CN110370939B

CN110370939B - Vehicle brake system

Info

Publication number: CN110370939B
Application number: CN201810947633.1A
Authority: CN
Inventors: 刘冲
Original assignee: Beijing Jingdong Qianshi Technology Co Ltd
Current assignee: Beijing Jingdong Qianshi Technology Co Ltd
Priority date: 2018-08-20
Filing date: 2018-08-20
Publication date: 2022-02-01
Anticipated expiration: 2038-08-20
Also published as: CN110370939A

Abstract

The invention discloses a vehicle braking system, and relates to the technical field of electronics. One embodiment of the system comprises: the anti-collision device is connected with the input end of the first switching device and used for changing the power-on/power-off state of the input end when the target in the preset range is detected and sending a braking signal to the control device; the control device is connected with the input end of the second switching device and is used for changing the power-on/power-off state of the input end of the second switching device after receiving the braking signal; and the execution circuit comprises a first switching device output end and a second switching device output end which are connected in series and are in a normally-closed state, and is used for powering off all the wheel power supply circuits when the first switching device output end and/or the second switching device output end are/is disconnected. The embodiment can realize double braking control based on the 'anti-collision device-switching device' and the 'anti-collision device-control device-switching device', thereby improving the braking reliability of the vehicle.

Description

Vehicle brake system

Technical Field

The invention relates to the technical field of electronics, in particular to a vehicle braking system.

Background

An autonomous vehicle refers to a vehicle that does not require a human driver, either entirely or in some driving sessions, that can assist passengers or items from one location to another. Autonomous vehicles may operate in a fully autonomous manner, and may also operate depending on initial input or continuous input from the occupant. Due to the special nature of autonomous vehicles, special attention needs to be paid to their safety performance, such as braking performance. In the existing autonomous vehicle, a unidirectional control braking mode is generally adopted, namely, when braking is needed, a power supply loop is cut off by various electric control switches. The reliability of the braking mode needs to be improved due to the single control mechanism.

Disclosure of Invention

In view of this, embodiments of the present invention provide a vehicle braking system capable of implementing dual braking control based on a "collision prevention device-switching device" and a "collision prevention device-control device-switching device", thereby improving vehicle braking reliability.

To achieve the above object, a vehicle brake system is provided.

The vehicle brake system of the embodiment of the present invention may be provided to a vehicle including an anti-collision device and a control device for controlling the travel of wheels, and may include: the anti-collision device is connected with the input end of the first switching device and used for changing the power-on/power-off state of the input end when the target in the preset range is detected and sending a braking signal to the control device; the control device is connected with the input end of the second switching device and is used for changing the power-on/power-off state of the input end of the second switching device after receiving the braking signal; and the execution circuit comprises a first switching device output end and a second switching device output end which are connected in series and are in a normally-closed state, and is used for powering off all the wheel power supply circuits when the first switching device output end and/or the second switching device output end are/is disconnected.

Optionally, changing the power on/off state of the input comprises: powering off the first switching device input; changing the power on/off state of the input terminal of the second switching device includes: the second switching device input is de-energized.

Optionally, the execution circuit comprises k +1 branches connected in parallel; wherein k is the number of the wheel power supply circuits; in one branch, the output end of the first switching device, the output end of the second switching device and the input end of the third switching device are connected in series; in any branch other than the branch, an output terminal of the third switching device is connected in series with an input terminal of an automatic switching device; wherein any automatic switching device is not the first switching device, the second switching device, or the third switching device; for any two branches including the input ends of the automatic switching devices, the input ends of the automatic switching devices are different, and the output ends of the third switching devices are different; one output end of each automatic switching device is connected with a wheel power supply circuit; for any wheel power supply circuit, the power supply circuit only comprises one automatic switching device output end; for any two wheel power supply circuits, the output ends of automatic switching devices included in the wheel power supply circuits correspond to different automatic switching devices; each wheel power supply circuit supplies power to a wheel driving device.

Optionally, each output end of the third switching device in the execution circuit is in a normally-closed state, and each output end of the automatic switching device in the wheel power supply circuit is in a normally-closed state.

Optionally, the execution circuit may further include: the signal feedback branch is connected with the k +1 branches in parallel; the signal feedback branch comprises a third switching device output end in a normally-closed state and is used for sending a feedback signal to the control device when the third switching device output end is disconnected.

