JP4671926B2 - Automatic braking control device - Google Patents

Description

  The present invention is used for large vehicles (trucks, buses) for transporting cargo and passengers.

  The electronic control of automobiles has progressed steadily, and events that have so far depended solely on the judgment of the driver have been carried out by onboard computers.

  As an example, the distance between the preceding vehicle and the host vehicle (inter-vehicle distance) is monitored by a radar, and when the inter-vehicle distance approaches abnormally, appropriate braking control is automatically performed to prevent a collision. Sometimes, there is an automatic braking control device that minimizes the damage (see, for example, Patent Document 1).

JP 2005-31967 A

  The above-described automatic braking control device has already been put into practical use in passenger cars, but it must be solved when trying to use the same function for large vehicles (trucks, buses) for transporting cargo and passengers. There is a problem that must be done.

  In other words, large vehicles have an extremely large mass compared to passenger cars, and in addition to the driver's own safety, passenger and cargo safety must be ensured, and it seems that this is done by automatic braking control of passenger cars. It is difficult to achieve the intended purpose with simple simple braking control, and it is necessary to perform more advanced automatic braking control than in the case of passenger cars. However, since such means has not been established, automatic braking control devices for trucks and buses have not yet been put into practical use.

  The present invention has been made under such a background, and an object thereof is to provide an automatic braking control device that can realize automatic braking control in a truck or a bus.

  The automatic braking control device of the present invention is a device that can reduce the impact at the time of a collision while maintaining the stability of a large vehicle such as a truck or a bus by performing stepwise braking control.

  That is, the present invention is an automatic braking control device provided with a control unit that automatically performs braking control without a driving operation based on a sensor output including a distance to an object in the traveling direction of the host vehicle.

Here, the feature of the present invention is that the control means includes the object and the vehicle derived based on a relative distance and a relative speed between the object and the vehicle obtained by the sensor output. Is equipped with stepwise braking control means that automatically performs stepwise braking control when the predicted value of the time required until the distance becomes less than the predetermined distance falls below the set value. Includes a braking control means for gradually increasing the braking force or braking deceleration over a plurality of stages, and when the staged braking control by the staged braking control means is being performed, fluctuations in the direction of the front wheels are detected at least in the final stage. There is a means to suppress.
The predicted value of the time required for the object and the vehicle to be less than a predetermined distance derived based on the relative distance and relative speed between the object and the vehicle is, for example, the object and the vehicle Is a predicted value of the time required for the collision (hereinafter referred to as TTC (Time To Collision)).

  When sudden braking is performed on the vehicle, the position of the center of gravity of the vehicle moves forward, causing a phenomenon that the front part of the vehicle body sinks. At this time, it is known that the tire turns to the right side because there is a deviation between the trajectory drawn by the axle when the front tire by the suspension turns forward and the trajectory drawn by the link of the steering means for steering the front tire. It is as follows.

  When such a phenomenon occurs, the vehicle body changes its traveling direction to the right, and thus becomes unstable. Therefore, in the present invention, at least in the final stage of the automatic braking control, by suppressing the fluctuation of the direction of the front wheels, the tire is prevented from turning to the right side and the vehicle body is prevented from becoming unstable.

  Alternatively, a means for estimating the deflection angle of the front wheel generated by braking is provided, and when stepwise braking control is performed by the stepwise braking control means, the means for estimating the steering means at least at the final stage Means for indicating a steering angle that cancels the estimated deflection angle of the front wheels is provided.

  According to this, compared with the case where the fluctuation | variation of the direction of a front wheel is simply suppressed, the direction of a tire can be reliably maintained in a straight drive state.

  Furthermore, when performing the instruction, it is possible to provide means for canceling the instruction when the actual steering angle is larger than the canceling steering angle.

  According to this, when steering by the driver is performed, steering by the driver can be prioritized.

  In addition, when the host vehicle speed is less than a predetermined value and the value taken by the steering angle or yaw rate is out of the predetermined range, a means for prohibiting activation of the stepwise braking control means can be provided.

  That is, the stepwise braking control performed by the automatic braking control device of the present invention is, for example, when the vehicle speed before starting the braking control is 60 km / h or more, and a large steering wheel operation such as when changing lanes or driving sharp curves is performed. Since it is assumed to be used in a state where it is not performed, the start of the stepwise braking control can be restricted in other traveling states.

