wheel 1 moves in the guidance direction can be made closer to the amount by which the steering wheel 1 moves in the direction opposite to the guidance.

(12) According to the driving operation support device according to the present embodiment, the addition is performed so that the steering angle θs (change amount) is the same when the additional reaction force Tp is directed in the guidance reverse direction and when it is directed in the guidance direction. An amplitude ratio between the direction opposite to the induction direction and the direction toward the induction direction in the reaction force Tp is set.
In this way, by setting the amplitude ratio between the direction opposite to the guidance reverse direction and the direction toward the guidance direction in the additional reaction force Tp, when the driver gently holds the steering wheel 1, the steering wheel 1 The amount of movement in the guiding direction can be made equal to the amount of movement in the guiding reverse direction.

(13) According to the driving support device according to the present embodiment, the steering wheel 1 that controls the steering angle of the vehicle is used as the driving operator, and the additional reaction force Tp is applied to the steering wheel 1.
Thus, the steering operation of the driver can be guided by using the steering wheel 1 that controls the steering angle of the vehicle as the driving operation element.

(14) According to the driving operation support device according to the present embodiment, route guidance by the navigation system can be set, and the guidance direction can be set according to the set route guidance.
In this way, by setting the guidance direction according to the route guidance, the driving operation support in conjunction with the navigation system 17 provides the driver with the necessary information, and more appropriate and appropriate driving operation. Can be urged.

(15) According to the driving operation support apparatus according to the present embodiment, the steering angle θs of the steering wheel 1 is detected as a state variable.
Thus, by detecting the steering angle θs (change amount) of the steering wheel 1 as a state variable, it is possible to easily determine the gripping state of the driver.

(16) According to the driving operation support method according to the present embodiment, in order to set the guidance direction for guiding the vehicle and to apply the additional reaction force Tp to the steering wheel 1, the guidance direction and the guidance reverse An additional reaction force Tp that changes its direction alternately and vibrates at different frequencies in the guiding direction and the guiding reverse direction is set, and the additional reaction force Tp is applied to the steering wheel 1.
In this way, the disturbance frequency and admittance can be obtained by alternately changing the direction in the guidance direction and the guidance reverse direction and inputting the additional reaction force Tp that vibrates at different frequencies in the guidance direction and the guidance reverse direction to the steering system. Based on the characteristics, it is possible to promptly promote appropriate driving operation.

(17) According to the gripping state determination method according to the present embodiment, in order to set the guidance direction for guiding the vehicle and to apply the additional reaction force Tp to the steering wheel 1, the guidance direction and the guidance reverse An additional reaction force Tp that changes its direction alternately and vibrates at different frequencies in the guiding direction and the guiding reverse direction is set, and the additional reaction force Tp is applied to the steering wheel 1. The gripping state of the driver with respect to the steering wheel 1 is determined according to the steering angle θs of the steering wheel 1 after the application of the additional reaction force Tp to the steering wheel 1.
As described above, the gripping state of the driver by determining the gripping state of the driver with respect to the steering wheel 1 in accordance with the steering angle θs of the steering wheel 1 after starting to apply the additional reaction force Tp to the steering wheel 1. Can be accurately determined.

<< Second Embodiment >>
"Constitution"
In the present embodiment, driving operation support is provided by guiding the driver's steering operation. Especially in a scene where the vehicle travels at a certain vehicle speed and requires only a small amount of operation such as fine adjustment. It encourages proper steering operation.
In the present embodiment, driving operation support is performed by, for example, guiding a steering operation in order to suppress deviation from a traveling lane. Therefore, the surrounding environment recognition device 16 recognizes at least the traffic marking line marked on the road surface, and inputs the distance to the traffic marking line and the posture (angle) with respect to the traffic marking line to the controller 20.
Other device configurations are the same as those of the first embodiment described above.

Next, an additional reaction force setting process executed by the additional reaction force setting unit 24 will be described.
FIG. 12 is a flowchart illustrating an additional reaction force setting process according to the second embodiment.
First, in step S301, the surrounding environment of the host vehicle is recognized. In other words, the road marking line recognized by the surrounding environment recognition device 16 is read.
In subsequent step S302, the steering operation guidance direction is set according to the distance to the traffic lane marking and the attitude (angle) with respect to the traffic lane marking. That is, when leaving the right traffic division line in the travel lane, the steering operation guidance direction is set to the left direction, and when leaving the left traffic division line in the travel lane, the steering operation guidance direction is set to the right direction.

In the subsequent step S303, the additional reaction force Tp is set based on the steering operation guidance direction.
The additional reaction force Tp is a waveform that changes directions alternately in the steering operation guidance direction and the guidance reverse direction, and vibrates at different frequencies in the guidance direction and the guidance reverse direction. That is, based on the frequency and admittance characteristics as described above, the waveform of the additional reaction force Tp that alternately changes the direction of steering operation to the guidance reverse direction is set.

Hereinafter, a specific scene will be described as an example.
FIG. 13 is a diagram illustrating an example of a lane keep.
For example, if a departure tendency of the host vehicle is detected with respect to the left traffic division line in the traveling lane, steering operation in a direction away from the left traffic division line is required, so the steering operation guidance direction is rightward. Is set.
Next, the additional reaction force Tp when the steering operation guidance direction is set to the right as described above and the steering angle θs that changes when the additional reaction force Tp is input will be described.

FIG. 14 is a time chart showing the additional reaction force Tp and the steering angle θs.
First, the additional reaction force Tp when the steering operation guidance direction is set to the right direction will be described.
As described above, the additional reaction force Tp is a waveform that changes its direction alternately in the steering operation guidance direction and the guidance reverse direction, and vibrates at different frequencies in the guidance direction and the guidance reverse direction. Here, a low-frequency waveform with a large amplitude changing in the guiding direction (right direction) and a high-frequency waveform with a small amplitude changing in the reverse direction (left direction) are alternately repeated.

Based on the admittance characteristics according to the above-described frequency, the frequency of the waveform changing in the induction direction (right direction) is set to, for example, about 1 [Hz], and the frequency of the waveform changing in the induction reverse direction (left direction) is set to, for example, 3 [ Hz]. That is, the low frequency when changing in the guiding direction (right direction) is within a range in which a clear difference can be made in admittance between when the driver is firmly holding the steering wheel 1 and when the driver is holding it lightly. Set. Furthermore, as the frequency is lowered, the period is extended and the time is lengthened. Therefore, the frequency is set within a predetermined output range. On the other hand, the high-frequency waveform that changes in the reverse direction of the guidance (left direction) is a range in which there is no clear difference in admittance between when the driver is firmly holding the steering wheel 1 and when the driver is holding it lightly. Set with. That is, the admittance difference between the case where the object is firmly grasped and the case where the object is lightly grasped is set in a range where the difference is smaller than that at the low frequency.

Also, the ratio between the amplitude of the waveform changing in the guiding direction (right direction) and the amplitude of the waveform changing in the reverse direction of guidance (left direction) is, for example, 3: 2. This is because when the driver holds the steering wheel 1 firmly, the steering wheel 1 moves to the same extent in the right and left directions. That is, when the driver holds the steering wheel 1 firmly, the admittance is about 0.02 [rad / Nm] at a low frequency of about 1 [Hz] that changes in the guiding direction (right direction). The amplitude is 3α (α is a constant). In addition, when the driver holds the steering wheel 1 firmly, the admittance is about 0.03 [rad / Nm] at a high frequency of about 3 [Hz] that changes in the reverse direction of guidance (leftward). The amplitude is 2α (α is a constant). Therefore, the product of admittance and amplitude is 0.02 × 3α = 0.06α in the waveform changing in the induction direction (right direction), and the product of admittance and amplitude is in the waveform changing in the induction reverse direction (left direction). 0.03 × 2α = 0.06α, and these coincide with each other, so that the steering angle (change amount) when the periodically changing additional reaction force Tp is input coincides. That is, when the driver holds the steering wheel 1 firmly, even if the additional reaction force Tp is input, the driver vibrates in the vicinity of the initial steering angle immediately before the additional reaction force Tp is input.

In FIG. 14, the low frequency that first changes in the guiding direction (right direction) is set to ¼ cycle, the high frequency that changes in the reverse direction of guidance (left direction) is set to ¼ cycle, and thereafter the guiding direction. Waveforms having a 2/4 period are alternately set in the (right direction) and the reverse guide direction (left direction). In addition, although the low frequency which changes to a guidance direction (right direction) is output here first, the high frequency which changes to a guidance reverse direction (left direction) is output, but it is not limited to this. You may output the high frequency which changes to a guidance reverse direction (left direction) first, and then outputs the low frequency which changes to a guidance direction (right direction). In short, a waveform changing in the guiding direction (right direction) may be set to a low frequency, and a waveform changing in the reverse direction (left direction) may be set to a high frequency.
The additional reaction force Tp set in this way is input to the steering operation system.

Next, the steering angle θs that changes when the additional reaction force Tp as described above is input to the steering operation system will be described.
In FIG. 14, when the driver is firmly holding the steering wheel 1, when it is lightly gripped, and when it is let go, the additional reaction force Tp is input to the steering operation system. The steering angle θs (change amount) is shown.

First, when the driver holds the steering wheel 1 firmly, first, a low-frequency additional reaction force Tp having a large amplitude that changes in the guiding direction (rightward direction) is input for ¼ period. At this low frequency additional reaction force Tp, since the admittance is small, the steering wheel 1 moves only slightly in the guiding direction (right direction). Subsequently, a high-frequency additional reaction force Tp with a small amplitude that changes in the reverse direction of the induction (left direction) is input for 2/4 period. In this high frequency additional reaction force Tp, although the admittance is larger than that at the low frequency, the amplitude is small, so that the steering wheel 1 moves in the reverse direction (left direction) by the same degree as at the low frequency. Thereafter, the additional reaction force Tp that alternately changes in the guiding direction (right direction) and the guiding reverse direction (left direction) is input every 2/4 period. Therefore, as long as the driver holds the steering wheel 1 firmly, even if a low-frequency additional reaction force Tp that changes in the guidance direction (right direction) is input, a high frequency that changes in the reverse direction (left direction) is applied. Even if the reaction force Tp is input, it moves in the same direction in the guiding direction (right direction) and the reverse direction (left direction). The same degree of movement in the guiding direction (right direction) and the reverse guiding direction (left direction) is alternately repeated to vibrate near the initial steering angle immediately before the additional reaction force Tp is input.

Next, when the driver is lightly holding the steering wheel 1, first, a low-frequency additional reaction force Tp having a large amplitude that changes in the guiding direction (right direction) is input for a quarter period. At this low frequency additional reaction force Tp, since the admittance is larger than when grasping firmly, the steering wheel 1 moves more in the guiding direction (rightward) than when grasping firmly. Subsequently, a high-frequency additional reaction force Tp with a small amplitude that changes in the reverse direction of the induction (left direction) is input for 2/4 period. At this high frequency additional reaction force Tp, the admittance is smaller and the amplitude is smaller than at the low frequency, and therefore the steering wheel 1 moves only slightly in the reverse direction of guidance (left direction). Thereafter, the additional reaction force Tp that alternately changes in the guiding direction (right direction) and the guiding reverse direction (left direction) is input every 2/4 period. Therefore, as long as the driver holds the steering wheel 1 lightly, if the low-frequency additional reaction force Tp that changes in the guidance direction (right direction) is input, the steering wheel 1 moves greatly in the guidance direction (right direction) and guidance is performed. When a high-frequency additional reaction force Tp that changes in the reverse direction (left direction) is input, the steering wheel 1 slightly moves in the reverse direction of guidance (left direction). The steering angle θs increases in the guiding direction (right direction) by alternately repeating the large movement in the guiding direction (right direction) and the slight movement in the reverse guiding direction (left direction).

