JP4737258B2 - Automatic vehicle braking device - Google Patents

Description

  The present invention relates to an automatic vehicle braking device. In particular, the present invention relates to an automatic vehicle braking device that performs automatic braking of a vehicle that uses both a disc brake and a drum brake.

  Conventional vehicles are equipped with an automatic vehicle braking device that automatically performs braking as needed separately from the driver's braking operation in order to ensure safety during travel and to stabilize travel. There is. Such an automatic vehicle braking device is, for example, a wheel rotation that generates a wheel spin by automatic braking control when a wheel driving slip, that is, a wheel spin occurs due to an excessive driving force of the wheel. This is used when traction control is performed to suppress wheel spin by suppressing wheel spin.

  Here, as brake means provided in the vehicle, there are mainly a disc brake and a drum brake, but in a conventional vehicle, for example, a disc brake is used for a front wheel and a drum brake is used for a rear wheel. In some cases, a disc brake and a drum brake are used in combination. Among them, the drum brake has a brake drum that rotates together with the wheel and a brake shoe that is pressed from the inside of the brake drum, and the brake drum is caused by frictional force generated when the brake shoe is pressed from the inside of the brake drum. The braking force can be generated. Many conventional drum brakes are equipped with an automatic adjuster that automatically adjusts the shoe gap, which is the gap between the brake drum and the brake shoe, and the shoe gap exceeds a predetermined value even when the brake shoe is worn. It is not to become.

  However, if the brake drum is elastically deformed by a large pressing force acting on the drum brake by the brake shoe, or if the brake drum is thermally expanded due to a high temperature of the brake drum during braking, the shoe The gap may increase and the auto adjuster may operate unnecessarily. When the auto adjuster operates unnecessarily in this way, the shoe gap may become inappropriate and a desired braking force may not be obtained. For this reason, some conventional automatic vehicle braking devices can more appropriately obtain the braking force of the drum brake during the automatic braking control.

  For example, in the braking force control device for an automatic brake described in Patent Document 1, the brake force for controlling the running state of the vehicle by automatic braking using a drum brake is automatically adjusted by the automatic adjuster to automatically adjust the shoe gap. It is limited to a range that cannot be exceeded. In this way, by restricting the braking force during automatic braking, it is possible to prevent the shoe gap from being automatically adjusted excessively, so that the shoe gap can be made appropriate and the braking force of the drum brake can be adjusted. Can be obtained more appropriately.

JP 2004-149088 A

  Here, when the braking means is controlled in this way and braking is performed automatically in addition to the braking operation by the driver, the target braking force is usually derived and the vehicle is braked with the derived braking force. The braking means is controlled so as to generate a braking force. Furthermore, since the actual braking force generated by controlling the braking means in this way may deviate from the target braking force, feedback control is performed to set the actual braking force as the target. It approaches the braking force that becomes. As a result, the vehicle can be braked appropriately when braking automatically.

  However, since the braking force of a drum brake is not stable at the initial stage of braking, when a disc brake and a drum brake are used together in one vehicle, the braking force is stable when feedback control is performed during automatic braking. There is a case where the braking force of the drum brake in a state of no feedback is also fed back. In this case, since the actual braking force in a state where the braking force is not stable is fed back, the target braking force corrected by this feedback becomes unstable, and the hunting is performed without stabilizing the braking. May occur. For this reason, the feeling at the time of performing automatic braking may deteriorate.

  The present invention has been made in view of the above, and an object of the present invention is to provide an automatic vehicle braking device capable of achieving braking stability at the initial stage of braking during automatic braking.

  In order to solve the above-described problems and achieve the object, an automatic vehicle braking device according to the present invention includes a disc-side wheel that can be braked by a disc brake among a plurality of wheels of a vehicle, and a drum among the plurality of wheels. A drum-side wheel that can be braked by a brake; a disc-side wheel braking force detection means that can detect a braking force of the disc-side wheel; and the disc brake and the drum brake when the wheel is braked by the disc brake and the drum brake. Automatic braking control is performed to control the applied force applied to the drum brake independently of the braking operation by the driver of the vehicle, and the disk side wheel control is performed during a period when the braking force of the drum brake is unstable at the initial stage of braking. Automatic braking that performs feedback control of the applied force only by the detection result of the braking force by the power detection means Characterized in that it comprises a control means.

  In the present invention, the disc-side wheel braking force detecting means detects the braking force of the disk-side wheel, and the automatic braking control means performs automatic braking control. Feedback control is performed only by the detection result by the power detection means. As a result, the braking force of the drum brake during the period in which the braking force is unstable is not reflected in the control of the applying force of the disc brake and the drum brake, so that the applying force is caused by the feedback of the unstable braking force. Becomes unstable and the braking force can be further prevented from becoming unstable. As a result, it is possible to achieve braking stability at the initial stage of braking during automatic braking.

  The automatic vehicle braking apparatus according to the present invention is characterized in that, in the above invention, the disc brake and the drum brake are not independently controlled in the applied force.

  In this invention, since the disc brake and the drum brake are not independently controlled in the applied force, the applied force can be easily controlled. In other words, even when the feedback control is performed only with the detection result of the disc-side wheel braking force detecting means during the period when the braking force of the drum brake is unstable, the disc brake applying force and the drum brake applying force are one feedback amount. By applying both feedback control, the applied force can be easily controlled. As a result, it is possible to easily achieve braking stability at the initial stage of braking during automatic braking.

  The automatic vehicle braking apparatus according to the present invention is characterized in that, in the above-described invention, the disc brake and the drum brake are provided independently of each other so that the applied force can be controlled.

  In this invention, the disc brake and the drum brake are provided so that the applied force can be controlled independently. Therefore, even when the braking force of the drum brake is unstable, the disc brake performs the braking control by the feedback control. Can do. Therefore, even when the braking force of the drum brake is unstable, the braking force of the disc brake can be stabilized, and the braking force of the disc-side wheel can be stabilized. As a result, the braking stability at the initial stage of braking during automatic braking can be achieved more reliably.

  Further, the automatic vehicle braking device according to the present invention further comprises drum side wheel braking force detecting means capable of detecting the braking force of the drum side wheel in the above invention, wherein the automatic braking control means is After the period when the braking force of the drum brake is unstable, both the detection result of the braking force by the disc-side wheel braking force detection unit and the detection result of the braking force by the drum-side wheel braking force detection unit are And performing feedback control of the applied force.

  In the present invention, after the period when the braking force of the drum brake is unstable, the applied force feedback control is also performed using the detection result of the braking force by the drum-side wheel braking force detection means. Force control can be performed. In other words, after the period when the braking force of the drum brake is unstable, the braking force by the drum brake is fed back, so when performing the braking control so that the actual braking force becomes the target braking force, The actual braking force can be brought closer to the target braking force more reliably. As a result, it is possible to perform braking control by automatic braking with a desired braking force while achieving braking stability at the beginning of braking during automatic braking.

