Brake control device

Abstract

To provide a brake control device that improves effect in reducing secondary damage caused by a collision and ensures safety in the event of erroneous actuation.SOLUTION: A brake control device 1, including a collision determination unit 300 that determines a collision of a vehicle and a collision brake control unit 102 that causes a brake device to generate a brake force so as to obtain predetermined deceleration in response to establishment of a collision determination made by the collision determination unit, is configured such that, in a case where it is determined that the brake device is in a predetermined pre-collision decelerating state immediately before the establishment of the collision determination, the collision brake control unit increases declaration after the establishment of the collision determination, compared to a case where it is not determined that the brake device is in the pre-collision decelerating state.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a braking control device that controls a braking device of a vehicle.

Background Art

[0002] For example, in a braking device provided in a vehicle such as an automobile, there is known one having a brake assist function that generates a braking force greater than that in a normal state with respect to the operation amount (operating force) of a brake pedal in an emergency. As a technology related to brake assist, for example, Patent Document 1 describes that in a vehicle braking device having a brake assist function, based on the distance between the own vehicle and an object in front of the own vehicle, the relative speed, etc., regardless of whether there is an emergency depression operation of the brake pedal, a braking state in which brake assist intervenes (so-called pre-crash brake assist control) is set.

[0003] In addition, in order to reduce secondary damage to the own vehicle and the surroundings at the time of a collision accident, a collision brake function (CBC) is known that automatically generates a braking force and decelerates the vehicle when the driver does not operate the vehicle after the occurrence of a collision accident. As a technology related to collision brakes, for example, Patent Document 2 describes that when it is detected that the own vehicle has been collided by another vehicle, the braking force of the collision brake is controlled according to the surrounding traffic conditions (possibility of secondary collision, etc.).

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0005] When considering the deceleration effect of reducing secondary collision damage during the operation of the above-described collision brake, it is preferable to set the deceleration to a large extent, for example, to the extent that ABS operates (as an example, about 0.8 to 1G on a dry paved road), so as to rapidly decelerate the vehicle. However, in this case, when the collision brake malfunctions, there is a concern that the vehicle will suddenly decelerate in a state unintended by the driver, and the following vehicle will be forced to avoid a collision by emergency braking. For this reason, usually, the deceleration by the collision brake is often set to be slightly larger than the normal deceleration (as an example, about 0.4G). On the other hand, immediately before the occurrence of a collision, for example, a pre-crash brake (pre-crash brake) using sensors such as a stereo camera and a millimeter-wave radar, or a pre-crash brake assist that generates a large braking force against the driver's braking operation when there is a concern about a collision with a risk object. It is assumed that the vehicle is often in a state of rapid deceleration (as an example, about 0.8 to 1G). When the vehicle collides from a state of rapid deceleration due to, for example, pre-crash brake assist control and the collision brake is activated, if the control is performed so that the deceleration after the collision becomes relatively low as used in a normal collision brake, a braking failure may occur in which the deceleration after the collision decreases with respect to the deceleration immediately before the collision, and there is a concern that the effect of reducing secondary damage will be reduced. In view of the above-described problems, an object of the present invention is to provide a braking control device that improves the effect of reducing secondary collision damage and ensures safety during malfunction.

Means for Solving the Problems

[0006] In order to solve the above-described problems, a braking control device according to an aspect of the present invention is A braking control device includes a collision determination unit that determines a collision of a vehicle, and a collision brake control unit that generates a braking force in a brake device so as to obtain a predetermined deceleration in response to the establishment of the collision determination by the collision determination unit. When the collision brake control unit determines that the brake device is in a predetermined pre-collision deceleration state immediately before the establishment of the collision determination, the deceleration after the establishment of the collision determination is increased compared to the case where it is not determined that the brake device is in the pre-collision deceleration state, and characterized in that it is set to be equal to the deceleration in the deceleration state before the collision. According to this, when it is determined that the vehicle is in a pre-collision deceleration state immediately before the collision determination is established, by increasing the deceleration after the collision determination is established compared to the case where it is not determined to be in the pre-collision deceleration state, the secondary damage reduction effect when transitioning from the pre-collision deceleration state to a collision can be improved. On the other hand, by suppressing the deceleration generated by the collision brake control unit in a state where the pre-collision deceleration state is not determined, compared to the state where the pre-collision deceleration state is determined, it is possible to prevent the vehicle from decelerating rapidly when the collision brake control unit generates braking force due to malfunction.

