Brake control device

Abstract

To provide a vehicle control device capable of selecting an optimum stop control among a plurality of pieces of stop control at the time of stop of a vehicle.SOLUTION: A brake control device 70 includes: a selection part 82 that selects, according to time allowed until a vehicle 10 is stopped, stop control to be performed when a break force is applied to the vehicle 10 to stops the vehicle from a stop among a control group including first stop control including break force reduction processing and break force increase processing, and second stop control including the break force reduction processing but not including the break force increase processing; and a control part 81 that performs the stop control selected by the selection part 82 when a break force is applied to the vehicle 10 to stop the vehicle.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a braking control device.

Background Art

[0002] Conventionally, there has been known a braking control device that executes stop control for suppressing a change in the posture of a vehicle immediately before stopping by adjusting the braking force applied to the vehicle immediately before the vehicle stops. For example, the braking control device described in Patent Document 1 suppresses a change in the posture of the vehicle by executing a braking force reduction process for reducing the braking force applied to the vehicle before the vehicle stops. Further, the braking control device described in Patent Document 2 suppresses a change in the posture of the vehicle while suppressing an increase in the braking distance by executing a braking force increase process for increasing the braking force applied to the vehicle before executing the above-described braking force reduction process.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] Depending on the situation of the vehicle, it may be better to execute only the braking force reduction process, or it may be better to execute both the braking force increase process and the braking force reduction process.

Means for Solving the Problems

[0005] When applying braking force to a vehicle to stop it, the braking control device includes a braking force reduction process of reducing the braking force applied to the vehicle below the required braking force and then stopping the vehicle, and a braking force increase process that is executed prior to the execution of the braking force reduction process and increases the braking force applied to the vehicle above the required braking force. The braking control device also includes a first stop control that includes these processes, and a second stop control that includes the braking force reduction process but does not include the braking force increase process. A selection unit selects the stop control to be executed when applying braking force to the vehicle to stop it from among the stop control group that includes the first stop control and the second stop control, according to the time allowed until the vehicle stops. A control unit executes the stop control selected by the selection unit when applying braking force to the vehicle to stop it.

Advantages of the Invention

[0006] The braking control device can select the optimal stop control from a plurality of stop controls when the vehicle stops.

Brief Description of the Drawings

[0007]

Figure 1

Figure 2

Figure 3

Figure 4

Embodiments for Carrying Out the Invention

[0008] Hereinafter, an embodiment of a vehicle equipped with a braking control device will be described. <Configuration of the Present Embodiment> As shown in FIG. 1, the vehicle 10 includes a plurality of wheels 20, a braking operation member 30, a plurality of friction brakes 40, a braking actuator 50, a detection system 60, and a braking control device 70.

[0009] The plurality of wheels 20 includes two front wheels 21 and two rear wheels 22. The braking operation member 30 is a member that a driver operates when applying a braking force to the vehicle 10. An example of the braking operation member 30 is a brake pedal.

[0010] <Friction brake> The plurality of friction brakes 40 respectively apply a braking force to the corresponding wheels 20. The friction brake 40 has a wheel cylinder 41, a rotating body 42, and a friction portion 43. The rotating body 42 rotates integrally with the wheel 20. Therefore, by pressing the friction portion 43 against the rotating body 42, a braking force is applied to the wheel 20. The force for pressing the friction portion 43 against the rotating body 42 increases as the wheel hydraulic pressure, which is the hydraulic pressure in the wheel cylinder 41, increases. Therefore, the higher the wheel hydraulic pressure, the greater the braking force that the friction brake 40 can apply to the wheel 20.

[0011] <Braking actuator> The braking actuator 50 controls the braking force applied to the wheels 20 by controlling the wheel hydraulic pressure of the plurality of wheel cylinders 41. For example, the braking actuator 50 has a pressure source that supplies brake fluid to the plurality of wheel cylinders 41. The pressure source is, for example, an electric pump and an electric cylinder. The braking actuator 50 can individually adjust the wheel hydraulic pressure of the wheel cylinder 41 for the front wheels 21 and the wheel hydraulic pressure of the wheel cylinder 41 for the rear wheels 22.

[0012] <Detection system> The detection system 60 includes a brake sensor 61, a plurality of wheel speed sensors 62, and a distance sensor 63 as sensors that output detection signals to the braking control device 70.

