An ECAS vehicle collision avoidance control method and system

Abstract

This invention relates to vehicle collision avoidance technology and discloses an ECAS (Electronic Collision Avoidance Assist) vehicle frontal collision control method and system. The switching unit includes a first switching unit and a second switching unit. The first switching unit includes a pressure switch and a first double-pole switch. The pressure switch is used for pressure control of the ECAS vehicle. The first double-pole switch includes a kneeling switch and a descent switch. The kneeling switch controls the kneeling movement of the ECAS vehicle, and the descent switch controls the movement of the ECAS vehicle. The second switching unit includes a head-up switch and a second double-pole switch. The head-up switch controls the vehicle's height. The second double-pole switch includes an ascending switch and a normal height switch. The ascending switch controls the ascending movement of the ECAS vehicle, and the normal height switch controls the normal height of the ECAS vehicle. The ECAS vehicle frontal collision avoidance control system designed in this invention effectively avoids frontal collisions and is simple to operate.

Description

Technical Field

[0001] This invention relates to vehicle collision avoidance technology, and more particularly to an ECAS vehicle collision avoidance face control method and system for detecting magnetic strips in new energy vehicles. Background Technology

[0002] City buses are mostly divided into two types based on the number of steps passengers take: two-step and one-step (which are further divided into low entrance and low floor). As the name suggests, a two-step bus has two steps at the passenger door (one for getting on from the ground and another for getting on from inside the bus), while a one-step bus has only one step at the passenger door (one for getting on from the ground).

[0003] Low-floor buses originated in Western Europe. Low-floor buses (including low-entry buses) are an important way to improve the transportation efficiency (convenience of getting on and off) and transportation safety (safety of getting on and off). For example, it is more convenient and safer for the elderly to get on and off the bus, and it is more convenient for passengers with strollers to get on and off the bus. Since the 21st century, our country has been advocating the development of low-floor buses.

[0004] Low-floor buses have a drawback: they are prone to "collision with the front," meaning they are more likely to hit the front of the vehicle. When a bus brakes to enter a bus stop, the resulting nose-diving can cause the front of the bus to hit the shoulder of the bus stop. When going over a pothole, the ground excitation can also cause the front of the bus to nose-dive, which can also lead to a front-end collision. This is commonly known as "collision with the front."

[0005] For example, prior art CNCN201611122178.9 discloses an undercarriage anti-collision and obstacle removal device for low-floor rail transit vehicles. It includes a motion-sensing probe, a transmission link, an obstacle removal flap control mechanism, an obstacle removal flap, and an obstacle removal flap retrieval mechanism. One end of the transmission link is movably connected to the motion-sensing probe, and the other end is connected to the obstacle removal flap control mechanism. The obstacle removal flap control mechanism controls the flap to open. The obstacle removal flap retrieval mechanism is connected to the flap. The motion-sensing probe, the obstacle removal flap control mechanism, and the flap are all mounted on the vehicle chassis, and the obstacle removal flap retrieval mechanism is mounted on the driver's cab floor. Prior art anti-collision designs are complex and operations are cumbersome. Summary of the Invention

[0006] This invention addresses the problems of complex design and cumbersome operation of existing ECAS vehicle collision avoidance control systems by providing an ECAS vehicle collision avoidance control method and system.

[0007] To solve the above-mentioned technical problems, the present invention provides the following technical solution:

[0008] An ECAS vehicle anti-collision control system includes an ECAS control system and a switching unit. The ECAS control system and the switching unit are connected via a CAN bus. The switching unit sends switching signals to the ECAS control system, and the ECAS control system controls the switching unit based on the received signals. The switching unit includes a first switching unit and a second switching unit. The first switching unit includes a pressure switch and a first double-pole switch. The pressure switch is used for pressure control of the ECAS vehicle. The first double-pole switch includes a kneeling switch and a descent switch. The kneeling switch controls the kneeling action of the ECAS vehicle, and the descent switch controls the movement of the ECAS vehicle. The second switching unit includes a head-up switch and a second double-pole switch. The head-up switch controls the vehicle height of the ECAS vehicle. The second double-pole switch includes an ascending switch and a normal height switch. The ascending switch controls the ascending action of the ECAS vehicle, and the normal height switch controls the normal height of the ECAS vehicle.