  The automatic vehicle braking apparatus according to the present invention is characterized in that, in the above invention, the disk-side wheel is provided as a front wheel of the vehicle, and the drum-side wheel is provided as a rear wheel of the vehicle. To do.

  In the present invention, since the disc-side wheel is the front wheel of the vehicle and the drum-side wheel is the rear wheel of the vehicle, the braking force at the initial stage of braking can be brought close to the target braking force. That is, when braking the vehicle, a larger load is applied to the front wheels than to the rear wheels, so that the braking force of the front wheels can be made larger than the braking force of the rear wheels. For this reason, the ratio of the braking force of the rear wheels in the braking force of the entire vehicle is smaller than the ratio of the braking force of the front wheels. Therefore, since the braking force of the rear wheel has little influence on the braking force of the entire vehicle, only the braking force of the front wheel that is the disk side wheel is fed back at the initial stage of braking, and the braking force of the rear wheel that is the drum side wheel is not fed back. Even in this case, the braking force of the entire vehicle can be brought close to the target braking force. As a result, the braking force at the initial stage of braking can be made closer to a desired braking force while the braking stability at the initial stage of braking during automatic braking is achieved.

  The automatic vehicle braking device according to the present invention has an effect that the stability of braking in the initial stage of braking during automatic braking can be achieved.

  Embodiments of an automatic vehicle braking device according to the present invention will be described below in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

  FIG. 1 is a schematic diagram of a vehicle provided with an automatic vehicle braking apparatus according to a first embodiment of the present invention. In the following description, it is assumed that the traveling direction during normal traveling of the vehicle 1 is the front and the opposite direction of the traveling direction is the rear. In the vehicle 1 including the automatic vehicle braking device 2 according to the first embodiment, an engine 10 that is an internal combustion engine is mounted as a power generation unit on a front side portion in the traveling direction of the vehicle 1. The power generated by the engine 10 can be changed by the automatic transmission 15 at a gear ratio suitable for the running state. The power changed by the automatic transmission 15 is transmitted through the propeller shaft 16, the differential gear 17, and the drive shaft 18. Thus, the vehicle 1 can travel by being transmitted to the rear wheels 7 provided as drive wheels among the wheels 5 of the vehicle 1.

  As described above, the vehicle 1 including the automatic vehicle braking device 2 according to the first embodiment has a so-called FR (Front) in which the engine 10 is mounted on the front side portion in the traveling direction of the vehicle 1 and the rear wheel 7 is provided as a drive wheel. engine rear drive), but the drive type of the vehicle 1 may be other than FR. In the first embodiment, the engine 10 is a reciprocating spark ignition engine using gasoline as fuel, but the engine 10 is not limited to this. The engine 10 may be, for example, a spark ignition engine that uses LPG (Liquefied Petroleum Gas) or alcohol as fuel, a so-called rotary spark ignition engine, or a diesel engine. It may be. Further, the transmission for shifting the rotation of the engine 10 may be other than the automatic transmission 15, for example, a manual transmission for shifting manually.

  Of the wheels 5 of the vehicle 1, the rear wheels 7 are provided as drive wheels, whereas the front wheels 6 are provided as steering wheels of the vehicle 1. The front wheel 6 that is a steered wheel is provided so as to be steerable by a handle 20 disposed in the driver's seat of the vehicle 1.

  Further, a brake 30 is provided in the vicinity of each wheel 5 as a braking means capable of applying a braking force to the wheel 5, and a brake capable of applying a braking force to the front wheel 6 in the vicinity of the front wheel 6. A disc brake 31 is provided. The disc brake 31 includes a wheel cylinder 32 and a brake pad 33 provided so as not to rotate, and a brake disc 34 provided rotatably with the wheel 5. Further, a drum brake 35 that is a brake 30 that can apply a braking force to the rear wheel 7 is provided in the vicinity of the rear wheel 7. The drum brake 35 includes a wheel cylinder 36 and a brake shoe 37 that are provided so as not to rotate, and a brake drum 38 that is provided so as to be rotatable together with the wheels 5. For these reasons, the front wheel 6 is a disc-side wheel that can be braked by the disc brake 31, and the rear wheel 7 is a drum-side wheel that can be braked by the drum brake 35.

  Further, both the disc brake 31 and the drum brake 35 are connected to a hydraulic path 40 that is a hydraulic path that acts on the disc brake 31 and the drum brake 35 when the vehicle 1 is braked. Specifically, the wheel cylinder 32 of the disc brake 31 and the wheel cylinder 36 of the drum brake 35 are connected to the hydraulic path 40. The hydraulic path 40 is provided with a brake actuator 45 that can control the hydraulic pressure in the hydraulic path 40 when the vehicle 1 is braked. The brake actuator 45 is used as an applied force applied to the disc brake 31 and the drum brake 35. The hydraulic pressure to be controlled is controlled by one control system. In other words, when the vehicle 1 is braked, the hydraulic pressure for operating the brake 30 is controlled independently by the disc brake 31 and the drum brake 35.

  Further, the front wheel 6 is provided with a front wheel longitudinal force sensor 55 which is a disc-side wheel braking force detection means capable of detecting the braking force of the front wheel 6, and the rear wheel 7 detects the braking force of the rear wheel 7. A rear wheel front / rear force sensor 56 which is a drum-side wheel braking force detection means is provided. The front wheel front / rear force sensor 55 and the rear wheel front / rear force sensor 56 are provided so as to be able to detect distortion in the rotational direction between the portion near the center axis and the portion near the outer periphery in the radial direction of the wheel 5.

  Therefore, by detecting this distortion during braking, a force acting in the front-rear direction on the wheel 5 provided with the front wheel longitudinal force sensor 55 and the rear wheel longitudinal force sensor 56 during braking, that is, a braking force is generated. Can be detected. That is, by applying a force that reduces the rotation of the wheel 5 to the wheel 5 by the brake 30 during braking, the portion near the center axis and the portion near the outer periphery in the radial direction of the wheel 5 are distorted in the rotation direction. appear. For this reason, when this distortion at the time of braking is large, it indicates that the braking force of the wheel 5 is large. When the distortion at the time of braking is small, the braking force of the wheel 5 is small. It shows that.

  The vehicle 1 also brakes an accelerator pedal 21 that is operated when adjusting the output of the engine 10 in the vicinity of the driver's feet when the driver is seated in the driver's seat of the vehicle 1 and the vehicle 1 that is running. A brake pedal 22 that is operated when performing the operation is also provided. Among these, an accelerator opening sensor 51 serving as an accelerator opening detecting means capable of detecting the opening of the accelerator pedal 21 is provided in the vicinity of the accelerator pedal 21. Further, a brake stroke sensor 52 which is a brake stroke detecting means capable of detecting the stroke of the brake pedal 22 is provided in the vicinity of the brake pedal 22.