[0013] The brake sensor 61 detects information related to the operation of the braking operation member 30 by the driver. An example of the brake sensor 61 is a stroke sensor that detects the operation amount of the driver's braking operation member 30. Note that the detection system 60 may have a sensor that detects the operating force of the driver's braking operation member 30.

[0014] The wheel speed sensors 62 are provided for each of the plurality of wheels 20. The plurality of wheel speed sensors 62 respectively detect the rotational speed of the corresponding wheel 20. The rotational speed of the wheel 20 based on the detection signal of the wheel speed sensor 62 is referred to as the wheel speed.

[0015] The distance sensor 63 is, for example, a sensor that measures the distance to an obstacle existing in front of the vehicle 10. The distance sensor 63 may be a millimeter-wave radar, a camera, or other sensors. For example, the distance sensor 63 measures the inter-vehicle distance DC to the preceding vehicle located in front of the vehicle 10 while the vehicle 10 is traveling.

[0016] <Brake control device> As shown in FIG. 1, the brake control device 70 includes a processing circuit 71. An example of the processing circuit 71 is an electronic control unit. In this case, the processing circuit 71 has a CPU 72 and a memory 73. The memory 73 stores a control program executed by the CPU 72. By the CPU 72 executing the control program of the memory 73, it functions as a functional unit including a braking control unit 81 and a selection unit 82.

[0017] <Braking control unit> When the driver operates the braking operation member 30, the braking control unit 81 calculates a required braking force BPR based on the detection result of the brake sensor 61. The required braking force BPR is a required value of the braking force. The braking control unit 81 calculates the required braking force BPR such that the value increases as the operation amount of the braking operation member 30 increases. Subsequently, the braking control unit 81 sets an indicated braking force BPT, which is an indicated value of the braking force for the brake actuator 50. Depending on the braking control executed by the braking control unit 81, the indicated braking force BPT and the required braking force BPR may be equal or different. Then, the braking control unit 81 controls the brake actuator 50 based on the indicated braking force BPT. That is, the braking control unit 81 adjusts the braking force by operating the plurality of friction brakes 40.

[0018] When the driver is operating the braking operation member 30, the braking control unit 81 executes stop control. The stop control is braking control for suppressing a change in the attitude of the vehicle 10 accompanying a stop. In the present embodiment, the stop control includes first stop control and second stop control.

[0019] <First Stop Control> Referring to FIGS. 2(a) to 2(c), the first stop control will be described. FIGS. 2(a) to 2(c) show the transition of the vehicle body speed VB, the longitudinal and lateral acceleration, and the braking force when the vehicle 10 is stopped by the operation of the braking operation member 30 by the driver. The longitudinal and lateral acceleration has a positive value when the vehicle 10 accelerates and a negative value when the vehicle 10 decelerates.

[0020] When the driver starts operating the braking operation member 30 at timing t11 in the situation where the vehicle 10 is running, the required braking force BPR begins to increase. When the vehicle body speed VB of the vehicle 10 is higher than the first increase start speed VIth1 as before timing t12, the braking control unit 81 sets the required braking force BPR as the indicated braking force BPT. Then, the braking control unit 81 controls the brake actuator 50 so that the braking force becomes the indicated braking force BPT. Note that the vehicle body speed VB is the running speed of the vehicle 10 derived based on the wheel speed. When the braking force is applied to the vehicle 10 in this way, the vehicle body speed VB decreases. Also, the absolute value of the longitudinal and lateral acceleration increases in response to the increase in the braking force.

[0021] When the vehicle body speed VB reaches the first increase start speed VIth1 at timing t12, the braking control unit 81 starts the first stop control. The first increase start speed VIth1 is a threshold value for setting the start timing of the first stop control. From timing t12, the braking control unit 81 starts the braking force increase process of the first stop control. In the braking force increase process, the braking control unit 81 sets a braking force larger than the required braking force BPR as the indicated braking force BPT. For example, the braking control unit 81 sets the sum of the required braking force BPR and an offset value as the indicated braking force BPT. Then, the braking control unit 81 controls the brake actuator 50 so that the braking force becomes the indicated braking force BPT. As a result, even if the required braking force BPR is the same, the absolute value of the longitudinal and lateral acceleration of the vehicle 10 becomes larger than before timing t12 by the amount of the offset value.

