毕业论文----汽车防抱死制动系统的建模与仿真(含开题报告 中英文翻译)
汽车防抱死制动系统的设计—毕业设计论文
目录摘要 (2)绪论 (2)一 ABS的简介 (3)1.发展历程 (3)2.基础知识 (3)二 ABS的应用 (5)1.系统组成 (5)2.工作原理 (7)3.ABS的优点及其局限性 (11)4.ABS的注意事项 (12)四 ABS的发展方向 (13)1.采用现代控制理论和方法完善ABS技术性能 (13)2.提高系统的集成度，低成本化 (14)3.增强ABS控制器的功能，扩大使用范围 (14)4.提高总线技术在ABS系统上的应用 (14)5.向电子制动控制方向发展 (14)五结论 (15)参考文献 (16)汽车防抱死制动系统的设计【摘要】本篇论文从组成以及工作原理为主要出发点，介绍了汽车领域的一项重要技术——汽车防抱死制动控制系统(ABS)，它是在传统制动系统的基础上采用智能控制技术, 在制动时自动调节制动力防止车轮抱死,充分利用道路附着力,提高制动方向稳定性和操纵稳定性,从而获得最大制动力且缩短制动距离,尽可能地避免交通事故发生的安全装置。
它采用基于车轮滑移率的防抱控制理论,根据车速、轮速来计算车轮滑移率，把滑移率控制在理想的范围内，以获得最大的地面制动力，使得汽车在最短的时间内减速直至停止。
关键词ABS 滑移率制动安全绪论在汽车进行紧急制动时，如果车轮抱死滑移，车轮与路面间的侧向附着力将完全消失。
如果只是前轮(转向轮)制动到抱死滑移而后轮还在滚动，汽车将失去转向能力。
如果只是后轮制动到抱死滑移而前轮还在滚动，即使受到不大的侧向干扰力，汽车也将产生侧滑(甩尾)现象。
这些都极易造成严重的交通事故。
汽车在制动时不希望车并轮制动到抱死滑移，而是希望车轮制动到边滚边滑的状态。
因此，为提高行车安全性，人们就开始想做出一种系统，使得汽车在紧急制动时车轮不会抱死，于是汽车制动防抱死系统,ABS系统开始受到人们的关注。
ABS技术早在20世纪二三十年代就有专利发布，但在汽车上广泛使用却是近20多年来的事。
在汽车技术发展史上，还没有那一项专利技术像制动防抱死装置那样历经了如此漫长的岁月。
汽车防抱死制动系统(abs)论文_毕业论文
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汽车的防抱死制动系统毕业论文正文
第一章汽车的防抱死制动系统概述防抱死制动系统是利用阀体内的一个橡胶气囊，在踩下刹车时，给予刹车油压力，充斥到ABS的阀体中，此时气囊利用中间的空气隔层将压力返回，使车轮避过锁死点。
当车轮即将到达下一个锁死点时，刹车油的压力使得气囊重复作用，如此在一秒钟内可作用60~120次，相当于不停地刹车、放松，即相似于机械的“点刹’。
因此，ABS防抑死系统，能避免在紧急刹车时方向失控及车轮侧滑，使车轮在刹车时不被锁死，不让轮胎在一个点上与地面摩擦，从而加大摩擦力，使刹车效率达到90%以上，同时还能减少刹车消耗，延长刹车轮鼓、碟片和轮胎两倍的使用寿命。
装有ABS的车辆在干柏油路、雨天、雪天等路面防滑性能分别达到80%—90%、30%—10%、15%—20%。
普通制动系统在湿滑路面上制动，或在紧急制动的时候，车轮容易因制动力超过轮胎与地面的摩擦力而完全抱死。
1.1防抱死制动系的功用制动性能是汽车主要性能之一，它关系到行车安全性。
评价一辆汽车的制动性能最基本的指标是制动加速度、制动距离、制动时间及制动时方向的稳定性。
制动时方向的稳定性，是指汽车制动时仍能按指定的方向的轨迹行驶。
如果因为汽车的紧急制动（尤其是高速行驶时）而使车轮完全抱死，那是非常危险的。
若前轮抱死，将使汽车失去转向能力；若后轮抱死，将会出现甩尾或调头（跑偏、侧滑）尤其在路面湿滑的情况下，对行车安全造成极大的危害。
汽车的制动力取决于制动器的摩擦力，但能使汽车制动减速的制动力，还受地面附着系数的制约。
当制动器产生的制动力增大到一定值时，汽车轮胎将在地面上出现滑移。
其滑移率δ＝(V-v)/V×100％式中：δ--滑移率；V--汽车的理论速度；v--汽车的实际速度。
据试验证实，当车轮滑移率δ＝15％一20％时附着系数达到最大值，因此，为了取得最佳的制动效果，一定要控制其滑移率在15％～20％范围内。
ABS的功能即在车轮将要抱死时，降低制动力，而当车轮不会抱死时又增加制动力，如此反复动作，使制动效果最佳。
汽车防抱死制动系统设计论文1
摘要防抱死制动控制系统（ABS）是在传统制动系统的基础上采用智能控制技术，在制动时自动调节制动力防止车轮抱死，充分利用道路附着力，提高制动方向稳定性和操纵稳定性，从而获得最大制动力且缩短制动距离，尽可能地避免交通事故发生的机电一体化安全装置。
本文根据防抱死制动控制系统的工作原理，使用汽车单轮运动的力学模型,分析了制动过程中的运动情况。
采用基于车轮滑移率的防抱控制理论，根据车速、轮速来计算车轮滑移率。
以MSP430F149单片机为核心，完成了输入电路、输出驱动电路及故障诊断等电路设计，阐述了ABS系统软件各功能模块的设计思想和实现方法，完成了ABS检测软件、控制软件的设计。
课题所完成的汽车防抱死制动控制系统己通过模拟试验台的基本性能试验，结果表明：汽车防抱死制动控制系统的硬件电路设计合理可行，软件所采用的控制策略正确、有效，系统运行稳定可靠，改善了汽车制动系统性能，基本能够满足汽车安全制动的需要。
本文对汽车防抱死制动系统进行了数学建模，并在Matlab/Simulink 的环境下，对汽车常规制动系统和基于 PID 控制器的防抱死制动系统的制动过程进行了仿真，通过对比分析，验证了基于PID 控制器的汽车防抱死制动系统具有良好的制动性能和方向操纵性。
关键词：防抱死制动系统（ABS）；滑移率；控制策略；单片机；建模；仿真；第一章绪论1.1 防抱死制动系统概述1.1.1 防抱死制动系统的产生当汽车以较高的车速在表面潮湿或有冰雪的路面上紧急制动时，很可能会出现这样一些危险的情况：车尾在制动的过程中偏离行进的方向，严重的时候会出现汽车旋转掉头，汽车失去方向稳定性，这种现象称为侧滑；另一种情况是在制动过程中驾驶员控制不了汽车的行驶方向，即汽车失去方向可操纵性，若在弯道制动，汽车会沿路边滑出或闯入对面车道，即便是直线制动，也会因为失去对方向的控制而无法避让对面的障碍物。
产生这些危险状况的原因在于汽车的车轮在制动过程中产生抱死现象，此时，车轮相对于路面的运动不再是滚动，而是滑动，路面作用在轮胎上的侧滑摩擦力和纵向制动力变得很小，路面越滑，车轮越容易出现抱死现象；同时汽车制动的初速度越高，车轮抱死所产生的危险性也越大。
汽车防抱死系统中英文对照外文翻译文献
中英文对照外文翻译文献(文档含英文原文和中文翻译)The anti lock braking system (ABS) analysisAbstract: Automobile anti lock braking technology is a mature technology. Equipped with an anti lock system (ABS) of the vehicle under various driving conditions especially when braking, emergency braking, can not only utilize the potential of adhesion between tire and road surface, improve the anti sliding stability of the riding direction, keep the steering operation, but also can give full play to the braking efficiency, shorten braking distance, improve safety this paper mainly introduces the performance of vehicle anti lock braking system of automobile wheel (ABS) analysis of the definition, structure and working principle, composition and principle of the electronic control part and ABS system, wheel speed sensor, hydraulic control components and principle of device. It introduces the anti lock system (ABS) fault light in the ABS, ABS know the use and maintenance of. By the wheel anti lock braking system (ABS) based to introduce its working principle, the analysis of the working principle of ABS control device is introduced.Key words:ABS; system; composition; principle; controlOne、wheel anti lock braking system (ABS)1.1 wheel anti lock braking system (ABS) technology is introducedIn early twentieth Century, people began to study the anti lock braking technology. Began to apply to the aircraft and railway, until the late 50's, ABS technology began to be used in the car. The core idea is to avoid making the same as the power switch, the hydraulic system power control in zero or the biggest, but according to the speed of the wheel, to control the hydraulic pressure, so that the braking performance to get the maximum improvement.First, a wheel speed sensor is measured with a wheel or a drive shaft to rotate the tooth number of the sensing gear, and the frequency and the wheel speed are proportional to the AC signal. The AC signal of the wheel speed sensor is fed into an electronic controller. The electronic controller calculates the speed of the wheel, the speed of the wheel, the speed of the wheel, and the speed of the vehicle. The pressure regulator pump installed in the brake master pump and brake system, receive controller instructions, by the pressure regulating solenoid valve to control the braking pressure increase or decrease the device, thereby regulating the braking torque, and make the ground adhesion status of the wheels are locked to prevent brake. The electronic controller also controls the other components of the ABS. When the components are in trouble, the controller makes the alarm lamp light, and makes the whole system stop working.1.2 wheel anti lock braking system (ABS) classificationABS according to the transmission medium of the brake system, can be divided into the air pressure system, gas liquid system and hydraulic system.Air pressure system is mainly used for heavy duty truck and trailer, the compressed air generated by the engine directly control the pressure of the pump.Gas cap system is generally used for large and medium sized vehicles, in the front and rear axle of the original brake pipe in each of the air compressor, through the control of the power gas chamber of the input pressure to indirectly control the hydraulic cylinder output.Hydraulic system for cars, vans and light trucks, system increased a brake transmission medium independent supply device, such as tributaries motor and recycle pump.ABS according to the