JP2000313323A - Vehicle braking control device - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To prevent a secondary collision in the event of a collision of a vehicle and to satisfy the driving intention of the driver when the driver has a driving intention. SOLUTION: A collision of a vehicle is detected (S40-6).
0), when a vehicle collision occurs, steps 40-60
If the affirmative determination is made in any of the above, and the driver has no driving intention and the vehicle speed is low (S120, 130),
A high braking force is automatically applied to the vehicle by controlling the wheel cylinder pressure Pi of each wheel to a preset target value Ptc (S140, 210). On the other hand, when the driver has a willingness to drive or when the vehicle speed is high, the braking force is not applied to the vehicle by setting the target wheel cylinder pressure Pti of each wheel to 0, so that the vehicle can travel. It is secured (S150, 210).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a braking control device for a vehicle, and more particularly to a braking control device for applying a braking force to a vehicle when a collision of the vehicle occurs.

[0002]

2. Description of the Related Art As one of braking control devices for vehicles such as automobiles, for example, JP-A-6-30 filed by the present applicant.
As described in Japanese Patent No. 5410, in order to prevent a secondary collision when a vehicle collision occurs, when a vehicle collision is detected, a braking device is automatically operated to apply a braking force to the vehicle. A braking control device configured to perform the braking operation is conventionally known.

[0003]

However, in the above-described conventional braking control device, when a collision of the vehicle is detected, a braking force is automatically applied to the vehicle, so that the driver is required to perform a limp-home operation or the like. However, there is a problem that the driver's will is not satisfied even if the driver has the traveling intention, and the driver cannot drive the vehicle.

The present invention has been made in view of the above-mentioned problems in a conventional braking control device which is configured to automatically apply a braking force to a vehicle when a collision of the vehicle is detected. A main object of the present invention is to control the application of a braking force in accordance with the presence or absence of a driver's willingness to prevent a secondary collision in the event of a vehicle collision and to prevent the driver from traveling. When there is a will, it is to ensure that the driving intention is satisfied.

[0005]

SUMMARY OF THE INVENTION According to the present invention, there is provided a vehicle comprising: a vehicle for detecting a vehicle collision; and a vehicle for detecting a vehicle collision when a vehicle collision is detected. In a braking control device for a vehicle having braking force applying means for applying a braking force, a driving request detecting means for detecting a driving request of a driver, and driving of the driver when a driving request of the driver is detected. And a braking force reduction unit configured to reduce a braking force applied to the vehicle by the braking force application unit as compared with a case where a request is not detected.

According to the first aspect of the present invention, the braking force applied to the vehicle by the braking force applying means when the driving request of the driver is detected, compared to when the driving request of the driver is not detected. Since the power is reduced, the driver's vehicle traveling requirement is satisfied when the driver wants to run the vehicle for the purpose of evacuation driving or the like even after the collision of the vehicle.

Further, according to the present invention, in order to effectively achieve the above-mentioned main object, in the above-mentioned configuration, the braking force reducing means is provided when the driving request of the driver is detected. The braking force applied to the vehicle by the braking force applying means is reduced to zero (the configuration of claim 2).

According to the second aspect of the present invention, the braking force applied to the vehicle by the braking force applying means is reduced to zero when the driving request of the driver is detected. If the driver wants to run the vehicle for the purpose of evacuation driving or the like, the request is reliably satisfied.

Further, according to the present invention, in order to effectively achieve the above-mentioned main object, in the above-described structure of the first or second aspect, the braking force applying means operates the vehicle by operating a braking device. It is configured to apply a braking force.
Configuration).

According to the third aspect of the present invention, the braking force applying means applies the braking force to the vehicle by operating the braking device, so that the braking force is reliably applied to the vehicle and after the collision of the vehicle is detected. No device other than the braking device is required as a means for applying the braking force to the vehicle.

