TWM483197U - Electric-propelled anti-skid braking system and anti-skid brake control device - Google Patents

Description

Electric propulsion anti-skid brake system and anti-skid brake control device

The utility model relates to a brake system and a brake control device for an electric vehicle, in particular to an electric propulsion anti-skid brake system and an anti-skid brake control device.

At present, the brake system used in electric four-wheeled vehicles has two kinds of traditional mechanical drum brakes and traditional mechanical hydraulic brakes. However, when the two brake systems are in a hurry, the tires are easily locked, and the brakes of the vehicle body are caused. Danger. In view of this, there is a research department that applies the anti-lock brake system of the traditional engine car to the electric vehicle. However, since the electric four-wheeled vehicle has no engine, the vacuuming operation of the anti-lock brake system needs to be changed. It is the responsibility of the motor, but because the force of the motor when pumping negative pressure is much less than the pumping pressure of the engine, there will be a delay in pressure relief, and there is a danger of brake failure.

Another traditional switch-type anti-lock brake system separates the power source of the brake master cylinder from the ABS oil pressure regulation power source of the anti-lock brake system. Although it has the anti-locking function, the mechanism is complicated and difficult to maintain, and it is not easy to repair. Control and manufacturing costs are also high.

Therefore, the purpose of the present invention is to provide a means for installation In the electric vehicle, the electric propulsion anti-skid braking system can be smoothly and quickly braked and has a better anti-slip effect.

Another object of the present invention is to provide an electric propulsion anti-skid brake control device for mounting on an electric vehicle, which can control the brake device to smoothly and quickly brake, and has a better anti-slip effect.

Therefore, the novel electric propulsion anti-skid braking system is suitable for being installed in an electric vehicle, the electric vehicle having a front wheel unit and a rear wheel unit, the electric propulsion anti-skid braking system comprising: a braking device and an anti-skid brake control Device. The brake device includes a brake operator operable to output a brake signal, a brake mechanism coupled to the rear wheel unit and drivable to drive the rear wheel unit to decelerate, and a brake mechanism coupled to the brake mechanism A brake motor that can be activated to drive the brake mechanism. The anti-skid brake control device includes a front wheel speed sensor capable of sensing the wheel speed of the front wheel unit and correspondingly outputting a front wheel speed signal, a wheel speed capable of sensing the rear wheel unit, and correspondingly outputting a rear wheel speed signal. a rear wheel speed sensor, and a brake controller, wherein the brake controller is connected to the brake operator, the front wheel speed sensor, the rear wheel speed sensor, and the brake motor, the brake controller Can be triggered by the brake signal, and calculate the slip amount of the electric vehicle according to the front wheel speed signal and the rear wheel speed signal, and according to the slip amount, control the magnitude of the action power for starting the brake motor, when the slip When the difference is less than or equal to a threshold, the operating power is proportional to the size of the brake signal. When the slip amount is greater than the threshold, the operating power is proportional to the magnitude of the braking signal multiplied by a reduced ratio. And the reduction ratio is inversely proportional to the slip amount, and the larger the slip amount, the smaller the reduction ratio.

Therefore, the novel electric propulsion anti-skid brake control device is suitable for being installed in an electric vehicle, and is used for controlling a brake device mounted on one of the electric vehicles, wherein the electric vehicle includes a front wheel unit and a rear wheel unit. The brake device includes a brake operator operable to output a brake signal, a brake motor, and a brake motor mounted between the brake motor and the rear wheel unit and driven by the brake motor to drive the rear wheel unit to decelerate Brake mechanism. The electric propulsion type anti-skid brake control device comprises: a front wheel speed sensor capable of sensing the wheel speed of the front wheel unit and correspondingly outputting a front wheel speed signal, and a wheel speed capable of sensing the rear wheel unit and corresponding outputting a rear wheel speed sensor of the wheel speed signal, and a signal connected to the brake operator, the front wheel speed sensor, the rear wheel speed sensor and the brake controller of the brake motor, the brake controller can be The brake signal is triggered, and the slip amount of the electric vehicle is calculated according to the front wheel speed signal and the rear wheel speed signal, and according to the slip amount, the magnitude of the operating power of the brake motor is controlled, when the slip amount is When the threshold value is less than or equal to a threshold value, the operating power is proportional to the size of the braking signal. When the slip amount is greater than the threshold, the operating power is proportional to the magnitude of the braking signal multiplied by a reduction ratio, and The reduction ratio is inversely proportional to the slip amount, and the larger the slip amount, the smaller the reduction ratio.