Next, when the driver does not hold the steering wheel 1, that is, when the driver does not let go of the steering wheel 1, a low-frequency additional reaction force Tp having a small amplitude that changes in the guidance direction (right direction) is first input for ¼ period. At this low frequency additional reaction force Tp, since the admittance is larger than when grasping lightly, the steering wheel 1 moves more in the guiding direction (rightward) than when grasping lightly. Subsequently, a high-frequency additional reaction force Tp with a large amplitude that changes in the reverse direction of the induction (left direction) is input for 2/4 period. At this high frequency additional reaction force Tp, although the admittance is smaller than that at the low frequency, there is still a relatively large admittance, so the steering wheel 1 moves in the reverse direction of guidance (left direction). Thereafter, the additional reaction force Tp that alternately changes in the guiding direction (right direction) and the guiding reverse direction (left direction) is input every 2/4 period. Therefore, unless the driver holds the steering wheel 1, when the low-frequency additional reaction force Tp that changes in the guidance direction (right direction) is input, the steering wheel 1 moves greatly in the guidance direction (right direction), and the reverse direction of guidance. When a high-frequency additional reaction force Tp that changes in the (left direction) is input, the steering wheel 1 moves in the reverse direction (left direction) even if it is not as low as the low frequency. The steering angle θs increases in the guiding direction (right direction) by alternately repeating the large movement in the guiding direction (right direction) and the movement in the guiding reverse direction (left direction).

The above is an explanation of the additional reaction force Tp when the steering operation guidance direction is set to the right direction and the steering angle θs that changes when the additional reaction force Tp is input.
In this manner, the directions are alternately changed in the steering direction of the steering operation and the reverse direction of the steering operation, and the additional reaction force Tp that vibrates at different frequencies in the guidance direction and the reverse direction of the guidance is set.
In the subsequent step S304, the directions are alternately changed in the steering operation guidance direction and the guidance reverse direction, and an additional reaction force Tp that vibrates at different frequencies in the guidance direction and the guidance reverse direction is output.

In the subsequent step S305, the steering angle θs at the time when a predetermined time t1 has elapsed from the start of input of the additional reaction force Tp to the steering operation system is read as the later steering angle θs _(t1) . As shown in FIG. 14, the time t1 corresponds to the time from the start of input of the additional reaction force Tp to the steering operation system to the first extreme value. Here, since an additional reaction force Tp having a low frequency of about 1 [Hz], which first changes in the guiding direction (rightward), is input for ¼ period, it is about 0.25 [sec].
In subsequent step S306, it is determined whether or not the later steering angle θs _(t1) is the guiding direction (right direction) and the absolute value | θs _(t1) | of the later steering angle is larger than a predetermined threshold θ1. .

The threshold value θ1 is the absolute value of the steering angle at a later time when the driver gently holds the steering wheel 1 when a low-frequency additional reaction force Tp that changes in the guiding direction (rightward direction) is input | θs _{(t1 )} Greater than | and set in a range smaller than the absolute value | θs _(t1) | of the later steering angle when the driver does not hold the steering wheel 1. Here, the absolute value | θs _(t1) | of the later steering angle when the steering wheel 1 is lightly gripped is about 0.03 as shown in FIG. 14, and the steering wheel 1 is not gripped. The absolute value of the steering angle at the later time | θs _(t1) | is about 0.16. Therefore, the threshold value θ1 is set to about 0.09 as an intermediate value so that 0.03 <θ1 <0.16, for example.

Here, when the later steering angle θs _(t1) is in the guiding direction (rightward) and the absolute value | θs _(t1) | of the later steering angle is larger than the threshold value θ1, the driver holds the steering wheel 1. If it is determined that there is not, the process proceeds to step S307. On the other hand, when the later steering angle θs _(t1) is in the reverse direction of guidance (leftward), or the absolute value | θs _(t1) | The process proceeds to step S308.

In step S307, in order to stop the input of the additional reaction force Tp to the steering operation system, the additional reaction force Tp is reset to 0 and then returns to a predetermined main program.
In step S308, the steering angle θs at the time when a predetermined time t2 has elapsed since the input of the additional reaction force Tp to the steering operation system is read as a later steering angle θs _(t2) . As shown in FIG. 14, the time t2 corresponds to the time from the start of input of the additional reaction force Tp to the steering operation system to the second inflection point. An inflection point is a point where the direction of the curve changes in the curve, that is, a point where the convex shape in the guiding direction (right direction) and the convex state in the reverse direction (left direction) change in the waveform. It is. Here, an additional reaction force Tp having a low frequency of about 1 [Hz] that changes in the induction direction (right direction) is first input for ¼ period, and subsequently changes in the reverse direction (left direction) of 3 [ [Additional reaction force Tp with a low frequency of about Hz] is input for 2/4 cycles, and then the additional reaction force Tp with a low frequency of about 1 [Hz] that changes in the guiding direction (rightward) is applied to the 1/4 cycle. Enter only minutes. Therefore, about 0.25 [sec] + about 0.165 [sec] + about 0.25 [sec] = about 0.665 [sec].

In subsequent step S309, it is determined whether or not the later steering angle θs _(t2) is in the reverse direction (left direction) and the absolute value | θs _(t2) | of the later steering angle is greater than a predetermined threshold θ2. To do.
The threshold θ2 is larger than the absolute value | θs _(t2) | of the later steering angle when the driver firmly holds the steering wheel 1 when the additional reaction force Tp is input to the steering operation system, and the driving It is set in a range smaller than the absolute value | θs _(t2) | of the steering angle at a later time when the person gently holds the steering wheel 1. Here, the absolute value | θs _(t2) | of the later steering angle when the steering wheel 1 was firmly held was, for example, about 0 as shown in FIG. 14, and the steering wheel 1 was lightly gripped. The absolute value | θs _(t2) | of the later steering angle is, for example, about 0.04 as shown in FIG. Therefore, the threshold θ2 is set to about 0.02 as an intermediate value so that the relationship 0 <θ2 <0.04 is satisfied.

Here, when the later steering angle θs _(t1) is in the reverse direction of guidance (leftward) and the absolute value | θs _(t2) | of the later steering angle is larger than the threshold θ2, the driver gently turns the steering wheel 1 It means holding. Accordingly, it is determined that guidance by driving operation support is accepted or desired, and the process proceeds to step S310. On the other hand, when the later steering angle θs _(t2) is in the guiding direction (rightward), or when the absolute value | θs _(t2) | Means that Therefore, it is determined that the guidance by the driving operation support is not accepted or not desired, and the process proceeds to step S307.
In step S310, the output of the additional reaction force Tp that vibrates by alternately changing the direction in the guidance direction and the reverse direction of the guidance is stopped, and the additional reaction force Tp in the guidance direction (right direction) that does not vibrate is replaced. To the predetermined main program.

<Action>
Next, the operation of the second embodiment will be described.
Here, the case where the deviation tendency of the own vehicle is detected with respect to the left traffic division line in the traveling lane will be described as an example (see FIG. 13).
First, a traffic lane marking on the road surface is recognized (step S301), and a steering operation guidance direction is set according to the distance to the traffic lane marking and the posture (angle) with respect to the traffic lane marking (step S302). Here, the steering direction is set to the right direction because of the tendency to deviate from the left traffic line. Then, the directions are alternately changed to the steering operation guidance direction and the guidance reverse direction, and an additional reaction force Tp that vibrates at different frequencies in the guidance direction and the guidance reverse direction is set (step S303). Output (step S304).

In lane keeping operation, the vehicle generally travels at a certain vehicle speed, and a slight operation amount of fine adjustment is sufficient. In such a scene, the driver tends to grasp the steering wheel 1 lightly. That is, the time when the driver gently holds the steering wheel 1 is when the driver needs active information, and the driving operation support for guiding the steering operation becomes effective.

Therefore, an additional reaction force Tp is set so that the steering operation can be guided in the guiding direction when the driver is grasping the steering wheel 1 lightly. Specifically, an additional reaction force Tp that alternately repeats a low-frequency waveform with a large amplitude that changes in the guiding direction (right direction) and a high-frequency waveform with a small amplitude that changes in the guiding reverse direction (left direction). Set. This is determined in accordance with the characteristics of disturbance frequency and admittance (FIG. 8), and the driver gently holds the steering wheel 1 by inputting such an additional reaction force Tp to the steering operation system. Sometimes, the steering angle θ can be guided in the guiding direction (right direction). Further, when the driver holds the steering wheel 1 firmly, the steering angle θs is in the guidance direction (right direction) and the guidance reverse direction (left direction) in the vicinity of the initial steering angle immediately before the additional reaction force Tp is input. Will swing alternately. Further, when the driver is not gripping the steering wheel 1, the steering angle θs greatly swings in the guidance direction (right direction).

In the present embodiment, the steering operation is guided in the guiding direction only when the driver is lightly grasping the steering wheel 1, and when the driver is firmly grasping the steering wheel 1, and when the driver is steering wheel. When it is not grasping 1, steering guidance is stopped.
Therefore, the gripping state of the driver with respect to the steering wheel 1 is determined.

First, the steering angle θs at the time when a predetermined time t1 has elapsed from the start of input of the additional reaction force Tp to the steering operation system is detected as the later steering angle θs _(t1) (step S305), and the later steering angle θs _{(t1). )} Is larger than a predetermined threshold value θ1 (step S306). At this time, if the absolute value | θs _(t1) | of the steering angle at a later time is larger than the threshold value θ1, it is determined that the driver is not grasping the steering wheel 1, and the application of the additional reaction force Tp is stopped (step S307). . As described above, in a situation where the driver does not hold the steering wheel 1 and the driver's steering operation cannot be guided, the application of the additional reaction force Tp to the steering wheel 1 is stopped, thereby causing a large fluctuation of the steering angle θs. And unnecessary power consumption can be avoided.

Further, the steering angle θs at the time when a predetermined time t2 has elapsed from the start of input of the additional reaction force Tp to the steering operation system is detected as the later steering angle θs _(t2) (step S308), and the absolute value of the later steering angle is detected. It is determined whether or not | θs _(t2) | is larger than a predetermined threshold θ2 (step S309). At this time, if the absolute value | θs _(t2) | of the steering angle at a later time is equal to or smaller than the threshold value θ2, it is determined that the driver is firmly holding the steering wheel 1, and the application of the additional reaction force Tp is stopped (step S307). ). Thus, when the driver holds the steering wheel 1 firmly, it is considered that there is a high possibility of intentional lane change. That is, since the driver does not want to actively support driving operation, the intention of the driver is given priority and unnecessary power consumption is avoided by stopping the application of the additional reaction force Tp to the steering wheel 1. it can.

Then, when the absolute value | θs _(t1) | of the later steering angle is equal to or smaller than the threshold value θ1, and the absolute value | θs _(t2) | It is determined that the vehicle is gripped, and the driver's steering operation is further guided in the guidance direction (step S310). Specifically, the output is switched from the output of the additional reaction force Tp that alternately vibrates in the guidance direction and the reverse direction to the additional reaction force Tp in the guidance direction (right direction) that does not vibrate. By inputting the additional reaction force Tp in the guidance direction (right direction) without vibration to the steering operation system, the driver's steering operation can be smoothly guided in the guidance direction (right direction). Thereby, effective driving operation support can be performed in a scene where the driver needs active information.

The time t2 for detecting the steering angle θs _(t2) at a later time is the time from the start of applying the additional reaction force Tp to the steering wheel 1 until the second inflection point in vibration is reached. Thus, at the inflection point of the vibration waveform, the later steering angle θs _(t2) when the driver firmly holds the steering wheel 1 is in the vicinity of the initial steering angle just before the additional reaction force Tp is input (see FIG. 14 is substantially 0). Therefore, the absolute value | θs _(t2) | of the later steering angle when the driver holds the steering wheel 1 firmly and the absolute value | θs of the later steering angle when the driver holds the steering wheel 1 lightly. _{(T2) This} is the time when | Therefore, by setting the time to reach the second inflection point in vibration as t2, it is possible to accurately determine whether the driver is grasping the steering wheel 1 lightly or firmly. That is, if the driver holds the steering wheel 1 lightly, the absolute value | θs _(t2) | of the steering angle at a later time surely exceeds the threshold value θ2, so that the driver's gripping state can be accurately determined.