[0007] Furthermore, before The collision brake control unit sets the deceleration after the collision determination is established when it is determined that the vehicle is in the pre-collision deceleration state to be equal to the deceleration in the pre-collision deceleration state. done. According to this, there is no decrease in deceleration after the collision, ensuring the secondary damage reduction effect, and preventing the user from getting the impression that the braking force has disappeared and causing uneasiness.

[0008] The present invention The braking control device according to one aspect of , A braking control device includes a collision determination unit that determines a collision of a vehicle, and a collision brake control unit that generates a braking force in a brake device so as to obtain a predetermined deceleration in response to the establishment of the collision determination by the collision determination unit. includes a risk object recognition unit that recognizes risk objects around the host vehicle, a braking operation detection unit that detects a braking operation by the driver, and a pre-crash brake assist control unit that performs pre-crash brake assist control to increase the braking force of the braking device when the risk object is recognized and the braking operation is detected. The collision brake control unit is The pro pre-crash brake assist control intervenes when applied in , the brake device is a predetermined a pre-collision deceleration state to and is determined and, when it is determined that the brake device is in the pre-collision deceleration state immediately before the establishment of the collision determination, the deceleration after the establishment of the collision determination is increased compared to the case where it is not determined that the brake device is in the pre-collision deceleration state, characterized in that . Furthermore, the present invention The braking control device according to one aspect of , A braking control device includes a collision determination unit that determines a collision of a vehicle, and a collision brake control unit that generates a braking force in a brake device so as to obtain a predetermined deceleration in response to the establishment of the collision determination by the collision determination unit. includes a risk object recognition unit that recognizes risk objects around the host vehicle, and a pre-crash brake control unit that performs pre-crash brake control to generate braking force on the braking device according to the recognition of the risk object. The collision brake control unit is The pre-crash brake control intervenes when applied to , the brake device is a predetermined a deceleration state before collision to is determined and, when it is determined that the brake device is in the pre-collision deceleration state immediately before the establishment of the collision determination, the deceleration after the establishment of the collision determination is increased compared to the case where it is not determined that the brake device is in the pre-collision deceleration state characterized by is . The present invention The braking control device according to one aspect of , A braking control device includes a collision determination unit that determines a collision of a vehicle, and a collision brake control unit that generates a braking force in a brake device so as to obtain a predetermined deceleration in response to the establishment of the collision determination by the collision determination unit. comprises a braking operation detection unit that detects a sudden braking operation by a driver, and a brake assist control unit that increases the braking force of the braking device in response to the detection of the sudden braking operation, and the collision brake control unit is configured such that the by the brake assist control unit brake assist control intervenes when applied to the brake device is a predetermined a deceleration state before collision to is determined and, when it is determined that the brake device is in the pre-collision deceleration state immediately before the establishment of the collision determination, the deceleration after the establishment of the collision determination is increased compared to the case where it is not determined that the brake device is in the pre-collision deceleration state characterized by is .

Advantages of the Invention

[0009] As described above, according to the present invention, it is possible to provide a braking control device that improves the effect of reducing secondary collision damage and ensures safety during malfunction.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Figure 4

Modes for Carrying Out the Invention

[0011] <First Embodiment> Hereinafter, embodiments of a braking control device to which the present invention is applied will be described. The braking control device according to the first embodiment is mounted on a motor vehicle such as a passenger car, for example. The braking control device according to the first embodiment has a function of performing collision brake control (collision secondary damage reduction brake control) that automatically brakes and decelerates or stops the vehicle when the host vehicle collides with an object such as another vehicle.

