CN101138980A - Automobile locking-proof controller with agglutination controlling self-learning function - Google Patents

Abstract

An anti-locking controller of the automobile with the functions of adhesion control and self study includes a speed signal shaping module, a microprocessor CPU, a direct current motor, a valve electrical source driving module, a valve driving module, a diagnosis module and a bus level conversion module. The automobile speed signal is transformed a sine wave into digital pulse signal and input the microprocessor CPU by the speed signal shaping module, and the microprocessor CPU figures out relevant physical quantity according to the speed signal to confirm whether the vehicle slips or not, and if certain wheel is judged as being slip, the microprocessor CPU can promptly send a motor driving signal and a valve electrical source signal to the direct current motor and the valve electrical source driving module to start the motor and the valve electrical source, then relevant valve control signal is sent to execute the adhesion control towards the slip wheel; the controller uses an adhesion tracing parameter SP<SUB>f</SUB> to control the adhesion of the braking vehicle and uses a balance parameter SP<SUB>b</SUB> to control the stability of the braking vehicle and uses a anti-impact parameter SP<SUB>c</SUB> to control the comfort of the vehicle.

Description

Automobile anti-lock controller with adhesion control self-learning function

Technical Field

The invention belongs to an automobile electronic control device, in particular to an automobile anti-lock controller with an adhesion control self-learning function.

Background

Automobile ABS has entered a rapid development period after the 80's of the last century. In the development process, ABS develops towards integration, lightening, continuous improvement of control and diagnosis functions, mass production and low cost. With the continuous development of microelectronic technology and modern processing technology, ABS performance is further improved. Regarding the control method, the current ABS control method mainly includes logic threshold control, PID control, sliding state variable structure control, fuzzy control, neural network adaptive control, fuzzy neural network control and robust control. These control methods can basically satisfy the anti-lock control function, but are not good in terms of stability, adhesion utilization, and comfort of the vehicle.

Disclosure of Invention

The invention provides an automobile anti-lock controller with adhesion control self-learning function, which provides a new control method using adhesion tracking parameter (SP) _f ) To control the adhesion of the vehicle during braking, using balance parameters (SP) _b ) For controlling the stability of the vehicle during braking, using anti-Shock Parameters (SP) _c ) To control the comfort of the vehicle.

The automobile speed signal is converted into a digital pulse signal by the speed signal shaping module and then is input into the microprocessorCPU, microprocessor CPU calculates relative physical quantity according to speed signal to determine whether vehicle is sliding, if it is judged that some wheel is sliding, microprocessor CPU immediately sends out motor driving signal and valve power supply driving signal to DC motor and valve power supply driving module to start motor and valve power supply, then sends out corresponding valve control signal to control sliding wheel adhesion, it uses adhesion tracking parameter SP to make adhesion tracking _f To control the systemAdhesion of vehicles in motion, using balance parameter SP _b To control the stability of the vehicle during braking, using the anti-shock parameters SP _c To control the comfort of the vehicle.

The adhesion tracking parameter is used for describing the adhesion utilization state when the vehicle brakes, and is a function of deceleration, slip ratio, speed difference between each wheel speed and reference speed, vehicle speed, and speed difference between calculated speed and reference speed;

it establishes adhesion tracking parameter SP by the following method _f Function of:

setting the adhesion tracking optimal control function SP _fi ＝K _i P _i Wherein, in the step (A),

wherein: a. The _i For each deceleration, K _Ai Is its product factor;

η _i for each wheel slip ratio, K _ηi Is its product factor;

ΔV _i for the difference between the speed of each wheel and the reference speed, K _ΔVi Is its product factor;

V _r for reference speed, K _Vr Is its product factor;

ΔV _r for calculating the speed difference from a reference speed, K _ΔVr Is its product factor;

the control method is that SP is controlled by adjusting the duty ratio of pressure reduction, pressure maintaining and pressure increasing _f The value is within an optimum value range, so that the adhesion of the vehicle is near the maximum adhesion point, the maximum braking force during braking is maintained, and the abrasion of the wheels is effectively prevented.