Further, the additional reaction force Tp is set so as to have a relatively large amplitude when facing the guiding direction (right direction) and a relatively small amplitude when facing the guiding reverse direction (left direction). This is because when the driver holds the steering wheel 1 firmly, the steering wheel 1 moves to the same extent in the left direction and the right direction. That is, if the product of the admittance and amplitude of the waveform changing in the induction direction (right direction) and the product of the admittance and amplitude of the waveform changing in the induction reverse direction (left direction) are made the same, the additional reaction force Tp is generated in the induction direction. The steering angle θs (amount of change) becomes the same when facing the direction and the direction opposite to the guidance. That is, when the driver firmly holds the steering wheel 1, even if the additional reaction force Tp is input, the driver vibrates in the vicinity of the initial steering angle immediately before the additional reaction force Tp is input. This suppresses the steering angle θs from deviating (single-flowing) from the initial steering angle when the driver firmly holds the steering wheel 1 and does not want to actively guide the steering operation. Can do.
Other operations are the same as those in the first embodiment described above.

"effect"
Next, the effect of the main part in 2nd Embodiment is described.
(1) According to the driving operation support device according to the present embodiment, two different frequencies are set in advance, and the vibrations are relatively low when facing the guiding direction and are relatively when facing the guiding reverse direction. An additional reaction force Tp that vibrates at a high frequency is set.
In this way, by lowering the frequency when heading in the guidance direction and increasing the frequency when heading in the reverse direction of the guidance, the vehicle travels at a certain vehicle speed based on the characteristics of the disturbance frequency and admittance, Appropriate steering operation can be promoted in a scene where a slight operation amount of fine adjustment is required.

(2) According to the driving operation support apparatus according to the present embodiment, the absolute value | θs _(t2) | of the later steering angle when the driver firmly holds the steering wheel 1 The absolute value | θs _(t2) | of the later steering angle when lightly grasping is obtained in advance. The absolute value of the later steering angle when the driver firmly holds the steering wheel 1 is larger than the absolute value | θs _(t2) | The threshold θ2 is set in a range smaller than the value | θs _(t2) |.
As described above, the absolute value of the later steering angle when the driver firmly holds the steering wheel 1 | θs _(t2) | is greater than the absolute value | θs _(t2) | By setting the threshold value θ2 in a range smaller than the absolute value | θs _(t2) |

(3) According to the driving operation support device according to the present embodiment, the addition is performed so that the steering angle θs (change amount) is the same when the additional reaction force Tp is directed in the guidance direction and when it is directed in the reverse direction. An amplitude ratio between the direction of the reaction force Tp in the induction direction and the direction in the reverse direction of the induction is set.
In this way, by setting the amplitude ratio between the direction of the additional reaction force Tp in the guidance direction and the direction in the guidance reverse direction, when the driver holds the steering wheel 1 firmly, the steering wheel 1 The amount of movement in the guiding direction can be made equal to the amount of movement in the guiding reverse direction.

<< Third Embodiment >>
"Constitution"
In the present embodiment, driving operation support is performed by guiding a steering operation during parking, and the process of step S202 in the first embodiment described above will be specifically described.
Therefore, the device configuration is the same as that of the first embodiment described above.
Hereinafter, the additional reaction force setting process executed by the additional reaction force setting unit 24 will be described.
Here again, an example will be described in which a target trajectory for reversing and parking the vehicle is set for the parking frame located diagonally left rear of the host vehicle, and the steering operation guidance direction is set to the left ( (See FIG. 9). Detailed description of portions common to the first embodiment described above will be omitted.

FIG. 15 is a flowchart illustrating an additional reaction force setting process according to the third embodiment.
First, in step S401, the surrounding environment of the host vehicle is recognized. That is, the road parking frame recognized by the surrounding environment recognition device 16 is read.
In subsequent step S402, the center position in the parking frame is set as the target parking position of the host vehicle, and the target parking position is determined from the current position of the host vehicle based on the distance to the target parking position and the posture (angle) with respect to the parking frame. Set the target trajectory up to.

In the subsequent step S403, the steering operation guidance direction and the target operation amount are set according to the vehicle speed V and the target track of the host vehicle. That is, when the target trajectory is in the left direction, the steering operation guidance direction is set to the left direction, and the target operation amount according to the target trajectory is set. Further, when the target trajectory is in the right direction, the steering operation guidance direction is set to the right direction, and the target operation amount according to the target trajectory is set.
In the subsequent step S404, the deviation between the current position of the host vehicle and the target track is calculated.
In subsequent step S405, the guide direction and the target operation amount are corrected (reset) according to the deviation.
In the subsequent step S406, the additional reaction force Tp is set based on the steering operation guidance direction.

The additional reaction force Tp is a waveform that changes directions alternately in the steering operation guidance direction and the guidance reverse direction, and vibrates at different frequencies in the guidance direction and the guidance reverse direction. Here, a low-frequency waveform with a small amplitude that changes in the reverse direction of the induction (right direction) and a high-frequency waveform with a large amplitude that changes in the induction direction (left direction) are alternately repeated.
In the subsequent step S407, the direction is alternately changed in the steering direction of the steering operation and the reverse direction of the steering operation, and an additional reaction force Tp that vibrates at different frequencies in the guidance direction and the reverse direction of the guidance is output.

In the subsequent step S408, the steering angle θs at the time when a predetermined time t1 has elapsed from the start of input of the additional reaction force Tp to the steering operation system is read as the later steering angle θs _(t1) .
In subsequent step S409, it is determined whether or not the later steering angle θs _(t1) is in the reverse direction (right direction) and the absolute value | θs _(t1) | of the later steering angle is larger than a predetermined threshold θ1. To do. Here, when the later steering angle θs _(t1) is in the reverse direction (right direction) and the absolute value | θs _(t1) | of the later steering angle is larger than the threshold value θ1, the driver holds the steering wheel 1. If not, the process proceeds to step S410. On the other hand, when the later steering angle θs _(t1) is in the guiding direction (leftward), or when the absolute value | θs _(t1) | of the later steering angle is equal to or smaller than the threshold θ1, the driver holds the steering wheel 1. And the process proceeds to step S411.

In step S410, in order to stop the input of the additional reaction force Tp to the steering operation system, the additional reaction force Tp is reset to 0 and then the process returns to a predetermined main program.
In step S411, the steering angle θs at the time when a predetermined time t2 has elapsed since the input of the additional reaction force Tp to the steering operation system is read as a later steering angle θs _(t2) .

In subsequent step S412, it is determined whether or not the later steering angle θs _(t2) is in the guiding direction (leftward) and the absolute value | θs _(t2) | of the later steering angle is larger than a predetermined threshold θ2. . Here, when the steering angle θs _(t1) at the later time is the guiding direction (leftward) and the absolute value | θs _(t2) | Means that Therefore, it is determined that guidance by driving operation support is accepted or desired, and the process proceeds to step S412. On the other hand, when the later steering angle θs _(t2) is in the reverse direction (right direction), or when the absolute value | θs _(t2) | of the later steering angle is equal to or smaller than the threshold θ2, the driver holds the steering wheel 1. Means you quit or hold lightly. Therefore, it is determined that guidance by driving operation support is not accepted or not desired, and the process proceeds to step S410.
In step S413, the output of the additional reaction force Tp that vibrates by alternately changing the direction in the guidance direction and the reverse direction of the guidance is stopped, and the additional reaction force Tp in the guidance direction (left direction) that does not vibrate is replaced. And then return to a predetermined main program.

<Action>
Next, the operation of the third embodiment will be described.
Here, a case where the vehicle is retracted and parked with respect to a parking frame located diagonally left rear of the host vehicle will be described as an example (see FIG. 9).
First, a parking frame on the road surface is recognized (step S401), a target trajectory from the current position of the host vehicle to the parking frame is set (step S402), and a steering operation guidance direction according to the target trajectory is set (step S403). ). Here, since the target trajectory is in the left direction, the steering operation guidance direction is set in the left direction. Then, the deviation between the current position of the host vehicle and the target track is calculated (step S404), and the guidance direction and the target operation amount are set again according to the deviation (step S405). Then, the direction is alternately changed to the steering operation guidance direction and the guidance reverse direction, and an additional reaction force Tp that vibrates at different frequencies in the guidance direction and the guidance reverse direction is set (step S406). Output (step S407).
Other operations are the same as those in the first embodiment described above.

"effect"
Next, the effect of the main part in 3rd Embodiment is described.
(1) According to the driving operation support apparatus according to the present embodiment, the target trajectory from the current position of the host vehicle to the parking position is set, and the guidance direction is set according to the set target trajectory.
In this way, by setting the guidance direction according to the target trajectory, it is possible to positively give information required by the driver during parking operation and to promptly more appropriately drive the appropriate driving operation.

<< 4th Embodiment >>
"Constitution"
In the present embodiment, driving operation support is performed by guiding a steering operation in order to suppress deviation from the driving lane, and the processing in step S302 in the second embodiment described above will be specifically described. Is.
Therefore, the device configuration is the same as that of the second embodiment described above.
Hereinafter, the additional reaction force setting process executed by the additional reaction force setting unit 24 will be described.
Here again, an example will be described in which a lane departure tendency to the left is detected and the steering operation guidance direction is set to the right (see FIG. 13). Note that detailed description of portions common to the second embodiment described above is omitted.

FIG. 16 is a flowchart illustrating an additional reaction force setting process according to the fourth embodiment.
First, in step S501, the surrounding environment of the host vehicle is recognized. In other words, the road marking line recognized by the surrounding environment recognition device 16 is read.
In the subsequent step S502, an estimated lateral position d, which is the vehicle position after a predetermined time with respect to the target track, is calculated according to the vehicle speed V, the distance to the traffic lane marking, and the attitude (angle) with respect to the traffic lane marking. The target track is a track along the traffic division line passing through the center in the width direction in the travel lane (vehicle lane).

In subsequent step S503, it is determined whether or not the absolute value | d | of the estimated lateral position is larger than a predetermined threshold value ds. Here, when the absolute value | d | of the estimated lateral position is less than a predetermined threshold value ds, it is determined that the steering operation guidance by the driving operation support is unnecessary, and the process proceeds to step S504. On the other hand, when the absolute value | d | of the estimated lateral position is larger than a predetermined threshold value ds, it is determined that steering operation guidance by driving operation support is necessary, and the process proceeds to step S505.

In step S504, in order to stop the input of the additional reaction force Tp to the steering operation system, the additional reaction force Tp is reset to 0 and then returns to a predetermined main program.
In step S505, the steering operation guidance direction and the target operation amount are set according to the absolute value | d | of the estimated lateral position. That is, the direction in which the absolute value | d | of the estimated lateral position becomes smaller is set as the steering operation guiding direction, and the target operation amount is set larger as the estimated lateral position | d | For example, if the estimated lateral position is to the left of the target trajectory, there is a tendency to deviate to the left, so the steering operation guidance direction is set to the right direction. The steering operation guidance direction is set to the left direction.

In the subsequent step S506, an additional reaction force Tp is set based on the steering operation guidance direction.
The additional reaction force Tp is a waveform that changes directions alternately in the steering operation guidance direction and the guidance reverse direction, and vibrates at different frequencies in the guidance direction and the guidance reverse direction. Here, a low-frequency waveform with a large amplitude changing in the guiding direction (right direction) and a high-frequency waveform with a small amplitude changing in the reverse direction (left direction) are alternately repeated.

In the subsequent step S507, the directions are alternately changed in the steering operation guidance direction and the guidance reverse direction, and an additional reaction force Tp that vibrates at different frequencies in the guidance direction and the guidance reverse direction is output.
In the subsequent step S508, the steering angle θs at the time when a predetermined time t1 has passed after the input of the additional reaction force Tp to the steering operation system is read as the steering angle θs _(t1) later.

In the subsequent step S509, it is determined whether or not the later steering angle θs _(t1) is in the guiding direction (right direction) and the absolute value | θs _(t1) | of the later steering angle is larger than a predetermined threshold θ1. . Here, when the later steering angle θs _(t1) is in the guiding direction (rightward) and the absolute value | θs _(t1) | of the later steering angle is larger than the threshold value θ1, the driver holds the steering wheel 1. If it is determined that there is not, the process proceeds to step S504. On the other hand, when the later steering angle θs _(t1) is in the reverse direction of guidance (leftward), or when the absolute value | θs _(t1) | of the later steering angle is equal to or less than the threshold value θ1, the driver holds the steering wheel 1. The process proceeds to step S510.
In step S510, the steering angle θs at the time when a predetermined time t2 has elapsed from the start of input of the additional reaction force Tp to the steering operation system is read as the steering angle θs _(t2) at a later time.

