Braking control method and braking control device

Abstract

A braking control device 100 includes a processor 10 that determines whether a mobile object was detected in a prescribed region Ap on the downstream side of a planned-stopping position Ps, and if it was determined that a mobile object was detected in the prescribed region Ap, the processor changes a deceleration decrease position Pd, which is the start position of a deceleration decrease zone Dd, so that such position is farther on the upstream side than in a case where it was determined that a mobile object was not detected in the prescribed region Ap.

Description

[Technical Field]

[0001] The present invention relates to a braking control method and a braking control device. [Background technology]

[0002] The braking control device controls the braking actuator to decelerate the vehicle before the host vehicle reaches the planned stopping position and then stop the vehicle at the planned stopping position. The braking control device described in Patent Document 1 controls the deceleration before the host vehicle reaches the planned stopping position depending on conditions such as the vehicle speed of the host vehicle, the number of passengers, and weather. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2005-297621 Summary of the Invention [Problem to be solved by the invention]

[0004] However, the braking control device of Patent Document 1 cannot control the vehicle speed at a deceleration rate that corresponds to whether or not a moving object has been detected downstream of the intended stopping position.

[0005] The problem that the present invention aims to solve is to provide a braking control method and a braking control device that, when stopping the vehicle at a planned stopping position, controls the vehicle speed based on deceleration depending on whether or not a moving object is detected in a specified area downstream of the planned stopping position. [Means for solving the problem]

[0006] In the present invention, in braking control for stopping the vehicle at a planned stopping position, it is determined whether or not a moving object has been detected in a predetermined area downstream of the planned stopping position, and if it is determined that a moving object has been detected in the predetermined area, the position at which the deceleration rate is reduced in the braking control is changed to a position upstream of the planned stopping position compared to when it is determined that a moving object has not been detected in the predetermined area. The same expected stopping position is acquired when it is determined that a moving object has been detected in the predetermined area and when it is determined that a moving object has not been detected in the predetermined area. By doing so, the above problem is solved. [Effects of the Invention]

[0007] According to the present invention, the vehicle speed can be controlled based on the deceleration according to whether or not a moving object has been detected in a predetermined area downstream of the intended stopping position. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a block diagram showing a configuration of a braking control device according to an embodiment of the present invention; [Figure 2] 2 is a diagram showing an example of the positional relationship between a host vehicle equipped with the braking control device shown in FIG. 1 and a detected object. FIG. [Figure 3] 2 is a graph showing an example of deceleration of a vehicle speed controlled by the braking control device shown in FIG. [Figure 4] 2 is a graph showing an example of a virtual crossing time calculated by the braking control device shown in FIG. 1. [Figure 5] 2 is a flowchart showing the steps of a braking control method executed by the braking control device shown in FIG. [Figure 6] 10 is a graph showing another example of the deceleration of the vehicle speed controlled by the braking control device shown in FIG. [Figure 7] 10 is a graph showing another example of the deceleration of the vehicle speed controlled by the braking control device shown in FIG. [Figure 8] 10 is a graph showing another example of the deceleration of the vehicle speed controlled by the braking control device shown in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. As shown in Fig. 1, the host vehicle 1 has a braking control device 100, a braking actuator 101, a detection device 102, and an input device 103. The braking control device 100 autonomously controls the braking actuator 101. The braking control device 100 controls the braking operation of the host vehicle 1 by controlling the braking actuator 101. In this way, the braking control device 100 can start deceleration of the host vehicle 1 and control the deceleration of the host vehicle during deceleration.

[0010] The detection device 102 is, for example, an exterior camera or radar. The detection device 102 can detect the presence of a detected object. The detected object is a movable object, such as a pedestrian, a bicycle, a wheelchair, an animal, or another vehicle. The detection device 102 can also detect a stop line marked on the road surface. The detection device 102 can also detect a traffic light and the signal color emitted by the traffic light.

[0011] The input device 103 is a user interface that allows an occupant of the host vehicle 1 to input commands. The input device 103 is, for example, a touch panel display. The input device 103 may also be a microphone. When the input device 103 is a microphone, the occupant of the host vehicle 1 inputs commands into the input device 103 by voice.

[0012] Next, the configuration of the braking control device 100 will be described in detail with reference to FIGS. As shown in FIG. 1, the braking control device 100 includes a processor 10 that controls a braking actuator 101 of the host vehicle 1. The processor 10 includes a read-only memory (ROM) that stores a program for controlling the driving of the host vehicle, a central processing unit (CPU) that executes the program stored in the ROM, and a random access memory (RAM) that functions as an accessible storage device. Note that, as the operating circuit, a micro processing unit (MPU), a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or the like can be used instead of or in addition to the central processing unit (CPU). The processor 10 includes a driving state acquisition unit 11, a planned stop position acquisition unit 12, a vehicle speed profile generation unit 13, a moving object detection determination unit 15, a memory unit 16, and a braking control unit 30. The traveling state acquisition unit 11, the planned stop position acquisition unit 12, the vehicle speed profile generation unit 13, the moving object detection determination unit 15, the memory unit 16, and the braking control unit 30 execute programs for realizing each function of the processor 10. In FIG. 1, the braking control device 100 is mounted on the host vehicle 1, but the present invention is not limited to this, and the braking control device 100 may be a device that remotely controls the host vehicle 1.

[0013] The traveling state acquisition unit 11 of the braking control device 100 acquires the vehicle speed Vc and the vehicle position Pv of the host vehicle 1. The traveling state acquisition unit 11 acquires the vehicle speed Vc of the host vehicle 1 from a vehicle speed sensor (not shown) provided in the host vehicle 1. The traveling state acquisition unit 11 also detects radio waves transmitted from multiple satellite communications by a GPS unit, and periodically acquires position information of the host vehicle. The traveling state acquisition unit 11 also acquires the current and / or future vehicle position Pv based on the position information of the host vehicle acquired by the GPS unit, angle change information acquired from the gyro sensor, and the vehicle speed Vc acquired from the vehicle speed sensor.

