【正文】 S the secondary control the glide rate is from each wheel fast signal after certain logic determined automobile39。 way handoff control quantity39。wwheel39。 unceasing construction,automobile39。s glide rate,the automatic control function on wheel39。s level. 2. Conrtol technology used by ABS now The ABS control effect is decided control technology[4]which to a great extent uses in the present uses is mainly the logical threshold value control further enhance ABS the performance,but also proposed some based on the glide tate control technology,like the PID control,the glide modality change the srtucture controls,fuzzycontrol and so kind of control approaches the expectation by the different control rule the spot. PID controls The definition expects glide rate S0 and difference of the actual glide rate S for e=SS0,then the PID control rule may be represented as: 西安工程大學(xué)畢業(yè)設(shè)計(jì)英文譯文 3 Therefore,the ABS controller39。s rate of change EC,the output for the brake line flowing tubing head the belt modification factor the fuzzy controller,uses the control list summary which the fuzzy reasoning algorithm forms is an analysis formula: And Alpha is the modification factor,Alpha the value size has reflected directly to 西安工程大學(xué)畢業(yè)設(shè)計(jì)英文譯文 4 the deviation and the debiation rate of change weighting the adjustment modification factor Alpha,may change the control Alpha is big,indicated that is big to deviation39。s braking force again through the solenoid kind tows the fast sensor monly used Doppler velocity the automobile goes the Doppler radar antenna by certain frequency to the earth launching electromagic wave,simultaneously receives the electromagic wave which unceasingly reflects,surveys the automobile radar lanch and the receive differential value,then may calculate the automobile vehicle speed turns the fast sensor to install in the transmission gearbox outer covering,acuates by the transmission gearbox output shaft,it is 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 西安工程大學(xué)畢業(yè)設(shè)計(jì)英文譯文 5 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 control It take controls 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 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 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 thework way develops。 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。 其中： u—— 車輪中心的速度； r—— 沒有地面制動(dòng)力時(shí)的車輪滾動(dòng)半徑； w—— 車輪的角速度。目前所采用的主要是邏輯門限控制技術(shù)。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。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。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。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。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。 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。因而難于建立其精確的數(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)過柔化后的期望軌跡之間的誤差為最小。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 。北京 :國(guó)防工業(yè)出版社， 1993 10 Timonty w. Athan, Panos T. Papalambros. Mul ti cri teria Optimization 西安工程大學(xué)畢業(yè)設(shè)計(jì)英文譯文 14 of Anti lock Braking System Control Algori thms. Engineering Optimization, 1996, Vol. 27, 199~227 11 高為炳，霍偉 . 大系統(tǒng)的穩(wěn)定性，分散控制及動(dòng)態(tài)遞階控制基礎(chǔ) .北京 :北京航空航 天大學(xué)出版社， 1994 西安工程大學(xué)畢業(yè)設(shè)計(jì)英文譯文 15