[0009] Preferably, the first switching unit further includes a first switching unit voltage divider module and a first switching unit current limiting unit. The first switching unit voltage divider module includes resistors R0, R1, R2, and R3. One end of resistor R0 is connected to the pressure switch, resistors R1 and R2, and the other end is connected to the first double-pole switch. Resistors R1, R2, and R3 are connected in series. The first switching unit current limiting switch includes resistor R4 and capacitor C1. One end of resistor R4 is connected to resistors R2 and R3, and the other end is connected to capacitor C1 and the first voltage acquisition terminal. The other end of capacitor C1 is grounded.

[0010] Preferably, the second switching unit further includes a second switching unit voltage divider module and a second switching unit current limiting unit. The second switching unit voltage divider module includes resistors R10, R11, R12, and R13. One end of resistor R10 is connected to the head switch, resistors R11 and R12, and the other end is connected to the second double-pole switch. Resistors R11, R12, and R13 are connected in series. The second switching unit current limiting switch includes resistor R14 and capacitor C11. One end of resistor R14 is connected to resistors R12 and R13, and the other end is connected to capacitor C11 and the second voltage acquisition terminal. The other end of capacitor C11 is grounded.

[0011] Preferably, the head switch is a self-locking switch.

[0012] To address the aforementioned technical problems, the present invention also provides an ECAS vehicle collision avoidance control method, which is implemented through the aforementioned ECAS vehicle collision avoidance control system. The method includes:

[0013] Acquisition of CAN bus information: The ECAS control system polls to acquire CAN bus information.

[0014] The ECAS control system polls to obtain the switch status.

[0015] The switch status is determined based on the collected vehicle speed, voltage, and air pressure.

[0016] ECAS vehicle control system operates based on the switch status to control the ECAS vehicle.

[0017] Preferably, the switch status is determined based on the collected vehicle speed, voltage, and air pressure, including:

[0018] Step 1: If the collected vehicle speed is less than the first threshold V1, proceed to Step 2; otherwise, proceed to Step 4.

[0019] If the pressure switch is valid in step 2, proceed to step 3; otherwise, if the rise switch, normal height switch, or kneeling switch is valid, proceed to step 6.

[0020] Step 3: If the rise switch or normal height switch is valid, set the target height for the corresponding switch and set the second time threshold for reaching the target height to T1, then execute the steps; otherwise, return to step 1.

[0021] Step 4: If the collected vehicle speed is less than the second threshold, the rise switch, normal height switch or kneeling switch will be effective. If effective, the target height of the corresponding switch will be set, and the third time threshold for reaching the target height will be set to T3. It will then be determined whether the target height has been reached. If the target height has been reached, Step 5 will be executed; otherwise, the inflation / deflation command will be executed.

[0022] Step 5: Determine whether the third time threshold T3 has been reached; otherwise, execute the inflation / deflation command.

[0023] Step 6: If the rise switch, normal height switch, or kneeling switch is valid, set the target height of the corresponding switch and set the first time threshold for reaching the target height to T1. Determine whether the target height has been reached. If the target height has been reached, proceed to step 5; otherwise, execute the inflation / deflation command.

[0024] Step 7: Determine whether the first time threshold T1 has been reached; otherwise, execute the inflation / deflation command.

[0025] Preferably, the switch status is determined based on the collected vehicle speed, voltage, and air pressure, including:

[0026] S1, Initialization, initialize the switch state information of the ECAS vehicle; the switch state information of the ECAS vehicle includes the last state of the head-up switch Look_up_last, the current state of the head-up switch Look_up_new, the brake signal state brake, and the road obstacle state Obstacle_intention.