Such as the automobile anti-lock controller with the adhesion control self-learning function, soUsing the adhesion tracking parameter SP _f The method for controlling the adhesion of a vehicle during braking comprises the following steps,

step one, setting an initial decompression period: setting a primary decompression threshold SP _{f initial pressure reduction} Again decreasing the voltage threshold SP _{f re-decompression} Generally, there is SP _{f initial pressure reduction} ≥SP _{f re-decompression} When the brake is braked and glides for the first time, SP is present _fi ＞SP _{f initial decompression} To find Δ SP _{fi reduction} ＝SP _fi -SP _{f initial pressure reduction} According to empirical formulas

Wherein t is _{i minus} For the decompression time, K _Reducing Is a product factor, T _{r is decreased} Decompressing the electromagnetic coil for the basic response time, thereby obtaining the decompression time;

step two, establishing a decompression adjusting period: after the initial pressure reduction is finished, according to an empirical formula t _{i Bao Suo} ＝T _{Z minus} -t _{i minus} Wherein t is _{i Bao Suo} For the dwell time in the course of pressure reduction, T _{Z minus} A decompression operation cycle; when T is completed _{Z minus} After the time movement, calculate SP again _fi Value, in this case, SP for threshold value is compared _{f re-decompression} The adjusting process is also completed, and the adjustment is periodically carried out;

step three, establishing a pressurization cycle: when SP of calculation _fi Value in SP _{f re-reduction of pressure} Entering a pressurization process when the pressure is lower; setting a boost threshold SP _{f pressure boost} When SP _fi ＞SP _{f pressure boost} Then, Δ SP is obtained _{fi increase} ＝SP _fi -SP _{f pressure boost} According to empirical formulas

Wherein t is _{increase of} For the decompression time, K _Increase Is a product factor, T _{r is increased} Pressurizing the solenoid with a basic response time to obtain a pressurization time, when SP _fi ≤SP _{f pressure boost} When t is _{increase of} ＝T _C WhereinT _C Is a constant;

step four, establishing a pressurization regulation period: after the first pressurization is finished, according to an empirical formula t _{i Bao Zeng} ＝T _{Z increase} -t _{increase of} Wherein t is _{i Bao Zeng} For dwell time in the course of pressure increase, T _{Z increase} A supercharging operation period;when T is completed _{Z is increased} After the time movement, calculate SP again _fi A value, such as if SP _fi ＞SP _{f re-decompression} Enter a decompression adjustment cycle, such as if SP _fi ≤SP _{f re-decompression} Entering a pressurization regulation period, recording the regulation period number of the pressure reduction process, and directly entering a complete pressurization state, namely an unadjusted state, when the pressurization finishes the same regulation period or finishes N (N is a constant number) times of regulation;

sixthly, establishing a self-learning process: when the vehicle has finished a deterioration of the adhesion, and after the regulation of the adhesion recovery, i.e. after the completion of a decompression process and a pressurization process, it is necessary to record the time T of the non-regulated state thereafter _U When T is _U When the frequency of adjustment is too high, which indicates that the adhesion is deteriorated to the adhesion recovery, the braking force given to the brake system by the user is too large, and at this time, the pressure maintaining time of the pressurization adjustment period needs to be increased so as to reduce the frequency of adjustment of the adhesion deterioration to the adhesion recovery, so that the vehicle maintains a better slip rate, which is beneficial to the maximum utilization of the adhesion;

setting a threshold T _{U threshold value} When T is _U ≥T _{U threshold value} At this time, the pressure holding time of the pressure increasing regulation period is not required to be increased, and when T is _U ＜T _{U threshold} To find out DeltaT _U ＝T _{U threshold} -T _U According to an empirical formula: Δ t _{i Bao Zeng} ＝K _{Health-care patch} ΔT _U Where Δ t is _{i Bao Zeng} The amount of increase of the pressure holding time in the pressure boost adjustment process.