Optionally, the system may further include a brake indicator lamp that is energized when the collision preventing means detects the presence of the target within the preset range.

Optionally, the collision prevention device may be further configured to: when the target in the preset range is detected to leave, electrifying the input end of the first switching device, and sending a recovery signal to the control device; the control device is further configured to: after receiving the recovery signal, energizing an input terminal of a second switching device; the execution circuitry is further to: and when the output ends of the first switching device and the second switching device are closed, all the wheel power supply circuits are powered on.

Optionally, the control device comprises a programmable logic controller PLC or a micro control unit MCU; the first switching device, the second switching device and the third switching device are all relays, the input end of each relay is a coil, and the output end of each relay is a contact; the automatic switching device is a contactor, the input end of the contactor is a coil, and the output end of the contactor is a contact; the wheel driving device is an electric motor; the vehicle is an autonomous vehicle.

According to the technical scheme of the invention, one embodiment of the invention has the following advantages or beneficial effects:

first, two control mechanisms are designed to achieve dual braking control of the vehicle. One is that the anti-collision device triggers the corresponding switch device to realize the power-off of the wheel power supply circuit; and the other is that the anti-collision device sends a braking signal to the control device, and the control device triggers the corresponding switch device according to the braking signal to realize the power-off of the wheel power supply circuit. When any one of the two mechanisms is acted, the power-off of the wheel power supply circuit can be realized, so that the braking performance and the safety performance of the vehicle are improved.

Secondly, the anti-collision device sends a braking signal to the control device when detecting that the target exists in the preset range, so that the control device can know the target position information after controlling the wheels to move. In addition, after the braking process is executed, the execution circuit sends feedback information to the control device, so that the control device knows the braking execution condition. Through the two arrangements, the control device of the vehicle can further grasp various information during the running of the vehicle and provide a basis for the subsequent action.

Further effects of the above-mentioned non-conventional alternatives will be described below in connection with the embodiments.

Drawings

The drawings are included to provide a better understanding of the invention and are not to be construed as unduly limiting the invention. Wherein:

FIG. 1 is a schematic illustration of components of a vehicle braking system according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of an implementation circuit of the vehicle braking system according to an embodiment of the invention;

FIG. 3 is a schematic diagram of a wheel supply circuit for a vehicle braking system according to an embodiment of the present invention;

FIG. 4 is a schematic diagram of a brake control mechanism of a vehicle braking system according to an embodiment of the present invention.

Detailed Description

Exemplary embodiments of the present invention are described below with reference to the accompanying drawings, in which various details of embodiments of the invention are included to assist understanding, and which are to be considered as merely exemplary. Accordingly, those of ordinary skill in the art will recognize that various changes and modifications of the embodiments described herein can be made without departing from the scope and spirit of the invention. Also, descriptions of well-known functions and constructions are omitted in the following description for clarity and conciseness.

The vehicle braking system of embodiments of the present invention may be used in a vehicle that is fully operated by a human driver or an autonomous vehicle. It is worth mentioning that the autonomous vehicle may operate entirely without the human driver, and may also operate depending on the initial or sustained input of the human driver. Furthermore, for a vehicle that is operated by a human driver, if it is provided with an autonomous driving mode, the vehicle in the autonomous driving mode is also regarded as an autonomous vehicle.

It should be noted that while certain aspects of the present invention are particularly useful in connection with a particular type of vehicle, the vehicle of embodiments of the present invention may be any type of vehicle, including but not limited to: automobiles, trucks, motorcycles, buses, boats, airplanes, helicopters, lawnmowers, recreational vehicles, amusement park vehicles, farming equipment, construction equipment, electric cars, golf carts, trains, forklifts, and hand carts. A vehicle of an embodiment of the invention may have one or more computers, such as a computer containing a processor, memory, and other components typically found in a general purpose computer.

The memory stores information accessible to the processor, including instructions and data that may be executed or used by the processor. The memory may be any type of computer readable medium capable of storing information accessible by the processor, such as a hard disk drive, memory card, read only memory ROM, random access memory RAM, or an optical disk. The instructions may be any set of instructions that are executed directly (e.g., machine code) or indirectly (e.g., scripts) by the processor. For example, the instructions may be stored as computer code on a computer-readable medium.

