Intelligent anti-lock braking system for front wheel of electric motorcycle

Abstract

The invention discloses an intelligent anti-lock braking system for a front wheel of an electric motorcycle, and particularly relates to the technical field of braking systems, and the system comprises a wheel speed feature extraction module which is used for calculating a wheel speed change value and generating a deviation coefficient; the locking risk judgment module compares the wheel speed change value with a threshold value and outputs a risk code; the basic braking force generation module collects a voltage value and converts the voltage value into braking force; the instruction integration module generates a correction instruction according to the risk code; the braking force output control module calculates a hydraulic value and outputs a braking instruction. According to the intelligent anti-lock braking system for the front wheel of the electric motorcycle, the wheel speed change value and the dynamic lock threshold value are calculated through the wheel speed sensor, the risk code is output according to the difference value and the threshold exceeding frequency, and the braking strategy is dynamically adjusted; acquiring a voltage value of a brake handle stroke sensor, converting the voltage value into braking force, and establishing braking operation association; a correction instruction is output according to the risk codes, a braking instruction is output in combination with hydraulic data, and the braking stability and safety of the electric motorcycle are enhanced.

Description

Technical Field

[0001] This invention relates to the field of braking system technology, and in particular to an intelligent anti-lock braking system for the front wheel of an electric motorcycle. Background Technology

[0002] The field of braking system technology encompasses the core aspects of vehicle safety deceleration and stopping mechanisms, involving preventing wheel lock-up during braking that could lead to slippage or loss of control. This field systematically introduces the basic components and working principles of mechanical braking components such as brake discs and pads, hydraulic transmission systems such as master cylinders and wheel cylinders, and electronic control units. In motorcycle applications, front wheel braking is particularly crucial; the system monitors changes in wheel speed and adjusts the braking force distribution in real time to ensure a stable and controllable braking process. The overall technology emphasizes closed-loop control from sensor input to actuator output to optimize friction and vehicle dynamics.

[0003] One such system is an intelligent anti-lock braking system for the front wheel of an electric motorcycle, specifically designed to address the issue of front wheel lock-up during emergency braking. This topic encompasses technical aspects including wheel speed sensors detecting real-time front wheel speed, a control unit assessing lock-up risk by comparing the speed signal with preset thresholds, and actuators such as hydraulic regulating valves adjusting brake pressure. The solution involves wheel speed sensors collecting data, the control unit processing the signal and outputting commands, and the actuator maintaining wheel rotation by altering the hydraulic circuit flow or the electric brake output force. Specific methods include wheel speed sensor installation, control unit logic judgment, hydraulic valve opening adjustment, or motor torque control.

[0004] Current technology for assessing the risk of front wheel lock-up in electric motorcycles relies solely on wheel speed sensors comparing the detected rotational speed to a preset threshold, neglecting dynamic changes in the road surface friction coefficient. On slippery surfaces, the preset threshold may lead the system to misjudge wheel conditions, resulting in premature or delayed braking intervention and reduced braking efficiency. Regarding braking force adjustment, it only alters the hydraulic circuit flow or electric brake output force through control unit output commands, lacking utilization of diverse information such as brake lever travel, and thus failing to flexibly adjust braking force for different braking needs. In emergency or deceleration braking scenarios, a single adjustment method is insufficient to accurately match actual requirements, potentially leading to delayed braking or excessive braking force causing the vehicle to tilt forward or lose control, impacting riding safety and comfort. Summary of the Invention

[0005] The main objective of this invention is to provide an intelligent anti-lock braking system for the front wheel of an electric motorcycle, which can effectively solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows: An intelligent anti-lock braking system for the front wheel of an electric motorcycle, the system comprising: The wheel speed feature extraction module collects pulse signals from the front wheel speed sensor, calculates the absolute value of the difference between wheel speed values ​​at two adjacent points to generate wheel speed change values, and generates dynamic lock-up thresholds based on road friction coefficient sensor data and wheel speed change values. The wheel lock-up risk assessment module calculates the difference between the wheel speed change value and the dynamic lock-up threshold, counts the number of times the wheel speed change value exceeds the threshold, and outputs a risk code based on the difference result and the number of times the threshold is exceeded. The basic braking force generation module collects the voltage value of the brake lever travel sensor, multiplies the voltage value by a proportional conversion factor to generate the current braking force value; The instruction integration module calls the risk code and the current braking force value, generates the pressure reduction correction instruction value, pressure increase correction instruction value or maintenance instruction value based on the risk code, and integrates them to generate the braking correction instruction. The braking force output control module calls the braking correction command type. If the command value is to be maintained, it calls the preset linear mapping table corresponding to the current braking force value to convert it into the reference hydraulic value. If the command value is a pressure increase / decrease correction command, the voltage value of the hydraulic pressure sensor is collected and converted into a pressure value. The pressure correction value is calculated by combining the correction command value and the front wheel braking command is output.

[0007] Furthermore, the results of the wheel speed feature extraction module include wheel speed change values ​​and dynamic lock-up thresholds; the risk coding is specifically a coding value based on the difference and the number of times the threshold is exceeded; the current braking force value is specifically a force value after proportional conversion; the braking correction command includes a pressure reduction correction command value, a pressure increase correction command value, and the current braking force value; and the front wheel braking command is specifically a command related to the hydraulic output value.

[0008] Furthermore, the wheel speed feature extraction module includes a wheel speed change calculation submodule and a threshold coefficient generation submodule; The wheel speed change calculation submodule collects the pulse signal from the front wheel speed sensor, calculates the absolute value of the difference between the wheel speed values ​​of two adjacent points, and generates the wheel speed change value. The threshold coefficient generation submodule detects road surface friction coefficient sensor data and determines the dynamic lock-up threshold based on wheel speed change values.

[0009] Furthermore, the seizure risk determination module includes a difference comparison submodule and a risk code generation submodule; The difference comparison submodule calls the wheel speed change value and the dynamic lock-up threshold, calculates the difference between the two, and counts the number of times the threshold is exceeded, to obtain the threshold difference and the number of times the threshold is exceeded data; The risk coding generation submodule performs coding combination based on threshold difference and number of times the threshold is exceeded, and outputs the risk code to the instruction integration module.

[0010] Furthermore, the basic braking force generation module includes a voltage acquisition submodule and a braking force calculation submodule; The voltage acquisition submodule acquires the voltage value of the brake lever travel sensor to obtain the lever travel voltage data; The braking force calculation submodule calls the handle stroke voltage data, multiplies it by the proportional conversion coefficient, and generates the current braking force value.

[0011] Furthermore, the specific combination rules for the risk codes are as follows: When the threshold difference is less than or equal to 2 and the number of times the threshold is exceeded is less than or equal to 10, the code is "00"; When the threshold difference is greater than 2 and less than or equal to 5 and the number of times the threshold is exceeded is greater than 10 and less than or equal to 30, the code is "01"; When the threshold difference is greater than 5 or the number of times the threshold is exceeded is greater than 30, it is coded as "11".

[0012] Furthermore, the instruction integration module includes an encoding judgment submodule, an instruction generation submodule, and an instruction integration submodule; The encoding judgment submodule calls the risk code, identifies the specific value of the code, and obtains the encoding recognition result; The instruction generation submodule obtains the corresponding instruction data based on the encoding recognition result; The instruction integration submodule calls the corresponding instruction data, summarizes and processes the obtained instructions, and generates a braking correction instruction.

[0013] Furthermore, the encoding recognition correspondence rule is as follows: when the encoding is 00, the current braking force value is extracted to generate a maintenance command value; when the encoding is 01, a depressurization correction command value is generated; and when the encoding is 11, a boost correction command value is output.

[0014] Furthermore, the braking force output control module includes an instruction recognition submodule, a pressure calculation submodule, and an instruction output submodule; The instruction recognition submodule calls the braking correction instruction, determines the instruction type, and obtains the instruction type identifier; The pressure calculation submodule is based on the instruction type identifier. When it is a pressure increase correction instruction value or a pressure decrease correction instruction value, it collects the voltage value of the hydraulic pressure sensor, converts it, and calculates the pressure correction value according to the difference ratio. When it is a maintenance instruction value, it calls the preset linear mapping table to obtain the reference value. The command output submodule generates a front wheel braking command based on the pressure correction value or the reference value, combined with the command type identifier.

[0015] Compared with the prior art, the present invention has the following beneficial effects: This invention calculates wheel speed changes by acquiring pulse signals from wheel speed sensors and determines a dynamic lock-up threshold by combining data from a road surface friction coefficient sensor. Based on the difference between the two and the number of times the threshold is exceeded, a risk code is output. Compared to existing technologies that rely solely on preset thresholds to determine lock-up risk, this invention dynamically adjusts the braking strategy in real-time according to road conditions, significantly improving accuracy. It also collects the voltage value from the brake lever travel sensor and converts it into the current braking force value, establishing a direct link between braking operation and braking force, enabling personalized braking response. Based on different risk codes, it outputs the current braking force value, a pressure reduction correction command value, or a pressure increase correction command value, and combines this with hydraulic pressure sensor data to output front wheel braking commands. This tiered and refined adjustment method effectively avoids insufficient or excessive braking in complex road conditions, enhancing the braking stability and safety of electric motorcycles and significantly reducing the risk of vehicle loss of control. Attached Figure Description

[0016] Figure 1 This is an overall flowchart of the anti-lock braking system of the present invention; Figure 2 This is a flowchart of the wheel speed feature extraction module of the present invention; Figure 3 This is a flowchart of the seizure risk determination module of the present invention; Figure 4 This is a flowchart of the basic braking force generation module of the present invention; Figure 5 This is a flowchart of the instruction integration module of the present invention; Figure 6 This is a flowchart of the braking force output control module of the present invention. Detailed Implementation

[0017] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0018] Please see Figure 1 The present invention provides a technical solution: An intelligent anti-lock braking system for the front wheel of an electric motorcycle, the system comprising: The wheel speed feature extraction module collects pulse signals from the front wheel speed sensor, calculates the absolute value of the difference between wheel speed values ​​at two adjacent points to generate wheel speed change values, and generates dynamic lock-up thresholds based on road friction coefficient sensor data and wheel speed change values. The wheel lock-up risk assessment module calculates the difference between the wheel speed change value and the dynamic lock-up threshold, counts the number of times the wheel speed change value exceeds the threshold, and outputs a risk code based on the difference result and the number of times the threshold is exceeded. The basic braking force generation module collects the voltage value of the brake lever travel sensor, multiplies the voltage value by a proportional conversion factor to generate the current braking force value; The instruction integration module calls the risk code and the current braking force value, generates the pressure reduction correction instruction value, pressure increase correction instruction value or maintenance instruction value based on the risk code, and integrates them to generate the braking correction instruction. The braking force output control module calls the braking correction command type. If the command value is to be maintained, it calls the preset linear mapping table corresponding to the current braking force value to convert it into the reference hydraulic value. If the command value is a pressure increase / decrease correction command, the voltage value of the hydraulic pressure sensor is collected and converted into a pressure value. The pressure correction value is calculated by combining the correction command value and the front wheel braking command is output.

[0019] The results of the wheel speed feature extraction module include wheel speed change values ​​and dynamic lock-up thresholds. The risk coding is specifically a coding value based on the difference and the number of times the threshold is exceeded. The current braking force value is specifically a force value after proportional conversion. The braking correction command includes a pressure reduction correction command value, a pressure increase correction command value, and the current braking force value. The front wheel braking command is specifically a command related to the hydraulic output value.

[0020] Please see Figure 2 The wheel speed feature extraction module specifically includes a wheel speed change calculation submodule and a threshold coefficient generation submodule; The wheel speed change calculation submodule collects the pulse signal from the front wheel speed sensor, calculates the absolute value of the difference between the wheel speed values ​​of two adjacent points, and generates the wheel speed change value. The wheel speed change calculation submodule collects pulse signals from the front wheel speed sensor of the electric motorcycle. The front wheel speed sensor typically emits a certain number of pulses per revolution of the wheel; assuming 80 pulses per revolution, the submodule first sets a sampling time interval, such as 0.1 seconds. In the first 0.1 seconds, 120 pulses are received. By dividing the number of pulses by the number of pulses per revolution and then by the sampling time, we get 120 ÷ 80 ÷ 0.1 = 15 revolutions per second, thus obtaining the front wheel speed at that moment. Then, in the next 0.1-second sampling cycle, 100 pulses are received, and the wheel speed is calculated similarly to be 100 ÷ 80 ÷ 0.1 = 12.5 revolutions per second. Finally, the absolute value of the difference between two adjacent wheel speed values ​​is calculated: |15 - 12.5| = 2.5 revolutions per second. This 2.5 revolutions per second is the generated wheel speed change value. When an electric motorcycle is in motion, such as when it brakes quickly, the front wheel speed will change rapidly. The wheel speed change calculation submodule will continuously calculate the wheel speed change value between each two adjacent collection cycles according to the above process.

[0021] The threshold coefficient generation submodule detects road friction coefficient sensor data and determines the dynamic lock-up threshold based on wheel speed changes. The threshold coefficient generation submodule detects data from the road friction coefficient sensor of the electric motorcycle. The road friction coefficient sensor outputs data in real time. Assuming the friction coefficient detected on a dry asphalt road surface is 0.8, based on a preset lookup table, a specific coefficient is set to 2, and the initial value is 4. Based on the previously obtained wheel speed change value of 2.5 rpm, the dynamic lock-up threshold is determined. The corresponding relationship is set as dynamic lock-up threshold = wheel speed change value × specific coefficient + initial value, then dynamic lock-up threshold = 2.5 × 2 + 4 = 9.

[0022] Please see Figure 3 The dead risk assessment module specifically includes a difference comparison submodule and a risk code generation submodule; The difference comparison submodule calls the wheel speed change value and the dynamic lock-up threshold, calculates the difference between the two, and counts the number of times the threshold is exceeded, thus obtaining the threshold difference and the number of times the threshold is exceeded data; The difference comparison submodule calls the wheel speed change value and the dynamic lock-up threshold. Assuming the wheel speed change value is 4 revolutions per second and the dynamic lock-up threshold is 7, the submodule directly subtracts the wheel speed change value from the dynamic lock-up threshold, i.e., 7-4=3, obtaining a difference of 3. Subsequently, the submodule sets a 10-second monitoring cycle. Within this cycle, the above difference calculation is performed every 0.1 seconds. Each calculation compares the resulting difference to 0. If the difference is greater than 0, the threshold exceedance count is incremented by 1. In these 10 seconds, a total of 100 difference calculations are performed, with 30 differences greater than 0, resulting in a final count of 30 threshold exceedances. Therefore, the threshold difference is 3, and the threshold exceedance count is 30. Just like an electric motorcycle undergoing emergency braking on a slippery road, where wheel speed changes frequently, the difference comparison submodule continuously calculates the threshold difference and counts the threshold exceedances according to this process.

[0023] The risk coding generation submodule combines codes based on threshold difference and number of times the threshold is exceeded, and outputs risk codes through specific rules. The risk coding generation submodule formulates binary coding conversion rules based on the threshold difference and the number of times the threshold is exceeded. Specifically, when the threshold difference is less than or equal to 2 and the number of times the threshold is exceeded is less than or equal to 10, the code is "00"; when the threshold difference is greater than 2 and less than or equal to 5 and the number of times the threshold is exceeded is greater than 10 and less than or equal to 30, the code is "01"; when the threshold difference is greater than 5 or the number of times the threshold is exceeded is greater than 30, the code is "11".

[0024] Substituting the previously obtained threshold difference of 3 and the number of times the threshold was exceeded (30) into the judgment, since 3 is greater than 2 and less than or equal to 5 and 30 is greater than 10 and less than or equal to 30, the risk code is determined to be "01".

[0025] If the code is "00", the submodule extracts the current braking force value from the preset data storage area, assuming the current braking force value is stored as a fixed value of 50N; if the code is "01", the submodule generates a pressure reduction correction command value of 80×(1-20%)=64N based on the preset pressure reduction ratio, such as reducing the current braking pressure by 20%, assuming the current braking pressure is 80N; if the code is "11", the submodule directly outputs a pressure increase correction command value, which corresponds to the maximum pressure that the electric motorcycle braking system can achieve, set to 120N. Since the code is "01" in this case, the final output pressure reduction correction command value is 64N.

[0026] Please see Figure 4 The basic braking force generation module specifically includes a voltage acquisition submodule and a braking force calculation submodule; The voltage acquisition submodule acquires the voltage value of the brake lever travel sensor to obtain the lever travel voltage data; The voltage acquisition submodule collects the voltage value from the brake lever travel sensor. This sensor contains a variable resistor; when the rider squeezes the brake lever, the change in travel alters the sensor's resistance, resulting in different output voltage values. For example, when the brake lever is fully released, the sensor outputs 0.5V; when the lever is squeezed to its maximum travel, the output voltage is 4.5V. The voltage acquisition submodule collects the sensor's output voltage in real-time at 0.01-second intervals. For instance, if the voltage value collected at a certain moment is 2.3V, continuous sampling for 1 second will yield 100 voltage data points. These data are then processed to obtain the lever travel voltage data. During actual riding, the voltage acquisition submodule collects data in this manner every time the rider squeezes the brake lever.

[0027] The braking force calculation submodule calls the handle stroke voltage data, multiplies it by the proportional conversion factor, and generates the current braking force value. The braking force calculation submodule calls the lever travel voltage data. The proportional conversion coefficient is preset to 50 N / V based on the mechanical structure and braking performance of the electric motorcycle's braking system. This coefficient setting takes into account factors such as the force-bearing area of ​​the brake piston and the friction coefficient between the brake pads and brake disc in the braking system to ensure a reasonable correspondence between the voltage value and the braking force value. Taking the collected 2.3V voltage data as an example, the braking force calculation submodule directly multiplies this voltage value by the proportional conversion coefficient, i.e., 2.3 × 50 = 115N. Through this calculation, the current braking force value of 115N is generated. For lever travel voltage data collected at different times, the braking force calculation submodule will repeat the above multiplication process to obtain the corresponding current braking force value.

[0028] Please see Figure 5 The instruction integration module specifically includes: The instruction integration module includes an encoding judgment submodule, an instruction generation submodule, and an instruction integration submodule; The encoding judgment submodule calls the risk code, identifies the specific value of the code, and obtains the code recognition result; The encoding judgment submodule calls the risk code, which is stored in binary form, for example, as "01". The submodule identifies the specific value of the code by reading it bit by bit, first reading the first bit "0", then the second bit "1". In a real-world electric motorcycle braking monitoring scenario, the risk code changes in real time according to the wheel status, and the encoding judgment submodule continuously performs reading operations. After reading, the encoded value is compared one by one with a preset binary code set {"00", "01", "11"} to determine if the code belongs to "01" in the set, thus obtaining the encoding recognition result as "01".

[0029] The instruction generation submodule is based on the encoding recognition result. When the encoding is 00, it extracts the current braking force value to generate a maintenance instruction value; when the encoding is 01, it generates a pressure reduction correction instruction value; and when the encoding is 11, it outputs a pressure boost correction instruction value. The instruction generation submodule is based on the encoding recognition result. When the encoding is "00", the submodule extracts the current braking force value from the real-time braking force register, which is 115N. When the encoding is "01" or "11", the submodule calls the current braking force value of 115N, the wheel speed change rate difference, and the register storage coefficient K2. Assuming the wheel speed change rate difference is 3 revolutions per second, the register storage coefficient K2 is preset to 5N / (revolutions per second). For the encoding "01", the current braking force value is subtracted from the product of the wheel speed change rate difference and K2, i.e., 115 - 3 × 5 = 100N, generating the pressure reduction correction instruction value. For the encoding "11", the current braking force value is added to the product of the wheel speed change rate difference and K2, i.e., 115 + 3 × 5 = 130N, generating the pressure increase correction instruction value. Taking the encoding recognition result of "01" as an example, the corresponding instruction data obtained through the above calculation is 100N. For each encoding and recognition result, the instruction generation submodule will generate the corresponding instruction data according to this process.

[0030] The instruction integration submodule calls the corresponding instruction data, summarizes and processes the obtained instructions, and generates braking correction instructions. For example, if the current risk level is coded as "01", the braking command target value is 100N obtained through the above calculation. The command integration submodule organizes the obtained braking command target value according to the preset command format, adding information such as command header, command tail, and check code. Assuming the command header is "CMD_", the command tail is "_END", and the check code is calculated by simply summing the digits of the braking command target value to obtain "CHK_1", these are combined to obtain "CMD_100N_CHK_1_END". Through this summary processing, the final braking correction command "CMD_100N_CHK_1_END" is generated.

[0031] Please see Figure 6 The braking force output control module specifically includes: The braking force output control module includes a command recognition submodule, a pressure calculation submodule, and a command output submodule; The instruction recognition submodule calls the braking correction instruction, determines the instruction type, and obtains the instruction type identifier; The instruction recognition submodule calls the braking correction instruction, such as "CMD_100N_CHK_1_END". It first extracts the "100N" portion from the middle of the instruction as key data and compares it with pre-stored instruction judgment conditions. The pre-stored conditions are set as follows: if the data is "115N", it corresponds to the current braking force value instruction; if the data is obtained by calculating "115 - wheel speed change rate difference × 5N / (rpm)", it corresponds to the pressure reduction correction instruction value; if the data is "130", it corresponds to the pressure boost correction instruction value. Taking "115N" as an example, through reverse calculation, (75-115)÷5=-8 rpm, that is, reducing the current speed by 8 rpm, which conforms to the calculation logic of the pressure reduction correction instruction value, thus obtaining the instruction type identifier as "pressure reduction correction instruction value".

[0032] The pressure calculation submodule is based on the instruction type identifier. When it is a pressure increase correction instruction value or a pressure decrease correction instruction value, it collects the voltage value of the hydraulic pressure sensor, converts it, and calculates the pressure correction value according to the difference ratio. When it is the current braking force value, it calls the preset linear mapping table to obtain the reference value. The pressure calculation submodule uses the instruction type identifier. When it is "pressure increase correction instruction value", it directly calls the fixed hydraulic maximum value of 15MPa in the system as the pressure value. When it is "pressure decrease correction instruction value", it collects the voltage value of the hydraulic pressure sensor. Assuming that it collects 3V, the hydraulic pressure sensor voltage of 0.5V-4.5V corresponds to 0MPa-10MPa. The current pressure is calculated by (3-0.5)÷(4.5-0.5)×10=6.25MPa. Then, according to the pressure decrease ratio corresponding to the pressure decrease correction instruction value (preset to 20%), the pressure correction value is obtained as 6.25×(1-20%)=5MPa. When it is "current braking force value", it calls the preset linear mapping table. The current braking force value is known to be 115N. The corresponding reference value is found to be 7MPa from the table.

[0033] The command output submodule generates front wheel braking commands based on the pressure correction value or reference value and the command type identifier. The instruction output submodule, based on the pressure correction value or base value and the instruction type identifier, generates the front wheel braking instruction "CMD_FULL_15MPa_END" if it is a "pressure increase correction instruction value" with a pressure value of 15MPa; if it is a "pressure decrease correction instruction value" with a pressure correction value of 5MPa, it generates "CMD_REDUCE_5MPa_END"; and if it is a "current braking force value" with a base value of 7MPa, it generates the instruction "CMD_BASE_7MPa_END" to control the hydraulic equipment at the physical layer.

[0034] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. An intelligent anti-lock braking system for the front wheel of an electric motorcycle, characterized in that, The system includes: The wheel speed feature extraction module collects pulse signals from the front wheel speed sensor, calculates the absolute value of the difference between wheel speed values ​​at two adjacent points to generate wheel speed change values, and generates dynamic lock-up thresholds based on road friction coefficient sensor data and wheel speed change values. The wheel lock-up risk assessment module calculates the difference between the wheel speed change value and the dynamic lock-up threshold, counts the number of times the wheel speed change value exceeds the threshold, and outputs a risk code based on the difference result and the number of times the threshold is exceeded. The basic braking force generation module collects the voltage value of the brake lever travel sensor, multiplies the voltage value by a proportional conversion factor to generate the current braking force value; The instruction integration module calls the risk code and the current braking force value, generates the pressure reduction correction instruction value, pressure increase correction instruction value or maintenance instruction value based on the risk code, and integrates them to generate the braking correction instruction. The braking force output control module calls the braking correction command type. If the command value is to be maintained, it calls the preset linear mapping table corresponding to the current braking force value to convert it into the reference hydraulic value. If the command value is a pressure increase / decrease correction command, the voltage value of the hydraulic pressure sensor is collected and converted into a pressure value. The pressure correction value is calculated by combining the correction command value and the front wheel braking command is output.

2. The intelligent anti-lock braking system for the front wheel of an electric motorcycle according to claim 1, characterized in that: The results of the wheel speed feature extraction module include wheel speed change values ​​and dynamic lock-up thresholds. The risk coding is specifically a coding value based on the difference and the number of times the threshold is exceeded. The current braking force value is specifically a force value after proportional conversion. The braking correction command includes a pressure reduction correction command value, a pressure increase correction command value, and the current braking force value. The front wheel braking command is specifically a command related to the hydraulic output value.

3. The intelligent anti-lock braking system for the front wheel of an electric motorcycle according to claim 1, characterized in that: The wheel speed feature extraction module includes a wheel speed change calculation submodule and a threshold coefficient generation submodule; The wheel speed change calculation submodule collects the pulse signal from the front wheel speed sensor, calculates the absolute value of the difference between the wheel speed values ​​of two adjacent points, and generates the wheel speed change value. The threshold coefficient generation submodule detects road surface friction coefficient sensor data and determines the dynamic lock-up threshold based on wheel speed change values.

4. The intelligent anti-lock braking system for the front wheel of an electric motorcycle according to claim 1, characterized in that: The seizure risk assessment module includes a difference comparison submodule and a risk code generation submodule; The difference comparison submodule calls the wheel speed change value and the dynamic lock-up threshold, calculates the difference between the two, and counts the number of times the threshold is exceeded, to obtain the threshold difference and the number of times the threshold is exceeded data; The risk coding generation submodule performs coding combination based on threshold difference and number of times the threshold is exceeded, and outputs the risk code to the instruction integration module.

5. The intelligent anti-lock braking system for the front wheel of an electric motorcycle according to claim 1, characterized in that: The basic braking force generation module includes a voltage acquisition submodule and a braking force calculation submodule; The voltage acquisition submodule acquires the voltage value of the brake lever travel sensor to obtain the lever travel voltage data; The braking force calculation submodule calls the handle stroke voltage data, multiplies it by the proportional conversion coefficient, and generates the current braking force value.

6. The intelligent anti-lock braking system for the front wheel of an electric motorcycle according to claim 4, characterized in that: The specific rules for combining the risk codes are as follows: When the threshold difference is less than or equal to 2 and the number of times the threshold is exceeded is less than or equal to 10, the code is "00"; When the threshold difference is greater than 2 and less than or equal to 5 and the number of times the threshold is exceeded is greater than 10 and less than or equal to 30, the code is "01"; When the threshold difference is greater than 5 or the number of times the threshold is exceeded is greater than 30, it is coded as "11".

7. The intelligent anti-lock braking system for the front wheel of an electric motorcycle according to claim 6, characterized in that: The instruction integration module includes an encoding judgment submodule, an instruction generation submodule, and an instruction integration submodule; The encoding judgment submodule calls the risk code, identifies the specific value of the code, and obtains the encoding recognition result; The instruction generation submodule obtains the corresponding instruction data based on the encoding recognition result; The instruction integration submodule calls the corresponding instruction data, summarizes and processes the obtained instructions, and generates a braking correction instruction.

8. The intelligent anti-lock braking system for the front wheel of an electric motorcycle according to claim 7, characterized in that: The specific rules for encoding and recognition are as follows: when the encoding is 00, the current braking force value is extracted to generate a maintenance command value; when the encoding is 01, a depressurization correction command value is generated; and when the encoding is 11, a boost correction command value is output.

9. The intelligent anti-lock braking system for the front wheel of an electric motorcycle according to claim 1, characterized in that: The braking force output control module includes a command recognition submodule, a pressure calculation submodule, and a command output submodule; The instruction recognition submodule calls the braking correction instruction, determines the instruction type, and obtains the instruction type identifier; The pressure calculation submodule is based on the instruction type identifier. When it is a pressure increase correction instruction value or a pressure decrease correction instruction value, it collects the voltage value of the hydraulic pressure sensor, converts it, and calculates the pressure correction value according to the difference ratio. When it is a maintenance instruction value, it calls the preset linear mapping table to obtain the reference value. The command output submodule generates a front wheel braking command based on the pressure correction value or the reference value, combined with the command type identifier.

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