Brake control device and brake control method

Abstract

To provide a technique that improves brake feeling while suppressing the occurrence of oscillation in a pitch direction when a vehicle is stopped.SOLUTION: A brake control device includes: a determination unit that determines requested deceleration of a driver on the basis of an acquired brake pedal operation amount; and a braking processing unit that determines a braking amount to be executed by a brake device on the basis of the determined requested deceleration and determines execution of reduction control that reduces the deceleration relative to the requested deceleration immediately before the vehicle is stopped. The braking processing unit is capable of executing increase control that increases the deceleration relative to the requested deceleration before the reduction control is executed, and determines whether to execute the increase control on the basis of the detection results of an on-vehicle sensor.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to brake control for gently changing the deceleration just before a vehicle stops.

Background Art

[0002] In Patent Document 1, when stopping a vehicle while applying a braking force to the vehicle, in order to suppress the pitching behavior of the vehicle that occurs when the braking force is applied to the vehicle, a decrease control for decreasing the braking force according to a braking request is executed before the vehicle stops, and an increase control for increasing the braking force according to a braking request is executed before the decrease control. A control device is disclosed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the technique disclosed in Patent Document 1, since the increase control and the decrease control are executed immediately before the vehicle stops, the amount of change in the deceleration may increase and the brake feeling may deteriorate.

[0005] An object of the present invention is to provide a technique for improving the brake feeling while suppressing the occurrence of pitching in the pitch direction when the vehicle stops.

Means for Solving the Problems

[0006] To solve the above problems, a brake control device according to an aspect of the present invention includes an acquisition unit that acquires a driver's brake pedal operation amount and a detection result of an in-vehicle sensor, a determination unit that determines a required deceleration of the driver based on the acquired brake pedal operation amount, and a braking process unit that determines a braking amount to be executed on the brake device based on the determined required deceleration and determines to execute a reduction control that reduces the deceleration below the required deceleration immediately before stopping the vehicle. The braking process unit can execute an increase control that increases the deceleration above the required deceleration before executing the reduction control, and determines whether to execute the increase control based on the detection result of the in-vehicle sensor.

[0007] Another aspect of the present invention is a brake control method in which each step is executed by a brake control device of a vehicle. This method includes a step of acquiring a driver's brake pedal operation amount and a detection result of an in-vehicle sensor, a step of determining a required deceleration of the driver based on the acquired brake pedal operation amount, a step of starting to control a braking amount to be executed on the brake device based on the determined required deceleration, a step of determining whether to execute an increase control that increases the braking amount above the required deceleration before stopping the vehicle based on the detection result of the in-vehicle sensor, a step of executing the increase control if it is determined to execute the increase control, and a step of executing a reduction control that reduces the braking amount below the required deceleration when stopping the vehicle.

Advantages of the Invention

[0008] According to the present invention, it is possible to provide a technique for improving the brake feeling while suppressing the occurrence of pitching oscillation when the vehicle stops.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Mode for Carrying Out the Invention

[0010] (First Embodiment) FIG. 1 is a diagram for explaining the operation of the brake control system of the first embodiment. FIG. 1(a) shows the relationship between the vehicle speed V and the time T in brake control, and FIG. 1(b) shows the relationship between the deceleration B and the time T in brake control. The time T shown in FIGS. 1(a) and 1(b) indicates the progress of the same time.

[0011] The first vehicle speed 10 and the first deceleration 14 indicate the control results executed by the brake control system of the embodiment, and the second vehicle speed 12 and the second deceleration 16 indicate the control results executed by the brake control system of the comparative technique. The comparative technique is the technique used as a comparison target for the brake control system of the first embodiment.

[0012] The changes in the second vehicle speed 12 and the second deceleration 16 of the comparative technique will be described. At time t1, braking is started, the second deceleration 16 begins to increase, and the second vehicle speed 12 begins to decrease. At time t2, the control to increase the second deceleration 16 is started, and the second deceleration 16 increases more than the driver's required deceleration B1 at time t2, and the second vehicle speed 12 decreases rapidly. At time t3, the control to increase the second deceleration 16 ends, and the second deceleration 16 begins to decrease more than the driver's required deceleration at time t3. At time t4, the second vehicle speed 12 becomes zero and the vehicle stops.