Further, according to the present invention, in order to effectively achieve the above-mentioned main object, the vehicle according to any one of claims 1 to 3, further comprising a vehicle speed detecting means, wherein the braking force applying means is provided. Is configured to apply a braking force to the vehicle when the vehicle speed is equal to or lower than the reference value.

According to the fourth aspect of the present invention, the braking force applying means applies the braking force to the vehicle when the vehicle speed is equal to or lower than the reference value. It is reliably prevented that the given vehicle is suddenly stopped and a situation in which the occupant of the vehicle cannot respond due to the sudden stop.

According to the present invention, in order to effectively achieve the above-mentioned main object, in any one of the above-described embodiments, the travel request detecting means detects a throttle opening. Means for determining that there is a driving request from the driver when the throttle opening is equal to or greater than the reference value.

In general, when there is a driving request to the driver even after the collision of the vehicle, the driver depresses the accelerator pedal or maintains the depressed state. According to the configuration of claim 5, when the throttle opening is equal to or more than the reference value, it is determined that there is a driving request from the driver.

According to the present invention, in order to effectively achieve the above-mentioned main object, in any one of the above-described embodiments, the travel request detecting means may include a braking force application release switch. When the braking force application release switch is in the ON state, it is determined that there is a driving request of the driver (configuration of claim 6).

In the case where the vehicle is provided with a braking force release switch, if the driver has a driving request even after the collision of the vehicle, the driver switches the braking force release switch on or off. To maintain. According to the configuration of claim 6, when the braking force application release switch is in the ON state, it is determined that there is a driving request of the driver, so that
When there is a driving request from the driver, this is reliably detected.

According to the present invention, in order to effectively achieve the above-mentioned main object, in the above-mentioned structure, the collision detecting means detects the longitudinal acceleration of the vehicle body. Means for determining that the vehicle has collided when the magnitude of the longitudinal acceleration of the vehicle is equal to or greater than a reference value.

In general, when a collision occurs in the front-rear direction of the vehicle, the magnitude of the longitudinal acceleration of the vehicle becomes a high value that does not occur during normal running of the vehicle. According to the configuration of claim 7,
When the magnitude of the longitudinal acceleration of the vehicle is equal to or greater than the reference value, it is determined that the vehicle has collided. Therefore, when a longitudinal collision occurs with the vehicle, it is reliably detected.

According to the present invention, in order to effectively achieve the above-mentioned main object, in the above-mentioned structure, the collision detecting means detects a lateral acceleration of the vehicle body. Means for judging a collision of the vehicle when the magnitude of the lateral acceleration of the vehicle is equal to or greater than a reference value.

In general, a lateral collision with a vehicle (side collision)
Occurs, the magnitude of the lateral acceleration of the vehicle becomes a high value that does not occur during normal running of the vehicle. According to the configuration of claim 8, when the magnitude of the lateral acceleration of the vehicle is equal to or larger than the reference value, it is determined that the vehicle has collided. Therefore, when a lateral collision occurs in the vehicle, it is reliably detected. You.

According to the present invention, in order to effectively achieve the above-mentioned main object, the vehicle according to any one of claims 1 to 4, wherein the vehicle has an airbag device, The means includes means for detecting a control signal for deploying the airbag of the airbag device, and is configured to determine that the vehicle has collided when the control signal is detected (the configuration of claim 9).

In general, a control device of the airbag device detects a collision of a vehicle and outputs a control signal for deploying the airbag when the collision of the vehicle is detected. According to the configuration of the ninth aspect, when a control signal for deploying the airbag of the airbag device is detected, it is determined that the vehicle has collided. Therefore, when a collision occurs in the vehicle, it is reliably detected. .

[0023]

According to a preferred aspect of the present invention, in the configuration of the first aspect, the braking force applying means applies a braking force to the vehicle for a predetermined time when a collision of the vehicle is detected. It is configured to be applied (preferred embodiment 1).