[0014] The planned stop position acquisition unit 12 of the braking control device 100 acquires a planned stop position Ps where the host vehicle 1 traveling on a route is scheduled to stop. For example, as shown in FIG. 2, when the signal color of the traffic light S detected by the detection device 102 is a stop indication color (e.g., red), the planned stop position acquisition unit 12 acquires a position a predetermined distance before (upstream in the traveling direction) the stop line L detected by the detection device 102 as the planned stop position Ps. The planned stop position acquisition unit 12 sets the planned stop position Ps so that the front end of the host vehicle 1 does not go beyond the stop line L downstream when the host vehicle 1 stops. Alternatively, the planned stop position acquisition unit 12 may acquire the planned stop position Ps based on a map database stored in the storage unit 16. 2 is the downstream side (the traveling direction of the host vehicle 1), and the left side is the upstream side (the opposite direction to the traveling direction of the host vehicle 1).

[0015] The vehicle speed profile generation unit 13 of the braking control device 100 generates a vehicle speed profile that defines the deceleration for the position on the route where the host vehicle 1 will reach the planned stop position Ps, based on the vehicle speed Vc of the host vehicle 1, the host vehicle position Pv, ​​and the planned stop position Ps. The vehicle speed profile is defined by the position where the host vehicle 1 traveling along the route reaches the planned stop position Ps and the deceleration of the host vehicle 1. FIG. 3 shows an example of a vehicle speed profile defined by the transition of the deceleration of the host vehicle 1 with respect to the distance (positional relationship) between the host vehicle position Pv and the planned stop position Ps. The vertical axis of FIG. 3 represents the deceleration of the host vehicle 1. The horizontal axis of FIG. 3 represents the distance of the host vehicle position Pv from the planned stop position Ps. The dashed line graph shows an example of a first vehicle speed profile that is used when it is determined that no moving object has been detected in a predetermined area Ap downstream of the planned stop position Ps, i.e., when it is determined that there is no need to change the vehicle speed profile. The predetermined area Ap shown in FIG. 3 is an area in the traveling direction (downstream side) of the host vehicle 1 from the planned stop position Ps, and includes the crosswalk Z that intersects with the route along which the host vehicle 1 is traveling. The predetermined area Ap can be set appropriately depending on the speed of the host vehicle 1, the number of lanes, traffic volume, etc. The solid line graph shows an example of a second vehicle speed profile. The second vehicle speed profile is a vehicle speed profile that is used when it is determined that a moving object has been detected in the predetermined area Ap, that is, when it is determined that the vehicle speed profile needs to be changed. The first vehicle speed profile is a reference vehicle speed profile, and the second vehicle speed profile is a vehicle speed profile that is different from the first vehicle speed profile that has been changed in response to the detection result of the moving object. The procedure for changing the vehicle speed profile will be described later.

[0016] The vehicle speed profile is made up of a plurality of data items that the brake control device 100 uses to control the vehicle speed of the host vehicle 1. Specifically, as shown in the dashed and solid line graphs in FIGS. 2 and 3, the vehicle speed profile has a deceleration start position Pb (Pb0, Pb1) upstream of the expected stop position Ps. The deceleration start position Pb is the position at which the host vehicle 1 starts to decelerate. The section between the deceleration start position Pb and the expected stop position Ps is a braking section Db (Db0, Db1) in which the brake control device 100 controls the deceleration of the host vehicle 1. The vehicle speed profile also has a reference deceleration reach position Pa located upstream of the expected stop position Ps and downstream of the deceleration start position Pb, and a deceleration decrease position Pd located downstream of the reference deceleration reach position Pa and upstream of the expected stop position Ps. The section between the reference deceleration reach position Pa and the deceleration decrease position Pd is a reference deceleration section Dc (Dc0, Dc1) in which the reference deceleration dV0 is maintained. That is, the host vehicle 1 travels at a reference deceleration dV0 in the reference deceleration section Dc. Furthermore, the section between the deceleration reduction position Pd (Pd0, Pd1) and the expected stop position Ps is a deceleration reduction section Dd (Dd0, Dd1) in which braking control is performed at a deceleration lower than the reference deceleration dV0. That is, the host vehicle 1 travels at a deceleration lower than the reference deceleration dV0 in the deceleration reduction section Dd. Furthermore, the deceleration reduction position Pd is the start position of the deceleration reduction section Dd. The deceleration of the host vehicle 1 based on the vehicle speed profile is a predetermined reference deceleration dV0 in the reference deceleration section Dc, and is lower than the reference deceleration dV0 in the deceleration reduction section Dd. More specifically, the deceleration of the host vehicle 1 based on the vehicle speed profile increases from the deceleration start position Pb to the reference deceleration reach position Pa, and reaches the reference deceleration dV0 at the reference deceleration reach position Pa. Next, the deceleration dV of the host vehicle 1 maintains a constant reference deceleration dV0 from the reference deceleration reaching position Pa to the deceleration decreasing position Pd (reference deceleration section Dc). Note that in the reference deceleration section Dc, the deceleration change rate is 0 (zero). Next, the deceleration dV of the host vehicle 1 decreases at a constant deceleration change rate from the deceleration decreasing position Pd (start position of the deceleration decreasing section Dd) to the expected stop position Ps (deceleration decreasing section Dd). Then, the deceleration dV of the host vehicle 1 becomes 0 (zero) at the expected stop position Ps.Note that the deceleration decrease position Pd0 in the first vehicle speed profile (graph indicated by the dashed line) shown in Fig. 3 is different from the deceleration decrease position Pd1 in the second vehicle speed profile (graph indicated by the solid line). The deceleration decrease position Pd1 is located relatively further upstream from the expected stop position Ps than the deceleration decrease position Pd0. In other words, the deceleration decrease position Pd1 is located at a longer distance from the expected stop position Ps than the deceleration decrease position Pd0.

[0017] Furthermore, as shown in FIG. 1, the vehicle speed profile generating unit 13 outputs a control command including the first or second vehicle speed profile to the braking control unit 30.

[0018] Furthermore, the moving object detection determination unit 15 of the braking control device 100 determines whether or not a moving object has been detected in the predetermined area Ap based on at least the detected object position Pm of the detected object M. That is, the moving object detection determination unit 15 determines whether or not the detected object M is a moving object. A moving object is a movable detected object detected in the predetermined area Ap that is more likely than a predetermined probability to move in front of the host vehicle 1 or to be present in front of the host vehicle 1 at the time the host vehicle 1 reaches the expected stop position Ps.

