JP7589110B2 - Emergency Braking Control Device - Google Patents

Description

The present invention relates to an emergency braking control device that decelerates a vehicle when the driver is abnormal.

Conventionally, vehicles equipped with an electronic brake system (EBS) have been known (see, for example, Patent Document 1). In an electronic brake system, the brakes are driven and controlled based on a deceleration command value calculated according to the amount of brake pedal operation. In addition, an emergency braking control device that performs emergency braking control to brake the vehicle when the driver is abnormal is also known (see, for example, Patent Document 1).

JP 2020-063048 A Special Publication No. 2020-524112

In EBS vehicles, the electronically controlled brake system controls the brakes based on a deceleration command value calculated according to the amount of brake pedal operation. Therefore, when an emergency braking control device is installed in an EBS vehicle, the emergency braking control device can use the electronically controlled brake system to perform emergency braking control by controlling the brakes based on a predetermined deceleration command value.

On the other hand, in non-EBS vehicles that are not equipped with EBS, the brakes are activated according to the amount of brake pedal operation using physical power transmission means such as wires, air pressure, and hydraulic pressure. For this reason, when an emergency braking control device is installed in a non-EBS vehicle, the emergency braking control device cannot perform emergency braking control using an electronically controlled brake system like an EBS vehicle. Therefore, for example, an emergency braking control device can be installed in a non-EBS vehicle by attaching a device that enables brake activation control based on a deceleration command value, such as an electronically controlled brake system, to a brake system that activates the brakes using physical power transmission means such as wires, air pressure, and hydraulic pressure.

However, because EBS and non-EBS vehicles have different brake drive systems, the problem arises that the actual braking amount differs even if the same deceleration command value is output from the emergency braking control device. For example, in non-EBS vehicles, the actual braking amount tends to overshoot the deceleration command value, resulting in a phenomenon in which the actual braking amount is larger or smaller than in EBS vehicles.

The present invention aims to provide an emergency braking control device that can suppress the discrepancy in the actual braking amount between EBS vehicles and non-EBS vehicles.

The emergency braking control device according to the present invention includes an emergency braking control unit that performs emergency braking control to brake the vehicle when the driver is abnormal, and an EBS determination unit that determines whether the vehicle is an EBS vehicle equipped with an electronically controlled brake system that drives and controls the brakes based on a deceleration command value calculated according to the amount of brake pedal operation, or a non-EBS vehicle that does not have an electronically controlled brake system, and the emergency braking control unit performs emergency braking control based on the deceleration command value corresponding to the determination result of the EBS determination unit.

In this emergency braking control device, the emergency braking control unit performs emergency braking control based on a deceleration command value corresponding to the result of determining whether the vehicle is an EBS vehicle or a non-EBS vehicle, thereby suppressing the discrepancy in the actual braking amount between EBS vehicles and non-EBS vehicles.

The emergency braking control unit may perform emergency braking control when the EBS determination unit determines that the vehicle is a non-EBS vehicle, so that the vehicle decelerates more slowly than when the EBS determination unit determines that the vehicle is an EBS vehicle. In this emergency braking control device, when the vehicle is determined to be a non-EBS vehicle, emergency braking control is performed so that the vehicle decelerates more slowly than when the vehicle is determined to be an EBS vehicle, thereby making it possible to suppress a large overshoot of the actual braking amount relative to the deceleration command value.

The emergency braking control unit may perform emergency braking control based on a deceleration command value of a first deceleration when the EBS determination unit determines that the vehicle is an EBS vehicle, and may perform emergency braking control based on a deceleration command value that gradually increases the deceleration to the first deceleration when the EBS determination unit determines that the vehicle is a non-EBS vehicle. In an EBS vehicle, the emergency braking control device can perform emergency braking control using an electronically controlled brake system. Therefore, when the vehicle is determined to be an EBS vehicle, emergency braking control can be performed based on a deceleration command value of the first deceleration, thereby quickly decelerating the vehicle. On the other hand, in a non-EBS vehicle, the emergency braking control device cannot perform emergency braking control using an electronically controlled brake system. Therefore, in this emergency braking control device, when the vehicle is determined to be a non-EBS vehicle, emergency braking control can be performed based on a deceleration command value that gradually increases the deceleration to the first deceleration, thereby suppressing a large overshoot of the actual braking amount relative to the deceleration command value.

