Power system and vehicle

Abstract

The invention relates to a power system and a vehicle. The power system comprises a fuel module, a power module and an emergency control module. The fuel module is provided with a storage box and a pumping device, power supply of the pumping device is cut off through the emergency control module to stop fuel conveying, and the internal combustion engine is shut down due to fuel exhaustion; the power module synchronously disconnects the power battery from the electric driving device by using a positive electrode switch and a negative electrode switch in a power supply loop so as to realize complete electrical isolation of a high-voltage system; according to the emergency control module, an emergency switch directly controls connection and disconnection of a control loop, then the power supply state of a storage battery to the pumping device, a positive electrode switch and a negative electrode switch is controlled, it is guaranteed that fuel cut-off and high-voltage power failure can be synchronously triggered under the emergency working conditions such as brake failure, and the effect of rapid energy-cut braking of the vehicle is achieved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to power systems and vehicles. Background Technology

[0002] With the continuous growth of car ownership, accidents caused by brake failure during high-speed driving are becoming increasingly frequent. Existing vehicles generally lack effective emergency energy cut-off mechanisms. Once the braking system completely fails, they often can only rely on naturally depleting fuel or battery power to stop, a process that can last for several hours. During this time, the vehicle is difficult to control and can easily lead to serious safety accidents such as chain collisions and running off the road.

[0003] Modern vehicles generally employ electronic control systems to manage fuel supply and electrical output, achieving efficient and precise power dispatch. In emergencies, if a vehicle loses effective braking capability, timely termination of power output helps reduce the risk of accidents. However, under certain extreme conditions, even if the driver takes emergency actions, the vehicle may still experience situations where power is not effectively cut off, posing a safety hazard. Some existing emergency power disconnection methods may be accompanied by fuel leaks, electrical damage, or other adverse effects in practical applications, making it difficult to balance response reliability and system safety. Summary of the Invention

[0004] Therefore, it is necessary to provide a power system to address the aforementioned problems.

[0005] A power system includes:

[0006] internal combustion engine;

[0007] The fuel module includes a storage tank and a pumping device configured to pump fuel from the storage tank to the internal combustion engine.

[0008] The power module includes: a power supply circuit, a power battery, and an electric drive unit, with the power battery and electric drive unit located in the power supply circuit;

[0009] The emergency control module includes: a control circuit, a battery, a positive switch, a negative switch, and an emergency switch. The battery, positive switch, and negative switch are located within the control circuit. The emergency switch is configured to control the control circuit to turn on or off. The pumping device is electrically connected to the control circuit.

[0010] The positive and negative switches are configured to operate according to the control circuit, so that the positive switch controls the positive terminal of the electric drive device to connect or disconnect from the power battery, and the negative switch controls the negative terminal of the electric drive device to connect or disconnect from the power battery.

[0011] The aforementioned power system includes a fuel module, an electrical module, and an emergency control module. The fuel module is equipped with a storage tank and a pumping device. The emergency control module cuts off the power supply to the pumping device, stopping fuel delivery and causing the internal combustion engine to shut down due to fuel depletion. The electrical module uses a positive and negative switch in the power supply circuit to simultaneously disconnect the power battery from the electric drive unit, achieving complete electrical isolation of the high-voltage system. The emergency control module directly controls the conduction and disconnection of the control circuit via an emergency switch, thereby controlling the power supply status of the battery to the pumping device, positive switch, and negative switch. This ensures that in emergency situations such as brake failure, fuel cut-off and high-voltage power disconnection can be triggered simultaneously, achieving rapid energy-dissipating braking of the vehicle.

[0012] In one embodiment, the emergency switch includes: a switch control element, a transmission mechanism, and a first circuit gate. The transmission mechanism is drively connected between the switch control element and the first circuit gate. The first circuit gate is located in the control loop. The switch control element drives the first circuit gate to close or open via the transmission mechanism.