As mentioned above, the automobile anti-lock controller with the adhesion control self-learning function utilizes the balance parameter SP _b The method for controlling the stability of the vehicle during braking includes the following methods:

first, establishing a balance parameter SP _b Function: balance parameter SP _b Is a parameter for describing the vehicle side-slip tendency during braking, when the | SP of the vehicle _b If | is large, the vehicle may slide and roll during braking, so the SP is required to be set _b The parameters are controlled within a reasonable range and are functions of the pressurization and depressurization time, and a balance parameter optimal function SP is set _b ＝DT

D＝[d _{Left front} d _{Right front} d _{Left back} d _{Right back} ]

Wherein: d _i Respectively showing the transverse distance from each wheel to the mass center of the vehicle, wherein the left front and the left back are positive, and the right front and the right back are negative;

t _i the pressure regulating time (pressure increase and pressure reduction) in one cycle in the vehicle braking process is accumulated, the pressure reduction is positive, the pressure increase is negative, and the full pressure increase state is zero.

Step two, establishing a stable period: from empirical formulas:obtain an SP _b Current threshold value, when SP _b |≤SP _{b threshold value} Indicating that the vehicle is in a steady state and does not require adjustment;

step three, establishing a regulation period: when | SP _b |＞SP _{b threshold value} In this case, the vehicle may slip or shake, and the decompression time of the vehicle needs to be adjusted, and the adjustment method is as follows:

first, determine Δ SP _b ＝|SP _b |-SP _{b threshold value} When SP _b Positive indicates that the right wheel requires decompression, and negative indicates that the left wheel requires decompression for a period of time：

The automobile anti-lock controller with the adhesion control self-learning function utilizes the anti-impact parameter SP _c The method for controlling the comfort of a vehicle comprises the following steps:

first, establishing an anti-impact parameter SP _c Function: anti-impact parameter SP _c Describing the impact magnitude of the vehicle during braking, the larger the parameter is, the stronger the impact is, otherwise, the smaller the parameter is, the SP is set _c Optimal function

Step two, establishing a stable period: setting a threshold SP _{c threshold value} When SP _c ≤SP _{c threshold value} Indicating that the impact of the vehicle is within the allowable range and not adjusting;

thirdly, establishing a pressurization regulation period: SP _c ＞SP _{c threshold value} Then, Δ SP is obtained _c ＝SP _c -SP _{c threshold value} Then Δ SP _c The compensation amount is compensated to the wheels in the boost adjustment period on average.

When the vehicle is in a slow slip state and a fast slip state, a better slip state is maintained, the adhesion utilization rate is further increased through a self-learning mode, the balance state parameters ensure the balance of the braking force in the anti-lock process, the sideslip phenomenon of the vehicle is effectively prevented, and the impact parameters are prevented, so that the impact caused by the transient pressurization after the adhesion recovery of the vehicle can be effectively prevented; the adhesion utilization rate obtained by the control method is not less than 93%, and the vehicle keeps good stability and comfort.

Drawings

Fig. 1 is a schematic block diagram of the present invention.

Detailed Description

As shown in figure 1, the system comprises a speed signal shaping module, a CPU, a direct current motor and valve power supply driving module, a valve driving and diagnosing module and a bus level conversion module in terms of hardware, and takes a 4-wheel independent anti-lock control system as an example, a four-way speed signal V of an automobile _{Left front} 、V _{Right front} 、V _{Left back} 、V _{Right back} Sine wave is converted into digital pulse signal V 'through speed signal shaping module' _{Left front} 、V′ _{Right front} 、V′ _{Left back} 、 V′ _{Right back} The CPU calculates relative physical quantity according to the speed signal to determine whether the vehicle slides, if it is determined that a certain wheel slides, the CPU immediately sends out a driving control signal to start the motor and the valve power supply, and then sends out a corresponding valve control signal to perform adhesion control on the sliding wheel. The microprocessor CPU is also connected with Can bus and K bus through bus level conversion module, and the activation signal port of the microprocessor CPU is connected with valve driver through a safety moduleThe safety signal input end of the dynamic and diagnostic module is connected, and the monitoring signal input port of the microprocessor CPU is connected with the monitoring signal output end of the motor and the valve power supply.