[0013] In the comparative technique, from time t3 to time t4, which is just before the vehicle stops, the second deceleration 16 decreases more than the driver's required deceleration, so it is possible to suppress the vehicle from swaying in the pitch direction when it stops. Also, from time t2 to time t3, since the second deceleration 16 is increased more than the driver's required deceleration, it is possible to compensate for the second deceleration 16 that has decreased just before the vehicle stops and finally match the driver's required deceleration. The control of increasing the deceleration from time t2 to time t3 more than the driver's required deceleration is called increasing control. The control of decreasing the deceleration from time t3 to time t4 more than the driver's required deceleration is called decreasing control.

[0014] Since the change in the second deceleration 16 of the comparative technique becomes large before the vehicle stops, there is a possibility that the driver will feel a large change in acceleration and have a sense of discomfort in the feeling.

[0015] In the braking control system of the first embodiment, at time t1, braking is started and the first deceleration 14 begins to increase, and the first vehicle speed 10 begins to decrease. At time t2, the first deceleration 14 begins to decrease according to the driver's operation. At time t3, the first deceleration 14 begins to decrease more than the driver's required deceleration at time t3. The vehicle does not stop at time t4, and the first vehicle speed 10 becomes zero at time t5, and the vehicle stops.

[0016] Although the stop timing of the first vehicle speed 10 corresponding to the first embodiment is later than that of the second vehicle speed 12 corresponding to the comparative technique, the speed change is smoother than that of the second vehicle speed 12. Thus, in the braking control system of the embodiment, it is possible to suppress the occurrence of acceleration change when the vehicle stops and suppress the occurrence of swaying in the pitch direction when the vehicle stops, compared with the comparative technique.

[0017] FIG. 2 is a diagram showing the functional configuration of the brake control system 20. Each function of the brake control system 20 can be configured, in terms of hardware, by circuit blocks, memories, and other LSIs, and in terms of software, can be realized by system software or application programs loaded into the memory. Therefore, it is understood by those skilled in the art that each function of the brake control system 20 can be realized in various forms by only hardware, only software, or a combination thereof, and is not limited to any one of them. The brake control system 20 is provided in a vehicle, and the vehicle may be capable of autonomous driving.

[0018] The brake control system 20 includes a brake control device 22, a pedal operation detection sensor 24, an in-vehicle sensor 26, and a brake device 28.

[0019] The pedal operation detection sensor 24 detects the brake pedal operation amount, that is, the deceleration required by the driver, and transmits the detection result to the brake control device 22. The pedal operation detection sensor 24 is, for example, a stroke sensor that detects the depression amount of the brake pedal, and may be a sensor that detects the master cylinder pressure.

[0020] The in-vehicle sensor 26 includes a plurality of sensors mounted on the vehicle, and includes a driving state detection sensor that detects the driving state of the vehicle and an object detection sensor that detects an object located around the vehicle. The driving state detection sensor includes a vehicle speed sensor, an acceleration sensor, a position information detection sensor, a brake output detection sensor, and the like. The vehicle speed sensor detects the driving speed of the vehicle and may be, for example, a wheel speed sensor. The acceleration sensor detects the acceleration of the vehicle. The position information detection sensor acquires the position information of the vehicle using GNSS (Global Navigation Satellite System). The brake output detection sensor detects the output of the brake device 28.

[0021] The object detection sensor includes an in-vehicle camera, a millimeter-wave radar, an ultrasonic sensor, a light detection and ranging sensor, etc. The in-vehicle camera captures the surroundings of the vehicle to generate a captured image. The millimeter-wave radar, ultrasonic sensor, and light detection and ranging sensor detect the distance and direction of the object.

[0022] The object detection sensor detects a stop object among the objects. The stop object includes an object that obstructs the running of the vehicle and a sign indicating vehicle stop, such as another vehicle, a pedestrian, a road facility such as a crosswalk or a stop line.

[0023] The brake device 28 is a hydraulic brake device that applies frictional force to the wheels, and is driven by the control of the brake control device 22 to apply a braking force to the vehicle.

[0024] The brake control device 22 includes an acquisition unit 30, a determination unit 32, an estimation unit 34, a recognition processing unit 36, a braking processing unit 38, and a control unit 40. The acquisition unit 30 respectively acquires the driver's brake pedal operation amount detected by the pedal operation detection sensor 24 and the detection result from the in-vehicle sensor 26.

