A combined anti-collision system and method for tire rollers

Abstract

This invention provides a combined anti-collision system and method for tire rollers, belonging to the field of engineering machinery technology. The system includes a power supply unit, a main wiring harness, branch wiring harnesses, anti-collision relays, and a controller. The main wiring harness integrates power supply lines, control power supply lines, a CAN bus, and signal acquisition lines; limit switches, ultrasonic radar, and millimeter-wave radar are detachably connected through corresponding branch wiring harnesses, and unused interfaces are sealed with plugs. This invention achieves platform compatibility for three anti-collision systems and flexible plug-and-play expansion in the future, without the need to disassemble original vehicle components or redesign wiring harnesses.

Description

Technical Field

[0001] This invention relates to the field of engineering machinery technology, specifically to a combined anti-collision system and method for tire rollers. Background Technology

[0002] A pneumatic tire roller is a type of road machinery used in construction equipment to compact road surfaces using multiple inflatable tires. Due to their large size, pneumatic tire rollers create significant blind spots for the operator, necessitating the installation of collision avoidance systems to reduce accidents. These systems primarily include mechanical contact collision avoidance systems, ultrasonic collision avoidance systems, and millimeter-wave collision avoidance systems.

[0003] Mechanical contact collision avoidance systems use limit switches and steel cable pulls; braking is triggered when a person touches the cable. Their advantage is low cost, but their disadvantage is that they are contact-based. Ultrasonic collision avoidance systems use ultrasonic radar to detect obstacle distances, with a detection range of approximately 4 meters. Their advantage is non-contact operation, but their disadvantages include short detection range and susceptibility to harsh environments. Millimeter-wave collision avoidance systems use millimeter-wave radar to detect obstacle distances, with a detection range of up to 30 meters. They offer advantages such as all-weather operation and strong anti-interference capabilities, but their disadvantage is higher cost.

[0004] The three collision avoidance systems mentioned above are typically designed and manufactured as independent solutions. When selecting a collision avoidance system for a vehicle model, only one or two of these three solutions can be chosen and integrated into the vehicle's wiring harness and structure. Once the configuration is determined, any subsequent additions or modifications require redesigning the entire vehicle's wiring harness, disassembling existing components, and replacing the controller, resulting in extremely high costs or even making the modification impractical. Summary of the Invention

[0005] To address the aforementioned issues, this invention provides a combined anti-collision system and method for tire rollers. By pre-installing electrical interfaces for the three anti-collision systems—mechanical, ultrasonic, and millimeter-wave—in the main wiring harness and setting up plug-ins, the system achieves platform compatibility and flexible, plug-and-play expansion of the three anti-collision systems without requiring the disassembly of original vehicle components or redesign of the wiring harness.

[0006] In a first aspect, the technical solution of the present invention provides a combined anti-collision system for tire rollers, comprising: The power supply unit is used to provide power to the system. The main wiring harness integrates power supply lines, control power supply lines, CAN bus, and signal acquisition lines. A limit switch branch harness is led out from the signal acquisition line and is provided with a limit switch connector for detachably connecting the limit switch. The first radar interface branch harness has its power line led out from the control power line and its signal line led out from the CAN bus. A first radar connector is provided on it for detachably connecting to the ultrasonic radar. The second radar interface branch harness has its power line led out from the control power line and its signal line led out from the CAN bus. It is equipped with a second radar connector for detachably connecting to the millimeter-wave radar. The brake interface branch harness is equipped with a brake solenoid valve connector for connecting the brake solenoid valve. An alarm interface branch harness is provided with an alarm device connector for connecting the alarm device. The anti-collision relay has its first coil end electrically connected to the limit switch branch harness, and its second coil end grounded. Its contacts are respectively connected to the power supply line, the brake interface branch harness, and the alarm interface branch harness. The controller has its digital input port electrically connected to the signal acquisition line, its CAN bus interface electrically connected to the CAN bus, and its output ports electrically connected to the brake interface branch harness and the alarm interface branch harness, respectively.

[0007] Secondly, the technical solution of the present invention provides a combined anti-collision method for tire rollers, based on the above-mentioned system implementation, including the following steps: The configuration identifier stored in its non-volatile memory is read. This configuration identifier is used to characterize the type and combination of the anti-collision subsystems that have been actually installed and activated in the current system. The anti-collision subsystems include at least one of mechanical anti-collision subsystems, ultrasonic anti-collision subsystems, and millimeter-wave anti-collision subsystems. Based on the configuration identifier, a control program corresponding to the current configuration is matched and loaded from a plurality of pre-stored control programs; The loaded control program is executed, and signals from the corresponding sensors are acquired according to the logic defined by the control program. Braking signals or warning signals are output according to the decision rules defined by the control program.

[0008] As can be seen from the above technical solution, this application has the following advantages: During the wiring harness design stage, all electrical interfaces for the mechanical, ultrasonic, and millimeter-wave anti-collision systems are pre-reserved, including the integration of power supply lines, control power lines, CAN bus, and signal acquisition lines within the main wiring harness; branch wiring harnesses for limit switches, first radar interface, second radar interface, brake interface, and alarm interface are led out from the main wiring harness, with standardized connectors at the ends of each branch wiring harness for detachable connection to limit switches, ultrasonic radar, millimeter-wave radar, brake solenoid valves, and alarm devices; unused interfaces are sealed with plugs. Based on the above structure, vehicles can be equipped with any one or more anti-collision systems according to customer needs at the factory. Later upgrades do not require disassembling original vehicle parts or redesigning or replacing the entire vehicle wiring harness; only the plugs need to be removed and the corresponding devices plugged in to complete the electrical connection. This achieves platform compatibility and flexible expansion of the three anti-collision systems, overcoming the technical problems of fixed anti-collision system configurations and high later modification costs. Attached Figure Description

[0009] To more clearly illustrate the technical solution of this application, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0010] Figure 1 This is a schematic diagram of the electrical principle of a combined anti-collision system for a tire roller provided in an embodiment of the present invention.

[0011] Figure 2 This is a schematic diagram of a combined anti-collision system for a tire roller provided in an embodiment of the present invention.

[0012] Figure 3 This is a schematic diagram of a combined anti-collision method for a tire roller provided in an embodiment of the present invention. Detailed Implementation

[0013] To make the purpose, features, and advantages of this application more apparent and understandable, specific embodiments and accompanying drawings will be used to clearly and completely describe the technical solution protected by this application. Obviously, the embodiments described below are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0014] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this application and in the specification of this invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.