[0019] When it is determined that a moving object has been detected in the predetermined area Ap, the moving object detection determination unit 15 determines that the vehicle speed profile generated by the vehicle speed profile generation unit 13 needs to be changed. When it is determined that a moving object has been detected in the predetermined area Ap (when it is determined that the vehicle speed profile needs to be changed), the moving object detection determination unit 15 outputs a command to change the vehicle speed profile to the vehicle speed profile generation unit 13. The moving object detection determination unit 15 has a host vehicle predicted trajectory acquisition unit 17, a detected object state acquisition unit 18, a detected object predicted trajectory acquisition unit 19, an intersection determination unit 20, an intersection position acquisition unit 21, a virtual intersection time calculation unit 22, a threshold time setting unit 23, and a virtual intersection time determination unit 24. A detailed description of each component of the moving object detection determination unit 15 will be given later.

[0020] The memory unit 16 of the braking control device 100 also stores the past driving history of the host vehicle 1. The driving history stored in the memory unit 16 includes a history of the vehicle speed of the host vehicle 1 when the driver was manually driving the host vehicle 1. That is, the driving history stored in the memory unit 16 includes historical information indicating how the deceleration dV of the host vehicle 1 changed before the host vehicle 1 stopped at the planned stop position Ps when the driver was manually driving the host vehicle 1. The driving history may be linked to identification information such as facial authentication information of the driver. Map information may also be stored in the memory unit 16. The memory unit 16 shown in FIG. 1 is provided in the processor 10 of the braking control device 100, but is not limited thereto and may be provided in another device or a server capable of communicating with the processor 10.

[0021] Furthermore, the braking control unit 30 of the braking control device 100 controls the braking actuator 101 in accordance with the vehicle speed profile generated by the vehicle speed profile generation unit 13. As a result, the braking control unit 30 controls the vehicle speed Vc of the host vehicle 1 so that the host vehicle 1 decelerates in accordance with the deceleration defined in the vehicle speed profile. Note that the vehicle speed Vc and deceleration dV of the host vehicle 1 actually controlled based on the vehicle speed profile do not necessarily match the vehicle speed Vc and deceleration dV defined in the vehicle speed profile, but are values ​​affected by the driving environment of the host vehicle 1, road surface conditions, etc.

[0022] Next, each component of the moving object detection determination unit 15 shown in FIG. 1 will be described in detail. 2, the host vehicle predicted trajectory acquisition unit 17 of the moving object detection determination unit 15 acquires a host vehicle predicted trajectory Rv, which is a route that the host vehicle 1 is predicted to travel. The host vehicle predicted trajectory Rv is a trajectory that is set based on the position information of the destination, the set route information, the lane information, etc.

[0023] The detected object state acquisition unit 18 of the moving object detection determination unit 15 acquires the state of the detected object M detected in a predetermined area Ap downstream of the expected stop position Ps. That is, the detected object state acquisition unit 18 acquires the detected object position Pm of the detected object M, the moving direction Hm of the detected object M, and the moving speed Vm of the detected object M from the data detected by the detection device 102. The detected object state acquisition unit 18 may acquire data regarding the state of the detected object M by communicating with a detection device such as a camera provided on the travel route.

[0024] The detected object predicted trajectory acquisition unit 19 of the moving object detection determination unit 15 acquires a detected object predicted trajectory Rm of the detected object M until the host vehicle 1 reaches the planned stop position Ps, based on the detected object position Pm, movement direction, and movement speed Vm of the detected object M. Furthermore, if the detection device 102 detects a crosswalk Z, the detected object predicted trajectory acquisition unit 19 may acquire the detected object predicted trajectory Rm by assuming that the pedestrian, who is the detected object M, moves along the crosswalk Z. Furthermore, if the detection device 102 detects an obstacle in the movement direction of the detected object M, the detected object predicted trajectory acquisition unit 19 may acquire the detected object predicted trajectory Rm by assuming that the detected object M moves around the obstacle.

[0025] The intersection determination unit 20 of the moving object detection determination unit 15 determines whether the host vehicle predicted trajectory Rv and the detected object predicted trajectory Rm intersect. Specifically, as shown in FIG. 2, the detected object predicted trajectory acquisition unit 19 sets a host vehicle predicted trajectory area At that includes the host vehicle predicted trajectory Rv. In the example of FIG. 2, the host vehicle predicted trajectory area At is a strip-shaped area that extends linearly along a lane. The width of the host vehicle predicted trajectory area At is wider than the vehicle width of the host vehicle 1 and narrower than the width of the lane on which the host vehicle 1 is traveling. The detected object predicted trajectory acquisition unit 19 determines whether the detected object M may enter the host vehicle predicted trajectory area At from the time the detected object M is detected until the host vehicle 1 reaches the planned stop position Ps, based on the detected object predicted trajectory Rm. Then, if the detected object predicted trajectory acquisition unit 19 determines that the detected object M may enter the host vehicle predicted trajectory area At from the time the detected object M is detected until the host vehicle 1 reaches the planned stop position Ps, it determines that the host vehicle predicted trajectory Rv and the detected object predicted trajectory Rm intersect. The detected object predicted trajectory acquisition unit 19 may determine whether or not the host vehicle predicted trajectory Rv and the detected object predicted trajectory Rm intersect without setting the host vehicle predicted trajectory area At.

[0026] 2, the intersection position acquisition unit 21 of the moving object detection determination unit 15 acquires an intersection position Px between the host vehicle predicted trajectory Rv and the detected object predicted trajectory Rm. The intersection position acquisition unit 21 acquires, based on the detected object predicted trajectory Rm, the position where the detected object M is predicted to enter the host vehicle predicted trajectory area At as the intersection position Px. The intersection position acquisition unit 21 may acquire, as the intersection position Px, the point where the host vehicle predicted trajectory Rv and the detected object predicted trajectory Rm intersect.

[0027] The virtual intersection time calculation unit 22 of the moving object detection / determination unit 15 calculates a virtual intersection time Tk by dividing the virtual intersection distance Dx between the intersection position Px and multiple virtual positions Pk upstream of the expected stop position Ps by the virtual vehicle speed Vk corresponding to each virtual position Pk, based on the vehicle speed profile generated by the vehicle speed profile generation unit 13. In other words, the virtual intersection time Tk is the time it takes for the virtual subject vehicle 1' to reach the intersection position Px from the virtual position Pk, assuming that the virtual subject vehicle 1' is traveling at the virtual vehicle speed Vk in accordance with the vehicle speed profile at the virtual position Pk, and that the virtual subject vehicle 1' continues to travel at the virtual vehicle speed Vk after passing the virtual position Pk. That is, the virtual intersection time Tk is calculated by the following equation (1):

number

[0028] FIG. 4 is a graph showing the relationship between the virtual intersection distance Dx and the virtual intersection time Tk. The vertical axis of FIG. 4 represents the virtual intersection time Tk. That is, FIG. 4 is a graph showing the virtual intersection times Tk calculated for a plurality of virtual positions Pk continuously acquired between the deceleration start position Pb and the expected stop position Ps. The dashed line graph shows an example of the virtual intersection time Tk when the vehicle travels according to the first vehicle speed profile when it is determined that a moving object has not been detected in the predetermined area Ap downstream of the expected stop position Ps (when it is determined that the vehicle speed profile does not need to be changed). The solid line graph shows an example of the virtual intersection time Tk calculated based on the changed second vehicle speed profile generated by the vehicle speed profile generator 13 when it is determined that a moving object has been detected in the predetermined area Ap (when it is determined that the vehicle speed profile needs to be changed).

