Brake control system

Abstract

Regarding braking control devices that implement stopping control to suppress changes in vehicle posture when the vehicle stops, the aim is to achieve both improved passenger comfort when the vehicle is stopped and to provide passengers with a stopping sensation that suits their preferences. [Solution] The braking control device 50 applies braking force to the vehicle 10 to bring it to a stop, and performs stopping control to suppress changes in the vehicle 10's posture that occur when the vehicle 10 stops. The braking control device 50 includes an instruction value acquisition unit M11 that acquires instruction values ​​related to the comfort of the passengers when the vehicle 10 stops. The instruction values ​​are set by the operation of an operator 71 by the passenger of the vehicle 10. The braking control device 50 includes a request value calculation unit M12 that calculates a request value for the degree of deceleration of the vehicle body just before the vehicle 10 stops, according to the instruction value. The braking control device 50 includes a setting unit M14 that sets the degree to which changes in the vehicle 10's posture are suppressed by the implementation of stopping control based on the request value.

Description

Technical Field

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

Background Art

[0002] Patent Document 1 discloses a vehicle control device that performs stop control for suppressing a change in the posture of a vehicle during stopping by reducing the braking force applied to the vehicle immediately before stopping.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By performing the above-described stop control to minimize the change in the posture of the vehicle during stopping, the comfort of the vehicle occupants during stopping is improved, and the stop feeling, which is the feeling that the occupants feel when the vehicle has stopped, is reduced. When the stop feeling is reduced, when the vehicle stops, the occupants may feel uneasy about whether the vehicle has stopped.

Means for Solving the Problems

[0005] A braking control device for solving the above problems, when applying a braking force to a vehicle to stop it, performs stop control for controlling the braking force so as to suppress a change in the posture of the vehicle accompanying the stop of the vehicle. In the braking control device, an acquisition unit that acquires an instruction value related to the comfort of the occupants when the vehicle stops, which is set by an operation of an operator by the occupants of the vehicle; a calculation unit that calculates at least one required value of the vehicle body deceleration or jerk immediately before the stop of the vehicle according to the instruction value; and a setting unit that sets the degree of suppression of the change in the posture of the vehicle due to the implementation of the stop control based on the required value. [Effects of the Invention]

[0006] When stop control is implemented, it is possible to achieve both improved passenger comfort during stopping and providing passengers with a stopping sensation that suits their preferences. [Brief explanation of the drawing]

[0007] [Figure 1] Figure 1 is a schematic diagram showing a braking control device and a vehicle equipped with the braking control device in the first embodiment. [Figure 2] Figure 2 is a timing chart showing the timing when stop control is implemented when applying braking force to bring a vehicle to a stop. [Figure 3] Figure 3 is a flowchart showing a series of processes performed by the braking control device shown in Figure 1. [Figure 4] Figure 4 is a flowchart showing a series of processes performed by the braking control device shown in Figure 1. [Figure 5] Figure 5 is a flowchart showing a series of processes performed by the braking control device shown in Figure 1. [Figure 6] Figure 6 is a timing chart for a vehicle equipped with the braking control device shown in Figure 1, when a stopping control with a strong sense of stopping is implemented. [Figure 7] Figure 7 is a schematic diagram showing a braking control device and a vehicle equipped with the braking control device in the second embodiment. [Modes for carrying out the invention]

[0008] (First Embodiment) The first embodiment of the braking control device will be described below with reference to the drawings. Figure 1 illustrates a braking control device 50 and an example of a vehicle 10 equipped with the braking control device 50. The vehicle 10 includes a braking operating member 11, a plurality of wheels, a plurality of friction brakes, and a braking actuator 30. The braking operating member 11 is a member operated by the driver of the vehicle 10 when applying braking force to the vehicle 10. An example of the braking operating member 11 is a brake pedal. The plurality of wheels include two front wheels 12 and two rear wheels 13.

[0009] <Friction brakes> Multiple friction brakes each apply braking force to their respective wheels. Among the multiple friction brakes, the friction brake corresponding to the front wheel 12 is called "friction brake 20A," and the friction brake corresponding to the rear wheel 13 is called "friction brake 20B." Friction brakes 20A and 20B each have a wheel cylinder 21, a rotating body 22, and a friction part 23. The rotating body 22 rotates integrally with the wheel. Therefore, braking force is applied to the wheel by pressing the friction part 23 against the rotating body 22. The force pressing the friction part 23 against the rotating body 22 increases with higher wheel hydraulic pressure, which is the fluid pressure inside the wheel cylinder 21. Therefore, friction brakes 20A and 20B can apply greater braking force to the wheel as wheel hydraulic pressure increases.

[0010] In the following description, the sum of the braking forces applied to multiple wheels 12 and 13 is referred to as "vehicle braking force BPAl". In vehicle 10, the sum of the braking force applied to the front wheels 12 by the friction brake 20A and the braking force applied to the rear wheels 13 by the friction brake 20B corresponds to the vehicle braking force BPAl.

[0011] <Braking Actuator> The braking actuator 30 controls the braking force applied to the wheels 12 and 13 by controlling the wheel fluid pressure of multiple wheel cylinders 21. For example, the braking actuator 30 has a pressurizing source that supplies brake fluid to multiple wheel cylinders 21. The pressurizing source is, for example, an electric pump and an electric cylinder. The braking actuator 30 can individually adjust the wheel fluid pressure of the wheel cylinders 21 for the front wheels 12 and the wheel fluid pressure of the wheel cylinders 21 for the rear wheels 13.

[0012] <Detection System> The detection system of the vehicle 10 includes multiple sensors that output detection signals to the braking control device 50. For example, the multiple sensors include a brake sensor 101, multiple wheel speed sensors 102, and front and rear acceleration sensors 103.

[0013] The brake sensor 101 detects information related to the driver's operation of the braking control member 11. An example of the brake sensor 101 is a stroke sensor that detects the amount of operation of the driver's braking control member 11. The amount of operation based on the detection signal of the brake sensor 101 is called the "braking operation amount X". The detection system may also include a sensor that detects the operating force of the driver's braking control member 11.

[0014] A wheel speed sensor 102 is provided for each of the multiple wheels. Each of the multiple wheel speed sensors 102 detects the rotational speed of the corresponding wheel. The rotational speed of the wheel based on the detection signals of the wheel speed sensors 102 is called the "wheel speed VW". The vehicle speed 10, calculated based on the wheel speeds VW of the multiple wheels 12, 13, is called the "vehicle speed VS".