The function of the novel: through the structural design of the anti-skid brake control device, the braking force of the braking device can be dynamically adjusted according to the change of the slip between the front wheel unit and the rear wheel unit, and the braking signal can be dynamically adjusted. The car is smooth and fast, no irritating discomfort, and can effectively improve the sliding phenomenon of the electric car during the braking process, and can shorten the braking time and distance. It is an innovative brake control device.

3‧‧‧ brake device

30‧‧‧ brake operator

31‧‧‧ brake mechanism

311‧‧‧Hydraulic pipe unit

312‧‧‧Hydraulic distributor

313‧‧‧ brake calipers

314‧‧‧煞盘盘

32‧‧‧ brake motor

4‧‧‧Anti-skid brake control device

42‧‧‧Front wheel speed sensor

43‧‧‧ Rear wheel speed sensor

44‧‧‧ brake controller

440‧‧‧First Signal Processing Module

441‧‧‧Slip Dynamic Analysis Module

442‧‧‧ Pulse Width Modulation Module

443‧‧‧Second signal processing module

444‧‧‧Switch Module

445‧‧‧Transmission module

800‧‧‧Electronic equipment

900‧‧‧Electric vehicles

901‧‧‧front wheel unit

902‧‧‧ Rear wheel unit

904‧‧‧Vehicle power supply

Other features and effects of the present invention will be apparent from the following description of the drawings. FIG. 1 is a schematic view showing the structure of a preferred embodiment of the electric propulsion anti-skid braking system installed in an electric vehicle; 2 is a functional block diagram of the preferred embodiment; FIG. 3 is a graph showing changes in wheel speed, vehicle speed and slip amount of a brake process of an electric vehicle equipped with a conventional non-return brake system; FIG. 4(A) is a conventional switch installation. The wheel speed, vehicle speed and sliding amount curve of the electric vehicle in the anti-lock brake system at the 10% slip threshold; Figure 4 (B) is the electric motor installed in the new electric propulsion anti-skid braking system Figure 10 (A) is a view similar to Figure 4 (A), showing the 6% slip threshold when the vehicle is at the 10% slip threshold. The curve of wheel speed, vehicle speed and slippage during the braking process; Figure 5 (B) is a view similar to Figure 4 (B), illustrating the wheel speed, speed and slip of the braking process at the 6% slip threshold The amount change curve; and Fig. 6(A) is a view similar to Fig. 4(A), illustrating the 3% slip threshold Fig. 6(B) is a view similar to Fig. 4(B), showing the wheel speed, vehicle speed and slippage of the braking process at the 3% slip threshold. Change graph.

As shown in FIGS. 1 and 2, a preferred embodiment of the present electric propulsion anti-skid braking system is suitable for installation in an electric vehicle 900, in this embodiment. The electric vehicle 900 is a four-wheel electric vehicle 900 having a front wheel unit 901 and a rear wheel unit 902. The front wheel unit 901 and the rear wheel unit 902 each have a two-wheel body, but when implemented, the electric vehicle 900 can also It is a two-wheeled electric vehicle, and the front wheel unit 901 and the rear wheel unit 902 respectively have one wheel body, and the type of the electric vehicle 900 is not limited to the number of the above-mentioned wheel bodies.

The electric propulsion anti-skid braking system includes a braking device 3 mounted on the electric vehicle 900 and coupled to the rear wheel unit 902, and an anti-skid braking control device 4 mounted on the electric vehicle 900 and connected to the braking device 3 .

The brake device 3 includes a brake operator 30 operable to brake, a brake mechanism 31 coupled to the rear wheel unit 902, and a brake motor 32 coupled to the brake mechanism 31. The brake operator 30 is an electronic brake that generates a relative size of the brake signal (μ) depending on the magnitude of its change in operation. In the present embodiment, the brake operator 30 is a brake pedal type that can be stepped on, and the larger the pedaling amplitude is, the larger the brake signal (μ) is, but in practice, the brake operator 30 can also be provided. The hand grip type of the hand grip operation is not limited to the above types. The brake motor 32 can be activated to drive the brake mechanism 31 to operate, and the brake mechanism 31 can be driven to drive the rear wheel unit 902 to decelerate.