number of control channels and the number of sensors, can be divided into single channel, dual channel, three channel and four channel type.According to the control mode, ABS can be divided into mechanical and electronic type. Due to mechanical ABS control accuracy, response is slow, can not guarantee the emergency brake wheel is not locked, has basically been replaced by electronic ABS.According to the arrangement of the pressure regulator, the ABS is divided into the integral type and the separation type. The integral type, which is made into a pressure regulator and a brake master cylinder, is called a separation type of independent brake pressure regulator and an independent brake master cylinder.Two、wheel anti lock braking system (ABS) composition and principle 2.1 wheel anti lock braking system (ABS) structureWhen the car is normal, the brake shoe 10 and the friction plate 9 in the spring 13, and fixed on the wheel hub brake drum 8 to maintain a certain gap, so that the brake drum can rotate with the wheels. Wants to make a moving car to slow or stop, as long as the driver to step on brake pedal 1, you can make the body of the braking energy through a push rod 2 and brake master cylinder piston 3 4, the master cylinder brake fluid pressure into the brake wheel cylinder 6, and through two wheel cylinder piston 7 to promote the two brake shoes 10 together with friction plate 9 around the branch underwriting turned 12, the friction plate outer circle face pressure in the brake drum 8 of the surface of the inner circle. In this way, the brake shoe friction plate is fixed to the rotating drum of the brake drum and the friction torque is Mu, and its direction is opposite to the rotation direction of the wheel. Brake drum to the brake torque transmitted to the wheels, due to the wheels and the road surface adhesion, wheel on the road surface. A forward edge force, brake braking force Fu. At the same time, the road also gives the wheel a backward reaction, that is, the road system power Fb, which is to force the car to slow down when the brake until the parking brake force. The greater the road braking force, the greater the car to reduce the speed. When thedriver releases the brake pedal, Back to the spring 13 is about to brake shoes back in place, the outer circle of the friction plate and the inner circle of the brake drum to resume the original gap, friction torque Mu and braking force Fb to lift, the brake function is also terminated.It is not difficult to see that the road to stop the road from the car's driving Fb not only depends on the brake force Fu size, but also by the tire and road adhesion conditions. That is, the car brake system only has a sufficient brake brake force Fu, while the road and can provide a large F1, to get a larger road braking force Fb.2.2 working process of brake system:1、Parking brake.Car parking, manipulation hand brake valve 3, releasing parking brake three-way pipe 6 and a quick release valve in the compressed air, the spring energy storage type rear brake air chamber in the spring release, and promote the rear drum brake shoe open, friction plate is tightly pressed in the brake drum with a round face, parking brake. In the brake, the brake three through the tube in the compressed air has been lost, there are still parking brake.2、To lift parking brake.Start the engine, driven by air compressor operation, the brake system air supply pipeline and two storage cylinder with compressed air, compressed air pressure can be the barometer 12 to instructions. At this point in the parking brake supply line in the quick release valve 4 and the air pressure alarm switch 5 no air pressure, the alarm switch to control the alarm and the alarm lights, indicating the car is in the parking brake state. Manipulation of the hand brake valve 3 to remove the brake position, when air pressure is lower, the pressure warning lamp still light, said brake pressure is insufficient; enough air pressure brake, parking brake gas pipeline through the quick release valve 4 and three-way pipe joint so that the parking brake air chamber air supplying, rear wheel brake air chamber storage compression spring the rear brake hoof piece is returned, rear wheel brake is in a non brake state, pressure alarm lights, car brake pressure enough, you can start.3、Driving brake.Driving in the brake system air supply pipeline pressure enough, set foot driving brake foot brake pedal, make a straight foot brake valve 2 action, compressed air through the four-way 21 for to the front brake chamber joint, before the brake wheel, this time brake lamp switch 22 is switched on, the brake lights; compressed air proportion by a sense of the load storage valve 8 and a three-way pipe joint 6 to donor of air chamber, the rear wheel brake, when installed in the load sensing proportional valve rear brake lamp switch is powered, the brake light bright. The vehicle braking strength is controlled by the pedal type brake valve, the brake pedal stroke is strong, and the brake pedal travel is small and weak. When insufficient air pressure in the brake system, installed in the wet storage cylinder 16 on the low pressure alarm switch is turned on, low pressure alarm lights and sirens, said brake pressure is insufficient.4、The driving hand brake.When the foot brake failure or no air pressure, can control the hand brake valve to the brake position, can make the rear wheel brake.5、The no pressure release the parking brake.The car parked in a long time, may be in a non pressure state. At this time the car parking brake. The engine does not start, you want to drag the car away, can be used to rotate the two rear wheel brake spring brake air chamber of the lifting of the brake bolts, lift rear parking brake. To recover the parking brake, to cycle the bolt.2.3 wheel anti lock braking system (ABS) control principleNow the popularity of the car on the ABS is basically an integrated control of electro hydraulic. And that is to make the mechanical device, the control device to become the electronic control. The general principle is to detect the wheel by the wheel speed sensor, and then the wheel speed sensor to measure the speed of the signal passed through the amplification of the ECU car (some of the ABS computer is integrated