[0015] The following explains some of the terms involved in this invention.

[0016] Start switch: An electrical switch that controls the power on / off of the vehicle, engine start-up, and engine shutdown.

[0017] Limit switches are commonly used low-current control electrical devices. They utilize the impact of moving parts in production machinery to actuate their contacts, thereby connecting or disconnecting control circuits to achieve specific control objectives. Typically, these switches are used to limit the position or travel of mechanical movement, causing the machinery to automatically stop, reverse, change speed, or automatically reciprocate at a certain position or travel distance.

[0018] Reverse switch: This is a mechanical limit switch. When the gear lever is pulled back, the limit switch contacts close, sending a signal to the controller. Upon receiving this signal, the controller activates the ultrasonic radar and millimeter-wave radar at the rear.

[0019] Figure 1 This is an electrical schematic diagram of a combined anti-collision system for a tire roller provided in an embodiment of the present invention. It shows the electrical connections between the battery A, main power switch B, battery relay C, start switch D, left front limit switch E, right front limit switch F, left rear limit switch G, right rear limit switch H, controller reset switch I, reverse gear switch J, mechanical anti-collision reset switch K, anti-collision relay L, controller M, pump return solenoid valve N, axle brake solenoid valve O, anti-collision buzzer P, anti-collision warning light Q, front ultrasonic radar R, rear ultrasonic radar S, front millimeter-wave radar T, and rear millimeter-wave radar U.

[0020] Specifically, the positive terminal of battery A is electrically connected to one end of the main power switch B, and the other end of the main power switch B is electrically connected to the contact input terminal of battery relay C. The output terminal of start switch D is electrically connected to one end of the coil of battery relay C, and the other end of the coil of battery relay C is grounded. The contact output terminal of battery relay C serves as the power output terminal.

[0021] The contact output terminals of battery relay C are electrically connected to one end of the left front limit switch E, right front limit switch F, left rear limit switch G, right rear limit switch H, controller reset switch I, and reverse gear switch J, respectively. The other ends of left front limit switches E, right front limit switches F, left rear limit switches G, and right rear limit switches H are connected in parallel. The first path is electrically connected to the first end of mechanical anti-collision reset switch K, the second path is electrically connected to the coil 86 terminal of anti-collision relay L, and the third path is electrically connected to pin 1 of controller M. The other end of controller reset switch I is electrically connected to pin 2 of controller M, and the other end of reverse gear switch J is electrically connected to pin 3 of controller M.

[0022] The second terminal of the mechanical anti-collision reset switch K is electrically connected to the normally open contact 87 of the anti-collision relay L. The coil 85 terminal of the anti-collision relay L is grounded. The common contact 30 of the anti-collision relay L is electrically connected to the contact output terminal of the battery relay C. The normally closed contact 87a of the anti-collision relay L is electrically connected to pin 4 of the controller M.

[0023] Pin 4 of controller M is also electrically connected to the negative terminal of battery A via the pump return solenoid valve N and the bridge brake solenoid valve O. Pin 5 of controller M is also electrically connected to the negative terminal of battery A via the anti-collision buzzer P and the anti-collision alarm light Q. Pins 6, 7, 8, and 9 of controller M are electrically connected to the negative terminal of battery A via the front ultrasonic radar R, the rear ultrasonic radar S, the front millimeter-wave radar T, and the rear millimeter-wave radar U, respectively.

[0024] like Figure 2 As shown, this invention provides a combined anti-collision system for tire rollers based on the aforementioned electrical principles, which is easy to expand and configure later. It includes a power supply unit, a main wiring harness, a limit switch branch wiring harness, a first radar interface branch wiring harness, a second radar interface branch wiring harness, a brake interface branch wiring harness, an anti-collision relay, and a controller (i.e.,...). Figure 1 The controller M in the middle.

[0025] The power supply unit provides system power. It includes battery A, main power switch B, battery relay C, and starter switch D. Main power switch B is electrically connected at one end to the positive terminal of battery A; battery relay C has its input contact terminal electrically connected to the other end of main power switch B, and its output contact terminal electrically connected to the main wiring harness; starter switch D has its output terminal electrically connected to one end of the coil of battery relay C, and the other end of the coil of battery relay C is grounded.

[0026] The main wiring harness integrates power supply lines, control power supply lines, a CAN bus, and signal acquisition lines. The power supply lines and control power supply lines are electrically connected to the power supply unit to provide operating power to each branch wiring harness. The CAN bus is electrically connected to the CAN interface of the controller and radar to transmit radar detection data. The signal acquisition lines are electrically connected to the digital input ports of each switch and controller to transmit switch status signals. The four types of wires are insulated from each other and arranged independently within the main wiring harness to avoid electromagnetic interference between different types of signals.

[0027] The power supply line, with a relatively thick diameter, is led out from the output terminal of the power supply unit and is used to provide operating power to the common contact of the anti-collision relay. One end of the power supply line is electrically connected to the output terminal of the power supply unit, and the other end is electrically connected to the common contact of the anti-collision relay. The anti-collision relay controls the on / off state of the brake solenoid valve and the alarm device through its normally closed and normally open contacts, respectively, thereby indirectly realizing the braking and alarm functions.

[0028] The control power line provides operating power to the controller and electronic devices such as radar. This line is equipped with a filtering and voltage regulation circuit to ensure a stable operating voltage for the electronic devices. In this embodiment, the control power line supplies power to the controller, ultrasonic radar, and millimeter-wave radar after filtering and voltage regulation. One end of the control power line is electrically connected to the output terminal of the power supply unit, and the other end is electrically connected to the first radar interface branch harness, the second radar interface branch harness, and the power supply terminal of the controller, respectively.

[0029] The CAN bus (Controller Area Network) is used for data communication between the radar and the controller. In this embodiment, the CAN bus uses twisted-pair shielded cable to improve electromagnetic interference immunity. One end of the CAN bus is electrically connected to the controller's CAN bus interface, and the other end is electrically connected to the first radar interface branch harness and the second radar interface branch harness, respectively, to realize data transmission between the ultrasonic radar, millimeter-wave radar, and the controller.

