【正文】 a pulse electrical machinery,procuces frequency and round intensive direct impiementing agency and so on is posed of the solenoid valve and the valve adjustment braking forve,with the aim of maintaining the ideal slipping kind of ABS may guarantee that the slipping rate ideal control,against holds the braking quality to be good,but because increased a velocity radar,there the structure is plex,the cost is also high. Single parameter controlIt take controls wheel39。Three channel braking system,each front wheel has one,two two trailing wheels use in mon solenoid valve has three hydraulic pressure holes,separately applies the brake with the brake master cylinder and the wheel to divide the cylinder to be connected the brake with the brake master cylinder and the wheel to divide the cylinder to be connected,and can realize pressure lifting,pressure maintenance,the pressure drop accent to press the principle of work is as follows:1)Pressurerise when the solenoid valve does not work,the brake master cylinder connection and applies the brake to divide the cylinder connection respectively to go the main spring intensity is big,makes charging valve openning,the brake pressure to increase.2)pressure maintenance,when wheel39。s sensor carries on the putation,the analysis,the enlargement and the distintion,outputs again from thc output stagc thc mand signal thc soloid valvc,carrics out thc brac pressure adjustment electronic control,by four major part is posed,input level A,conteoller B,output stage C,constant voltage and protective device controller by 4101tz frequency actuation solenoid valves,this is the polot is unable to kind of single parameter control mode ABS,because the structure is simple,the cost is low,thereforce the present use is broad.Mostly has provided this kind of single parameter control mode ABS in the American Chrysler custom is loaded with a round fast sensor on passenger vehicle39。s speedup or the deceleration,issues pressurerise or the release of pressure instruction to the solenoid valve,controls applies the brake to divide the cylinder braking force. problems by used the ABS system(1)replaces the brake or the replacement hydraulic pressure braking system part,should arrange only in brake line39。s angular speed is advantageous realizes therefore the load cost is low. This algor hm already drew close maturely for current automobile ABS system universal usebut it by no means best control algorithm. Because under the different state of roads each kind of threshold value and guarantees presses the time is the empirical value which obtains after the repeated test does not have the very explicit theory basistherefore the ABS development39。s robustness to obtain the enhancement.)1s smaller along with the volume the price is cheaper the reliable higher vehicle speedsensor39。