In the subsequent step S511, it is determined whether or not the later steering angle θs _(t2) is in the reverse direction (left direction) and the absolute value | θs _(t2) | of the later steering angle is greater than a predetermined threshold θ2. To do. Here, when the later steering angle θs _(t1) is in the reverse direction of guidance (leftward) and the absolute value | θs _(t2) | of the later steering angle is larger than the threshold θ2, the driver gently turns the steering wheel 1 It means holding. Therefore, it is determined that guidance by driving operation support is accepted or desired, and the process proceeds to step S511. On the other hand, when the later steering angle θs _(t2) is in the guiding direction (rightward) or the absolute value | θs _(t2) | Means that Therefore, it is determined that the guidance by the driving operation support is not accepted or not desired, and the process proceeds to step S504.
In step S512, the output of the additional reaction force Tp that oscillates by alternately changing the direction in the guidance direction and the guidance reverse direction is stopped, and the additional reaction force Tp in the guidance direction (right direction) that does not vibrate is replaced. To the predetermined main program.

<Action>
Next, the operation of the fourth embodiment will be described.
Here, the case where the deviation tendency of the own vehicle is detected with respect to the left traffic division line in the traveling lane will be described as an example (see FIG. 13).
First, a road marking line is recognized (step S501), an estimated lateral position d after a predetermined time with respect to the target trajectory is calculated (step S502), and the absolute value | d | of the estimated lateral position is determined from a predetermined threshold value ds. It is determined whether it is larger (step S503). If the absolute value | d | of the estimated lateral position is greater than a predetermined threshold value ds, the direction in which the absolute value | d | of the estimated lateral position is reduced is set as the steering operation guiding direction, and the absolute value of the estimated lateral position is determined. The larger the value | d | is, the larger the target operation amount is set (step S505). Here, the steering direction is set to the right direction because of the tendency to deviate from the left traffic line. Then, the directions are alternately changed to the steering operation guidance direction and the guidance reverse direction, and an additional reaction force Tp that vibrates at different frequencies in the guidance direction and the guidance reverse direction is set (step S506). Output (step S507).
Other operations are the same as those in the second embodiment described above.

"effect"
Next, the effect of the main part in 4th Embodiment is described.
(1) According to the driving operation support apparatus according to the present embodiment, the relative relationship between the own vehicle and the traffic lane marking is detected, and the guidance direction is set according to the detected relative relationship with the traffic lane marking.
As described above, when the lane keeping operation is performed along the traveling lane, the information required by the driver can be positively given, and an appropriate driving operation can be promoted more actively.

<< 5th Embodiment >>
"Constitution"
In the present embodiment, driving operation support is performed by guiding a steering operation in order to suppress contact with an object existing around the host vehicle. Therefore, the surrounding environment recognition device 16 has, for example, a laser radar at the front part of the vehicle body and the rear part of the vehicle body, and determines the distance to an object existing in front and side of the own vehicle and an object existing in the rear and side of the own vehicle. Recognize and input to controller 20.

Other device configurations are the same as those of the second embodiment described above.
In the present embodiment, for example, a scene is assumed in which an obstacle is detected and the lane change is stopped when the host vehicle tries to change the lane. That is, in a scene where the vehicle travels at a certain vehicle speed and only a small amount of operation with a fine adjustment is required, an appropriate steering operation is urged, and thus the same processing as in the second embodiment described above is performed.

Hereinafter, the additional reaction force setting process executed by the additional reaction force setting unit 24 will be described.
Here, for example, when the host vehicle is about to enter the adjacent lane on the left side, a vehicle approaching from the left rear is detected, and the steering operation guidance direction is set to the right direction. Note that detailed description of portions common to the second embodiment described above is omitted.

FIG. 17 is a flowchart illustrating an additional reaction force setting process according to the fifth embodiment.
First, in step S601, the surrounding environment of the host vehicle is recognized. That is, the distance to the surrounding object recognized by the surrounding environment recognition device 16 is read.
In the subsequent step S602, the vehicle position after a predetermined time is calculated based on the vehicle speed V, the steering angle θs, the lateral acceleration Gy, the yaw rate γ, and the like.
In a succeeding step S603, it is determined whether or not an obstacle exists at the vehicle position after a predetermined time. Here, when there is no obstacle at the vehicle position after a predetermined time, it is determined that the steering operation guidance by the driving operation support is unnecessary, and the process proceeds to step S604. On the other hand, if there is an obstacle at the vehicle position after a predetermined time, it is determined that steering operation guidance by driving operation support is necessary, and the process proceeds to step S605.

In step S604, in order to stop the input of the additional reaction force Tp to the steering operation system, the additional reaction force Tp is reset to 0 and then returns to a predetermined main program.
In step S605, the steering operation guidance direction and the target operation amount are set according to the distance from the obstacle at the vehicle position that arrives after a predetermined time. That is, the direction away from the obstacle is set as the steering operation guiding direction, and the target operation amount is set larger as the distance from the obstacle is shorter. For example, if an obstacle is detected when the host vehicle is about to enter the left adjacent lane, the steering operation guidance direction is set to the right direction and the host vehicle is about to enter the right adjacent lane. Is detected, the steering operation guidance direction is set to the left direction.

In the subsequent step S606, the additional reaction force Tp is set based on the steering operation guidance direction.
The additional reaction force Tp is a waveform that changes directions alternately in the steering operation guidance direction and the guidance reverse direction, and vibrates at different frequencies in the guidance direction and the guidance reverse direction. Here, a low-frequency waveform with a large amplitude changing in the guiding direction (right direction) and a high-frequency waveform with a small amplitude changing in the reverse direction (left direction) are alternately repeated.

In the subsequent step S607, the direction is alternately changed in the steering direction of the steering operation and the reverse direction of the steering operation, and an additional reaction force Tp that vibrates at different frequencies in the guidance direction and the reverse direction of the guidance is output.
In the subsequent step S608, the steering angle θs at the time when a predetermined time t1 has elapsed from the start of input of the additional reaction force Tp to the steering operation system is read as the steering angle θs _(t1) at a later time.

In subsequent step S609, it is determined whether or not the later steering angle θs _(t1) is in the guiding direction (right direction) and the absolute value | θs _(t1) | of the later steering angle is larger than a predetermined threshold θ1. . Here, when the later steering angle θs _(t1) is in the guiding direction (right direction) and the absolute value | θs _(t1) | of the later steering angle is larger than the threshold θ1, the driver holds the steering wheel 1. If it is not determined, the process proceeds to step S604. On the other hand, when the later steering angle θs _(t1) is in the reverse direction of guidance (leftward), or when the absolute value | θs _(t1) | of the later steering angle is equal to or less than the threshold value θ1, the driver holds the steering wheel 1. The process proceeds to step S610.
In step S610, the steering angle θs at the time when a predetermined time t2 has passed after the input of the additional reaction force Tp to the steering operation system is read as the steering angle θs _(t2) at a later time.

In subsequent step S611, it is determined whether or not the later steering angle θs _(t2) is in the reverse direction of guidance (leftward), and the absolute value | θs _(t2) | of the later steering angle is larger than a predetermined threshold θ2. To do. Here, when the later steering angle θs _(t1) is in the reverse direction of guidance (leftward) and the absolute value | θs _(t2) | of the later steering angle is larger than the threshold θ2, the driver gently turns the steering wheel 1 It means holding. Therefore, it is determined that guidance by driving operation support is accepted or desired, and the process proceeds to step S611. On the other hand, when the later steering angle θs _(t2) is in the guiding direction (rightward), or when the absolute value | θs _(t2) | Means that Therefore, it is determined that guidance by driving operation support is not accepted or desired, and the process proceeds to step S604.
In step S612, the output of the additional reaction force Tp that vibrates by alternately changing the direction in the guidance direction and the reverse direction of the guidance is stopped, and the additional reaction force Tp in the guidance direction (right direction) that does not vibrate is replaced. And then return to a predetermined main program.

<Action>
Next, the operation of the fifth embodiment will be described.
Here, a scene is assumed in which an obstacle is detected when the host vehicle tries to change lanes, and the lane change is stopped.
First, the distance to the distance to the surrounding object is recognized (step S601), the vehicle position after a predetermined time is calculated (step S602), and it is determined whether there is an obstacle at the vehicle position after the predetermined time. (Step S603). When there is an obstacle at the vehicle position after a predetermined time, the direction away from the obstacle is set as the steering operation guiding direction, and the target operation amount is set larger as the distance from the obstacle is shorter ( Step S605). Here, an obstacle is detected when the host vehicle is about to enter the left adjacent lane, and the steering operation guidance direction is set to the right direction. Then, the direction is alternately changed to the steering operation guidance direction and the guidance reverse direction, and an additional reaction force Tp that vibrates at different frequencies in the guidance direction and the guidance reverse direction is set (step S606). Tp is output (step S607).
Other operations are the same as those in the second embodiment described above.

"effect"
Next, the effect of the principal part in 5th Embodiment is described.
(1) According to the driving operation support apparatus according to the present embodiment, the relative relationship between the host vehicle and an object existing around the host vehicle is detected, and the guidance direction is set according to the relative relationship with the detected object. .
In this way, by setting the guidance direction according to the relative relationship with the objects existing around the host vehicle, the driver is required when traveling in the presence of an object that can be an obstacle around the host vehicle. give information to positively, can be promoted more actively proper driving operation.

<< 6th Embodiment >>
"Constitution"
In the present embodiment, the gripping state of the steering wheel 1 is determined in accordance with the change in the yaw rate γ since the input of the additional reaction force Tp to the steering operation system.
The apparatus configuration is the same as that of the first embodiment described above.
Hereinafter, the additional reaction force setting process executed by the additional reaction force setting unit 24 will be described.
Here again, an example will be described in which a target trajectory for reversing and parking the vehicle is set for the parking frame located diagonally left rear of the host vehicle, and the steering operation guidance direction is set to the left ( (See FIG. 9). Detailed description of portions common to the first embodiment described above will be omitted.

FIG. 18 is a flowchart illustrating an additional reaction force setting process according to the sixth embodiment.
First, in step S701, the surrounding environment of the host vehicle is recognized. That is, the road parking frame recognized by the surrounding environment recognition device 16 is read.
In subsequent step S702, a target trajectory from the current position of the host vehicle to the target parking position is set based on the distance to the parking frame, that is, the target parking position and the attitude (angle) with respect to the parking frame, and the target trajectory is followed. Sets the steering operation guidance direction. That is, when the target track is the left direction, the steering operation guidance direction is set to the left direction, and when the target track is the right direction, the steering operation guidance direction is set to the right direction.

In the subsequent step S703, the additional reaction force Tp is set based on the steering operation guidance direction.
The additional reaction force Tp is a waveform that changes directions alternately in the steering operation guidance direction and the guidance reverse direction, and vibrates at different frequencies in the guidance direction and the guidance reverse direction. Here, a low-frequency waveform with a small amplitude that changes in the reverse direction of the induction (right direction) and a high-frequency waveform with a large amplitude that changes in the induction direction (left direction) are alternately repeated.

In the subsequent step S704, the directions are alternately changed in the steering direction of the steering operation and the reverse direction of the steering operation, and the additional reaction force Tp that vibrates at different frequencies in the guidance direction and the reverse direction of the guidance is output.
In the subsequent step S705, the yaw rate γ at the time when a predetermined time t1 has passed after the input of the additional reaction force Tp to the steering operation system is read as the yaw rate γ _(t1) later.
In the subsequent step S706, it is determined whether or not the subsequent yaw rate γ _(t1) is in the reverse direction (right direction) and the absolute value | γ _(t1) | of the subsequent yaw rate is greater than a predetermined threshold γ1.