[0025] The determination unit 32 determines the deceleration exerted by the brake device 28 based on the detection result of the pedal operation detection sensor 24. The determination unit 32 determines the driver's required deceleration based on the operation amount of the brake pedal.

[0026] The recognition processing unit 36 executes a process of recognizing the object based on the detection result of the object detection sensor, and generates information about the object. The recognition processing unit 36 analyzes the captured image and outputs the type of the object and its position information. The recognition processing unit 36 may preferably use a neural network method in image analysis and may extract the object using a machine learning method. The recognition processing unit 36 generates information about the stop object located in the traveling direction of the vehicle and sends it to the braking processing unit 38. The information about the stop object located in the traveling direction of the vehicle may be the position information of the stop object or may be a flag indicating that it should stop.

[0027] If the braking processing unit 38 does not execute the decreasing control and the increasing control, it instructs the control unit 40 to control the braking according to the required deceleration of the driver. The braking processing unit 38 determines the timing for executing the decreasing control of the deceleration executed immediately before the vehicle stops and the increasing control of the deceleration executed before the decreasing control. The vehicle being stopped is determined based on the required deceleration of the driver and the objects existing around the vehicle. Also, the braking processing unit 38 determines whether to execute the increasing control based on the detection result of the in-vehicle sensor 26.

[0028] The decreasing control is a control for decreasing the deceleration to be lower than the required deceleration of the driver immediately before the vehicle stops. The braking processing unit 38 sets the decreasing start timing for starting the decreasing control based on the required deceleration and the vehicle speed, and determines to execute the decreasing control until the vehicle stops. Note that the decreasing control ends before the vehicle stops when the required deceleration of the driver increases. The braking processing unit 38 decreases the required deceleration of the driver according to a preset decreasing gradient of the deceleration. The decreasing start timing may be set by the vehicle speed, and the braking processing unit 38 may set the decreasing start vehicle speed.

[0029] The increasing control is a control for compensating for the deceleration decreased by the decreasing control. The braking processing unit 38 sets the increased amount of the deceleration in the increasing control based on the difference between the integral value of the deceleration decreased by the decreasing control and the integral value of the deceleration when the decreasing control is not executed. The integral value of the deceleration decreased by the decreasing control may be converted into the traveling distance, and the braking processing unit 38 estimates the first braking distance when the decreasing control is executed and the second braking distance when the decreasing control is not executed, and may set the increased amount of the deceleration in the increasing control according to the difference between the first braking distance and the second braking distance. The braking processing unit 38 sets the increasing start vehicle speed corresponding to the increasing start timing based on the current deceleration and the vehicle speed.

[0030] When the braking processing unit 38 detects the presence of a stop target in the traveling direction of the vehicle, it determines to execute the increase control, and when it does not detect the presence of a stop target in the traveling direction of the vehicle, it determines not to execute the increase control. Thereby, if the stop target is in the traveling direction of the vehicle, the increase control can be executed to compensate for the deceleration that decreases by the decrease control. Further, if the stop target is not in the traveling direction of the vehicle, the decrease control is executed without executing the increase control, and although the braking distance of the vehicle is extended, the swing in the pitch direction is suppressed.

[0031] The control unit 40 controls the braking amount to be executed on the brake device 28 based on the determined required deceleration. The control unit 40 executes a decrease control for decreasing the deceleration below the required deceleration immediately before stopping the vehicle according to the determination of the braking processing unit 38. Thereby, the swing in the pitch direction generated when the vehicle stops can be suppressed.

[0032] The control unit 40 can execute an increase control for increasing the deceleration above the required deceleration before executing the decrease control, and executes the increase control according to the determination of the braking processing unit 38.

[0033] FIG. 3 is a flowchart of the braking control method of the first embodiment. This process is executed periodically. The acquisition unit 30 acquires the brake pedal operation amount from the pedal operation detection sensor 24 (S10), and the determination unit 32 calculates the required deceleration of the driver from the brake pedal operation amount. The braking processing unit 38 determines whether the vehicle is in the braking state, that is, whether the required deceleration is greater than zero (S12).

[0034] If the vehicle is not in the braking state (N in S12), this process ends. If the vehicle is in the braking state (Y in S12), the braking processing unit 38 determines whether the vehicle is before stopping, that is, whether the vehicle is running (S14). If the vehicle is in a stopped state (N in S14), normal braking control is executed according to the required deceleration without executing the increase control and the decrease control (S28).