with the engine management computer and so on). Then the computer through the sensor measurement data to determine whether the wheel locking, if the wheel is not functioning properly, may be locked or has been locking) then a computer can immediately issued a directive to the solenoid valve, electromagnetic valve in a vacuum state, so as to achieve braking force isreduced, until the locking lift, if at this time the driver still vigorously brake, so the ABS to lift control wheel will return to the locked state, so the ABS again access the know lock once again to remove. This is why we are driving the ABS car to brake the brake pedal will produce a strong jitter, which is the ABS of the three solenoid valve in the work, the hydraulic circuit and sometimes the pressure from time to time, so the brake pedal pulse jitter phenomenon.The control of ABS can be more accurate and more active by electronic devices. But even the electronic control of the ABS according to the different types of its configuration also has a lot of. First of all from the hardware configuration is mainly divided into: 1 channel 2 sensor, 2 channel 3 sensor, 3 Channel 4 sensor, 4 channel 1 sensor type, four.For the first way, it can be said to be the earliest and most original ABS control mode. Also is to achieve the above said computer control all, but whether it is information access channels (sensors) or control channels (channels) are only one. As described above, it is the most dangerous for the braking of the rear wheels locked first. For vehicle emergency braking especially on slippery surfaces under the emergency brake, rear wheel is the most easy to lock. If the rear wheels than the front wheels locked first, and that at this point the driver and intent of the steering, the car will be the danger of skidding flick. So for the single channel ABS is of course to give priority to the rear wheel lock. So the ABS sensor is installed in the rear differential, which is used to perception of the rear wheels locking, and solenoid valve installed on the rear brake hydraulic pipe, which is used to lift the locking crisis. Because only a sensor and an electromagnetic valve to control the wheel braking force, so computer only for overall rear wheel lock to deal with the crisis. If the friction coefficient of the pavement is different, then the system will be very difficult to adjust the size of the braking force automatically.For the 2 Channel 2 sensor ABS, the situation will be better. But this hardware configuration can be divided into two solutions. The first solution is the two sensor and two channels are assigned to front and rear wheels. This can only prevent locking with the whole of the front wheels and can prevent the rear wheels locked, but for on the left and right wheels running on the pavement withdifferent friction coefficients is powerless; another is for X piping mode settings. The so-called X is to make the brake hydraulic piping diagonal distribution. In other words, the hydraulic 50% from the total pump out of the left front wheel and the right rear wheel, while the other 50% are assigned to the right front wheel and rear wheel. The only two channels are fitted on the main side of the left and right wheels. So this ABS can in the case of hardware limited part of the solution before and after the wheel lock and around the wheel lock.But for channel 3 3 sensor hardware equipment situation would be a lot better, this kind of ABS in front of using two channel and two sensor, using a channel and a sensor (rear control Documentary Channel single sensor design) in the rear, so it can not only to automatic distribution before and after the overall braking force, but also independent regulation of the front wheel braking force. But this is not the most perfect ABS. The most perfect ABS is currently the most widely used 4 Channel 4 sensor ABS. This kind of ABS really satisfies the requirement of the system power adjustment on the hardware. So whether it is front wheel locked first or the first locking rear can regulate effectively, and even the four wheels of road surface friction coefficient are different, ABS can also automatically adjust, let each wheel won't lock. So the 4 channels of the ABS system and the system with more than one additional feature called EBD electronic system power automatic allocation. In fact, in the purchase of a car, if the manufacturers to promote this car equipped with EBD electronic power distribution, then the car's ABS for the 4 Channel 4 sensor design. But even the 4 Channel 4 sensor ABS according to the different performance of the solenoid valve is also different. This ABS solenoid valve is mainly divided into two types: one is the 3 solenoid valve, the other is the 2 solenoid valve. Also is the solenoid valve, the realization of the function is not the same. 3 solenoid valve to the brake hydraulic control into three kinds of state, namely: the pressure state, the state of decompression and balance. And the 2 bit of the solenoid valve can only be the brake hydraulic control into: the state and balance of the two kinds of state. Although the performance of a compression function is not the same as that of a pressure function.The 2 is equipped with a solenoid valve ABS, it can only play the role ofpreventing the brake locking. Because it can only reduce or maintain the brake fluid, that is, only after the brake pedal to the brake pedal, he can play a role. So even if it is the 4 sensor 4 channels, can only achieve the power of EBD electronic system power automatically assigned. And for equipped with three ABS solenoid valve, from the hardware, it meets the ESP electronic stability system, TCS traction control system and EDL electronic braking speed requirements of the poor. The reason is called 3 solenoid valve, is compared with the 2 solenoid valve to increase the pressure function. That is, even if the driver did not step on the brake pedal, the computer can also automatically control a single wheel brake. Then what good is it? We first simply from the function of the brake. If the computer can automatically control the increase in hydraulic, then we will get a more secure performance in the high speed and strong braking. Because of the high temperature of the brake