[0015] The longitudinal acceleration sensor 103 detects the longitudinal acceleration of the vehicle 10, which is part of the acceleration acting on the vehicle 10. The longitudinal acceleration of the vehicle 10 based on the detection signal from the longitudinal acceleration sensor 103 is called "longitudinal acceleration Gx". Longitudinal acceleration Gx is expressed as a positive value for acceleration acting in the driving direction of the vehicle 10, and as a negative value for deceleration, which is acceleration acting in the braking direction of the vehicle 10.

[0016] <In-vehicle monitoring device> The detection system of the vehicle 10 may include an in-vehicle monitoring device 60. An example of the in-vehicle monitoring device 60 has an imaging device that images the interior of the vehicle 10. More specifically, the imaging device as the in-vehicle monitoring device 60 is arranged so as to be able to image all the passengers in the vehicle 10. Note that "passengers" includes the driver of the vehicle 10.

[0017] The in-vehicle monitoring device 60 can acquire information on the passengers in the vehicle 10. The in-vehicle monitoring device 60 transmits the acquired passenger information to the braking control device 50. The in-vehicle monitoring device 60 can acquire, for example, the number of passengers as passenger information based on an image obtained by the imaging device.

[0018] As another example, the in-vehicle monitoring device 60 may have sensors provided in each seat on which the passengers of the vehicle 10 are seated. Examples of the sensors as the in-vehicle monitoring device 60 include weight sensors, capacitance sensors, etc. The in-vehicle monitoring device 60 can acquire the number of passengers by detecting whether a passenger is seated on each seat, for example, based on a detection signal of a weight sensor provided in the seat. The in-vehicle monitoring device 60 can acquire the number of passengers by detecting whether a passenger is seated on each seat, for example, based on a detection signal of a capacitance sensor provided in the seat.

[0019] Other examples of passenger information include the boarding position of the passenger, the size of the passenger's body, the weight of the passenger, the age of the passenger, etc. The boarding position of the passenger and the size of the passenger's body can be acquired based on an image obtained by the imaging device. The age of the passenger can be estimated based on an image obtained by the imaging device. The boarding position of the passenger can also be acquired by a weight sensor or a capacitance sensor. The weight of the passenger can be acquired by a weight sensor.

[0020] <Operation unit> The vehicle 10 may include an operation unit 70. The control unit 70 is a user interface for the occupant to set the degree of the stopping sensation when the vehicle 10 is stopped by applying braking force. As will be described in more detail later, the control unit 70 is for the occupant to set the degree of the stopping sensation when stopping control is performed when braking force is applied to the vehicle 10 to stop. The control unit 70 is preferably operated by the driver, but it can also be operated by an occupant other than the driver.

[0021] An example of the operating unit 70, as shown in Figure 1, includes an operating element 71 as a knob. The operating element 71 is configured to slide in a first direction and in a second direction opposite to the first direction.

[0022] In the example shown in Figure 1, if the rider wants to increase the feeling of stopping, they move the control element 71 closer to the maximum value Max. Conversely, if the rider wants to decrease the feeling of stopping, they move the control element 71 closer to the minimum value Min. The control unit 70 then transmits the stopping sensation information, which is information about the magnitude of the stopping sensation set by the rider's operation, to the braking control device 50. Thus, the stopping sensation information corresponds to the position of the control element 71 determined by the rider's operation.

[0023] The operating unit 70 is a stepped type, for example, that can move the operator 71 to a predetermined number of steps set from a position corresponding to the minimum value Min to a position corresponding to the maximum value Max. The operating unit 70 may also be a stepless type, for example, that can move the operator 71 steplessly from a position corresponding to the minimum value Min to a position corresponding to the maximum value Max.

[0024] <Hochi Department> Vehicle 10 may be equipped with a notification unit 90. As will be described in detail later, the notification unit 90 can transmit notification information to the occupants of vehicle 10. Examples of the notification unit 90 include a display that can show text and images, and a speaker that can output sound.

[0025] <Braking control device> The braking control device 50 includes a processing circuit 51. An example of the processing circuit 51 is an electronic control device. In this case, the processing circuit 51 includes a CPU 52, a first memory 53, and a second memory 54. The first memory 53 stores the control program executed by the CPU 52. The second memory 54 stores the calculation results of the CPU 52, etc. By the CPU 52 executing the control program in the first memory 53, the processing circuit 51 controls the braking actuator 30 to activate multiple friction brakes 20A, 20B. That is, the processing circuit 51 can adjust the vehicle braking force BPAl by activating multiple friction brakes 20A, 20B.

[0026] <Overview of stopping control> The processing circuit 51 performs stopping control when the driver operates the braking operation member 11. Stopping control is a control that controls the braking force when applying braking force to the vehicle 10 to bring it to a stop, in order to suppress changes in the posture of the vehicle 10 that occur when stopping.

[0027] Stopping control will be explained with reference to Figure 2. Figure 2 shows an example in which the first stopping braking force BPth1 is set as the holding braking force BPh, which will be described later. Figure 2(D) illustrates the second stopping braking force BPth2, which is the minimum vehicle braking force required to maintain the vehicle 10 at a stop on the road surface of the vehicle 10, and the first stopping braking force BPth1, which is a vehicle braking force slightly greater than the first vehicle braking force. There are no particular restrictions, but for example, the magnitude of the first stopping braking force BPth1 is between 110% and 200% of the magnitude of the second stopping braking force BPth2.

[0028] At timing t11, while the vehicle 10 is in motion, the driver begins to operate the braking control member 11. In this case, as shown in Figure 2(B), the processing circuit 51 calculates the required braking force BPRq. The required braking force BPRq is the required value of the vehicle braking force BPAl. For example, the processing circuit 51 calculates the required braking force BPRq such that its magnitude increases as the braking operation amount X of the braking control member 11 increases. If the vehicle speed VS of the vehicle 10 is greater than the first vehicle speed determination value VSth1, as before timing t12, the processing circuit 51 sets the required braking force BPRq as the instructed braking force BPTr, as shown in Figure 2(D). The processing circuit 51 then controls the braking actuator 30 so that the vehicle braking force BPAl becomes the instructed braking force BPTr.

[0029] When braking force is applied to the vehicle 10 in this way, the vehicle speed VS decreases as shown in Figure 2(A). Also, as shown in Figure 2(C), the absolute value of the longitudinal acceleration Gx increases in proportion to the increase in the vehicle braking force BPAl.

[0030] When the vehicle speed VS reaches the first vehicle speed determination value VSth1 at timing t12, the processing circuit 51 starts stop control. The first vehicle speed determination value VSth1 is an example of a threshold value for setting the start timing of stop control. From timing t12, the processing circuit 51 starts the augmentation correction process for stop control. In the augmentation correction process, the processing circuit 51 sets the vehicle braking force to be greater than the requested braking force BPRq as the instructed braking force BPTr. For example, the processing circuit 51 sets the sum of the requested braking force BPRq and the offset value ΔBP as the instructed braking force BPTr. Then, the processing circuit 51 controls the braking actuator 30 so that the vehicle braking force BPAl becomes the instructed braking force BPTr. As a result, even if the requested braking force BPRq is the same, the absolute value of the longitudinal acceleration Gx of the vehicle 10 becomes larger than before timing t12 by the amount of the offset value ΔBP.