  For example, if the vehicle speed before the start of braking control is less than 60 km / h, the vehicle has less kinetic energy, so there is no problem even if simple sudden braking control as conventionally applied to passenger cars is performed. Limit the start of stepwise braking control. Also, for example, if the steering angle before starting the braking control is + 30 ° or more or −30 ° or less, this means that the vehicle is changing lanes or driving in a sharp curve. Restrict. In this case, a yaw rate may be used instead of the steering angle.

  According to the present invention, automatic braking control in a truck or bus can be realized. In particular, it is possible to suppress the right-side deflection of the front wheels that occurs due to sudden braking.

(First Example)
The automatic braking control device of the first embodiment will be described with reference to FIGS. FIG. 1 is a control system configuration diagram of the first embodiment. FIG. 2 is a flowchart showing a control procedure of a braking control ECU (Electric Control Unit) of the first embodiment. FIG. 3 is a diagram showing a braking pattern at the time of idle loading that the braking control ECU has. FIG. 4 is a diagram showing a braking pattern at the time of half product of the braking control ECU. FIG. 5 is a diagram showing a braking pattern at the time of fixed volume possessed by the braking control ECU. FIG. 6 is a diagram showing a full-scale braking pattern possessed by the braking control ECU.

  As shown in FIG. 1, the braking control ECU 4, the gateway ECU 5, the meter ECU 6, the engine ECU 8, the axle weight meter 9, the EBS (Electric Breaking System) _ECU 10, and the power steering ECU 14 are connected to each other via a VehicleCAN (J1939) 7.

  The steering sensor 2, the yaw rate sensor 3, the vehicle speed sensor 13, and the front vehicle height sensor 16 are connected to the VehicleCAN (J1939) 7 via the gateway ECU 5, and the sensor information is taken into the braking control ECU 4. The brake control is performed by the EBS_ECU 10 driving the brake actuator 11. Note that the brake instruction to the EBS_ECU 10 is performed by the brake operation and braking control ECU 4 at the driver's seat (not shown). The brake information including information on the brake operation by the driver is also output from the EBS_ECU 10 and taken into the brake control ECU 4. The engine ECU 8 performs fuel injection amount control of the engine 12 and other engine control. Note that the injection amount control instruction to the engine ECU 8 is performed by the accelerator operation of the driver's seat. Steering control is performed when the power steering ECU 14 drives the steering actuator 15. Note that the steering instruction to the power steering ECU 14 is performed by the steering operation of the driver's seat and the braking control ECU 4. Further, the alarm display and buzzer sound output by the braking control ECU 4 are displayed on the display unit (not shown) of the driver's seat by the meter ECU 6. Since the control system related to steering other than the steering sensor 2 is not directly related to the present invention, the illustration is omitted.

  In this embodiment, as shown in FIG. 1, a millimeter wave radar 1 for measuring a distance from a preceding vehicle or an object such as a falling object in the traveling direction of a vehicle, a steering sensor 2 for detecting a steering angle, a yaw rate This is an automatic braking control device that includes a braking control ECU 4 that automatically performs braking control based on sensor outputs such as a yaw rate sensor 3 for detecting the vehicle speed and a vehicle speed sensor 13 for detecting the vehicle speed.

  The braking control ECU 4 automatically detects when the value derived based on the relative distance and relative speed between the object and the vehicle obtained from the sensor outputs from the millimeter wave radar 1 and the vehicle speed sensor 13 falls below a set value. Stepwise braking control means for performing stepwise braking control is provided.

  As shown in FIG. 3B, this stepwise braking control means includes braking control means for gradually increasing the braking force over three stages in time series. In the example of FIG. 3B, first, braking of about 0.1 G is applied from TTC 2.4 seconds to 1.6 seconds in the first stage marked “alarm”. At this stage, the so-called sudden braking is not yet applied, and the stop lamp is lit to notify the following vehicle that the sudden braking will be performed. Next, in the second stage described as “enlarged area braking”, braking of about 0.3 G is applied from TTC 1.6 seconds to 0.8 seconds. Finally, in the third stage, marked as “full-scale braking”, the maximum braking (about 0.5 G) is applied from TTC 0.8 seconds to 0 seconds.

  When the driver performs a strong braking operation exceeding the braking force shown above, the stronger braking force is given priority.