The adhesion tracking parameter is used to describe the adhesion utilization state when the vehicle is braked, and is a function of deceleration, slip ratio, speed difference between each wheel speed and a reference speed, vehicle speed, and speed difference between a calculated speed and a reference speed.

Setting the adhesion tracking optimal control function SP _fi ＝K _i P _i

Wherein: a. The _i For each deceleration, K _Ai Is its product factor;

η _i for each wheel slip ratio, K _ηi Is its product factor;

ΔV _i for the difference between the speed of each wheel and the reference speed, K _ΔVi Is its product factor;

V _r for reference speed, K _Vr Is its product factor;

ΔV _r for calculating the speed difference from a reference speed, K _ΔVr Is a multiplication factor thereof.

The significance of the control is that the SP is enabled to be controlled by adjusting the duty ratio of pressure reduction, pressure maintaining and pressure increasing _f The value is within an optimal range of values. Therefore, the adhesion of the vehicle is close to the maximum adhesion point, namely, the maximum braking force during braking is kept, and the abrasion of the wheels is effectively prevented.

Setting a primary decompression threshold SP _{f initial pressure reduction} Second decompression threshold SP _{f re-decompression} Generally, there are SPs _{f initial pressure reduction} ≥SP _{f re-reduction of pressure} When the brake is braked and glides for the first time, SP is present _fi ＞SP _{f initial pressure reduction} To findGet Δ SP _{fi reduction} ＝SP _fi -SP _{f initial pressure reduction} According to empirical formula

(where t is _{i minus} For depressurization time, K _Reducing Is a product factor, T _{r is decreased} The solenoid decompression basic response time) to find the decompression time. After the pressure reduction is finished, according to an empirical formula t _{i Bao Suo} ＝T _{Z minus} -t _{i minus} (where t is _{i Bao Suo} For holding the pressure during the pressure-reducing process, T _{Z minus} A decompression operation cycle). When T is completed _{Z minus} After the time movement, calculate SP again _fi Value, this is SP for comparing threshold values _{f re-reduction of pressure} The above adjustment process is also completed, and the above adjustment is periodically performed until SP _fi Value at SP _{f re-decompression} Below, the pressurization process will be entered. Setting up a boostThreshold SP _{f pressure boost} When SP _fi ＞SP _{f pressure boost} Then, Δ SP is obtained _{fi increase} ＝SP _fi -SP _{f pressure boost} According to empirical formulas

(where t is _{increase of} For the decompression time, K _{Increase the} Is a product factor, T _{Gamma ray increasing} Basic response time for solenoid pressurization) to obtain the pressurization time, when SP _fi ≤SP _{f pressure boost} When t is _{increase of} ＝T _C (wherein T is _C Is a constant). After the pressurization is finished, according to an empirical formula t _{i Bao Zeng} ＝T _{Z is increased} -t _{increase of} (wherein t is _{i Bao Zeng} For dwell time in the course of pressure increase, T _{Z is increased} A supercharging operation cycle). When T is completed _{Z increase} After the time movement, calculate SP again _fi A value, such as if SP _fi ＞SP _{f re-decompression} Enter a decompression adjustment cycle, such as if SP _fi ≤SP _{f re-reduction of pressure} And entering a pressurization regulation period, recording the regulation period number of the decompression process, and directly entering a full pressurization state, namely an unregulated state, when the pressurization is completed in the same regulation period or N (N is a constant) times of regulation.

When the vehicle finishes a deterioration of adhesion and a recovery of adhesion, i.e. a decompression process and a pressurization process, the time T of the non-regulated state needs to be recorded _U When T is _U When the frequency of adjustment is too high, indicating deterioration of adhesion to adhesion recovery, indicating too much braking force to be applied by the user to the brake system, it is necessary to increase the dwell time of the boost adjustment cycle in order to reduce the frequency of adjustment of deterioration of adhesion to recovery in order to maintain a better slip ratio for the vehicle, which is advantageous for maximum use of adhesion.