According to another preferred aspect of the present invention, in the configuration of the first aspect, the amount of reduction of the braking force is increased as the degree of the driving request of the driver increases. Aspect 2).

According to another preferred aspect of the present invention, in the configuration of the third aspect, the brake control device includes means for detecting a braking operation amount by the driver, and a braking operation amount based on the detected braking operation amount. Means for calculating a target control amount, and a braking device is controlled based on the target control amount during normal times, and the brake device is controlled at a predetermined control amount regardless of the target control amount when a vehicle collision is detected. (Preferred embodiment 3).

According to another preferred embodiment of the present invention, in the configuration of the preferred embodiment 1, the braking control device includes a means for detecting a driver's request to stop the vehicle, and the braking force applying means includes a driver. When the vehicle stop request is detected, a braking force is applied to the vehicle even after a predetermined time has elapsed (preferred mode 4).

According to another preferred aspect of the present invention, in the configuration of the above-mentioned claim 5, the traveling request detecting means is capable of controlling the increase rate of the throttle opening degree even if the throttle opening degree is less than the reference value. It is configured to determine that there is a driving request from the driver when the reference value is equal to or more than the reference value (preferred mode 5).

[0028]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 is a schematic diagram showing a first preferred embodiment of a vehicle braking control device according to the present invention.

In FIG. 1, 10FL and 10FR denote left and right front wheels of the vehicle 12, respectively, and 10RL and 10RR denote left and right rear wheels of the vehicle, respectively. The braking force of each wheel is controlled by the hydraulic circuit 16 of the braking device 14 so that the wheel cylinder 1
The control is performed by controlling the braking pressure of 8FR, 18FL, 18RR, and 18RL. Although not shown in the drawing, the hydraulic circuit 16 includes a reservoir, an oil pump,
The braking pressure of each wheel cylinder, including various valve devices and the like, is normally controlled by an electric control device 24 according to the pressure in the master cylinder 22 which is driven by the depression operation of the brake pedal 20 by the driver.

The master cylinder 22 is provided with a pressure sensor 26 for detecting a pressure Pm in the master cylinder as a braking operation amount by the driver. Also wheels 10FR-10
The pressures Pi (i = f) in the wheel cylinders 18FR, 18FL, 18RR, 18RL of the respective wheels are located at positions close to RL, respectively.
r, fl, rr, rl) pressure sensors 28FR, 28F
L, 28RR, and 28RL are provided.

The vehicle 12 has a longitudinal acceleration sensor 30 for detecting the longitudinal acceleration Gx of the vehicle body, and a lateral acceleration Gy.
And a vehicle speed sensor 34 for detecting the vehicle speed V are provided. A signal indicating a value detected by each sensor is input to the electric control device 24. Particularly, in this embodiment, an airbag deployment control device 38 for deploying an airbag (not shown) at the time of a vehicle collision is provided, and the electric control device 24 includes an airbag deployment control device 38. A command signal for expanding the airbag is input, and a signal indicating a throttle opening Th (not shown) is input from the engine control device 40.

Although not shown in detail in the figure, the electric control device 24 has, for example, a CPU, a ROM, a RAM, and an input / output port device, which are generally connected to each other by a bidirectional common bus. Microcomputer with a typical configuration.

The electric control unit 24 calculates the target wheel cylinder pressure Pti of each wheel based on the pressure Pm in the master cylinder at normal times in accordance with the flowchart shown in FIG. P
The braking force of each wheel is controlled by performing hydraulic feedback control so that i becomes the target wheel cylinder pressure Pti.

The electric control unit 24 detects a collision of the vehicle based on the longitudinal acceleration Gx of the vehicle body and the like. When the collision of the vehicle is detected, it is determined whether or not the driver has a driving intention based on the throttle opening Th. When the driver has no intention to drive and the vehicle speed is equal to or lower than the reference value, each wheel cylinder pressure Pi is set to a preset target value Ptc (the maximum value permitted for the wheel cylinder). By automatically controlling the braking force of the vehicle, a high braking force is automatically applied to the vehicle. When the driver has a driving intention or the vehicle speed exceeds the reference value, the target wheel cylinder pressure Pti of each wheel is reduced to zero. By setting, no braking force is applied to the vehicle.