[0031] At timing t13, the vehicle speed VS becomes the second vehicle speed determination value VSth2. The second vehicle speed determination value VSth2 is set to a vehicle speed smaller than the first vehicle speed determination value VSth1. If the vehicle speed VS is less than or equal to the second vehicle speed determination value VSth2, it can be said that the vehicle 10 is approaching the predicted stopping position. The processing circuit 51 transitions the stopping control processing from an increase correction process to a decrease correction process. In the decrease correction process, the processing circuit 51 reduces the instructed braking force BPTr. Then, the processing circuit 51 controls the braking actuator 30 so that the vehicle braking force BPAl becomes the instructed braking force BPTr. By performing the decrease correction process in this way, the vehicle braking force BPAl becomes smaller than the required braking force BPRq. As a result, even if the required braking force BPRq remains the same, the absolute value of the longitudinal acceleration Gx of the vehicle 10 gradually decreases.

[0032] At timing t14, the indicated braking force BPTr becomes equal to the held braking force BPh. At timing t14, in the reduction correction process, the processing circuit 51 holds the indicated braking force BPTr with the held braking force BPh.

[0033] Furthermore, within the reduction correction process, the process of reducing the indicated braking force BPTr to the holding braking force BPh is called the "reduction process." Within the reduction correction process, the process of holding the indicated braking force BPTr at the holding braking force BPh is called the "holding process."

[0034] Here, before vehicle 10 stops, a deceleration inertia force, which is an inertial force caused by deceleration, acts on vehicle 10. This deceleration inertia force correlates with the vehicle braking force BPAl and acts on vehicle 10 in the direction of travel. Before vehicle 10 stops, the longitudinal acceleration Gx is a value corresponding to this deceleration inertia force. However, when vehicle 10 stops at timing t15, the deceleration inertia force becomes 0 (zero). Therefore, as shown in Figure 2(C), the longitudinal acceleration Gx fluctuates before and after vehicle 10 stops.

[0035] When stop control is implemented, the vehicle braking force BPAl at the time of stopping, or the vehicle braking force BPAl at timing t15 in the example of Figure 2, is smaller than the required braking force BPRq. Therefore, when stopping with stop control implemented, the fluctuation in longitudinal acceleration Gx at the time of stopping is smaller compared to when stopping without stop control. The smaller the fluctuation in longitudinal acceleration Gx, the smaller the change in the attitude of the vehicle 10 associated with stopping, thus improving passenger comfort at the time of stopping. Furthermore, if the vehicle braking force BPAl at the time of stopping is reduced to improve passenger comfort at the time of stopping, the sense of stopping that passengers feel at the time of stopping will also be reduced. The sense of stopping is the feeling that passengers perceive that the vehicle 10 has come to a stop.

[0036] When stopping control is implemented, the absolute value of the longitudinal acceleration Gx immediately before stopping becomes smaller. As a result, the range of fluctuation in the longitudinal acceleration Gx of the vehicle 10 before and after stopping becomes smaller, and the change in the vehicle 10's posture associated with stopping becomes smaller. By reducing the change in the vehicle 10's posture associated with stopping, passenger comfort during stopping increases. Here, if the change in the vehicle 10's posture associated with stopping is small, the sense of stopping becomes smaller. In other words, the larger the change in the vehicle 10's posture associated with stopping, the greater the sense of stopping.

[0037] Further explanation will be given regarding the feeling of stopping when the vehicle 10 comes to a stop after the stopping control is implemented. In the reduction process, the vehicle braking force BPAl is reduced just before the vehicle 10 comes to a stop, thereby reducing the vehicle's deceleration. In the holding process that follows the reduction process, the vehicle braking force BPAl is maintained, thereby maintaining the vehicle's deceleration.

[0038] The longitudinal acceleration Gx shown in Figure 2(C) during the period from timing t14 to timing t15, when the holding process is being executed, is called the vehicle deceleration of the vehicle 10 while the holding process is being executed.

[0039] The smaller the deceleration of the vehicle 10 while it is performing the holding process, the smaller the fluctuation in longitudinal acceleration Gx when it is stopped. Therefore, the smaller the deceleration of the vehicle 10 while it is performing the holding process, the less the feeling of being stopped. On the other hand, the larger the deceleration of the vehicle 10 while it is performing the holding process, the greater the feeling of being stopped.

[0040] The deceleration of vehicle 10 during the holding process is related to the magnitude of the vehicle braking force BPAl during the holding process. The smaller the vehicle braking force BPAl during the holding process, the smaller the vehicle deceleration. The larger the vehicle braking force BPAl during the holding process, the larger the vehicle deceleration.

[0041] The rate of change per unit time of the longitudinal acceleration Gx shown in Figure 2(C) during the period from timing t13 to timing t14, when the deceleration process is being performed, is called the jerk of the vehicle 10 during the deceleration process.

[0042] The slower the rate of change of the longitudinal acceleration Gx of vehicle 10 during the reduction process, that is, the smaller the absolute value of the jerk, the smaller the fluctuation of the longitudinal acceleration Gx when stopped. Therefore, the smaller the absolute value of the jerk during the reduction process, the less the feeling of stopping. On the other hand, the larger the absolute value of the jerk during the reduction process, the greater the feeling of stopping.

[0043] The absolute value of the jerk of vehicle 10 during the reduction process is related to the rate of decrease of the vehicle braking force BPAl during the reduction process. The smaller the rate of decrease of the vehicle braking force BPAl during the reduction process, the smaller the absolute value of the jerk. The larger the rate of decrease of the vehicle braking force BPAl during the reduction process, the larger the absolute value of the jerk.

[0044] At timing t15, if the processing circuit 51 determines that the vehicle 10 has stopped, it transitions the stop control process from reduction correction processing to degraded processing. In the degraded processing, the processing circuit 51 increases the instructed braking force BPTr. For example, the processing circuit 51 increases the instructed braking force BPTr to the required braking force BPRq. The processing circuit 51 controls the braking actuator 30 based on the instructed braking force BPTr, thereby increasing the vehicle braking force BPAl. At timing t16, when the instructed braking force BPTr becomes equal to the required braking force BPRq, the processing circuit 51 terminates the stop control.