[0022] At timing t13, the vehicle body speed VB becomes the first deceleration start speed VDth1. The vehicle body speed VB, which is smaller than the first increase start speed VIth1, is set as the first deceleration start speed VDth1. When the vehicle body speed VB is equal to or lower than the first deceleration start speed VDth1, it can be considered that the vehicle 10 has approached the stop position. The stop position is the predicted position where the vehicle 10 stops. The braking control unit 81 shifts the process of the first stop control from the braking force increasing process to the braking force decreasing process. In the braking force decreasing process, the braking control unit 81 decreases the commanded braking force BPT at a constant speed. Then, the braking control unit 81 controls the brake actuator 50 so that the braking force becomes the commanded braking force BPT. By executing the braking force decreasing process in this way by the braking control unit 81, the braking force becomes smaller than the required braking force BPR. As a result, even if the required braking force BPR is the same, the absolute value of the longitudinal acceleration of the vehicle 10 gradually becomes smaller.

[0023] At timing t14, the commanded braking force BPT becomes equal to the stop maintenance braking force. As the stop maintenance braking force, the minimum braking force required to maintain the stop of the vehicle 10 on the current traveling road surface of the vehicle 10, or a braking force slightly larger than the braking force, is set. From timing t14, in the braking force decreasing process, the braking control unit 81 holds the commanded braking force BPT at the stop maintenance braking force.

[0024] At timing t15, the braking control unit 81 determines that the vehicle 10 has stopped, and thus shifts the process of the first stop control from the braking force decreasing process to the degradation process. In the degradation process, the braking control unit 81 increases the commanded braking force BPT. For example, the braking control unit 81 increases the commanded braking force BPT to the required braking force BPR. By controlling the brake actuator 50 based on the commanded braking force BPT by the braking control unit 81, the braking force increases. When the commanded braking force BPT becomes equal to the required braking force BPR at timing t16, the braking control unit 81 ends the first stop control.

[0025] Referring to FIGS. 3(a) to 3(c), the second stop control will be described. Similar to the case shown in FIG. 2, when the driver starts operating the braking operation member 30 at timing t21 under the situation where the vehicle 10 is running, the required braking force BPR begins to increase. Therefore, from timing t21, the vehicle body speed VB decreases and the absolute value of the longitudinal and lateral acceleration increases.

[0026] When the vehicle body speed VB reaches the second deceleration start speed VDth2 at timing t22, the braking control unit 81 starts the second stop control. The second deceleration start speed VDth2 is a threshold value for setting the start timing of the second stop control. From timing t22, the braking control unit 81 starts the braking force reduction process of the second stop control. In the braking force reduction process, the braking control unit 81 decreases the indicated braking force BPT at a constant speed. Then, the braking control unit 81 controls the brake actuator 50 so that the braking force becomes the indicated braking force BPT. By the braking control unit 81 executing the braking force reduction process in this way, the braking force becomes smaller than the required braking force BPR. As a result, even if the required braking force BPR is the same, the absolute value of the longitudinal and lateral acceleration of the vehicle 10 gradually becomes smaller.

[0027] At timing t23, the indicated braking force BPT becomes equal to the stop maintaining braking force. From timing t23, in the braking force reduction process, the braking control unit 81 holds the indicated braking force BPT at the stop maintaining braking force.

[0028] At timing t24, since the braking control unit 81 determines that the vehicle 10 has stopped, the process of the second stop control shifts from the braking force reduction process to the degradation process. In the degradation process, the braking control unit 81 increases the indicated braking force BPT. By the braking control unit 81 controlling the brake actuator 50 based on the indicated braking force BPT, the braking force increases. When the indicated braking force BPT becomes equal to the required braking force BPR at timing t25, the braking control unit 81 ends the second stop control.

[0029] The braking control unit 81 executes the parking control selected by a selection unit 82, which will be described below, from among the first parking control and the second parking control. For example, when the first parking control is selected, the braking control unit 81 starts the first parking control at the timing when the vehicle body speed VB becomes less than the first increasing start speed VIth1. On the other hand, when the second parking control is selected, the braking control unit 81 starts the second parking control at the timing when the vehicle body speed VB becomes less than the second decreasing start speed VDth2. When neither the first parking control nor the second parking control is selected, the braking control unit 81 maintains the indicated braking force BPT at a value equal to the required braking force BPR.