[0029] As shown in FIG. 4, the threshold time setting unit 23 of the moving object detection determination unit 15 sets a threshold time Tk0 of the virtual intersection time Tk for determining whether or not a change in the vehicle speed profile is necessary. If the virtual intersection time Tk is shorter than the threshold time Tk0, the occupant of the host vehicle 1 feels uncomfortable, as if the host vehicle is approaching the intersection position Px at too high a speed. On the other hand, if the virtual intersection time Tk is equal to or greater than the threshold time Tk0, the occupant of the host vehicle 1 does not feel uncomfortable. The threshold time setting unit 23 sets the threshold time Tk0 in accordance with a command input to the input device 103 provided in the host vehicle 1. For example, the threshold time setting unit 23 sets the threshold time Tk0 in accordance with a mode selected by the occupant via the input device 103. Specifically, if the occupant selects a mode in which deceleration of the host vehicle 1 begins earlier than in a normal mode, the threshold time setting unit 23 sets the value of the threshold time Tk0 to be higher than that in the normal mode. Furthermore, if the occupant selects a mode in which the vehicle 1 is decelerated at a higher deceleration rate than in the normal mode, the value of the threshold time Tk0 is set to be higher than that in the normal mode.

[0030] The threshold time setting unit 23 may also set the threshold time Tk0 based on the driving history stored in the storage unit 16. For example, if the threshold time setting unit 23 determines, based on the past driving history, that the host vehicle 1 tends to start deceleration earlier than a reference deceleration start timing, the threshold time setting unit 23 sets the value of the threshold time Tk0 to be higher than a predetermined reference value. If the threshold time setting unit 23 determines, based on the past driving history, that the host vehicle 1 tends to decelerate at a deceleration higher than a reference deceleration, the threshold time setting unit 23 sets the value of the threshold time Tk0 to be higher than a predetermined reference value. The threshold time setting unit 23 may also set the threshold time Tk0 corresponding to the attributes of the detected object M (such as whether the detected object M is an adult or a child, a human or an animal, a pedestrian or a bicycle, etc.) based on the driving history.

[0031] Furthermore, the threshold time setting unit 23 may set the threshold time Tk0 according to at least one of the size, shape, and behavior of the detected object M. For example, if the height of the pedestrian who is the detected object M detected by the detection device 102 is equal to or less than a predetermined value, the threshold time setting unit 23 determines that the detected object M is a child, and sets the value of the threshold time Tk0 to be higher than when the detected object M is an adult pedestrian. Furthermore, if the threshold time setting unit 23 determines that the pedestrian who is the detected object M detected by the detection device 102 is behaving with larger movements than a normal adult pedestrian, the threshold time setting unit 23 determines that the detected object M is a child, and sets the value of the threshold time Tk0 to be higher than when the detected object M is an adult pedestrian. Furthermore, the threshold time setting unit 23 may set the threshold time Tk0 by determining the attribute of the detected object M (whether it is an adult or a child, a human or an animal, a pedestrian or a bicycle, etc.) according to the shape of the detected object M. The threshold time Tk0 may also be an experimentally determined value.

[0032] Next, the virtual intersection time determination unit 24 of the moving object detection determination unit 15 shown in FIG. 1 determines whether the virtual intersection time Tk calculated by the virtual intersection time calculation unit 22 is shorter than the threshold time Tk0 set by the threshold time setting unit 23. If the virtual intersection time determination unit 24 determines that the virtual intersection time Tk is shorter than the threshold time Tk0, it determines that a moving object has been detected in the predetermined region Ap and that the vehicle speed profile needs to be changed. For example, in the dashed line graph of FIG. 4, there is a section where the virtual intersection time Tk is shorter than the threshold time Tk0, so the virtual intersection time determination unit 24 determines that a moving object has been detected in the predetermined region Ap and that the vehicle speed profile needs to be changed. On the other hand, in the solid line graph of FIG. 4, all of the virtual intersection times Tk are equal to or greater than the threshold time Tk0, so the virtual intersection time determination unit 24 determines that a moving object has not been detected in the predetermined region Ap and that the vehicle speed profile does not need to be changed. In addition, the virtual intersection time determination unit 24 of the moving object detection determination unit 15 may calculate the virtual intersection time Tk only for the virtual position Pk0 corresponding to the virtual intersection distance Dx where the virtual intersection time Tk is the smallest value, and determine whether the virtual intersection time Tk at the virtual position Pk0 is shorter than the threshold time Tk0.

[0033] When the virtual intersection time determination unit 24 determines that a moving object has been detected in the predetermined area Ap, it outputs a command to change the vehicle speed profile to the vehicle speed profile generation unit 13. Upon receiving the command from the virtual intersection time determination unit 24, the vehicle speed profile generation unit 13 changes the vehicle speed profile so that all virtual intersection times Tk are equal to or greater than the threshold time Tk0. Specifically, as shown in FIG. 3, the vehicle speed profile generation unit 13 changes the deceleration start position Pb to a deceleration start position Pb1 that is upstream of the deceleration start position Pb0 before the change. Furthermore, the vehicle speed profile generation unit 13 changes the deceleration decrease position Pd to a deceleration decrease position Pd1 that is upstream of the deceleration decrease position Pd0 before the change. In other words, "the vehicle speed profile generation unit 13 changes the vehicle speed profile" means that the vehicle speed profile generation unit 13 sets the vehicle speed profile used for braking control to the vehicle speed profile shown by the solid line graph in FIG. 3 instead of the vehicle speed profile shown by the dashed line graph in FIG. As a result, the graph of virtual intersection time Tk versus virtual intersection distance Dx in FIG. 4 is changed from a dashed line graph to a solid line graph, and all virtual intersection times Tk become longer than the threshold time Tk0. The pre-change deceleration start position Pb0 and the pre-change deceleration reduction position Pd0 are the deceleration start position Pb and the deceleration reduction position Pd when it is determined that no moving object is detected in the specified area Ap, that is, when it is determined that there is no need to change the vehicle speed profile.