  In addition, a radar 60 is provided at the front end in the traveling direction of the vehicle 1 as a traveling direction state detection unit. The radar 60 reflects the radiation portion (not shown) that emits electromagnetic waves toward the vehicle 1 when traveling and the electromagnetic waves radiated from the radiation portions are reflected by an obstacle located in the traveling direction of the vehicle 1. A detection unit (not shown) for detecting electromagnetic waves. The radar 60 is provided so as to be able to detect the state of the traveling direction of the vehicle 1 by detecting the electromagnetic wave radiated from the radiation part and reflected by the obstacle in this way.

  The traveling direction state detection means may be other than the radar 60, and may be, for example, a CCD (Charge Coupled Device) camera capable of detecting the traveling direction state of the vehicle 1 based on captured image information. The traveling direction state detecting means is not limited as long as it can detect the traveling direction state of the vehicle 1.

  The engine 10, automatic transmission 15, brake actuator 45, accelerator opening sensor 51, brake stroke sensor 52, front wheel longitudinal force sensor 55, rear wheel longitudinal force sensor 56, and radar 60 are mounted on the vehicle 1 and the vehicle. 1 is connected to an ECU (Electronic Control Unit) 70 that controls each unit.

  FIG. 2 is a main part configuration diagram of the automatic vehicle braking device shown in FIG. 1. The ECU 70 is provided with a processing unit 71, a storage unit 85, and an input / output unit 86, which are connected to each other and can exchange signals with each other. The engine 10, the automatic transmission 15, the brake actuator 45, the accelerator opening sensor 51, the brake stroke sensor 52, the front wheel longitudinal force sensor 55, the rear wheel longitudinal force sensor 56, and the radar 60 connected to the ECU 70 are input / output. The input / output unit 86 inputs / outputs signals to / from the front wheel longitudinal force sensor 55 and the like. The storage unit 85 stores a computer program for controlling the automatic vehicle braking device 2. The storage unit 85 is a hard disk device, a magneto-optical disk device, a nonvolatile memory such as a flash memory (a storage medium that can be read only such as a CD-ROM), or a RAM (Random Access Memory). A volatile memory or a combination thereof can be used.

  Further, the processing unit 71 includes a memory and a CPU (Central Processing Unit), and acquires at least accelerator opening that is accelerator operation acquisition means that can acquire the accelerator opening from the detection result of the accelerator opening sensor 51. A brake stroke amount acquisition unit 73 that is a braking operation acquisition unit that can acquire the stroke amount of the brake pedal 22 from a detection result of the unit 72, the brake stroke sensor 52, and an engine control unit that can control the operating state of the engine 10. Based on the detection result of the radar 60 and a certain engine control unit 74, control is performed so that the inter-vehicle distance between the vehicle traveling ahead of the host vehicle is an appropriate inter-vehicle distance, and the inter-vehicle distance between the vehicle traveling ahead is determined. This is an inter-vehicle distance control means capable of deriving a target braking force that is a target braking force for achieving an appropriate inter-vehicle distance. It has a distance control unit 75, a.

  Further, the processing unit 71 automatically controls the hydraulic pressure applied to the disc brake 31 and the drum brake 35 when the wheel 5 is braked by the disc brake and the drum brake independently from the braking operation by the driver of the vehicle 1. And an automatic braking control unit 76 which is an automatic braking control means for performing feedback control of hydraulic pressure only by the detection result of the braking force by the front wheel longitudinal force sensor 55 during a period when the braking force of the drum brake 35 is unstable at the initial stage of braking. In addition, the automatic braking control unit 76 corrects the target braking force derived by the inter-vehicle distance control unit 75 based on at least the detection result of the braking force by the front wheel longitudinal force sensor 55, and a braking force correcting unit 77 that is a braking force correcting unit. And the applied force required to generate the target braking force by the disc brake 31 and the drum brake 35. A target hydraulic pressure deriving unit 78 that is a target applying force deriving unit that derives pressure, and a hydraulic control unit 79 that is an applying force control unit that controls the hydraulic pressure that is the applying force applied to the disc brake 31 and the drum brake 35. is doing.

  The control of the automatic vehicle braking device 2 controlled by the ECU 70 is, for example, calculated based on the detection result by the front wheel front / rear force sensor 55 or the like by the processing unit 71 reading the computer program into a memory incorporated in the processing unit 71. Then, control is performed by operating the brake actuator 45 or the like according to the calculation result. At that time, the processing unit 71 appropriately stores a numerical value in the middle of the calculation in the storage unit 85 and takes out the stored numerical value to execute the calculation. In addition, when controlling the automatic vehicle braking device 2 in this way, you may control by the dedicated hardware different from ECU70 instead of the said computer program.

  The automatic vehicle braking device 2 according to the first embodiment is configured as described above, and the operation thereof will be described below. When the vehicle 1 travels, the vehicle travels by operating the engine 10 and transmitting the power of the engine 10 to the rear wheels 7 as drive wheels. Specifically, during operation of the engine 10, the rotation of a crankshaft (not shown) of the engine 10 is transmitted to the automatic transmission 15, and the automatic transmission 15 is shifted at a gear ratio suitable for the traveling state of the vehicle 1. . The rotation shifted by the automatic transmission 15 is transmitted to the rear wheel 7 through the propeller shaft 16, the differential gear 17, and the drive shaft 18. Thereby, the rear wheel 7 which is a drive wheel rotates, and the vehicle 1 drive | works.

  Further, the vehicle speed of the vehicle 1 that travels by transmitting the rotation of the engine 10 to the rear wheel 7 is adjusted by operating the accelerator pedal 21 with a foot and adjusting the rotation speed and output of the engine 10. When the accelerator pedal 21 is operated, the stroke amount of the accelerator pedal 21, that is, the accelerator opening is detected by an accelerator opening sensor 51 provided in the vicinity of the accelerator pedal 21. The detection result by the accelerator opening sensor 51 is transmitted to the accelerator opening acquiring unit 72 included in the processing unit 71 of the ECU 70 and acquired by the accelerator opening acquiring unit 72. Further, the acquired accelerator opening is determined by the processing unit of the ECU 70. 71 is transmitted to the engine control unit 74 of 71. The engine control unit 74 controls the engine 10 based on the accelerator opening obtained by the accelerator opening obtaining unit 72 and detection results by other sensors.