[0012] FIG. 1 is a block diagram schematically showing the configuration of the braking control device according to the first embodiment. The braking control device 1 includes a braking control unit 100, a hydraulic control unit 110, an environment recognition unit 200, an airbag control unit 300, and the like. Each unit can be configured as a microcomputer having an information processing unit such as a CPU, a storage unit such as a RAM and a ROM, an input / output interface, and a bus connecting these. Also, each unit can communicate directly or via an in-vehicle LAN such as a CAN communication system, enabling transmission of various information.

[0013] The braking control unit 100 controls a hydraulic service brake (braking device), not shown, provided on each wheel of the vehicle. The braking control unit 100 can individually control the brake fluid pressure in the wheel cylinder 112 of each wheel by giving a command to the hydraulic control unit 110, and generate a desired braking force on the service brake of each wheel. A vehicle speed sensor 120 and the like are connected to the braking control unit 100. The vehicle speed sensor 120 detects the rotational speed (wheel speed) of each wheel.

[0014] The braking control unit 100 has functions of performing known anti-lock brake control, attitude stabilization control, and the like. The anti-lock brake control reduces the brake fluid pressure of the wheel when wheel lock occurs during braking to restore the rotation of the wheel. The posture stabilization control generates a braking force difference between the left and right wheels when oversteer behavior or understeer behavior occurs in the vehicle, and generates a yaw moment in the direction of suppressing these behaviors.

[0015] The braking control unit 100 includes a pre-crash brake assist (BA) control unit 101, a collision brake control unit 102, and the like. When the environmental recognition unit 200 recognizes a risk object in front of the host vehicle and the hydraulic pressure of the master cylinder 111 increases due to the driver's braking operation, the pre-crash brake assist control unit 101 increases the hydraulic pressure of the wheel cylinder 112 to a level where, for example, anti-lock brake control intervenes (in terms of deceleration, for example, up to about 0.8 to 1G) compared to normal times, and performs pre-crash brake assist control.

[0016] When the airbag control unit 300 detects the occurrence of a collision and determines to deploy the airbag, the collision brake control unit 102 applies hydraulic pressure to the wheel cylinder 112 so that a predetermined deceleration occurs in the vehicle, generates a braking force, and performs collision brake control to decelerate the vehicle. The target deceleration in collision brake control is set, for example, to the deceleration frequently used during normal driving of the vehicle, or to a level slightly higher than this deceleration (for example, about 0.4G) in order to prevent sudden deceleration of the vehicle during malfunction. Also, the target deceleration in collision brake is set to be large compared to normal when a predetermined pre-collision deceleration state is determined immediately before the establishment of the airbag deployment necessity determination (collision determination). This point will be described in detail later.

[0017] The hydraulic control unit 110 is a hydraulic control device that individually adjusts the brake fluid pressure of the wheel cylinder 112 of each wheel. The hydraulic control unit 110 includes an electric pump for pressurizing the brake fluid, and a pressure increasing valve, a pressure reducing valve, a pressure holding valve, etc. for controlling the brake fluid hydraulic pressure of each wheel cylinder 112.

[0018] The master cylinder 111, the wheel cylinder 112, etc. are connected to the hydraulic control unit 110 via brake fluid pipes. The master cylinder 111 pressurizes the brake fluid in response to the operation of a brake pedal (not shown) by the driver for braking operation. The brake fluid hydraulic pressure generated by the master cylinder 111 is transmitted to the wheel cylinder 112 via the hydraulic control unit 110. The hydraulic control unit 110 has a function of detecting the hydraulic pressure of the master cylinder 111, and has a function as a braking operation detection unit for detecting the braking operation state by the driver based on this hydraulic pressure. The hydraulic control unit 110 has a function of overriding the brake fluid hydraulic pressure generated by the master cylinder 111 and increasing or decreasing the brake fluid hydraulic pressure of each wheel cylinder 112. The wheel cylinder 112 is provided for each wheel, and generates a frictional force (braking force) corresponding to the brake fluid hydraulic pressure, for example, by pressing a brake pad against a disc rotor.