[0034] Furthermore, by the vehicle speed profile generation unit 13 shifting (changing) the deceleration decrease position Pd upstream as shown in FIG. 3 , the deceleration change rate RdV1, which is the rate of change of deceleration in the deceleration decrease section Dd1 of the changed vehicle speed profile, becomes smaller than the deceleration change rate RdV0 in the deceleration decrease section Dd0 when it is determined that no moving object is detected in the predetermined region Ap. The reference deceleration change rate RdV1 is a predetermined specified change rate. Specifically, the deceleration change rate RdV1 (specified change rate) when the vehicle speed profile is changed is a specified value that is preset to be a deceleration change rate that gives the occupant the feeling that "sufficient deceleration is being performed to stop the host vehicle 1." That is, when the moving object detection determination unit 15 determines that a moving object is detected in the predetermined region Ap, the vehicle speed profile generation unit 13 changes the deceleration start position Pb1 and the deceleration decrease position Pd1 so that the deceleration change rate in the deceleration decrease section Dd becomes the deceleration change rate RdV1, which is the predetermined specified change rate.

[0035] Next, the procedure of the braking control method executed by the processor 10 of the braking control device 100 will be described with reference to the flowchart shown in FIG. In step S1, the traveling state acquisition unit 11 acquires the vehicle speed V c and the vehicle position Pv. Next, in step S2, the planned stop position acquisition unit 12 acquires the planned stop position Ps.

[0036] Next, in step S3, the vehicle speed profile generating unit 13 calculates the vehicle speed V of the host vehicle 1 acquired by the traveling state acquiring unit 11. c A vehicle speed profile is generated based on the host vehicle position Pv and the planned stop position Ps acquired by the planned stop position acquisition unit 12.

[0037] Next, in step S4, the moving object detection determination unit 15 acquires the position of the detected object M detected by the detection device 102 and determines whether or not the detected object M exists downstream of the planned stop position Ps. If it is determined that the detected object M does not exist downstream of the planned stop position Ps, the process ends.

[0038] On the other hand, if it is determined in step S4 that a detected object M exists downstream of the planned stopping position Ps, in step S5, the vehicle predicted trajectory acquisition unit 17 of the moving object detection determination unit 15 acquires the vehicle predicted trajectory Rv.

[0039] Next, in step S6, the detected object state acquisition unit 18 of the moving object detection determination unit 15 acquires the detected object position Pm, moving direction Hm, and moving speed Vm of the detected object M. Next, in step S7, the detected object predicted trajectory acquisition unit 19 of the moving object detection determination unit 15 acquires the detected object predicted trajectory based on the detected object position Pm, moving direction Hm, and moving speed Vm of the detected object M acquired by the detected object state acquisition unit 18.

[0040] Next, in step S8, the intersection determination unit 20 of the moving object detection determination unit 15 determines whether the host vehicle predicted trajectory Rv and the detected object predicted trajectory Rm intersect. If the intersection determination unit 20 determines that the host vehicle predicted trajectory Rv and the detected object predicted trajectory Rm do not intersect, the process ends.

[0041] On the other hand, if the intersection determination unit 20 determines in step S8 that the host vehicle predicted trajectory Rv and the detected object predicted trajectory Rm intersect, the intersection position acquisition unit 21 of the moving object detection determination unit 15 acquires the intersection position Px in step S9.

[0042] Next, in step S10, the virtual intersection time calculation unit 22 of the moving object detection determination unit 15 calculates the virtual intersection time Tk for each of one or more virtual positions Pk based on the vehicle speed profile generated by the vehicle speed profile generation unit 13.

[0043] Next, in step S11, the virtual intersection time determination unit 24 of the moving object detection determination unit 15 determines whether the virtual intersection time Tk calculated by the virtual intersection time calculation unit 22 is shorter than the threshold time Tk0. If the virtual intersection time determination unit 24 determines that the virtual intersection time Tk is not shorter than the threshold time Tk0, the process ends.

[0044] On the other hand, if it is determined in step S11 that the virtual intersection time Tk is shorter than the threshold time Tk0, then in step S12, the virtual intersection time determination unit 24 determines that a moving object has been detected in the predetermined area Ap (the vehicle speed profile needs to be changed).

[0045] Then, in step S13, the vehicle speed profile generating unit 13 changes the vehicle speed profile, and then the process ends. After step S13, the process may return to step S10. That is, in step S13, the virtual intersection time calculation unit 22 may calculate the virtual intersection time Tk based on the changed vehicle speed profile. Then, the virtual intersection time determination unit 24 may again determine whether the virtual intersection time Tk calculated by the virtual intersection time calculation unit 22 is shorter than the threshold time Tk0.

[0046] As shown by the dashed line in Figure 5, if it is determined in step S4 that a detected object M has been detected downstream of the planned stopping position Ps, steps S5 to S11 may be omitted, and in step S12, the moving object detection determination unit 15 may determine that a moving object has been detected in the predetermined area Ap (that a change in the vehicle speed profile is necessary).

[0047] Also, as shown by the dashed line in Figure 5, if it is determined in step S8 that the vehicle's predicted trajectory Rv and the detected object's predicted trajectory Rm intersect, steps S9 to S11 may be omitted, and in step S12, the moving object detection determination unit 15 may determine that a moving object has been detected in the predetermined area Ap (that a change in the vehicle speed profile is necessary).