Threshold γ1, if you enter the additional reaction force Tp of the low-frequency changes in the induced opposite direction (right direction), the absolute value of the later time the yaw rate when the driver had gripped lightly steering wheel 1 | gamma _{(t1 ) |} greater than, and the driver absolute value of the later time yaw rate when not holding the steering wheel 1 | gamma _{(t1) |} sets a smaller range than. Here, the absolute value | γ _(t1) | of the later yaw rate when the steering wheel 1 is lightly held is the yaw rate value that occurs when the steering angle θs is about 0.03 (see FIG. 10), for example. γ _(0.03) , and the absolute value of the yaw rate at a later time | γ _(t1) | when the steering wheel 1 is not being gripped means that the steering angle θs is about 0.16 (see FIG. 10) The generated yaw rate value γ _(0.16) . Therefore, the threshold value γ1 is set such that the steering angle θs is, for example, about 0.09 (see FIG. 10), for example, as an intermediate value so that γ _(0.03) <γ1 <γ _(0.16) . The yaw rate value γ _(0.09) that occurs sometimes is set.

Here, when the later yaw rate γ _(t1) is in the reverse direction (right direction) and the absolute value | γ _(t1) | of the later yaw rate is larger than the threshold γ1, the driver does not hold the steering wheel 1. And the process proceeds to step S707. On the other hand, when the later yaw rate γ _(t1) is in the guiding direction (leftward), or the absolute value | γ _(t1) | of the later yaw rate is equal to or less than the threshold γ1, it is determined that the driver is holding the steering wheel 1. Then, the process proceeds to step S708.

In step S707, in order to stop the input of the additional reaction force Tp to the steering operation system, the additional reaction force Tp is reset to 0 and then returns to a predetermined main program.
In step S708, the yaw rate γ at the time when a predetermined time t2 has elapsed after the input of the additional reaction force Tp to the steering operation system is read as the yaw rate γ _(t2) later.
In the subsequent step S709, it is determined whether or not the subsequent yaw rate γ _(t2) is in the guiding direction (left direction) and the absolute value | γ _(t2) | of the subsequent yaw rate is larger than a predetermined threshold γ2.

The threshold γ2 is larger than the absolute value | γ _(t2) | of the later yaw rate when the driver gently holds the steering wheel 1 when the additional reaction force Tp is input to the steering operation system, and the driver Is set in a range smaller than the absolute value | γ _(t2) | of the yaw rate at a later time when the steering wheel 1 is firmly held. Here, the absolute value | γ _(t2) | of the later yaw rate when the steering wheel 1 is lightly gripped is the yaw rate value γ _{( 0)} , and the absolute value of the later yaw rate when holding the steering wheel 1 | γ _(t2) | is a yaw rate value that occurs when the steering angle θs is, for example, about 0.04 (see FIG. 10). γ _(0.04) . Therefore, the threshold value γ2 is, for example, an intermediate value when the steering angle θs is, for example, about 0.02 (see FIG. 10) so that the relationship of γ ₍₀₎ <γ2 <γ _(0.04) is satisfied. When generated, the yaw rate value γ _(0.02) is set.

Here, when the later yaw rate γ _(t1) is in the guiding direction (leftward) and the absolute value | γ _(t2) | of the later yaw rate is larger than the threshold γ2, the driver holds the steering wheel 1 firmly. Means that. Therefore, it is determined that guidance by driving operation support is accepted or desired, and the process proceeds to step S710. On the other hand, when the later yaw rate γ _(t2) is in the reverse direction (right direction), or the absolute value of the later yaw rate | γ _(t2) | is equal to or less than the threshold γ2, the driver stops gripping the steering wheel 1. Or it means holding lightly. Therefore, it is determined that guidance by driving operation support is not accepted or not desired, and the process proceeds to step S707.
In step S710, output of the additional reaction force Tp that vibrates by alternately changing the direction in the guidance direction and the reverse direction of the guidance is stopped, and the additional reaction force Tp in the guidance direction (left direction) that does not vibrate is replaced. And then return to a predetermined main program.

<Action>
Next, the operation of the sixth embodiment will be described.
Here, an example will be described in which a target trajectory for reversing and parking a vehicle is set for a parking frame located diagonally left rear of the host vehicle, and the steering operation guidance direction is set to the left direction ( (See FIG. 9).
First, the parking frame on the road surface is recognized (step S701), the guidance direction is set (step S702), the additional reaction force Tp is set (step S703), and the additional reaction force Tp is output (step S704). This is the same as the first embodiment.

Then, the yaw rate γ at the time when a predetermined time t1 has elapsed from the start of input of the additional reaction force Tp to the steering operation system is detected as the later yaw rate γ _(t1) (step S705), and the later yaw rate γ _(t1) is detected in advance. It is determined whether or not the threshold value is larger than the predetermined threshold value γ1 (step S706). At this time, if the absolute value | γ _(t1) | of the later yaw rate is larger than the threshold value γ1, it is determined that the driver is not grasping the steering wheel 1, and the application of the additional reaction force Tp is stopped (step S707). As described above, in a situation where the driver does not hold the steering wheel 1 and the driver's steering operation cannot be guided, by stopping the application of the additional reaction force Tp to the steering wheel 1, Unnecessary power consumption can be avoided.

Further, the yaw rate γ at the time when a predetermined time t2 has elapsed from the start of input of the additional reaction force Tp to the steering operation system is detected as the later yaw rate γ _(t2) (step S708), and the absolute value of the later yaw rate | γ _{( t2) It} is determined whether or not | is larger than a predetermined threshold value γ2 (step S709). At this time, if the absolute value | γ _(t2) | of the yaw rate at a later time is equal to or smaller than the threshold γ2, it is determined that the driver is grasping the steering wheel 1 lightly, and the application of the additional reaction force Tp is stopped (step S707). . In this way, in a situation where the driver is lightly holding the steering wheel 1 and does not want to actively support driving operation, unnecessary power can be generated by stopping the application of the additional reaction force Tp to the steering wheel 1. Consumption can be avoided.

When the absolute value | γ _(t1) | of the later yaw rate is equal to or smaller than the threshold value γ1 and the absolute value | γ _(t2) | of the later yaw rate is larger than the threshold value γ2, the driver holds the steering wheel 1 firmly. The driver's steering operation is further guided in the guidance direction (step S710). Specifically, the output is switched from the output of the additional reaction force Tp that alternately vibrates in the guidance direction and the reverse direction of the guidance to the additional reaction force Tp in the guidance direction (left direction) that does not vibrate. By inputting the additional reaction force Tp in the guidance direction (left direction) without vibration to the steering operation system, the driver's steering operation can be smoothly guided in the guidance direction (left direction). Thereby, effective driving operation support can be performed in a scene where the driver needs active information.
Other operations are the same as those in the first embodiment described above.

<< Modification 1 >>
In the present embodiment, the gripping state of the steering wheel 1 is determined based on the change in the yaw rate γ since the input of the additional reaction force Tp to the steering operation system based on the first embodiment described above. However, the present invention is not limited to this. In addition, the gripping state of the steering wheel 1 may be determined based on the change in the yaw rate γ after the input of the additional reaction force Tp to the steering operation system is based on the second embodiment described above.
As described above, the yaw rate γ corresponds to the “state variable”, the later yaw rate γ _(t1) corresponds to the “first latter state variable”, the threshold γ1 corresponds to the “first threshold”, and the later yaw rate γ _{(t2 )} Corresponds to the “second later state variable”, and the threshold γ2 corresponds to the “second threshold”.

"effect"
Next, the effect of the principal part in 6th Embodiment is described.
(1) According to the driving operation support apparatus according to the present embodiment, the yaw rate γ that becomes the vehicle behavior is detected as a state variable.
Thus, by detecting the yaw rate γ that becomes the vehicle behavior as a state variable, the gripping state of the driver can be easily determined.

<< 7th Embodiment >>
"Constitution"
The present embodiment provides driving operation support by guiding the driver's acceleration / deceleration operation, especially in a scene where the vehicle travels at a certain vehicle speed and requires only a small amount of operation for fine adjustment. It encourages appropriate acceleration / deceleration operations.
FIG. 19 is a schematic configuration diagram showing an acceleration / deceleration control device using an accelerator / brake lever.
The present embodiment employs an accelerator / brake lever 31 as a manual acceleration / deceleration operator for manipulating the acceleration / deceleration of the vehicle. For example, when the accelerator / brake lever 31 is pushed forward, it is decelerated, and when it is pulled backward, it is accelerated.

The accelerator / brake lever 31 is connected to a reaction force motor 32 for applying an operation reaction force. By controlling the reaction force motor 32, any one of an acceleration operation direction and a deceleration operation direction can be arbitrarily set. The additional reaction force Tp is input.
The engine output control device 33 controls the engine output (the number of revolutions and the engine torque) by adjusting the throttle valve opening, the fuel injection amount, the ignition timing, and the like in the engine 7.

The brake actuator 34 uses a brake fluid pressure control circuit used for anti-skid control (ABS), traction control (TCS), stability control (VDC: Vehicle Dynamics Control), and the like. The braking force is controlled by increasing pressure, holding pressure, and reducing pressure.
The reaction motor 32, the engine output control device 33, and the brake actuator 34 are driven and controlled by the controller 20. The controller 20 inputs various signals detected by the accelerator / brake sensor 35, the vehicle speed sensor 14, and the yaw rate sensor 15. Further, the controller 20 inputs various data from the surrounding environment recognition device 16 and the navigation system 17.

The accelerator / brake sensor 35 detects the acceleration / deceleration operation amount S of the accelerator / brake lever 31. The accelerator / brake sensor 35 is a potentiometer, for example, and converts the acceleration / deceleration operation amount of the accelerator / brake lever 31 into a voltage signal and inputs it to the controller 20. The controller 20 determines the acceleration / deceleration operation amount of the accelerator / brake lever 31 from the input voltage signal.

The controller 20 first sets a target acceleration / deceleration according to the acceleration / deceleration operation amount S, and drives and controls the engine output control device 33 and the brake actuator 34 according to the set target acceleration / deceleration. That is, when the accelerator / brake lever 31 is in the acceleration operation region, the target acceleration / deceleration is set to the acceleration side, and the engine output control device 33 is driven and controlled so that the driving force increases, and the braking force is suppressed. The brake actuator 34 is driven and controlled. On the other hand, when the accelerator / brake lever 31 is in the deceleration operation region, the target acceleration / deceleration is set to the deceleration side so that the engine output control device 33 is driven and controlled so that the driving force is suppressed, and the braking force is increased. The brake actuator 34 is driven and controlled.

Further, the drive control for the reaction force motor 32 is the same as in the first embodiment described above. That is, the controller 20 sets the base reaction force Tb, sets the additional reaction force Tp, adds the base reaction force Tb and the additional reaction force Tp, and sets the final operation reaction force Tr. The reaction force motor 32 is driven and controlled according to the operation reaction force Tr.
In this embodiment, for example, driving operation support is performed by guiding an acceleration / deceleration operation in order to suppress contact (or approach) with a preceding vehicle. Therefore, the surrounding environment recognition device 16 has, for example, a laser radar at the front part of the vehicle body and the rear part of the vehicle body, and determines the distance to an object existing in front and side of the own vehicle and an object existing behind and side of the own vehicle. Recognize and input to controller 20.

In the present embodiment, for example, a deceleration operation is induced when the inter-vehicle time (= inter-vehicle distance ÷ own vehicle speed) is shortened due to deceleration of the preceding vehicle, and an acceleration operation is induced when the inter-vehicle time is increased due to acceleration of the preceding vehicle. Is assumed to be a scene. That is, in a scene where the vehicle travels at a certain vehicle speed and a relatively small amount of operation is required, an appropriate acceleration / deceleration operation is urged, and thus the same processing as in the second embodiment described above is performed.

Hereinafter, the additional reaction force setting process executed by the controller 20 will be described.
FIG. 20 is a flowchart illustrating an additional reaction force setting process according to the seventh embodiment.
In step S801, the surrounding environment of the host vehicle is recognized. That is, the inter-vehicle distance with the preceding vehicle recognized by the surrounding environment recognition device 16 is read.
In subsequent step S802, the inter-vehicle distance with respect to the preceding vehicle is calculated by dividing the inter-vehicle distance from the preceding vehicle by the host vehicle speed V.

In the subsequent step S803, it is determined whether the inter-vehicle time td is shorter than a predetermined threshold value tb or the own vehicle speed V is higher than the set vehicle speed Vs. The threshold value tb is, for example, 1 [sec], and the set vehicle speed Vs is, for example, a vehicle speed input in advance by the driver through a switch operation or the like. Here, when the inter-vehicle time td is equal to or greater than a predetermined threshold value tb and the host vehicle speed V is equal to or less than the set vehicle speed Vs, it is determined that at least a deceleration operation guidance by driving operation support is unnecessary, and the process proceeds to step S804. . On the other hand, when the inter-vehicle time td is shorter than the predetermined threshold value tb or the host vehicle speed V is higher than the set vehicle speed Vs, it is determined that a deceleration operation guidance by driving operation support is necessary, and the process proceeds to step S806.