system, the brake system is very high, and the brake disc is very hot. The so-called thermal attenuation is actually due to the brake disc and brake shoe is too high temperature, resulting in the surface or local on the verge of melting, the engineering strength is reduced, so the brake force will weaken. The same reason, when we are at a speed of 120, or even 160 of the speed of the speed is, if the need to speed up the speed of the brake system to 20 or even the load is very large. Due to the driver's habits is to keep the brake pedal to form the same so caliper braking force is constant, so as to the later stage brake due to the high temperature begins to decay, the driver is often difficult to find the weakening of the braking force, and so will not be active continue to increase braking power. So because the three solenoid valve and control of the brake line pressure function, so it can automatically increase the braking force, so that the speed of the brake to maintain linear, even to the end of the brake and thermal decay, can also be due to the brake force is not linear to the safety risk. But this is just the three bit of the solenoid valve on the brake side, in fact, the contribution of the three solenoid valve is far more than that. Its biggest role is to realize the computer automatically to a single wheel brake, so that ESP or EDL can be achieved.We know that ESP is a BOSCH development of a set of electronic stability program, to achieve such an electronic stability, we must have a 4 Channel 4sensors and 3 solenoid valve is equipped with hardware. ESP was able to let front wheel drive car reduce understeer, drive reduce oversteer, because it can on the slip rate exceeds a critical value of the wheel (i.e. skidding of the wheels) separate braking, so as to get rid of the out of control of the situation, all these do not need human intervention, and is in a very short period of time by computer control to complete. Simply, the principle is that the computer detects the speed of each wheel by means of the four wheel speed sensor, and then calculates the speed of a wheel by means of a vehicle speed sensor and a steering angle sensor. If the actual speed of the four wheels and the theoretical speed does not match the computer will determine the wheel has the risk of slipping out of control, then ECU will immediately notify the three solenoid valve to the wheel to brake, so he returned to normal speed under the restriction of braking force. So he can improve the active safety performance of the car to a great extent, make the car have better tracking.For EDL, its working principle is similar to that of ESP. Is the wheel speed sensor detection of active wheel speed value, if two active wheel speed difference in the normal range (through the steering angle sensor judgment, because in turn driven wheel speed difference is normal), so the ABS does not work; if detected about two driving wheel speed difference is too large, the computer will determine the high rotational speed of the wheel is slipping, so in three solenoid valve under the action to the spin of the wheel braking forces applied additional, power can be transmitted to the no skid wheel there to, make the car can still have normal traction control. Of course, for the four wheel drive car this electronic differential braking is more important, because it can be through a single wheel to adjust the braking force distribution. Set can make the power on any one of the wheels from the 0%-100% regulation. So it is not required to increase the case of other hardware devices to achieve such a number of derivatives. That is to say the 4 Channel 4 sensor and equipped with three 4 bit solenoid valve ABS is currently the highest market specifications ABS, as long as the program supports, you can achieve all the functions mentioned above汽车防抱死系统（ABS）的研究分析摘要：汽车制动车轮防抱死技术是一项比较成熟的技术。
工程车辆防抱死制动系统的控制算法及仿真研究的开题报告
工程车辆防抱死制动系统的控制算法及仿真研究的开题报告一、选题背景随着城市化进程的不断深入和基础设施建设的快速发展，工程车辆在各类工程建设中扮演着重要的角色。
然而，工程车辆的大小和质量较大，速度较慢，在制动时由于惯性巨大，容易发生制动失灵或制动距离过长等安全问题，给人员和设备带来了很大的安全风险。
因此，工程车辆的安全性和制动距离控制是工程车辆研究的一个热点。
防抱死制动系统（ABS）是汽车行业中用于防止车轮熄火和提高制动效果的一种安全技术。
在车轮出现抱死的情况下，通过控制制动踏板的压力和车轮速度等参数，使制动系统可以快速反应，保持车轮转动，避免车辆失控。
然而，目前针对工程车辆的ABS技术研究相对较少，因此有必要对工程车辆的防抱死制动系统进行深入探讨。
二、研究目标本论文将针对工程车辆防抱死制动系统的控制算法和仿真模型进行研究，包括以下方面：1.建立工程车辆的动力学模型和制动模型；2.设计合适的控制算法，用于控制工程车辆的制动过程；3.通过仿真模型验证控制算法的有效性；4.通过对比实验，评估防抱死制动系统的安全性和制动距离控制效果。
三、研究内容1.工程车辆动力学模型的建立通过对工程车辆的机械结构和力学原理进行建模，建立工程车辆的动力学模型；2.工程车辆制动模型的建立通过对工程车辆制动系统的原理进行分析，建立工程车辆的制动模型；3.控制算法的设计与实现根据动力学模型和制动模型，设计适合工程车辆的防抱死制动系统的控制算法，实现控制系统的功能；4.仿真模型的建立与验证通过MATLAB/Simulink工具箱建立工程车辆的仿真模型，验证防抱死制动系统控制算法的正确性和有效性；5.实验研究通过实际测试和与仿真模型的比对，评估防抱死制动系统的安全性和制动距离控制效果。
四、论文结构本论文结构如下：第一章：选题背景和研究目标第二章：工程车辆防抱死制动与控制算法（1）工程车辆制动系统原理（2）工程车辆防抱死制动算法（3）控制系统架构设计第三章：工程车辆动力学模型与制动模型（1）动力学模型的建立（2）制动模型的建立（3）模型参数标定第四章：控制系统的建模与仿真（1）基于MATLAB/Simulink 工具箱的仿真模型（2）仿真并分析其结果第五章：实验研究与分析（1）实验准备（2）实验环境和实验方案（3）实验测试和数据分析第六章：结论与展望（1）重要结论（2）不足加以改进的地方（3）未来工作的展望五、参考文献（略）。
基于CARSIM的车辆ABS控制系统仿真研究毕业论文
基于CARSIM的车辆ABS控制系统仿真研究第1章绪论1.1 论文研究的目的和意义1.1.1研究的目的本论文的研究目的在于加强在汽车专业中对ABS的学习和认识，而本课题开发出的ABS仿真控制系统，就是学习ABS的结构、原理的良好平台。
为了学习开发质优价廉、具有自主知识产权的ABS系统，提高我国汽车的整体技术含量，提高我们汽车行业从业人员的整体水平，提高中国汽车同国外汽车的竞争力，扩大市场份额，成为一个新的经济增长点，所以，我采用CarSim软件对ABS控制系统进行仿真研究，为ABS 的生产设计打下良好基础。
1.1.2 研究的意义当今，汽车工业迅猛发展，对汽车性能的要求也越来越高，从最早对汽车动力性和越野性的要求逐渐向经济性、舒适性和安全性方向发展。
汽车安全性的研究分为两个方向:主动安全和被动安全。
主动安全是在汽车设计上尽量避免交通事故的发生，被动安全是假设交通事故已经发生，汽车在设计时应采取何措施尽量保护乘员不受伤害。
ABS属于主动安全的范畴[1]，它是在制动过程中通过调节制动轮缸的压力使作用于车轮的制动力矩受到控制，将车轮的滑移率控制在较理想的范围内，充分利用了轮胎与地面的峰值附着系数和高的侧向力系数，提高制动减速度，缩短制动距离，消除汽车打滑的危险，从而保证了汽车的方向稳定性。
我们知道，在紧急情况下，驾驶员首先的本能是猛踩制动踏板，以使汽车停车。
此时如果没有装备ABS，车轮将很快抱死，即车轮不再转动，而是在路面上拖滑。
后轮抱死将使汽车失去方向稳定性，而前轮抱死则将使汽车失去转向控制.随着汽车行驶速度的显著提高和道路行密度的增大，交通事故的发生率逐年呈上升趋势，有数据统计，每年有10%左右的交通事故是由于紧急制动时汽车失稳造成的[2]，所以全方位、可靠地提高汽车的主动安全性能就成为摆在汽车设计、开发及科研人员面前一项紧迫而艰巨的任务.而基于汽车轮胎与路面之间的附着性能随滑移率改变的基本原理开发的旨在改善车辆操纵性和横向稳定性的一些高技术系统，包括防抱制动系统(Anti-lock braking system,缩写为ABS )、防滑控制系统(Anti-Slip Regulation,缩写为ASR)和车辆动力学稳定性控制(Vehicle Dynamics Stability Control System，缩写为VDSC),更是受到汽车制造商的青睐和厚爱。
(毕业设计)汽车ABS制动模型的仿真分析说明书
本科生毕业设计（论文）摘要为了能够准确的了解制动防抱死系统的性能，常常使用计算机仿真技术来进行研究，本设计采用Matlab/Simulink模拟汽车在直线制动的运动状态，对ABS 系统的控制规律进行计算机仿真。
它与常规的试验分析相比，具有分析速度快、精度高、周期短、节省大量的人力物力的优点。
ABS防抱死制动系统模型的建立，是计算机与生产实际相融合的产物。
模型的建立，可以代替危险性试验，提高安全性和经济性，同时可以方便快捷的得到试验所得到的结果，以此完善设计开发中的产品性能，为ABS系统的研制与开发提供一条有效的方法。