[0048] As described above, the brake control device 100 according to this embodiment determines whether a moving object has been detected in a predetermined region Ap downstream of the expected stop position Ps. If it determines that a moving object has been detected in the predetermined region Ap, it changes the start position (deceleration reduction position Pd) of the deceleration reduction section Dd of the vehicle speed profile from the currently set or applied deceleration reduction position Pd0 to a relatively upstream deceleration reduction position Pd1. That is, if it determines that a moving object has been detected in the predetermined region Ap, the brake control device 100 changes the start position (deceleration reduction position Pd) of the deceleration reduction section Dd to be more upstream than when it determines that a moving object has not been detected in the predetermined region Ap. The start position of the deceleration reduction section Dd, i.e., the deceleration reduction position Pd, is the timing at which the deceleration is reduced, and the occupant senses this timing from the vehicle behavior. As the deceleration is reduced, the occupant feels that the deceleration required to stop the vehicle at the expected stop position Ps is being achieved, and predicts that the vehicle will "soon" stop. That is, by braking the vehicle according to the second vehicle speed profile in which the deceleration reduction position Pd is shifted upstream, the timing at which the deceleration is reduced from the reference deceleration dV0, i.e., the timing at which the occupant feels that the vehicle is about to stop, can be made earlier than in braking control in which the first speed profile before the change is applied. Therefore, the braking control device 100 can execute vehicle speed control at a deceleration that matches the sensation of the occupant who is aware of the presence of a moving object, depending on whether or not a moving object is detected in the predetermined area Ap downstream of the expected stop position. That is, the braking control device 100 of this embodiment can reduce the discomfort felt by the occupant when a moving object is present downstream of the expected stop position Ps, compared to braking control in which the deceleration is uniformly changed regardless of whether or not a moving object is present downstream of the expected stop position Ps. If an object is detected in the predetermined area Ap, the processor 10 of the braking control device 100 determines that a moving object has been detected in the predetermined area Ap and changes the vehicle speed profile. "If an object is detected in the predetermined area Ap, it determines that a moving object has been detected in the predetermined area Ap" also includes determining that a moving object has been detected in the predetermined area Ap if the object detected in the predetermined area Ap satisfies a predetermined condition. This allows the braking control device 100 to generate a vehicle speed profile depending on the presence of an object detected in the predetermined area Ap.

[0049] Furthermore, when it is determined that the host vehicle predicted trajectory Rv and the detected object predicted trajectory Rm will intersect, the brake control device 100 acquires an intersection position Px between the host vehicle predicted trajectory Rv and the detected object predicted trajectory Rm (see FIG. 2). Then, based on the vehicle speed profile, the brake control device 100 calculates a virtual intersection time Tk by dividing the distance Dx between the intersection position Px and one or more virtual positions Pk upstream of the intended stop position Ps by the virtual vehicle speed Vk corresponding to each virtual position Pk. Furthermore, the brake control device 100 determines whether at least one virtual intersection time Tk is shorter than a predetermined threshold time Tk0, and when it is determined that the virtual intersection time Tk is shorter than the threshold time Tk0, it determines that a moving object has been detected in the predetermined region Ap and changes the vehicle speed profile. In this way, the brake control device 100 can reduce situations in which the occupant of the host vehicle 1 feels that the speed at which the host vehicle 1 is approaching a moving object is too high. Therefore, before stopping the vehicle 1 at the planned stopping position Ps, the braking control device 100 can perform vehicle speed control at a deceleration rate that matches the occupant's perception, depending on the state of the detected object M downstream of the planned stopping position Ps.

[0050] The braking control device 100 also sets a host vehicle predicted trajectory area At that includes the host vehicle predicted trajectory Rv of the host vehicle 1. The braking control device 100 then determines, based on the detected object predicted trajectory Rm, whether or not the detected object M will enter the host vehicle predicted trajectory area At between the time the detected object M is detected and the time the host vehicle 1 reaches the planned stop position Ps. Furthermore, if it is predicted that the detected object M will enter the host vehicle predicted trajectory area At, the braking control device 100 determines that the host vehicle predicted trajectory Rv and the detected object predicted trajectory Rm will intersect. This allows the braking control device 100 to determine whether or not the host vehicle predicted trajectory Rv and the detected object predicted trajectory Rm are likely to intersect, even if the host vehicle predicted trajectory Rv and the detected object predicted trajectory Rm do not exactly intersect or overlap.

[0051] Furthermore, the braking control device 100 can set the threshold time Tk0 based on a command input to the input device 103 provided in the host vehicle 1. This allows the braking control device 100 to execute vehicle speed control at a deceleration that matches the preference of the occupant of the host vehicle 1 before stopping the host vehicle 1 at the planned stop position Ps.

[0052] The braking control device 100 can also set the threshold time Tk0 based on the driving history stored in the storage unit 16. This allows the braking control device 100 to automatically execute vehicle speed control at a deceleration rate that matches the past driving tendencies of the vehicle 1 before stopping the vehicle 1 at the planned stop position Ps.

[0053] Furthermore, the brake control device 100 can set the threshold time Tk0 based on at least one of the size, shape, and behavior of the detected object M. This allows the brake control device 100 to determine the attribute of the detected object M (for example, whether the detected object M is an adult pedestrian or a child pedestrian) based on one or more of the size (height and / or width), shape, and behavior pattern of the detected object M, and to execute vehicle speed control in accordance with the attribute of the detected object M. Therefore, before stopping the host vehicle 1 at the planned stop position Ps, the brake control device 100 can execute vehicle speed control at a deceleration that matches the sensation of the occupant in accordance with the attribute of the detected object M downstream of the planned stop position Ps.

[0054] Furthermore, when it is determined that a moving object has been detected in the predetermined region Ap, the braking control device 100 changes the deceleration start position Pb to a position further upstream than when a moving object has not been detected. That is, as shown in FIG. 3, the braking control device 100 changes the deceleration start position Pb0 before changing the vehicle speed profile to a deceleration start position Pb1 that is further upstream. As a result, when it is determined that a moving object has been detected in the predetermined region Ap, the braking control device 100 changes the vehicle speed profile so that the host vehicle 1 starts deceleration at an earlier timing. Therefore, before stopping the host vehicle 1 at the planned stop position Ps, the braking control device 100 can execute vehicle speed control at a deceleration that matches the sensation of the occupant who is monitoring the presence and behavior of pedestrians near the planned stop position Ps.

[0055] Furthermore, when it is determined that a moving object has been detected in the predetermined region Ap, the brake control device 100 changes the vehicle speed profile so that the deceleration change rate RdV1 in the deceleration decrease section Dd1 is smaller than the deceleration change rate RdV0 in the deceleration decrease section Dd0 when it is determined that a moving object has not been detected in the predetermined region Ap. As a result, when it is determined that a moving object has been detected in the predetermined region Ap, the brake control device 100 can make the change in deceleration more gradual than when it is determined that a moving object has not been detected in the predetermined region Ap, thereby realizing traveling that gradually approaches pedestrians at a relatively low deceleration, and thus giving the occupant the feeling that "sufficient deceleration is being performed to stop the host vehicle 1." As a result, the brake control device 100 can perform vehicle speed control that matches the sensation of the occupant who is aware of the presence of a moving object before stopping the host vehicle 1 at the planned stop position Ps.