s in actuation process yawing stability to change the operation ability and the pickup and so on also has the the future automobile electronic control system toward om multielectronic control unit (ECU) the scatlered independent con 01 to the sole ECU plete bikes control realizes data sharing and the integrated control direction by thenetwork way develops。為了全面滿足制動(dòng)過(guò)程中汽車對(duì)制動(dòng)的要求，使制動(dòng)器制動(dòng)力分配更趨合理。ABS是常規(guī)剎車裝置基礎(chǔ)上的改進(jìn)型技術(shù)，可分為機(jī)械式和電子式兩種。從而獲得最佳制動(dòng)效能的電子裝置。 其中：u——車輪中心的速度；r——沒(méi)有地面制動(dòng)力時(shí)的車輪滾動(dòng)半徑；w——車輪的角速度。ABS正是利用道路與輪胎之間的關(guān)系，強(qiáng)制性地把車輪滑移率控制在臨街穩(wěn)定點(diǎn)SK附近，使路面附著性能得到最充分的發(fā)揮，從而達(dá)到最佳的制動(dòng)效果。目前所采用的主要是邏輯門限控制技術(shù)。由汽車發(fā)表深圳的的基本原理可知，其中的過(guò)程的本質(zhì)問(wèn)題是把車輪的滑移率控制在附著系數(shù)的峰值點(diǎn)Sk，則滑動(dòng)模態(tài)變結(jié)構(gòu)根據(jù)系統(tǒng)當(dāng)時(shí)的狀態(tài)、偏差及其導(dǎo)數(shù)值，在不同的控制區(qū)域，以理想帶開(kāi)關(guān)的方式切換控制量的大小和符號(hào)，以保證系統(tǒng)在滑動(dòng)區(qū)域很小的范圍內(nèi)，狀態(tài)軌跡（S,*S）焉滑動(dòng)換節(jié)曲線滑向控制目標(biāo)（Sk，0）。采用帶修正因子的模糊控制器，把用模糊推理算法形成的控制表概括為一個(gè)解析式：其中α為修正因子，α值的大小直接反映了對(duì)偏差及偏差變化率的加權(quán)程度。此方法預(yù)先對(duì)若干個(gè)控制參數(shù)設(shè)定一些控制極限（門限）值，制動(dòng)時(shí)，根據(jù)計(jì)算的實(shí)時(shí)參數(shù)值與對(duì)應(yīng)門限值的大小關(guān)系，來(lái)判定車輪的運(yùn)動(dòng)狀態(tài)，從而控制調(diào)節(jié)制動(dòng)壓力，以獲取足夠大的制動(dòng)強(qiáng)度和良好的方向穩(wěn)定性。其中滑動(dòng)率是從各輪速信號(hào)按一定邏輯確定汽車的參考速度后，計(jì)算出的參考滑動(dòng)率，與實(shí)際滑動(dòng)率存在著差異。當(dāng)汽車行駛時(shí)，多普勒雷達(dá)天線以一定頻率不斷向地面發(fā)射電磁波，同時(shí)又接收反射回來(lái)的電磁波，測(cè)量汽車?yán)走_(dá)發(fā)射與接收的差值， 便可以準(zhǔn)確計(jì)算出汽車車速。這種ABS 可保證滑移率的理想控制，防抱制動(dòng)性能好，但由于增加了一個(gè)測(cè)速雷達(dá)， 因此結(jié)構(gòu)較復(fù)雜，成本也較高。電磁閥用于車輪制動(dòng)器的壓力調(diào)節(jié)。工作原理如下:1) 升壓在電磁閥不工作時(shí)，制動(dòng)主缸接口和各制動(dòng)分缸接口直通。3) 降壓當(dāng)電磁閥工作時(shí)，支架克服兩個(gè)彈簧的彈力，打開(kāi)卸荷肉使制動(dòng)分缸壓力降低。這種單參數(shù)控制方式的A邸，由于結(jié)構(gòu)簡(jiǎn)單、成本低， 故目前使用較廣。3 ABS使用中注意的問(wèn)題1) 更換制動(dòng)器或更換液壓制動(dòng)系部件后，應(yīng)排凈制動(dòng)管路中的空氣，以免影響制動(dòng)系統(tǒng)的正常工作。4 發(fā)展趨勢(shì)采用邏輯門限值控制算法，可避免一系列繁雜的理論分析和對(duì)一些不確定因素的定量計(jì)量。基于滑動(dòng)率的控制算法容易實(shí)現(xiàn)連續(xù)控制，且有十分明確的理論加以指導(dǎo)，但目前制約其發(fā)展的瓶頸主要是實(shí)現(xiàn)的成本問(wèn)題，根據(jù)我們的研究認(rèn)為，今后ABS 控制算法的發(fā)展方向?qū)⒃谝韵聨追矫妗Ｒ蚨y于建立其精確的數(shù)學(xué)模型，而預(yù)測(cè)控制具有預(yù)測(cè)模型、滾動(dòng)優(yōu)化和反饋校正的基本特性，可根據(jù)某一優(yōu)化指標(biāo)設(shè)計(jì)控制系統(tǒng)，確定一個(gè)控制量的時(shí)間序列，使未來(lái)一段時(shí)間內(nèi)被調(diào)量與經(jīng)過(guò)柔化后的期望軌跡之間的誤差為最小。此時(shí)基于滑動(dòng)率的控制算法就可被重視。未來(lái)汽車電子控制系統(tǒng)將朝著從多電子控制單元CECU) 的分散的獨(dú)立控制向單 ECU 的整車控制，以網(wǎng)絡(luò)的方式實(shí)現(xiàn)數(shù)據(jù)共享和綜合控制的方向發(fā)展。另外。北京:國(guó)防工業(yè)出版社， 199310 Timonty w. Athan, Panos T. Papalambros. Mul ti cri teria Optimization of Anti lockBraking System Control Algori thms. Engineering Optimization, 1996, Vol. 27, 199~22711 高為炳，霍偉. 大系統(tǒng)的穩(wěn)定性，:北京航空航天大學(xué)出版社， 199428 / 29