In the present embodiment, the brake mechanism 31 includes a hydraulic pipe unit 311, an oil pressure distributor 312, two brake calipers 313 respectively mounted to the rear wheel unit 902, and two brake calipers 313 respectively mounted on the brake calipers 313. After the conventional brake component such as the disc 314, the brake motor 32 can drive the hydraulic pipeline unit 311 and the hydraulic distributor 312 to transport the brake oil to the brakes. The caliper 313, in turn, pushes the brake calipers 313 to squeeze the brake discs 314 to create a braking action. Since the brake mechanism 31 has many types and is not the focus of the present invention, it will not be described in detail, and is not limited to the above-mentioned structure types.

The anti-skid brake control device 4 includes a wheel speed sensor 42 mounted on the front wheel unit 901, a wheel speed sensor 43 mounted on the rear wheel unit 902, and a signal connected to the brake operator 30. The front wheel speed sensor 42, the rear wheel speed sensor 43 and the brake controller 44 of the brake motor 32.

The front wheel speed sensor 42 can sense the wheel speed of the front wheel unit 901 and correspondingly output a front wheel speed signal (V ₁ ). The rear wheel speed sensor 43 can sense the wheel speed of the rear wheel unit 902 and correspondingly output a rear wheel speed signal (V ₂ ). Since the front wheel speed sensor 42 and the rear wheel speed sensor 43 are both conventional components and of various types, they will not be described in detail.

The brake controller 44 can be triggered by the brake signal to receive and analyze the brake signal (μ), the front wheel speed signal (V ₁ ) and the rear wheel speed signal (V ₂ ), and control the brake motor 32 according to the analysis result. The action is taken to control the braking mode of the brake device 3 as a whole.

The brake controller 44 includes a first signal processing module 440, a non-slip dynamic analysis module 441, a pulse width modulation module 442, a second signal processing module 443, a switch module 444, and a transmission. Module 445.

The first signal processing module 440 can perform common signal processing such as filtering the brake signal, the front wheel speed signal (V ₁ ) and the rear wheel speed signal (V ₂ ), and transmit the processed signal to the signal signal. Anti-skid dynamic analysis module 441. The anti-skid dynamic analysis module 441 can receive the front wheel speed signal (V ₁ ) and the rear wheel speed signal (V ₂ ) processed by the first signal processing module 440, and analyze the electric vehicle 900 during the braking process. The slip amount (λ) in the middle, and thereby modulating the brake signal (μ), and correspondingly outputting a brake command (γ). The anti-skid dynamic analysis module 441 can calculate the slip amount (λ) (%) of the electric vehicle 900 according to (Formula 1).

λ (%)=(( V ₁ - V ₂ )/ V ₁ )×100% (Equation 1)

The anti-skid dynamic analysis module 441 is further provided with a threshold (ε) for comparing the slip amount (λ), and a minimum threshold for comparing the size of the brake signal (μ). When the brake signal (μ) is less than the minimum threshold value, it is determined that the brake operator 30 is not operated and the brake signal (μ) is regarded as zero. When the brake signal (μ) is greater than or equal to the minimum threshold value, the output brake command (γ) is determined according to the slip amount (λ). When the slip amount (λ) is less than or equal to the threshold (ε), the anti-skid dynamic analysis module 441 directly uses the brake signal (μ) as the braking command (γ), and the braking command (μ) Transmitted to the pulse width modulation module 442; when the slip amount (λ) is greater than the threshold (ε), the anti-skid dynamic analysis module 441 reduces the brake signal (μ) according to (Formula 2), That is, the braking signal (μ) is multiplied by a reduction ratio as a braking command (γ) and output to the pulse width modulation module 442, and the reduction ratio is the threshold (ε) and the slip amount (λ). The ratio of the reduction is inversely proportional to the amount of slip. Therefore, the larger the slip amount (λ), the smaller the reduction ratio, and the smaller the brake command (γ) output.

γ = μ ( ε / λ ) (Equation 2)

In this embodiment, the brake signal (μ) is a voltage signal. The minimum threshold value is 0.75V, but the implementation is not limited thereto, and the minimum threshold value suitable for setting can be adjusted according to different brake operators 30.