[0019] The environment recognition unit 200 recognizes the environment such as objects around the host vehicle and the road shape. The environment recognition unit 200 has a function as a risk object recognition unit for recognizing a risk object with a risk of colliding with the host vehicle being equal to or more than a predetermined level. At least one of various sensors capable of detecting risk objects such as a stereo camera device 210, a millimeter-wave radar device 220, and a laser scanner device 230 is connected to the environment recognition unit 200. In FIG. 1, as an example, an example in which all of the stereo camera device 210, the millimeter-wave data device 220, and the laser scanner device 230 are provided is described, but it is not limited to this, and a configuration including only some sensors may be used. Further, other types of sensors other than the above may be used.

[0020] The stereo camera device 210 has a pair of cameras arranged at a predetermined interval (baseline length), and recognizes objects such as other vehicles, pedestrians, and bicycle riders, and also has a function of detecting the relative position of the object with respect to the vehicle 1 by known stereo image processing. The millimeter-wave radar device 220 is a radar device that uses radio waves in a frequency band of, for example, 30 to 300 GHz, and has a function of detecting the presence or absence of an object and the relative position of the object with respect to the vehicle 1. The laser scanner device (LIDAR) 230 irradiates the periphery of the vehicle 1 with, for example, near-infrared laser light in a pulsed manner, and based on the presence or absence of reflected light and the time difference until the reflected light returns, has a function of detecting the presence or absence of an object, the relative position of the object with respect to the vehicle 1, the shape of the object, etc.

[0021] The airbag control unit 300 is provided in the vehicle interior of the vehicle and controls the deployment of the airbag that restrains the occupant during a collision. The airbag is formed in a bag shape by, for example, a base fabric made of nylon fiber, and is inflated by introducing deployment gas during a collision to restrain the occupant and the like. An acceleration sensor 301, an inflater 302, etc. are connected to the airbag control unit 300. A plurality of acceleration sensors 301 are provided at each part of the vehicle body, and are collision detection parts that detect the acceleration acting on the vehicle body during a collision. When the acceleration sensor 301 detects an acceleration equal to or greater than a predetermined value, the airbag control unit 300 determines a collision and gives a command to the inflater 302. The airbag control unit 300 is the collision determination unit of the present invention. The inflator 302 is a gas generator that supplies deployment gas to each airbag provided in the vehicle in response to a command from the airbag control unit 300.

[0022] Next, the braking control at the time of collision of the braking control device according to the first embodiment will be described. FIG. 2 is a flowchart showing the operation at the time of collision in the braking control device according to the first embodiment. Hereinafter, each step will be described in order.

[0023] <Step S01: Determination of operation during pre-crash brake assist> The braking control unit 100 determines whether the braking force is increased by the pre-crash brake assist control by the pre-crash brake assist control unit 101 (whether the pre-crash brake assist control is intervening). If the braking force is increased by the pre-crash brake assist control, it proceeds to step S03 assuming that it is in a deceleration state before collision, and in other cases, it proceeds to step S02.

[0024] <Step S02: Collision brake control target hydraulic pressure: normal value> The collision brake control unit 102 sets the control target hydraulic pressure of the wheel cylinder 112 when the collision brake control intervenes to a preset normal value. This normal control target hydraulic pressure is set, for example, so that the deceleration generated in the vehicle is about 0.4G. Thereafter, it proceeds to step S04.