[0030] <Selection unit> As shown in FIG. 2, the first parking control is executed during the period from timing t12 to timing t16. On the other hand, as shown in FIG. 3, the second parking control is executed during the period from timing t22 to timing t25. Since the second parking control does not include a braking force increasing process, when stopping the vehicle 10 under the same conditions, the time required for executing the first parking control is longer than the time required for executing the second parking control. Also, the distance that the vehicle 10 travels from when the driver starts operating the braking operation member 30 until the vehicle 10 stops is defined as the braking distance. The first parking control includes a braking force increasing process, while the second parking control does not include a braking force increasing process. For this reason, when stopping the vehicle 10 under the same conditions, the braking distance when executing the first parking control is shorter than the braking distance when executing the second parking control.

[0031] In addition, in the second stop control, if the start of the braking force reduction process is delayed and the absolute value of the reduction rate of the indicated braking force BPT in the braking force reduction process is increased, it is possible to shorten the braking distance. However, in this case, since the change in the longitudinal acceleration per unit time becomes large, the vehicle posture fluctuates greatly when the vehicle 10 stops. That is, there is a possibility that the riding comfort of the passengers in the vehicle 10 deteriorates. On the other hand, in the braking force reduction process of the first stop control, by reducing the absolute value of the reduction rate of the indicated braking force BPT, the braking distance during the execution of the first stop control can be made equal to the braking distance during the execution of the second stop control. In this case, the fluctuation of the vehicle posture becomes smaller during the execution of the first stop control.

[0032] Based on these points, the selection unit 82 selects, according to the allowable time allowed until the vehicle 10 stops, the stop control to be executed by the braking control unit 81 from the stop control group including the first stop control and the second stop control based on the situation of the vehicle 10. Specifically, when it can be predicted that the allowable time is long, the selection unit 82 selects the first braking control, and when it can be predicted that the allowable time is short, the selection unit 82 selects the second braking control. In other words, when the allowable time is relatively long, the selection unit 82 selects the first stop control, and when the allowable time is relatively short, the selection unit 82 selects the second stop control.

[0033] When the vehicle body speed VB is low when the driver starts operating the braking operation member 30, that is, when the vehicle body speed VB at the initial stage of braking of the vehicle 10 is low, it is predicted that the allowable time is short. That is, even if the time for executing the second braking control can be secured, there is a possibility that the time for executing the first braking control cannot be secured. Therefore, when the vehicle body speed VB at the initial stage of braking of the vehicle 10 is equal to or higher than the first increase start speed VIth1, the selection unit 82 selects the first braking control, and when the vehicle body speed VB at the initial stage of braking of the vehicle 10 is less than the first increase start speed VIth1, the second braking control is selected. In the following description, the vehicle body speed VB at the initial stage of braking of the vehicle 10 is referred to as "initial speed VB0". The initial speed VB0 is the vehicle body speed VB at the timing when the driver starts operating the braking operation member 30. The selection unit 82 preferably stores the initial speed VB0 in the memory 73 at the timing when the driver starts operating the braking operation member 30.

[0034] When the driver strongly operates the braking operation member 30, that is, when the required braking force BPR is high, it is highly likely that the driver wants to quickly stop the vehicle 10. That is, when the required braking force BPR is high, it is predicted that the allowable time is short. Therefore, when the required braking force BPR at the current time is less than the predetermined braking force determination value BPth, the selection unit 82 selects the first braking control, and when the required braking force BPR at the current time is equal to or greater than the braking force determination value BPth, the second braking control is selected.

[0035] When the inter-vehicle distance DC to the preceding vehicle is short during braking of the vehicle 10, it is assumed that the allowable time is short. Therefore, the selection unit 82 acquires the inter-vehicle distance DC to the preceding vehicle based on the detection result of the distance sensor 63. Then, when the inter-vehicle distance DC to the preceding vehicle is equal to or greater than the predetermined distance determination value DCth, the selection unit 82 selects the first braking control, and when the inter-vehicle distance DC to the preceding vehicle is less than the distance determination value DCth, the second braking control is selected. The preceding vehicle may be a preceding vehicle that has already stopped or a preceding vehicle that is decelerating to stop. The distance to the preceding vehicle corresponds to the "external environment of the vehicle 10".

[0036] In addition, when the vehicle body speed VB at the start of braking of the vehicle 10 is less than the second deceleration start speed VDth2, there may not even be enough time to execute the second braking control. In this case, it is preferable that the selection unit 82 does not select the first braking control and the second braking control. That is, it is preferable that the braking control unit 81 sets the required braking force BPR as the instructed braking force BPT. The same applies when the required braking force BPR is much larger than the braking force determination value BPth and when the inter-vehicle distance DC to the preceding vehicle is much smaller than the distance determination value DCth.