[0035] If the vehicle has not stopped yet (Y in S14), the braking processing unit 38 determines whether it is the start timing of the reduction control (S16). Whether it is the start timing of the reduction control is determined by the vehicle speed dropping to the reduction start vehicle speed set by the braking processing unit 38.

[0036] If it is the start timing of the reduction control (Y in S16), the braking processing unit 38 determines to start the reduction control, and the control unit 40 executes the reduction control (S18), and this process ends. If it is not the start timing of the reduction control (N in S16), the braking processing unit 38 acquires the recognition result of the object from the recognition processing unit 36 (S20), and determines whether it has detected that a stop object exists in the traveling direction of the vehicle (S22).

[0037] When it is detected that a stop object exists in the traveling direction of the vehicle (Y in S22), the braking processing unit 38 determines whether it is the start timing of the increase control (S24). Whether it is the start timing of the increase control is determined by the vehicle speed becoming equal to or lower than the increase start vehicle speed.

[0038] If it is determined that it is the start timing of the increase control (Y in S24), the braking processing unit 38 determines to start the increase control, and the control unit 40 executes the increase control (S26). If it is determined that it is not the start timing of the increase control (N in S24), the control unit 40 controls the brake device 28 with a braking amount corresponding to the required deceleration of the driver, executes normal braking control (S28), and this process ends. When it is not detected that a stop object exists in the traveling direction of the vehicle (N in S22), the braking processing unit 38 determines to execute normal braking control (S28).

[0039] (Second Embodiment) FIG. 4 is a diagram for explaining the operation of the brake control system 20 of the second embodiment. FIG. 4(a) shows the relationship between the vehicle speed V and the time T in the brake control, and FIG. 4(b) shows the relationship between the deceleration B and the time T in the brake control. The time T shown in FIGS. 4(a) and 4(b) indicates the elapse of the same time. Also, the second embodiment will be described with reference to FIG. 2.

[0040] In the brake control system 20 of the second embodiment, the braking processing unit 38 determines to execute a deceleration reduction control for reducing the deceleration to be lower than the driver's required deceleration immediately before stopping the vehicle, and is capable of executing an acceleration increase control for increasing the deceleration to be higher than the driver's required deceleration before executing the deceleration reduction control. Then, the braking processing unit 38 determines whether to execute the acceleration increase control based on the detection result of the in-vehicle sensor 26.

[0041] The first vehicle speed 42 and the first deceleration 48 indicate the control results executed by the brake control system 20 of the second embodiment, and the second vehicle speed 44 and the second deceleration 50 indicate the control results executed by the brake control system of the comparative technique. The comparative technique is the technique targeted for comparison with the brake control system of the second embodiment and is the same as the comparative technique shown in FIG. 1.

[0042] The changes in the second vehicle speed 44 and the second deceleration 50 of the comparative technique will be described. At time t1 shown in FIG. 4, braking is started, the second deceleration 50 starts to increase, and the second vehicle speed 44 starts to decrease. At time t4, the control for increasing the second deceleration 50 is started, the second deceleration 50 increases more than the driver's required deceleration at time t4, and the second vehicle speed 44 rapidly decreases. After that, the control for increasing the second deceleration 50 ends, and the second deceleration 50 starts to decrease to be lower than the driver's required deceleration. At time t8, the second vehicle speed 44 becomes zero and the vehicle stops. The second vehicle speed 44 of the comparative technique fluctuates above and below the straight reference line 46.

[0043] In the brake control system 20 of the second embodiment, at time t1, braking is started, the first deceleration 48 begins to increase, and the first vehicle speed 42 begins to decrease. At time t2, the increasing control is started. In the increasing control executed at time t3, the deceleration is higher than the estimated required deceleration B1. The actual required deceleration B2 of the driver is slightly deviated from the estimated required deceleration B1. The estimated required deceleration B1 is calculated based on the brake pedal operation amount at time t2 and the rising speed of the brake pedal operation amount. At time t5, the first deceleration 48 begins to decrease, and when the first vehicle speed 42 reaches the deceleration start vehicle speed at time t6, the decreasing control is started. The first vehicle speed 42 changes more gently than the second vehicle speed 44 of the comparative technique. Also, since the estimated required deceleration B1 is larger than the actual required deceleration B2, at time t7, the first vehicle speed 42 becomes zero, and the stop timing of the vehicle is earlier than the time t8 when the second vehicle speed 44 of the comparative technique becomes zero.