Next, the braking control of the vehicle in the illustrated embodiment will be described with reference to the flowchart shown in FIG. The control according to the flowchart shown in FIG. 2 is started by closing an ignition switch (not shown) and is repeatedly executed at predetermined time intervals.

First, in step 10, the pressure sensor 2
A signal indicating the pressure Pm in the master cylinder 22 detected by the controller 6 is read. At the start of the control, the flag Fc and the count value Tc of the timer are reset to 0 prior to step 10.

In step 20, for example, based on the pressure Pm in the master cylinder, a target wheel cylinder pressure Pti of each wheel is obtained from a map corresponding to the graph shown in FIG.
Is calculated in step 30 to determine whether or not the flag Fc is 1. When an affirmative determination is made, the process proceeds to step 80, and when a negative determination is made, the process proceeds to step 40.

In step 40, it is determined whether or not the absolute value of the longitudinal acceleration Gx of the vehicle body is greater than or equal to a reference value Gxc (positive constant), that is, whether or not a collision in the longitudinal direction of the vehicle has occurred. Is performed, and when a positive determination is made, step 1
Proceeding to step 10, if a negative determination is made, step 50
Proceed to.

In step 50, the lateral acceleration G of the vehicle body
It is determined whether or not the absolute value of y is greater than or equal to a reference value Gyc (positive constant), that is, whether or not a lateral collision of the vehicle has occurred.
When the determination is negative, the process proceeds to step 60.

In step 60, it is determined whether or not a command signal for deploying the airbag has been input from the airbag deployment control device 38. If a negative determination is made, the flag Fc is set in step 70. After resetting to 0, the routine proceeds to step 210, and when an affirmative determination is made, the flag Fc is set to 1 and the count value Tc of the timer is reset to 0 in step 110.

In step 80, the count value Tc of the timer is incremented by .DELTA.t with the cycle time in the flowchart shown in FIG.
In this case, it is determined whether or not the count value Tc of the timer is equal to or greater than a reference value Tco (positive constant). If a negative determination is made, the process proceeds to step 120; At 100, the count value Tc of the timer is reset to zero.

In step 120, it is determined whether or not the throttle opening Th is greater than or equal to a reference value Th (a positive constant), that is, whether or not the driver has a driving intention, and a positive determination is made. Is performed, the process proceeds to step 150, and if a negative determination is made, the process proceeds to step 130.

In step 130, it is determined whether or not the vehicle speed V is equal to or less than a reference value Vo (positive constant). When a negative determination is made, in step 140, the target wheel cylinder of each wheel is determined. The pressure Pti is set to a preset target value Ptc, and when a positive determination is made, the target wheel cylinder pressure Pti of each wheel is set to 0 in step 150.

In step 210, the valve device of the hydraulic circuit 16 is controlled so that the wheel cylinder pressure Pi of each wheel is controlled by the hydraulic feedback so that the wheel cylinder pressure Pi becomes the target wheel cylinder pressure Pti. The braking force is controlled, and the process returns to step S10.

Thus, according to the illustrated embodiment, in step 20, the target wheel cylinder pressure Pti of each wheel is calculated based on the pressure Pm in the master cylinder, and in steps 40-60, the longitudinal acceleration Gx of the vehicle body and the like are calculated. It is determined whether or not a vehicle collision has occurred on the basis of the above. If no vehicle collision has occurred, a negative determination is made in these steps. Is controlled to become the target wheel cylinder pressure Pti, whereby the braking force of each wheel is controlled according to the amount of braking operation by the driver.