  Further, when the vehicle speed is to be reduced at a speed lower than the speed reduction caused by returning the accelerator pedal 21 while the vehicle 1 is traveling, the brake is applied by depressing the brake pedal 22. In this way, when the brake operation is performed by stepping on the brake pedal 22, the stroke amount of the brake pedal 22 is detected by the brake stroke sensor 52 provided in the vicinity of the brake pedal 22. The detection result by the brake stroke sensor 52 is acquired by a brake stroke amount acquisition unit 73 included in the processing unit 71 of the ECU 70.

  The stroke amount of the brake pedal 22 acquired by the brake stroke amount acquisition unit 73 is transmitted to the hydraulic control unit 79 included in the processing unit 71 of the ECU 70, and the hydraulic control unit 79 transmits the stroke amount transmitted from the brake stroke amount acquisition unit 73. Is supplied to the brake actuator 45. The brake actuator 45 operates according to this current and generates hydraulic pressure. Accordingly, the hydraulic control unit 79 causes the brake actuator 45 to generate a hydraulic pressure corresponding to the stroke amount of the brake pedal 22 acquired by the brake stroke amount acquisition unit 73.

  The hydraulic pressure generated by the brake actuator 45 is transmitted to the disc brake 31 and the drum brake 35 via a hydraulic path 40 provided between the brake actuator 45 and the disc brake 31 and between the brake actuator 45 and the drum brake 35. And applied to the disc brake 31 and the drum brake 35. The disc brake 31 and the drum brake 35 are operated by the applied hydraulic pressure. Specifically, the hydraulic pressure applied to the disc brake 31 and the drum brake 35 is applied to the wheel cylinder 32 of the disc brake 31 and the wheel cylinder 36 of the drum brake 35, and these wheel cylinders 32 and 36 are operated by hydraulic pressure. When these wheel cylinders 32, 36 are operated, the wheel cylinders 32, 36 are provided together with the wheel cylinders 32, 36 and are brakes that rotate integrally with the wheels 5 when the wheels 5 rotate. The rotational speed of the disk 34 and the brake drum 38 is reduced.

  That is, the wheel cylinder 32 of the disc brake 31 is applied with a hydraulic pressure, thereby applying a pressing force for sandwiching the brake disc 34 from both sides of the brake disc 34 to the brake pad 33. As a result, the rotation speed of the brake disk 34 is reduced due to the frictional resistance with the brake pad 33. Further, the wheel cylinder 36 of the drum brake 35 is operated with hydraulic pressure applied thereto, thereby applying a pressing force for pressing the brake drum 38 from the inside of the brake drum 38 to the brake shoe 37. As a result, the rotation speed of the brake drum 38 decreases due to the frictional resistance with the brake shoe 37.

  As described above, when the wheel cylinder 32 of the disc brake 31 and the wheel cylinder 36 of the drum brake 35 are operated by hydraulic pressure, a braking force is generated in the disc brake 31 and the drum brake 35. Therefore, the brake disc 34 and the brake drum The rotational speed of 38 is reduced. Thereby, the rotational speed of the wheel 5 also falls. That is, when a braking force is generated in the disc brake 31, the rotational speed of the brake disc 34 decreases, so the rotational speed of the front wheels 6 that rotate together with the brake disc 34 also decreases. In addition, when a braking force is generated in the drum brake 35, the rotational speed of the brake drum 38 is reduced, so that the rotational speed of the rear wheel 7 that rotates together with the brake drum 38 is also reduced. As a result, a braking force is generated on the wheel 5 and the speed of the vehicle 1 is reduced. Accordingly, when the brake pedal 22 is braked, the disc brake 31 and the drum brake 35 generate a braking force that is a force that reduces the rotational speed of the brake disc 34 and the brake drum 38, and the braking force of the wheel 5 is generated by this braking force. Since the rotational speed decreases, the vehicle 1 that is traveling can be braked.

  Further, the vehicle 1 including the automatic vehicle braking device 2 according to the first embodiment is capable of ACC (Adaptive Cruise Control) control. For example, a certain inter-vehicle distance with respect to the vehicle 1 traveling in front of the host vehicle. Or when the distance to the vehicle 1 in front is short, automatic braking control for automatically braking is performed. When performing the ACC control, the radar 60 provided at the front end of the vehicle 1 detects the inter-vehicle distance from the vehicle ahead of the host vehicle, and performs control based on the detected distance.

  FIG. 3 is a block diagram showing a main part of the automatic vehicle braking device shown in FIG. 1, and is an explanatory diagram of control at the initial stage of braking by automatic braking control. When braking by the driver's braking operation while the vehicle 1 is traveling, braking is performed by operating the brake pedal 22 as described above. The automatic braking control at the time of ACC control is based on the detection result by the radar 60. Then, the automatic braking control unit 76 included in the processing unit 71 of the ECU 70 performs the process. When automatic braking control is performed by the automatic braking control unit 76, first, the distance between the vehicle 1 and the vehicle 1 traveling ahead of the host vehicle is detected by the radar 60. The inter-vehicle distance detected by the radar 60 is transmitted to the inter-vehicle distance control unit 75 included in the processing unit 71 of the ECU 70. The inter-vehicle distance control unit 75 derives a target braking force according to the inter-vehicle distance from the inter-vehicle distance detected by the radar 60. That is, when the inter-vehicle distance transmitted from the radar 60 is equal to or less than the predetermined inter-vehicle distance, a target braking force that is a target braking force necessary to increase the inter-vehicle distance is derived.

  Note that the predetermined inter-vehicle distance used for this determination is preset for each vehicle speed and stored in the storage unit 85 of the ECU 70. Similarly, for the target braking force, the target braking force for the inter-vehicle distance and the vehicle speed is preset as a map and stored in the storage unit 85.

  The target braking force derived by the inter-vehicle distance control unit 75 is transmitted to the automatic braking control unit 76 included in the processing unit 71 of the ECU 70. Specifically, the target braking force is transmitted to a braking force correction unit 77 included in the automatic braking control unit 76. The braking force correction unit 77 is an actual front wheel braking force that is an actual braking force of the front wheels 6 detected by the front wheel longitudinal force sensor 55 in the initial braking by the automatic braking control. The target braking force transmitted from the inter-vehicle distance control unit 75 is detected. However, immediately after the start of the automatic braking control and before the front wheel longitudinal force sensor 55 detects the front wheel actual braking force, the braking force correcting unit 77 automatically uses the target braking force transmitted from the inter-vehicle distance control unit 75 as it is. This is transmitted to the target hydraulic pressure deriving unit 78 included in the braking control unit 76.