The instructions and data may be retrieved, stored or modified by the processor. For example, the data may be stored in computer registers, in a relational database as a table having a plurality of different fields and records, in an extensible markup language XML document or flat file, and may be formatted in any computer-readable format. As a further example, the image data may be stored as a bitmap comprised of a grid of pixels, which is stored in accordance with compressed or uncompressed, lossless or lossy, bitmap or vector-based formats, and computer instructions for drawing graphics. The data may include any information sufficient to identify the relevant information, such as a number, descriptive text, proprietary code, reference to data stored in other areas of the same memory or in a different memory, or information used by the function to calculate the relevant data.

The processor may be any conventional processor, such as a commercially available central processing unit CPU. Alternatively, the processor may be a dedicated device, such as a processor of various hardware. It will be appreciated by those skilled in the art that the processor, memory and other components may not actually be stored in the same physical housing. In various aspects described herein, the processor may be located remotely from the vehicle and in wireless communication with the vehicle.

The computer may also include an electronic display, a user input device (e.g., a mouse, keyboard, touch screen, and/or microphone), and various sensors (e.g., a camera) for capturing the person's status and desires.

As a more preferable embodiment, the vehicle according to the embodiment of the present invention may be provided with an anti-collision device for prompting when the presence of the target in the preset range is detected to prevent the target from being collided or touched by the vehicle, and the anti-collision device may be an automatic anti-collision device using various detection media such as radar, laser, sonar, and the like. In addition, the vehicle according to the embodiment of the present invention may further include a control device that controls the wheel driving device (e.g., the motor) of each driving wheel to control the traveling and turning of each wheel, and the control device may be implemented based on various applicable devices having a control function, such as a programmable logic controller PLC, a micro control unit MCU, a field programmable gate array FPGA, and a complex programmable logic device CPLD.

The technical solution of the present invention will be described in detail below. It should be noted that the embodiments of the present invention and the technical features of the embodiments may be combined with each other without conflict.

It will be understood that the terms "first," "second," and the like, as used herein, are used herein to describe various elements, but these elements are not limited by the above terms. The above terms are only used to distinguish one element from another. For example, the first switching device may be referred to as the second switching device, or the second switching device may be referred to as the first switching device, and the first switching device and the second switching device are both switching devices but are not the same switching device, without departing from the scope of the present invention.

FIG. 1 is a schematic diagram of the components of a vehicle braking system according to an embodiment of the present invention.

As shown in fig. 1, the vehicle brake system of the embodiment of the present invention includes an impact prevention apparatus 101, a control apparatus 102, a first switching device input terminal 103, a second switching device input terminal 104, and an execution circuit 105.

The first switching device and the second switching device may be various electrically controlled switches, such as a relay, a contactor, and the like. Preferably, both of them can adopt the current relay with convenient use and more contacts. Accordingly, the first switching device input 103 and the second switching device input 104 may be coils of a current relay. As is well known in the art, the coil is capable of sensing the magnitude of the current at the input point and thereby controlling the action of the output (i.e., the normally open or normally closed contacts of the relay) to complete or segment the circuit.

In the embodiment of the present invention, the collision preventing apparatus 101 of the vehicle is connected to the first switching device input terminal 103 for changing its power on/off state. In specific application, the connection mode is generally as follows: one signal input terminal of the anti-collision device 101 is connected to one pin of the first switching device input terminal 103, and the other pin of the first switching device input terminal 103 is grounded. Changing the power on/off state refers to: the first switching device input 103 is changed from an energized state to a de-energized state or from a de-energized state to an energized state, i.e. de-energized when the first switching device input 103 is energized and energized when the first switching device input 103 is de-energized. It will be appreciated that the above operation enables the normally open contact of the first switching device to be closed and the normally closed contact of the first switching device to be opened. As a preferable scheme, when the vehicle runs normally, the input end 103 of the first switching device is in a power-on state; when the anti-collision device detects that a target (namely, an obstacle, a person and other targets enter a preset safety range) exists in the preset range, the input end 103 of the first switching device is powered off to trigger the corresponding contact to execute a preset action.

The control means 102 is connected to the second switching device input 104 and is capable of changing the power on/off state of the second switching device input 104. Specifically, the connection mode may be: a control terminal of the control device 102 is connected to one pin of the second switching device input 104, and the other pin of the second switching device input 104 is grounded. Preferably, in the embodiment of the present invention, when the vehicle is running normally, the control device 102 may send an enable signal to the second switching device input end 104, so as to power on the second switching device input end 104; when braking is required, the control device 102 may switch off the enable signal, thereby de-energizing the second switching device input 104.