In step S804, it is determined whether the inter-vehicle time td is longer than a predetermined threshold ta. The threshold value ta is, for example, 5 [sec]. Here, when the inter-vehicle time td is less than a predetermined threshold ta, it is determined that at least a deceleration operation guidance by driving operation support is unnecessary, and the process proceeds to step S805. On the other hand, when the inter-vehicle time td is longer than the threshold value ta, it is determined that the acceleration operation guidance by the driving operation support is necessary, and the process proceeds to step S807.

In step S805, in order to stop the input of the additional reaction force Tp to the acceleration / deceleration operation system, the additional reaction force Tp is reset to 0 and then returns to a predetermined main program.
In step S806, the deceleration direction is set as the acceleration / deceleration operation guidance direction, the target operation amount in the deceleration direction is set according to the deviation between the inter-vehicle time td and the threshold value tb, and then the process proceeds to step S808. That is, the larger the deviation between the inter-vehicle time td and the threshold value tb, the larger the target operation amount is set.

In step S807, the acceleration direction is set as the guidance direction of the acceleration / deceleration operation, and the target operation amount is set according to the deviation between the inter-vehicle time td and the threshold value ta, and then the process proceeds to step S808. That is, the larger the deviation between the inter-vehicle time td and the threshold value ta, the larger the target operation amount in the acceleration direction.
In step S808, the additional reaction force Tp is set based on the guiding direction of the acceleration / deceleration operation.

The additional reaction force Tp is a waveform that changes directions alternately in the induction direction of the acceleration / deceleration operation and the reverse direction of the operation, and vibrates at different frequencies in the induction direction and the reverse direction of the induction. Here, a low-frequency waveform with a large amplitude changing in the guiding direction (deceleration direction) and a high-frequency waveform with a small amplitude changing in the reverse direction (acceleration direction) are alternately repeated.
In the subsequent step S809, the direction is alternately changed in the guiding direction of the acceleration / deceleration operation and the reverse direction of the guiding operation, and an additional reaction force Tp that vibrates at different frequencies in the guiding direction and the guiding reverse direction is output.

In the subsequent step S810, the acceleration / deceleration operation amount S at the time when a predetermined time t1 has elapsed since the input of the additional reaction force Tp to the acceleration / deceleration operation system is read as the later acceleration / deceleration operation amount S _(t1) .
In subsequent step S811, whether or not the subsequent acceleration / deceleration operation amount S _(t1) is in the guiding direction (deceleration direction), and whether the absolute value | S _(t1) | of the subsequent acceleration / deceleration operation amount is greater than a predetermined threshold value Sh1. Determine whether.

The threshold value Sh1 is the absolute value of the subsequent acceleration / deceleration operation amount when the driver is lightly holding the accelerator / brake lever 31 when a low-frequency additional reaction force Tp that changes in the guiding direction (deceleration direction) is input. _| S _(t1) | greater than, and the driver later time acceleration or deceleration operation amount of the absolute value of the time was not holding the accelerator and brake levers 31 | set at smaller than the range _| S _(t1). Specifically, the absolute value | S _(t1) | of the acceleration / deceleration operation amount at a later time when the driver lightly held the accelerator / brake lever 31 and the driver did not hold the accelerator / brake lever 31. An intermediate value of the absolute value | S _(t1) | of the subsequent acceleration / deceleration operation amount is set as the threshold value Sh1.

Here, when the subsequent acceleration / deceleration operation amount S _(t1) is in the guiding direction (deceleration direction) and the absolute value | S _(t1) | of the subsequent acceleration / deceleration operation amount is larger than the threshold value Sh1, the driver It is determined that the brake lever 31 is not gripped, and the process proceeds to step S805. On the other hand, when the subsequent acceleration / deceleration operation amount S _(t1) is in the reverse direction (acceleration direction), or when the absolute value | S _(t1) | of the subsequent acceleration / deceleration operation amount is equal to or less than the threshold value Sh1, It is determined that the brake lever 31 is being gripped, and the process proceeds to step S812.

In step S812, the acceleration / deceleration operation amount S at the time when a predetermined time t2 has elapsed after starting to input the additional reaction force Tp to the acceleration / deceleration operation system is read as the acceleration / deceleration operation amount S _(t2) later.
In subsequent step S813, whether the subsequent acceleration / deceleration operation amount S _(t2) is in the reverse direction (acceleration direction) and whether the absolute value | S _(t2) | of the subsequent acceleration / deceleration operation amount is larger than a predetermined threshold Sh2. Determine whether or not.

The threshold value Sh2 is the absolute value | Sh _(t2) | of the acceleration / deceleration operation amount at a later time when the driver gently holds the accelerator / brake lever 31 when the additional reaction force Tp is input to the acceleration / deceleration operation system. Is set within a range smaller than the absolute value | Sh _(t2) | of the acceleration / deceleration operation amount afterward when the driver firmly holds the accelerator / brake lever 31. Specifically, the driver firmly held the accelerator / brake lever 31 as the absolute value | Sh _(t2) | An intermediate value of the absolute value | Sh _(t2) | of the subsequent acceleration / deceleration operation amount is set as the threshold value Sh2.

Here, when the subsequent acceleration / deceleration operation amount S _(t1) is in the reverse direction (acceleration direction) and the absolute value | S _(t2) | of the subsequent acceleration / deceleration operation amount is larger than the threshold value Sh2, the driver -It means that the brake lever 31 is lightly grasped. Therefore, it is determined that guidance by driving operation support is accepted or desired, and the process proceeds to step S814. On the other hand, when the subsequent acceleration / deceleration operation amount S _(t2) is in the guiding direction (deceleration direction) or the absolute value | S _(t2) | of the subsequent acceleration / deceleration operation amount is equal to or smaller than the threshold value Sh2, the driver This means that the lever 31 is firmly held. Therefore, it is determined that guidance by driving operation support is not accepted or not desired, and the process proceeds to step S805.
In step S814, the output of the additional reaction force Tp that vibrates by alternately changing the direction in the guide direction and the reverse direction of the guide is stopped, and the additional reaction force Tp in the guide direction (deceleration direction) that does not vibrate is replaced. And then return to a predetermined main program.

<Action>
Next, the operation of the seventh embodiment will be described.
In the present embodiment, an acceleration / deceleration operation is induced in order to suppress contact (or approach) with a preceding vehicle.
First, an inter-vehicle distance from the preceding vehicle is detected (step S801), an inter-vehicle time td for the preceding vehicle is calculated (step S802), and the inter-vehicle time td is shorter than a predetermined threshold value tb or the host vehicle speed V is set to the set vehicle speed Vs. It is determined whether or not it is higher (step S803). When the inter-vehicle time td is shorter than the predetermined threshold value tb or the host vehicle speed V is higher than the set vehicle speed Vs, the deceleration direction is set as the guiding direction of the acceleration / deceleration operation, and according to the deviation between the inter-vehicle time td and the threshold value tb. The target operation amount in the deceleration direction is set (step S806).

Further, when the inter-vehicle time td is equal to or greater than a predetermined threshold tb and the host vehicle speed V is equal to or less than the set vehicle speed Vs, it is determined whether or not the inter-vehicle time td is longer than a predetermined threshold ta (step S804). When the inter-vehicle time td is longer than the threshold value ta, the acceleration direction is set as the guiding direction of the acceleration / deceleration operation, and the target operation amount is set according to the deviation between the inter-vehicle time td and the threshold value ta (step S807).

Thus, once the guidance direction and the target operation amount are set, the directions are alternately changed to the steering operation guidance direction and the guidance reverse direction, and an additional reaction force Tp that vibrates at different frequencies in the guidance direction and the guidance reverse direction is set ( In step S808, the additional reaction force Tp is output (step S809).
In the follow-up traveling to the preceding vehicle, generally, the vehicle travels at a certain vehicle speed, and a slight operation amount of fine adjustment is sufficient. In such a scene, the driver tends to grasp the accelerator / brake lever 31 lightly. That is, the time when the driver gently holds the accelerator / brake lever 31 is when the driver needs active information, and driving operation support for inducing acceleration / deceleration operations is effective.

Therefore, an additional reaction force Tp is set so that the acceleration / deceleration operation can be guided in the guiding direction when the driver is lightly holding the accelerator / brake lever 31. Specifically, an additional reaction force Tp that alternately repeats a low-frequency waveform with a large amplitude that changes in the guidance direction (deceleration direction) and a high-frequency waveform with a small amplitude that changes in the reverse direction of the guidance (acceleration direction). Set. This is determined according to the characteristics of disturbance frequency and admittance, and when the driver gently holds the accelerator / brake lever 31 by inputting such an additional reaction force Tp to the acceleration / deceleration operation system. In addition, the acceleration / deceleration operation amount θ can be guided in the guidance direction (deceleration direction). When the driver firmly holds the accelerator / brake lever 31, the acceleration / deceleration operation amount S is in the guidance direction (deceleration direction) and the guidance reverse direction near the initial deceleration operation amount immediately before the additional reaction force Tp is input. Swing alternately (acceleration direction). Further, when the driver does not hold the accelerator / brake lever 31, the acceleration / deceleration operation amount S greatly fluctuates in the guidance direction (deceleration direction).

In the present embodiment, the acceleration / deceleration operation is guided in the guiding direction only when the driver is lightly holding the accelerator / brake lever 31, and when the driver is firmly holding the accelerator / brake lever 31, and When the driver does not hold the accelerator / brake lever 31, the acceleration / deceleration operation is stopped.
Therefore, the gripping state of the driver with respect to the accelerator / brake lever 31 is determined.

First, the acceleration / deceleration operation amount S at the time when a predetermined time t1 has elapsed after the input of the additional reaction force Tp to the acceleration / deceleration operation system is detected as an acceleration / deceleration operation amount S _(t1) later (step S810). It is determined whether the acceleration / deceleration operation amount S _(t1) is larger than a predetermined threshold value Sh1 (step S811). At this time, if the absolute value | S _(t1) | of the acceleration / deceleration operation amount is larger than the threshold value Sh1, it is determined that the driver is not holding the accelerator / brake lever 31, and the application of the additional reaction force Tp is stopped. (Step S805). In this manner, in a situation where the driver does not hold the accelerator / brake lever 31 and the driver's acceleration / deceleration operation cannot be guided, the application of the additional reaction force Tp to the accelerator / brake lever 31 is stopped. Large fluctuations in the deceleration operation amount S and unnecessary power consumption can be avoided.

Further, the acceleration / deceleration operation amount S at the time when a predetermined time t2 has elapsed from the start of input of the additional reaction force Tp to the accelerator / brake lever 31 is detected as an acceleration / deceleration operation amount S _(t2) later (step S812). It is determined whether or not the absolute value | S _(t2) | of the acceleration / deceleration operation amount is larger than a predetermined threshold value Sh2 (step S813). At this time, if the absolute value | S _(t2) | of the acceleration / deceleration operation amount is not more than the threshold value Sh2, it is determined that the driver firmly holds the accelerator / brake lever 31, and the application of the additional reaction force Tp is stopped. (Step S805). Thus, when the driver holds the accelerator / brake lever 31 firmly, it is considered that there is a high possibility that the driver desires intentional acceleration. That is, since the driver does not want to actively support driving operation, by canceling the application of the additional reaction force Tp to the accelerator / brake lever 31, priority is given to the driver's intention and unnecessary power consumption is avoided. be able to.