[0045] <Functional configuration of the processing circuit> Referring to Figure 1, the functional configuration of the processing circuit 51 will be described. The CPU 52 executes the control program in the first memory 53, causing the processing circuit 51 to function as a plurality of functional units. These plurality of functional units are functions related to vehicle stopping control. The plurality of functional units include, for example, an instruction value acquisition unit M11, a request value calculation unit M12, a request braking force calculation unit M13, a setting unit M14, a passenger information acquisition unit M15, a braking control unit M21, and a notification control unit M22.

[0046] <Indication Value Acquisition Unit> The instruction value acquisition unit M11 acquires instruction values ​​related to the comfort of the passengers when the vehicle 10 is stopped, which are set by the operation of the control element 71 by the passengers of the vehicle 10.

[0047] In this embodiment, the instruction value acquisition unit M11 acquires a stopping sensation instruction value IND related to the feeling of stopping as an instruction value related to the passenger's comfort. More specifically, the instruction value acquisition unit M11 acquires stopping sensation information transmitted from the operation unit 70. The instruction value acquisition unit M11 then acquires the magnitude of the stopping sensation indicated by the acquired stopping sensation information as the stopping sensation instruction value IND at the time of stopping. In this embodiment, the larger the stopping sensation instruction value IND, the greater the stopping sensation desired by the passenger. Specifically, when the operator 71 is in the position corresponding to the minimum value Min, the stopping sensation instruction value IND is the minimum, and when the operator 71 is in the position corresponding to the maximum value Max, the stopping sensation instruction value IND is the maximum.

[0048] <Required Value Calculation Unit> The request value calculation unit M12 calculates the required value of the vehicle deceleration of the vehicle 10 just before it comes to a stop, according to the instruction value acquired by the instruction value acquisition unit M11. In this embodiment, the request value calculation unit M12 calculates the required deceleration DVRq as the required value of the vehicle deceleration of the vehicle 10 when the holding process is executed, according to the stopping sensation instruction value IND. The request value calculation unit M12 calculates a larger required deceleration DVRq the larger the stopping sensation instruction value IND is. The request value calculation unit M12 calculates a smaller required deceleration DVRq the smaller the stopping sensation instruction value IND is.

[0049] <Required braking force calculation section> The required braking force calculation unit M13 calculates the required braking force BPRq. When the driver is operating the braking operation member 11, the required braking force calculation unit M13 calculates the required braking force BPRq based on the braking operation amount X of the braking operation member 11. When vehicle deceleration is requested from another control device, the required braking force calculation unit M13 calculates the braking force corresponding to that request as the required braking force BPRq.

[0050] <Settings section> The setting unit M14 sets the degree to which changes in the vehicle's posture due to the implementation of stopping control are suppressed. In this embodiment, the setting unit M14 sets the holding braking force BPh as the degree of suppression. The degree of suppression decreases as the holding braking force BPh increases.

[0051] The setting unit M14 sets the holding braking force BPh so that the required deceleration DVRq, calculated according to the stopping sensation instruction value IND, is met just before the vehicle 10 comes to a complete stop. Therefore, the holding braking force BPh reflects the stopping sensation corresponding to the position of the control element 71 operated by the occupant.

[0052] For example, when the stopping sensation instruction value IND is at its minimum, the holding braking force BPh is set to the second stopping maintenance braking force BPth2. The holding braking force BPh is set to a larger value relative to the second stopping braking force BPth2 as the stopping sensation instruction value IND increases.

[0053] For example, when the stopping sensation instruction value IND is in the middle, the holding braking force BPh is set to the first stopping maintenance braking force BPth1. For example, when the stopping sensation instruction value IND is at its maximum, the holding braking force BPh is set to a maximum holding braking force BPhm that is greater than the first stopping braking force BPth1 and less than the required braking force BPRq. Even if the holding braking force BPh is greater than the first stopping braking force BPth1, if it is less than the required braking force BPRq, the change in the vehicle's posture when stopped is suppressed. The maximum holding braking force BPhm is, for example, a value calculated based on the first stopping braking force BPth1. In this case, if the value calculated based on the first stopping braking force BPth1 is greater than or equal to the required braking force BPRq, it is advisable to correct the calculated value so that it becomes less than the required braking force BPRq. The maximum holding braking force BPhm may also be, for example, a value calculated based on the required braking force BPRq. In this case, if the value calculated based on the required braking force BPRq is less than or equal to the first stopping braking force BPth1, it is advisable to correct the calculated value so that it becomes greater than the first stopping braking force BPth1.

[0054] <Braking Control Unit> When the conditions for starting stop control are met, the braking control unit M21 starts stop control. At this time, the braking control unit M21 creates a profile of the vehicle braking force BPAl during the execution of stop control based on the suppression degree set by the setting unit M14, i.e., the holding braking force BPh. The braking control unit M21 calculates the instructed braking force BPTr according to the created profile, as shown in Figure 2(D).

[0055] When the holding braking force BPh is set to be less than the first stopping braking force BPth1, a profile for reducing the vehicle braking force BPAl to the holding braking force BPh at the start of the holding process can be created, for example, as follows. Alternatively, (A1) or (A2) below may be performed, or (A1) and (A2) may be performed.

[0056] (A1) Increase the rate at which the vehicle braking force BPAl decreases during the reduction process. This allows for a greater reduction in the vehicle braking force BPAl from the start to the end of the reduction process. As a result, the vehicle braking force BPAl can be reduced to a smaller braking force at the start of the holding process.

[0057] (A2) Start the reduction correction process earlier. Specifically, change the second vehicle speed judgment value VSth2 to a larger value to speed up the transition to the reduction correction process. This allows for a longer execution period for the reduction process, thus increasing the amount of vehicle braking force BPAl that is reduced from the start to the end of the reduction process.

[0058] When the holding braking force BPh is set to be greater than the first stopping braking force BPth1, a profile for reducing the vehicle braking force BPAl to the holding braking force BPh at the start of the holding process can be created, for example, as follows. Alternatively, (B1) or (B2) below may be performed, or (B1) and (B2) may be performed.

[0059] (B1) Reduce the rate at which the vehicle braking force BPAl decreases during the reduction process. (B2) The reduction correction process is started at a later point. Specifically, the second vehicle speed determination value VSth2 is changed to a smaller value.

[0060] The braking control unit M21 activates the braking actuator 30 based on the instructed braking force BPTr calculated according to the profile. Specifically, in the correction process for stopping control, the braking control unit M21 calculates the sum of the requested braking force BPRq and the offset value ΔBP as the instructed braking force BPTr. Then, the braking control unit M21 operates the braking actuator 30 based on this instructed braking force BPTr.