[0056] Furthermore, when it is determined that a moving object has been detected in the predetermined region Ap, the brake control device 100 changes the vehicle speed profile so that the deceleration change rate in the deceleration decrease section Dd becomes the predetermined specified change rate, that is, the deceleration change rate RdV1. This allows the brake control device 100 to more efficiently change the deceleration start position Pb1, the deceleration decrease position Pd1, and the reference deceleration dV0 of the vehicle speed profile in accordance with the predetermined specified change rate.

[0057] Furthermore, the vehicle speed profile changed by the braking control device 100 is not limited to the example shown in FIG. For example, the vehicle speed profile generating unit 13 of the braking control device 100 may generate a second vehicle speed profile that is modified as shown in the solid line graphs in Figures 6 to 8. In the following description, the dashed line graphs shown in Figures 6 to 8 indicate the first vehicle speed profile when it is determined that no moving object is detected in the predetermined area Ap, similar to the dashed line graph shown in Figure 3.

[0058] In the example shown in FIG. 6, when the moving object detection determination unit 15 determines that a moving object has been detected in the predetermined region Ap, the vehicle speed profile generation unit 13 changes the deceleration reduction position Pd and the reference deceleration dV0. Note that the deceleration start position Pb is not changed. Specifically, the vehicle speed profile generation unit 13 changes the reference deceleration dV0 to a reference deceleration dV02 that is higher than the reference deceleration dV01 that was used when it was determined that a moving object had not been detected in the predetermined region Ap. Furthermore, with regard to the deceleration reduction position Pd, the vehicle speed profile generation unit 13 changes the deceleration reduction position Pd0 that was used when it was determined that a moving object had not been detected in the predetermined region Ap to a deceleration reduction position Pd2 that is relatively upstream. Note that in the deceleration reduction section Dd2 between the deceleration reduction position Pd2 and the expected stop position Ps, the deceleration change rate is the specified change rate RdV1, which is smaller than the deceleration change rate RdV0 of the first vehicle speed profile.

[0059] 6, when it is determined that a moving object has been detected in the predetermined region Ap, the brake control device 100 does not change the deceleration start position Pb, but changes the reference deceleration dV0 to a value higher than that in the case where it is determined that a moving object has not been detected in the predetermined region Ap. As a result, the brake control device 100 can change the deceleration reduction position Pd to a deceleration reduction position Pd2 upstream of the deceleration reduction position Pd0 in the case where it is determined that a moving object has not been detected in the predetermined region Ap, without changing the timing at which deceleration of the host vehicle 1 begins. Therefore, the brake control device 100 can execute vehicle speed control at a deceleration that matches the sensation of a passenger who is aware of the presence of a moving object, while minimizing the impact on vehicles following the host vehicle 1, and decelerate the host vehicle 1 upstream of the expected stop position Ps.

[0060] 7, when the moving object detection determination unit 15 determines that a moving object has been detected in the predetermined region Ap, the vehicle speed profile generation unit 13 first calculates a predicted reference deceleration RV02 that should be set to make the deceleration change rate equal to the specified change rate RdV1, assuming that the deceleration start position Pb0 is not changed. Then, the vehicle speed profile generation unit 13 determines whether the predicted reference deceleration RV02 is higher than a predetermined threshold deceleration dV03. Furthermore, when the vehicle speed profile generation unit 13 determines that the predicted reference deceleration RV02 is higher than the predetermined threshold deceleration dV03, the vehicle speed profile generation unit 13 sets the reference deceleration dV0 to the threshold deceleration dV0. 0 3. Furthermore, the vehicle speed profile generation unit 13 changes the deceleration start position Pb to a deceleration start position Pb3 upstream of the previous deceleration start position Pb0 so that the deceleration change rate in the deceleration decrease section Dd3 becomes the specified change rate RdV1. Note that the threshold deceleration dV03 is an upper limit value of the deceleration rate at which the change in the vehicle speed of the host vehicle 1 does not have too much of an effect on the following vehicle, that is, at which the deceleration is not perceived as sudden from the perspective of the following vehicle. The threshold deceleration dV03 is experimentally set in advance.

[0061] 7, the brake control device 100 can change the deceleration reduction position Pd to a deceleration reduction position Pd3 upstream of the deceleration reduction position Pd0, without excessively advancing the timing to start deceleration of the host vehicle 1, and can set the reference deceleration dV0 to a predetermined threshold deceleration dV03 or less. Furthermore, the brake control device 100 can maintain the deceleration change rate at the specified change rate RdV1 in the deceleration reduction section Dd3 between the deceleration reduction position Pd3 and the planned stop position Ps. This allows the brake control device 100 to execute vehicle speed control at a deceleration that matches the driver's perception while minimizing the impact on following vehicles of the host vehicle 1, thereby decelerating the host vehicle 1 upstream of the planned stop position Ps.

[0062] 8, when the moving object detection determination unit 15 determines that a moving object has been detected in the predetermined region Ap, the vehicle speed profile generation unit 13 changes the deceleration in the deceleration decrease section Dd1 so that there is a constant deceleration section Dz where the deceleration change rate is 0 (zero). That is, the vehicle speed profile generation unit 13 gradually decreases the deceleration in the deceleration decrease section Dd1. This allows the braking control device 100 to reduce the calculation load on the processor 10 while performing vehicle speed control at a deceleration that matches the occupant's perception, and to decelerate the host vehicle 1 upstream of the expected stop position Ps.