  The target hydraulic pressure derivation unit 78 to which the target braking force has been transmitted is applied to the hydraulic pressure necessary to generate the target braking force by the disc brake 31 or the drum brake 35, that is, by applying the target hydraulic force to the disc brake 31 or the drum brake 35. A target hydraulic pressure that is a hydraulic pressure capable of generating a braking force is derived. In order to derive the target hydraulic pressure by the target hydraulic pressure deriving unit 78, a brake reverse model (not shown) consisting of the relationship between the braking force and the hydraulic pressure is stored in advance in the storage unit 85 of the ECU 70 and transmitted from the braking force correcting unit 77. Based on the target braking force and the brake inverse model stored in the storage unit 85, the hydraulic pressure for the target braking force is derived. This is the target hydraulic pressure. The target hydraulic pressure derived by the target hydraulic pressure deriving unit 78 is transmitted to the hydraulic control unit 79 included in the automatic braking control unit 76.

  The hydraulic pressure control unit 79 to which the target hydraulic pressure has been transmitted derives a current having a magnitude that can operate the brake actuator 45 with an operation amount that can generate the target hydraulic pressure, and supplies the current to the brake actuator 45. The brake actuator 45 to which a current is supplied from the hydraulic control unit 79 operates by this current and generates a hydraulic pressure. This hydraulic pressure is approximately the same as the target hydraulic pressure.

  The hydraulic pressure generated by the brake actuator 45 is transmitted and applied to the disc brake 31 and the drum brake 35 via the hydraulic path 40. The disc brake 31 and the drum brake 35 are actuated by this hydraulic pressure and generate a braking force. Among these, the braking force generated by the disc brake 31 is used as the braking force of the front wheel 6, and the braking force generated by the drum brake 35 is used as the braking force of the rear wheel 7. Due to these braking forces, the rotational speed of the wheels 5 decreases, and the vehicle 1 is decelerated according to the braking force.

  Further, during the initial period of braking by the automatic braking control, specifically, the period during which the braking force of the drum brake 35 is unstable at the initial stage of braking, the actual braking force of the front wheel 6 out of the braking force of these front wheels 6 and rear wheels 7 is determined. The front wheel actual braking force, which is a braking force, is detected by the front wheel longitudinal force sensor 55 and transmitted to the braking force correcting unit 77. That is, only the braking force of the front wheel 6 among the braking forces of the front wheel 6 and the rear wheel 7 is fed back.

  The braking force correction unit 77 to which the front wheel actual braking force is transmitted from the front wheel longitudinal force sensor 55 corrects the target braking force transmitted from the inter-vehicle distance control unit 75 based on the front wheel actual braking force. When the target braking force is corrected by the braking force correction unit 77, first, a target system shared by the front wheels 6 out of the target braking force is multiplied by a coefficient of the ratio of the braking force of the front wheels 6 to the braking force of the entire vehicle 1. The front wheel target braking force, which is power, is calculated. After calculating the front wheel target braking force, the feedback amount is calculated based on the difference between the calculated front wheel target braking force and the front wheel actual braking force transmitted from the front wheel longitudinal force sensor 55. By adjusting the target braking force in addition to the feedback amount calculated in this way in addition to the target braking force transmitted from the inter-vehicle distance control unit 75, the braking force of the four wheels is artificially adjusted and corrected.

  When the target braking force is corrected based on the actual braking force on the front wheels, feedback correction may be performed based on the actual braking force on the front wheels, which is the sum of the braking forces on the left and right wheels of the front wheel 6, or Feedback correction may be performed based on the actual front wheel braking force of the front wheel 6. The same applies to the case where the target braking force is feedback-corrected based on the actual rear wheel braking force described later.

  In this way, the target braking force corrected by the braking force correction unit 77 is transmitted to the target hydraulic pressure deriving unit 78, and the target hydraulic pressure deriving unit 78 derives the target hydraulic pressure based on the corrected target braking force. That is, a target hydraulic pressure that can generate a corrected target braking force by applying the disc brake 31 or the drum brake 35 is derived.

  When the target hydraulic pressure is transmitted from the target hydraulic pressure deriving unit 78, the hydraulic pressure control unit 79 derives a current having a magnitude that can generate the target hydraulic pressure and supplies the current to the brake actuator 45. The brake actuator 45 generates hydraulic pressure by operating with this current. The disc brake 31 and the drum brake 35 are operated by applying this hydraulic pressure, and the front wheel 6 and the rear wheel 7 generate a braking force. The braking force thus generated is a braking force obtained by feeding back the actual front wheel braking force. That is, at the initial stage of braking by automatic braking control, control is performed by feedback control that feeds back only the actual braking force of the front wheels 6.

  FIG. 4 is a block diagram showing a main part of the automatic vehicle braking device shown in FIG. 1, and is an explanatory diagram of the control when the automatic braking control is performed for a predetermined period. When automatic braking control is performed, the period during which the braking force of the drum brake 35 is unstable at the initial stage of braking is controlled by feeding back only the actual braking force of the front wheel 6 in this way. The actual braking force of the rear wheel 7 is also fed back and controlled. That is, after the period when the braking force of the drum brake 35 is unstable, the rear wheel actual braking force, which is the actual braking force of the rear wheel 7, is detected by the rear wheel longitudinal force sensor 56, and the braking force correcting unit 77 introduce. That is, after the period when the braking force of the drum brake 35 is unstable, the braking forces of both the front wheel 6 and the rear wheel 7 are fed back.

  The braking force correction unit 77 to which the front wheel actual braking force and the rear wheel actual braking force are transmitted from the front wheel longitudinal force sensor 55 and the rear wheel longitudinal force sensor 56 receives the target braking force transmitted from the inter-vehicle distance control unit 75 as the front wheel. Correction is made based on the actual braking force and the rear wheel actual braking force. When the target braking force is corrected by the braking force correcting unit 77, first, the coefficient of the ratio of the braking force of the front wheel 6 to the braking force of the entire vehicle 1 or the coefficient of the ratio of the braking force of the rear wheel 7 is first multiplied. Of the target braking forces, a front wheel target braking force that is a target braking force shared by the front wheels 6 and a rear wheel target braking force that is a target braking force shared by the rear wheels 7 are calculated.

  After calculating the front wheel target braking force and the rear wheel target braking force, these target braking force and the front wheel actual braking force and rear wheel actual braking force transmitted from the front wheel longitudinal force sensor 55 and the rear wheel longitudinal force sensor 56 are calculated. The amount of feedback is calculated based on the difference between. That is, a feedback amount based on the difference between the front wheel target braking force and the front wheel actual braking force and a feedback amount based on the difference between the rear wheel target braking force and the rear wheel actual braking force are calculated. The feedback amount calculated in this manner is added to the target braking force transmitted from the inter-vehicle distance control unit 75 to adjust the target braking force, thereby adjusting and correcting the braking force of the four wheels.