[0061] When the braking control unit M21 is executing an increase correction process, if the conditions for transitioning from an increase correction process to a decrease correction process are met, it terminates the increase correction process and starts the decrease correction process. In the decrease process of the decrease correction process, the braking control unit M21 reduces the instructed braking force BPTr toward the held braking force BPh. When the instructed braking force BPTr has decreased to the held braking force BPh, the braking control unit M21 holds the instructed braking force BPTr at the held braking force BPh by executing the hold process of the decrease correction process. Then, the braking control unit M21 operates the braking actuator 30 based on the instructed braking force BPTr at that time.

[0062] When the braking control unit M21 is executing a reduction correction process, if the conditions for transitioning from the reduction correction process to the degraded process are met, it terminates the reduction correction process and starts the degraded process. In the degraded process, the braking control unit M21 increases the instructed braking force BPTr to the requested braking force BPRq. Then, the braking control unit M21 operates the braking actuator 30 based on the instructed braking force BPTr at that time.

[0063] <Passenger Information Acquisition Department> The passenger information acquisition unit M15 can acquire passenger information transmitted from the in-vehicle monitoring device 60 at predetermined control cycles.

[0064] <Notification Control Unit> The notification control unit M22 can perform notification processing by controlling the notification unit 90, which transmits notification information to the passenger. In the notification processing, the notification control unit M22 transmits notification information to the passenger suggesting the operation of the control device 71, according to the passenger information acquisition unit M15.

[0065] In the notification process, for example, if there are two or more passengers, it is suggested to operate the control unit 71 to reduce the feeling of stopping. In the notification process, for example, if there is one passenger, it is suggested to operate the control unit 71 to increase the feeling of stopping. In the notification process, the position of the control unit 71 may be specifically suggested. That is, the degree of the feeling of stopping may be specifically suggested. In the notification process, the suggested notification information may be changed based on the passenger's seating position, the passenger's body size, the passenger's weight, the passenger's age, etc.

[0066] <Process flow for controlling vehicle braking force> Referring to Figure 3, a series of processes performed by the processing circuit 51 when braking the vehicle 10 will be explained. When the vehicle 10 is stopped by applying braking force, the processing circuit 51 repeatedly performs the series of processes shown in Figure 3.

[0067] In step S101, the processing circuit 51 determines whether the start condition for stopping control has been met. For example, as shown in Figure 2, the processing circuit 51 determines that the start condition has been met when the vehicle speed VS changes from a state where it is greater than the first vehicle speed determination value VSth1 to a state where it is less than or equal to the first vehicle speed determination value VSth1. The first vehicle speed determination value VSth1 may be set based on the holding braking force BPh set through the execution of the series of processes shown in Figure 3. In this case, the larger the holding braking force BPh, the smaller the first vehicle speed determination value VSth1 becomes.

[0068] If the processing circuit 51 determines that the start condition has been met (S101: YES), it proceeds to step S102. On the other hand, if the processing circuit 51 determines that the start condition has not been met (S102: NO), it terminates the series of processes shown in Figure 3.

[0069] In step S102, the processing circuit 51, by functioning as an instruction value acquisition unit M11, acquires the stopping sensation instruction value IND. After that, the processing circuit 51 proceeds to step S103.

[0070] In step S103, the processing circuit 51 calculates the required deceleration DVRq by functioning as a required value calculation unit M12. After that, the processing circuit 51 proceeds to step S104.

[0071] In step S104, the processing circuit 51 functions as a setting unit M14 to set the holding braking force BPh as the degree of suppression of attitude change. After that, the processing circuit 51 proceeds to step S105.

[0072] In step S105, the processing circuit 51 starts stopping control by functioning as the braking control unit M21. Once stopping control is started, the processing circuit 51 completes the series of processes shown in Figure 3.

[0073] <Stopping control> Referring to Figure 4, a series of processes performed by the processing circuit 51 when implementing stopping control will be explained. The processes shown in Figure 4 are performed by the processing circuit 51 functioning as a braking control unit M21.

[0074] In step S201, the processing circuit 51 performs an increase correction process. In the increase correction process, the processing circuit 51 sets a vehicle braking force greater than the requested braking force BPRq as the instructed braking force BPTr in order to compensate for the extension of the braking distance of the vehicle 10 caused by the execution of the decrease correction process. That is, the offset value ΔBP shown in Figure 2(D) is the amount of braking force correction to compensate for the extension of the braking distance of the vehicle 10 caused by the execution of the decrease correction process. The processing circuit 51 operates the braking actuator 30 based on the instructed braking force BPTr.

[0075] In the next step S202, the processing circuit 51 determines whether the conditions for transitioning from the increase correction process to the decrease correction process have been met. For example, as shown in Figure 2, the processing circuit 51 determines that the transition conditions have been met when the vehicle speed VS changes from a state where it is greater than the second vehicle speed determination value VSth2 to a state where it is less than or equal to the second vehicle speed determination value VSth2. The second vehicle speed determination value VSth2 may be set based on the holding braking force BPh set through the execution of the series of processes shown in Figure 3. In this case, the larger the holding braking force BPh, the smaller the second vehicle speed determination value VSth2 becomes.

[0076] If the processing circuit 51 determines that the transition condition is not met (S202: NO), it proceeds to step S201. That is, the processing circuit 51 executes the correction process. On the other hand, if the processing circuit 51 determines that the transition condition is met (S202: YES), it proceeds to step S203.

[0077] In step S203, the processing circuit 51 performs a reduction process as part of the reduction correction process. In the reduction process, the processing circuit 51 reduces the instructed braking force BPTr to the holding braking force BPh. Then, the processing circuit 51 operates the braking actuator 30 based on the instructed braking force BPTr.

[0078] In the following step S204, the processing circuit 51 determines whether the indicative braking force BPTr has become less than or equal to the holding braking force BPh. If the processing circuit 51 determines that the indicative braking force BPTr is greater than the holding braking force BPh (S204: NO), the process moves to step S203. That is, the processing circuit 51 performs a reduction process. On the other hand, if the processing circuit 51 determines that the indicative braking force BPTr has become less than or equal to the holding braking force BPh (S204: YES), the process moves to step S205.

[0079] In step S205, the processing circuit 51 executes the holding process, which is part of the reduction correction process. In the holding process, the processing circuit 51 holds the instructed braking force BPTr with the holding braking force BPh. Then, the processing circuit 51 operates the braking actuator 30 based on the instructed braking force BPTr.

[0080] In the next step, S206, the processing circuit 51 determines whether the conditions for transitioning from the reduction correction process to the degradation process have been met. For example, as shown in Figure 2, the processing circuit 51 determines that the transition conditions have been met if it can determine that the vehicle 10 has stopped. If the processing circuit 51 determines that the transition conditions have not been met (S206: NO), it proceeds to step S205. That is, the processing circuit 51 executes the hold process. On the other hand, if the processing circuit 51 determines that the transition conditions have been met (S206: YES), it proceeds to step S207.