In fact, the control device 102 performs the braking action described above on the basis of the signal sent by the anti-collision device 101. Specifically, when detecting that a target exists in the preset range, the anti-collision device 101 sends a braking signal to the control system 102 while the input end 103 of the first switching device is powered off. The control system 102, upon receiving the brake signal, de-energizes the second switching device input 104. With the above arrangement, the control device can know that the target enters the preset range, so that the control device 102 can grasp effective information during the running of the vehicle.

Fig. 2 is a schematic diagram of an execution circuit of the vehicle brake system according to the embodiment of the invention. In fig. 2, the composition and principle of the execution circuit are shown in a scenario where the operating voltage is DC24V (i.e. DC24 volts, DC24V + represents the level of DC24 volts). It will be understood that this does not set any limit to the operating scenario of the implementation circuit of the present invention. In FIG. 2, the first switching device output is represented by KA11-b and the second switching device output is represented by KA 2-b.

As can be seen from FIG. 2, the execution circuit of the embodiment of the present invention comprises a first switching device output KA11-b and a second switching device output KA2-b connected in series, both for: when the system requires braking, all wheel power supply circuits are powered off. In specific application, the first switching device output end KA11-b and the second switching device output end KA2-b can be normally closed contacts of a relay, namely, the first switching device output end KA11-b and the second switching device output end KA2-b are closed when a vehicle runs normally; when the respective input is de-energized, both are turned off to achieve the braking effect. In particular, since the first switching device output KA11-b and the second switching device output KA2-b are connected in series, the disconnection of either will cause the power supply circuit to be disconnected.

In an embodiment of the present invention, the following implementation circuit may be specifically designed to achieve the technical effect of "powering off the wheel power supply circuit" described above. In particular, the execution circuit comprises k +1 branches in parallel (k being the number of wheel supply circuits, which is a positive integer; k being 2 in fig. 2). In one branch (the left-most branch in fig. 2), the first switching device output KA11-b, the second switching device output KA2-b and the third switching device input KA1-a are connected in series; in any branch other than the branch (the branch having KA1-b1 and KA1-b2 in fig. 2), one output terminal of the third switching device is connected in series with an input terminal of an automatic switching device.

The third switching device KA1 is preferably a current relay, and in fig. 2, the input terminal thereof is represented by KA1-a, and the three output terminals thereof are represented by KA1-b1, KA1-b2 and KA1-b 3. The recloser, which is used directly to switch on or segment the wheel supply circuit, is preferably a dc contactor, two different reclosers are indicated in fig. 2 at KM1 and KM2, the input of KM1 (e.g. contactor coil) at KM1-a and the input of KM2 (e.g. contactor coil) at KM 2-a. It can be seen that each of the third switching device outputs KA1-b1, KA1-b2, KA1-b3 in the execution circuit is in a normally closed state (i.e., the three are normally closed contacts).

In the execution circuit and the wheel supply circuit, the following constraints exist:

1. neither of the automatic switching devices KM1, KM2 is the first switching device KA11, the second switching device KA2 or the third switching device KA 1. Namely, each automatic switching device, the first switching device, the second switching device and the third switching device in the execution circuit are different devices.

2. For any two branches including inputs of the automatic switching device, the inputs of the automatic switching device are different, and the outputs of the third switching device are different. I.e., for each leg that includes an input of an automatic switching device, it includes a different (i.e., not shared with other legs) input of the automatic switching device (which means that each leg corresponds to a different automatic switching device since there is only one input of each automatic switching device) and a different (i.e., not shared with other legs) output of the third switching device.

3. One output (e.g., contactor contact) of each automatic switching device is connected to a wheel supply circuit, and each wheel supply circuit supplies power to a wheel drive (e.g., an electric motor). Fig. 3 is a schematic diagram of a wheel supply circuit of a vehicle braking system according to an embodiment of the present invention. In fig. 3, two wheel power supply circuits capable of supplying 48 v dc are shown, KM1-b is an output terminal of a recloser device KM1, KM2-b is an output terminal of a recloser device KM2, U1 is a switching power supply for converting 24v dc voltage to 96 v dc voltage, and F1 and F2 are fuses. In the use scenario of fig. 3, the level signal directly supplies power to a wheel driving device after passing through KM1-b, so as to form a wheel power supply circuit; the level signal directly supplies power to another wheel driving device after passing through the KM2-b, and forms another wheel power supply circuit.