[0027] S2, the ECAS control system polls to obtain CAN bus information;

[0028] S3, the ECAS control system obtains the first voltage and the second voltage;

[0029] S4, if the collected vehicle speed is greater than the third threshold V3, then the Look_up_new head-up switch is currently valid, the Look_up_last head-up switch was invalid last time, and the brake signal is valid; then determine the road obstacle state Obstacle_intention; otherwise, proceed to S5;

[0030] S5, if the collected vehicle speed is not less than the second threshold V2, then the road obstacle state Obstacle_intention is 1 and the brake signal is valid; then determine the front axle inflation command, otherwise execute S6;

[0031] S6, if the collected vehicle speed is less than the second threshold V2; if the Look_up_new head-up switch is currently active, then the full axle inflation command is determined.

[0032] This invention, by adopting the above technical solutions, has significant technical effects:

[0033] The ECAS vehicle collision avoidance control system designed in this invention is used on low-floor buses equipped with air suspension systems, which can effectively avoid collisions.

[0034] The design of this invention is low in cost and simple to operate.

[0035] This invention further enhances the safety performance of ECAS vehicles. Attached Figure Description

[0036] Figure 1 This is a diagram of the ECAS vehicle collision avoidance control system of the present invention.

[0037] Figure 2 The control flowchart of this invention.

[0038] Figure 3 This is a schematic diagram of the first switching unit of the present invention.

[0039] Figure 4 The air pressure of this invention is normal, and no switch is pressed in the test diagram.

[0040] Figure 5 This is a test diagram showing the normal air pressure and the side kneeling switch being pressed, as per the invention's specifications.

[0041] Figure 6 The air pressure of this invention is normal, and the descent switch is pressed as shown in the test diagram.

[0042] Figure 7 The air pressure of this invention is too low, and no switch is pressed in the test diagram.

[0043] Figure 8 This invention relates to a test diagram showing the side kneeling switch being pressed when the air pressure is too low.

[0044] Figure 9 The test diagram shows that the air pressure is too low and the descent switch is pressed.

[0045] Figure 10 This is a schematic diagram of the second switching unit of the present invention.

[0046] Figure 11 This is the control flowchart of the present invention. Detailed Implementation

[0047] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments.

[0048] Example 1

[0049] An ECAS vehicle collision avoidance control system, Figure 1 The system comprises an ECAS control system and a switching unit, which are connected via a CAN bus. The switching unit sends switching signals to the ECAS control system, and the ECAS control system controls the switching unit based on the received signals. The switching unit is characterized by comprising a first switching unit and a second switching unit. The first switching unit includes a pressure switch and a first double-pole switch. The pressure switch is used for pressure control of the ECAS vehicle. The first double-pole switch includes a kneeling switch and a descent switch. The kneeling switch controls the kneeling motion of the ECAS vehicle, and the descent switch controls the motion of the ECAS vehicle. The second switching unit includes a head-up switch and a second double-pole switch. The head-up switch controls the vehicle's height. The second double-pole switch includes an ascending switch and a normal height switch. The ascending switch controls the ascending motion of the ECAS vehicle, and the normal height switch controls the normal height of the ECAS vehicle.

[0050] The first switching unit also includes a first switching unit voltage divider module and a first switching unit current limiting unit. Figure 3In the first switching unit voltage divider module, there are resistors R0, R1, R2, and R3. One end of resistor R0 is connected to the pressure switch, resistors R1 and R2, and the other end is connected to the first double-pole switch. Resistors R1, R2, and R3 are connected in series. The first switching unit current limiting switch includes resistor R4 and capacitor C1. One end of resistor R4 is connected to resistors R2 and R3, and the other end is connected to capacitor C1 and the first voltage acquisition terminal MCU_ANN_8. The other end of capacitor C1 is grounded.