本设计简单介绍了制动系统的工作原理，通过建立普通制动系统和ABS防抱死系统的数学模型，提出了基于路面附着系数的ABS控制算法，并根据数学模型，利用Matlab/Simulink软件建立普通制动系统和ABS防抱死制动系统的仿真模块，分析普通制动系统和装有防抱死制动系统(ABS)车辆制动过程中各参数的动态变化规律。
通过对比仿真结果可知ABS防抱死制动系统不仅能够达到防止车轮在制动过程时抱死的目的，还能准确控制车轮的运动状态，因此证明本次设计对ABS 制动过程的仿真分析是有效的。
关键词：制动；防抱死制动系统；仿真；Matlab/SimulinkAbstractIn order to accurately understand the anti-lock braking system performance, often using computer simulation technology to conduct research. This design uses Matlab / Simulink simulation of the car braking in a straight line movement, the ABS system of control of a computer simulation. Compared with the common experimental analysis,it has fsater analsing speed, higher precision, shorter period, etc. besides, it saves much labor and material resources.The establishment of antilock brake systems is the result of the combination of computer and actual produciton. Model of antilock brake systems can take place of the dangerous experiments,improve the safety and save much money. At the same time, it helps get the result as soon as possible. So that the function of the product can be made better. in a word, it provides an effective method to the reserch and development of the antilock braking system.The project briefly introduces the principles of the braking system .It gets antilock braking system controlling algorithm according to the establishment of ordinary braking system and methematical antilock braking system. On the basis of methematical model, it uses Matlab/Simulink software to eatablish a simulate template of an ordinary braking system and an antilock braking system to analyses the motional changing regularity of kinds of parameters of vehicle which installed with ordinary braking system and the vehicle with antilock braking system. When the results are compared, we get to know that antilock braking system can not only prevent the wheels form been braken while braking, but also controll the moving condition of them. So that this design of the braking process’s simulation analysis is effective.Key words：brake；antilock braking system；simulation；Matlab/Simulink目录第1章ABS防抱死系统简介和本课题意义 (1)1.1 工作原理 (1)1.2 ABS的优点及常用装置 (1)1.3 ABS发展历史及应用现状 (2)1.4 发展趋势 (5)1.5 本次设计意义 (6)第2章物理模型及数学模型的搭建 (7)2.1 制动系统物理模型 (7)2.1.1 普通制动系统物理模型 (7)2.1.2 有ABS制动系统物理模型 (7)2.2 制动系统数学模型 (9)2.2.1 普通制动系统数学模型 (9)2.2.2 有ABS制动系统数学模型 (10)第3章Matlab/Simulink软件介绍 (13)3.1 Matlab软件介绍 (13)3.2 Simulink软件介绍 (14)第4章制动系统仿真模型的建立 (16)4.1 仿真参数 (16)4.2 仿真模型 (16)4.2.1 普通制动系统仿真模型 (16)4.2.2 ABS防抱死制动系统仿真模型 (17)4.3 仿真模块功能 (17)4.3.1 单个模块功能 (17)4.3.2 多个模块功能 (19)第5章仿真计算结果和曲线 (23)5.1 仿真所得曲线 (23)5.1.1 普通制动系统 (23)5.1.2 有ABS制动系统 (25)5.2 仿真结果 (27)第6章结论 (28)参考文献 (29)致谢 (30)附录 (31)第1章ABS防抱死系统简介和本课题意义1.1工作原理当车轮抱死滑移时，车轮与路面间的侧向附着力将完全消失。
防抱死制动系统外文翻译
防抱死制动系统外文翻译What are antilock brakes system?Antilock brakes are designed to help drivers avoid crashes. Without anti-locks, hard braking can cause wheels to lock, sending a vehicle into a skid. Wheel lockup can result in longer stopping distances, loss of steering control and, when road friction is uneven, loss of stability if the vehicle begins to spin.The main advantage of anti-locks is that they can reduce these problems on wet and slippery roads. Anti-locks work with a vehicle's normal service brakes to decrease stopping distance and increase the control and stability of the vehicle during hard braking.The principle behind anti-locks is that a skidding wheel provides less stopping force and control than a wheel that is rotating. Anti-locks prevent wheels from skidding by monitoring the speed of each wheel and automatically pulsing the brake pressure on any wheels where skidding is detected. Anti-locks don't make much difference in stopping distances on dry roads, although they can enhance vehicle stability and allow drivers to maintain steering control during emergency stops when conventional brakes might allow wheel lockup and skidding.How do antilock brakes system?Since most cars on the road today have some form of Antilock Brakes (ABS)I think we should take a look at how they work and clear up somemis-information about them.As always, what I describe here is how most systems work in general. Since different manufactures have their own versions ofABS their values,specifications and part names will differ. If you are having a problem with theABS on your vehicle you should always refer to the specific service and repair manuals for your vehicle.The ABS is a four-wheel system that prevents wheel lock-up byautomatically modulating the brake pressure during an emergency stop. By preventing the wheels from locking, it enables the driver to maintain steeringcontrol and to stop in the shortest possible distance under most conditions.During normal braking, the ABS and non-ABS brake pedal feel will be the same.During ABS operation, a pulsation can be felt in the brake pedal, accompaniedby a fall and then rise in brake pedal height and a clicking soundAnti-locksdiffer among vehicles, but there are some basic similarities. Each system has sensors that monitor the rotational speeds of selected wheels when brakes are applied. When one of these wheels approaches lockup, a control unit reducesbrake pressure to that wheel (or set of wheels) just enough to allow rotationagain. This typically happens many times per second, resulting in improvedcontrol and, on many wet and slippery surfaces, shorter stopping distances. Differences among antilock brake systems include the following:Cars and many SUVs have four-wheel systems with wheel-speed sensors oneach wheel. In one type of system, the anti-locks reduce brake pressure to bothrear wheels whenever one approaches lockup. Brake pressure to the frontwheels of four-wheel systems is controlled independently to maximizestopping power, which is concentrated in the front. In four-wheel independent systems, each wheel is controlled individually, so when any one approaches lockup, the anti-locks reduce brake pressure to that wheel.Some pickups and cargo vans have rear-wheel-only antilock systems toaddress different braking needs when vehicles are loaded versus unloaded.The anti-locks monitor the rotational speeds of rear wheels only and release pressure to both when either is about to lock.Tractor-trailers have separate antilock systems for the tractors and the trailers. Ideally, both the tractor and trailer of a combination rig should have