[0013] The aforementioned power system employs a mechanically driven emergency switch structure. The operation of the emergency switch does not depend on electronic control signals or external power sources; its on / off state is entirely achieved through mechanical connection and transmission. Compared to electronic switches (such as relays or solid-state switches) that rely on electrical signals for triggering, the emergency switch in this embodiment can still reliably operate mechanically even under extreme conditions such as main control system failure, power supply anomalies, or electromagnetic interference. This effectively avoids the risk of response delays or failures to operate due to electronic module malfunctions, significantly improving the certainty and reliability of emergency power cut-off operations.

[0014] In one embodiment, both the positive and negative switches are configured as contactors.

[0015] In the aforementioned power system, both the positive and negative switches are constructed as contactors. Each contactor has an electromagnetic coil and main contacts. When the electromagnetic coil is energized, it generates an electromagnetic attraction that drives the main contacts to close, thus completing the circuit. When the electromagnetic coil is de-energized, the main contacts open under the action of a return spring, thus cutting off the circuit.

[0016] In one embodiment, the emergency switch further includes a second circuit gate, which is connected to a transmission mechanism. The second circuit gate is located in the power supply circuit, and the switch control unit drives the second circuit gate to close or open via the transmission mechanism.

[0017] The aforementioned power system is equipped with a second circuit gate directly driven by the same mechanical transmission mechanism, which constitutes a "double cut-off" protection mechanism: even if the positive or negative switch fails to disconnect normally due to a fault, the second circuit gate can still directly disconnect the high current load in the power supply circuit by pure mechanical force.

[0018] In one embodiment, when the first circuit gate is in a closed state, the second circuit gate is also in a closed state.

[0019] The aforementioned power system, by limiting the first circuit gate to the closed state and the second circuit gate to the closed state, when an emergency such as brake system failure requires cutting off the energy supply, the operator triggers the switch control device, and the first circuit gate and the second circuit gate simultaneously perform the opening action, and the control circuit and the power supply circuit are disconnected at the same time, realizing the dual interruption of fuel supply and high-voltage power output.

[0020] In one embodiment, the emergency switch further includes a third circuit gate and a fourth circuit gate, the fourth circuit gate being located in the power supply circuit and between the positive switch and the power battery;

[0021] The power module also includes: a protection circuit and a protection resistor, with the third circuit gate and the protection resistor located in the protection circuit, and the protection circuit connected in parallel across the fourth circuit gate;

[0022] Both the third and fourth circuit gates are connected to the transmission mechanism. The switch control unit drives the third and fourth circuit gates to close or open via the transmission mechanism. When the first circuit gate is closed, the third circuit gate is open and the fourth circuit gate is closed.

[0023] The aforementioned power system, through the installation of a third circuit gate, a fourth circuit gate, and a protection circuit with a parallel protective resistor, and its linkage with the transmission mechanism, achieves a smooth transition from "direct power supply" to "current-limited energy consumption" and then to "complete power failure" during emergency power outages. This design not only solves the safety hazard of arcing caused by directly cutting off high-voltage, high-current loads, but also utilizes the protective resistor to achieve auxiliary energy consumption braking under emergency conditions, significantly improving the power system's power outage safety, reliability, and braking effect under extreme circumstances.

[0024] In one embodiment, the emergency switch further includes: a fifth circuit gate, which is connected to the transmission mechanism. The fifth circuit gate is located in the power supply circuit, and the switch control unit drives the fifth circuit gate to close or open via the transmission mechanism.

[0025] When the first circuit gate is closed, the fifth circuit gate is also closed.

[0026] The aforementioned power system achieves coordinated disconnection of the control and power supply circuits by incorporating a fifth circuit gate connected to the transmission mechanism in the emergency switch and synchronizing it with the first circuit gate. This dual mechanical power disconnection structure not only improves the reliability and redundancy of the high-voltage system disconnection but also effectively prevents the risk of power disconnection failure due to the failure of a single switch, significantly enhancing the safety assurance capability of the power system under emergency conditions and providing more reliable protection for occupants and public safety.