[0025] <Step S03: Collision brake control target hydraulic pressure: brake assist generated hydraulic pressure> The collision brake control unit 102 sets the control target hydraulic pressure of the wheel cylinder 112 when the collision brake control intervenes to the hydraulic pressure of the wheel cylinder 112 currently generated in the pre-crash brake assist control. At this time, the deceleration of the vehicle becomes, for example, the level at which the anti-lock brake control intervenes (for example, about 0.8G to 1G). After that, the process proceeds to step S04.

[0026] <Step S04: Collision determination establishment judgment> The brake control unit 100 determines whether a collision to the extent that the deployment of the airbag is necessary in the airbag control unit 300 has been determined (whether the collision determination has been established). If the collision determination is established, the process proceeds to step S05. If the collision determination is not established, the process returns to step S01, and the subsequent processing is repeated.

[0027] <Step S05: Collision brake operation determination> The brake control unit 100 determines whether the collision brake control by the collision brake control unit 102 is in an intervening state. Even when the collision determination is established in the airbag control unit 300, for example, when the vehicle speed is low, when there is a braking operation that generates a braking force equal to or greater than a predetermined value by the driver, when the vehicle body acceleration at the time of collision is equal to or less than a predetermined value, etc., when the possibility of secondary collision damage occurring is low, or when a false determination by the airbag control unit 300 is suspected, the collision brake control may not intervene. If the collision brake control is in an intervening state (collision brake operating state), the process proceeds to step S06. If it is in a non-intervening state (non-operating state), the series of processes ends.

[0028] <Step S06: Collision brake hydraulic pressure control> The brake control unit 100 and the collision brake control unit 102 give a command to the hydraulic control unit 110 to feedback-control the hydraulic pressure of the wheel cylinder 112 during the collision brake control so as to become the control target hydraulic pressure set in step S02 or step S03. After that, the process proceeds to step S07.

[0029] <Step S07: Determination of Collision Brake Completion> The braking control unit 100 and the collision brake control unit 102 determine whether the collision brake control has ended. For example, when the vehicle speed of the vehicle has decelerated to a preset value or when there is an override of the accelerator operation or brake operation by the driver, the collision brake control ends. If the collision brake control has ended, a series of processes end (return), and in other cases, the process returns to step S06 and the subsequent processes are repeated.

[0030] According to the first embodiment described above, the following effects can be obtained. (1) When it is determined that the pre-crash brake assist control is in operation (deceleration state before collision) immediately before the collision determination is established, the hydraulic pressure of the wheel cylinder 112 after the collision determination is increased compared to when the pre-crash brake assist control is not in operation, and the deceleration of the vehicle is increased, so that the secondary damage reduction effect when transitioning from the deceleration state before collision to the collision can be improved. For example, when the deceleration is increased from 0.4G to 1G, the braking distance required to decelerate the vehicle speed from 120 km / h to 20 km / h can be reduced from 350 m to 140 m. On the other hand, by suppressing the deceleration generated by the collision brake control unit in a state where the pre-crash brake assist control is not in operation compared to a state where the pre-crash brake assist control is in operation, it is possible to prevent the vehicle from decelerating rapidly when the collision brake control unit 102 generates braking force due to malfunction. (2) When the collision brake control unit 102 determines that the pre-crash brake assist control is in operation, the hydraulic pressure of the wheel cylinder 112 and the deceleration of the vehicle after the collision determination are set to be equivalent to the hydraulic pressure and deceleration in the pre-crash brake assist control, so that there is no decrease in the braking force and deceleration after the collision, ensuring the secondary damage reduction effect and preventing the user from feeling a loss of braking force and generating a sense of unease. (3) When it is determined that the vehicle is in a pre-collision deceleration state during the operation of the pre-crash brake assist control, by increasing the hydraulic pressure of the wheel cylinder 112 in the collision brake control and the deceleration of the vehicle compared to normal, the state with a high risk of collision occurrence is reflected in the collision brake control, and the above-described effects can be appropriately obtained. In addition, by reflecting both the determination by the environmental recognition unit 200 on the vehicle side and the determination by the driver who performed the brake operation in the determination of the pre-collision deceleration state, the possibility of misjudgment can be reduced.