4. For any wheel power supply circuit, the power supply circuit only comprises one automatic switching device output end; for any two wheel supply circuits, the automatic switching device output terminals are included to correspond to different automatic switching devices. This means that each wheel supply circuit includes a different (i.e. not shared with other wheel supply circuits) recloser output. It can be seen that each of the recloser outputs KM1-b, KM2-b in the wheel supply circuit is normally closed (i.e., normally closed contacts).

Preferably, the execution circuit further comprises a signal feedback branch connected in parallel with the k +1 branches. Specifically, the signal feedback branch comprises a third switching device output KA1-b3 in a normally closed state for sending a feedback signal I101 to the control device when the third switching device output KA1-b3 is open. Through the arrangement, the control device can know whether the third switching device is disconnected or not in the braking process, so that the braking execution condition can be mastered.

It should be noted that the specific composition and structure of the execution circuit and the wheel power supply circuit are not necessary for practical application. In fact, the execution circuit and the wheel power supply circuit can be implemented by adopting a structure completely different from that shown in fig. 2 and 3, as long as the execution circuit and the wheel power supply circuit can be switched on or switched off by utilizing the output ends of the first switching device and the second switching device. Taking the execution circuit as an example, in a specific application, the output end of the first switching device, the output end of the second switching device and the applicable coil of the contactor may be connected in series, and the plurality of normally closed contacts of the contactor are connected to the power supply circuit of each wheel, so that similar effects may also be achieved.

The operation of the vehicle brake system according to the embodiment of the present invention will be described with reference to fig. 2 and 3.

When the vehicle normally travels, the collision prevention apparatus does not detect that the target enters the preset range, which keeps the input terminal of the first switching device in a powered state. The control means maintains the second switching device input in the energized state as a result of the absence of receipt of the brake signal. In this way, the first switching device output end KA11-b and the second switching device output end KA2-b in the execution circuit are kept closed, the third switching device input end KA1-a is kept in an electrified state, the third switching device output ends KA1-b1, KA1-b2 and KA1-b3 are all closed, the input ends KM1-a and KM2-a of the respective movable switching devices are kept in an electrified state, the output ends KM1-b and KM2-b connected into the power supply circuits of the wheels are all closed, and the wheel driving devices supply power normally, so that the vehicle runs normally.

FIG. 4 is a schematic diagram of a brake control mechanism of a vehicle braking system according to an embodiment of the present invention. As shown in fig. 4, when braking is required, the vehicle brake system performs the following steps:

step S401: the vehicle runs normally.

Step S402: the anti-collision device detects that the target enters a preset range.

Step S403: the anti-collision device enables the input end of the first switching device to be powered off. Meanwhile, the anti-collision device also performs the following two steps.

Step S404: the anti-collision device sends a braking signal to the control device.

Step S405: the collision-proof device triggers the brake indicator lamp to be electrified.

Step S406: the first switching device input is de-energized such that the first switching device output KA11-b in the execution circuit is open.

Step S407: the control means de-energizes the second switching device input.

Step S408: the second switching device input is de-energized such that the second switching device output KA2-b in the execution circuit is open.

Step S409: the first switching device output KA11-b and the second switching device output KA2-b are open such that the third switching device input KA1-a in series therewith is de-energized.

Step S410: the power-off of the input terminal KA1-a of the third switching device triggers the respective output terminals KA1-b1, KA1-b2, KA1-b3 (i.e. the respective normally closed contacts) of the third switching device to open.

Step S411: the respective outputs KA1-b1, KA1-b2 of the third switching devices are open so that the respective inputs KM1-a, KM2-a (i.e. the coils) of the respective switching devices connected in series therewith are de-energized.

Step S412: the power failure of the input ends KM1-a and KM2-a of the automatic switching devices triggers the output ends KM1-b and KM2-b (namely normally closed contacts) of the automatic switching devices in the power supply circuit of each wheel to be disconnected.

Step S413: the output ends KM1-b and KM2-b of automatic switching devices in the power supply circuits of the wheels are disconnected, so that the power supply circuits of all the wheels are powered off, and the braking effect of the vehicle is realized.

And then, when the anti-collision device detects that the target leaves the preset range, the input end of the first switching device is electrified again, and meanwhile, a recovery signal is sent to the control device. After receiving the resume signal, the control device causes the second switching device input terminal to resume the energized state. In this way, the first switching device output terminal KA11-b and the second switching device output terminal KA2-b in the execution circuit are both kept closed, so that the third switching device input terminal KA1-a is restored to the energized state, which triggers the respective output terminals KA1-b1, KA1-b2 and KA1-b3 of the third switching device to be closed, thereby restoring the energized state of the respective input terminals KM1-a and KM2-a of the respective dynamic switching devices, and the output terminals KM1-b and KM2-b connected to the respective wheel power supply circuits are both restored to be closed, so that the respective wheel driving devices are restored to supply power, and the vehicle starts to run.

In the technical scheme of the embodiment of the invention, two control mechanisms are designed to realize double braking control of the vehicle. One is that the anti-collision device triggers the corresponding switch device to realize the power-off of the wheel power supply circuit; and the other is that the anti-collision device sends a braking signal to the control device, and the control device triggers the corresponding switch device according to the braking signal to realize the power-off of the wheel power supply circuit. When any one of the two mechanisms is acted, the power-off of the wheel power supply circuit can be realized, so that the braking performance and the safety performance of the vehicle are improved. In addition, the vehicle braking system provided by the invention is low in cost and has high practical value.

The above-described embodiments should not be construed as limiting the scope of the invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions can occur, depending on design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle brake system is provided to a vehicle including an anti-collision device and a control device for controlling the travel of wheels; characterized in that the system comprises:

the anti-collision device is connected with the input end of the first switching device and used for changing the power-on/power-off state of the input end when the target in the preset range is detected and sending a braking signal to the control device;

the control device is connected with the input end of the second switching device and is used for changing the power-on/power-off state of the input end of the second switching device after receiving the braking signal; and

the execution circuit comprises a first switching device output end and a second switching device output end which are connected in series and are in a normally-closed state, and is used for powering off all the wheel power supply circuits when the first switching device output end and/or the second switching device output end are/is disconnected;

changing the power on/off state of the input includes: powering off the first switching device input; changing the power on/off state of the input terminal of the second switching device includes: powering off the second switching device input;

the execution circuit comprises k +1 branches connected in parallel; wherein k is the number of the wheel power supply circuits; and, in one branch, the first switching device output, the second switching device output and the third switching device input are connected in series; in any branch except the branch, one output end of the third switching device is connected with the input end of one automatic switching device in series, and one output end of each automatic switching device is connected with one wheel power supply circuit.

2. The system of claim 1, wherein none of the automatic switching devices is a first switching device, a second switching device, or a third switching device; for any two branches including the input ends of the automatic switching devices, the input ends of the automatic switching devices are different, and the output ends of the third switching devices are different; for any wheel power supply circuit, the power supply circuit only comprises one automatic switching device output end; for any two wheel power supply circuits, the output ends of automatic switching devices included in the wheel power supply circuits correspond to different automatic switching devices; each wheel power supply circuit supplies power to a wheel driving device.

3. The system of claim 2, wherein each third switching device output of the execution circuit is normally closed, and each automatic switching device output of the wheel power supply circuit is normally closed.

4. The system of claim 2, wherein the execution circuit further comprises: the signal feedback branch is connected with the k +1 branches in parallel; wherein,

the signal feedback branch comprises a third switching device output end in a normally-closed state and is used for sending a feedback signal to the control device when the third switching device output end is disconnected.

5. The system of claim 2, further comprising a brake indicator light that is energized when the anti-collision device detects the presence of the target within the preset range.

6. The system of claim 2,

the anti-collision device is further used for: when the target in the preset range is detected to leave, electrifying the input end of the first switching device, and sending a recovery signal to the control device;

the control device is further configured to: after receiving the recovery signal, energizing an input terminal of a second switching device; and

the execution circuitry is further to: and when the output ends of the first switching device and the second switching device are closed, all the wheel power supply circuits are powered on.

7. The system according to any one of claims 2 to 6,

the control device comprises a Programmable Logic Controller (PLC) or a Micro Control Unit (MCU);

the first switching device, the second switching device and the third switching device are all relays, the input end of each relay is a coil, and the output end of each relay is a contact;

the automatic switching device is a contactor, the input end of the contactor is a coil, and the output end of the contactor is a contact;

the wheel driving device is an electric motor;

the vehicle is an autonomous vehicle.