[0037] <Flow of processing executed by the braking control device> With reference to the flowchart shown in FIG. 4, the flow of processing executed by the braking control device 70 to select the first stop control or the second stop control will be described. This processing is executed at each predetermined control cycle while the driver is operating the braking operation member 30 when neither the first stop control nor the second stop control is being executed.

[0038] As shown in FIG. 4, the braking control device 70 determines whether the current vehicle body speed VB is equal to or higher than the first increase start speed VIth1 (S11). When the vehicle body speed VB is less than the first increase start speed VIth1 (S11: NO), that is, when the vehicle body speed VB has decreased to such an extent that the first stop control cannot be executed, the braking control device 70 determines whether the current vehicle body speed VB is equal to or higher than the second deceleration start speed VDth2 (S12). When the current vehicle body speed VB is less than the second deceleration start speed VDth2 (S12: NO), that is, when the vehicle body speed VB has decreased to such an extent that the second stop control cannot be executed, the braking control device 70 ends this processing. In this case, the braking control device 70 does not execute the first braking control and the second braking control. That is, the braking control device 70 sets the required braking force BPR as the instructed braking force BPT.

[0039] In step S12, when the current vehicle body speed VB is equal to or higher than the second deceleration start speed VDth2 (S12: YES), the braking control device 70 selects the second stop control as the stop control (S13). Then, the braking control device 70 ends this processing.

[0040] In step S11, when the current vehicle body speed VB is equal to or higher than the first increasing start speed VIth1 (S11: YES), the braking control device 70 determines whether the initial speed VB0, which is the vehicle body speed VB at the start of braking of the vehicle 10, is equal to or higher than the first increasing start speed VIth1 (S14). When the initial speed VB0 is less than the first increasing start speed VIth1 (S14: NO), that is, when it is predicted that the allowable time is short, the braking control device 70 transfers the process to step S12. On the other hand, when the initial speed VB0 is equal to or higher than the first increasing start speed VIth1 (S14: YES), that is, when it is predicted that the allowable time is long, the braking control device 70 determines whether the current inter-vehicle distance DC is equal to or greater than the distance determination value DCth (S15). When the current inter-vehicle distance DC is less than the distance determination value DCth (S15: NO), that is, when it is predicted that the allowable time is short, the braking control device 70 transfers the process to step S13. On the other hand, when the current inter-vehicle distance DC is equal to or greater than the distance determination value DCth (S15: YES), that is, when it is predicted that the allowable time is long, the braking control device 70 determines whether the required braking force BPR is equal to or greater than the braking force determination value BPth (S16).

[0041] When the required braking force BPR is equal to or greater than the braking force determination value BPth (S16: YES), that is, when it is predicted that the allowable time is short, the braking control device 70 transfers the process to step S13. On the other hand, when the required braking force BPR is less than the braking force determination value BPth (S16: NO), that is, when it is predicted that the allowable time is long, the braking control device 70 selects the first stop control as the stop control (S17). Then, the braking control device 70 ends this process.

[0042] And, when the vehicle body speed VB becomes less than the first increasing start speed VIth1 in a situation where the first braking control is selected by the braking control device 70, the first braking control is started. On the other hand, when the vehicle body speed VB becomes less than the second decreasing start speed VDth2 in a situation where the second braking control is selected by the braking control device 70, the second braking control is started.

[0043] <Actions and Effects of the Present Embodiment> When it is predicted that the allowable time until the vehicle 10 stops is short in a situation where the driver operates the braking operation member 30 to stop the vehicle 10, the second braking control is executed. That is, in the period immediately before the vehicle 10 stops, a braking force reduction process is executed to reduce the braking force applied to the vehicle 10 below the required braking force BPR. As a result, the braking control device 70 can suppress fluctuations in the vehicle posture when the vehicle 10 stops.

[0044] On the other hand, when it is predicted that the allowable time until the vehicle 10 stops is long in a situation where the driver operates the braking operation member 30 to stop the vehicle 10, the first braking control is executed. That is, when there is a margin in the allowable time, a braking force increase process is executed to increase the braking force applied to the vehicle 10 above the required braking force BPR before executing the braking force reduction process. As a result, the braking control device 70 can suppress an increase in the braking distance in addition to suppressing fluctuations in the vehicle posture. Further, the braking control device 70 can further suppress fluctuations in the vehicle posture by making the decrease gradient of the commanded braking force BPT in the braking force reduction process gentler.