Setting a threshold T _{U threshold} When T is _U ≥T _{U threshold} Without the need to increase the boost regulation periodPressing time when T _U ＜T _{U threshold} To find out DeltaT _U ＝T _{U threshold} -T _U According to empirical formulas: Δ t _{i Bao Zeng} ＝K _{Health-care patch} ΔT _U Where Δ t is _{i Bao Zeng} The amount of increase of the pressure holding time in the pressure boost adjustment process. By such a self-learning mode, adhesion can be maintained at a better level.

Balance parameter SP _b Is a parameter used to describe the vehicle side-slip tendency during braking, when the vehicle's | SP _b When | is larger, the vehicle may sideslip and shake during braking. Therefore, it is necessary to handle SP _b The parameters are controlled to be within a reasonable range. It is a function of the pressurization and depressurization times.

D＝[d _{Left front} d _{Right front} d _{Left back} d _{Right back} ]

Setting a balance parameter optimization function SP _b ＝DT

Wherein: d _i Respectively showing the transverse distance from each wheel to the mass center of the vehicle, wherein the left front and the left back are positive, and the right front and the right back are negative;

t _i the pressure regulation time (pressurization and decompression) in one period in the vehicle braking process is accumulated, the decompression is positive, the pressurization is negative, and the full pressurization state is zero.

From empirical formulas:

obtain an SP _b Current threshold, when SP _b |≤SP _{b threshold value} Indicating that the vehicle is in a steady state and no adjustment is required. When | SP _b |＞SP _{b threshold value} In this case, the vehicle may slip or shake, and the decompression time of the vehicle needs to be adjusted.

First, Δ SP is obtained _b ＝|SP _b |-SP _{b threshold value} When SP _b Positive, indicating that the right wheel requires decompression, and negativeAnd the left wheel needs decompression for the following time:

anti-impact parameter SP _c The impact magnitude of the vehicle is described in the braking process, and the larger the parameter is, the stronger the impact is, and the smaller the impact is. Since the shock is generated mainly due to an excessively fast change in braking force during braking, it is necessary to suppress the excessively fast change in braking force in order to reduce the shock. When the vehicle is coasting, the adhesion state of the vehicle deteriorates, and at this time, rapid decompression is required to restore adhesion, so that it is difficult to limit the speed of decompression in the decompression period, and therefore, impact resistance mainly occurs in the supercharging regulation period.

Setting SP _c Optimal function

Setting a threshold SP _{c threshold value} When SP _c ≤SP _{c threshold value} Indicating that the impact of the vehicle is within the allowable range, SP _c ＞SP _{c threshold value} Then, the Δ SP is obtained _c ＝SP _c -SP _{c threshold value} Then Δ SP is adjusted _c The compensation amount is compensated to the wheels in the boost adjustment period on average.

The control method has the advantages that:

a) When the vehicle is in a slow slip state and a fast slip state, the adhesion tracking parameters can effectively reflect the vehicle slip state, so that the vehicle is ensured to maintain a better slip state;

b) A self-learning mode is introduced in the anti-lock control process, so that the adhesion utilization rate is further increased;

c) In the anti-lock control process, a balance state parameter is introduced, so that the balance of the braking force in the anti-lock process is ensured, and the sideslip phenomenon of the vehicle is effectively prevented;

d) In the middle of the braking process, impact-resistant parameters are introduced, so that impact caused by transient pressurization after the adhesion recovery of the vehicle can be effectively prevented;

e) The adhesion utilization rate obtained by the control method is not less than 93%, and the vehicle keeps good stability and comfort.

The product factor used in the model is obtained through theoretical calculation and experiments; empirical formula, obtained by experimental curve.