The EBS determination unit may determine that the vehicle is an EBS vehicle if a signal from the electronically controlled brake system is received, and may determine that the vehicle is a non-EBS vehicle if a signal from the electronically controlled brake system is not received. In this emergency braking control device, by determining whether the vehicle is an EBS vehicle or a non-EBS vehicle based on whether or not a signal from the electronically controlled brake system is received, it is possible to easily determine whether the vehicle is an EBS vehicle or a non-EBS vehicle.

The present invention makes it possible to suppress the discrepancy in the actual braking amount between EBS vehicles and non-EBS vehicles.

1 is a block diagram showing an EBS vehicle equipped with an emergency braking control device according to an embodiment of the present invention; 1 is a block diagram showing a non-EBS vehicle equipped with an emergency braking control device according to an embodiment. FIG. 4 is a diagram showing an example of a deceleration instruction value map for an EBS vehicle. FIG. 4 is a diagram showing an example of a deceleration instruction value map for a non-EBS vehicle. FIG. 4 is a diagram showing the relationship between a deceleration command value and an actual braking amount in emergency braking control in an EBS vehicle. FIG. 4 is a diagram showing the relationship between a deceleration command value and an actual braking amount in emergency braking control in a non-EBS vehicle. FIG. 13 is a diagram showing the relationship between a deceleration command value and an actual braking amount in emergency braking control in a non-EBS vehicle of a comparative example.

The following describes in detail an embodiment of the present invention with reference to the drawings. In the following description, the same or equivalent elements are given the same reference numerals, and duplicate descriptions are omitted.

Figure 1 is a block diagram showing an EBS vehicle 1A equipped with an emergency braking control device 4A according to an embodiment. As shown in Figure 1, the EBS vehicle 1A is equipped with an electronically controlled brake system 2A, a brake 3A, and an emergency braking control device 4A. In other words, the EBS vehicle 1A is a vehicle 1 equipped with an electronically controlled brake system 2A.

The electronically controlled brake system 2A is a system that drives and controls the brake 3A based on a deceleration command value calculated in response to the driver's operation of the brake pedal through a communication line such as a CAN (Controller Area Network). The brake 3A is a braking device that operates a brake actuator (not shown) through the drive control of the electronically controlled brake system 2A through a communication line such as a CAN. When the driver operates the brake pedal, the electronically controlled brake system 2A calculates a deceleration command value according to the amount of operation of the brake pedal. The deceleration command value is a command value of the deceleration rate for driving and controlling the brake 3A. The electronically controlled brake system 2A then outputs the calculated deceleration command value to the brake 3A through a communication line such as a CAN. The brake 3A operates the brake actuator so that the actual braking amount becomes the deceleration command value. The actual braking amount is the deceleration that is actually acting on the vehicle 1 through the drive control of the brake 3A.

The emergency braking control device 4A performs emergency braking control to brake the EBS vehicle 1A when the driver is abnormal. Emergency braking control is a control to decelerate and stop the EBS vehicle 1A without the driver's operation. In the EBS vehicle 1A, the emergency braking control device 4A uses the electronically controlled brake system 2A to perform emergency braking control. That is, in the EBS vehicle 1A, the emergency braking control device 4A outputs a predetermined deceleration command value to the brake 3A through a communication line such as a CAN, similar to the electronically controlled brake system 2A, and the brake 3A operates the brake actuator so that the actual braking amount becomes the deceleration command value. In addition, the electronically controlled brake system 2A outputs an EBS operation presence/absence signal indicating whether the electronically controlled brake system 2A is operating or not to the emergency braking control device 4A, etc.

Figure 2 is a block diagram showing a non-EBS vehicle 1B equipped with an emergency braking control device 4B according to an embodiment. As shown in Figure 2, the non-EBS vehicle 1B is equipped with a brake 3B and an emergency braking control device 4B. In other words, the non-EBS vehicle 1B is a vehicle 1 that is not equipped with an EBS.

Brake 3B is a braking device that uses physical power transmission means such as wires, air pressure, hydraulic pressure, etc. to operate a brake actuator based on the driver's operation of the brake pedal. In addition, brake 3B is connected to a communication line such as a CAN in addition to physical power transmission means such as wires, air pressure, hydraulic pressure, etc., and can be driven and controlled by emergency braking control device 4B through a communication line such as a CAN. In other words, brake 3B can operate a brake actuator (not shown) by being driven and controlled by emergency braking control device 4B through a communication line such as a CAN.

The emergency braking control device 4B is the same as the emergency braking control device 4A mounted on the EBS vehicle 1A. In other words, the emergency braking control device 4B performs emergency braking control to brake the non-EBS vehicle 1B when the driver is abnormal. Emergency braking control is control to decelerate and stop the non-EBS vehicle 1B. In the non-EBS vehicle 1B, emergency braking control is performed by the emergency braking control device 4B through a communication line such as CAN, rather than a physical power transmission means such as wires, air pressure, or hydraulic pressure. In other words, in the non-EBS vehicle 1B, the emergency braking control device 4B outputs a predetermined deceleration command value to the brake 3B through a communication line such as CAN, as in the EBS vehicle 1A, and the brake 3B operates the brake actuator so that the actual braking amount becomes the deceleration command value.

The emergency braking control device 4A and the emergency braking control device 4B have essentially the same configuration, with the only difference being whether the vehicle 1 in which they are installed is an EBS vehicle 1A or a non-EBS vehicle 1B. Therefore, unless otherwise specified, they will be described together as the emergency braking control device 4.

As shown in FIG. 1 and FIG. 2, the emergency braking control device 4 includes a driver abnormality determination unit 11, an EBS determination unit 12, and an emergency braking control unit 13. The emergency braking control device 4 is an electronic control unit (ECU) having a CPU, a ROM, a RAM, etc. In the emergency braking control device 4, a program stored in the ROM is loaded into the RAM and executed by the CPU to perform various controls. The emergency braking control device 4 may be configured with a single electronic control unit or multiple electronic control units. In addition, the driver abnormality determination unit 11, the EBS determination unit 12, and the emergency braking control unit 13 may be configured with the same electronic control unit or different electronic control units.

The driver abnormality determination unit 11 determines whether or not the driver is abnormal. A driver abnormality refers to a driver abnormality that causes problems while driving. The driver abnormality determination unit 11 determines that the driver is abnormal, for example, when the position of the driver's head is not within a predetermined range, when the direction of the driver's face is not within a predetermined range, when the driver's posture is not within a predetermined range, when the driver's eyes are closed for a predetermined period of time or more, etc.

The EBS determination unit 12 determines whether the vehicle 1 equipped with the emergency braking control device 4 is an EBS vehicle 1A or a non-EBS vehicle 1B. For example, the EBS determination unit 12 determines whether the vehicle 1 equipped with the emergency braking control device 4 is an EBS vehicle 1A or a non-EBS vehicle 1B based on whether or not it receives an EBS operation presence/absence signal output by the EBS vehicle 1A. In other words, if the EBS determination unit 12 receives an EBS operation presence/absence signal, it determines that the vehicle 1 equipped with the emergency braking control device 4 is an EBS vehicle 1A, and if it does not receive an EBS operation presence/absence signal, it determines that the vehicle 1 equipped with the emergency braking control device 4 is a non-EBS vehicle 1B. The EBS determination unit 12 may determine whether the vehicle 1 equipped with the emergency braking control device 4 is an EBS vehicle 1A or a non-EBS vehicle 1B based on settings made at the time of or after the shipment of the vehicle 1.

The emergency braking control unit 13 performs emergency braking control based on the judgment results of the driver abnormality judgment unit 11 and the EBS judgment unit 12. When the EBS judgment unit 12 judges that the vehicle 1 is a non-EBS vehicle 1B, the emergency braking control unit 13 performs emergency braking control so that the vehicle decelerates more gently than when the EBS judgment unit 12 judges that the vehicle 1 is an EBS vehicle 1A. For example, when the EBS judgment unit 12 judges that the vehicle 1 is an EBS vehicle 1A, the emergency braking control device 4 performs emergency braking control based on a deceleration command value of a first deceleration, and when the EBS judgment unit 12 judges that the vehicle 1 is a non-EBS vehicle 1B, the emergency braking control device 4 performs emergency braking control based on a deceleration command value that gradually increases the deceleration to the first deceleration.

To be more specific, when the driver abnormality determination unit 11 determines that the driver is abnormal and the EBS determination unit 12 determines that the vehicle 1 is an EBS vehicle 1A, the emergency braking control unit 13 performs emergency braking control using the deceleration command value shown in the deceleration command value map for EBS vehicles. In addition, when the driver abnormality determination unit 11 determines that the driver is abnormal and the EBS determination unit 12 determines that the vehicle 1 is a non-EBS vehicle 1B, the emergency braking control unit 13 performs emergency braking control using the deceleration command value shown in the deceleration command value map for non-EBS vehicles.

Figure 3 is a diagram showing an example of a deceleration command value map for EBS vehicles. Figure 4 is a diagram showing an example of a deceleration command value map for non-EBS vehicles. As shown in Figures 3 and 4, the emergency braking control unit 13 is provided with a deceleration command value map for EBS vehicles and a deceleration command value map for EBS vehicles. The deceleration command value map for EBS vehicles and the deceleration command value map for non-EBS vehicles show the elapsed time from the start of emergency braking control on the horizontal axis and the deceleration command value on the vertical axis. The deceleration command value map for EBS vehicles and the deceleration command value map for EBS vehicles are stored, for example, in a storage device accessible from the emergency braking control device 4. The emergency braking control unit 13 reads them out from the storage device when performing emergency braking control.

As shown in FIG. 3, in the deceleration command value map for EBS vehicles, at time 0, the deceleration command value becomes the first deceleration D1, and from time 0 to time t1, the deceleration command value is maintained at the first deceleration D1, and at time t1, the deceleration command value rises from the first deceleration D1 to the second deceleration D2, and from time t1 onwards, the deceleration command value is maintained at the second deceleration D2. The first deceleration D1 is, for example, 0.1 G, and the second deceleration D2 is, for example, 0.25 G. For this reason, when the emergency braking control unit 13 of the emergency braking control device 4A mounted on the EBS vehicle 1A starts emergency braking control, it outputs a deceleration command value of the first deceleration D1, continues to output the deceleration command value of the first deceleration D1 until time t1, and continues to output the deceleration command value of the second deceleration D2 when time t1 is reached.

As shown in FIG. 4, in the deceleration command value map for non-EBS vehicles, the deceleration command value increases continuously or stepwise from 0G to the first deceleration D1 from time 0 to time t2, the deceleration command value is maintained at the first deceleration D1 from time t2 to time t1, the deceleration command value rises from the first deceleration D1 to the second deceleration D2 at time t1, and the deceleration command value is maintained at the second deceleration D2 from time t1 onwards. Note that time t2 is the time between time 0 and time t1. For this reason, when the emergency braking control unit 13 of the emergency braking control device 4B mounted on the non-EBS vehicle 1B starts emergency braking control, it outputs a deceleration command value that increases continuously or stepwise from 0G to the first deceleration D1 until time t2, continues to output the deceleration command value of the first deceleration D1 until time t1 when time t2 is reached, and continues to output the deceleration command value of the second deceleration D2 when time t1 is reached.

In this way, in the deceleration command value map for EBS vehicles, the deceleration command value suddenly becomes the first deceleration D1 at time 0. In contrast, in the deceleration command value map for non-EBS vehicles, the deceleration command value does not suddenly become the first deceleration D1 at time 0, but increases continuously or stepwise from 0G to the first deceleration D1 from time 0 to time t2. For this reason, when the EBS determination unit 12 determines that the vehicle 1 is a non-EBS vehicle 1B, the emergency braking control unit 13 performs emergency braking control so that deceleration is performed more gradually than when the EBS determination unit 12 determines that the vehicle 1 is an EBS vehicle 1A. More specifically, when the EBS determination unit 12 determines that the vehicle 1 is an EBS vehicle 1A, the emergency braking control unit 13 performs emergency braking control based on the deceleration command value of the first deceleration D1. On the other hand, if the EBS determination unit 12 determines that the vehicle 1 is a non-EBS vehicle 1B, the emergency braking control unit 13 performs emergency braking control based on a deceleration command value that gradually increases the deceleration to the first deceleration D1, that is, a deceleration command value that increases continuously or stepwise from 0G to the first deceleration D1.

Now, referring to Figures 5 to 7, the relationship between the deceleration command value and the actual braking amount of the emergency braking control in the EBS vehicle 1A, the non-EBS vehicle 1B, and the non-EBS vehicle of the comparative example will be described. Figure 5 is a diagram showing the relationship between the deceleration command value and the actual braking amount of the emergency braking control in the EBS vehicle 1A. Figure 6 is a diagram showing the relationship between the deceleration command value and the actual braking amount of the emergency braking control in the non-EBS vehicle 1B. Figure 7 is a diagram showing the relationship between the deceleration command value and the actual braking amount of the emergency braking control in the non-EBS vehicle of the comparative example. In Figures 5 to 7, the deceleration command value is shown by a solid line, and the actual braking amount is shown by a dashed line. In the non-EBS vehicle of the comparative example, the deceleration command value is output based on the same deceleration command value map as the EBS vehicle 1A (the deceleration command value map for EBS vehicles shown in Figure 3). Note that in Figures 5 to 7, the time when the emergency braking control is started is set to time 0.

In an EBS vehicle 1A, emergency braking control is performed by an emergency braking control device 4A using an electronically controlled brake system 2A. Therefore, as shown in FIG. 5, in an EBS vehicle 1A, even if the deceleration command value suddenly becomes the first deceleration D1 at time 0, the actual braking amount overshoots the deceleration command value only slightly. Therefore, in an EBS vehicle 1A, the deceleration command value becomes the first deceleration D1 at time 0, so that braking can be performed as quickly as possible in the event of a driver abnormality while suppressing the overshoot of the actual braking amount relative to the deceleration command value.

In the non-EBS vehicle of the comparative example, unlike the EBS vehicle 1A, when the driver is normal, the brake 3B is driven and controlled by a physical power transmission means such as a wire, air pressure, or hydraulic pressure, and when the driver is abnormal, the brake 3B is driven and controlled through a communication line such as a CAN, as in the EBS vehicle 1A. Therefore, as shown in FIG. 7, in the non-EBS vehicle of the comparative example, when the deceleration command value suddenly becomes the first deceleration D1 at time 0, the actual braking amount overshoots the deceleration command value to a large extent.

In the non-EBS vehicle 1B, like the non-EBS vehicle of the comparative example, when the driver is normal, the brakes 3B are driven and controlled by physical power transmission means such as wires, air pressure, or hydraulic pressure, and when the driver is abnormal, the brakes 3B are driven and controlled through a communication line such as a CAN, as in the EBS vehicle 1A. However, as shown in FIG. 6, in the non-EBS vehicle 1B, the deceleration command value does not suddenly become the first deceleration D1 at time 0, but rather the deceleration command value increases continuously or stepwise from 0G to the first deceleration D1 from time 0 to time t2, so that the overshoot of the actual braking amount relative to the deceleration command value is significantly smaller than in the non-EBS vehicle of the comparative example.

When the deceleration of a decelerating vehicle is increased, the overshoot of the actual braking amount relative to the deceleration command value is significantly smaller than when a vehicle that is not decelerating (a vehicle with a deceleration of 0) is decelerated. For this reason, as shown in Figures 6 and 7, in both non-EBS vehicle 1B and the non-EBS vehicle of the comparative example, the deceleration command value rises from the first deceleration D1 to the second deceleration D2 at time t1, but the overshoot of the actual braking amount relative to the deceleration command value when the deceleration command value of the second deceleration D2 is output is suppressed.

However, depending on the settings of the first deceleration D1 and the second deceleration D2, the running state of the vehicle, the road state, etc., even if the deceleration of the decelerating vehicle is increased, there is a possibility that the actual braking amount will overshoot the deceleration command value. In particular, this tendency is likely to be significant in non-EBS vehicles 1B. For this reason, as shown by the dashed lines in Figures 3 and 4, in the deceleration command value map for EBS vehicles and the deceleration command value map for non-EBS vehicles, the deceleration command value may increase continuously or stepwise from the first deceleration D1 to the second deceleration D2 from time t1 to time t3, and the deceleration command value may be maintained at the second deceleration D2 after time t3. In other words, the change in deceleration may have a temporal gradient from the first deceleration D1 to the second deceleration D2. Time t3 is the time after time t1. In this case, the emergency braking control unit 13 outputs a deceleration command value that increases continuously or stepwise from the first deceleration D1 to the second deceleration D2 from time t1 to time t3, and continues to output the deceleration command value of the second deceleration D2 at time t3. This further suppresses overshooting of the actual braking amount relative to the deceleration command value when the deceleration command value of the second deceleration D2 is output.