[0063] Note that, when the detected object M is suddenly detected downstream of the planned stop position Ps and the detected object M is determined to be a moving object while the host vehicle 1 is traveling through the braking section Db according to the vehicle speed profile without detecting the detected object M, that is, when it is determined that a moving object has been detected in the predetermined area Ap, the braking control device 100 may change the vehicle speed profile at that time. In this case, the braking control device 100 decelerates the host vehicle 1 according to the changed vehicle speed profile from the time the detection device 102 detects the detected object M until the host vehicle 1 reaches the planned stop position Ps. [Explanation of symbols]

[0064] 100...Brake control device 1...Own vehicle 10...Processor 11...Driving condition acquisition unit 12...Scheduled stop position acquisition section 13...Vehicle speed profile generation unit 15...Moving object detection determination unit 16...Storage section 101...Braking actuator 103...Input device M: Detected object (moving object) Ps: Planned stopping position Pb…Deceleration start position Pd…Deceleration reduction position Px…intersection position Db...braking section Dc: Reference deceleration section Dd: Deceleration decreasing section Rv...Predicted vehicle trajectory Rm…Predicted trajectory of detected object At: Vehicle predicted trajectory area Tk...Virtual crossing time Tk0: Threshold time dV0…Reference deceleration

Claims

1. A braking control method for controlling a braking actuator of a host vehicle using a processor with a vehicle speed profile based on a vehicle speed, a vehicle position, and a planned stop position at which the host vehicle is to stop, the method comprising: The processor: generating the vehicle speed profile having a reference deceleration section in which the vehicle travels at a predetermined reference deceleration upstream of the planned stop position, and a deceleration reduction section in which the vehicle travels at a deceleration lower than the reference deceleration downstream of the reference deceleration section and upstream of the planned stop position; determining whether a moving object has been detected in a predetermined area downstream of the planned stop position; When it is determined that the moving object has been detected in the predetermined area, the start position of the deceleration reduction section is changed to a position upstream of the position when it is determined that the moving object has not been detected in the predetermined area; A braking control method in which the same planned stop position is obtained when it is determined that the moving object has been detected in the specified area and when it is determined that the moving object has not been detected in the specified area.

2. The processor:

2. The braking control method according to claim 1, wherein, when a movable object is detected in the predetermined area, it is determined that the moving object has been detected in the predetermined area, and the vehicle speed profile is changed.

3. The processor: acquiring a predicted vehicle trajectory of the host vehicle; Acquire the position, direction of movement, and speed of movement of the object; acquiring a predicted object trajectory of the object based on the position, the moving direction, and the moving speed of the object; determining whether the predicted vehicle trajectory and the predicted object trajectory intersect; When it is determined that the predicted vehicle trajectory and the predicted object trajectory intersect, acquiring an intersection position between the predicted vehicle trajectory and the predicted object trajectory; calculating a virtual intersection time by dividing a distance between one or more virtual positions upstream of the intended stop position and the intersection position by a virtual vehicle speed corresponding to each of the virtual positions, based on the vehicle speed profile; determining whether at least one of the virtual crossing times is less than a predetermined threshold time; 3. The braking control method according to claim 2, wherein it is determined that the moving object has been detected in the predetermined area when it is determined that the virtual intersection time is shorter than the threshold time.

4. The processor: setting a predicted vehicle trajectory area including a predicted vehicle trajectory of the vehicle; determining, based on the predicted object trajectory, whether or not the object will enter the predicted vehicle trajectory area during the period from when the object is detected until when the vehicle reaches the planned stop position; 4. The brake control method according to claim 3, wherein it is determined that the predicted vehicle trajectory and the predicted object trajectory will intersect when it is predicted that the object may enter the predicted vehicle trajectory area.

5. The processor:

5. The braking control method according to claim 3, wherein the threshold time is set based on a command input to an input device provided in the host vehicle.

6. The processor:

5. The braking control method according to claim 3, wherein the threshold time is set based on a driving history stored in a storage unit.

7. The processor:

5. The braking control method according to claim 3, wherein the threshold time is set based on at least one of the size, shape, and behavior of the object.

8. the vehicle speed profile has a deceleration start position at which the host vehicle starts to decelerate, A braking control method according to any one of claims 1 to 7, wherein, when the processor determines that the moving object has been detected in the specified area, the processor changes the deceleration start position to a position upstream of when it determines that the moving object has not been detected in the specified area.

9. the vehicle speed profile has a deceleration start position at which the host vehicle starts to decelerate, A braking control method according to any one of claims 1 to 7, wherein, when the processor determines that the moving object has been detected in the specified area, the processor does not change the deceleration start position, but changes the reference deceleration to a value higher than when it determines that the moving object has not been detected in the specified area.

10. The processor: A braking control method according to any one of claims 1 to 9, wherein, when it is determined that the moving object has been detected in the specified area, the vehicle speed profile is changed so that the deceleration change rate, which is the rate of change of deceleration in the deceleration reduction section, is smaller than when it is determined that the moving object has not been detected in the specified area.

11. The processor:

11. The braking control method according to claim 10, wherein, when it is determined that the moving object has been detected in the predetermined area, the vehicle speed profile is changed so that the deceleration change rate in the deceleration decrease section becomes a predetermined specified change rate.

12. the vehicle speed profile has a deceleration start position at which the host vehicle starts to decelerate, The processor: If it is determined that the moving object is not detected in the predetermined area, calculating a predicted reference deceleration, which is the reference deceleration that should be set so that the deceleration change rate in the deceleration decrease section becomes the specified change rate, assuming that the deceleration start position is not changed; determining whether the predicted reference deceleration is greater than a predetermined threshold deceleration; 12. The brake control method according to claim 11, wherein, when it is determined that the predicted reference deceleration is higher than a predetermined threshold deceleration, the reference deceleration is set to the threshold deceleration, and the deceleration start position is changed so that the deceleration change rate becomes the specified change rate.

13. The processor: A braking control method according to any one of claims 1 to 9, wherein, when it is determined that the moving object has been detected in the predetermined area, the deceleration is changed so that there is a section in which the deceleration change rate, which is the rate of change of the deceleration in the deceleration reduction section, is 0.

14. A braking control device that uses a processor to control a braking actuator of a host vehicle with a vehicle speed profile based on a vehicle speed, a vehicle position, and a planned stop position at which the host vehicle is to stop, The processor: a planned stop position acquisition unit that acquires the planned stop position; a vehicle speed profile generation unit that generates the vehicle speed profile, the vehicle speed profile having a reference deceleration section upstream of the planned stop position where the vehicle travels at a predetermined reference deceleration, and a deceleration reduction section downstream of the reference deceleration section and upstream of the planned stop position where the vehicle travels at a deceleration lower than the reference deceleration; a moving object detection determination unit that determines whether a moving object has been detected in a predetermined area downstream of the expected stop position, When the moving object detection determination unit determines that the moving object has been detected in the predetermined area, the vehicle speed profile generation unit changes the start position of the deceleration decrease section to a position upstream of the position when it has been determined that the moving object has not been detected in the predetermined area, A braking control device in which the planned stop position acquisition unit acquires the same planned stop position when it determines that the moving object has been detected in the specified area and when it determines that the moving object has not been detected in the specified area.

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