  After correcting the target braking force, the target hydraulic pressure deriving unit 78 derives the target hydraulic pressure based on the corrected target braking force, as in the case where the braking force of the drum brake 35 is unstable. Further, the hydraulic pressure control unit 79 derives a current that is large enough to generate the target hydraulic pressure, and the brake actuator 45 is operated by this current. Accordingly, the brake actuator 45 is operated to generate hydraulic pressure, and the disc brake 31 and the drum brake 35 are operated by this hydraulic pressure, whereby the front wheel 6 and the rear wheel 7 generate braking force. The braking force thus generated is a braking force in which the front wheel actual braking force and the rear wheel actual braking force are fed back. As described above, after the period when the braking force of the drum brake 35 is unstable in the initial stage of the automatic braking control, feedback control that feeds back the actual braking force of the front wheel 6 and the actual braking force of the rear wheel 7 is performed. Control.

  It should be noted that the determination as to whether or not the period during which the braking force of the drum brake 35 is unstable at the initial stage of the automatic braking control has passed may be a fixed time, or the time for the hydraulic pressure generated by the vehicle speed or the brake actuator 45. May be set in advance, a map may be created and stored in the storage unit 85 of the ECU 70, and it may be determined whether or not an unstable period has elapsed by referring to this map. Alternatively, even when the braking force of the drum brake 35 is unstable, the rear wheel longitudinal force sensor 56 continues to detect the actual braking force of the rear wheel, and it is determined whether the detection result is stable. It may be determined whether or not elapses.

  In the automatic vehicle braking device 2 described above, the front wheel front / rear force sensor 55 detects the front wheel actual braking force, which is the actual braking force of the front wheel 6, and the automatic braking control unit 76 performs the braking control of the drum brake 35. During the period when the power is unstable, the braking force feedback control is performed only by the detection result of the front wheel longitudinal force sensor 55. As a result, the braking force of the drum brake 35 during the period when the braking force is unstable, that is, the actual rear wheel braking force during this period is not reflected in the control of the oil pressure of the disc brake 31 and the drum brake 35, and therefore unstable. It is possible to suppress the occurrence of hunting due to the hydraulic pressure becoming unstable due to the feedback of the braking force and the braking force becoming more unstable. As a result, it is possible to achieve braking stability at the initial stage of braking during automatic braking.

  Further, since the hydraulic control of the disc brake 31 and the drum brake 35 is not independent, it is possible to easily control the hydraulic pressure when performing automatic braking control. That is, both the hydraulic pressure of the disc brake 31 and the hydraulic pressure of the drum brake 35 are controlled by one feedback amount even when the feedback control is performed only by the detection result of the front wheel longitudinal force sensor 55 during the period when the braking force of the drum brake 35 is unstable. Can be feedback controlled. Thus, the hydraulic pressure generated by the brake actuator 45 can be easily controlled when the automatic braking control is performed by feedback control. As a result, it is possible to easily achieve braking stability at the initial stage of braking during automatic braking.

  Further, after the period when the braking force of the drum brake 35 is unstable, the feedback control of the hydraulic pressure is performed using the detection result of the braking force by the rear wheel longitudinal force sensor 56, so that the hydraulic pressure can be controlled more appropriately. It can be carried out. That is, after the elapse of a period in which the braking force of the drum brake 35 is unstable during automatic braking control, not only the braking force by the disc brake 31 is fed back through the feedback of the actual braking force of the front wheel, but also the actual braking force of the rear wheel. The braking force by the drum brake 35 is also fed back through feedback of the braking force. As a result, when the braking control is performed so that the actual braking force becomes the target braking force, the actual braking force can be brought closer to the target braking force more reliably. As a result, it is possible to perform braking control by automatic braking with a desired braking force while achieving braking stability at the beginning of braking during automatic braking.

  Further, the disc side wheel that is the wheel 5 braked by the disc brake 31 is used as the front wheel 6, and the drum side wheel that is the wheel 5 braked by the drum brake 35 is used as the rear wheel 7, The braking force at the initial stage of braking can be brought close to the target braking force. That is, when the vehicle 1 is braked, a larger load is applied to the front wheel 6 than to the rear wheel 7, so that the braking force of the front wheel 6 can be made larger than the braking force of the rear wheel 7. For this reason, the ratio of the braking force of the rear wheel 7 to the braking force of the entire vehicle 1 is smaller than the ratio of the braking force of the front wheel 6. Accordingly, since the braking force of the rear wheel 7 has little influence on the braking force of the entire vehicle 1, only the braking force of the front wheel 6 that is the disk side wheel is fed back at the initial stage of braking to control the rear wheel 7 that is the drum side wheel. Even when power is not fed back, the braking force of the entire vehicle 1 can be brought close to the target braking force. As a result, the braking force at the initial stage of braking can be made closer to a desired braking force while the braking stability at the initial stage of braking during automatic braking is achieved.

  The automatic vehicle braking device 100 according to the second embodiment has substantially the same configuration as the automatic vehicle braking device 2 according to the first embodiment, except that the disc brake 31 and the drum brake 35 independently control the hydraulic pressure. There are features. Since other configurations are the same as those of the first embodiment, the description thereof is omitted and the same reference numerals are given. FIG. 5 is a schematic view of a vehicle provided with an automatic vehicle braking device according to a second embodiment of the present invention. In the automatic vehicle braking apparatus 100 according to the second embodiment, the front wheels 6 are provided so as to be able to be braked by the disc brake 31 and the rear wheels 7 can be braked by the drum brake 35 as in the first embodiment. Is provided. The brake actuator for generating the hydraulic pressure for operating the disc brake 31 and the drum brake 35 is provided for the disc brake 31 and the drum brake 35. The brake actuator for the disc brake 31 is the front wheel brake actuator 105. The brake actuator for the drum brake 35 is a rear wheel brake actuator 106.

  Both the front wheel brake actuator 105 and the rear wheel brake actuator 106 are connected to the ECU 110, and the braking force of the disc brake 31 can be controlled by controlling the hydraulic pressure generated by the front wheel brake actuator 105. The braking force of the drum brake 35 can be controlled by controlling the hydraulic pressure generated by the rear wheel brake actuator 106. Thereby, in the automatic vehicle braking device 100 according to the second embodiment, the disc brake 31 and the drum brake 35 are provided such that the hydraulic pressure can be controlled independently.

  FIG. 6 is a main part configuration diagram of the automatic vehicle braking device shown in FIG. 5. The ECU 110 included in the automatic vehicle braking device 100 according to the second embodiment includes a processing unit 71, a storage unit 85, and an input / output unit 86, similar to the ECU 70 included in the automatic vehicle braking device 2 according to the first embodiment. . Further, the processing unit 71 of the ECU 110 includes an accelerator opening acquisition unit 72, a brake stroke amount acquisition unit 73, an engine control unit 74, as in the ECU 70 included in the automatic vehicle braking device 2 according to the first embodiment. An inter-vehicle distance control unit 75 and an automatic braking control unit 115 are provided.