  In the present embodiment, as shown in FIGS. 3 to 5, the braking control ECU 4 includes a braking pattern selection unit 40 that changes the braking pattern according to the weight of the loaded cargo or the passenger. As a method of changing, the braking pattern storage unit 41 of the braking control ECU 4 stores in advance a plurality of control patterns for “empty product”, “half product”, and “constant product”, and the braking pattern selection unit 40. Can be realized by selecting a braking pattern that matches (or approximates) from these braking patterns according to the weight. The weight information of the loaded cargo and passengers is obtained by the axle weight meter 9 shown in FIG. 1 and is taken into the braking control ECU 4.

  In the following description, the preceding vehicle will be described, but the automatic braking control device of this embodiment is also effective for falling objects on the road.

  In the first embodiment, when stepwise braking control by the stepwise braking control means is performed, fluctuations in the direction of the front wheels 17 are suppressed at the stage of “full-scale braking”. As an example of the suppression method, a so-called “heavy steering wheel” is obtained by sending an instruction from the braking control ECU 4 to the power steering ECU 14 immediately after entering the stage of “full-scale braking” to reduce the hydraulic pressure in the steering actuator 15. By setting the state, fluctuations in the direction of the front wheels 17 can be suppressed. In addition to this, a part of the link for changing the direction of the front wheel 17 is provided with a suppression device capable of instantaneously suppressing the movement of the link according to an external input, and enters the stage of “full-scale braking”. This can also be realized by sending a restraining instruction from the braking control ECU 4 to the restraining device and restraining the link. As a specific example of the suppression device, a device may be considered in which a part of the link is compressed from both sides by a stopper operated by a solenoid or hydraulic pressure to suppress the movement of the link.

  In addition, when the host vehicle speed is less than 60 km / h and the steering angle is not less than +30 degrees or not more than −30 degrees, there is provided means for prohibiting activation of the stepwise braking control means. A yaw rate may be used instead of the steering angle.

  In other words, the stepwise braking control performed by the automatic braking control device of this embodiment is such that the host vehicle speed before starting the braking control is 60 km / h or more, and a large steering wheel operation such as when changing lanes or driving sharp curves is performed. Since it is assumed that the vehicle is not used, it is possible to limit the start of the stepwise braking control in other driving conditions.

  Also, if the vehicle speed before the start of braking control is less than 60 km / h, the vehicle has less kinetic energy, so there is no problem even if simple sudden braking control as conventionally applied to passenger cars is performed. Since the usefulness of performing stepwise braking control is low, the activation of stepwise braking control is limited. Further, if the steering angle before starting the braking control is +30 degrees or more or −30 degrees or less, this is during lane change or sharp curve traveling, so it is outside the staged braking control application event and staged braking control. Restrict startup of. In this case, a yaw rate may be used instead of the steering angle.

  In this embodiment, when the host vehicle speed before the start of braking control is less than 60 km / h and is 15 km / h (minimum speed at which the usefulness of automatic braking control (full-scale braking control) is recognized) or more, stepwise Although the braking control is not performed, only the full-scale braking control shown in FIGS. 3B to 5B is performed as shown in FIG. When only such full-scale braking control is performed, braking control equivalent to conventional automatic braking control used for passenger cars can be applied. In addition, when applying such automatic braking control equivalent to the conventional one, there is no need to determine whether or not the vehicle is changing lanes or traveling sharply.

  Next, the operation of the automatic braking control device of this embodiment will be described with reference to the flowchart of FIG. FIG. 2 will be described by taking a braking pattern at the time of idle product (FIG. 3) as an example, but the procedure of the flowchart of FIG. 2 is also followed at the time of half product (FIG. 4) or constant product (FIG. 5). As shown in FIG. 2, the distance between the preceding vehicle and the vehicle speed of the preceding vehicle are measured and monitored by the millimeter wave radar 1. Further, the vehicle speed is measured by the vehicle speed sensor 13 and monitored. Further, the weight of the loaded cargo and passengers is measured and monitored by the axle weight meter 9 (S1). The braking pattern selection unit 40 of the braking control ECU 4 selects in advance one of the braking patterns (FIGS. 3 to 5) based on the measurement result of the weight. The following description is an example in which the braking pattern of FIG. 3 is selected.