[0081] In step S207, the processing circuit 51 performs a degraded process. In the degraded process, the processing circuit 51 increases the instructed braking force BPTr to the required braking force BPRq. Then, the processing circuit 51 operates the braking actuator 30 based on the instructed braking force BPTr.

[0082] In the following step S208, the processing circuit 51 determines whether the termination condition for the degraded process has been met. For example, if the instructed braking force BPTr becomes equal to the requested braking force BPRq, it determines that the termination condition has been met. On the other hand, if the instructed braking force BPTr is less than the requested braking force BPRq, it determines that the termination condition has not been met. If the processing circuit 51 determines that the termination condition has not been met (S208: NO), it proceeds to step S207. That is, the processing circuit 51 executes the degraded process. On the other hand, if the processing circuit 51 determines that the termination condition has been met (S208: YES), it terminates the degraded process. Then, the processing circuit 51 terminates the stopping control and ends the series of processes shown in Figure 4.

[0083] <Process flow for executing notification processing> Referring to Figure 5, the series of processes performed by the processing circuit 51 will be explained. The processing circuit 51 repeatedly executes the processes shown in Figure 5 at predetermined control cycles.

[0084] In step S301, the processing circuit 51 determines whether the notification condition is met. For example, the processing circuit 51 determines that the notification condition is met when the vehicle 10 is started. For example, the processing circuit 51 can also determine that the notification condition is met when the number of passengers changes. For example, the processing circuit 51 can also determine that the notification condition is met when the stopping sensation instruction value IND is not set within a specified range for the number of passengers. Specifically, for example, if the stopping sensation instruction value IND is set so that the stopping sensation increases when the number of passengers is two or more, the stopping sensation instruction value IND is outside the specified range, and the processing circuit 51 can determine that the notification condition is met.

[0085] If the processing circuit 51 determines that the notification condition has been met (S301: YES), it proceeds to step S302. On the other hand, if the processing circuit 51 determines that the notification condition has not been met (S302: NO), it terminates the series of processes shown in Figure 5.

[0086] In step S302, the processing circuit 51 performs notification processing by functioning as a notification control unit M22. As a result, notification information corresponding to the passenger's information is transmitted to the passenger. After performing the notification processing, the processing circuit 51 completes the series of processes shown in Figure 5.

[0087] <Operation and Effects of the First Embodiment> The operation and effects of this embodiment will now be described. Referring to Figure 6, an example of a stop control that provides a strong sense of stopping will be explained. For example, this is an example where the stop sensation instruction value IND is set to a value closer to the maximum than the intermediate value.

[0088] As shown in Figures 6(A), (B), and (C), when braking force is applied to the vehicle 10, the vehicle speed VS decreases. In the example shown in Figure 6, the processing circuit 51 sets the vehicle braking force BPh to be greater than the first stopping maintenance braking force BPth1. Specifically, the processing circuit 51 sets the vehicle braking force BPh to be greater than the first stopping maintenance braking force BPth1 according to the stopping sensation instruction value IND.

[0089] When the vehicle speed VS reaches the first vehicle speed determination value VSth1 at timing t21, the processing circuit 51 starts stop control. That is, the processing circuit 51 starts the stop control augmentation correction process. In the augmentation correction process, the processing circuit 51 sets the sum of the requested braking force BPRq and the offset value ΔBP as the instructed braking force BPTr. Then, the processing circuit 51 controls the braking actuator 30 so that the vehicle braking force BPAl becomes the instructed braking force BPTr. As a result, as shown in Figures 6(A) and (C), the vehicle braking force BPAl increases even though the requested braking force BPRq remains constant. Specifically, the vehicle braking force BPAl becomes greater than the requested braking force BPRq. As a result, as shown in Figure 6(B), the absolute value of the longitudinal acceleration Gx increases.

[0090] When the vehicle speed VS reaches the second vehicle speed determination value VSth2 at timing t22, the processing circuit 51 transitions from the increase correction process to the decrease correction process. Specifically, the processing circuit 51 starts the decrease process within the decrease correction process. In the decrease process, the processing circuit 51 reduces the instructed braking force BPTr toward the held braking force BPh. The processing circuit 51 then controls the braking actuator 30 so that the vehicle braking force BPAl becomes the instructed braking force BPTr. As a result, the vehicle braking force BPAl becomes smaller than the required braking force BPRq. Consequently, even if the required braking force BPRq remains the same, the absolute value of the longitudinal acceleration Gx of the vehicle 10 gradually decreases.

[0091] When the instructed braking force BPTr becomes equal to the held braking force BPh at timing t23 during the reduction process, the processing circuit 51 starts the holding process of the reduction correction process. In the holding process, the processing circuit 51 holds the instructed braking force BPTr at the held braking force BPh. The processing circuit 51 then controls the braking actuator 30 so that the vehicle braking force BPAl is maintained.

[0092] If it is determined that the vehicle 10 has stopped at timing t24 during the holding process, the processing circuit 51 transitions the process from the reduction correction process to the degraded process. In the degraded process, the processing circuit 51 increases the instructed braking force BPTr to the required braking force BPRq. Then, the processing circuit 51 operates the braking actuator 30 so that the vehicle braking force BPAl becomes the instructed braking force BPTr. As a result, the vehicle braking force BPAl is increased to the required braking force BPRq.

[0093] In the example shown in Figure 6, as shown in Figure 6(B), the longitudinal acceleration Gx fluctuates across "0" when the vehicle 10 stops, resulting in a relatively large sense of stopping. In this embodiment, even when the stopping sensation instruction value IND is at its maximum, the holding braking force BPh is set to a vehicle braking force smaller than the required braking force BPRq. Therefore, even when the stopping sensation instruction value IND is closer to the maximum than the intermediate value, the change in the attitude of the vehicle 10 associated with stopping can be suppressed compared to when stopping control is not performed.

[0094] Some drivers of vehicle 10 may prefer a larger stopping sensation that allows them to recognize that vehicle 10 has stopped. Also, the amount of stopping sensation that is considered comfortable may vary depending on the individual passenger. According to this embodiment, the stopping sensation can be arbitrarily adjusted based on the stopping sensation instruction value IND, which can be set by operating the operator 71. Therefore, the stopping sensation can be adjusted according to differences in perception due to individual passenger differences, passenger preferences, etc. This makes it possible to improve passenger comfort when stopping and to provide passengers with a stopping sensation that suits their preferences when stop control is implemented.