[0030] The signal acquisition line is used to acquire switching signals from limit switches, reset switches, and reverse switches. This line is a multi-core signal line, consisting of multiple insulated signal wires. Limit switches, controller reset switches, and reverse switches each occupy a separate signal line, and each is independently connected to a different digital input port of the controller. The normally open contacts of each switch are connected to the signal acquisition line, and the controller obtains the trigger signals of each switch by acquiring the level states on the signal acquisition line.

[0031] The limit switch branch harness extends from the signal acquisition line in the main harness and is used to connect the limit switches to the system's signal acquisition circuit. The end of this branch harness is equipped with a limit switch connector for detachable connection of the limit switches. The limit switch branch harness includes a left front limit switch branch harness, a right front limit switch branch harness, a left rear limit switch branch harness, and a right rear limit switch branch harness, corresponding to the front left, front right, rear left, and rear right positions of the vehicle, respectively. The normally open contacts of each limit switch are connected to the corresponding limit switch branch harness via the limit switch connector, and all limit switch branch harnesses are connected in parallel to the signal acquisition line.

[0032] Each limit switch branch harness contains two wires: a power wire, electrically connected to the output of the power supply unit; and a signal wire, electrically connected to the signal acquisition line. When the limit switch is installed at the end of the branch harness, one end of its normally open contact is connected to the output of the power supply unit (high level) via the power wire, and the other end is connected to the signal acquisition line via the signal wire. When the limit switch is triggered and closed, the high-level signal is transmitted to the digital input port of the controller via the signal acquisition line. The controller detects the high level and determines it as a trigger event. If a limit switch for a certain position is not selected at the factory, the corresponding limit switch branch harness is pre-laid to the installation position for that position, and its end connector is sealed with a dustproof and waterproof plug.

[0033] The radar interface branch harness is used to connect ultrasonic radar and millimeter-wave radar to the system, enabling the controller to acquire distance signals to obstacles detected by the radar. Depending on the type of radar, the radar interface branch harness is divided into a first radar interface branch harness and a second radar interface branch harness.

[0034] The first radar interface branch harness has its power line led from the control power line and its signal line led from the CAN bus. A first radar connector is provided on it for detachable connection to the ultrasonic radar. Specifically, the first radar interface branch harness contains four wires: a positive power line, a ground power line, a CAN_H line (CAN bus high-order line), and a CAN_L line (CAN bus low-order line). The positive power line is led from the positive terminal of the control power line to provide operating power to the ultrasonic radar; the ground power line is led from the ground line of the control power line to form a power loop; the CAN_H and CAN_L lines are led from the CAN bus to form a twisted-pair shielded signal line for data communication between the ultrasonic radar and the controller. In this embodiment, the first radar interface branch harness includes a front ultrasonic radar interface branch harness and a rear ultrasonic radar interface branch harness, corresponding to the ultrasonic radar installation positions at the front and rear of the vehicle, respectively. The two ultrasonic radar interface branch harnesses are connected in parallel within the main harness, sharing the control power line and the CAN bus. The ultrasonic radar sends detection data, including obstacle distance and signal strength, to the controller via a CAN bus. The controller receives this data through the CAN bus interface and executes braking decisions based on preset distance thresholds.

[0035] The second radar interface branch harness has its power line led from the control power line and its signal line led from the CAN bus. It is equipped with a second radar connector for detachable connection to the millimeter-wave radar. Specifically, the internal structure of the second radar interface branch harness is the same as that of the first radar interface branch harness, containing four wires: a positive power line, a ground power line, a CAN_H line, and a CAN_L line. The positive power line is led from the positive terminal of the control power line to provide operating power to the millimeter-wave radar; the ground power line is led from the ground line of the control power line to form a power circuit; the CAN_H and CAN_L lines are led from the CAN bus to form a twisted-pair shielded signal line for data communication between the millimeter-wave radar and the controller. In this embodiment, the second radar interface branch harness includes a front millimeter-wave radar interface branch harness and a rear millimeter-wave radar interface branch harness, corresponding to the millimeter-wave radar installation positions at the front and rear of the vehicle, respectively. The two millimeter-wave radar interface branch harnesses are connected in parallel within the main harness. The millimeter-wave radar sends detection data, including obstacle distance, relative speed, and angle, to the controller via the CAN bus.

[0036] The brake interface branch harness is used to connect the brake solenoid valve to the system's brake actuation circuit to achieve the vehicle's parking brake function. It includes a brake solenoid valve connector for connecting the brake solenoid valve.

[0037] The brake interface branch harness contains two wires: a control wire and a ground wire. One end of the control wire is electrically connected to the control terminal of the brake solenoid valve, and the other end is electrically connected to the controller's output port and the normally closed contact of the anti-collision relay. One end of the ground wire is electrically connected to the ground terminal of the brake solenoid valve, and the other end is connected to the negative terminal of the power supply unit (i.e., the negative terminal of battery A). When the normally closed contact of the anti-collision relay is closed, the brake solenoid valve is energized, and the vehicle is drivable. When the normally closed contact of the anti-collision relay is open, the brake solenoid valve is de-energized, and the vehicle applies the parking brake. Simultaneously, the controller can also directly control the energization and de-energization of the brake solenoid valve through its output port, achieving redundant braking control in parallel with the anti-collision relay.

[0038] In this embodiment, the brake interface branch harness includes a pump-back solenoid valve branch harness and an axle brake solenoid valve branch harness, corresponding to the pump-back solenoid valve N and the axle brake solenoid valve O, respectively. The pump-back solenoid valve N is used to return the hydraulic pump to its center position, cutting off the power output of the hydraulic system; the axle brake solenoid valve O is used to directly apply braking pressure to the wheel brakes. The two solenoid valves operate simultaneously, constituting brake redundancy.

[0039] In this embodiment, the system also includes an alarm interface branch harness, which is used to connect the alarm device to the alarm execution circuit of the system to realize the audible and visual alarm function. An alarm device connector is provided on it for connecting the alarm device.

[0040] The alarm interface branch harness contains two wires: a control wire and a ground wire. One end of the control wire is electrically connected to the control terminal of the alarm device, and the other end is electrically connected to the output port of the controller and the normally open contact of the anti-collision relay. One end of the ground wire is electrically connected to the ground terminal of the alarm device, and the other end is connected to the negative terminal of the power supply unit (i.e., the negative terminal of battery A). When the normally open contact of the anti-collision relay closes, the alarm device is energized and emits an audible and visual alarm; when the normally open contact of the anti-collision relay opens, the alarm device is de-energized and the alarm stops. Simultaneously, the controller can also directly control the power supply to and from the alarm device through its output port, achieving redundant alarm control in parallel with the anti-collision relay.