Also, as shown by the dashed lines in Figures 3 and 4, even if the deceleration command value increases continuously or stepwise from the first deceleration D1 to the second deceleration D2, if the rate of change of the deceleration command value over time increases, that is, if the speed at which the deceleration command value changes from the first deceleration D1 to the second deceleration D2 increases, the actual braking amount tends to overshoot the deceleration command value. In such a case, when the EBS determination unit 12 determines that the vehicle 1 is a non-EBS vehicle 1B, the emergency braking control unit 13 may reduce the rate of change of the deceleration command value over time from the first deceleration D1 to the second deceleration D2 compared to when the EBS determination unit 12 determines that the vehicle 1 is an EBS vehicle 1A. This reduces the overshoot of the actual braking amount over the deceleration command value in the non-EBS vehicle 1B.

As described above, in the emergency braking control device 4 according to this embodiment, the emergency braking control unit 13 performs emergency braking control based on a deceleration command value corresponding to the determination result of whether the vehicle 1 is an EBS vehicle 1A or a non-EBS vehicle 1B, thereby suppressing the discrepancy in the actual braking amount between the EBS vehicle 1A and the non-EBS vehicle 1B.

In addition, when it is determined that the vehicle 1 is a non-EBS vehicle 1B, emergency braking control is performed so that the vehicle decelerates more slowly than when it is determined that the vehicle 1 is an EBS vehicle 1A, thereby preventing the actual braking amount from overshooting the deceleration command value.

In addition, in an EBS vehicle 1A, the emergency braking control device 4A can perform emergency braking control using the electronically controlled brake system 2A. Therefore, when it is determined that the vehicle 1 is an EBS vehicle 1A, the vehicle 1 can be decelerated quickly by performing emergency braking control based on the deceleration command value of the first deceleration D1. On the other hand, in a non-EBS vehicle 1B, the emergency braking control device 4B cannot perform emergency braking control using the electronically controlled brake system. Therefore, when it is determined that the vehicle 1 is a non-EBS vehicle 1B, the emergency braking control device 4B can suppress a large overshoot of the actual braking amount relative to the deceleration command value by performing emergency braking control based on a deceleration command value that gradually increases the deceleration to the first deceleration D1.

In addition, by determining whether the vehicle 1 is an EBS vehicle 1A or a non-EBS vehicle 1B based on whether or not a signal is received from the electronically controlled brake system 2A, it is possible to easily determine whether the vehicle 1 is an EBS vehicle 1A or a non-EBS vehicle 1B.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and may be modified or applied to other things without changing the gist of the claims.

1...vehicle, 1A...EBS vehicle, 1B...non-EBS vehicle, 2A...electronically controlled brake system, 3A...brake, 3B...brake, 4...emergency braking control device, 4A...emergency braking control device, 4B...emergency braking control device, 11...driver abnormality determination unit, 12...EBS determination unit, 13...emergency braking control unit.

Claims (4)

an emergency braking control unit that performs emergency braking control to brake the vehicle when an abnormality occurs in the driver;
an EBS determination unit that determines whether the vehicle is an EBS vehicle equipped with an electronically controlled brake system that drives and controls the brakes based on a deceleration command value calculated according to an operation amount of a brake pedal, or a non-EBS vehicle that does not have the electronically controlled brake system;
The emergency braking control unit performs the emergency braking control based on a deceleration instruction value corresponding to a determination result of the EBS determination unit.
Emergency braking control device. When the EBS determination unit determines that the vehicle is the non-EBS vehicle, the emergency braking control unit performs the emergency braking control so that the vehicle is decelerated more gradually than when the EBS determination unit determines that the vehicle is the EBS vehicle.
2. The emergency braking control system of claim 1. The emergency braking control unit includes:
When the EBS determination unit determines that the vehicle is the EBS vehicle, the emergency braking control is performed based on the deceleration command value of a first deceleration.
When the EBS determination unit determines that the vehicle is the non-EBS vehicle, the emergency braking control is performed based on the deceleration instruction value that gradually increases the deceleration to the first deceleration.
3. The emergency braking control device according to claim 1 or 2. the EBS determination unit determines that the vehicle is the EBS vehicle when a signal is received from the electronically controlled brake system, and determines that the vehicle is the non-EBS vehicle when a signal is not received from the electronically controlled brake system.
An emergency braking control device according to any one of claims 1 to 3.

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