Braking control device

Abstract

When a vehicle 10 is stopped by applying braking force to the vehicle 10, a braking control device 50 executes stop control for controlling the braking force so as to suppress any change in the orientation of the vehicle 10 accompanying the stop. The braking control device 50 comprises an instruction value acquisition unit M11 that acquires an instruction value related to occupant comfort when the vehicle 10 stops. The instruction value is set by an operation of an operation element 71 by an occupant of the vehicle 10. The braking control device 50 comprises a request value calculation unit M12 that, in accordance with the instruction value, calculates a demand value for the vehicle body deceleration immediately before the vehicle 10 stops. The braking control device 50 comprises a setting unit M14 that sets a degree of suppression for the change in the orientation of the vehicle 10 caused by execution of the stop control on the basis of the demand value.

Description

Braking control device

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

[0002] Patent Document 1 discloses a vehicle control device that performs stopping control to suppress changes in the vehicle's posture when the vehicle is stopped by reducing the braking force applied to the vehicle immediately before the vehicle stops.

[0003] JP 2016-28913 A

[0004] By implementing the above-described stopping control, the change in the vehicle's posture when the vehicle is stopped is minimized, thereby improving the comfort of the vehicle occupants when the vehicle is stopped and reducing the sense of stopping that the occupants feel when the vehicle is stopped. If the sense of stopping is reduced, the occupants may feel unsure whether the vehicle is stopped or not when the vehicle stops.

[0005] A braking control device for solving the above problem is a braking control device that performs stopping control, which controls the braking force to suppress changes in the vehicle's attitude when the vehicle is stopped by applying braking force to the vehicle to stop the vehicle, and is equipped with: an acquisition unit that acquires an instruction value related to the comfort of the occupants of the vehicle when the vehicle is stopped, which is set by the occupants operating an operator; a calculation unit that calculates a required value for at least one of the vehicle deceleration or jerk when the vehicle is about to stop, based on the instruction value; and a setting unit that sets the degree of suppression of changes in the vehicle's attitude due to the implementation of the stopping control, based on the required value.

[0006] When the vehicle stopping control is implemented, it is possible to improve the comfort of the passengers when the vehicle is stopped and to provide the passengers with a stopping sensation that suits the preferences of the vehicle passengers.

[0007] Fig. 1 is a schematic diagram showing a brake control device and a vehicle equipped with the brake control device in a first embodiment. Fig. 2 is a timing chart showing a case where stop control is performed when stopping the vehicle by applying braking force. Fig. 3 is a flowchart showing a series of processes executed by the brake control device of Fig. 1. Fig. 4 is a flowchart showing a series of processes executed by the brake control device of Fig. 1. Fig. 5 is a flowchart showing a series of processes executed by the brake control device of Fig. 1. Fig. 6 is a timing chart showing a case where stop control that provides a strong feeling of stopping is performed for a vehicle equipped with the brake control device of Fig. 1. Fig. 7 is a schematic diagram showing a brake control device and a vehicle equipped with the brake control device in a second embodiment.

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

[0009] <Friction Brakes> The multiple friction brakes each apply a braking force to the corresponding wheel. Of the multiple friction brakes, the friction brake corresponding to the front wheel 12 is referred to as the "friction brake 20A," and the friction brake corresponding to the rear wheel 13 is referred to as the "friction brake 20B." The friction brakes 20A and 20B each have a wheel cylinder 21, a rotating body 22, and a friction portion 23. The rotating body 22 rotates integrally with the wheel. Therefore, braking force is applied to the wheel by pressing the friction portion 23 against the rotating body 22. The force pressing the friction portion 23 against the rotating body 22 increases as the wheel hydraulic pressure, which is the hydraulic pressure in the wheel cylinder 21, increases. Therefore, the friction brakes 20A and 20B can apply a greater braking force to the wheel as the wheel hydraulic pressure increases.

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

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

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

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

[0014] A wheel speed sensor 102 is provided for each of the plurality of wheels. Each of the plurality of wheel speed sensors 102 detects the rotational speed of the corresponding wheel. The rotational speed of the wheel based on the detection signal of the wheel speed sensor 102 is referred to as the "wheel speed VW." The traveling speed of the vehicle 10 calculated based on the wheel speeds VW of the plurality of wheels 12, 13 is referred to as the "vehicle speed VS."

[0015] The longitudinal acceleration sensor 103 detects the longitudinal acceleration of the vehicle 10 out of the accelerations acting on the vehicle 10. The longitudinal acceleration of the vehicle 10 based on the detection signal of the longitudinal acceleration sensor 103 is referred to as the "longitudinal acceleration Gx." The longitudinal acceleration Gx represents acceleration acting in the driving direction of the vehicle 10 as a positive value, and represents deceleration, which is acceleration acting in the braking direction of the vehicle 10, as a negative value.