antilock brakes, but putting anti-locks on either component should produceimprovement compared with conventional brakes. With anti-locks on thetractor only, a driver can maintain better steering control even if trailer wheelslock and the trailer swings. If only the trailer has anti-locks, trailer swing canbe reduced even if steering control is lost.Why don't anti-locks reduce stopping distances as much on dry roads as wet ones?Adequate braking is easy to achieve on dry roads with or without antilock brakes. Even if wheels lock, the coefficient of friction between tires and road surface still is relatively high, so a vehicle stops relatively quickly. It is even possible on some surfaces to stop sooner without anti-locks than with them, although such instances are rare. They occur, for example, when loosely packed snow or gravel creates a "dam" effect in front of locked wheels, shortening the stopping distance more than anti-locks could.Do car antilocks reduce crashes?Although car anti-locks perform well on the test track, it is unclear whether they have made significant reductions in the number of on-the-road crashes. A 1994 Highway Loss Data Institute (HLDI) study1 and a subsequent 1995 study2 compared insurance claims for groups of otherwise identical cars with and without anti-locks, finding no differences in the overall frequency or cost of crashes for which insurance claims for vehicle damage are filed. Because anti-locks should make the most difference on wet and slippery roads, researchers also studied insurance claims experience in 29 states during winter months. Even here they found no difference in the frequency of insurance claims for vehicles with and without antilock brakes. A1997 Institute study3 and a 2001 update4 reported no difference in the overall fatal crash involvement of cars with and without anti-locks.According to one federal report, "the overall, net effect of antilock brakes" on both police-reported crashes and fatal crashes "was close to zero."5 A more recent federal report concluded that anti-locks reduce overall crash involvement risk by 6 percent for cars and 8 percent for pickups and SUVs, butthey have no effect on fatal crash risk.6 Leonard Evans, a researcher with General Motors, reported that antilock-equipped cars were less likely to rear-end other vehicles but more likely to have other vehicles rear-end them.7 The net result was little effect on overall crash risk. In a study conducted for auto manufacturers, Failure Analysis Associates reported a net beneficial effect of anti-locks on nonfatal crashes but no effect on fatal crashes.8Why aren't car anti-locks reducing crashes as expected?No one knows for sure why their test performance has not translated into a substantial reduction in real-world crashes. A possible reason is that the average motorist rarely experiences total loss of vehicle control, which anti-locks are designed to prevent. There also is evidence that many car owners do not know how to use antilock brakes effectively. A 1994 Institute survey of drivers with antilock-equipped cars found that more than 50 percent in North Carolina and 40 percent in Wisconsin incorrectly thought they should pump the brakes.9Are motorcycle antilock braking systems (ABS) effective at reducing crashes?Yes. Results from recent studies by the Institute and HLDI compared crash rates for motorcycles equipped with optional ABS against the same models without the option. The rate of fatal crashes per 10,000 registered vehicle years was 37 percent lower for motorcycles equipped with optional ABS than for those same motorcycles without ABS. In crashes of all severities, the frequency at which collision claims were filed was 22 percent lower for the ABS models.10,11 Based on these findings, the Institute in April 2010 petitioned the National Highway Traffic Safety Administration to require manufacturers to equip all newmotorcycles with this technologyAre anti-locks a new idea? Are they widely available?The idea of anti-locks has been around for years. They first were used on airplanes in the 1950s. A rear-wheel system was developed for the 1969 Ford Thunderbird, and the 1971 Chrysler Imperial had four-wheel anti-locks.Modern anti-locks were first introduced on 1985 models. By the 1987 model year, they were standard or optional on about 30 domestic and foreign car models. Availability soared to 90 models the next year. In the 2010 model year, anti-locks were on about 89 percent of all new cars sold and 99 percent of light trucks.12Are anti-locks required on big truck rigs?In March 1995, the National Highway Traffic Safety Administration issued a rulerequiring antilock brakes for heavy trucks, tractors, trailers, and buses. All new truck tractors were required to have anti-locks after March 1, 1997, and they were mandatory on new air-braked trailers and single-unit trucks and buses after March 1, 1998. New single-unit trucks and buses with hydraulic brakes had to be equipped with anti-locks after March 1, 1999. This was not the first antilock standard for US trucks.A federal brake standard took effect in 1975, but its antilock and stopping distance requirements were suspended after litigation in 1978. Antilock brake systems have been required on all new trucks, buses, and trailers in Japan and the European Union for several years.Anti-locks are important for big trucks because of the poor braking capabilities of these vehicles compared with passenger cars. On dry roads, big trucks take much farther to stop — 47percent farther in Institute tests. On wet and slippery roads, the stopping distance disparity is even worse. Tractor-trailer combinations also have the potential for loss of control and jackknifing on both dry and, especially, slippery roads. (Jackknifing occurs when the rear wheels of a tractor lock up, allowing the tractor to skid and spin so that it folds into the trailer. This also can happen when trailer wheels lock and cause the trailer to swing around the tractor.) Antilock brakes not only reduce stopping distances on wet and slippery roads, but also help drivers maintain control. The standard for tractors requires antilock control on the front axle and at least one rear axle. On at least one of the tractor axles, each wheel must be independently