The transmission module 445 is connected to the anti-slip dynamic analysis module 441, and can be connected to an electronic device 800 for signal connection, for example, for a computer signal connection, for the electronic device 800 to change and set the anti-slip dynamic analysis module 441. Various parameters, such as the threshold and the minimum threshold, are available for inputting the analog driving signal, the front wheel speed signal and the rear wheel speed signal for the simulation test.

The pulse width modulation module 442 converts the received braking command (γ) into a pulse-width modulation (PWM) output, and the pulse is modulated according to the braking command (γ) size. Wide duty cycle (duty cycle) (%). When the brake command (γ) is equal to zero, it means no brake signal, so the duty cycle is 0%; when the brake command (γ) is greater than zero, the duty cycle is greater than 0%, but less than or equal to 100%, and the brake command is larger The work cycle is bigger. According to the description of the foregoing paragraphs, when the slip amount is greater than the threshold, the braking command is equal to the braking signal multiplied by the reduction ratio, which is inversely proportional to the sliding amount, and the pulse width modulation is opposite. The duty cycle of the signal is inversely proportional to the amount of slip. The larger the slip amount, the smaller the brake command and the smaller the duty cycle.

The second signal processing module 443 performs signal processing on the pulse width modulation signal outputted by the pulse width modulation module 442, and then transmits the pulse width modulation signal to the switch module 444 for driving the switch module 444 to be alternately turned on. The signal processing includes filtering, signal amplification processing, and the like, but is not limited thereto. In this embodiment, the second signal processing module 443 utilizes an optical coupler. The amplification processing of the pulse width modulation signal is performed in a manner that the second signal processing module 443 performs signal processing on the pulse width modulation signal, and therefore is not described in detail, and is not limited to the above manner.

The switch module 444 is connected to the brake motor 32 and Between the vehicle power supply 904, a power module capable of receiving high-frequency signal action, and being driven by the second signal processing module 443 to output a pulse width modulation signal, during the duty cycle of the pulse width modulation signal It is triggered to be turned on (ON), and then alternately turned ON and OFF according to the pulse width modulation signal, and the vehicle power source 904 and the brake motor 32 are alternately turned on.

In general, since the bandwidth of the brake motor 32 is very low, for example, about 15 Hz, the pulse width modulation signal frequency is much larger than the braking motor 32 bandwidth, for example, 20 k Hz. Therefore, the brake motor 32 will have a high frequency. The signal of the signal is averaged, and the operating power when the brake motor 32 is driven is equal to the duty ratio of the vehicle power source 904 multiplied by the duty cycle of the pulse width modulation signal, for example, the cross voltage of the vehicle power source 904 is 24V, and the When the duty cycle is 50%, the brake motor 32 will operate at 12V power, so the switch module 444 can control the operating power of the brake motor 32 according to the working cycle of the high-frequency pulse width modulation signal, thereby controlling the brake. The motor 32 drives the brake force generated by the brake mechanism 31.

That is, the brake controller 44 can calculate the slip amount of the electric vehicle 900 based on the front wheel speed signal and the rear wheel speed signal, and control the operation power of the brake motor 32 to be activated according to the slip amount. When the slip amount is less than or equal to the threshold, the duty cycle of the pulse width modulation signal is proportional to the size of the brake signal, so the operating power of the brake motor 32 It will be proportional to the size of the brake signal. The larger the brake signal is, the larger the brake force generated by the brake motor 32 is. When the slip amount is greater than the threshold, the duty cycle of the pulse width modulation signal is proportional to the magnitude of the braking signal multiplied by a reduction ratio, the reduction ratio being equal to the threshold value and the slip amount The ratio (ε/λ), so the reduction ratio is inversely proportional to the slip amount, and the operating power of the brake motor 32 is also inversely proportional to the slip amount, and the smaller the slip amount (λ), the reduction ratio The smaller the duty cycle of the pulse width modulation signal is, the smaller the operating power of the brake motor 32 is, and the smaller the braking force generated by the braking mechanism 31 is.

In addition, the brake controller 44 dynamically analyzes the slip amount according to the front wheel speed signal and the rear wheel speed signal during the braking process, and dynamically adjusts the braking command according to the braking signal change, thereby modulating the pulse. The duty cycle of the wide-adjusted signal is adjusted, and the braking force generated by the braking device 3 is dynamically adjusted in real time.