TTC is calculated from the inter-vehicle distance, the own vehicle speed, and the vehicle speed of the preceding vehicle (S2). The calculation method is
Distance between vehicles / (Self-vehicle speed-Vehicle speed of the preceding vehicle)
It is. The vehicle speed before starting the braking control is 60 km / h or more (S3), the steering angle before starting the braking control is +30 degrees or less and -30 degrees or more (S4), and the TTC is shown in FIG. If it is in the area (1) (S5), "alarm" braking control is executed (S8). If the TTC is in the region (2) shown in FIG. 3A (S6), "enlarged region braking" control is executed (S9). If the TTC is in the region (3) shown in FIG. 3A (S7), the "full-scale braking" control is executed and the steering control is executed (S10).

  Further, if the vehicle speed before starting the braking control is less than 60 km / h and 15 km / h or more (S3, S11) and the TTC is in the region (4) shown in FIG. In contrast, the fact that the relative distance from the preceding vehicle is short is notified (S13). Notification is performed by warning display or buzzer sound. Further, if the TTC is in the region (5) shown in FIG. 3C (S14), the “full-scale braking” control is executed and the steering control is executed (S10).

  Note that the yaw rate from the yaw rate sensor 3 can be used instead of the steering angle from the steering sensor 2. Alternatively, the steering angle and the yaw rate may be used in combination.

  Here, FIGS. 3 to 5 will be described. The straight lines c, f, i in FIGS. 3 to 5 are called steering avoidance limit straight lines. Also, the curves B, D, and F in FIGS. 3 to 5 are called braking avoidance limit curves.

  That is, the steering avoidance limit straight line is a straight line indicating a limit at which a collision can be avoided by a steering operation within a predetermined TTC in the relationship between one relative distance to the obstacle and one relative speed with the obstacle. The braking avoidance limit curve is a curve indicating a limit at which a collision can be avoided by a braking operation within a predetermined TTC in the relationship between one relative distance to the obstacle and one relative speed with the obstacle.

  In FIGS. 3 to 5, in the area under both of these straight lines or curves, the collision can no longer be avoided by the steering operation or the braking operation.

  For example, in the case of the empty product in FIG. 3, the straight line c has TTC set to 0.8 seconds. In this embodiment, a straight line a when the TTC is 2.4 seconds is provided above the steering avoidance limit straight line c, and a straight line b when the TTC is 1.6 seconds is provided. Further, a curve A with TTC set at 1.6 seconds is provided above the braking avoidance limit curve B with TTC set at 0.8 seconds.

The initial state of the vehicle has a relative distance and a relative speed with respect to the obstacle indicated by a black point G in FIG. When the host vehicle speed before the start of braking control is 60 km / h or more, the relative distance gradually decreases, and when the vehicle reaches the position of the straight line a, the alarm mode is set (area (1)). In the alarm mode, braking of about 0.1 G is applied from TTC 2.4 seconds to 1.6 seconds. During this period, it is meaningful to turn on the stop lamp and inform the subsequent vehicle of braking. When the relative speed further decreases and reaches the position of the straight line b, the expansion area braking mode is set (area (2)). In the enlarged area braking mode, braking of about 0.3 G is applied from TTC 1.6 seconds to 0.8 seconds. When the position of the straight line c is reached, the full braking mode is set (area (3)). In the full-scale braking mode, the maximum braking (about 0.5G) is applied from TTC 0.8 seconds to 0 seconds. According to the calculation in step S2 of FIG. 2, a collision occurs at this time. However, in practice, since the host vehicle speed is reduced by the braking control, the actual TTC is longer than the calculation result of step S2.
In other words, in the calculation of TTC in the automatic braking control apparatus targeted by the present invention, precise distance measurement and complicated calculation processing are omitted as much as possible, and a general-purpose simple distance measurement device (for example, millimeter wave radar) or calculation device is used. It is assumed that. Such considerations are useful for keeping vehicle manufacturing costs or maintenance costs low.
Therefore, strictly speaking, the preceding vehicle and the subject vehicle, which are the objects, are performing a uniform acceleration motion by braking (deceleration), and therefore the TTC calculation must also be calculated based on the uniform acceleration motion. By calculating the TTC as simply performing constant velocity motion, precise distance measurement and complicated arithmetic processing are omitted.
In addition, by performing a calculation that is regarded as such a constant velocity motion, the calculated TTC value becomes smaller than the actual TTC value. There is no hindrance.