controlled by an antilock modulator. This ensures that a wheel provides shorter stopping distances and optimal braking force on all surfaces, especially on roads where one side is slipperier than the other. For semi-trailers, at least one axle must have anti-locks. Full trailers must have anti-locks for at least one front and one rear axle.A 2010 report by the National Highway Traffic Safety Administration concluded that anti-locks on tractors reduced crash involvement by 3 percent.13 However, there was no significant effect on fatal crashes.Are anti-jackknifing devices a substitute for truck antilock?No. Some devices marketed for trucks purportedly would prevent jackknifing in emergency braking situations. One device on the market mechanically limits the amount a trailer can swing around the pin that connects it to the tractor. This kind of device is less effective than antilock brakes. Although it may prevent jackknifing, it does not prevent a truck's wheels from locking up, nor does it provide equivalent handling stability on wet or dryroads防抱死制动系统是什么？防抱死制动系统的设计是帮助司机避免发生事故。
汽车制动系统(机械、车辆工程毕业论文英文文献及翻译)
Automobile Brake System汽车制动系统The braking system is the most important system in cars。
If the brakes fail, the result can be disastrous。
Brakes are actually energy conversion devices, which convert the kinetic energy (momentum）of the vehicle into thermal energy (heat).When stepping on the brakes，the driver commands a stopping force ten times as powerful as the force that puts the car in motion. The braking system can exert thousands of pounds of pressure on each of the four brakes。
Two complete independent braking systems are used on the car. They are the service brake and the parking brake。
The service brake acts to slow，stop，or hold the vehicle during normal driving。
They are foot—operated by the driver depressing and releasing the brake pedal。
The primary purpose of the brake is to hold the vehicle stationary while it is unattended。
(完整版)基于AMESIM的ABS液压系统建模与仿真本科生毕业论文
第 1 章绪论1.1 研究目的与意义随着我国汽车工业的发展，就必须进行汽车关键零部件的自主研发。
汽车制动过程中的安全性也已成为人们关注的焦点。
汽车防抱死制动系统(ABS)，关系着汽车制动的安全性。
目前国内许多汽车公司已经开始进行汽车自主研发，要在商业的竞争中脱颖而出，要拥有自主知识产权的汽车，要使我国由一个汽车大国变为一个汽车强国，就必须进行汽车关键零部件的自主研发。
汽车制动过程中的安全性也已成为人们关注的焦点，防抱死制动系统ABS是汽车关键的零部件之一，因此国家、企业和高校都投入了大量的人力和资源对ABS进行自主研发。
汽车动力性能的提高和高速公路的延伸对汽车安全提出了越来越高的要求，许多国家都为此颁布了严厉的汽车安全法规，汽车在制动过程中的方向稳定性和转向操纵能力，已成为人们关注的焦点。
因此，探讨各种高性能的制动系统和完善制动系统的性能是减少交通事故和促进汽车工业发展的重要举措[1]。
而ABS可以在制动过程中自动、高频地对制动系统压力进行调节，从而对制动力进行调节，使车轮滑移率保持在理想滑移率附近，既防止车轮抱死，又充分利用了车轮与路面的附着能力，缩短了制动距离，提高了汽车制动过程中的方向稳定性和转向操作能力，达到了最佳制动效果的目的。
ABS控制的关键之一就是控制制动过程中的滑移率，从而提高路面附着系数的利用率，缩短制动距离，提高制动的稳定性。
然而，滑移率和路面附着系数的关系又受到很多因素的影响，如车辆本身的结构参数、车速、轮胎充气压力、轮胎垂直载荷、路面状况等等[2]。
因此，要求ABS保证汽车在短时间内在各种路面上，各种情况下都能安全制动的难度是相当大的。
还需要针对不同车型进行大量的参数匹配试验，大概需要一年半到两年的时间，并且需要大量的经验，不仅耗资巨大，而且延长了产品的开发周期。
目前国内外也有人应用新的控制理论，进行ABS控制的探讨。
根据汽车制动过程的物理实质及动力学分析，对ABS控制器的结构原理、控制方法等方面进行分析和研究，利用AMESim软件建立车辆防抱死制动系统模型，可以很容易分析液压系统元件对整个系统的影响。
汽车防抱死制动系统的设计论文
汽车防抱死制动系统的设计论文标题：汽车防抱死制动系统的设计与优化摘要：随着现代汽车技术的快速发展，汽车防抱死制动系统（Anti-lock Braking System, ABS）已成为现代汽车安全系统的重要组成部分。
本文主要探讨了汽车防抱死制动系统的设计原理、主要组成部件及其工作原理，并讨论了如何优化此系统以提高行车安全性。
1.引言随着全球经济和交通事故频率的增加，提高汽车行车安全性变得尤为重要。
汽车防抱死制动系统是通过控制制动力度来防止车轮阻滞和抱死，从而提高汽车制动效果。
本文介绍了该系统的设计原理与功能。
2.汽车防抱死制动系统的设计原理汽车防抱死制动系统通过传感器监测车轮速度和车辆加速度，并将这些信息传输给控制单元。
控制单元通过调节制动压力，实现对车轮的减速控制，保持车轮在防抱死阈值范围内旋转。
该系统的运行原理是基于车轮速度和制动压力之间的动态关系。
3.汽车防抱死制动系统的组成部件汽车防抱死制动系统主要由传感器、控制单元和液压装置等组成。
传感器负责监测车轮速度和车辆加速度，将相关数据传输给控制单元。
控制单元根据传感器信息，通过调节制动压力来防止车轮阻滞和抱死。
液压装置负责根据控制单元的指令调节制动压力。
4.汽车防抱死制动系统的工作原理汽车防抱死制动系统工作原理是在车轮阻滞和抱死之前提前减小制动压力，使车轮保持在可控制的滑动区域内。
具体来说，当传感器检测到一些车轮速度下降到防抱死阈值以下时，控制单元会迅速减小该车轮的制动压力，以保持合理的滑移率。
5.汽车防抱死制动系统的优化为了提高汽车防抱死制动系统的效果，可以采用一些优化策略。
例如，利用先进的制动算法来实现更精确的制动力度控制；通过改进传感器的稳定性和精度来提高系统的可靠性；利用先进的液压控制技术来提高制动压力的调节能力等。
结论：汽车防抱死制动系统对于行车安全性至关重要。
本文对该系统的设计原理、主要组成部件及其工作原理进行了详细介绍，并讨论了优化此系统的策略。
汽车防抱死制动系统ABS毕业论文中英文资料对照外文翻译文献综述
中英文资料对照外文翻译文献综述汽车防抱死制动系统(ABS)摘要:本文简要介绍了汽车防抱死制动系统（Ant-lock Braking System，简称ABS)的控制原理，对目前汽车防抱死制动系统所采用的控制技术进行了综述，并对其发展趋势了进行了预测。
关键词:防抱死制动系统；滑移率；控制技术。
1.前言随着汽车工业的迅猛发展和高速公路的不断修建，汽车的行驶安全性越来越为人们重视。
为了全面满足制动过程中汽车对制动的要求，使制动器制动力分配更趋合理。
汽车防抱死制动.系统(简称ABS)已越来越多地应用在汽车上。
“ABS”也叫“防抱死制动系统”.它是一种具有防滑、防锁死等优点的汽车安全控制系统。
ABS是常规刹车装置基础上的改进型技术，可分机械式和电子式两种。
现代汽车上大量安装防抱死制动系统，ABS既有普通制动系统的制动功能，又能防止车轮锁死，使汽车在制动状态下仍能转向，保证汽车的制动方向稳定性，防止产生侧滑和跑偏，是目前汽车上最先进、制动效果最佳的制动装置。
普通制动系统在湿滑路面上制动，或在紧急制动的时候，车轮容易因制动力超过轮胎与地面的摩擦力而安全抱死。
汽车防抱死制动系统是指汽车在制动过程中能实时判定车轮的滑动率，自动调节作用在车轮上的制动力矩，防止车轮抱死。
从而获得最佳制动效能的电子装置。
它能把车轮的滑动率控制在一定的范围之内，充分地利用轮胎与路面之间的附着力，有效地缩短制动距离，显著地提高车辆制动时的可操纵性和稳定性，从而避免了车轮抱死时易出现的各种交通事故。
随着制动强度的增加，车轮滚动成分越来越少，而滑动成分越来越多，一般用滑动率s来说明制动过程中滑动成分的多少。
滑动率越大，滑动成分越少。
其中:u—车轮中心的速度;r—没有地面制动力时的车轮滚动半径;一车轮的角速度。
纵向和侧向附着系数可表达为车轮滑动率的函数(如图1)的滑动率称为临界稳定点SK。
根据控制理论把滑动率小于SK。
最人纵向附着系数所对应的区域称为稳定制动区，SK以后的为非稳定制动区。
毕业论文----汽车防抱死制动系统的建模与仿真(含开题报告 中英文翻译)
分类号编号毕业论文题目汽车防抱制动系统的建模与仿真——模糊控制在ABS中的应用学院机械学院专业机械设计制造及其自动化毕业设计任务书设计题目：汽车防抱制动系统的建模与仿真专业：机械设计制造及其自动化班级学号：姓名:院、系：机械学院2010年2 月26 日一、毕业设计的目的毕业设计是本科教育中培养学生的重要的实践性教学环节，也是最后一个教学环节。
其目的：1.培养学生综合运用基础理论知识、专业知识和技能，解决工程实际问题的能力；2.培养学生运用机械设计手册、图册、国家标准规范和规程的能力；3.培养学生学会机械设计的思想、方法和步骤，掌握计算方法、掌握计算机绘图及编写工程设计文件等基本技能；4.提高学生分析问题、解决问题和独立工作的能力。
二、主要设计内容1.专业外文资料翻译；2.毕业实习，实习报告；3.开题报告；4.汽车防抱制动系统的建模与仿真。
三、重点研究问题1.汽车防抱制动系统的车辆仿真模型的建立；2.采用的控制方法模型的建立；四、主要技术指标和主要设计参数1．收集资料确定一个自己的设计参数，在查阅资料后确定下来。
2．控制方法根据所查找文献自己确定。
五、设计成果要求1.开题报告1份(要求3 000字左右、查阅文献10篇以上、文献综述引用5篇以上，样表从教务处表格下载中下载)；2.实习报告1份；3.专业外文资料翻译1篇(不少于2 000汉字)；4.毕业设计（论文）1份(设计说明书应在10000字以上，论文应在6000字以上，包括封面、任务书、开题报告、中英文摘要、目录、正文、参考文献、附录)；5.设计图纸一套（不少于A0图2张）；6.所有内容电子文档一套；7.毕业论文成果材料清单一份。
本科生毕业设计开题报告2010 年 03 月 30日学生姓名学号专业机械设计制造及其自动化题目名称汽车防抱死制动系统的建模与仿真课题来源自选主要内容一．本课题设计的目的与意义本课题为《汽车防抱制动系统的建模与仿真》，要求我们收集资料自己确定一个设计参数，并查阅相关文献选择一种ABS的控制方法。
汽车制动防抱死系统外文翻译
中文：汽车制动防抱死系统(Anti-lock Braking System,简称ABS)是在传统制动系统的基础上采用电子控制技术,以实现制动力的自动调节,可防止制动时车轮抱死,以期获得最有效的制动效率并提高制动安全性的一种机电液一体化装置。
帕萨特B5轿车采用MKZO 一型ABS ，该系统主要由电磁式轮速传感器、电子控制单元和液压调节器组成。
液压ABS系统主要包括如下三部分:轮速传感器、电子控制单元和液压控制单元。
其中液压控制单元是ABS的执行机构,其动态响应特性对ABS的性能起着非常重要的作用,是决定汽车制动防抱死系统性能的重要原因。
本文通过建立一种能够满足ABS液压控制单元零部件性能试验要求,同时也可用于液压控制单元整体性能试验的试验测试系统,对ABS液压控制单元、电磁阀进行了大量的性能试验研究。
论文针对ABS液压控制单元零部件性能试验要求,研究确定了系统试验方案,通过从硬件和软件两方面进行详细的分析和研究设计。
建立了ABS液压控制单元性能试验测试系统,系统设计充分体现了机电液一体化的配置特点,人机界面友好,自动化程度高。
通过ABS液压控制单元的性能试验结果表明,该试验台能较好地完成汽车ABS液压控制单元电磁阀性能试验和整体性能试验要求,对于提高ABS液压控制单元产品质量检测的准确性和工作效率具有重大的工程实际应用价值。
汽车ABS可以在汽车制动过程中自动控制和调节车轮制动力，防止制动过程中汽车车轮“抱死”，保持最大的车轮附着系数，从而得到最佳制动效果，即最短的制动距离、最小的侧向滑移及最好的制动转向性能，因此ABS是一种有效的车辆安全装置。
本文以某款轿车为研究对象，对汽车ABS展开研究。