When the electric electric propulsion anti-skid braking system is used, when the electric vehicle 900 driver begins to step on the braking operator 30 to perform braking, the braking operator 30 immediately outputs a driving signal, and at the same time, the anti-skid dynamic analysis module The group 441 is triggered by the brake signal to start determining whether the brake signal is greater than the minimum threshold.

When the brake signal is greater than the minimum threshold, the anti-skid dynamic analysis module 441 determines the current slip amount of the electric vehicle 900 based on the front wheel speed signal and the rear wheel speed signal. When the slip amount is greater than the threshold, it indicates that the wheel speed difference between the front wheel unit 901 and the rear wheel unit 902 of the electric vehicle 900 is large, and the vehicle has a large sliding state, and the brake signal is generated. The ratio of the threshold value to the slip amount is multiplied to output the brake command to the pulse width modulation module 442. At this time, the pulse width modulation module 442 outputs the pulse width modulation signal. The cycle is relatively small, so that the brake motor 32 operates with a small operating power, so that the braking mechanism generated by the braking mechanism 31 is small, and the first rear wheel unit 902 of the electric vehicle 900 can be slowed down by the pioneer. At the same time, the large wheel speed difference between the front wheel unit 901 and the rear wheel unit 902 is avoided to cause a large sliding situation.

During the braking process, the slip amount will gradually become smaller, and when the brake operator 30 is gradually stepped larger, the brake signal is relatively larger, so the brake command transmitted to the pulse width modulation module 442 is The working cycle of the pulse width modulation signal is gradually increased, and the braking force generated by the braking device 3 is relatively increased, thereby dynamically adjusting and controlling the braking force generated by the braking device 3.

When the slip amount is less than or equal to the threshold, it indicates that the wheel speed difference between the front wheel unit 901 and the rear wheel unit 902 is less than a certain degree, and the sliding range of the electric vehicle 900 is reduced. At this time, the brake signal is directly used as The brake command is output to the pulse width modulation module 442, and the brake command is no longer affected by the slip amount. Therefore, in the case of the same brake signal size, the duty cycle of the pulse width modulation signal is relatively large, so that the duty cycle of the pulse width modulation signal is relatively large. The braking power of the brake motor 32 is relatively increased, and the braking mechanism 31 can be driven to generate a large braking force, so that the electric vehicle 900 can quickly stop braking.

With the brake design of the anti-skid brake control device 4, the brake signal can be reduced to the reduction ratio as a brake command in the initial stage of the brake of the electric vehicle 900 with a high speed and a large slip amount, and the brake device 3 can be driven. The braking is carried out with a relatively small braking force to avoid excessive sliding of the electric vehicle, and as the slip amount is reduced, the braking command is dynamically increased in proportion, and the braking force generated by the braking device 3 is relatively increased. Then, when the slip amount is less than or equal to the threshold, the brake signal is directly used as a brake command to adjust the duty cycle of the pulse width modulation signal, and the brake device can be driven under the same brake signal size. 3 A large braking force is generated, so as to drive the electric vehicle 900 to smoothly ride the vehicle in a short time, and the problem of the sliding of the vehicle body caused by the locking of the wheel brake can not be improved, and the impatience of the impatience can be obviously improved.

The following is the actual comparison between the installation of the new electric propulsion anti-skid braking system, the conventional switching anti-lock braking system, and the braking effect of the conventional non-return braking system electric vehicle 900. When testing, it is drying asphalt. The road surface is carried out, and the electric vehicles 900 are braked to a complete stop from the vehicle speed of 11 m/sec (40 km/hr), and the slip amount and the braking distance of the three brake systems are evaluated, and the electric propulsion anti-skid braking system is adopted. Compared with the traditional switched anti-lock brake system, the braking effect is different at different slip thresholds (10%, 6%, 3%).

Referring to Table 1 and Figure 3 to Figure 6, the slip area of the conventional non-return brake system is much larger than the slip area of the new type. The slip area of the conventional switch type anti-lock brake system is larger than this. The new slip area, in addition, the traditional non-return brake system and the traditional switch anti-lock brake system are also greater than the brake distance of the new type. It can be seen that the present invention can not only cause the electric vehicle 900 to slide in the braking process, but also requires a shorter braking distance, and the electric vehicle can be used in a shorter time. 900 stop and stop.