Claims (5)

1. An anti-lock controller with adhesion control and self-learning functions for car is composed of speed signal shaping module, microprocessor CPU, DC motor and valve power supply driving module, and valve driving and diagnosing module, and features that the speed signal of car is converted into digital pulse signal by speed signal shaping module and then input to microprocessor CPU, which calculates out relative physical quantity to determine if the car is sliding _f For controlling the adhesion of the vehicle during braking, using a balance parameter SP _b To control the stability of the vehicle during braking, using the anti-shock parameters SP _c To control the comfort of the vehicle.

2. An anti-lock controller for automobiles with adhesion control self-learning function according to claim 1, characterized in that said adhesion tracking parameter is used to describe adhesion utilization state of the vehicle at the time of braking, which is a function of deceleration, slip ratio, speed difference of each wheel speed from the reference speed, vehicle speed, speed difference of calculated speed from the reference speed;it establishes an adhesion tracking parameter SP by the following method _f Function of:

setting the adhesion tracking optimal control function SP _fi ＝K _i P _i Wherein, in the step (A),

wherein: a. The _i For each deceleration, K _Ai Is its product factor;

η _i for each wheel slip ratio, K _ηi Is its product factor;

ΔV _i for the difference between the speed of each wheel and the reference speed, K _ΔVi Is its product factor;

V _r for reference speed, K _Vr Is its product factor;

ΔV _r for calculating the speed difference from a reference speed, K _ΔVr Is its product factor;

the control method is that SP is controlled by adjusting the duty ratio of pressure reduction, pressure maintaining and pressure increasing _f The value is within an optimum value range, so that the adhesion of the vehicle is near the maximum adhesion point, the maximum braking force during braking is maintained, and the abrasion of the wheels is effectively prevented.

3. The anti-lock controller for vehicle with adhesion control self-learning function as claimed in claim 1 or 2, wherein said tracking parameter SP is an adhesion tracking parameter _f The method for controlling the adhesion of a vehicle during braking comprises the following steps,

step one, setting an initial decompression period: setting a primary decompression threshold SP _{f initial pressure reduction} Again decreasing the voltage threshold SP _{f re-decompression} Generally, there is SP _{f initial pressure reduction} ≥SP _{f re-decompression} When braking occurs, first pressure reduction occursAt first, there is SP _fi ＞SP _{f initial pressure reduction} To find Δ SP _{fi reduction} ＝SP _fi -SP _{f initial pressure reduction} According to empirical formula

Wherein t is _{i minus} For the decompression time, K _Reducing Is a product factor, T _{r is decreased} Decompressing the electromagnetic coil for the basic response time, thereby obtaining the decompression time;

step two, establishing a decompression adjusting period: after the initial decompression is finished, according to an empirical formulat _{i Bao Suo} ＝T _{Z minus} -t _{i minus} Wherein t is _{i Bao Suo} For the dwell time in the decompression process, T _{Z minus} A decompression action cycle; when T is completed _{Z minus} After the time movement, calculate SP again _fi Value, at this time, the SP for threshold value is compared _{f re-decompression} The adjusting process is also completed, and the adjustment is periodically carried out;

step three, establishing a pressurization cycle: when SP of calculation _fi Value at SP _{f re-decompression} Entering a pressurizing process when the pressure is lower than the preset pressure; setting a boost threshold SP _{f pressure boost} When SP _fi ＞SP _{f pressure boost} Then, Δ SP is obtained _{fi increase} ＝SP _fi -SP _{f pressure boost} According to empirical formula

Wherein t is _{increase of} For the decompression time, K _Increase Is a product factor, T _{r is increased} Pressurizing the solenoid with a basic response time to obtain a pressurization time, when SP _fi ≤SP _{f pressure boost} When t is _{increase of} ＝T _C Wherein T is _C Is a constant;

step four, establishing a pressurization regulation period: after the first pressurization is finished, according to an empirical formula t _{i Bao Zeng} ＝T _{Z is increased} -t _{increase of} Wherein t is _{i Bao Zeng} For dwell time in the course of pressure increase, T _{Z is increased} A supercharging action period; when T is completed _{Z is increased} After the time movement, calculate SP again _fi A value, such as if SP _fi ＞SP _{f re-decompression} Enter a decompression adjustment cycle, such as if SP _fi ≤SP _{f re-reduction of pressure} Entering a pressurization regulation period, recording the regulation period number of the pressure reduction process, and directly entering a complete pressurization state, namely an unadjusted state, when the pressurization finishes the same regulation period or finishes N (N is a constant number) times of regulation;