[0027] In one embodiment, the fifth circuit gate is located between the fourth circuit gate and the power battery.

[0028] In the aforementioned power system, the fourth circuit gate forms a subsequent break point near the electric drive device, thereby achieving dual physical isolation from the power supply end to the load end in the power supply circuit.

[0029] In one embodiment, the third circuit gate, the fourth circuit gate, the first circuit gate, and the fifth circuit gate operate sequentially.

[0030] The aforementioned power system, by setting a sequential action sequence of "the third circuit gate closing first, the fourth circuit gate opening later, the first circuit gate opening again, and the fifth circuit gate opening last," achieves a multi-stage safe transition during emergency power disconnection. First, current transfer and energy dissipation braking are achieved through the protection circuit connection, avoiding the arc hazards caused by directly cutting off the high-voltage, high-current circuit. Then, the control circuit is cut off, de-energizing and disconnecting the positive and negative switches, achieving active isolation of the high-voltage system. Finally, the fifth circuit gate forms a physical break point, providing redundant disconnection protection. This timing design fully considers the physical characteristics and safety requirements of the electrical system during disconnection, making emergency power disconnection operations smoother and more reliable, effectively preventing secondary disasters caused by sudden current changes or arcing, and significantly improving the safety performance of the power system under extreme operating conditions.

[0031] This application further proposes a vehicle that includes the power system described in some of the above embodiments.

[0032] The aforementioned vehicle's power system includes a fuel module, an electrical module, and an emergency control module. The fuel module is equipped with a fuel tank and a pumping device. The emergency control module cuts off power to the pumping device, stopping fuel delivery and causing the internal combustion engine to shut down due to fuel depletion. The electrical module uses a positive and negative switch in the power supply circuit to simultaneously disconnect the power battery from the electric drive unit, achieving complete electrical isolation of the high-voltage system. The emergency control module directly controls the conduction and disconnection of the control circuit via an emergency switch, thereby controlling the power supply status of the battery to the pumping device, positive switch, and negative switch. This ensures that in emergency situations such as brake failure, fuel cut-off and high-voltage power disconnection can be triggered simultaneously, achieving rapid energy-dissipating braking for the vehicle. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of a state according to an embodiment of the present application.

[0034] Figure 2 This is a schematic diagram of another state of structure according to an embodiment of this application.

[0035] Figure 3 This is a schematic diagram of a state according to another embodiment of the present application.

[0036] Figure 4 This is a structural schematic diagram of a state according to yet another embodiment of this application.

[0037] Figure 5 This is a schematic diagram of a state according to another embodiment of the present application.

[0038] Figure label:

[0039] 1. Internal combustion engine; 21. Storage tank; 22. Pumping device; 31. Power supply circuit; 32. Power battery; 33. Electric drive device; 34. Protection circuit; 35. Protection resistor; 41. Control circuit; 42. Storage battery; 43. Positive switch; 44. Negative switch; 45. Emergency switch; 451. Switch control component; 452. Transmission mechanism; 453. First circuit gate; 454. Second circuit gate; 455. Third circuit gate; 456. Fourth circuit gate; 457. Fifth circuit gate. Detailed Implementation

[0040] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0041] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0042] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0043] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0044] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0045] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0046] In related technologies, the control of energy supply systems heavily relies on electronic control loops. For example, in traditional fuel vehicles, the fuel pump is typically started and stopped by the engine control unit (ECU) based on the operating status; while in new energy vehicles, the high-voltage output of the power battery is controlled by the battery management system (BMS) to control the on / off state of the main positive / main negative contactors to achieve energy dispatch. While this electronic and intelligent control method improves energy efficiency and driving experience, it also introduces a strong dependence on the integrity of the electronic system.