[0041] In this embodiment, the alarm interface branch harness includes a collision avoidance buzzer branch harness and a collision avoidance warning light branch harness, corresponding to the collision avoidance buzzer P and the collision avoidance warning light Q, respectively. The two alarm device branch harnesses are connected in parallel within the main harness. It should be noted that the collision avoidance buzzer and collision avoidance warning light are essential actuators for vehicle safety alarms and are generally installed at the vehicle's factory. In other words, the alarm interface branch harness is already connected to the alarm devices at the vehicle's factory. The alarm device connector is used to adapt to alarm devices of different specifications, facilitating maintenance and replacement.

[0042] The controller executes the collision avoidance decision algorithm and outputs braking control signals and alarm control signals. Its digital input port is electrically connected to the signal acquisition line, its CAN bus interface is electrically connected to the CAN bus, and its output ports are electrically connected to the braking interface branch harness and the alarm interface branch harness, respectively.

[0043] The controller's power port is electrically connected to the control power line. The control power line is led out from the power supply unit and is equipped with a filter and voltage regulator circuit to provide a stable operating voltage for the controller.

[0044] In this embodiment, the system also includes a controller reset switch branch harness. This branch harness extends from the signal acquisition line in the main harness and is used to connect the controller reset switch to the system's signal acquisition circuit. The controller acquires a reset signal and, after radar collision avoidance triggers braking, performs manual brake release. A controller reset switch connector is provided on this harness for detachable connection to the controller reset switch.

[0045] The controller reset switch branch harness contains two wires: a power wire and a signal wire. The power wire originates from the output of the power supply unit and provides a high-level power supply to the controller reset switch. The signal wire originates from the signal acquisition line and transmits the status signal of the controller reset switch to the controller. A controller reset switch connector, employing a two-core waterproof structure, is located at the end of the controller reset switch branch harness, corresponding to the power wire and signal wire respectively.

[0046] The controller reset switch is a normally open rocker switch, installed on the driver's cab control panel. One end of the controller reset switch is connected to a high-level signal via the power supply line, and the other end is connected to the signal acquisition line via a signal line, which is connected to the controller's digital input port. When the controller reset switch is pressed, its contacts change from the normally open state to the closed state. The high-level signal is transmitted to the controller's digital input port via the signal acquisition line. Upon detecting the high level, the controller executes a reset operation, including stopping the output of the brake signal, energizing the brake solenoid valve to release the parking brake, and stopping the output of the alarm signal to de-energize the alarm device and stop the audible and visual alarms.

[0047] In this embodiment, the system also includes a reverse gear switch branch harness. The reverse gear switch branch harness extends from the main harness and connects the reverse gear switch to the system's signal acquisition circuit, enabling the controller to obtain the vehicle's gear status and achieve adaptive direction control. A reverse gear switch connector is provided on it for detachable connection of the reverse gear switch. The reverse gear switch branch harness contains two wires: a power supply wire and a signal wire. The power supply wire extends from the output of the power supply unit and provides a high-level power supply to the reverse gear switch; the signal wire extends from the signal acquisition line and transmits the status signal of the reverse gear switch to the controller. The reverse gear switch is a normally open mechanical limit switch, installed at the gearbox operating mechanism. When the gear lever is pulled back to the reverse position, the contacts of the reverse gear switch close. One end of the reverse gear switch is connected to a high level via the power supply wire, and the other end is connected to the signal acquisition line via the signal wire, which is connected to the controller's digital input port. When the reverse gear switch is closed, a high-level signal is transmitted to the digital input port of the controller via the signal acquisition line. Upon detecting the high level, the controller determines that the vehicle is currently in reverse gear and then executes the corresponding control strategy. When the vehicle is not equipped with a reverse gear switch, the reverse gear switch branch wiring harness is pre-laid at the installation location of the transmission control mechanism, and its end connector is sealed with a dustproof and waterproof plug. If a reverse gear switch needs to be installed later, simply remove the plug and insert the reverse gear switch; there is no need to disassemble the original vehicle components or rewire.

[0048] In this embodiment, the system also includes a collision avoidance relay and a mechanical collision avoidance reset switch branch harness. It should be noted that the mechanical collision avoidance subsystem has two collision avoidance methods: one where the controller directly receives the switch signal and outputs a braking signal, and the other where it is directly controlled by the collision avoidance relay without controller control. The first terminal of the collision avoidance relay coil is electrically connected to the limit switch branch harness, and the second terminal of the coil is grounded. Figure 2 (Not shown in the image), its contacts are respectively connected to the power supply line, the brake interface branch harness, and the alarm interface branch harness.

[0049] The anti-collision relay is used to receive the trigger signal from the limit switch, thereby controlling the on / off state of the brake solenoid valve and the start / stop of the alarm device. In this embodiment, the anti-collision relay is a five-pin relay, which has a coil, normally closed contact, normally open contact, and common contact.

[0050] The first terminal 86 of the anti-collision relay coil is electrically connected to the branch wiring harness of the limit switch. Specifically, the other terminals of the four limit switches are connected in parallel and then electrically connected to the first terminal of the mechanical anti-collision reset switch, and simultaneously electrically connected to the first terminal 86 of the anti-collision relay coil. The second terminal 85 of the anti-collision relay coil is grounded.

[0051] The common contact 30 of the anti-collision relay is electrically connected to the power supply line and is constantly powered by the power supply unit.

[0052] The normally closed contact 87a of the anti-collision relay is electrically connected to the brake interface branch harness. A brake solenoid valve connector is located at the end of the brake interface branch harness for connecting the brake solenoid valves (pump return solenoid valve N and axle brake solenoid valve O). When the relay is in the non-reset state (coil de-energized), the normally closed contact 87a and the common contact 30 are closed, the brake solenoid valve is energized, and the vehicle is in a drivable state. When the relay is in the energized state (coil energized), the normally closed contact 87a and the common contact 30 are open, the brake solenoid valve is de-energized, and the vehicle applies the parking brake.