In summary, through the structural design of the anti-skid brake control device 4, the change in the slip amount between the front wheel unit 901 and the rear wheel unit 902 and the brake signal can be started from the start of the operation of the brake operator 30. The change, the instantaneous dynamic control is used to control the working period of the high-frequency pulse width modulation signal of the switch module 444 being turned on (ON) and turned off (OFF), and the pulse width can be made at the initial stage of the brake with a large slip amount. The duty cycle of the modulation signal is small, which drives the braking device 3 to generate a small braking force, and when the sliding amount is less than the set threshold, the working cycle is relatively increased under the same braking signal to drive the braking device. 3 By braking with a large braking force, the whole electric vehicle 900 can be smoothly and quickly braked without an impatient discomfort, and the experiment proves that the electric vehicle 900 can be effectively improved. The sliding phenomenon during the braking process and shortening the braking time and distance are an innovative braking control device, which helps to improve the safety and quality of the electric vehicle 900, and is quite convenient and practical. Therefore, it is indeed possible to achieve the purpose of the present invention.

However, the above is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention, that is, the simple equivalent changes and modifications made in accordance with the scope of the present patent application and the contents of the patent specification, All remain within the scope of this new patent.

3‧‧‧ brake device

30‧‧‧ brake operator

31‧‧‧ brake mechanism

32‧‧‧ brake motor

4‧‧‧Anti-skid brake control device

42‧‧‧Front wheel speed sensor

43‧‧‧ Rear wheel speed sensor

44‧‧‧ brake controller

440‧‧‧First Signal Processing Module

441‧‧‧Slip Dynamic Analysis Module

442‧‧‧ Pulse Width Modulation Module

443‧‧‧Second signal processing module

444‧‧‧Switch Module

445‧‧‧Transmission module

800‧‧‧Electronic equipment

904‧‧‧Vehicle power supply

Claims (10)