[0095] In this embodiment, the following effects can be further obtained. (1) The processing circuit 51 can perform stopping control that reduces the feeling of stopping based on the stopping sensation instruction value IND, which can be set by operating the operator 71. For example, when there are two or more passengers, that is, when there are passengers other than the driver of the vehicle 10, comfort can be improved by reducing the feeling of stopping.

[0096] (2) The processing circuit 51 can prompt the passenger to set a stopping sensation instruction value IND according to the passenger's information by performing notification processing. As a result, when the passenger operates the control device 71 based on the transmitted notification information, stopping control can be performed with a stopping sensation according to the passenger's information.

[0097] (Second Embodiment) The second embodiment will be described with reference to Figure 7. The following description will primarily focus on the differences from the first embodiment, and components common to both embodiments will be denoted by the same reference numerals, with their descriptions omitted as appropriate.

[0098] In the second embodiment, the vehicle 110 is equipped with two operating units, a first operating unit 170 and a second operating unit 180, instead of the operating unit 70. <Operation section> The first operating section 170 includes a first operating element 171. The second operating section 180 includes a second operating element 181. The first operating element 171 and the second operating element 181 are knobs that can be slid, similar to the operating element 71 in the first embodiment.

[0099] The first operation unit 170 is for the occupant to set the amount of vehicle deceleration just before stopping when stopping control is performed to apply braking force to the vehicle 110 and bring it to a stop. The amount of vehicle deceleration just before stopping is one of the factors related to the feeling of stopping. The first operation unit 170 transmits the amount of vehicle deceleration set by the occupant's operation to the instruction value acquisition unit M11.

[0100] The second control unit 180 is for the rider to set the magnitude of the jerk just before stopping when stopping control is performed to apply braking force to the vehicle 110. The magnitude of the jerk just before stopping is one of the factors related to the feeling of stopping. The second control unit 180 transmits the magnitude of the jerk set by the rider's operation to the instruction value acquisition unit M11.

[0101] <Indication Value Acquisition Unit> In this embodiment, the instruction value acquisition unit M11 acquires a first instruction value IND1 related to vehicle deceleration as an instruction value related to passenger comfort. More specifically, the instruction value acquisition unit M11 acquires the magnitude of vehicle deceleration transmitted from the first operation unit 170. The instruction value acquisition unit M11 then acquires the acquired magnitude of vehicle deceleration as the first instruction value IND1 when the vehicle is stopped. When the first operation unit 171 is in the position corresponding to the minimum value Min, the first instruction value IND1 becomes the minimum, and when the first operation unit 171 is in the position corresponding to the maximum value Max, the first instruction value IND1 becomes the maximum.

[0102] In this embodiment, the instruction value acquisition unit M11 acquires a second instruction value IND2 related to jerk as an instruction value related to passenger comfort. More specifically, the instruction value acquisition unit M11 acquires the magnitude of the jerk transmitted from the second operation unit 180. The instruction value acquisition unit M11 then acquires the acquired magnitude of the jerk as the second instruction value IND2 when the vehicle is stopped. When the second operation unit 181 is in the position corresponding to the minimum value Min, the second instruction value IND2 becomes the minimum, and when the second operation unit 181 is in the position corresponding to the maximum value Max, the second instruction value IND2 becomes the maximum.

[0103] <Required Value Calculation Unit> In this embodiment, the request value calculation unit M12 calculates the requested deceleration DVRq as the requested value for the vehicle body deceleration of the vehicle 10 when performing the holding process, according to the first instruction value IND1. The request value calculation unit M12 calculates a larger requested deceleration DVRq the larger the first instruction value IND1 is. The request value calculation unit M12 calculates a smaller requested deceleration DVRq the smaller the first instruction value IND1 is.

[0104] In this embodiment, the request value calculation unit M12 calculates the requested jerk JERq as the requested absolute value of the jerk when executing the reduction process, according to the second instruction value IND2. The request value calculation unit M12 calculates a larger requested jerk JERq the larger the second instruction value IND2 is. The request value calculation unit M12 calculates a smaller requested jerk JERq the smaller the second instruction value IND2 is.

[0105] <Settings section> In this embodiment, the setting unit M14 sets the holding braking force BPh and the rate of decrease of the vehicle braking force BPAl during the reduction process as the degree to which the change in the attitude of the vehicle 110 due to the implementation of stopping control is suppressed. The degree of suppression decreases as the holding braking force BPh increases. The degree of suppression also decreases as the rate of decrease of the vehicle braking force BPAl during the reduction process increases.

[0106] The setting unit M14 sets the holding braking force BPh so that the required deceleration DVRq, calculated according to the first instruction value IND1, is met just before the vehicle 10 comes to a stop. The setting unit M14 sets the rate at which the vehicle braking force BPAl decreases during the reduction process so that the requested jerk JERq, calculated according to the second instruction value IND2, is satisfied just before the vehicle 10 comes to a stop.

[0107] <Braking Control Unit> When the conditions for starting stop control are met, the braking control unit M21 starts stop control. Based on the suppression degree set by the setting unit M14, i.e., the rate of decrease of the holding brake force BPh and the instructed brake force BPTr during the execution of the reduction process, the braking control unit M21 creates a profile of the vehicle brake force BPAl during the execution of stop control. The braking control unit M21 calculates the instructed brake force BPTr according to the created profile. Based on the instructed brake force BPTr calculated according to the profile, the braking control unit M21 operates the brake actuator 30.

[0108] <Operation and Effects of the Second Embodiment> According to this embodiment, in addition to the effects equivalent to those of the first embodiment described above, the following effects can be obtained.

[0109] In this embodiment, in addition to the deceleration of the vehicle body just before coming to a stop, the jerk just before coming to a stop can also be set based on the operation of the control device by the passenger. This allows for more detailed adjustment of the stopping sensation.

[0110] <Example of changes> The first and second embodiments described above can be implemented with the following modifications. The above embodiments and the following modifications can be combined with each other to the extent that they do not contradict each other technically.

[0111] In the first embodiment, the stopping sensation instruction value IND was given as an example of an instruction value related to passenger comfort. The instruction value related to passenger comfort that can be set by operating the operator 71 of the operation unit 70 may also be a comfort instruction value INDa that represents comfort. Since there is a negative correlation between comfort and stopping sensation, in the above configuration in which the comfort instruction value INDa is set, it is preferable to configure it as follows. For example, when the comfort instruction value INDa is at its minimum, the holding braking force BPh is set to the maximum holding braking force BPhm, which is greater than the first stopping maintenance braking force BPth1 and less than the required braking force BPRq. For example, when the comfort instruction value INDa is at its maximum, the holding braking force BPh is set to the second stopping maintenance braking force BPth2.