[0031] <Second Embodiment> Next, a second embodiment of the braking control device to which the present invention is applied will be described. In the second embodiment and the third embodiment described later, the same reference numerals are given to the same parts as those in the above-described first embodiment, and the description thereof is omitted, and mainly the differences will be described. FIG. 3 is a block diagram schematically showing the configuration of the braking control device according to the second embodiment. The braking control device 1A according to the second embodiment includes a pre-crash brake control unit 103 instead of the pre-crash brake assist control unit 101 of the braking control unit 100 according to the first embodiment. The pre-crash brake control unit 103 performs pre-crash brake control for increasing the pressure of the wheel cylinder 112 to generate braking force regardless of the brake operation by the driver (regardless of the hydraulic pressure of the master cylinder 111) when the environmental recognition unit 200 recognizes a risk object with a high possibility of collision in front of the host vehicle. The hydraulic pressure of the wheel cylinder 112 and the deceleration of the vehicle in the pre-crash brake control are set high to such an extent that, for example, the anti-lock brake control intervenes when the possibility of collision is high.

[0032] In the second embodiment, during the operation of the pre-crash brake control, the same control as that of the first embodiment described above is performed on the assumption that the vehicle is in a pre-collision deceleration state. In this case, the hydraulic pressure of the wheel cylinder 112 in the collision brake control and the deceleration of the vehicle are set to be equal to the hydraulic pressure and deceleration in the pre-crash brake control. Also in the second embodiment described above, effects similar to those of the first embodiment described above (excluding those described at the end of item (3)) can be obtained.

[0033] <Third Embodiment> Next, a third embodiment of the braking control device to which the present invention is applied will be described. FIG. 4 is a block diagram schematically showing the configuration of the braking control device according to the third embodiment. The braking control device 1B according to the third embodiment includes a brake assist control unit 104 instead of the pre-crash brake assist control unit 101 of the braking control unit 100 according to the first embodiment. When the master cylinder hydraulic pressure 111 increases at a predetermined rate or more due to the driver's braking operation (when an emergency braking operation is performed), the brake assist control unit 104 applies a hydraulic pressure higher than the hydraulic pressure of the wheel cylinder 112 that normally occurs according to the hydraulic pressure of the master cylinder 111 to the wheel cylinder 112 to perform brake assist control for obtaining a large braking force. The hydraulic pressure of the wheel cylinder 112 and the deceleration of the vehicle in the brake assist control are set high, for example, to the extent that the anti-lock brake control intervenes.

[0034] In the third embodiment, during the operation of the brake assist control, control similar to the control of the first embodiment described above is performed on the assumption that the vehicle is in a decelerating state before a collision. In this case, the hydraulic pressure of the wheel cylinder 112 in the collision brake control and the deceleration of the vehicle are set to be equal to the hydraulic pressure and deceleration in the brake assist control. Also in the third embodiment described above, effects similar to those of the first embodiment described above (excluding those described at the end of item (3)) can be obtained.

[0035] (Modification example) The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and they are also within the technical scope of the present invention. (1) The configurations of the braking control device, the brake device, the vehicle, etc. are not limited to the above-described embodiments, and can be changed as appropriate. For example, in each embodiment, the braking control is performed by a hydraulic service brake, but not limited thereto. For example, various braking force generation means (brake devices) such as a regenerative brake using a motor generator, an electric brake that drives a friction material by an electric actuator, and a downshift by an automatic transmission (so-called engine brake) may be used alone or in combination by cooperative control. Also, the vehicle type of the vehicle is not particularly limited. (2) In each embodiment, when transitioning from the pre-collision deceleration state to the collision brake control, the deceleration generated in the pre-collision deceleration state is made equal to the collision brake target deceleration. However, not limited thereto, the collision brake target deceleration when transitioning from the pre-collision deceleration state can be appropriately changed as long as it is greater than the normal collision brake target deceleration. For example, it may be configured to change in an increasing or decreasing trend with respect to the deceleration in the pre-collision deceleration state.