When the absolute value | S _(t1) | of the subsequent acceleration / deceleration operation amount is equal to or smaller than the threshold value Sh1, and the absolute value | S _(t2) | of the subsequent acceleration / deceleration operation amount is larger than the threshold value Sh2, the driver It is determined that the brake lever 31 is lightly grasped, and further, the driver's acceleration / deceleration operation is continuously guided in the guiding direction (step S814). Specifically, the output is switched from the output of the additional reaction force Tp that alternately vibrates in the guidance direction and the reverse direction to the additional reaction force Tp in the guidance direction (deceleration direction) that does not vibrate. By inputting the additional reaction force Tp in the guidance direction (deceleration direction) without vibration to the acceleration / deceleration operation system, the driver's acceleration / deceleration operation can be smoothly guided in the guidance direction (deceleration direction). it can. Thereby, effective driving operation support can be performed in a scene where the driver needs active information.
Other operations are the same as those in the second embodiment described above.

<< Application Example 1 >>
In the present embodiment, the gripping state of the accelerator / brake lever 31 is determined according to the change in the acceleration / deceleration operation amount S after the addition reaction force Tp starts to be input to the accelerator / brake lever 31. However, the present invention is not limited to this. Is not to be done. That is, the gripping state of the accelerator / brake lever 31 may be determined according to, for example, a change in the vehicle speed V after the input of the additional reaction force Tp to the accelerator / brake lever 31 is started.

FIG. 21 is a flowchart showing an additional reaction force setting process showing the first application example.
Here, the processes of steps S810, S811, S812, and S813 described above are changed as follows.
In step S810, the vehicle speed V at the time when a predetermined time t1 has elapsed from the start of input of the additional reaction force Tp to the acceleration / deceleration operation system is read as the later vehicle speed V _(t1) .
In step S811, it is determined whether the subsequent vehicle speed V _(t1) is the guidance direction (deceleration direction) and the subsequent vehicle speed V is greater than a predetermined threshold value V1.

The threshold value V1 is realized by the subsequent acceleration / deceleration operation amount when the driver gently holds the accelerator / brake lever 31 when a low-frequency additional reaction force Tp that changes in the guiding direction (deceleration direction) is input. The vehicle speed V is set within a range that is greater than the vehicle speed V and is smaller than the vehicle speed V realized by the subsequent acceleration / deceleration operation amount when the driver does not hold the accelerator / brake lever 31. Specifically, the vehicle speed V realized by the acceleration / deceleration operation amount later when the driver gently holds the accelerator / brake lever 31 and the later time when the driver does not hold the accelerator / brake lever 31. An intermediate value with respect to the vehicle speed V realized by the acceleration / deceleration operation amount is set as the threshold value V1.

Here, when the subsequent vehicle speed V _(t1) is in the guiding direction (deceleration direction) and the subsequent vehicle speed V is greater than the threshold value V1, it is determined that the driver does not hold the accelerator / brake lever 31, and the above steps are performed. The process proceeds to S805. On the other hand, if the later vehicle speed V _(t1) is in the reverse direction (acceleration direction) or the later vehicle speed V is equal to or lower than the threshold value V1, it is determined that the driver is holding the accelerator / brake lever 31, and the process proceeds to step S812. Transition.
In step S812, the vehicle speed V at the time when a predetermined time t2 has elapsed from the start of input of the additional reaction force Tp to the acceleration / deceleration operation system is read as the later vehicle speed V _(t2) .

In step S813, it is determined whether or not the subsequent vehicle speed V _(t2) is in the reverse direction (acceleration direction) and the subsequent vehicle speed V is greater than a predetermined threshold value V2.
The threshold value V2 is greater than the vehicle speed V realized by the subsequent acceleration / deceleration operation amount when the driver gently holds the accelerator / brake lever 31 when the additional reaction force Tp is input to the acceleration / deceleration operation system. In addition, the vehicle speed V is set in a range smaller than the vehicle speed V realized by the amount of acceleration / deceleration operation at a later time when the driver firmly holds the accelerator / brake lever 31. Specifically, the vehicle speed V realized by the acceleration / deceleration operation amount at a later time when the driver gently holds the accelerator / brake lever 31 and the later time when the driver holds the accelerator / brake lever 31 firmly. An intermediate value with the vehicle speed V realized by the acceleration / deceleration operation amount is set as the threshold value V2.

Here, when the subsequent vehicle speed V _(t1) is in the reverse direction (acceleration direction) and the subsequent vehicle speed V is larger than the threshold value V2, it means that the driver is lightly holding the accelerator / brake lever 31. Therefore, it is determined that guidance by driving operation support is accepted or desired, and the process proceeds to step S814. On the other hand, when the later vehicle speed V _(t2) is in the guiding direction (deceleration direction), or when the later vehicle speed V is equal to or less than the threshold value V2, it means that the driver holds the accelerator / brake lever 31 firmly. Therefore, it is determined that guidance by driving operation support is not accepted or not desired, and the process proceeds to step S805.
As described above, even if the gripping state of the accelerator / brake lever 31 is determined according to, for example, a change in the vehicle speed V after the input of the additional reaction force Tp to the accelerator / brake lever 31, it is the same as in the seventh embodiment. The effect of this can be obtained.

<< Application Example 2 >>
In the present embodiment, the gripping state of the accelerator / brake lever 31 is determined according to the change in the acceleration / deceleration operation amount S after the addition reaction force Tp starts to be input to the accelerator / brake lever 31. However, the present invention is not limited to this. Is not to be done. That is, the holding state of the accelerator / brake lever 31 may be determined according to, for example, a change in the inter-vehicle time td after the input of the additional reaction force Tp to the accelerator / brake lever 31.

FIG. 21 is a flowchart showing an additional reaction force setting process showing the first application example.
Here, the processes of steps S810, S811, S812, and S813 described above are changed as follows.
In step S810, the inter-vehicle time td when a predetermined time t1 has elapsed since the input of the additional reaction force Tp to the acceleration / deceleration operation system is read as the inter-vehicle time td _(t1) .
In step S811, it is determined whether the subsequent inter-vehicle time td _(t1) is in the guidance direction (deceleration direction) and the subsequent inter-vehicle time td is greater than a predetermined threshold value td1.

The threshold value td1 is realized by the subsequent acceleration / deceleration operation amount when the driver gently holds the accelerator / brake lever 31 when a low-frequency additional reaction force Tp that changes in the guiding direction (deceleration direction) is input. It is set within a range that is greater than the inter-vehicle time td and is smaller than the inter-vehicle time td realized by the subsequent acceleration / deceleration operation amount when the driver does not hold the accelerator / brake lever 31. Specifically, the inter-vehicle time td realized by the subsequent acceleration / deceleration operation amount when the driver is holding the accelerator / brake lever 31 lightly, and when the driver is not holding the accelerator / brake lever 31 An intermediate value between the inter-vehicle time td realized by the subsequent acceleration / deceleration operation amount is set as the threshold value td1.

Here, when the following inter-vehicle time td _(t1) is in the guidance direction (deceleration direction) and the subsequent inter-vehicle time td is larger than the threshold value td1, it is determined that the driver is not grasping the accelerator / brake lever 31 and The process proceeds to step S805. On the other hand, when the following inter-vehicle time td _(t1) is in the reverse direction (acceleration direction), or when the following inter-vehicle time td is less than or equal to the threshold value td1, it is determined that the driver is holding the accelerator / brake lever 31. The process proceeds to S812.

In step S812, the inter-vehicle time td when a predetermined time t2 has elapsed since the start of the input of the additional reaction force Tp to the acceleration / deceleration operation system is read as the inter-vehicle time td _(t2) .
In step S813, it is determined whether the subsequent inter-vehicle time td _(t2) is in the reverse direction (acceleration direction) and the subsequent inter-vehicle time td is greater than a predetermined threshold value td2.

The threshold value td2 is greater than the inter-vehicle time td realized by the subsequent acceleration / deceleration operation amount when the driver gently holds the accelerator / brake lever 31 when the additional reaction force Tp is input to the acceleration / deceleration operation system. In addition, it is set within a range smaller than the inter-vehicle time td realized by the subsequent acceleration / deceleration operation amount when the driver holds the accelerator / brake lever 31 firmly. Specifically, the inter-vehicle time td realized by the subsequent acceleration / deceleration operation amount when the driver is lightly holding the accelerator / brake lever 31, and the time when the driver holds the accelerator / brake lever 31 firmly. An intermediate value between the inter-vehicle time td realized by the subsequent acceleration / deceleration operation amount is set as the threshold value td2.

Here, when the following inter-vehicle time td _(t1) is in the reverse direction (acceleration direction) and the subsequent inter-vehicle time td is larger than the threshold value td2, it means that the driver is lightly holding the accelerator / brake lever 31. To do. Therefore, it is determined that guidance by driving operation support is accepted or desired, and the process proceeds to step S814. On the other hand, when the following inter-vehicle time td _(t2) is in the guiding direction (deceleration direction) or the following inter-vehicle time td is equal to or less than the threshold value td2, it means that the driver holds the accelerator / brake lever 31 firmly. Therefore, it is determined that guidance by driving operation support is not accepted or not desired, and the process proceeds to step S805.
As described above, even if the gripping state of the accelerator / brake lever 31 is determined according to, for example, a change in the inter-vehicle time td after the input of the additional reaction force Tp to the accelerator / brake lever 31, the seventh embodiment Equivalent effects can be obtained.

<< Application Example 3 >>
In the present embodiment, the driver's acceleration / deceleration operation is induced by applying an additional reaction force Tp to the accelerator / brake lever 31 as an acceleration / deceleration operator that controls acceleration / deceleration of the vehicle. However, the present invention is not limited to this. It is not something. For example, the driver's acceleration operation may be induced by applying an additional reaction force Tp to an accelerator pedal as an acceleration operation element that controls acceleration of the vehicle. Further, the driver's deceleration operation may be guided by applying an additional reaction force Tp to a brake pedal as a deceleration operation element that controls the deceleration of the vehicle. In addition, when applied to an accelerator pedal or a brake pedal, an additional reaction force Tp is applied in the pedal depressing direction and the pedal depressing direction. Therefore, a bracket (toe clip) for fixing the toes to the pedal is provided on the pedal. It is necessary to install.
As described above, even when the additional reaction force Tp is applied to the pedal as an acceleration / deceleration operation element that controls at least one of acceleration and deceleration of the vehicle, the same effects as those of the seventh embodiment can be obtained.

<< Application Example 4 >>
In the present embodiment, the gripping state of the accelerator / brake lever 31 is determined according to the change in the acceleration / deceleration operation amount S after the addition reaction force Tp starts to be input to the accelerator / brake lever 31. However, the present invention is not limited to this. Is not to be done. That is, the gripping state of the accelerator / brake lever 31 may be determined according to, for example, the movement distance (travel distance) after the addition reaction force Tp starts to be input to the accelerator / brake lever 31.
This uses a travel distance calculated based on the elapsed time from the start of input of the additional reaction force Tp and the vehicle speed as a state variable instead of the vehicle speed V of the application example 1 described above.
Thus, even if the gripping state of the accelerator / brake lever 31 is determined according to, for example, a change in the moving distance after the input reaction force Tp starts to be input to the accelerator / brake lever 31, it is equivalent to the seventh embodiment. An effect can be obtained.

As described above, the accelerator / brake lever 31 corresponds to the “driving operator”, the reaction motor 32 corresponds to the “operating force applying unit”, and the processes in steps S803, S804, S806, and S807 are changed to the “guidance direction setting unit”. Correspondingly, the processing in step S808 corresponds to the “operation force setting unit”, and the drive control unit 26 corresponds to the “control unit”. Further, the processes in steps S811 and S805 correspond to the “operation support cancel unit”, and the processes in steps S813 and S814 correspond to the “operation support switching unit”. The additional reaction force Tp corresponds to the “operation force”, the acceleration / deceleration operation amount S corresponds to the “state variable”, the time t1 corresponds to the “first time”, and the acceleration / deceleration operation amount S _(t1 at a later time). ₎ Corresponds to the “first late state variable”, and the threshold value Sh1 corresponds to the “first threshold value”. Further, the time t2 corresponds to the “second time”, the subsequent acceleration / deceleration operation amount S _(t2) corresponds to the “second subsequent state variable”, and the threshold Sh2 corresponds to the “second threshold”.

"effect"
Next, the effect of the principal part in 7th Embodiment is described.
(1) According to the driving operation support apparatus according to the present embodiment, the accelerator / brake lever 31 that controls acceleration / deceleration of the vehicle is used as the driving operator, and the additional reaction force Tp is applied to the accelerator / brake lever 31. To do.
Thus, by using the accelerator / brake lever 31 as a driving operator, the driver's acceleration / deceleration operation can be guided.