主要介绍了车轮防抱死系统的定义、发展历史及结构组成，并对ABS的工作原理进行分析，还介绍了ABS系统的电子控制部分的组成和原理，轮速传感器，液压控制装置的组成和原理，以及对ABS的门限值控制方法进行分析。
在当代，安装ABS的车辆已经相当普遍，经济型车也安装有ABS并且随着对汽车安全性能的要求越来越高，一些更为先进的、保护范围更加广泛的安全装置相继问世了。
汽车ABS系统的建模与仿真
基于Matlab/Simulink的汽车建模与仿真摘要本文所研究的是基于Matlab/Simulink的汽车防抱死刹车系统（ABS）的仿真方法，本方法是利用了Simulink所提供的模块建立了整车的动力学模型，轮胎模型，制动系统的模型和滑移率的计算模型，采用的控制方法是PID控制器，对建立的ABS的数学模型进行了仿真研究，得到了仿真的曲线，将仿真曲线与与没有安装ABS系统的制动效果进行对比。
根据建立的数学模型分析，得到ABS系统可靠，能达到预期的效果。
关键词ABS 仿真建模防抱死系统 PIDModeling and Simulation of ABS System of AutomobilesBased onMatlab/SimulinkAbstractA method for building a Simulator of ABS base on Matlab/Simulink is presented in this paper.The single wheel vehicle model was adopted as a research object in the paper. Mathematical models for an entire car, a bilinear tire model, a hydraulic brake model and a slip ratio calculation model were established in the Matlab/Simulink environment. The PID controller was designed. The established ABS mathematical model was simulated and researched and the simulation curves were obtained. The simulation results were compared with the results without ABS. The results show that established models were reliable and could achieve desirable brake control effects.Key wordsABS; control; modeling; simulation；Anti-lock Braking System;PID1.概述随着载重车辆动力性的不断提高，客观上也对车辆的制动性能与驱动性能提出了越来越高的要求。
汽车防抱死制动系统建模与仿真
汽车防抱死制动系统建模与仿真
安永东;刘颖
【期刊名称】《自动化技术与应用》
【年(卷),期】2008(27)10
【摘要】本文对汽车防抱死制动系统进行了数学建模,并在Matlab/Simulink的环境下,对汽车常规制动系统和基于PID控制器的防抱死制动系统的制动过程进行了仿真,通过对比分析,验证了基于PID控制器的汽车防抱死制动系统具有良好的制动性能和方向操纵性.
【总页数】4页(P19-21,11)
【作者】安永东;刘颖
【作者单位】黑龙江工程学院,黑龙江,哈尔滨,150050;黑龙江工程学院,黑龙江,哈尔滨,150050
【正文语种】中文
【中图分类】TP391.9
【相关文献】
1.基于模糊理论的汽车防抱死制动系统仿真分析 [J], 吴义虎;凌志强;罗珊
2.基于Simulink/Stateflow的汽车防抱死制动系统建模与仿真 [J], 冯开歌;李民;邓安平
3.汽车防抱死制动系统液压控制单元的建模与仿真 [J], 张晋;孔祥东;姚静;王娟;常立颖
4.基于MATLAB及VB的汽车防抱死制动系统联合仿真设计研究 [J], 乔斌
5.基于simulink的汽车防抱死制动系统的仿真研究 [J], 李少廷;徐家川
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分类号编号毕业论文题目汽车防抱制动系统的建模与仿真——模糊控制在ABS中的应用学院机械学院专业机械设计制造及其自动化毕业设计任务书设计题目：汽车防抱制动系统的建模与仿真专业：机械设计制造及其自动化班级学号：姓名:院、系：机械学院2010年2 月26 日一、毕业设计的目的毕业设计是本科教育中培养学生的重要的实践性教学环节，也是最后一个教学环节。
其目的：1.培养学生综合运用基础理论知识、专业知识和技能，解决工程实际问题的能力；2.培养学生运用机械设计手册、图册、国家标准规范和规程的能力；3.培养学生学会机械设计的思想、方法和步骤，掌握计算方法、掌握计算机绘图及编写工程设计文件等基本技能；4.提高学生分析问题、解决问题和独立工作的能力。
二、主要设计内容1.专业外文资料翻译；2.毕业实习，实习报告；3.开题报告；4.汽车防抱制动系统的建模与仿真。
三、重点研究问题1.汽车防抱制动系统的车辆仿真模型的建立；2.采用的控制方法模型的建立；四、主要技术指标和主要设计参数1．收集资料确定一个自己的设计参数，在查阅资料后确定下来。
2．控制方法根据所查找文献自己确定。
五、设计成果要求1.开题报告1份(要求3 000字左右、查阅文献10篇以上、文献综述引用5篇以上，样表从教务处表格下载中下载)；2.实习报告1份；3.专业外文资料翻译1篇(不少于2 000汉字)；4.毕业设计（论文）1份(设计说明书应在10000字以上，论文应在6000字以上，包括封面、任务书、开题报告、中英文摘要、目录、正文、参考文献、附录)；5.设计图纸一套（不少于A0图2张）；6.所有内容电子文档一套；7.毕业论文成果材料清单一份。
本科生毕业设计开题报告2010 年 03 月 30日学生姓名学号专业机械设计制造及其自动化题目名称汽车防抱死制动系统的建模与仿真课题来源自选主要内容一．本课题设计的目的与意义本课题为《汽车防抱制动系统的建模与仿真》，要求我们收集资料自己确定一个设计参数，并查阅相关文献选择一种ABS的控制方法。
而后分别对系统和所选控制器进行建模，并用软件MATLAB/Simulink对其进行仿真分析，以验证所选控制方法的可行性。
本设计选题有以下目的和意义：1.培养我们综合运用基础理论知识、专业知识和技能解决工程问题的能力；2.培养我们检索查阅相关资料和文献，合理引用其先进理论和方法，并将它们转化为自己的知识储备的能力，为我们以后的进一步发展打下坚实的理论基础；3.培养我们对一般的机械系统分析建模，并熟练运用相关软件对其进行仿真分析的能力；4.培养我们编写工程设计文件的基本技能；5.培养我们学习新知识、接受新事物、发现问题、分析问题，并能解决问题的能力；6.培养我们独立工作的能力。
二．汽车防抱死制动系统的概述及其发展趋势随着汽车工业、公路建设的迅猛发展，汽车安全性的提高越来越受到各个国家的重视。
目前，作为汽车制动安全技术重要体现的汽车防抱死制动系统（ABS）已经安装在各类中高级轿车和载重汽车上。
ABS是一种在制动时能自动调节制动管路压力，使车轮不致抱死，从而避免前轮失去转向能力或后轮侧滑，以提高汽车行驶稳定性、操纵稳定性和制动安全性，并最大限度地利用地面附着力的制动调节系统。
ABS发展至今，其产品结构已趋于成熟。
目前，国内外的研究机构主要把精力放在如何提高ABS各方面的性能指标上。
预计今后的ABS产品将会往以下几个方面发展：1.ABS控制方法的优化：一是扩大控制范围，增加控制功能；二是采用现代控制理论，实施伺服控制和高精度控制。
目前，ABS产品广泛采用的是以加、减速度和滑移率为控制参数的门限值控制算法，其缺点是控制逻辑比较复杂，调试困难，缺乏理论依据，开发周期长，互换性不佳，需要大量实车匹配试验等2.减小体积和质量，提高集成度以降低成本，简化安装工作。
ABS作为附加的安全装置，会增加整车重量并占据安装空间，对燃油经济性不利。
减小ABS体积的主要途径就是优化结构设计，提高集成度。
3.ABS和ASR（驱动防滑转系统）一体化。
ABS的功能是当汽车制动时防止车轮抱死，ASR的功能是当汽车驱动时防止车轮过分滑转；ABS是为了缓解过分的制动，ASR则是对滑转的车轮施加一定程度的制动。
两者都是通过控制车轮的滑移率，使汽车获得较大的纵向力和侧向力，且都能在低附着路面上充分体现它们的作用，所以可以将二者有机地结合起来。
4.汽车动态控制系统（VDC）的出现。
将ABS/ASR与电子全控式或半控式悬挂、电子控制四轮转向、电子控制液压转向、电子控制自动变速器等行驶系统和动力传动系统在结构和功能上有机地结合起来，可以保证汽车行驶的方向稳定性和动态稳定性。
三．ABS的基本构成及工作原理ABS通常由车轮轮速传感器、制动压力调节装置、电子控制装置和ABS警示灯等组成。
在不同的ABS系统中，制动压力调节装置的结构形式和工作原理往往不同，电子控制装置的内部结构和控制逻辑也可能不尽相同。
1.车轮轮速传感器轮速传感器可以测出车轮上与驱动轴共同旋转的齿圈数，然后产生与车轮轮速成正比的交流信号，从而测量出车轮的转速。
目前，用于ABS系统的轮速传感器主要有磁电式传感器和霍尔式传感器两种。
磁电式传感器是利用电磁感应原理，将物体的转动速度转换成感应电动势来测量车轮速度的。
因此，在电控防抱死制动系统中使用的多数为磁电式轮速传感器。
2.制动压力调节装置制动压力调节器是汽车制动系统中电子控制单元的执行器，其作用是根据电子控制装置ECU的指令，控制压力调节器中电磁阀的动作，适时地调节制动系统管路中的液压或气压，实现控制车轮制动器中压力的增减或保持，达到调节制动力矩的目的。
制动压力调节器主要有真空式、液压式、机械式、气压式和空气液压加力式等几种形式。
3.电子控制装置电子控制单元是整个ABS系统中的控制中枢，它接收车轮轮速传感器送来的信号，计算出车轮制动时车轮的转速、车速、滑移率及车轮加减速度等值，并对其进行比较、分析和判断。
然后，向制动压力调节装置发出控制指令，使其产生最合适的制动压力，控制车轮的转速，将滑移率保持在最佳值附近，从而防止车轮抱死。
四．本课题相关软件的介绍建立了车辆各个部分的数学模型之后，利用这些数学模型之间的相互联系，在给出初始条件的情况下对其进行数值求解，就可以得到汽车在不同时刻的运动参数。
一般的数值求解可以利用专门用于数值计算的软件，本课题使用的是美国Math Works公司出品的用于科学计算的MATLAB软件，以及它所提供的在MATLAB 环境下运行的仿真系统工具包Simulink。
作为一种图形化界面的仿真建模软件，基于MATLAB语言环境的Simulink软件用户界面友好，操作方便，是目前工程界常用的仿真工具。
Simulink可以将数学模型通过图形化的方式直观的表达出来，并通过其内部的数值求解器进行求解，在仿真中使用Simulink是十分方便的。
Simulink免去了程序代码编程带来的低效与繁琐，既可用于动力学模拟也适用于控制系统的设计。
各种功能模块化，可以直接用鼠标拖放模块，建立信号连接进行建模。
它是以模块进行建模，控制系统和控制对象可以分别进行建模，每个子模块的参数可以单独修改，不影响其它模块的运行，从而给系统的扩展带来了方便。
由于被控对象的模块化、标准化，采用不同的控制模块可以对比不同控制方式的优劣，从中选择最佳的控制算法。
目前，Simulink软件由于其自身的众多优点，已经被汽车行业作为系统建模和控制仿真的首选之一。
五．本课题相关控制方法的介绍本课题采用的是基于模糊控制的ABS算法。
模糊控制是以模糊集合论、模糊语言变量和模糊逻辑推理为基础的一种计算机数字控制技术。
其基本思想是利用计算机来实现人的控制经验，而这些经验多是用语言表达的具有相当模糊性的控制规则。
模糊控制器获得巨大成功的主要原因在于它具有如下一些突出特点：1.模糊控制是一种基于规则的控制。
它直接采用语言型控制规则，出发点是现场操作人员的控制经验或相关专家的知识，在设计中不需要建立被控对象的精确数学模型，因而使得控制机理和策略易于接受和理解，设计简单，便于应用。
2.由工业过程的定性认识出发，比较容易建立语言控制规则，因而模糊控制对那些数学模型难以获取、动态性不易掌握或变化性非常显著的对象非常适用。
3.基于模型的控制算法及系统设计方法，由于出发点和性能指标的不同，容易导致较大差异。
但一个系统的语言控制规则却具有相对的独立性，利用这些控制规律间的模糊连接，容易找到折中的选择，使控制效果优于常规控制器。
4.模糊控制算法是基于启发性的知识及语言决策规则设计的，这有利于模拟人工控制的过程和方法，增强控制系统的适应能力，使之具有一定的智能水平。
5.模糊控制系统的鲁棒性强，干扰和参数变化对控制效果的影响被大大减弱，尤其适合于非线性、时变及纯滞后系统的控制。
采取的主要技术路线或方法1.查阅相关文献和资料，确定防抱制动系统的总体结构和主要术参数。
2.根据所查的参考文献，建立系统的车体模型、轮胎模型和制动系统模型。
3.仔细阅读和分析相关文献和资料后，选择一种合适的控制方法，并建立一种可行的控制器模型。
本文所选的是基于滑移率的ABS控制算法和基于模糊控制理论的模糊控制器。
4.用MATLAB/Simulink软件分别对不带ABS的系统和带自行设计的模糊控制器的系统进行制动仿真分析，根据对比结果验证ABS的必要性和安全性。
然后，再分别对装有自行设计的模糊控制器的系统在不同附着系数的路面上进行制动仿真分析，验证ABS的可靠性和适用性。
预期的成果及 1.在设计初期阶段进行认真调研，在查阅相关文献、充分理解课题内容和要求的基础上，写出3000字左右的开题报告。
2.在设计初期进行毕业实习，实习时间为一周左右。
实习结束后对实习过程形式进行总结，并提交不少于2000字的实习报告。
3.不少于2000汉字的英文资料翻译。
4.在毕业设计后期，提交毕业论文一本和设计图纸一套。
5.所有内容电子文档一套，毕业论文成果材料清单一份。
时间安排第1-2周，翻译英文资料，检索查阅与ABS相关的文献和资料。
第3周，仔细阅读和分析相关文献和资料，撰写开题报告。
第4周，去西安实习，结束后撰写实习报告。
第5-6周，建立系统的车体、轮胎和制动系统的模型，熟悉控制方法并建立控制器的模型。
第7-12周，熟悉MATLAB软件，并对系统从不同的角度进行仿真分析，得出正确的结论。
第13周，编写设计说明书。
第14周，修改设计说明书，并将其按顺序装订成册。
第15周，充满信心地进行毕业答辩。
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