  Further, when the host vehicle speed before starting the braking control is 15 km / h or more and less than 60 km / h, the relative distance is gradually shortened, and when the vehicle reaches the position of the straight line b, the notification mode is set (region (4)). . In the notification mode, the driver is notified that the relative distance to the obstacle is shortened by an alarm display or a buzzer sound. When the position of the straight line c is reached, the full braking mode is set (area (5)). In the full-scale braking mode, the maximum braking (about 0.5G) is applied from TTC 0.8 seconds to 0 seconds.

FIG. 4 shows an example at half load, and FIG. 5 shows an example at constant load. However, when compared with equal braking forces, the braking distance increases as the weight of loaded cargo and passengers increases. The avoidance limit straight line and the braking avoidance limit curve also move upward in the figure. Thereby, regions (1), (2), (3)
, (4), (5) area increases according to the weight of the loaded cargo and passengers.

  The straight lines a to c in FIG. 3 correspond to the straight lines df to f in FIG. 4 and the straight lines g to i in FIG. 5, and the curves A and B in FIG. 3 are the curves C and D in FIG. , F, and the black point G in FIG. 3 corresponds to the black point H in FIG. 4 and the black point I in FIG.

(Second embodiment)
The automatic braking control device of the second embodiment will be described with reference to FIGS. FIG. 7 is a flowchart showing the steering control procedure of the second embodiment. FIG. 8 is a diagram for explaining a method of estimating the front wheel deflection angle.

  In the second embodiment, the braking control ECU 4 is provided with means for estimating the deflection angle of the front wheels generated by braking, and when the gradual braking control is performed by the gradual braking control means, “full-scale braking” At this stage, the steering angle for canceling the deflection angle of the front wheels estimated by the estimating means is instructed to the power steering ECU 14. In performing the instruction, if the actual steering angle is larger than the canceling steering angle, the instruction is canceled.

  The control procedure performed by the braking control ECU 4 is as shown in the flowchart of FIG. However, the control procedure for executing the steering control in step S10 is different from that in the first embodiment. A steering control procedure in the second embodiment is shown in FIG.

  As shown in FIG. 7, the estimating means obtains front vehicle height information from the front vehicle height sensor 16 and vehicle speed information from the vehicle speed sensor 13 (S21). This vehicle speed information is used as vehicle deceleration information.

  Subsequently, the front vehicle height deviation and the specified value (cm), and the vehicle deceleration and the specified value (km / h) are respectively compared (S22). These specified values are values that are expected to cause right-side deflection of the front wheel when the specified value is exceeded. These specified values are obtained and set in advance by simulation or test running.

  When the front vehicle height deviation is equal to or greater than the specified value (cm) and the vehicle deceleration is equal to or greater than the specified value (km / h), it is expected that the right deflection of the front wheel will occur, so the front wheel deflection angle is estimated. (S23). As an example of the estimation method, a table in which the relationship between the front vehicle height deviation, the vehicle deceleration, and the front wheel deflection angle as shown in FIG. 8 is stored in advance in the braking control ECU 4 and the acquired front vehicle height information and The corresponding front wheel deflection angle is estimated by referring to the table based on the vehicle deceleration information. This table is created based on data obtained in advance by simulation or test running.

  Based on the estimation result of the front wheel deflection angle thus estimated, a steering angle (instructed steering angle) that can cancel the front wheel deflection angle is determined (S24). This command steering angle is a steering angle that is opposite in direction and equal to the estimated front wheel deflection angle.

  At this time, if the driver is steering and the actual steering angle is smaller than the commanded steering angle, the command is executed (S26), and if the actual steering angle is larger than the commanded steering angle. Cancels the instruction (S27) and leaves it to the driver for steering.

(Third embodiment)
The first and second embodiments are examples in which control for suppressing right-side deflection of the front wheel is started as steering control at the stage of “full-scale braking”, but right-side deflection of the front wheel is suppressed from the stage of “extended area braking”. An embodiment in which control to start is also conceivable.

  According to this, since it is possible to perform control to suppress the right deflection of the front wheels before entering the sudden braking state by “full-scale braking”, the vehicle is compared with the case where control is started from the “full-scale braking” stage. The effect of maintaining straightness is great.

  Further, an embodiment in which the suppression control of the right side deflection of the front wheel is started from the “warning” stage is also conceivable. However, at the “warning” stage, the brake is not yet in a sudden braking state and the TTC is relatively long. Therefore, since there is still a possibility that a collision can be avoided by steering, there is little need to perform control for suppressing the right deflection of the front wheels from the “warning” stage. However, in the second embodiment, since the driver's steering has priority over the steering by the braking control ECU 4, there is no problem even if the control for suppressing the right deflection of the front wheels is started from the “warning” stage.