(2) According to the driving operation support apparatus according to the present embodiment, the acceleration / deceleration operation amount S of the accelerator / brake lever 31 is detected as a state variable.
Thus, by detecting the acceleration / deceleration operation amount S of the accelerator / brake lever 31 as the state variable, the gripping state of the driver can be easily determined.

(3) According to the driving operation support device according to the present embodiment, the vehicle speed V that causes the vehicle behavior corresponding to the acceleration / deceleration operation amount S of the accelerator / brake lever 31 can also be detected as a state variable.
Thus, by detecting the vehicle speed V, which is a vehicle behavior, as a state variable, it is possible to easily determine the gripping state of the driver.

(4) According to the driving operation support device according to the present embodiment, the movement distance from the initial state that is the vehicle behavior corresponding to the acceleration / deceleration operation amount S of the accelerator / brake lever 31 can also be detected as a state variable. .
As described above, by detecting the movement distance from the initial state as the vehicle behavior as the state variable, it is possible to easily determine the gripping state of the driver.

(5) According to the driving operation support device according to the present embodiment, the relative relationship between the host vehicle and an object existing ahead of the host vehicle course that has a vehicle behavior corresponding to the acceleration / deceleration operation amount S of the accelerator / brake lever 31. Are detected as state variables.
Thus, by detecting the relative relationship between the host vehicle and the object existing ahead of the host vehicle path as the state variable, the gripping state of the driver can be easily determined.

As described above, the entire contents of the Japanese patent application P2012-060429 (filed on Mar. 16, 2012) to which the present application claims priority are incorporated herein by reference.
Although the present invention has been described with reference to a limited number of embodiments, the scope of rights is not limited thereto, and modifications of the embodiments based on the above disclosure will be apparent to those skilled in the art.

DESCRIPTION OF SYMBOLS 1 Steering wheel 2

Steering shaft

3L, 3R Steering wheel 4 Knuckle arm 5 Tie rod 6 Rack and pinion 7 Pinion shaft 8 Reaction force motor 9 Steering motor 10 Clutch 11 Steering angle sensor 12 Steering angle sensor 13 Hub sensor 14 Vehicle speed sensor 15 Yaw rate sensor 16 Ambient environment recognition device 17 Navigation system 20 Controller 21 Steering angle control unit 22 Steering reaction force control unit 23 Base reaction force setting unit 24 Additional reaction force setting unit 25 Addition unit 26 Drive control unit 31 Accelerator / brake lever 32 Reaction force motor 33 Engine output control device 34 Brake actuator 35 Accelerator / brake sensor

Claims

A driving operator operated by the driver;
An operation force applying unit capable of applying an operation force toward one and the other of the operation directions with respect to the driving operator;
A guidance direction setting unit for setting a guidance direction for guiding the vehicle;
As the operation force with respect to the driving operator, the operation is alternately changed in the guidance direction set by the guidance direction setting unit and the guidance reverse direction, and vibrates at different frequencies in the guidance direction and the guidance reverse direction. An operation force setting unit for setting force,
And a control unit that drives and controls the operation force applying unit according to the operation force set by the operation force setting unit.
The operating force setting unit
Two different frequencies are set in advance, and the operating force is set to be a relatively low frequency when facing in the guiding reverse direction and a relatively high frequency when facing in the guiding direction. Item 2. The driving operation support device according to Item 1.
The operating force setting unit
Two different frequencies are set in advance, and the operation force is set to a relatively low frequency when facing in the guiding direction and a relatively high frequency when facing in the guiding reverse direction. Item 2. The driving operation support device according to Item 1.
A state variable detection unit for detecting a state variable consisting of at least one of an operation amount of the driving operator and a vehicle behavior corresponding to the operation amount;
The state variable detected by the state variable detection unit when the first predetermined time has elapsed since the start of applying the operating force to the driving operation element is set as the first latter state variable, and the first latter time An operation support stopping unit that stops applying the operating force that vibrates to the driving operator when the absolute value of the state variable is larger than a predetermined first threshold. The driving operation support device according to 1.
A state variable detection unit for detecting a state variable consisting of at least one of an operation amount of the driving operator and a vehicle behavior corresponding to the operation amount;
The state variable detected by the state variable detector when the second predetermined time has elapsed since the start of applying the operating force to the driving operation element is set as the second subsequent state variable, and the second subsequent time When the absolute value of the state variable is larger than a predetermined second threshold value, the application of the operating force that vibrates to the driving operation element is stopped, and the driving operation element in the guidance direction is stopped. The operation support switching device according to claim 1, further comprising an operation support switching unit that applies an operation force.
An operation support stopping unit that stops applying the operating force that vibrates to the driver when the absolute value of the second later state variable is smaller than a predetermined second threshold value. The driving operation support apparatus according to claim 5, wherein
The first time is
The driving operation support apparatus according to claim 4, wherein the driving operation support apparatus is a time from when the operation force is started to be applied to the driving operation element until the first extreme value in the vibration is reached.
The absolute value of the first latter state variable when the driver is holding the driving operator, and the absolute value of the first latter state variable when the driver is not holding the driving operator And in advance,
The first threshold is
The first latter state variable when the driver is holding the driving operator and is larger than the absolute value of the first latter state variable and the driver is not holding the driving operator. The driving operation support device according to claim 4, wherein the driving operation support device is set in a range smaller than an absolute value of.
The operating force setting unit
The driving operation support apparatus according to claim 4, wherein two different frequencies are set in advance, and the operation force starting from a relatively low frequency is set.
The second time is
The driving operation support apparatus according to claim 5, wherein the driving operation support apparatus is a time from when the operation force is started to be applied to the driving operation element until the second inflection point in the vibration is reached.
When the operation force setting unit sets the operation force to be a relatively low frequency when facing the reverse direction of the guidance and a relatively high frequency when facing the guidance direction,
Two different gripping states of the driver with respect to the driving operator are defined in advance, and the absolute value of the second later state variable when the gripping state of the driver with respect to the driving operator is relatively low, and the driving An absolute value of the second subsequent state variable when the gripping state of the driver with respect to the operator is relatively high, and in advance,
The second threshold is:
The absolute value of the second subsequent state variable when the gripping state of the driver with respect to the driving operator is relatively low, and the gripping state of the driver with respect to the driving operator is relatively high The driving operation support device according to claim 5, wherein the driving operation support device is set in a range smaller than an absolute value of the second later state variable.
When the operating force setting unit sets the operating force to be a relatively low frequency when facing in the guiding direction and a relatively high frequency when facing in the guiding reverse direction,
Two different gripping states of the driver with respect to the driving operator are defined in advance, and the absolute value of the second subsequent state variable when the gripping state of the driver with respect to the driving operator is relatively high, and the driving The absolute value of the second subsequent state variable when the gripping state of the driver with respect to the operator is relatively low is obtained in advance,
The second threshold is:
The absolute value of the second subsequent state variable when the gripping state of the driver with respect to the driving operator is relatively high, and the gripping state of the driver with respect to the driving operator is relatively low. The driving operation support device according to claim 5, wherein the driving operation support device is set in a range smaller than an absolute value of the second later state variable.
The operating force setting unit
Two different amplitudes are set in advance, and the operating force is set to be a relatively small amplitude when facing in the reverse direction of the guidance, and a relatively large amplitude when facing in the direction of guidance. Item 2. The driving operation support device according to Item 1.
Predefining two different gripping states of the driver for the driving operator,
The operating force setting unit
When the operating force is set to a relatively low frequency when facing in the guiding reverse direction and a relatively high frequency when facing in the guiding direction,
When the gripping state of the driver with respect to the driving operator is relatively low,
A state variable consisting of at least one of the operation amount of the driving operator and the vehicle behavior corresponding to the operation amount matches when the operation force is directed in the reverse direction of the guidance and when the operation force is directed in the guidance direction. like,
The driving operation support apparatus according to claim 13, wherein an amplitude ratio between the direction of the operation force toward the reverse direction of the guidance and the direction of the direction of the guidance is set.
Predefining two different gripping states of the driver for the driving operator,
The operating force setting unit
When the operating force is set to a relatively low frequency when facing the guiding direction and a relatively high frequency when facing the guiding reverse direction,
When the gripping state of the driver with respect to the driving operator is relatively high,
The state variable consisting of at least one of the operation amount of the driving operator and the vehicle behavior corresponding to the operation amount is the same when the operating force is directed in the guidance direction and when directed in the reverse direction of the guidance. like,
The driving operation support device according to claim 13, wherein an amplitude ratio between the direction of the operation force toward the guidance direction and the direction of the guidance reverse direction is set.
The driving operator is
The driving operation support apparatus according to claim 1, comprising a steering operator that controls a steering angle of the vehicle.
The driving operator is
The driving operation support apparatus according to claim 1, comprising an acceleration / deceleration operation element for operating at least one of acceleration and deceleration of the vehicle.
The guide direction setting unit includes:
The driving operation support apparatus according to claim 1, wherein a target trajectory from the current position of the host vehicle to a parking position is set, and the guidance direction is set according to the set target trajectory.
The guide direction setting unit includes:
The driving operation support device according to claim 1, wherein a relative relationship between the own vehicle and a traffic lane marking is detected, and the guidance direction is set according to the detected relative relationship with the traffic lane marking.
The guide direction setting unit includes:
The driving operation support apparatus according to claim 1, wherein a relative relationship between the host vehicle and an object existing around the host vehicle is detected, and the guidance direction is set according to the relative relationship with the detected object. .
The guide direction setting unit includes:
2. The driving operation support apparatus according to claim 1, wherein route guidance is set by a navigation system, and the guidance direction is set according to the set route guidance.
The state variable detector is
When the driving operator comprises a steering operator that controls the steering angle of the vehicle,
The driving operation support device according to claim 16, wherein a steering operation amount of the steering operator is detected as the state variable.
The state variable detector is
When the driving operator comprises a steering operator that controls the steering angle of the vehicle,
17. The driving operation support apparatus according to claim 16, wherein a yaw rate that is a vehicle behavior corresponding to an operation amount of the steering operator is detected as the state variable.
The state variable detector is
When the driving operator comprises an acceleration / deceleration operator that controls at least one of acceleration and deceleration of the vehicle,
The driving operation support apparatus according to claim 17, wherein an acceleration / deceleration operation amount of the acceleration / deceleration operation element is detected as the state variable.
The state variable detector is
When the driving operator comprises an acceleration / deceleration operator that controls at least one of acceleration and deceleration of the vehicle,
18. The driving operation support apparatus according to claim 17, wherein a vehicle speed at which a vehicle behavior corresponding to an operation amount of the acceleration / deceleration operation element is detected as the state variable.
The state variable detector is
When the driving operator comprises an acceleration / deceleration operator that controls at least one of acceleration and deceleration of the vehicle,
18. The driving operation support apparatus according to claim 17, wherein a movement distance from an initial state in which a vehicle behavior corresponding to an operation amount of the acceleration / deceleration operation element is detected as the state variable.
The state variable detector is
When the driving operator comprises an acceleration / deceleration operator that controls at least one of acceleration and deceleration of the vehicle,
18. The relative relationship between the host vehicle and an object existing ahead of the host vehicle course, which is a vehicle behavior corresponding to the operation amount of the acceleration / deceleration operator, is detected as the state variable. Driving operation support device.
Set the guidance direction to guide the vehicle,
In order to give an operating force to the driving operator, the operating force is changed alternately in the guiding direction and the reverse direction of the guidance, and the operating force that vibrates at different frequencies in the guiding direction and the reverse direction of the guidance is set. And
A driving operation support method, wherein the operating force is applied to the driving operator.
Set the guidance direction to guide the vehicle,
In order to give an operating force to the driving operator, the operating force is changed alternately in the guiding direction and the reverse direction of the guidance, and the operating force that vibrates at different frequencies in the guiding direction and the reverse direction of the guidance is set. And
Giving the operating force to the driving operator;
The driving operation according to a change in a state variable consisting of at least one of an operation amount of the driving operator and a vehicle behavior corresponding to the operation amount after starting to apply the operating force to the driving operator. A gripping state determination method characterized by determining a gripping state of a driver with respect to a child.