When a vehicle collision occurs, an affirmative determination is made in any of steps 40 to 60. When the driver has no intention to drive and the vehicle speed is low, a negative determination is made in step 120. Step 13
If the answer is 0, an affirmative determination is made.
At 0, a high braking force is automatically applied to the vehicle by controlling the wheel cylinder pressure Pi of each wheel to be a preset target value Ptc, whereby the vehicle is reliably stopped or stopped. , The secondary collision of the vehicle is prevented.

Even if a vehicle collision occurs,
If the driver has a driving intention or the vehicle speed is high, an affirmative determination is made in step 120 or step 1
At step 30, a negative determination is made, and at step 150, the target wheel cylinder pressure Pti of each wheel is set to 0, so that no braking force is applied to the vehicle, and the driver continues running and performs evacuation operation. In addition, it is possible to prevent the vehicle from being stopped more rapidly than in the high-speed running state, and to prevent a situation in which the occupant of the vehicle cannot respond due to this.

FIG. 3 is a schematic configuration diagram showing a second preferred embodiment of a vehicle braking control device according to the present invention, and FIG. 4 is a flowchart showing a braking control routine in the second embodiment. In FIG. 3, the members corresponding to those shown in FIG. 1 are denoted by the same reference numerals as those shown in FIG. 1, and in FIG. Steps corresponding to the assigned steps are assigned the same step numbers as those assigned in FIG.

In this embodiment, when a collision force is detected and a braking force is automatically applied to the vehicle, an indicator light 42 indicating that is applied. The vehicle 12 is provided with a braking force application release switch 44 operated by a driver. Even if a collision is detected, when the braking force application release switch 44 is on, automatic application of braking force to the vehicle is performed. Is not done. Further, a signal indicating the throttle opening Th from the engine control device and a signal indicating the vehicle speed V from the vehicle speed sensor are not input to the electric control device 36.

Further, in the second embodiment, when the negative determination is made in step 90, and in step 11
0 is completed, it is determined in step 160 whether or not the braking force application release switch 44 is on. If a negative determination is made, the target wheel cylinder pressure of each wheel is determined in step 170. Pti is set to a preset target value Ptc, the indicator light 42 indicating that the braking force is automatically applied to the vehicle is turned on in step 180, and when an affirmative determination is made, the process proceeds to step 190. In step 200, the target wheel cylinder pressure Pti of each wheel is set to 0.
2 is turned off.

Thus, according to the second embodiment, the wheel cylinder pressure Pi of each wheel is normally controlled so as to become the target wheel cylinder pressure Pti as in the case of the first embodiment described above. Is controlled according to the amount of braking operation of the driver.

When a vehicle collision occurs and the driver does not intend to travel and the braking force release switch 44 is off, the wheel cylinder pressures Pi of the respective wheels are set in steps 170 and 210 to a predetermined target. By controlling the vehicle to the value Ptc, a high braking force is automatically applied to the vehicle, whereby the vehicle is reliably stopped or maintained in a stopped state, thereby preventing a secondary collision of the vehicle. When the indicator light 42 is turned on at 180, the driver is informed that the braking force is automatically applied to the vehicle.

Further, even if a vehicle collision occurs, if the driver has the will to drive and the braking force application release switch 44 is on, an affirmative determination is made in step 160 and a negative determination is made in step 160. Is performed, and in step 190, the target wheel cylinder pressure P of each wheel
By setting ti to 0, no braking force is applied to the vehicle, and the driver can continue running and perform a limp-home operation,
In addition, it is possible to prevent the vehicle from being suddenly stopped, and to prevent a dangerous situation due to the sudden stop.

In particular, according to the illustrated first and second embodiments, when a predetermined time Tco has elapsed from the time when the collision of the vehicle is detected, an affirmative determination is made in step 90, and the braking force on the vehicle is reduced. When the application is completed, the braking force of each wheel is controlled based on the driver's braking operation amount, so that the vehicle can run even after the collision of the vehicle, and the driver moves the vehicle to a safe position. If desired, the driver can surely move the vehicle.

Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments may be included within the scope of the present invention. It will be clear to those skilled in the art that is possible.

For example, in each of the above-described embodiments, when the collision of the vehicle is detected and the driver has a willingness to drive, in step 150 or 190, the target wheel cylinder pressure of each wheel is determined. By setting Pti to 0, the braking force automatically applied to the vehicle is reduced to 0. However, the higher the driver's willingness to drive, the greater the amount of reduction in the braking force. As described above, the reduction amount of the braking force may be variably controlled in accordance with the degree of the driver's driving intention.

In each of the above embodiments, when a predetermined time Tco elapses from the time when the collision of the vehicle is detected, the application of the braking force to the vehicle is terminated and the braking force of each wheel is reduced by the driver. The control is performed based on the braking operation amount.
The reset of the count value Tc of the timer at 0 may be omitted.

In each of the above embodiments, the braking force is automatically applied to the vehicle when the collision of the vehicle is detected and the driver has no intention to drive. However, for example, it is detected whether or not the driver intends to stop the vehicle based on the pressure Pm in the master cylinder or the operation state of the parking brake not shown in the drawing, and when a collision of the vehicle is detected. When the driver has no intention to drive and the driver has the intention to stop the vehicle, or when the driver has the intention to stop the vehicle regardless of whether the driver has the intention to drive, the vehicle is automatically controlled to a high level. The power may be modified to be applied.

If it is determined whether or not the driver has the intention to stop the vehicle as described above, when the affirmative determination is made in step 90, it is determined whether or not the driver has the intention to stop the vehicle. When the determination is negative, the process proceeds to step 100, and when the determination is affirmative, the process proceeds to step 120 or 160, whereby the predetermined time T
If the driver intends to stop the vehicle even after the elapse of the co, the braking force may be continuously applied to the vehicle.

In each of the above-described embodiments, the target wheel cylinder pressure Pti of each wheel is calculated based on the pressure Pm in the master cylinder. Does not constitute the gist of the present invention, and may be calculated in any manner known in the art, and the control of applying the braking force in the event of a vehicle collision is performed by controlling the braking force in a normal state. Is performed independently of
The configuration may be such that when a collision of the vehicle is detected, the braking force is applied more than the control of the normal braking force.

In the first embodiment, when it is determined in step 130 that the vehicle speed V is equal to or lower than the reference value Vo, step 140 is executed. However, step 140 may be omitted. Conversely, in the second embodiment, a step corresponding to step 130 in the first embodiment is not performed, but when a negative determination is made in step 160, the same as step 130 is performed. The determination may be modified to be performed.

Further, in the above-described first embodiment, in step 120, the throttle opening Th is set to the reference value Th.
When it is determined that the value is less than
When a negative determination is made in step 120, it is determined whether or not the increase rate of the throttle opening is equal to or greater than a reference value. When an affirmative determination is made, the process proceeds to step 120. The process may proceed to 130 and may be modified to proceed to step 150 when a negative determination is made.

[0064]

As is apparent from the above description, according to the structure of claim 1 of the present invention, it is possible to effectively prevent a secondary collision when a vehicle collision occurs, If the driver wants to run the vehicle for the purpose of evacuation driving or the like even after the collision of the vehicle, the driver can satisfy the driver's vehicle traveling request. Since the applied braking force is reduced to zero, even if the vehicle is to collide with the vehicle, if the driver wants to run the vehicle for the purpose of evacuation driving or the like, the request can be satisfied without fail.

According to the third aspect of the present invention, a braking force can be reliably applied to the vehicle, and a device other than the braking device is required as a means for applying the braking force to the vehicle after the collision of the vehicle is detected. Therefore, the brake control device can be configured at low cost.

According to the fourth aspect of the present invention, when the vehicle speed is high, a suddenly high braking force is applied to the vehicle and the vehicle is suddenly stopped, and as a result, the occupants of the vehicle cannot respond. It is possible to reliably prevent a situation from occurring.