Explanation of Reference Numerals

[0036] 1, 1A, 1B Braking control device 100 Braking control unit 101 Pre-crash brake assist control unit 102 Collision brake control unit 103 Pre-crash brake control unit 104 Brake assist control unit 110 Hydraulic control unit (HCU) 111 Master cylinder 112 Wheel cylinder 120 Vehicle speed sensor 200 Environment recognition unit 210 Stereo camera device 220 Millimeter wave radar device 230 Laser scanner device 300 Airbag control unit 301 Acceleration sensor 302 Inflator

Claims

1. A braking control device comprising a collision determination unit that determines a collision of a vehicle, and a collision brake control unit that generates a braking force in a brake device so as to obtain a predetermined deceleration in response to the establishment of the collision determination by the collision determination unit. The braking control device is characterized in that the collision brake control unit when it is determined that the brake device is in a predetermined pre-collision deceleration state immediately before the establishment of the collision determination, increases the deceleration after the establishment of the collision determination as compared with the case where it is not determined that the pre-collision deceleration state is present, and sets the deceleration in the pre-collision deceleration state to be equal. A braking control device characterized by the above.

2. A braking control device comprising a collision determination unit that determines a collision of a vehicle, and a collision brake control unit that generates a braking force in a brake device so as to obtain a predetermined deceleration in response to the establishment of the collision determination by the collision determination unit. The braking control device is characterized in that it further comprises a risk object recognition unit that recognizes a risk object around the host vehicle, a braking operation detection unit that detects a braking operation by the driver, and a pre-crash brake assist control unit that performs pre-crash brake assist control to increase the braking force of the brake device when the risk object is recognized and the braking operation is detected. The collision brake control unit when the pre-crash brake assist control intervenes, determines that the brake device is in a predetermined pre-collision deceleration state, and when it is determined that the pre-collision deceleration state is present immediately before the establishment of the collision determination, increases the deceleration after the establishment of the collision determination as compared with the case where it is not determined that the pre-collision deceleration state is present. A braking control device characterized by the above.

3. A braking control device comprising a collision determination unit that determines a collision of a vehicle, and a collision brake control unit that generates a braking force in a brake device so as to obtain a predetermined deceleration in response to the establishment of the collision determination by the collision determination unit. The braking control device is characterized in that it further comprises a risk object recognition unit that recognizes a risk object around the host vehicle, and a pre-crash brake control unit that performs pre-crash brake control to generate a braking force in the brake device in response to the recognition of the risk object. The collision brake control unit when the pre-crash brake control intervenes, determines that the brake device is in a predetermined pre-collision deceleration state. When it is determined that the vehicle is in a pre-collision deceleration state immediately before the collision determination is established, the deceleration after the collision determination is established is made greater than that in the case where it is not determined that the vehicle is in the pre-collision deceleration state. A braking control device characterized by the above. **Claim 4**: A braking control device comprising: a collision determination unit that determines a collision of a vehicle; a collision brake control unit that generates a braking force in a brake device so as to obtain a predetermined deceleration in response to the establishment of the collision determination by the collision determination unit. The braking control device further comprises: a braking operation detection unit that detects a sudden braking operation by a driver; a brake assist control unit that increases the braking force of the brake device in response to the detection of the sudden braking operation. When the brake assist control by the brake assist control unit intervenes, the collision brake control unit determines that the brake device is in a predetermined pre-collision deceleration state. When it is determined that the vehicle is in the pre-collision deceleration state immediately before the collision determination is established, the deceleration after the collision determination is established is made greater than that in the case where it is not determined that the vehicle is in the pre-collision deceleration state. A braking control device characterized by the above.

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