[0053] The normally open contact 87 of the anti-collision relay is electrically connected to the alarm interface branch harness. An alarm device connector is located at the end of the alarm interface branch harness for connecting alarm devices (anti-collision buzzer P and anti-collision alarm light Q). When the relay is in the non-reset state (coil de-energized), the normally open contact 87 is open from the common contact 30, the alarm device is de-energized, and no alarm is emitted; when the relay is in the energized state (coil energized), the normally open contact 87 is closed from the common contact 30, the alarm device is energized, and an audible and visual alarm is emitted.

[0054] The mechanical anti-collision reset switch is also connected in series in the self-locking circuit of the anti-collision relay. Self-locking circuit: When the relay is energized, the normally open contact 87 and the common contact 30 close, and current flows in from the common contact 30, through the normally open contact 87, the mechanical anti-collision reset switch, the first terminal 86 of the coil, the second terminal 85 of the coil, and to ground, forming a self-locking circuit. This self-locking circuit ensures that even if the limit switch is reset and opened, the relay remains energized, thus maintaining braking and alarm functions.

[0055] When it is necessary to release the brake, the operator presses the mechanical anti-collision reset switch. Its contacts open, the self-locking circuit is cut off, the coil is de-energized, and the relay is reset. At this time, the normally closed contact 87a and the common contact 30 close again, the brake solenoid valve is energized, and the brake is released; the normally open contact 87a and the common contact 30 open, the alarm device is de-energized, and the alarm stops.

[0056] The branch harness of the mechanical anti-collision reset switch is led out from the branch harness of the limit switch and is used to connect the mechanical anti-collision reset switch to the self-locking circuit of the anti-collision relay to realize the manual reset function after collision braking. A mechanical anti-collision reset switch connector is provided on it for detachable connection of the mechanical anti-collision reset switch; the mechanical anti-collision reset switch is also connected in series in the self-locking circuit of the anti-collision relay.

[0057] The mechanical anti-collision reset switch branch harness is led out from the limit switch branch harness, specifically from the common terminal of the four limit switches (left front, right front, left rear, and right rear) connected in parallel. This branch harness contains a wire used to connect the mechanical anti-collision reset switch in series with the anti-collision relay's self-locking circuit.

[0058] The mechanical anti-collision reset switch is connected in series in the self-locking circuit of the anti-collision relay as follows: the first terminal of the mechanical anti-collision reset switch is electrically connected to the common terminal of the limit switch branch harness (i.e., the common terminal after the four limit switches are connected in parallel), and simultaneously electrically connected to the normally open contact and the first terminal of the coil of the anti-collision relay. When the anti-collision relay is energized, its normally open contact closes, and the current flows through the common contact, normally open contact, mechanical anti-collision reset switch, the first terminal of the coil, and the second terminal of the coil to ground, forming a self-locking circuit, which allows the coil to remain energized even after the limit switches are disconnected. When it is necessary to release the brake, the operator presses the mechanical anti-collision reset switch, the switch contacts open, the self-locking circuit is cut off, the coil is de-energized, the anti-collision relay resets, the brake solenoid valve is energized, and the brake is released.

[0059] The foregoing has described in detail an embodiment of a combined tire roller collision avoidance system. Based on the combined tire roller collision avoidance system described in the above embodiment, this invention also provides a method for a combined tire roller collision avoidance system corresponding to the system.

[0060] Figure 3 This is a schematic diagram of a combined anti-collision method for tire rollers provided in an embodiment of the present invention, as shown below. Figure 3 As shown, the method includes the following steps.

[0061] S1 reads the configuration identifier stored in its non-volatile memory, which is used to characterize the type and combination of the anti-collision subsystems that have been actually installed and activated in the current system.

[0062] After the controller is powered on, it first executes an initialization program, reading the configuration identifier stored in its non-volatile memory. The configuration identifier is a predefined data field used to characterize the type and combination of the collision avoidance subsystems that are actually installed and activated in the current system. The collision avoidance subsystems include at least one of mechanical collision avoidance subsystems, ultrasonic collision avoidance subsystems, and millimeter-wave collision avoidance subsystems.

[0063] S2, based on the configuration identifier, match and load the control program corresponding to the current configuration from a plurality of pre-stored control programs.

[0064] The controller can pre-store multiple control programs, each corresponding to a different configuration identifier. Each control program is a collision avoidance decision logic optimized for a specific configuration.

[0065] The first control program, corresponding to the configuration that only installs the mechanical anti-collision subsystem, only collects the limit switch signal, and outputs a braking signal when the limit switch is triggered.

[0066] The second control program, corresponding to the configuration that only installs the ultrasonic anti-collision subsystem, only collects ultrasonic radar signals and outputs braking or warning based on the distance threshold.

[0067] The third control program, corresponding to the configuration that only installs the millimeter-wave collision avoidance subsystem, only collects millimeter-wave radar signals and outputs braking or warning based on the distance threshold.

[0068] The fourth control program, corresponding to the configuration of simultaneously installing a mechanical anti-collision subsystem and an ultrasonic anti-collision subsystem, collects limit switch and ultrasonic radar signals. First, it outputs braking or warning based on the ultrasonic distance threshold. When the limit switch is triggered, the mechanical anti-collision subsystem directly performs braking.

[0069] The fifth control program, corresponding to the configuration of simultaneously installing a mechanical anti-collision subsystem and a millimeter-wave anti-collision subsystem, collects limit switch and millimeter-wave radar signals. First, it outputs braking or warning based on the distance threshold of the millimeter wave. When the limit switch is triggered, the mechanical anti-collision subsystem directly performs braking.

[0070] The sixth control procedure, corresponding to the configuration of simultaneously installing ultrasonic and millimeter-wave collision avoidance subsystems, collects signals from both radars and makes dynamic decisions. As in subsequent step 2 where a confidence index is used for selection, this includes: acquiring target parameters in real-time according to a preset cycle; these parameters include current vehicle speed, environmental parameters, and self-test signals from both radar collision avoidance subsystems; evaluating the applicability of the millimeter-wave and ultrasonic radars under the current operating conditions based on the current vehicle speed, environmental parameters, and the self-test signals of each radar, generating corresponding confidence indices; and assigning braking decision-making power to the radar collision avoidance subsystem with the higher confidence index, which then executes the braking decision. The specific process is the same as in subsequent step 2 and will not be repeated here.

[0071] The seventh control program, corresponding to the configuration of simultaneously installing mechanical anti-collision subsystems, ultrasonic anti-collision subsystems, and millimeter-wave anti-collision subsystems, collects all sensor signals and makes hierarchical collaborative decisions.