[0051] Figure 9 The second switching unit further includes a voltage divider module and a current limiting unit. The voltage divider module includes resistors R10, R11, R12, and R13. One end of resistor R10 is connected to the head switch, resistors R11 and R12, and the other end is connected to the second double-pole switch. Resistors R11, R12, and R13 are connected in series. The current limiting switch includes resistor R14 and capacitor C11. One end of resistor R14 is connected to resistors R12 and R13, and the other end is connected to capacitor C11 and the second voltage acquisition terminal MCU_ANN_9. The other end of capacitor C11 is grounded. The head switch is a self-locking switch.

[0052] Figure 3 One port collects the status of three switches. Furthermore, when the pressure switch is active, pressing the kneeling switch or the lowering switch will not change the status of the "First Voltage Acquisition Terminal MCU_ANA_8". When the vehicle air pressure is below 6 bar, the pressure switch is activated; the pressure switch is essentially a low pressure alarm. After the pressure switch is activated, the voltage at point A00 is approximately 0V (the threshold can be set to 0.1V). The "First Voltage Acquisition Terminal MCU_ANN_8" is connected to the AD acquisition terminal of the controller MCU, and the voltage at the "First Voltage Acquisition Terminal MCU_ANN_8" port is also approximately 0V. At this time, pressing either the kneeling switch or the lowering switch will not change the voltage at the acquisition port. That is, when the air pressure is too low, the kneeling switch and the lowering switch are ineffective, effectively shielding these two operations from hardware, reducing software judgment and related calculations, saving computing resources, and eliminating concerns about false triggering.

[0053] Assuming R0 = 30K, R1 = 30K, R2 = 30K, R3 = 10K, R4 = 10K, and the ignition power supply voltage is 24V, simulate and distinguish between the working state and the shielded state in electronic simulation software. Since no equivalent [system / method] was found in the simulation software... Figure 6 The single-pole double-throw switch with self-resetting function of the K2 type is replaced by K5 and K6. Figure 3 In the diagram, K2 represents the kneeling switch, and K5 represents the lowering switch.

[0054] When the air pressure is normal and no switch is pressed, the voltage at the acquisition port is 3.43V. Figure 4 When the air pressure is normal, and the kneeling switch is pressed, the voltage at the acquisition port is 4.36V. Figure 5 When the air pressure is normal, and the descent switch is pressed, the voltage at the data acquisition port is 2.18V. Figure 6 When the air pressure is too low and no switch is pressed, the voltage at the acquisition port is approximately 0V. Figure 7 When the air pressure is too low, and the kneeling switch is pressed, the voltage at the acquisition port is approximately 0V. Figure 8 When the air pressure is too low, and the descent switch is pressed, the voltage at the acquisition port is approximately 0V. Figure 9 .

[0055] Example 2

[0056] Based on Example 1, this example is an ECAS vehicle collision avoidance control method, which is implemented through the ECAS vehicle collision avoidance control system. The method includes:

[0057] The ECAS control system polls to acquire CAN bus information; it collects CAN bus information every 0.2 seconds; the CAN bus information includes vehicle speed information.

[0058] The ECAS control system polls to obtain the switch status; it collects the status of each switch every 0.2 seconds.

[0059] The switch status is determined based on the collected vehicle speed, voltage, and air pressure.

[0060] ECAS vehicle control system operates based on the switch status to control the ECAS vehicle.

[0061] Figure 2 In the process, the switch status is determined based on the collected vehicle speed, voltage, and air pressure data, including:

[0062] Step 1: If the collected vehicle speed is less than the first threshold V1, proceed to Step 2; otherwise, proceed to Step 4.

[0063] Step 2: If the pressure switch is valid, proceed to step 3; otherwise, determine if the rise switch, normal height switch, or kneeling switch is valid. If the rise switch, normal height switch, or kneeling switch is valid, proceed to step 6.

[0064] Step 3: If the rise switch or normal height switch is effective, set the target height for the corresponding switch and set the second time threshold for reaching the target height to T1, then execute the steps; otherwise, return to step 1. For the design of the target height, if the vehicle is descending, check whether the switch is effective every 0.02 seconds. If it is effective once, set the current height H-1. When the descent switch is activated continuously, the target height will be lower than the current height. Set a minimum height limit for this minimum descent value.

[0065] The maximum allowable time design addresses concerns that if the air pressure is very low, there might be air leaks, or other malfunctions that prevent the solenoid valve from being driven, the vehicle body might never reach the target height. However, the solenoid valve cannot be driven indefinitely. Therefore, a maximum allowable time is given. For example, when the air pressure is normal, the first time threshold T1 is set to 5 seconds. If the target is not achieved within 5 seconds, the solenoid valve will no longer be driven. When the air pressure is too low, the second time threshold T2 is set to 10 seconds. If the target is not achieved within 10 seconds, the solenoid valve will no longer be driven. When the vehicle speed is between V1 and V2, the third time threshold T3 is set to 3 seconds. If the target is not achieved within 3 seconds, the solenoid valve will no longer be driven.

[0066] Step 4: If the collected vehicle speed is less than the second threshold, the rise switch, normal height switch or kneeling switch will be effective. When the rise switch, normal height switch or kneeling switch is effective, the target height of the corresponding switch will be set, and the third time threshold for reaching the target height will be set to T3. It will be determined whether the target height has been reached. If the target height has been reached, step 5 will be executed; otherwise, the inflation / deflation command will be executed.

[0067] Step 5: Determine whether the third time threshold T3 has been reached; otherwise, execute the inflation / deflation command.

[0068] Step 6: If the rise switch, normal height switch, or kneeling switch is valid, set the target height of the corresponding switch and set the first time threshold for reaching the target height to T1. Determine whether the target height has been reached. If the target height has been reached, proceed to step 5; otherwise, execute the inflation / deflation command.

[0069] Step 7: Determine whether the first time threshold T1 has been reached; otherwise, execute the inflation / deflation command.

[0070] Figure 11 In the process, the switch status is determined based on the collected vehicle speed, voltage, and air pressure data, including:

[0071] S1, Initialization: Initialize the switch state information of the ECAS vehicle; the switch state information of the ECAS vehicle includes the last state of the head-up switch Look_up_last, the current state of the head-up switch Look_up_new, the brake signal state brake, and the road obstacle state Obstacle_intention; Look_up_last = 0, Look_up_new = 0, and brake = 0, Obstacle_intention = 0;

[0072] S2, the ECAS control system polls to obtain CAN bus information; here, the ECAS control system collects CAN bus information every 0.1s; the CAN bus information includes vehicle speed information;

[0073] S3, the ECAS control system acquires the first voltage and the second voltage; the ECAS control system acquires the first voltage acquisition terminal MCU_ANN_8 every 0.1s, and the ECAS control system acquires the second voltage acquisition terminal MCU_ANN_9 every 0.1s;

[0074] S4, if the collected vehicle speed is greater than the third threshold V3, then the Look_up_new head-up switch is currently valid, Look_up_new = 1; the Look_up_last head-up switch was invalid last time, Look_up_last = 0, and the brake signal is valid, brake1; then determine the road obstacle state Obstacle_intention; otherwise, proceed to S5; if Obstacle_intention = 1, return; otherwise, Obstacle_intention = 0.

[0075] S5, if the collected vehicle speed is not less than the second threshold V2, then the road obstacle state Obstacle_intention is 1 and the brake signal is valid, brake = 1; then the front axle inflation command is determined to be 1, otherwise the full axle inflation command is 0; otherwise, execute S6.

[0076] S6, the collected vehicle speed is less than the second threshold V2; the Look_up_new head-up switch is currently valid. If Look_up_new = 1, then the full axle inflation command is determined to be 1; otherwise, the full axle inflation command is 0.

[0077] Example 3

[0078] Based on the above embodiments, this embodiment detects excessively high road obstacles by first reducing the speed until it is below the second threshold value V2, and then pressing the lift switch. However, if the lift switch is pressed when the speed is not below the second threshold value V2, the vehicle height will not be adjusted. The lift switch is generally a self-resetting switch, and its function is a "jog mode" lift, meaning it inflates when you press it and stops when you release it.