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

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

[0018] As another example, the in-vehicle monitoring device 60 may include a sensor provided in each seat on which passengers of the vehicle 10 sit. Examples of the sensor used as the in-vehicle monitoring device 60 include a weight sensor and a capacitance sensor. The in-vehicle monitoring device 60 can obtain the number of passengers by detecting whether or not a passenger is seated in each seat based on a detection signal from a weight sensor provided in the seat. The in-vehicle monitoring device 60 can obtain the number of passengers by detecting whether or not a passenger is seated in each seat based on a detection signal from a capacitance sensor provided in the seat.

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

[0020] <Operation Unit> The vehicle 10 may include an operation unit 70. The operation unit 70 is a user interface that allows a passenger to set the level of the feeling of stopping when stopping the vehicle 10 by applying braking force. As will be described in detail later, the operation unit 70 allows a passenger to set the level of the feeling of stopping when stopping control is performed when applying braking force to the vehicle 10 to stop it. The operation unit 70 is preferably operated by the driver, but may also be operated by a passenger other than the driver.

[0021] 1, an example of the operation unit 70 includes an operator 71 as a knob. The operator 71 is configured to be slidable in a first direction and a second direction opposite to the first direction.

[0022] In the example shown in Fig. 1, if the passenger wants to feel more like the vehicle is stopped, he or she moves the operator 71 closer to the maximum value Max. On the other hand, if the passenger wants to feel less like the vehicle is stopped, he or she moves the operator 71 closer to the minimum value Min. The operation unit 70 then transmits to the brake control device 50 stopping sensation information, which is information relating to the level of the stopping sensation set by the passenger's operation. In this way, the stopping sensation information corresponds to the position of the operator 71 determined by the passenger's operation.

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

[0024] <Notification Unit> The vehicle 10 may include a notification unit 90. As will be described in detail later, the notification unit 90 can transmit notification information to passengers of the vehicle 10. Examples of the notification unit 90 include a display that can display characters and images, and a speaker that can output sound.

[0025] <Brake Control Device> The brake control device 50 includes a processing circuit 51. One example of the processing circuit 51 is an electronic control device. In this case, the processing circuit 51 includes a CPU 52, a first memory 53, and a second memory 54. The first memory 53 stores a control program executed by the CPU 52. The second memory 54 stores calculation results of the CPU 52, etc. When the CPU 52 executes the control program in the first memory 53, the processing circuit 51 controls the brake actuator 30 to activate the plurality of friction brakes 20A, 20B. In other words, the processing circuit 51 can adjust the vehicle braking force BPAl by activating the plurality of friction brakes 20A, 20B.

[0026] <Overview of Stop Control> The processing circuit 51 performs stop control when the driver is operating the brake operating member 11. The stop control is a control that controls the braking force to suppress changes in the posture of the vehicle 10 that occur when applying a braking force to the vehicle 10 to stop it.

[0027] The vehicle stop control will be described with reference to Fig. 2. Fig. 2 shows an example in which a first stop maintenance braking force BPth1 is set as the holding braking force BPh, which will be described later. Fig. 2(D) shows a second stop maintenance braking force BPth2, which is the minimum vehicle braking force required to keep the vehicle 10 stopped on the road surface on which the vehicle 10 is traveling, and a first stop maintenance braking force BPth1, which is a vehicle braking force slightly greater than the second stop maintenance braking force BPth2. Although not particularly limited, for example, the magnitude of the first stop maintenance braking force BPth1 is 110% or more and 200% or less of the magnitude of the second stop maintenance braking force BPth2.

[0028] At timing t11 while the vehicle 10 is traveling, the driver begins to operate the brake operating member 11. In this case, as shown in FIG. 2B, the processing circuit 51 calculates a required braking force BPRq. The required braking force BPRq is a required value for the vehicle braking force BPAl. For example, the processing circuit 51 calculates the required braking force BPRq so that the magnitude of the required braking force BPRq increases as the braking operation amount X of the brake operating member 11 increases. When the vehicle speed VS of the vehicle 10 is greater than the first vehicle speed determination value VSth1, as before timing t12, the processing circuit 51 sets the required braking force BPRq as the command braking force BPTr, as shown in FIG. 2D. Then, the processing circuit 51 controls the brake actuator 30 so that the vehicle braking force BPAl becomes the command braking force BPTr.

[0029] When a braking force is applied to the vehicle 10 in this manner, the vehicle speed VS decreases as shown in Fig. 2A. Also, as shown in Fig. 2C, the absolute value of the longitudinal acceleration Gx increases as the vehicle braking force BPAl increases.

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

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

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

[0033] Of the reduction correction processes, the process of reducing the command braking force BPTr to the held braking force BPh is referred to as a "reduction process." Of the reduction correction processes, the process of maintaining the command braking force BPTr at the held braking force BPh is referred to as a "maintenance process."