[0044] Returning to FIG. 2. The estimation unit 34 estimates an estimated required deceleration, which is the deceleration required after the initial depression, based on the brake pedal operation amount at the initial depression when the driver starts depressing the brake pedal. The initial depression refers to, for example, the period from time t1 to time t2 shown in FIG. 4(b), and may be about 1 second from the start of the operation. The estimated required deceleration is estimated based on the brake pedal operation amount at the initial depression and the rising speed of the brake pedal operation amount, and may be estimated with reference to a map held in advance. The driver depresses the brake pedal and maintains the depressed state at a desired stroke position. The estimated required deceleration estimates the stroke position maintained by the driver with the brake pedal operation amount at the initial depression.

[0045] The estimation unit 34 calculates an increased required deceleration by adding a predetermined amount to the estimated required deceleration. The increased required deceleration is the deceleration used in the increasing control, and becomes larger than the required deceleration of the driver by adding the predetermined amount. In the increasing control shown in FIG. 4(b), braking is performed with the increased required deceleration increased from the estimated required deceleration B1. The estimation unit 34 may calculate the increased required deceleration based on the brake pedal operation amount at the initial depression and the rising speed of the brake pedal operation amount.

[0046] When the difference between the increased required deceleration and the required deceleration is within a predetermined range, the braking processing unit 38 determines to execute an increase control for controlling the brake device 28 with the increased required deceleration. Further, when the difference between the increased required deceleration and the required deceleration is outside the predetermined range, the braking processing unit 38 determines not to execute the increase control. That is, when the absolute value of the difference between the increased required deceleration and the required deceleration is equal to or less than a predetermined value, the increase control is executed, and when it is greater than the predetermined value, the increase control is not executed. The predetermined range is set so as to make it difficult for the driver to feel a sense of discomfort in the brake feeling due to the deviation between the required deceleration of the driver and the increased required deceleration, and is set by experiments or the like.

[0047] When the difference between the increased required deceleration and the required deceleration goes outside the predetermined range while the increase control is being executed, the braking processing unit 38 aborts the increase control and executes normal braking control, that is, control according to the required deceleration.

[0048] Since the increased required deceleration is calculated based on the initial brake pedal operation amount when stepping on, the increase control can be started earlier and the braking control until reaching the increased required deceleration can be made gentle. The increase control is continued until the decrease control, and after the increase control, the decrease control is executed from the decrease start timing in the same manner as in the first embodiment. By executing the increase control, it is possible to compensate for the deceleration that decreases in the decrease control.

[0049] FIG. 5 is a flowchart of the braking control method according to the second embodiment. This process is executed periodically. The acquisition unit 30 acquires the brake pedal operation amount from the pedal operation detection sensor 24 (S30). The braking processing unit 38 determines whether the vehicle is braking, that is, whether the brake pedal operation amount is greater than zero (S32).

[0050] If the vehicle is not braking (N in S32), this process ends. If the vehicle is braking (Y in S32), the braking processing unit 38 determines whether it is before the vehicle stops, that is, whether the vehicle is running (S34). If the vehicle is in a stopped state (N in S34), normal braking control is executed according to the required deceleration without performing increase control and decrease control (S52).

[0051] If it is before the vehicle stops (Y in S34), the braking processing unit 38 determines whether it is at the initial stage of depressing the brake pedal (S36). If it is at the initial stage of depression (Y in S36), the estimation unit 34 estimates the estimated required deceleration, which is the deceleration required later from the initial stage of depression, based on the brake pedal operation amount at the initial stage of depression, and calculates the increased required deceleration obtained by increasing the estimated required deceleration (S38).

[0052] The determination unit 32 calculates the required deceleration of the driver based on the brake pedal operation amount (S40). The braking processing unit 38 determines whether the difference between the increased required deceleration and the required deceleration of the driver is within a predetermined range (S42). If the difference between the increased required deceleration and the required deceleration of the driver is within the predetermined range (Y in S42), the braking processing unit 38 determines to execute increase control, and the control unit 40 controls with a braking amount corresponding to the increased required deceleration (S44).