According to the fifth or sixth aspect of the present invention, when there is a driving request from the driver, the fact can be reliably detected. When this occurs, it can be reliably detected.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a first preferred embodiment of a vehicle braking control device according to the present invention.

FIG. 2 is a flowchart illustrating a braking control routine according to the first embodiment.

FIG. 3 is a schematic configuration diagram showing a second preferred embodiment of a vehicle braking control device according to the present invention.

FIG. 4 is a flowchart illustrating a braking control routine according to a second embodiment.

FIG. 5 is a graph showing a relationship between a master cylinder pressure Pm and a target master cylinder pressure Pti.

[Explanation of symbols]

 10FR-10RL ... Wheels 14 ... Brake device 18FR-18RL ... Wheel cylinder 22 ... Master cylinder 24 ... Electrical control device 26,28FR-28RL ... Pressure sensor 30 ... Longitudinal acceleration sensor 32 ... Side acceleration sensor 34 ... Vehicle speed sensor 38 ... Air Bag deployment control device 40: Engine control device 42: Indicator light 44: Braking force application release switch

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Yoshikazu Hattori 41-1, Oku-cho, Yokomichi, Nagakute-cho, Aichi-gun, Aichi F-term in Toyota Central R & D Laboratories Co., Ltd. 3D046 BB18 HH00 HH02 HH03 HH05 HH16 HH22 HH25 HH26 JJ04 KK11 LL05 LL14 MM34 3D054 EE14 EE15 EE19 EE20 EE25 EE35

Claims (9)

[Claims] A vehicle braking control device comprising: a collision detecting means for detecting a collision of a vehicle; and a braking force applying means for applying a braking force to the vehicle when the collision of the vehicle is detected. Traveling request detecting means for detecting a traveling request;
A braking force reducing unit configured to reduce a braking force applied to the vehicle by the braking force applying unit when a driving request of the driver is detected as compared to when the driving request of the driver is not detected; A braking control device for a vehicle, comprising: 2. The braking force reducing means according to claim 1, wherein said braking force reducing means reduces the braking force applied to the vehicle by said braking force applying means to zero when a driving request of a driver is detected. Braking control device for vehicles. 3. The braking control apparatus for a vehicle according to claim 1, wherein said braking force applying means applies a braking force to the vehicle by operating a braking device. 4. The vehicle according to claim 1, further comprising a vehicle speed detecting means, wherein the braking force applying means applies a braking force to the vehicle when the vehicle speed is equal to or lower than a reference value. Vehicle braking control device. 5. The driving demand detecting means includes means for detecting a throttle opening, and when the throttle opening is equal to or more than a reference value, it is determined that there is a driving request of the driver. 5. The braking control device for a vehicle according to any one of 4. 6. The driving request detecting means includes a braking force application release switch, and determines that there is a driving request of the driver when the braking force application release switch is in an ON state. 5. The braking control device for a vehicle according to any one of 4. 7. The vehicle according to claim 1, wherein said collision detecting means includes means for detecting a longitudinal acceleration of the vehicle body, and determines that the vehicle has collided when the magnitude of the longitudinal acceleration of the vehicle is equal to or greater than a reference value. 5. The braking control device for a vehicle according to any one of claims 1 to 4. 8. The vehicle according to claim 1, wherein said collision detecting means includes means for detecting a lateral acceleration of the vehicle body, and determines that the vehicle has a collision when the magnitude of the lateral acceleration of the vehicle is equal to or greater than a reference value. 5. The braking control device for a vehicle according to any one of claims 1 to 4. 9. A vehicle having an airbag device, wherein said collision detection means includes means for detecting a control signal for deploying an airbag of said airbag device, and said vehicle collision is detected when said control signal is detected. The braking control device for a vehicle according to any one of claims 1 to 4, wherein: