Low cost power emergency shutdown control system

Abstract

This invention relates to the field of automotive electrical control technology, specifically to a low-cost emergency power cut-off control system, comprising a switch S1, an emergency switch S2, an emergency switch S3, an ignition switch S4, a main power switch K1, relays K2, K3, a time-delay relay K4, a relay K5, fuses F1, F2, and F3, a generator G1, a battery power supply G2, and a battery charging indicator light E. The low-cost emergency power cut-off control system designed in this invention does not require the development of a dedicated controller; it only needs to utilize technologically mature relays, control switches, and circuit protection devices. Through circuit interconnection technology, it can achieve rapid and safe power cut-off in emergency situations, without generating electric arcs during power on / off. The relays and switches outside the driver's cab must have an IP67 protection rating. This system has broad application prospects in the development of hazardous chemical transport vehicles.

Description

Technical Field

[0001] This invention relates to the field of automotive electrical control technology, and more specifically to a low-cost emergency power cut-off control system. Background Technology

[0002] The ability to quickly cut off power in an emergency, and the absence of electric arcs during power switching, is a crucial requirement of industry regulations for hazardous materials transport vehicles. In recent years, with economic and social development, the demand for hazardous materials transport vehicles has surged. Currently, a widely used system is an emergency power cut-off control system imported from abroad that complies with the European Convention on the International Road Transport of Dangerous Goods. This system mainly consists of an electronic control unit, relays, control switches, and wiring harnesses. Its application has the following main drawbacks:

[0003] One drawback is that the implementation of this system requires controller design, which can be costly for some hazardous chemical transport vehicle manufacturers with relatively weak controller design capabilities to achieve self-sufficiency.

[0004] The second drawback is that if a mature system is purchased from an external supplier, the purchase cost will be high, and it will not be conducive to system integration with other electronic control systems in the vehicle.

[0005] To address the shortcomings mentioned above, a low-cost emergency power cut-off control system is designed. This system utilizes mature technologies such as relays, control switches, and circuit protection devices, and employs circuit interconnection technology to meet the application requirements of emergency power cut-off for hazardous chemical transport vehicles. Summary of the Invention

[0006] In view of the problems existing in the prior art, the purpose of this invention is to provide a low-cost emergency power cut-off control system.

[0007] The technical solution adopted by the present invention to solve its technical problem is: a low-cost power emergency cut-off control system, including switch S1, emergency switch S2, emergency switch S3, ignition switch S4, main power switch K1, relay K2, relay K3, time delay relay K4, relay K5, fuse F1, fuse F2, fuse F3, generator G1, battery power supply G2 and battery charging indicator light E;

[0008] The "+" terminal of the battery power supply G2 is connected to terminal 30 of the main power switch K1 and terminal 1 of the fuse F1. The "-" terminal of the battery power supply G2 is connected to terminal 86 of the main power switch K1, terminal 86 of the time delay relay K4, terminal 86 of the relay K5, terminal 86 of the relay K3, and terminal 87 of the relay K3.

[0009] The 87 terminal of the main power switch K1 is connected to the first terminal of fuse F2, the first terminal of fuse F3, and the "B+" terminal of generator G1. The 85 terminal of the main power switch K1 is connected to the 30 terminal of time delay relay K4.

[0010] Terminal 87 of time delay relay K4 is connected to terminal 2 of fuse F1, terminal 1 of switch S1, and terminal 30 of relay K2 simultaneously. Terminal 85 of time delay relay K4 is connected to terminal 2 of emergency switch S3.

[0011] The third terminal of emergency switch S3 is connected to the third terminal of emergency switch S2, the 85 terminal of relay K3, and the 85 terminal of relay K5. The first terminal of emergency switch S3 is connected to the second terminal of emergency switch S2.

[0012] Terminal 1 of emergency switch S2 is connected to terminal 2 of switch S1 and terminal 87 of relay K2 simultaneously;

[0013] Terminal 85 of relay K2 is connected to terminal 30 of relay K3, terminal "D+" of generator G1, and terminal 2 of charging indicator light E. Terminal 86 of relay K2 is connected to the "-" terminal of battery power supply G2.

[0014] Terminal 2 of fuse F2 is connected to terminal 30 of relay K5;

[0015] Terminal 87 of relay K5 is connected to power input terminal 30 of ignition switch S4;

[0016] The 15 electrical output terminal of the ignition switch S4 is connected to the 1 terminal of the battery charging indicator light E and the 15 electrical supply terminal of the vehicle's electrical equipment.

[0017] Terminal 2 of fuse F3 is connected to the power supply terminal 30 of the vehicle's electrical equipment.

[0018] Specifically, the generator G1 is an integrated AC generator with pre-excitation function at the charging indicator D+ terminal.

[0019] Specifically, the relay K5 is controlled by both emergency switches S2 and S3. When the first and third terminals of either emergency switch S2 or S3 are connected, the power supply 15 to the vehicle's electrical equipment is disconnected first. After the delay time of the time delay relay K4 is reached, the power supply 30 to the vehicle's electrical equipment is then disconnected.

[0020] Specifically, the delay time of the delay relay K4 is set according to the application requirements of the vehicle. The delay relay K4 is connected to the mechanical engine and set to a short delay time, and the delay relay K4 is connected to the electronic fuel injection engine and set to a long delay time, which is used by the electronic fuel injection engine to write the data of the current driving cycle into the engine electronic control unit.

[0021] Specifically, the coil power supply circuit of the main power switch K1 is connected in series with a diode. When the positive and negative terminals of the battery power supply G2 are reversed, the vehicle power supply will not be connected, thus protecting the vehicle's electrical equipment.

[0022] Specifically, when the generator G1 is generating electricity, i.e., the engine is running, the control system of the operating switch S1 will not respond, in order to disconnect the power supply of the whole vehicle.

[0023] Specifically, when the emergency switch S2 or emergency switch S3 is switched to the state where the first and third terminals are connected, the electromagnet of relay K3 is energized and activated, the "D+" terminal of generator G1 is grounded, and generator G1 loses its pre-excitation current and stops generating electricity.

[0024] Specifically, the emergency switch S2 and emergency switch S3 are installed in different locations on the vehicle according to different needs.

[0025] A control method for a low-cost emergency power cut-off control system includes the following steps:

[0026] 1) When the vehicle engine is not running:

[0027] When the generator G1 is not generating electricity, the switch S1 is operated. When the first and second terminals of the switch S1 are connected, the electromagnet of the time delay relay K4 is energized, which connects the 87 and 30 terminals of the time delay relay K4. Consequently, the electromagnet of the main power switch K1 is energized, and the 30 and 87 terminals of the main power switch K1 are connected. At this time, the battery power supply G2 supplies power to the vehicle's electrical equipment and the ignition switch S4 normally, and the power system enters the normal power-on mode.

[0028] Since the "D+" terminal of generator G1 is grounded when generator G1 is not generating electricity, the electromagnet of relay K2 will not be energized and the charging indicator light E will light up to remind the driver that the generator is not generating electricity.

[0029] If at this time, if the first and second terminals of switch S1 are switched from closed to open, the emergency switch S2 is switched from closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to open ...

[0030] 2) When the vehicle engine is running normally

[0031] When the engine drives the generator G1 to generate electricity normally, the "B+" terminal of the generator G1 supplies power to the vehicle's electrical equipment and ignition switch S4 through fuses F2 and F3. The "D+" terminal of the generator G1 outputs a high level, the charging indicator light E goes out, the electromagnet of relay K2 is energized and closes, and a lockout circuit is formed between switch S1 and relay K2, which locks out the function of switch S1.

[0032] To disconnect the vehicle's power supply, the engine should be stopped first, the generator G1 should stop generating electricity, and the vehicle's power should be disconnected by operating switch S1; otherwise, operating switch S1 will be ineffective.

[0033] If the vehicle power needs to be disconnected in an emergency while the engine is running, the emergency switch S2 or S3 can be operated to switch the emergency switch S2 or S3 from being connected at terminals 1 and 2 to being connected at terminals 1 and 3. The relay K5 will be energized, the power supply terminal 30 of the ignition switch will be de-energized, and the terminal 15 of the ignition switch will stop outputting power. The engine electronic control unit will stop working due to the loss of power at terminal 15, and the engine will stop.

[0034] At the same time, the electromagnet of the time delay relay K4 is de-energized and enters the delay state. After the delay time reaches the set delay time, the 30 and 87 terminals of the time delay relay K4 are disconnected, thereby disconnecting the 30 and 87 terminals of the main power switch K1 to cut off the power supply to the whole vehicle. Meanwhile, when the emergency switch S2 or emergency switch S3 is switched to the state where the 1st and 3rd terminals are connected, the electromagnet of the relay K3 is energized and operates, causing the "D+" terminal of the generator G1 to be grounded, and the generator G1 loses the pre-excitation current and stops generating electricity.

[0035] The present invention has the following beneficial effects:

[0036] The low-cost emergency power cut-off control system designed in this invention does not require the development of a dedicated controller. It only requires the use of technologically mature relays, control switches, and circuit protection devices. Through circuit interconnection technology, it can achieve rapid and safe power cut-off in emergency situations, and does not generate electric arcs during power-on and power-off. The protection level of the relays and switches outside the driver's cab needs to reach IP67. This system has broad application prospects in the development of hazardous chemical transport vehicles. Attached Figure Description

[0037] Figure 1 This is a circuit diagram of a low-cost power emergency cut-off control system. Detailed Implementation

[0038] The technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0039] like Figure 1 As shown, a low-cost emergency power cut-off control system includes switches S1, S2, and S3, an ignition switch S4, a main power switch K1, relays K2 and K3, a time-delay relay K4 and K5, fuses F1, F2, and F3, an integrated alternator G1 (hereinafter referred to as generator G1) with a pre-excitation function at the D+ terminal of the charging indicator light, a battery power supply G2, and a battery charging indicator light E; the "+" terminal of the battery power supply G2 is connected to the main power switch K1. Terminal 30 of the generator is connected to terminal 1 of fuse F1. The "-" terminal of battery power supply G2 is simultaneously connected to terminal 86 of main power switch K1, terminal 86 of time delay relay K4, terminal 86 of relay K5, terminal 86 of relay K3, and terminal 87 of relay K3. Terminal 87 of main power switch K1 is simultaneously connected to terminal 1 of fuse F2, terminal 1 of fuse F3, and the "B+" terminal of generator G1. Terminal 85 of main power switch K1 is connected to terminal 30 of time delay relay K4. Terminal 87 of time delay relay K4 is connected to... Terminal 2 of fuse F1, terminal 1 of switch S1, and terminal 30 of relay K2 are connected simultaneously. Terminal 85 of time delay relay K4 is connected to terminal 2 of emergency switch S3. Terminal 3 of emergency switch S3 is connected to terminal 3 of emergency switch S2, terminal 85 of relay K3, and terminal 85 of relay K5. Terminal 1 of emergency switch S3 is connected to terminal 2 of emergency switch S2. Terminal 1 of emergency switch S2 is connected to terminal 2 of switch S1 and terminal 87 of relay K2. Terminal 85 of relay K2 is connected to terminal 3 of relay K4. The 30 terminal of the generator G1, the "D+" terminal of the generator G1, and the second terminal of the charging indicator light E are connected simultaneously. The 86 terminal of the relay K2 is connected to the "-" terminal of the battery power supply G2. The second terminal of the fuse F2 is connected to the 30 terminal of the relay K5. The 87 terminal of the relay K5 is connected to the power input terminal 30 of the ignition switch S4. The 15 output terminal of the ignition switch S4 is connected to the first terminal of the battery charging indicator light E and the 15 power supply terminal of the vehicle electrical equipment. The second terminal of the fuse F3 is connected to the power supply terminal 30 of the vehicle electrical equipment.

[0040] Relay K5 is controlled simultaneously by emergency switches S2 and S3. In an emergency, as long as either terminal 1 or terminal 3 of emergency switches S2 or S3 is connected, the power supply to the vehicle's electrical equipment (power 15) will be disconnected first. Then, after the delay time of time delay relay K4 is reached, the power supply to the vehicle's electrical equipment (power 30) will be disconnected.

[0041] The delay time of the delay relay K4 can be set according to the application requirements of the vehicle. For example, for mechanical engines, a shorter delay time can be set. For electronic fuel injection engines, in order to ensure that the engine has enough time to write the data of the current driving cycle into the engine electronic control unit and to prevent damage to the engine electronic control unit due to abnormal power failure, a longer delay time can be set.

[0042] A diode is connected in series in the coil power supply circuit of the main power switch K1. This prevents the electromagnet of the main power switch K1 from being energized when the positive and negative terminals of the battery power supply G2 are reversed, thus preventing the vehicle from receiving power and avoiding accidents caused by reversed battery terminals, thereby protecting the vehicle's electrical equipment.

[0043] When the engine is running and driving the generator G1 to generate electricity, if the engine is not stopped first, the system will not respond when the switch S1 is operated, thereby disconnecting the vehicle's power supply to prevent damage to the engine caused by accidental disconnection of the vehicle's power supply during normal use.

[0044] When emergency switch S2 or S3 is switched to the closed state (terminals 1 and 3), the electromagnet of relay K3 is energized, causing the "D+" terminal of generator G1 to be grounded. The generator loses its pre-excitation current and stops generating electricity, preventing power surges to sensitive equipment during the engine's inertial running phase after shutdown. The system is equipped with two emergency switches, S2 and S3, to meet different user application needs; for example, one can be installed in the driver's cab and the other in the chassis.

[0045] Working principle of emergency power cut-off circuit:

[0046] 1. When the vehicle engine is not running: At this time, the generator G1 is in a non-generating state. Operate switch S1. When the first and second terminals of switch S1 are connected, the electromagnet of time delay relay K4 is energized, which connects terminals 87 and 30 of time delay relay K4. In turn, the electromagnet of the main power switch K1 is energized, and terminals 30 and 87 of the main power switch K1 are connected. At this time, the battery power supply G2 supplies power to the vehicle's electrical equipment and ignition switch S4 normally, and the power system enters the normal power-on mode.

[0047] Since the "D+" terminal of generator G1 is grounded when generator G1 is not generating electricity, the electromagnet of relay K2 will not be energized and the charging indicator light E will light up to remind the driver that the generator is not generating electricity.

[0048] If at this time, if the first and second terminals of switch S1 are switched from closed to open, the emergency switch S2 is switched from closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to open ...

[0049] 2. When the vehicle engine is running normally, the engine drives the generator G1 to generate electricity. At this time, the "B+" terminal of the generator G1 supplies power to the vehicle's electrical equipment and ignition switch S4 through fuses F2 and F3. The "D+" terminal of the generator G1 outputs a high level, the charging indicator light E goes out, the electromagnet of relay K2 is energized and closes, and a lockout circuit is formed between switch S1 and relay K2, so that the function of switch S1 is locked, avoiding the risk of sudden power failure of the whole vehicle due to accidental operation of switch S1.

[0050] To disconnect the vehicle's power supply, under normal circumstances, the engine should be stopped first, the generator G1 should stop generating electricity, and the vehicle's power should be disconnected by operating switch S1. Otherwise, operating switch S1 will be ineffective. This is to avoid damage to electrically sensitive equipment, such as the electronic control unit of the electronic fuel injection engine, due to disconnecting the vehicle's power supply without first stopping the engine.

[0051] If the vehicle power needs to be disconnected in an emergency while the engine is running, the emergency switch S2 or S3 can be operated to switch the emergency switch S2 or S3 from being connected at terminals 1 and 2 to being connected at terminals 1 and 3. The relay K5 will be energized, the power supply terminal 30 of the ignition switch will be de-energized, and the terminal 15 of the ignition switch will stop outputting power. The engine electronic control unit will stop working due to the loss of power at terminal 15, and the engine will stop.

[0052] At the same time, the electromagnet of the time delay relay K4 is de-energized and enters the delay state. After the delay time reaches the set delay time, the 30 and 87 terminals of the time delay relay K4 are disconnected, thereby disconnecting the 30 and 87 terminals of the main power switch K1 to cut off the power supply to the whole vehicle. Meanwhile, when the emergency switch S2 or emergency switch S3 is switched to the state where the 1st and 3rd terminals are connected, the electromagnet of relay K3 is energized and operates, causing the "D+" terminal of the generator G1 to be grounded. The generator G1 loses the pre-excitation current and stops generating electricity, so as to avoid the power output of the generator from impacting the power supply of sensitive equipment during the inertial operation phase of the engine shutdown.

[0053] This system does not require the development of a dedicated controller. It only needs to use technologically mature relays, control switches and circuit protection devices. Through circuit interconnection technology, it can realize the application requirements of rapid and safe power cut-off in emergency situations, and does not generate electric arcs when power is switched on and off, resulting in low application costs.

[0054] This invention is not limited to the above-described embodiments. Anyone should know that any structural changes made under the guidance of this invention, and any technical solutions that are the same as or similar to this invention, fall within the protection scope of this invention.

[0055] The technologies, shapes, and structures not described in detail in this invention are all known technologies.

Claims

1. A low-cost emergency power cut-off control system, characterized in that, Includes switch S1, emergency switch S2, emergency switch S3, ignition switch S4, main power switch K1, relay K2, relay K3, time delay relay K4, relay K5, fuse F1, fuse F2, fuse F3, generator G1, battery power supply G2, and battery charging indicator light E; The "+" terminal of the battery power supply G2 is connected to terminal 30 of the main power switch K1 and terminal 1 of the fuse F1. The "-" terminal of the battery power supply G2 is connected to terminal 86 of the main power switch K1, terminal 86 of the time delay relay K4, terminal 86 of the relay K5, terminal 86 of the relay K3, and terminal 87 of the relay K3. The 87 terminal of the main power switch K1 is connected to the first terminal of fuse F2, the first terminal of fuse F3, and the "B+" terminal of generator G1. The 85 terminal of the main power switch K1 is connected to the 30 terminal of time delay relay K4. Terminal 87 of time delay relay K4 is connected to terminal 2 of fuse F1, terminal 1 of switch S1, and terminal 30 of relay K2. Terminal 85 of time delay relay K4 is connected to terminal 2 of emergency switch S3. The third terminal of emergency switch S3 is connected to the third terminal of emergency switch S2, the 85 terminal of relay K3, and the 85 terminal of relay K5. The first terminal of emergency switch S3 is connected to the second terminal of emergency switch S2. Terminal 1 of emergency switch S2 is connected to terminal 2 of switch S1 and terminal 87 of relay K2 simultaneously; Terminal 85 of relay K2 is connected to terminal 30 of relay K3, terminal "D+" of generator G1, and terminal 2 of charging indicator light E. Terminal 86 of relay K2 is connected to the "-" terminal of battery power supply G2. Terminal 2 of fuse F2 is connected to terminal 30 of relay K5; Terminal 87 of relay K5 is connected to power input terminal 30 of ignition switch S4; The 15 electrical output terminal of the ignition switch S4 is connected to the 1 terminal of the battery charging indicator light E and the 15 electrical supply terminal of the vehicle's electrical equipment. Terminal 2 of fuse F3 is connected to the power supply terminal 30 of the vehicle's electrical equipment.

2. The low-cost emergency power cut-off control system according to claim 1, characterized in that, The generator G1 is an integrated AC generator with pre-excitation function at the charging indicator D+ terminal.

3. The low-cost emergency power cut-off control system according to claim 1, characterized in that, The relay K5 is controlled simultaneously by emergency switches S2 and S3. When the first and third terminals of either emergency switch S2 or S3 are connected, the power supply terminal 15 of the vehicle's electrical equipment is disconnected first. After the delay time of the time delay relay K4 is reached, the power supply terminal 30 of the vehicle's electrical equipment is then disconnected.

4. The low-cost emergency power cut-off control system according to claim 2, characterized in that, The delay time of the delay relay K4 is set according to the application requirements of the vehicle. When the delay relay K4 is connected to the mechanical engine, a short delay time is set. When the delay relay K4 is connected to the electronic fuel injection engine, a long delay time is set to ensure that the electronic fuel injection engine writes the data of the current driving cycle into the engine electronic control unit.

5. The low-cost emergency power cut-off control system according to claim 1, characterized in that, The coil power supply circuit of the main power switch K1 is connected in series with a diode. When the positive and negative terminals of the battery power supply G2 are reversed, the vehicle power supply will not be connected, thus protecting the vehicle's electrical equipment.

6. The low-cost emergency power cut-off control system according to claim 1, characterized in that, When the generator G1 is generating electricity, i.e., the engine is running, the control system of the operating switch S1 will not respond, thus disconnecting the power supply to the entire vehicle.

7. The low-cost emergency power cut-off control system according to claim 1, characterized in that, When the emergency switch S2 or emergency switch S3 is switched to the state where terminals 1 and 3 are connected, the electromagnet of relay K3 is energized and activated, the "D+" terminal of generator G1 is grounded, and generator G1 loses its pre-excitation current and stops generating electricity.

8. The low-cost emergency power cut-off control system according to claim 1, characterized in that, The emergency switch S2 and emergency switch S3 are installed in different locations on the vehicle according to different needs.

9. The control method for the low-cost power emergency cut-off control system according to any one of claims 1-8, characterized in that, Includes the following steps: 1) When the vehicle engine is not running: When the generator G1 is not generating electricity, the switch S1 is operated. When the first and second terminals of the switch S1 are connected, the electromagnet of the time delay relay K4 is energized, which connects the 87 and 30 terminals of the time delay relay K4. Consequently, the electromagnet of the main power switch K1 is energized, and the 30 and 87 terminals of the main power switch K1 are connected. At this time, the battery power supply G2 supplies power to the vehicle's electrical equipment and the ignition switch S4 normally, and the power system enters the normal power-on mode. Since the "D+" terminal of generator G1 is grounded when generator G1 is not generating electricity, the electromagnet of relay K2 will not be energized and the charging indicator light E will light up to remind the driver that the generator is not generating electricity. If at this time, if the first and second terminals of switch S1 are switched from closed to open, the emergency switch S2 is switched from closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to closed to open ... 2) When the vehicle engine is running normally: When the engine drives the generator G1 to generate electricity normally, the "B+" terminal of the generator G1 supplies power to the vehicle's electrical equipment and ignition switch S4 through fuses F2 and F3. The "D+" terminal of the generator G1 outputs a high level, the charging indicator light E goes out, the electromagnet of relay K2 is energized and closes, and a lockout circuit is formed between switch S1 and relay K2, which locks out the function of switch S1. To disconnect the vehicle's power supply, the engine should be stopped first, the generator G1 should be stopped generating electricity, and the vehicle's power should be disconnected by operating switch S1. Otherwise, operating switch S1 will be ineffective. If an emergency requires disconnecting the vehicle's power supply while the engine is running, the emergency switch S2 or S3 can be operated to switch from being connected at terminals 1 and 2 to being connected at terminals 1 and 3. This energizes relay K5, de-energizes the power input terminal 30 of ignition switch S4, and consequently stops outputting power at terminal 15 of ignition switch S4. The engine electronic control unit stops working due to the loss of power, and the engine stops. At the same time, the electromagnet of the time delay relay K4 is de-energized and enters the delay state. After the delay time reaches the set delay time, the 30 and 87 terminals of the time delay relay K4 are disconnected, thereby disconnecting the 30 and 87 terminals of the main power switch K1 to cut off the power supply to the whole vehicle. Meanwhile, when the emergency switch S2 or emergency switch S3 is switched to the state where the 1st and 3rd terminals are connected, the electromagnet of the relay K3 is energized and operates, causing the "D+" terminal of the generator G1 to be grounded, and the generator G1 loses the pre-excitation current and stops generating electricity.

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