[0079] Adding a self-locking head switch is an option, but this cannot be done due to limited connector ports or cost constraints. Therefore, [the following approach is adopted]. Figure 10 The proposed solution adds a self-locking tilt switch, while reducing the original five switch connector ports to two. The principle is the same. Figure 3 The operation of the raise switch and the normal height switch can be disabled by hardware when the head-up switch is active. That is, the hardware makes these two operations invalid when the head-up switch is active, so there is no need to worry about accidental triggering.

[0080] Setting the variable Look_up_last to 1 or 0 indicates whether the head-up switch was last active or inactive; setting Look_up_new to 1 or 0 indicates whether the head-up switch is currently active or inactive; setting brake=1 to 1 or 0 indicates whether the brake signal is active or inactive; and setting Obstacle_intention to 1 or 0 indicates whether there is an intention to pass an obstacle.

[0081] When Look_up_last, Look_up_new, and brake are all 1, Obstacle_intention is set to 1, indicating that the driver intended to overcome a road obstacle. However, whether to raise the front of the car depends on the duration of Obstacle_intention = 1 and the vehicle speed. A new third speed threshold V3 is set, which is slightly less than the second threshold V2. When the vehicle speed is greater than the third threshold V3, Obstacle_intention = 1 is satisfied. When the vehicle speed drops to the third threshold V3, the front of the car is raised until the speed drops to the second threshold V2. If the speed drops to the second threshold V2, the entire vehicle is raised. The first threshold V1 is 5 km / h; the second threshold V2 is 20 km / h; and the third threshold V3 is 30 km / h.

[0082] In low-floor buses, the engine or battery pack, which carries heavy loads, are located at the rear of the vehicle. Therefore, only two airbags are installed on the front axle, while four are installed on the rear axle. When the head-up switch is activated for the first time, the anti-collision control system sends a high-level operation command via the CAN bus to the instrument panel display that the head-up switch is active. At a certain vehicle speed, the threshold is represented by the second threshold V2 (vehicle speed is calibrated according to vehicle length). The system then inflates the airbags via solenoid valves. Because there are only two airbags on the front axle and four on the rear axle, and the rear axle load is higher than the front axle, the front axle reaches the target height first, appearing as a head-up movement. Hence, it's called a head-up switch. After recognizing the intention to pass a road obstacle, the front axle airbags are inflated for a period of time at a specific moment. At a speed higher than the second threshold V2 (the third threshold V3), the front of the vehicle is raised slightly to counteract the expected drop in the front of the vehicle caused by the "nodding" motion.

[0083] Vehicles equipped with ECAS (Electronic Cruise Control) will lower their body slightly when the speed exceeds a certain value to reduce wind resistance. Conversely, when braking, slightly raising the vehicle at an appropriate speed can increase wind resistance and thus improve braking performance.