[0112] The indicator values ​​related to passenger comfort are not limited to the examples above, but may also include, for example, indicator values ​​related to vehicle behavior such as changes in the vehicle's posture when the vehicle stops, indicator values ​​related to the smoothness of the vehicle when it stops, and indicator values ​​related to the loudness of the brakes when the vehicle stops.

[0113] In the first embodiment, the requested deceleration DVRq was calculated as the required value for the vehicle deceleration. Alternatively, the requested jerk JERq may be calculated as the required value for the jerk based on the stopping sensation instruction value IND. In this case, the rate of decrease of the vehicle braking force BPAl during the deceleration process is set based on the requested jerk JERq just before stopping, as the degree to which the change in the attitude of the vehicle 10 due to the implementation of stopping control is suppressed.

[0114] In this modification example, the retained braking force BPh is determined by default based on the profile of the vehicle braking force BPAl, which is created based on the requested braking force BPRq, the rate of decrease of the instructed braking force BPTr during the reduction process, etc.

[0115] In this modification example, the start timing of the reduction correction process may be adjusted by changing the second vehicle speed determination value VSth2. Also, in this modification example, the reduction correction process does not need to include a hold process, as long as it includes a reduction process.

[0116] In the embodiments described above, a knob capable of sliding operation was used as an example of an operator provided in the operating unit. The operator is not limited to this, and may be a rotary knob, for example. Furthermore, the operator is not limited to a physical component, but may be an image displayed on a touch display, etc. In this case, the touch display corresponds to the operating unit. In addition, the operating unit may be a combination of a gauge displayed on a display and an operator as a knob.

[0117] • The instruction value may be set by operating a control unit via voice input from the passenger. In this case, the control unit is equipped with a microphone. The control unit sets the instruction value by recognizing the input voice. The control unit may be equipped with a speaker that outputs guide voice to assist the passenger's voice input. An example of the guide voice is a voice prompting the passenger to set the sense of stopping information. An example of the guide voice is a voice notifying the currently set sense of stopping information. An example of the guide voice is a voice asking whether to increase or decrease the sense of stopping for the currently set sense of stopping information.

[0118] The control unit, which can be operated by the passenger, does not have to be an in-vehicle user interface. For example, an information terminal that can communicate with an in-vehicle device may function as the control unit. Such an information terminal may be brought into the vehicle by the passenger. Examples of information terminals include smartphones and tablet devices.

[0119] The notification unit does not necessarily have to be installed in the vehicle. For example, an information terminal capable of communicating with an in-vehicle device may function as the notification unit. Such information terminals may be brought into the vehicle by passengers, for example. Examples of information terminals include smartphones and tablet devices.

[0120] A single device may serve as both the control unit and the notification unit. For example, an in-vehicle display may function as both the control unit and the notification unit. For example, an information terminal owned by a passenger may function as both the control unit and the notification unit.

[0121] - Stop control may be disabled in response to stopping sensation information transmitted from the control unit. For example, in a control unit equipped with a switch to turn off stop control, if the switch is operated, the processing circuit 51 may disable stop control even if the conditions for starting stop control are met.

[0122] In each of the above embodiments, the processing circuit 51 determines the start timing of the increase correction process and the decrease correction process for stopping control in accordance with the change in vehicle speed VS. However, if the parameter's value decreases as the vehicle approaches the predicted stopping position, the processing circuit 51 may determine the start timing of each process using parameters other than vehicle speed VS. Examples of other parameters include stopping distance and predicted stopping time. Stopping distance is the distance from the vehicle's current position to the predicted stopping position. Predicted stopping time is the time required for the vehicle to come to a stop. An example of predicted stopping time is TTC. TTC is an abbreviation for "Time To Collision". The predicted stopping position of the vehicle can be calculated based on the vehicle speed VS during braking and the vehicle's deceleration.

[0123] • In stop control, the length of the execution period for the holding process may be changed. • If the stopping control includes a reduction correction process, it does not need to include an increase correction process. • When the braking control system performs stopping control, it may control not only the friction braking force but also the regenerative braking force. In this case, the sum of the total friction braking force applied to the vehicle and the total regenerative braking force applied to the vehicle becomes the vehicle braking force BPAl.

[0124] In the above embodiment, the processing circuit 51 performs stop control when the vehicle is braked in response to the driver's operation of the braking operation member 11. However, the processing circuit 51 may also perform stop control during automatic braking.

[0125] The processing circuit 51 may be configured as a circuit including one or more processors that operate according to a computer program, one or more dedicated hardware circuits such as dedicated hardware that performs at least some of the various processes, or a combination thereof. Examples of dedicated hardware include application-specific integrated circuits (ASICs). The processor includes a CPU and memory such as RAM and ROM, where the memory stores program code or instructions configured to cause the CPU to perform the processes. Memory, i.e., storage media, includes any available media that can be accessed by a general-purpose or dedicated computer.

[0126] In this specification, the expression "at least one" means "only one option" or "both of the two options." [Explanation of symbols]

[0127] 10... Vehicles 50... Brake control device 60... In-vehicle monitoring device 70...Operation unit 71...Operator 90... Hochi Department M11...Indication value acquisition unit M12...Required value calculation unit M14...Settings section M15...Passenger Information Acquisition Unit M21... Braking control unit M22... Notification Control Unit

Claims

1. In a braking control device that performs stopping control to suppress changes in the vehicle's posture when applying braking force to a vehicle to bring it to a stop, An acquisition unit that acquires instruction values ​​related to the comfort of the passenger when the vehicle is stopped, which are set by the operation of an operator by the passenger of the vehicle. A calculation unit that calculates a required value for at least one of the vehicle's deceleration or jerk just before the vehicle comes to a stop, according to the aforementioned instruction value, The system includes a setting unit that sets the degree to which changes in the vehicle's posture due to the implementation of the stopping control are suppressed based on the aforementioned required value. Brake control device.

2. The aforementioned stopping control is, A reduction process that reduces the deceleration of the vehicle body by reducing the braking force just before the vehicle comes to a stop, Following the reduction process, a holding process is performed to maintain the deceleration of the vehicle body by maintaining the braking force. The calculation unit calculates the required value for the vehicle's deceleration when executing the holding process, according to the instruction value. The braking control device according to claim 1.

3. The aforementioned stopping control is, The system performs a reduction process to decrease the vehicle's deceleration by reducing the braking force just before the vehicle comes to a stop. The calculation unit calculates the required value for the vehicle's jerk when executing the reduction process, according to the indicated value. The braking control device according to claim 1.

4. It includes a notification control unit that performs notification processing by controlling a notification unit that transmits notification information to passengers, In the aforementioned notification process, notification information suggesting the operation of the control device is transmitted to the passenger in accordance with passenger information relating to the passenger in the vehicle. A braking control device according to any one of claims 1 to 3.

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