[0072] S3, execute the loaded control program, collect signals from the corresponding sensors according to the logic defined by the control program, and output braking signals or warning signals according to the decision rules defined by the control program.

[0073] Depending on the definition of different control programs, the controller acquires sensor signals in a corresponding manner.

[0074] (1) Limit switch signal: The level of the signal acquisition line is acquired through the digital input port. When the limit switch is triggered (closed), the level of the signal acquisition line is pulled low (or high), and the controller detects this change and determines it as a trigger event.

[0075] (2) Ultrasonic radar signal: The data frames sent by the ultrasonic radar are received through the CAN bus interface, and information such as obstacle distance and signal strength are parsed out.

[0076] (3) Millimeter-wave radar signal: receive data frames sent by millimeter-wave radar through CAN bus interface, and parse information such as obstacle distance, relative speed, and angle.

[0077] In some alternative implementations, a seventh control program that simultaneously installs a mechanical anti-collision subsystem, an ultrasonic radar anti-collision subsystem, and a millimeter-wave radar anti-collision subsystem is configured to perform the following steps.

[0078] Step 1: Acquire target parameters in real time according to a preset cycle. Target parameters include current vehicle speed, environmental parameters, and self-test signals from the two radar collision avoidance subsystems.

[0079] The current vehicle speed is obtained from the vehicle's powertrain controller via the CAN bus, or directly from the vehicle speed sensor.

[0080] Environmental parameters are obtained through rain sensors, temperature sensors, cameras, or operating mode selection to determine whether there are adverse environmental conditions such as rain, snow, fog, or dust.

[0081] The self-test signals of each radar are self-test status data periodically sent by ultrasonic and millimeter-wave radars, including echo intensity, response time, signal-to-noise ratio, fault codes, etc., used to assess the health status of the radar.

[0082] Step 2: Based on the current vehicle speed, environmental parameters, and self-test signals of each radar, evaluate the applicability of millimeter-wave radar and ultrasonic radar under the current operating conditions, and generate the corresponding credibility index.

[0083] Step 2.1: Obtain the inherent reliability benchmark values ​​for millimeter-wave radar and ultrasonic radar respectively.

[0084] The controller acquires the inherent reliability benchmark values ​​for both millimeter-wave radar and ultrasonic radar. and The benchmark value is a constant preset based on the sensor's physical characteristics and industry experience, which can reflect the sensor's inherent reliability under ideal operating conditions.

[0085] For example, considering the characteristics of millimeter-wave radar—all-weather operation, strong anti-jamming capability, but potential for electronic malfunctions—a configuration is set... Considering the characteristics of ultrasonic radar—high accuracy at short range but susceptibility to environmental influences—we set up... .

[0086] Step 2.2: Determine the vehicle speed influence factor based on the current vehicle speed. The vehicle speed influence factor of millimeter-wave radar is positively correlated with vehicle speed, while the vehicle speed influence factor of ultrasonic radar is negatively correlated with vehicle speed.

[0087] The controller determines the vehicle speed influence factors of the millimeter-wave radar and the ultrasonic radar respectively according to the current vehicle speed.

[0088] For the vehicle speed influence factor of the millimeter-wave radar , it is positively correlated with the vehicle speed. The higher the vehicle speed, the more obvious the long-distance detection advantage of the millimeter-wave radar, and the larger the value of its influence factor.

[0089] For the vehicle speed influence factor of the ultrasonic radar , it is negatively correlated with the vehicle speed. The lower the vehicle speed, the more obvious the short-distance high-precision advantage of the ultrasonic radar, and the larger the value of its influence factor.

[0090] In this embodiment, the vehicle speed influence factors are set respectively according to the preset vehicle speed intervals, and different vehicle speed intervals correspond to different values of the vehicle speed influence factors. Exemplarily, when the ultrasonic wave has obvious advantages at low speed, it is set that when v ≤ 5.33 km / h ; when the two are balanced at medium speed, it is set that when 5.33 < v ≤ 10.42 km / h ; when the millimeter wave has obvious advantages at high speed, it is set that when v > 10.42 km / h .

[0091] The vehicle speed demarcation point and the value of the influence factor can be determined through vehicle calibration experiments, and different vehicle models can be adjusted according to the actual situation.

[0092] Step 2.3, judge whether the current environment belongs to the preset harsh environment type according to the environmental parameters. If so, determine the environmental influence factors of the millimeter-wave radar and the ultrasonic radar respectively, and the value of the environmental influence factor of the ultrasonic radar is less than that of the millimeter-wave radar.

[0093] The controller judges whether the current environment belongs to the preset harsh environment type according to the environmental parameters. The preset harsh environment types include rainfall, snowfall, haze, dust, etc.

[0094] In this embodiment, the environmental influence factors are set respectively according to the preset harsh environment types, and different harsh environment types correspond to different values of the environmental influence factors. If the current environment is a normal environment, the environmental influence factors of both are 1.0. If the current environment is a harsh environment, the environmental influence factor of the millimeter-wave radar is moderately reduced , and the environmental influence factor of the ultrasonic radar is greatly reduced .

[0095] Exemplarily, in the rain / snow environment, ; in the fog / haze environment, ; in the dust environment, . <000023>

[0096] The values ​​of environmental impact factors can be determined through experimental testing, and the values ​​for different severe environments can be adjusted according to the actual situation.

[0097] Step 2.4: Determine the health factor based on the self-test signal of each radar. The health factor is a continuous value, and its magnitude reflects the degree of performance degradation of the radar.

[0098] For ultrasonic radar, the health factor is calculated based on the ratio of echo intensity to calibration value and the ratio of response time to calibration value. The lower the echo intensity or the longer the response time, the smaller the health factor value.

[0099] Specifically, the controller detects the echo intensity and response time of the ultrasonic radar. The ultrasonic radar measures distance by emitting ultrasonic pulses and receiving the echoes; the echo intensity reflects the amplitude of the reflected signal received by the probe, and the response time reflects the time interval between transmission and reception.

[0100] The formula for calculating the health factor using ultrasonic radar is as follows:

[0101] in, The current echo intensity; The reference echo intensity during calibration (measured under normal conditions); This is the current response time. This is the baseline response time during calibration.

[0102] For millimeter-wave radar, the health factor is calculated based on the ratio of its signal-to-noise ratio to a preset threshold. The lower the signal-to-noise ratio, the smaller the health factor value.

[0103] Specifically, the controller reads the signal-to-noise ratio (SNR) output from the millimeter-wave radar's self-test program. The SNR reflects the ratio of effective signal to noise.

[0104] The formula for calculating the health factor of millimeter-wave radar is:

[0105] in, The current signal-to-noise ratio; This is the preset signal-to-noise ratio threshold.

[0106] Step 2.5: Multiply the baseline value, vehicle speed influence factor, environmental influence factor and health factor of each radar to obtain the reliability index of each radar.

[0107] The formula for calculating the credibility index is:

[0108]

[0109] in, This is a credibility index for millimeter-wave radar. This is the credibility index for ultrasonic radar.

[0110] This embodiment considers the coupled influence of multiple independent factors, such as vehicle speed, environment, and radar health, on radar applicability based on a credibility index. In actual operating conditions, the factors affecting radar applicability are multidimensional and independent: the higher the vehicle speed, the more obvious the long-range detection advantage of millimeter-wave radar becomes, while the short-range high-precision advantage of ultrasonic radar weakens with increasing vehicle speed; in harsh environments such as rain, snow, and dust, the performance degradation of ultrasonic radar is much greater than that of millimeter-wave radar; the decline in radar probe health due to dirt or aging also significantly affects its detection reliability. The above factors have independent effects on radar applicability and may coexist under different operating conditions. This embodiment uses a credibility index calculation formula to characterize the physical relationship of the multi-factor interaction, that is, each factor represents a correction coefficient of a dimension on radar performance. When multiple factors are simultaneously unfavorable, the product result shows the superposition effect of the attenuation of each factor, causing radar with a lower credibility index to automatically relinquish control. At the same time, the credibility index calculation in this embodiment supports continuous and smooth decision transitions, avoiding abrupt changes and oscillations caused by fixed rules near the threshold.

[0111] Step 3: The braking decision-making authority is assigned to the radar collision avoidance subsystem with a higher credibility index, and the radar collision avoidance subsystem executes the braking decision.

[0112] The controller compares the credibility indices of millimeter-wave radar and ultrasonic radar, and assigns the braking decision-making power to the radar collision avoidance subsystem with the higher credibility index, which then executes the braking decision.

[0113] like Then the millimeter-wave radar gains control, and the controller makes braking decisions based on the detection data from the millimeter-wave radar.

[0114] like If the ultrasonic radar gains control, the controller will make braking decisions based on the detection data from the ultrasonic radar.

[0115] When the radar that has gained control detects an obstacle at a distance less than or equal to a preset braking distance threshold, the controller outputs a braking signal; when the radar detects an obstacle at a distance greater than the braking distance threshold but less than or equal to the warning distance threshold, the controller outputs a warning signal.

[0116] Step 4: When the limit switch is triggered, the mechanical anti-collision subsystem directly executes the braking decision.

[0117] Regardless of the controller's state, when the limit switch is triggered, the mechanical anti-collision subsystem brakes directly, independent of the controller's decision-making process.

[0118] Specifically, if no anti-collision relay is installed, the controller receives the switch signal and outputs a braking signal.

[0119] If an anti-collision relay is present, the limit switch closes, the anti-collision relay coil is energized, the normally closed contact opens, the brake solenoid valve is de-energized, and the vehicle's parking brake is engaged. Simultaneously, the normally open contact of the anti-collision relay closes, the alarm device is energized, and an audible and visual alarm is activated. The anti-collision relay maintains its energized state through a self-locking circuit, so even if the limit switch resets, the braking state remains. After personnel have evacuated, pressing the mechanical anti-collision reset switch disconnects the self-locking circuit, resets the anti-collision relay, and releases the brake.

[0120] When the radar subsystem fails to detect an obstacle, the mechanical collision avoidance subsystem triggers braking at the moment of contact to minimize damage and improve collision avoidance reliability.

[0121] In some optional implementations, after assigning braking decision authority to a radar collision avoidance subsystem with a higher confidence index, a cross-validation step is also included to further improve the reliability of the braking decision, specifically including the following sub-steps.

[0122] Sub-step 1: When the difference between the credibility indices of the millimeter-wave radar and the ultrasonic radar is less than a preset difference threshold, enter the cross-validation mode.

[0123] When the absolute value of the difference between the two confidence indices is less than the preset difference threshold, it is determined that the two radars are close in confidence under the current operating conditions, and cross-validation mode is used to improve reliability.

[0124] Sub-step 2: In cross-validation mode, simultaneously acquire detection data from millimeter-wave radar and ultrasonic radar within the same time window.

[0125] In cross-validation mode, the controller simultaneously acquires detection data from both millimeter-wave and ultrasonic radars within the same time window. The length of this time window can be determined based on the response times of the two radars. Since the response time of ultrasonic radar is typically longer than that of millimeter-wave radar, the time window length can be set to 1.5 to 2 times the response time of ultrasonic radar, ensuring that the detection data from both radars are aligned in time.

[0126] Sub-step 3: When both radars detect an obstacle, a braking signal is output.

[0127] Specifically, when both radars detect an obstacle within the same time window, and the distance to the obstacle is less than or equal to the braking distance threshold of the current main control radar, the controller determines that there is a real danger, outputs a braking signal, and performs emergency braking.

[0128] Sub-step 4: When only one radar detects an obstacle, output an enhanced warning signal and do not perform braking.

[0129] Specifically, when only one radar detects an obstacle while the other does not, the controller determines that there may be a false alarm from a single sensor. In this case, the controller does not output a braking signal, but instead outputs an enhanced warning signal. The enhanced warning signal may increase the alarm frequency of the anti-collision buzzer, increase the flashing intensity of the anti-collision warning light, or issue a different voice prompt than the ordinary warning signal, thus distinguishing it from the ordinary warning signal.