Claims

1. An ECAS vehicle anti-collision control method, characterized in that, The method implemented through the ECAS vehicle collision avoidance control system includes an ECAS control system and a switching unit, which are connected via a CAN bus. The switching unit sends switching signals to the ECAS control system, and the ECAS control system controls the switching unit based on the received signals. The switching unit includes a first switching unit and a second switching unit. The first switching unit includes a pressure switch and a first double-pole switch. The pressure switch is used for pressure control of the ECAS vehicle. The first double-pole switch includes a kneeling switch and a descent switch. The kneeling switch controls the kneeling action of the ECAS vehicle, and the descent switch controls the movement of the ECAS vehicle. The second switching unit includes a head-up switch and a second double-pole switch. The head-up switch controls the vehicle height of the ECAS vehicle. The second double-pole switch includes an ascending switch and a normal height switch. The ascending switch controls the ascending action of the ECAS vehicle, and the normal height switch controls the normal height of the ECAS vehicle. The methods include: Acquisition of CAN bus information: The ECAS control system polls to acquire CAN bus information. The ECAS control system polls to obtain the switch status. The switch status is determined based on the collected vehicle speed, voltage, and air pressure. ECAS vehicle control: The ECAS control system operates the ECAS vehicle based on its switch status; the switch status is determined based on the collected vehicle speed, voltage, and air pressure data, including: Step 1: If the collected vehicle speed is less than the first threshold V1, proceed to Step 2; otherwise, proceed to Step 4. If the pressure switch is valid in step 2, proceed to step 3; otherwise, if the rise switch, normal height switch, or kneeling switch is valid, proceed to step 6. Step 3: If the rise switch or normal height switch is valid, set the target height for the corresponding switch and set the second time threshold for reaching the target height to T1, then execute the steps; otherwise, return to step 1. Step 4: If the collected vehicle speed is less than the second threshold, the rise switch, normal height switch or kneeling switch will be effective. If effective, the target height of the corresponding switch will be set, and the third time threshold for reaching the target height will be set to T3. It will then be determined whether the target height has been reached. If the target height has been reached, Step 5 will be executed; otherwise, the inflation / deflation command will be executed. Step 5: Determine whether the third time threshold T3 has been reached; otherwise, execute the inflation / deflation command. Step 6: If the rise switch, normal height switch, or kneeling switch is valid, set the target height of the corresponding switch and set the first time threshold for reaching the target height to T1. Determine whether the target height has been reached. If the target height has been reached, proceed to step 5; otherwise, execute the inflation / deflation command. Step 7: Determine whether the first time threshold T1 has been reached; otherwise, execute the inflation / deflation command.

2. The ECAS vehicle anti-collision control method according to claim 1, characterized in that, The switch status is determined based on the collected vehicle speed, voltage, and air pressure data, including: S1, Initialization, initialize the switch state information of the ECAS vehicle; the switch state information of the ECAS vehicle includes the last state of the head-up switch Look_up_last, the current state of the head-up switch Look_up_new, the brake signal state brake, and the road obstacle state Obstacle_intention. S2, the ECAS control system polls to obtain CAN bus information; S3, the ECAS control system obtains the first voltage and the second voltage; S4, if the collected vehicle speed is greater than the third threshold V3, then the Look_up_new head-up switch is currently valid, the Look_up_last head-up switch was invalid last time, and the brake signal is valid; then determine the road obstacle state Obstacle_intention; otherwise, proceed to S5; S5, if the collected vehicle speed is not less than the second threshold V2, then the road obstacle state Obstacle_intention is 1 and the brake signal is valid; then determine the front axle inflation command, otherwise execute S6; S6, if the collected vehicle speed is less than the second threshold V2; if the Look_up_new head-up switch is currently active, then the full axle inflation command is determined.

3. The ECAS vehicle anti-collision control method according to claim 1, characterized in that, The first switching unit also includes a first switching unit voltage divider module and a first switching unit current limiting unit. The first switching unit voltage divider module includes resistors R0, R1, R2, and R3. One end of resistor R0 is connected to the pressure switch, resistors R1 and R2, and the other end is connected to the first double-pole switch. Resistors R1, R2, and R3 are connected in series. The first switching unit current limiting switch includes resistor R4 and capacitor C1. One end of resistor R4 is connected to resistors R2 and R3, and the other end is connected to capacitor C1 and the first voltage acquisition terminal. The other end of capacitor C1 is grounded.

4. The ECAS vehicle anti-collision control method according to claim 1, characterized in that, The second switching unit also includes a second switching unit voltage divider module and a second switching unit current limiting unit. The second switching unit voltage divider module includes resistors R10, R11, R12, and R13. One end of resistor R10 is connected to the head switch, resistors R11 and R12, and the other end is connected to the second double-pole switch. Resistors R11, R12, and R13 are connected in series. The second switching unit current limiting switch includes resistor R14 and capacitor C11. One end of resistor R14 is connected to resistors R12 and R13, and the other end is connected to capacitor C11 and the second voltage acquisition terminal. The other end of capacitor C11 is grounded.

5. The ECAS vehicle anti-collision control method according to claim 1, characterized in that, The head switch is a self-locking switch.

Images