  ADVANTAGE OF THE INVENTION According to this invention, the automatic braking control in a truck or a bus | bath can be implement | achieved, and it can contribute to traffic safety.

The control system block diagram of a 1st Example. The flowchart which shows the control procedure of braking control ECU of a 1st Example. The figure which shows the braking pattern at the time of the idle product which braking control ECU has. The figure which shows the braking pattern at the time of the half product which braking control ECU has. The figure which shows the braking pattern at the time of the fixed volume which braking control ECU has. The figure which shows the full-scale braking pattern which braking control ECU has. The flowchart which shows the front-wheel deflection | deviation angle estimation procedure of 2nd Example. The figure for demonstrating the estimation method of a front-wheel deflection angle.

Explanation of symbols

1 Millimeter wave radar 2 Steering sensor 3 Yaw rate sensor 4 Braking control ECU
5 Gateway ECU
6 Meter ECU
7 VehicleCAN (J1939)
8 Engine ECU
9 Shaft weigher 10 EBS_ECU
11 Brake actuator 12 Engine 13 Vehicle speed sensor 14 Power steering ECU
15 Steering actuator 16 Front vehicle height sensor 17 Front wheel 40 Brake pattern selection unit 41 Brake pattern storage unit

Claims (4)

In an automatic braking control device including a control unit that automatically performs braking control without a driving operation based on a sensor output including a distance from an object in the traveling direction of the host vehicle,
It said control means calculates a prediction time required until the relative distance and the relative speed and the based-out before Symbol object and the vehicle and the object and the vehicle obtained by the sensor output collide, Stepwise braking control means for automatically performing stepwise braking control when the predicted time falls below the set time ,
This stepwise braking control means is a braking control means for increasing the braking force or braking deceleration in three stages in a time series including the first braking stage, the second braking stage, and the third braking stage .
When the predicted time falls below a preset predetermined time before a limit time that can avoid a collision by a braking operation, the braking of the first braking stage is continuously applied until a limit time that can avoid a collision by the braking operation,
When the predicted time is less than a limit time that can avoid a collision by the braking operation, the braking of the second braking stage is continuously given until a limit time that can avoid a collision by a steering operation,
Means for continuously applying the braking of the third braking stage when the predicted time is less than a time limit for avoiding a collision by a steering operation;
An automatic braking control device comprising: means for suppressing fluctuations in the direction of the front wheels in at least the third- stage braking when the gradual braking control is performed by the gradual braking control means. In an automatic braking control device comprising a control means for automatically performing braking control without a driving operation based on a sensor output including a distance to an object in the traveling direction of the host vehicle,
It said control means calculates a prediction time required until the relative distance and the relative speed and the based-out before Symbol object and the vehicle and the object and the vehicle obtained by the sensor output collide, Stepwise braking control means for automatically performing stepwise braking control when the predicted time falls below the set time ,
This stepwise braking control means is a braking control means for increasing the braking force or braking deceleration in three stages in a time series including the first braking stage, the second braking stage, and the third braking stage .
When the predicted time falls below a preset predetermined time before a limit time that can avoid a collision by a braking operation, the braking of the first braking stage is continuously applied until a limit time that can avoid a collision by the braking operation,
When the predicted time is less than a limit time that can avoid a collision by the braking operation, the braking of the second braking stage is continuously given until a limit time that can avoid a collision by a steering operation,
Means for continuously applying the braking of the third braking stage when the predicted time is less than a time limit for avoiding a collision by a steering operation ;
Means for estimating the deflection angle of the front wheels generated by braking,
Means for instructing a steering angle that cancels out the deflection angle of the front wheel estimated by the estimating means to the steering means at least in the third stage when the stepwise braking control by the stepwise braking control means is performed; An automatic braking control device characterized by comprising:   3. The automatic braking control device according to claim 2, further comprising means for canceling the instruction when an actual steering angle is larger than the canceling steering angle when performing the instruction.   The vehicle according to any one of claims 1 to 3, further comprising means for prohibiting start of the stepwise braking control means when the host vehicle speed is less than a predetermined value and the value taken by the steering angle or yaw rate is outside the predetermined range. Automatic braking control device.

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