[0130] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A combined anti-collision system for tire rollers, characterized in that, include: The power supply unit is used to provide power to the system. The main wiring harness integrates power supply lines, control power supply lines, CAN bus, and signal acquisition lines. A limit switch branch harness is led out from the signal acquisition line and is provided with a limit switch connector for detachably connecting the limit switch. The first radar interface branch harness has its power line led out from the control power line and its signal line led out from the CAN bus. A first radar connector is provided on it for detachably connecting to the ultrasonic radar. The second radar interface branch harness has its power line led out from the control power line and its signal line led out from the CAN bus. It is equipped with a second radar connector for detachably connecting to the millimeter-wave radar. The brake interface branch harness is equipped with a brake solenoid valve connector for connecting the brake solenoid valve. An alarm interface branch harness is provided with an alarm device connector for connecting the alarm device. The anti-collision relay has its first coil end electrically connected to the limit switch branch harness, and its second coil end grounded. Its contacts are respectively connected to the power supply line, the brake interface branch harness, and the alarm interface branch harness. The controller has its digital input port electrically connected to the signal acquisition line, its CAN bus interface electrically connected to the CAN bus, and its output ports electrically connected to the brake interface branch harness and the alarm interface branch harness, respectively.

2. The combined anti-collision system for tire rollers according to claim 1, characterized in that, The system also includes: The controller reset switch branch harness is led out from the signal acquisition line and is equipped with a controller reset switch connector for detachable connection of the controller reset switch. The reverse gear switch branch harness is led out from the signal acquisition line and has a reverse gear switch connector for detachable connection of the reverse gear switch.

3. The combined anti-collision system for tire rollers according to claim 1, characterized in that, The system also includes: The mechanical anti-collision reset switch branch harness is led out from the limit switch branch harness and is equipped with a mechanical anti-collision reset switch connector for detachable connection of the mechanical anti-collision reset switch; the mechanical anti-collision reset switch is also connected in series in the self-locking circuit of the anti-collision relay.

4. A combined anti-collision method for tire rollers, characterized in that, The system implementation based on any one of claims 1 to 3 includes the following steps: The configuration identifier stored in its non-volatile memory is read. This configuration identifier is used to characterize the type and combination of the anti-collision subsystems that have been actually installed and activated in the current system. The anti-collision subsystems include at least one of mechanical anti-collision subsystems, ultrasonic anti-collision subsystems, and millimeter-wave anti-collision subsystems. Based on the configuration identifier, a control program corresponding to the current configuration is matched and loaded from a plurality of pre-stored control programs; The loaded control program is executed, and signals from the corresponding sensors are acquired according to the logic defined by the control program. Braking signals or warning signals are output according to the decision rules defined by the control program.

5. The combined anti-collision method for tire rollers according to claim 4, characterized in that, The control program for simultaneously installing the mechanical anti-collision subsystem, the ultrasonic radar anti-collision subsystem, and the millimeter-wave radar anti-collision subsystem is configured to perform the following steps: The target parameters are acquired in real time according to a preset cycle. The target parameters include the current vehicle speed, environmental parameters, and self-test signals from the two radar collision avoidance subsystems. Based on the current vehicle speed, environmental parameters, and self-test signals of each radar, the applicability of millimeter-wave radar and ultrasonic radar under the current working conditions is evaluated, and corresponding credibility indices are generated. The braking decision-making authority is assigned to the radar collision avoidance subsystem with a higher credibility index, and the braking decision is executed by the radar collision avoidance subsystem. When the limit switch is triggered, the mechanical collision avoidance subsystem directly executes the braking decision.

6. The combined anti-collision method for tire rollers according to claim 5, characterized in that, Based on the current vehicle speed, environmental parameters, and self-test signals from each radar, the applicability of millimeter-wave radar and ultrasonic radar under the current operating conditions is evaluated, and corresponding reliability indices are generated, specifically including: Obtain the inherent reliability benchmark values ​​for millimeter-wave radar and ultrasonic radar respectively; The vehicle speed influence factor is determined based on the current vehicle speed. The vehicle speed influence factor of millimeter-wave radar is positively correlated with vehicle speed, while the vehicle speed influence factor of ultrasonic radar is negatively correlated with vehicle speed. Based on the environmental parameters, determine whether the current environment belongs to the preset severe environment type. If so, determine the environmental impact factors of millimeter-wave radar and ultrasonic radar respectively, where the environmental impact factor value of ultrasonic radar is smaller than that of millimeter-wave radar. The health factor is determined based on the self-test signal of each radar. The health factor is a continuous value, and its magnitude reflects the degree of performance degradation of the radar. The reliability index of each radar is obtained by multiplying its baseline value, vehicle speed influence factor, environmental influence factor, and health factor.

7. The combined anti-collision method for tire rollers according to claim 6, characterized in that, The health factor is determined based on the self-test signals of each radar, specifically including: For ultrasonic radar, the health factor is calculated based on the ratio of echo intensity to calibration value and the ratio of response time to calibration value. The lower the echo intensity or the longer the response time, the smaller the health factor value. For millimeter-wave radar, the health factor is calculated based on the ratio of its signal-to-noise ratio to a preset threshold. The lower the signal-to-noise ratio, the smaller the health factor value.

8. The combined anti-collision method for tire rollers according to claim 5, characterized in that, The vehicle speed influence factor is set according to the preset vehicle speed range, and different vehicle speed ranges correspond to different vehicle speed influence factor values. Environmental impact factors are set according to preset severe environmental types, with different environmental impact factor values ​​corresponding to different severe environmental types.

9. The combined anti-collision method for tire rollers according to claim 5, characterized in that, After assigning braking decision-making authority to the radar collision avoidance subsystem with a higher credibility index, the process also includes cross-validation steps, including: When the difference between the credibility indices of millimeter-wave radar and ultrasonic radar is less than a preset difference threshold, cross-validation mode is entered. In cross-validation mode, detection data from millimeter-wave radar and ultrasonic radar are acquired simultaneously within the same time window. When both radars detect an obstacle, a braking signal is output; When only one radar detects an obstacle, an enhanced warning signal is output, and braking is not performed.

10. The combined anti-collision method for tire rollers according to claim 4, characterized in that, The control program for simultaneously installing both the ultrasonic radar collision avoidance subsystem and the millimeter-wave radar collision avoidance subsystem is configured to perform the following steps: The target parameters are acquired in real time according to a preset cycle. The target parameters include the current vehicle speed, environmental parameters, and self-test signals from the two radar collision avoidance subsystems. Based on the current vehicle speed, environmental parameters, and self-test signals of each radar, the applicability of millimeter-wave radar and ultrasonic radar under the current working conditions is evaluated, and corresponding credibility indices are generated. The braking decision-making authority is assigned to the radar collision avoidance subsystem with a higher credibility index, and the braking decision is executed by the radar collision avoidance subsystem.

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