[0034] Before the vehicle 10 stops, a deceleration inertia force, which is an inertia force resulting from deceleration, acts on the vehicle 10. The deceleration inertia force is correlated with the vehicle braking force BPAl and acts on the vehicle 10 in the traveling direction. Before the vehicle 10 stops, the longitudinal acceleration Gx has a value corresponding to the deceleration inertia force. However, when the vehicle 10 stops at timing t15, the deceleration inertia force becomes 0 (zero). Therefore, as shown in FIG. 2C , the longitudinal acceleration Gx fluctuates before and after the vehicle 10 stops.

[0035] When the vehicle stopping control is being implemented, the vehicle braking force BPAl at the time of stopping, i.e., the vehicle braking force BPAl at timing t15 in the example of FIG. 2, is smaller than the required braking force BPRq. Therefore, when the vehicle is stopped while the vehicle stopping control is being implemented, the fluctuation in the longitudinal acceleration Gx during the stop is smaller than when the vehicle is stopped without the vehicle stopping control. As described above, the smaller the fluctuation in the longitudinal acceleration Gx, the smaller the change in the posture of the vehicle 10 during the stop, thereby improving the comfort of the occupants during the stop. Furthermore, if the vehicle braking force BPAl during the stop is reduced to improve the comfort of the occupants during the stop, the feeling of the vehicle being stopped that the occupants feel when the vehicle is stopped is reduced. The feeling of the vehicle being stopped is the sensation that the occupants feel when the vehicle 10 has stopped.

[0036] By executing the stopping control, the absolute value of the longitudinal acceleration Gx immediately before stopping is reduced. As a result, the fluctuation range of the longitudinal acceleration Gx before and after stopping of the vehicle 10 is reduced, and therefore the change in the posture of the vehicle 10 that accompanies stopping is reduced. By reducing the change in the posture of the vehicle 10 that accompanies stopping, the comfort of the passengers when stopped is increased. Here, if the change in the posture of the vehicle 10 that accompanies stopping is small, the above-mentioned feeling of stopping is reduced. In other words, the greater the change in the posture of the vehicle 10 that accompanies stopping, the greater the feeling of stopping.

[0037] The stopping sensation when the vehicle 10 is stopped by executing the stop control will be further described. In the reduction process, the vehicle braking force BPAl is reduced just before the vehicle 10 is stopped, thereby reducing the vehicle body deceleration of the vehicle 10. In the maintenance process performed after the reduction process, the vehicle braking force BPAl is maintained, thereby maintaining the vehicle body deceleration of the vehicle 10.

[0038] The longitudinal acceleration Gx shown in FIG. 2C during the period from timing t14 to timing t15 when the holding process is being executed is referred to as the vehicle body deceleration of the vehicle 10 during which the holding process is being executed.

[0039] The smaller the vehicle body deceleration of the vehicle 10 during the holding process, the smaller the fluctuation in the longitudinal acceleration Gx during the stop. Therefore, the smaller the vehicle body deceleration of the vehicle 10 during the holding process, the smaller the feeling of the vehicle being stopped. On the other hand, the greater the vehicle body deceleration of the vehicle 10 during the holding process, the greater the feeling of the vehicle being stopped.

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

[0041] The rate of change per unit time of the longitudinal acceleration Gx shown in Figure 2 (C) during the period from timing t13 to timing t14 when the reduction process is being executed, i.e., the value obtained by differentiating the vehicle deceleration with respect to time, is referred to as the jerk of the vehicle 10 during which the reduction process is being executed.

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

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

[0044] At timing t15, when the processing circuit 51 determines that the vehicle 10 has stopped, the processing of the stop control transitions from the reduction correction processing to the degeneration processing. In the degeneration processing, the processing circuit 51 increases the command braking force BPTr. For example, the processing circuit 51 increases the command braking force BPTr to the required braking force BPRq. The processing circuit 51 controls the brake actuator 30 based on the command braking force BPTr, thereby increasing the vehicle braking force BPAl. When the command braking force BPTr becomes equal to the required braking force BPRq at timing t16, the processing circuit 51 ends the stop control.

[0045] <Functional Configuration of Processing Circuit> The functional configuration of the processing circuit 51 will be described with reference to Fig. 1. The CPU 52 executes the control program in the first memory 53, causing the processing circuit 51 to function as multiple functional units. These multiple functional units are functional units related to stopping control. The multiple functional units include, for example, an instruction value acquisition unit M11, a required value calculation unit M12, a required braking force calculation unit M13, a setting unit M14, an occupant information acquisition unit M15, a braking control unit M21, and a notification control unit M22.

[0046] <Indication Value Acquisition Unit> The indication value acquisition unit M11 acquires an indication value related to the comfort of the occupant of the vehicle 10 when the vehicle 10 is stopped, the indication value being set by the occupant operating the operation element 71.