[0045] The braking control unit 81 predicts the length of the allowable time based on the vehicle body speed VB, the initial speed VB0, the required braking force BPR, the inter-vehicle distance DC, and the like. Therefore, the braking control unit 81 can appropriately select the first braking control or the second braking control.

[0046] <Modification example> This embodiment can be implemented with the following modifications. This embodiment and the following modification examples can be implemented in combination with each other within a technically non-conflicting range.

[0047] · The selection unit 82 may predict the length of the allowable time based on at least one of the initial speed VB0, the required braking force BPR, and the inter-vehicle distance DC. · The absolute value of the decrease rate of the commanded braking force BPT in the braking force reduction process of the first braking control may be smaller or larger than the absolute value of the decrease rate of the commanded braking force BPT in the braking force reduction process of the second braking control.

[0048] · When the road surface is wet or frozen, the friction coefficient between the wheel 20 and the road surface decreases more than when the road surface is dry. The selection unit 82 may select the stop control based on such an external environment of the vehicle 10.

[0049] · In the first braking control and the second braking control, the braking force reduction process may be a process that does not provide a period for holding the braking force. · In the above embodiment, the braking control unit 81 determines the start timing of the braking force increase process and the start timing of the braking force reduction process according to the change in the vehicle body speed VB. However, as long as it is a parameter whose value decreases as the vehicle 10 approaches the stop position, the braking control unit 81 may use other parameters than the vehicle body speed VB to determine the start timing of each process. Examples of other parameters include the stop distance and the stop prediction time. The stop distance is the distance from the current position of the vehicle 10 to the stop position. The stop prediction time is the time required for the vehicle 10 to stop. An example of the stop prediction time is TTC. TTC is an abbreviation for "Time To Collision".

[0050] · When executing the stop control, the braking control device 70 may control not only the frictional braking force but also the regenerative braking force. In this case, the sum of the total frictional braking force applied to the vehicle 10 and the sum of the regenerative braking force applied to the vehicle 10 becomes the braking force applied to the vehicle 10.

[0051] · The braking control device 70 is not limited to the processing circuit 71 that includes the CPU 72 and the memory 73 and executes software processing. For example, the braking control device 70 may include a dedicated hardware circuit that executes at least a part of the various processes executed in the above embodiment. Examples of the dedicated hardware circuit include an ASIC. ASIC is an abbreviation for "Application Specific Integrated Circuit". That is, the braking control device 70 may have any of the configurations of the following (a) to (c).

[0052] (a) A processing circuit including a processing device that executes all of the above processing according to a program, and a program storage device such as a ROM that stores the program. (b) A processing circuit including a processing device and a program storage device that execute part of the above processing according to a program, and a dedicated hardware circuit that executes the remaining processing.

[0053] (c) A processing circuit including a dedicated hardware circuit that executes all of the above processing. Here, there may be a plurality of software execution devices including a processing device and a program storage device, and dedicated hardware circuits.

Description of Reference Numerals

[0054] 10…Vehicle 20…Wheel 40…Friction Brake 50…Brake Actuator 60…Detection System 70…Brake Control Device 71…Processing Circuit 81…Brake Control Unit 82…Selection Unit BPR…Required Braking Force

Claims

1. When applying braking force to a vehicle to stop it, a braking force reduction process of reducing the braking force applied to the vehicle below the required braking force and then stopping the vehicle, and a braking force increase process that is executed prior to the execution of the braking force reduction process and increases the braking force applied to the vehicle above the required braking force, a first stop control including these; and a second stop control including the braking force reduction process and not including the braking force increase process. A selection unit that selects, according to the time allowed until the vehicle stops, the stop control to be executed when applying braking force to the vehicle to stop it from among the stop control groups having these. When applying braking force to the vehicle to stop it, a control unit that executes the stop control selected by the selection unit. A braking control device.

2. The selection unit selects the stop control according to the time allowed until the vehicle stops, based on at least one of the speed at the beginning of braking of the vehicle and the required braking force. The braking control device according to Claim 1.

3. The selection unit selects the stop control according to the time allowed until the vehicle stops, based on the external environment of the vehicle. The braking control device according to Claim 1 or Claim 2.

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