An electric propulsion anti-skid braking system suitable for being mounted on an electric vehicle, the electric vehicle having a front wheel unit and a rear wheel unit, the electric propulsion anti-skid braking system comprising: a braking device comprising an operable output corresponding to a brake operator of a vehicle signal, a brake mechanism coupled to the rear wheel unit and drivable to drive the rear wheel unit to decelerate, and a brake coupled to the brake mechanism and capable of being activated to drive the brake mechanism a motor; and an anti-skid brake control device comprising a front wheel speed sensor capable of sensing a wheel speed of the front wheel unit and correspondingly outputting a front wheel speed signal, and a wheel speed capable of sensing the rear wheel unit and corresponding output a rear wheel speed sensor of the wheel speed signal, and a brake controller, wherein the brake controller is connected to the brake operator, the front wheel speed sensor, the rear wheel speed sensor, and the brake motor, The brake controller can be triggered by the brake signal, and the slip amount of the electric vehicle is calculated according to the front wheel speed signal and the rear wheel speed signal, and according to the slip amount, the control is started. The magnitude of the operating power of the vehicle motor. When the slip amount is less than or equal to a threshold, the operating power is proportional to the size of the braking signal. When the slip amount is greater than a threshold, the operating power is related to the braking signal. The size is multiplied by a reduced ratio, and the reduction ratio is inversely proportional to the slip amount. The larger the slip amount, the smaller the reduction ratio. The electric propulsion anti-skid braking system of claim 1, wherein the braking controller comprises a non-slip dynamic analysis module, a pulse width modulation module, a second signal processing module, and a switch module. Anti-skid dynamic analysis The module calculates the slip amount according to the front wheel speed signal and the rear wheel speed signal, and outputs a braking command. When the slip amount is less than or equal to the threshold, the braking command is equal to the braking signal, and When the slip amount is greater than the threshold, the reduction ratio is equal to the ratio of the threshold to the slip amount, and the brake command is equal to the brake signal multiplied by the reduction ratio, and the pulse width modulation module can be based on the brake command The size, the modulation output is a pulse width modulation signal, and the larger the braking command is, the larger the working period of the pulse width modulation signal is, the second signal processing module can enlarge the pulse width modulation signal and output the signal. In order to drive the opening and closing of the switch module, the switch module is connected to the brake motor, and can be driven by the pulse width modulation signal to be energized to start the brake motor, and according to the pulse width modulation signal The working cycle size changes the operating power of the brake motor. The electric propulsion type anti-skid braking system of claim 2, wherein the braking controller further comprises a first signal processing module, wherein the first signal processing module can be the braking signal, the front wheel speed signal and the rear wheel The speed signal is filtered, and the processed braking signal, the front wheel speed signal and the rear wheel speed signal are transmitted to the anti-skid dynamic analysis module. The electric propulsion type anti-skid braking system of claim 2, wherein the anti-skid dynamic analysis module can drive the pulse width modulation module to adjust the pulse width modulation signal when the braking signal is less than a minimum threshold value The duty cycle is reset to zero, and when the brake signal is greater than or equal to the minimum threshold value, the brake command is output correspondingly. The electric propulsion anti-skid braking system of claim 2, wherein the brake controller further comprises a signal connected to the anti-skid dynamic analysis module, and A transmission module that can be connected to transmit data. An electric propulsion type anti-skid brake control device is suitable for being mounted on an electric vehicle for controlling a brake device mounted on one of the electric vehicles, wherein the electric vehicle includes a front wheel unit and a rear wheel unit, and the brake device includes a brake operator operable to output a brake signal, a brake motor, and a brake mechanism mounted between the brake motor and the rear wheel unit and drivable by the brake motor to drive the rear wheel unit to decelerate, The electric propulsion anti-skid brake control device comprises: a front wheel speed sensor capable of sensing the wheel speed of the front wheel unit and correspondingly outputting a front wheel speed signal; and a rear wheel speed sensor for sensing the rear wheel unit a wheel speed, corresponding to outputting a rear wheel speed signal; and a brake controller, the signal is connected to the brake operator, the front wheel speed sensor, the rear wheel speed sensor, and the brake motor, the brake controller The brake signal can be triggered by the brake signal, and the slip amount of the electric vehicle is calculated according to the front wheel speed signal and the rear wheel speed signal, and the action of starting the brake motor is controlled according to the slip amount. The magnitude of the force, when the slip amount is less than or equal to a threshold, the action power is proportional to the size of the brake signal, and when the slip amount is greater than a threshold, the action power is multiplied by the brake signal by a reduction The size after the ratio is proportional, and the reduction ratio is inversely proportional to the slip amount, and the larger the slip amount, the smaller the reduction ratio. The electric propulsion type anti-skid brake control device according to claim 6, wherein the brake controller comprises a non-slip dynamic analysis module, a pulse width modulation module, a second signal processing module, and a switch module. , the anti-skid dynamics The analysis module can calculate the slip amount according to the front wheel speed signal and the rear wheel speed signal, and output a brake command. When the slip amount is less than or equal to the threshold, the brake command is equal to the brake signal, and When the slip amount is greater than the threshold, the reduction ratio is equal to the ratio of the threshold to the slip amount, and the brake command is equal to the brake signal multiplied by the reduction ratio, and the pulse width modulation module can be based on the brake The size of the command is modulated, and the pulse width modulation signal is modulated, and the larger the braking command is, the larger the working period of the pulse width modulation signal is, and the second signal processing module can enlarge the pulse width modulation signal. Outputting to drive the opening and closing of the switch module, the switch module is connected to the brake motor, can be driven by the pulse width modulation signal to be energized to start the brake motor, and according to the pulse width modulation signal The working cycle size adjusts the operating power of the brake motor. The electric push-type anti-skid brake control device of claim 7, wherein the brake controller further comprises a first signal processing module, wherein the first signal processing module can detect the brake signal, the front wheel speed signal and the rear The wheel speed signal is filtered, and the processed brake signal, the front wheel speed signal and the rear wheel speed signal are transmitted to the anti-skid dynamic analysis module. The electric propulsion type anti-skid brake control device according to claim 7, wherein the anti-skid dynamic analysis module can drive the pulse width modulation module to zero the duty cycle when the brake signal is less than a minimum threshold value, and When the brake signal is greater than the minimum threshold, the brake command is output. The electric propulsion type anti-skid brake control device according to claim 7, wherein the brake controller further comprises a transmission module that is connected to the anti-slip dynamic analysis module and can be connected by a signal to transmit data.