[0053] If it is not at the initial stage of depression (N in S36), the braking processing unit 38 determines whether increase control is in progress, that is, whether increase control was executed last time (S46). If increase control is in progress (Y in S46), the determination unit 32 calculates the required deceleration according to the detection result of the pedal operation detection sensor 24 (S40). The braking processing unit 38 determines whether the difference between the increased required deceleration and the required deceleration of the driver is within a predetermined range (S42). If the difference between the increased required deceleration and the required deceleration of the driver is within the predetermined range (Y in S42), the increase control continues.

[0054] If the difference between the increased required deceleration and the driver's required deceleration is not within the predetermined range (N in S42), the braking processing unit 38 determines whether it is the start timing of the decreasing control (S48). Also, if the increasing control is not in progress, that is, if the increasing control is not being continued (N in S46), the braking processing unit 38 determines whether it is the start timing of the decreasing control (S48). If it is the start timing of the decreasing control (Y in S48), the braking processing unit 38 determines to start the decreasing control, and the control unit 40 executes the decreasing control (S50), and this process ends.

[0055] If it is not the start timing of the decreasing control (N in S48), without executing the increasing control and the decreasing control, the control unit 40 executes normal braking control according to the required deceleration (S52).

[0056] As described above, the present disclosure has been described based on the embodiments. The present disclosure is not limited to the above-described embodiments, and various design changes and other modifications can be added based on the knowledge of those skilled in the art.

Explanation of Reference Numerals

[0057] 10 First vehicle speed, 12 Second vehicle speed, 14 First deceleration, 16 Second deceleration, 20 Brake control system, 22 Brake control device, 24 Pedal operation detection sensor, 26 Vehicle-mounted sensor, 28 Brake device, 30 Acquisition unit, 32 Determination unit, 34 Estimation unit, 36 Recognition processing unit, 38 Braking processing unit, 40 Control unit, 42 First vehicle speed, 44 Second vehicle speed, 48 First deceleration, 50 Second deceleration.

Claims

1. An acquisition unit that acquires the driver's brake pedal operation amount and the detection result of an in-vehicle sensor; A determination unit that determines the required deceleration of the driver based on the acquired brake pedal operation amount; A braking processing unit that determines the braking amount to be executed on the braking device based on the determined required deceleration, and determines to execute a reduction control for reducing the deceleration below the required deceleration immediately before stopping the vehicle, and is provided with: The braking processing unit is capable of executing an increase control for increasing the deceleration above the required deceleration before executing the reduction control, and is characterized in that it determines whether to execute the increase control based on the detection result of the in-vehicle sensor. A brake control device.

2. The detection result of the in-vehicle sensor includes information about a stop object located in the traveling direction of the vehicle, The braking processing unit determines to execute the increase control when it detects that there is a stop object in the traveling direction of the vehicle, and determines not to execute the increase control when it does not detect that there is a stop object in the traveling direction of the vehicle. The brake control device according to claim 1, characterized in that

3. Further provided with an estimation unit that estimates an estimated required deceleration, which is the deceleration required after the initial depression, based on the brake pedal operation amount at the initial depression when the driver starts stepping on the brake pedal, and calculates an increased required deceleration obtained by increasing the estimated required deceleration, If the difference between the increased required deceleration and the required deceleration is within a predetermined range, the braking processing unit determines to execute the increase control for controlling the braking device with the increased required deceleration, and if the difference between the increased required deceleration and the required deceleration is outside the predetermined range, the braking processing unit determines not to execute the increase control. The brake control device according to claim 1, characterized in that

4. A brake control method in which each step is executed by a brake control device of a vehicle, A step of acquiring the driver's brake pedal operation amount and the detection result of an in-vehicle sensor; A step of determining the required deceleration of the driver based on the acquired brake pedal operation amount; A step of starting to control the braking amount to be executed on the braking device based on the determined required deceleration; A step of determining whether to execute an increase control for increasing the deceleration above the required deceleration before stopping the vehicle based on the detection result of the in-vehicle sensor; When it is determined to execute the increase control, a step of executing the increase control; When stopping the vehicle, a step of executing a decrease control for decreasing the deceleration more than the required deceleration, characterized in that the brake control method includes the steps.

Images