  Further, the automatic braking control unit 115 included in the processing unit 71 of the ECU 110 corrects the target braking force derived by the inter-vehicle distance control unit 75 based on the detection result of the braking force by the front wheel longitudinal force sensor 55. Drum side wheel braking force correction means for correcting the target braking force derived by the front wheel braking force correction unit 121 and the inter-vehicle distance control unit 75 based on the detection result of the braking force by the rear wheel longitudinal force sensor 56. A rear wheel braking force correcting unit 122 and a front wheel target hydraulic pressure deriving unit which is a disc-side wheel target applying force deriving unit for deriving an oil pressure which is an applying force necessary for generating the target braking force by the disc brake 31. 125, and a rear wheel that is a target application force deriving unit for the drum-side wheel that derives an oil pressure that is an application force necessary to generate the target braking force by the drum brake 35. A target hydraulic pressure deriving unit 126, a front wheel hydraulic control unit 131 that is a disk-side wheel application force control unit that controls oil pressure that is an application force applied to the disc brake 31, and a hydraulic pressure that is an application force applied to the drum brake 35. And a rear wheel hydraulic pressure control unit 132 which is a drum-side wheel application force control unit which is an application force control unit to be controlled.

  The automatic vehicle braking device 100 according to the second embodiment is configured as described above, and the operation thereof will be described below. FIG. 7 is an explanatory diagram of control at the initial stage of braking when the automatic vehicle braking device according to the second embodiment performs automatic braking control. When automatic braking control is performed during ACC control, the target braking force corresponding to the inter-vehicle distance is derived by the inter-vehicle distance control unit 75 from the inter-vehicle distance detected by the radar 60. The target braking force derived by the inter-vehicle distance control unit 75 is transmitted to the front wheel braking force correction unit 121 and the rear wheel braking force correction unit 122 included in the automatic braking control unit 115. Among these, the front wheel braking force correction unit 121 multiplies the front wheel coefficient, which is a coefficient of the ratio of the braking force of the front wheel 6 to the braking force of the entire vehicle 1, and the front wheel that is the target braking force shared by the front wheel 6 among the target braking force. Calculate the target braking force. Similarly, the rear wheel braking force correction unit 122 multiplies the rear wheel coefficient that is a coefficient of the ratio of the braking force of the rear wheel 7 to the braking force of the entire vehicle 1 to share the target braking force with the rear wheel 7. A rear wheel target braking force which is a braking force is calculated.

  Further, when automatic braking control is performed, during the period when the braking force of the drum brake 35 is unstable at the initial stage of braking, the front wheel actual braking force and the rear wheel actual braking force are the same as in the automatic vehicle braking device 2 according to the first embodiment. Only the front wheel actual braking force is detected by the front wheel longitudinal force sensor 55 and transmitted to the front wheel braking force correction unit 121. As described above, the front wheel braking force correction unit 121 to which the front wheel actual braking force is transmitted from the front wheel longitudinal force sensor 55 is transmitted from the front wheel target braking force calculated by the front wheel braking force correction unit 121 and the front wheel longitudinal force sensor 55. The feedback calculation is performed based on the difference between the actual front wheel braking force. Thus, the front wheel target braking force is corrected. The front wheel target braking force corrected by the front wheel braking force correcting unit 121 is transmitted to the front wheel target hydraulic pressure deriving unit 125 included in the automatic braking control unit 115.

  The front wheel target hydraulic pressure deriving unit 125 converts the front wheel target hydraulic pressure, which is required for generating the corrected front wheel target braking force by the disc brake 31, to the front wheel target braking force transmitted from the front wheel braking force correcting unit 121. Derived based on. When the front wheel target oil pressure deriving unit 125 derives the front wheel target oil pressure, the front wheel target oil pressure deriving unit 125 derives the front wheel target oil pressure based on the front wheel target braking force using a brake inverse model stored in advance in the storage unit 85 of the ECU 110. The front wheel target hydraulic pressure derived by the front wheel target hydraulic pressure deriving unit 125 is transmitted to the front wheel hydraulic pressure control unit 131 included in the automatic braking control unit 115.

  The front wheel hydraulic pressure control unit 131 to which the front wheel target hydraulic pressure has been transmitted derives a current having a magnitude that can generate the front wheel target hydraulic pressure and supplies the current to the front wheel brake actuator 105. The front-wheel brake actuator 105 generates hydraulic pressure by operating with this current, and the disc brake 31 operates by applying this hydraulic pressure. Thereby, the front wheel 6 generates a braking force. The braking force of the front wheel 6 is a braking force obtained by feeding back the actual braking force of the front wheel.

  Thus, while the braking force of the front wheel 6 is feedback-controlled, the rear wheel 7 is controlled without feedback control during a period when the braking force of the drum brake 35 is unstable at the initial stage of the automatic braking control. Control power. That is, the rear wheel target braking force calculated by the rear wheel braking force correcting unit 122 is directly transmitted to the rear wheel target hydraulic pressure derivation unit 126 included in the automatic braking control unit 115 without performing feedback calculation.

  The rear wheel target hydraulic pressure deriving unit 126 transmits the rear wheel target hydraulic pressure, which is a hydraulic pressure necessary for generating the rear wheel target braking force by the drum brake 35, transmitted from the rear wheel braking force correcting unit 122. Derived based on power. When the rear wheel target hydraulic pressure deriving unit 126 derives the rear wheel target hydraulic pressure, the rear wheel target hydraulic pressure is derived based on the rear wheel target braking force using a brake reverse model stored in advance in the storage unit 85 of the ECU 110. The rear wheel target hydraulic pressure derived by the rear wheel target hydraulic pressure deriving unit 126 is transmitted to the rear wheel hydraulic pressure control unit 132 included in the automatic braking control unit 115.

  The rear wheel hydraulic pressure control unit 132 to which the rear wheel target hydraulic pressure has been transmitted derives a current having a magnitude that can generate the rear wheel target hydraulic pressure and applies the current to the rear wheel brake actuator 106. The rear wheel brake actuator 106 generates hydraulic pressure by operating with this electric current, and the drum brake 35 operates by applying this hydraulic pressure. Thereby, the rear wheel 7 generates a braking force. As described above, the braking force of the rear wheel 7 is controlled without performing feedback control in the initial stage of the automatic braking control. As described above, in the automatic vehicle braking device 100 according to the second embodiment, the disc brake 31 and the drum brake 35 are controlled independently, and when the vehicle 1 is braked, the disc brake 31 and the drum brake 35 that are controlled independently are controlled. A deceleration corresponding to the braking force is generated in the vehicle 1.