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

[0048] <Required Value Calculation Unit> The required value calculation unit M12 calculates a required value of the vehicle body deceleration when the vehicle 10 is about to stop, according to the instruction value acquired by the instruction value acquisition unit M11. In this embodiment, the required value calculation unit M12 calculates a required deceleration DVRq as a required value of the vehicle body deceleration of the vehicle 10 when executing the holding process, according to the vehicle stopping feeling instruction value IND. The required value calculation unit M12 calculates a larger required deceleration DVRq as the vehicle stopping feeling instruction value IND increases. The required value calculation unit M12 calculates a smaller required deceleration DVRq as the vehicle stopping feeling instruction value IND decreases.

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

[0050] The setting unit M14 sets the degree of suppression of the change in the posture of the vehicle 10 due to the execution of the stopping control. In the present embodiment, the setting unit M14 sets the holding braking force BPh as the degree of suppression. The greater the holding braking force BPh, the smaller the degree of suppression.

[0051] The setting unit M14 sets the holding braking force BPh so as to satisfy the requested deceleration DVRq calculated in accordance with the stopping feeling instruction value IND just before the vehicle 10 stops. Therefore, the holding braking force BPh reflects the stopping feeling corresponding to the position of the operating element 71 operated by the occupant.

[0052] For example, when the vehicle stop feeling instruction value IND is minimum, the holding braking force BPh is set to the second vehicle stop maintaining braking force BPth2. The holding braking force BPh is set to a larger value relative to the second vehicle stop maintaining braking force BPth2 as the vehicle stop feeling instruction value IND is larger.

[0053] For example, when the stop feeling instruction value IND is intermediate, the holding braking force BPh is set to the first stop maintenance braking force BPth1. For example, when the stop feeling instruction value IND is maximum, the holding braking force BPh is set to a maximum holding braking force BPhm that is greater than the first stop maintenance braking force BPth1 and less than the required braking force BPRq. Even if the holding braking force BPh is greater than the first stop maintenance braking force BPth1, if it is less than the required braking force BPRq, the change in the posture of the vehicle 10 when stopped is suppressed. The maximum holding braking force BPhm is, for example, a value calculated based on the first stop maintenance braking force BPth1. In this case, if the value calculated based on the first stop maintenance braking force BPth1 is equal to or greater than the required braking force BPRq, it is advisable to correct the calculated value so that it is smaller than the required braking force BPRq. The maximum maintained braking force BPhm may be a value calculated based on, for example, the required braking force BPRq. In this case, if the value calculated based on the required braking force BPRq is equal to or smaller than the first vehicle stop maintenance braking force BPth1, the calculated value may be corrected to be greater than the first vehicle stop maintenance braking force BPth1.

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

[0055] When the holding braking force BPh is set to be smaller than the first stop-maintaining braking force BPth1, a profile for reducing the vehicle braking force BPAl to the holding braking force BPh at the start of the holding process can be created, for example, as follows: Note that either (A1) or (A2) below may be performed, or both (A1) and (A2) may be performed.

[0056] (A1) The rate at which the vehicle braking force BPAl is reduced during the reduction process is increased. This increases the reduction in the vehicle braking force BPAl from the start to the end of the reduction process. As a result, the vehicle braking force BPAl can be reduced to a smaller braking force at the start of the holding process.

[0057] (A2) The decrease correction process is started at an earlier point in time. Specifically, the second vehicle speed determination value VSth2 is changed to a larger value to bring forward the timing of transition to the decrease correction process. This allows the execution period of the decrease process to be secured longer, and the vehicle braking force BPAl that is decreased from the start to the end of the decrease process can be increased.

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

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

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

[0061] When a condition for transitioning from the increasing correction process to the decreasing correction process is met during the execution of the increasing correction process, the braking control unit M21 ends the increasing correction process and starts the decreasing correction process. In the decreasing process of the decreasing correction process, the braking control unit M21 reduces the command braking force BPTr toward the held braking force BPh. When the command braking force BPTr decreases to the held braking force BPh, the braking control unit M21 executes the holding process of the decreasing correction process to hold the command braking force BPTr at the held braking force BPh. Then, the braking control unit M21 operates the brake actuator 30 based on the command braking force BPTr at that time.

[0062] When a condition for transitioning from the reduction correction process to the degeneration process is met during the execution of the reduction correction process, the braking control unit M21 ends the reduction correction process and starts the degeneration process. In the degeneration process, the braking control unit M21 increases the command braking force BPTr to the required braking force BPRq. Then, the braking control unit M21 operates the brake actuator 30 based on the command braking force BPTr at that time.

[0063] <Occupant Information Acquisition Unit> The occupant information acquisition unit M15 can acquire information about occupants transmitted from the in-vehicle monitoring device 60 at every predetermined control cycle.

[0064] The notification control unit M22 can execute notification processing by controlling the notification unit 90, which transmits notification information to the passenger. In the notification processing, the notification control unit M22 transmits notification information to the passenger suggesting that the passenger operate the operating element 71, in accordance with the passenger information acquired by the passenger information acquisition unit M15.

[0065] For example, in the notification process, if there are two or more passengers, it is suggested that the operator operate the operator 71 to reduce the feeling of stopping. For example, in the notification process, if there is only one passenger, it is suggested that the operator operate the operator 71 to increase the feeling of stopping. In the notification process, the position of the operator 71 may be specifically suggested. In other words, the intensity of the feeling of stopping may be specifically suggested. In the notification process, the suggested notification information may be changed based on the passenger's riding position, the passenger's body size, the passenger's weight, the passenger's age, etc.

[0066] <Processing Flow for Controlling Vehicle Braking Force> A series of processes executed by the processing circuit 51 when braking the vehicle 10 will be described with reference to Fig. 3. When stopping the vehicle 10 by applying a braking force, the processing circuit 51 repeatedly executes the series of processes shown in Fig. 3.

[0067] In step S101, the processing circuit 51 determines whether or not a condition for starting the vehicle stop control is satisfied. For example, as shown in FIG. 2, the processing circuit 51 determines that the condition for starting the vehicle stop control is satisfied when the vehicle speed VS becomes equal to or less than the first vehicle speed determination value VSth1 from a state in which the vehicle speed VS is greater than the first vehicle speed determination value VSth1. Note that the first vehicle speed determination value VSth1 may be set based on the maintained braking force BPh set through execution of the series of processes shown in FIG. 3. In this case, the first vehicle speed determination value VSth1 becomes smaller as the maintained braking force BPh increases.

[0068] If the processing circuit 51 determines that the start condition is met (S101: YES), the processing proceeds to step S102. On the other hand, if the processing circuit 51 determines that the start condition is not met (S102: NO), the processing circuit 51 temporarily ends the series of processes shown in FIG.

[0069] In step S102, the processing circuit 51 functions as the instruction value acquisition unit M11 to acquire the vehicle stopping feeling instruction value IND. After that, the processing circuit 51 proceeds to step S103.

[0070] In step S103, the processing circuit 51 functions as the required value calculation unit M12 to calculate the required deceleration DVRq. Then, the processing circuit 51 proceeds to step S104.

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

[0072] In step S105, the processing circuit 51 starts the vehicle stopping control by functioning as the braking control unit M21. When the vehicle stopping control is started, the processing circuit 51 ends the series of processes shown in FIG.

[0073] <Stopping Control> A series of processes executed by the processing circuit 51 when performing stopping control will be described with reference to Fig. 4. The processes shown in Fig. 4 are executed by the processing circuit 51 functioning as the braking control unit M21.

[0074] In step S201, the processing circuit 51 executes an increasing correction process. In the increasing correction process, the processing circuit 51 sets a vehicle braking force greater than the required braking force BPRq as the command braking force BPTr to compensate for the extension of the braking distance of the vehicle 10 resulting from the execution of the decreasing correction process. That is, the offset value ΔBP shown in FIG. 2D is the braking force correction amount for compensating for the extension of the braking distance of the vehicle 10 resulting from the execution of the decreasing correction process. The processing circuit 51 operates the brake actuator 30 based on the command braking force BPTr.

[0075] In the next step S202, the processing circuit 51 determines whether a transition condition from the increasing correction process to the decreasing correction process is satisfied. For example, as shown in FIG. 2, the processing circuit 51 determines that the transition condition is satisfied when the vehicle speed VS becomes equal to or less than the second vehicle speed determination value VSth2 after being greater than the second vehicle speed determination value VSth2. The second vehicle speed determination value VSth2 may be set based on the maintained braking force BPh set through execution of the series of processes shown in FIG. 3. In this case, the larger the maintained braking force BPh, the smaller the second vehicle speed determination value VSth2.

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

[0077] In step S203, the processing circuit 51 executes the decrease process of the decrease correction process. In the decrease process, the processing circuit 51 decreases the command braking force BPTr to the maintained braking force BPh. Then, the processing circuit 51 operates the brake actuator 30 based on the command braking force BPTr.

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

[0079] In step S205, the processing circuit 51 executes a holding process of the reduction correction process. In the holding process, the processing circuit 51 holds the command braking force BPTr at the held braking force BPh. Then, the processing circuit 51 operates the brake actuator 30 based on the command braking force BPTr.

[0080] In the next step S206, the processing circuit 51 determines whether a transition condition from the reduction correction processing to the degeneration processing is satisfied. For example, as shown in FIG. 2, the processing circuit 51 determines that the transition condition is satisfied when it is determined that the vehicle 10 has stopped. If the processing circuit 51 determines that the transition condition is not satisfied (S206: NO), the processing circuit 51 transitions the processing to step S205. That is, the processing circuit 51 executes the retention processing. On the other hand, if the processing circuit 51 determines that the transition condition is satisfied (S206: YES), the processing circuit 51 transitions the processing to step S207.

[0081] In step S207, the processing circuit 51 executes a degeneration process. In the degeneration process, the processing circuit 51 increases the command braking force BPTr to the required braking force BPRq. Then, the processing circuit 51 operates the brake actuator 30 based on the command braking force BPTr.

[0082] In the following step S208, the processing circuit 51 determines whether the termination condition for the degeneration process is satisfied. For example, if the command braking force BPTr is equal to the required braking force BPRq, the processing circuit 51 determines that the termination condition is satisfied. On the other hand, if the command braking force BPTr is less than the required braking force BPRq, the processing circuit 51 determines that the termination condition is not satisfied. If the processing circuit 51 determines that the termination condition is not satisfied (S208: NO), the processing circuit 51 proceeds to step S207. That is, the processing circuit 51 executes the degeneration process. On the other hand, if the processing circuit 51 determines that the termination condition is satisfied (S208: YES), the processing circuit 51 terminates the degeneration process. Then, the processing circuit 51 terminates the vehicle stop control and ends the series of processes shown in FIG. 4.

[0083] <Processing flow for executing notification processing> A series of processing executed by the processing circuit 51 will be described with reference to Fig. 5. The processing circuit 51 repeatedly executes the processing shown in Fig. 5 for each predetermined control period.

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

[0085] If the processing circuit 51 determines that the notification condition is met (S301: YES), the processing proceeds to step S302. On the other hand, if the processing circuit 51 determines that the notification condition is not met (S302: NO), the processing circuit 51 temporarily ends the series of processes shown in FIG.

[0086] In step S302, the processing circuit 51 functions as the notification control unit M22 to execute a notification process. As a result, notification information corresponding to the passenger information is transmitted to the passenger. After executing the notification process, the processing circuit 51 ends the series of processes shown in FIG. 5.

[0087] <Functions and Effects of First Embodiment> The functions and effects of this embodiment will be described. An example in which a stopping control that provides a strong stopping feeling is performed will be described with reference to Fig. 6. For example, this is an example in which the stopping feeling instruction value IND is set to a value closer to the maximum than the intermediate value.

[0088] 6A, 6B, and 6C, when a braking force is applied to the vehicle 10, the vehicle speed VS decreases. In the example shown in Fig. 6, the processing circuit 51 sets a vehicle braking force greater than the first stop-maintenance braking force BPth1 as the holding braking force BPh. More specifically, the processing circuit 51 sets a vehicle braking force greater than the first stop-maintenance braking force BPth1 as the holding braking force BPh in accordance with the stop feeling indication value IND.

[0089] When the vehicle speed VS reaches the first vehicle speed determination value VSth1 at timing t21, the processing circuit 51 starts vehicle stop control. That is, the processing circuit 51 starts an increasing correction process for the vehicle stop control. In the increasing correction process, the processing circuit 51 sets the sum of the required braking force BPRq and the offset value ΔBP as the command braking force BPTr. Then, the processing circuit 51 controls the brake actuator 30 so that the vehicle braking force BPAl becomes the command braking force BPTr. As a result, as shown in FIGS. 6A and 6C, the vehicle braking force BPAl is increased even though the required braking force BPRq is constant. Specifically, the vehicle braking force BPAl becomes larger than the required braking force BPRq. As a result, the absolute value of the longitudinal acceleration Gx increases, as shown in FIG. 6B.

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

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

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

[0093] In the example shown in Figure 6, as shown in (B) of Figure 6, the longitudinal acceleration Gx fluctuates across "0" when the vehicle 10 is stopped, resulting in a relatively strong feeling of stopping. Note that in this embodiment, even if the stopping feeling instruction value IND is at its maximum, the maintained braking force BPh is set to a vehicle braking force that is smaller than the required braking force BPRq. Therefore, even if the stopping feeling instruction value IND is closer to the maximum than the intermediate value, changes in the posture of the vehicle 10 due to stopping can be suppressed compared to when stopping control is not implemented.

[0094] Some drivers of the vehicle 10 prefer a strong stopping sensation that allows them to recognize that the vehicle 10 has stopped. Furthermore, the level of comfort that passengers perceive as a gentle stopping sensation may differ depending on the individual passenger. According to this embodiment, the stopping sensation can be adjusted as desired based on the stopping sensation indication value IND that can be set by operating the operating element 71. This allows the stopping sensation to be adjusted in accordance with the passenger's individual sensations, preferences, and the like. As a result, when stopping control is implemented, it is possible to both improve the passenger's comfort when the vehicle is stopped and provide the passenger with a stopping sensation that suits the passenger's preferences.