sixthly, establishing a self-learning process: when the vehicle finishes a time deterioration of adhesion and a time recovery of adhesion, namely a pressure reduction cycle adjusting process and a pressure increase cycle adjusting process, the time T of an unadjusted state needs to be recorded _U When T is _U When the frequency of adjustment is too high, indicating that the adhesion deteriorates to the adhesion recovery, the braking force applied to the brake system by the user is too high, and at this time, the dwell time of the boost adjustment period needs to be increased so as to reduce the adhesion deterioration to the recovery frequency of adjustment, so that the vehicle maintains a good slip ratio, which is favorable for the maximum utilization of the adhesion;

setting a threshold T _{U threshold} When T is _U ≥T _{U threshold} Without the need to increase the boost regulation periodPressing time when T _U ＜T _{U threshold} To find out DeltaT _U ＝T _{U threshold} -T _U According to empirical formulas: Δ t _{i Bao Zeng} ＝K _{Health-care patch} ΔT _U Where Δ t is _{i Bao Zeng} The dwell time in the pressure boost adjustment process is increased.

4. The anti-lock controller for vehicle with adhesion control and self-learning function as claimed in claim 1 or 2, wherein said balance parameter SP is used _b The method for controlling the stability of the vehicle during braking includes the following methods:

first, establishing a balance parameter SP _b The function is: balance parameter SP _b Is a parameter used to describe the vehicle side-slip tendency during braking, when the vehicle's | SP _b If | is large, the vehicle may slide and roll during braking, so the SP is required to be used _b The parameters are controlled within a reasonable range and are functions of the pressurization and depressurization time, and a balance parameter optimal function SP is set _b ＝DT

D＝[d _{Left front} d _{Right front} d _{Left back} d _{Right back} ]

Wherein: d _i Respectively showing the transverse distance from each wheel to the mass center of the vehicle, wherein the left front and the left back are positive, and the right front and the right back are negative;

t _i the pressure regulating time (pressure increase and pressure reduction) in one cycle in the vehicle braking process is accumulated, the pressure reduction is positive, the pressure increase is negative, and the full pressure increase state is zero.

Step two, establishing a stable period: from empirical formulas:

obtain an SP _b Current threshold value, when SP _b |≤SP _{b threshold value} Indicating that the vehicle is in a steady state and does not require adjustment;

step three, establishing a regulation period: when | SP _b |＞SP _{b threshold value} In this case, the vehicle may slip or shake, and the decompression time of the vehicle needs to be adjusted, and the adjustment method is as follows:

first, determine Δ SP _b ＝|SP _b |-SP _{b threshold value} When SP _b Positive, indicating that the right wheel needs to be depressurized, and negative, the left wheel needs to be depressurized for the time:

5. an anti-lock controller with adhesion control and self-learning functions for automobiles as claimed in claim 1 or 2, wherein said anti-impact parameter SP is utilized _c The method for controlling the comfort of a vehicle includes the following methods:

first, establishing an anti-impact parameter SP _c The function is: anti-impact parameter SP _c Describing the impact magnitude of the vehicle during braking, the larger the parameter is, the stronger the impact is, otherwise, the smaller the parameter is, the SP is set _c Optimal function

Step two, establishing a stable period: setting a threshold SP _{c threshold value} When SP _c ≤SP _{c threshold value} Indicating that the impact of the vehicle is within the allowable range and not adjusting;

step three, establishing a pressurization regulation period: SP _c ＞SP _{c threshold value} Then, Δ SP is obtained _c ＝SP _c -SP _{c threshold value} Then, the Δ SP _c The compensation amount is compensated to the wheels in the boost adjustment period on average.