  FIG. 8 is an explanatory diagram of control after a predetermined period has elapsed when automatic braking control is performed by the automatic vehicle braking apparatus according to the second embodiment. Similar to the automatic vehicle braking apparatus 2 according to the first embodiment, the automatic vehicle braking apparatus 100 according to the second embodiment includes the period during which the braking force of the drum brake 35 is unstable at the initial stage of the automatic braking control. The braking force is controlled differently after the passage of time, and after this period, the braking force of the rear wheel 7 is also feedback-controlled. That is, after the period when the braking force of the drum brake 35 is unstable, the rear wheel actual braking force is detected by the rear wheel longitudinal force sensor 56 and transmitted to the rear wheel braking force correction unit 122.

  The rear wheel braking force correction unit 122 to which the rear wheel actual braking force is transmitted from the rear wheel front / rear force sensor 56 receives the rear wheel target braking force calculated by the rear wheel braking force correction unit 122 and the rear wheel front / rear force sensor 56. A feedback calculation is performed based on the difference from the transmitted rear wheel actual braking force. Thus, the rear wheel target braking force is corrected.

  The rear wheel target braking force corrected by the rear wheel braking force correcting unit 122 is transmitted to the rear wheel target hydraulic pressure deriving unit 126 included in the automatic braking control unit 115, and the rear wheel target hydraulic pressure deriving unit 126 is stored in the storage unit 85 of the ECU 110. Is used to derive the rear wheel target hydraulic pressure based on the rear wheel target braking force.

  The rear wheel target hydraulic pressure derived by the rear wheel target hydraulic pressure deriving unit 126 is transmitted to the rear wheel hydraulic pressure control unit 132 included in the automatic braking control unit 115, and the rear wheel hydraulic pressure control unit 132 generates the rear wheel target hydraulic pressure. A current of a magnitude that can be generated is derived and applied to the rear wheel brake actuator 106. Accordingly, the rear wheel brake actuator 106 generates a hydraulic pressure, and the rear wheel 7 generates a braking force by the drum brake 35 operating at this hydraulic pressure. The braking force of the rear wheel 7 is a braking force obtained by feeding back the actual braking force of the rear wheel.

  As described above, in the automatic vehicle braking device 100 according to the second embodiment, like the automatic vehicle braking device 2 according to the first embodiment, the passage of a period in which the braking force of the drum brake 35 is unstable at the initial stage of the automatic braking control. Later, control is performed by feedback control that feeds back the actual braking force of the front wheel 6 and the actual braking force of the rear wheel 7.

  Since the automatic vehicle braking device 100 described above is provided so that the hydraulic pressure can be controlled independently by the disc brake 31 and the drum brake 35, the disc brake 31 can be used even when the braking force of the drum brake 35 is unstable. Braking control can be performed by feedback control. That is, by controlling the hydraulic pressure independently by the disc brake 31 and the drum brake 35, only the braking force of the disc brake 31 can be feedback controlled during a period when the braking force of the drum brake 35 is unstable. Therefore, even when the braking force of the drum brake 35 is unstable, the braking force of the disc brake 31 can be stabilized, and the braking force of the front wheels 6 can be stabilized. As a result, the braking stability at the initial stage of braking during automatic braking can be achieved more reliably.

  As described above, the automatic vehicle braking device according to the present invention is useful for a vehicle using both a disc brake and a drum brake, and is particularly suitable for performing automatic braking control.

1 is a schematic view of a vehicle provided with an automatic vehicle braking device according to Embodiment 1 of the present invention. It is a principal part block diagram of the automatic vehicle braking device shown in FIG. It is a block diagram which shows the principal part of the automatic vehicle braking device shown in FIG. 1, and is explanatory drawing of the control of the initial stage of braking by automatic braking control. It is a block diagram which shows the principal part of the automatic vehicle braking device shown in FIG. 1, and is explanatory drawing of the control when automatic braking control is performed for a predetermined period. It is the schematic of the vehicle provided with the automatic vehicle braking device which concerns on Example 2 of this invention. It is a principal part block diagram of the automatic vehicle braking device shown in FIG. It is explanatory drawing of the control of the initial stage of braking in the case of performing automatic braking control with the automatic vehicle braking device according to the second embodiment. It is explanatory drawing of the control after progress of the predetermined period in the case of performing automatic braking control with the automatic vehicle braking device which concerns on Example 2. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 2,100 Automatic vehicle braking device 5 Wheel 6 Front wheel 7 Rear wheel 10 Engine 20 Handle 21 Accelerator pedal 22 Brake pedal 30 Brake 31 Disc brake 35 Drum brake 40 Hydraulic path 45 Brake actuator 51 Accelerator opening sensor 52 Brake stroke sensor 55 Front wheel longitudinal force sensor 56 Rear wheel longitudinal force sensor 60 Radar 70, 110 ECU
71 Processing unit 72 Accelerator opening acquisition unit 73 Brake stroke amount acquisition unit 74 Engine control unit 75 Inter-vehicle distance control unit 76, 115 Automatic braking control unit 77 Braking force correction unit 78 Target hydraulic pressure derivation unit 79 Hydraulic control unit 85 Storage unit 86 On Output unit 105 Brake actuator for front wheel 106 Brake actuator for rear wheel 121 Front wheel braking force correction unit 122 Rear wheel braking force correction unit 125 Front wheel target hydraulic pressure deriving unit 126 Rear wheel target hydraulic pressure deriving unit 131 Front wheel hydraulic pressure control unit 132 Rear wheel hydraulic pressure control unit

Claims (2)

A disc-side wheel that can be braked by a disc brake among a plurality of wheels of the vehicle;
A drum-side wheel that can be braked by a drum brake among the plurality of wheels;
Disc-side wheel braking force detection means capable of detecting the braking force of the disc-side wheel;
Drum side wheel braking force detection means capable of detecting the braking force of the drum side wheel;
When braking the wheels by the disc brake and the drum brake, applied to the disc brake and the drum brake without independent control between the drum brake and the disc brake by controlling by a single control system derives the applied force that can generate the target braking force by, performs automatic braking control for controlling independently of the braking operation by the driver of the vehicle, said drum brake in the brake initial by the automatic braking control During the period when the braking force is unstable, the target braking force is actually controlled by the disc-side wheel by performing feedback control of the applied force only by the detection result of the braking force by the disc-side wheel braking force detecting means. Corrected by the power, the period when the braking force of the drum brake is unstable. Thereafter, feedback control of the applied force is performed by using both the detection result of the braking force by the disc-side wheel braking force detection means and the detection result of the braking force by the drum-side wheel braking force detection means. Automatic braking control means for correcting a target braking force based on the actual braking force of the disk side wheel and the actual braking force of the drum side wheel ;
An automatic vehicle braking device comprising: The automatic vehicle braking device according to claim 1 , wherein the disk-side wheel is provided as a front wheel of the vehicle, and the drum-side wheel is provided as a rear wheel of the vehicle.

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