[0095] The present embodiment can further provide the following effects: (1) The processing circuit 51 can perform stopping control to reduce the feeling of being stopped, based on the stopping feeling indication value IND that can be set by operating the operating element 71. For example, when there are two or more passengers, i.e., when there are passengers other than the driver of the vehicle 10, reducing the feeling of being stopped can improve comfort.

[0096] (2) By executing the notification process, the processing circuit 51 can prompt the occupant to set the stopping sensation instruction value IND according to the occupant's information. As a result, when the occupant operates the operating member 71 based on the transmitted notification information, stopping control can be performed with a stopping sensation according to the occupant's information.

[0097] Second Embodiment A second embodiment will be described with reference to Fig. 7. The following mainly describes the differences from the first embodiment, and the same reference numerals are used to designate the same components as those in the first embodiment, and the description thereof will be omitted as appropriate.

[0098] The vehicle 110 in the second embodiment is provided with two operation units, a first operation unit 170 and a second operation unit 180, instead of the operation unit 70. <Operation Units> The first operation unit 170 is provided with a first operator 171. The second operation unit 180 is provided with a second operator 181. The first operator 171 and the second operator 181 are knobs that can be slid, similar to the operator 71 in the first embodiment.

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

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

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

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

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

[0104] In this embodiment, the required value calculation unit M12 calculates the required jerk JERq as a required value for the absolute value of the jerk when performing the reduction process, in accordance with the second command value IND2. The required value calculation unit M12 calculates the required jerk JERq to be larger the larger the second command value IND2. The required value calculation unit M12 calculates the required jerk JERq to be smaller the smaller the second command value IND2.

[0105] In this embodiment, the setting unit M14 sets the maintained braking force BPh and the rate of reduction of the vehicle braking force BPAl during the reduction process as the degree of suppression of the change in the posture of the vehicle 110 due to the execution of the stop control. The greater the maintained braking force BPh, the smaller the degree of suppression. The greater the rate of reduction of the vehicle braking force BPAl during the reduction process, the smaller the degree of suppression.

[0106] The setting unit M14 sets the holding braking force BPh so as to satisfy the required deceleration DVRq calculated according to the first instruction value IND1 just before the vehicle 10 comes to a stop. The setting unit M14 sets the reduction rate of the vehicle braking force BPAl during the execution of the reduction process so as to satisfy the required jerk JERq calculated according to the second instruction value IND2 just before the vehicle 10 comes to a stop.

[0107] <Brake Control Unit> The brake control unit M21 starts the stop control when the start condition of the stop control is met. The brake control unit M21 creates a profile of the vehicle braking force BPAl during the execution of the stop control based on the suppression degree set by the setting unit M14, i.e., the held braking force BPh and the reduction rate of the command braking force BPTr during the reduction process. The brake control unit M21 calculates the command braking force BPTr according to the created profile. The brake control unit M21 activates the brake actuator 30 based on the command braking force BPTr calculated according to the profile.

[0108] <Functions and Effects of Second Embodiment> According to this embodiment, in addition to the same effects as those of the first embodiment, the following effects can be obtained.

[0109] In this embodiment, in addition to the vehicle deceleration when the vehicle is about to come to a stop, the jerk when the vehicle is about to come to a stop can also be set based on the operation of the control by the passenger, thereby allowing for more detailed adjustment of the stopping feel.

[0110] <Modifications> The first and second embodiments can be modified as follows: The above-described embodiments and the following modifications can be combined with each other within the scope of technical compatibility.

[0111] In the first embodiment, the instruction value related to the passenger's comfort is the stopping feeling instruction value IND related to the stopping feeling. The instruction value related to the passenger's comfort that can be set by operating the operator 71 of the operation unit 70 may be the comfort instruction value INDa indicating the comfort. Since there is a negative correlation between comfort and the stopping feeling, the above configuration in which the comfort instruction value INDa is set may be configured as follows. For example, when the comfort instruction value INDa is minimum, the holding braking force BPh is set to a maximum holding braking force BPhm that is greater than the first stop-maintaining braking force BPth1 and smaller than the required braking force BPRq. For example, when the comfort instruction value INDa is maximum, the holding braking force BPh is set to the second stop-maintaining braking force BPth2.

[0112] - The instruction values ​​related to passenger comfort are not limited to the above examples, and may also be, for example, instruction values ​​related to vehicle behavior such as changes in the vehicle's posture when the vehicle stops, instruction values ​​related to the smoothness of the vehicle when stopping, instruction values ​​related to the volume of braking noise when the vehicle stops, etc.

[0113] In the first embodiment, the required deceleration DVRq is calculated as the required value of vehicle body deceleration. Alternatively, the required jerk JERq may be calculated as the required value of jerk based on the vehicle stop feeling indication value IND. In this case, the rate of reduction of the vehicle braking force BPAl during the reduction process is set based on the required jerk JERq just before the vehicle stops, as the degree of suppression of changes in the posture of the vehicle 10 due to the execution of the stop control.

[0114] In this modified example, the maintained braking force BPh is determined depending on the course of events based on the profile of the vehicle braking force BPAl which is created based on the required braking force BPRq, the rate of decrease of the command braking force BPTr during the execution of the decrease process, and the like.

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

[0116] In the above embodiments, a knob capable of performing a slide operation is exemplified as an operator provided in the operation unit. The operator is not limited to this, and may be, for example, a rotary knob. Furthermore, the operator is not limited to a physical member, and may be an image displayed on a touch display. In this case, the touch display corresponds to the operation unit. Furthermore, the operation unit may be a combination of a gauge displayed on a display and an operator in the form of a knob.

[0117] The instruction value may be set by operating an operator through voice input from the passenger. In this case, the operation unit is equipped with a microphone. The operation unit realizes the setting of the instruction value by recognizing the input voice. The operation unit may also be equipped with a speaker that outputs a guide voice to assist the voice input from the passenger. An example of the guide voice is a voice that prompts the passenger to set the stopping sensation information following the voice. An example of the guide voice is a voice that notifies the passenger of the currently set stopping sensation information. An example of the guide voice is a voice that asks whether the stopping sensation should be increased or decreased relative to the currently set stopping sensation information.

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

[0119] The notification unit does not have to be provided in the vehicle. For example, an information terminal capable of communicating with the vehicle-mounted device may function as the notification unit. Such an information terminal may be brought into the vehicle by a passenger. Examples of the information terminal include a smartphone and a tablet terminal.

[0120] Both the operation unit and the notification unit may be included in a single device. For example, an in-vehicle display may function as both the operation unit and the notification unit. For example, an information terminal carried by a passenger may function as both the operation unit and the notification unit.

[0121] The processing circuit 51 may not execute the stop control in response to the stop feeling information transmitted from the operation unit. For example, in an operation unit having a switch for turning off the stop control, when the switch is operated, the processing circuit 51 may not execute the stop control even if the start condition for the stop control is satisfied.

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

[0123] In the vehicle stopping control, the length of the execution period of the holding process may be changed. In the vehicle stopping control, the vehicle stopping control does not have to include the increase correction process as long as it includes the decrease correction process. In this case, the brake control device may control not only the friction braking force but also the regenerative braking force when executing the vehicle stopping control. In this case, the sum of the total friction braking force applied to the vehicle and the total regenerative braking force applied to the vehicle becomes the vehicle braking force BPAl.

[0124] In the above embodiment, the processing circuit 51 executes the stop control when the vehicle is braked in response to the driver's operation of the brake operating member 11. However, the processing circuit 51 may execute the stop control when automatic braking is performed.

[0125] The processing circuitry 51 may be configured as a circuit including one or more processors operating according to a computer program, one or more dedicated hardware circuits such as dedicated hardware for performing at least some of the various processes, or a combination thereof. Examples of dedicated hardware include an application-specific integrated circuit (ASIC). The processor includes a CPU and memory such as RAM and ROM, which store program code or instructions configured to cause the CPU to perform processes. The memory, i.e., storage medium, includes any available medium accessible by a general-purpose or dedicated computer.

[0126] It should be noted that the expression "at least one" used in this specification means "only one option" or "both of two options."

Claims

1. A braking control device that performs stopping control, which applies braking force to a vehicle to stop it and controls the braking force to suppress changes in the vehicle's posture when the vehicle is stopped, comprising: an acquisition unit that acquires an instruction value related to the comfort of the vehicle occupants when the vehicle is stopped, which is set by the operation of an operator by the vehicle occupants; a calculation unit that calculates a required value for at least one of the vehicle deceleration or jerk when the vehicle is about to stop, according to the instruction value; and a setting unit that sets the degree of suppression of changes in the vehicle's posture when the stopping control is performed, based on the required value.

2. The braking control device of claim 1, wherein the stopping control includes a reduction process for reducing the vehicle's body deceleration by reducing the braking force just before the vehicle is stopped, and a maintenance process for maintaining the vehicle's body deceleration by maintaining the braking force after the reduction process, and wherein the calculation unit calculates a required value for the vehicle's body deceleration when performing the maintenance process according to the instruction value.

3. The braking control device according to claim 1, wherein the stopping control is a reduction process that reduces the vehicle body deceleration by reducing the braking force just before the vehicle is stopped, and the calculation unit calculates the required jerk value of the vehicle when performing the reduction process according to the instruction value.

4. A braking control device as described in any one of claims 1 to 3, which is provided with a notification control unit that executes notification processing by controlling a notification unit that transmits notification information to a passenger, and in the notification processing, transmits notification information to the passenger that suggests operating the operating element in accordance with passenger information regarding the passenger currently riding in the vehicle.

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