[0047] In extreme operating conditions, such as emergency situations involving brake system failure, quickly cutting off the vehicle's power supply is a crucial safety measure to prevent the accident from escalating. However, if the electronic control module (such as the ECU or BMS) malfunctions due to faults, abnormal power supply, communication interruptions, short circuits, or strong electromagnetic interference, it will be unable to issue a power cut-off command, causing the engine to continue supplying fuel or the high-voltage system to continue outputting electrical energy. This could lead to the vehicle continuing to move out of control, seriously threatening the safety of occupants and the public.

[0048] To address the aforementioned risks, common technical solutions involve directly disconnecting the main oil circuit (such as fuel lines) or the high-voltage main circuit (such as DC buses). However, these solutions have significant drawbacks: forcibly disconnecting high-voltage oil circuits in a fuel system can easily lead to fuel leaks, posing a fire or environmental pollution hazard; directly disconnecting high-current loads in a high-voltage electrical system can generate strong electric arcs, potentially burning out contact terminals, damaging power devices, or even causing electrical fires. Furthermore, some solutions employ electronically triggered emergency switches (such as relays or solid-state switches), but these still rely on power and control signals. In scenarios where the main control system fails, they may experience response delays, contact adhesion, component aging, or malfunctions, making it difficult to guarantee absolutely reliable operation at critical moments.

[0049] See Figure 1 As shown, the power system according to this application includes an internal combustion engine 1, a fuel module, an electric module, and an emergency control module.

[0050] In the fuel module, the fuel module may include a storage tank 21 and a pumping device 22. The storage tank 21 is used to store fuel (e.g., fuel oil or combustible gas), and the pumping device 22 is configured to pump fuel from the storage tank 21 to the internal combustion engine 1 so that the internal combustion engine 1 has sufficient fuel to operate.

[0051] In the power module, the power module may include a power supply circuit 31, a power battery 32, and an electric drive device 33. The power battery 32 and the electric drive device 33 are disposed in the power supply circuit 31. By controlling the conduction or disconnection of the power supply circuit 31, the power battery 32 and the electric drive device 33 can be in a conducting state or a disconnected state. When the power supply circuit 31 is in a conducting state, the power battery 32 provides power to the electric drive device 33, enabling the electric drive device 33 to operate; when the power supply circuit 31 is in a disconnected state, the power battery 32 cannot provide power to the electric drive device 33, causing the electric drive device 33 to stop.

[0052] The emergency control module may include a control circuit 41, a battery 42, a positive switch 43, a negative switch 44, and an emergency switch 45. The battery 42, the positive switch 43, and the negative switch 44 are disposed in the control circuit 41, the emergency switch 45 is configured to control the control circuit 41 to be turned on or off, and the pumping device 22 is electrically connected to the control circuit 41.

[0053] When the emergency switch 45 is configured to control the control circuit 41 to be in the on state, the battery 42 provides power to the positive switch 43, the negative switch 44 and the pumping device 22 (i.e., the positive switch 43, the negative switch 44 and the pumping device 22 are energized); when the emergency switch 45 is configured to control the control circuit 41 to be in the off state, the battery 42 cannot provide power to the positive switch 43, the negative switch 44 and the pumping device 22 (i.e., the positive switch 43, the negative switch 44 and the pumping device 22 are de-energized).

[0054] The positive switch 43 and the negative switch 44 are configured to be turned on or off according to the control circuit 41, so that the positive switch 43 controls the positive terminal of the electric drive device 33 to be connected or disconnected from the power battery 32, and the negative switch 44 controls the negative terminal of the electric drive device 33 to be connected or disconnected from the power battery 32. Specifically, when the control circuit 41 is in the on state, the battery 42 supplies power to the positive switch 43 and the negative switch 44, so that the positive switch 43 controls the positive terminal of the electric drive device 33 to be connected to the power battery 32, and the negative switch 44 controls the negative terminal of the electric drive device 33 to be connected to the power battery 32. The power battery 32 provides power to the electric drive device 33, enabling the electric drive device 33 to work. When the control circuit 41 is in the off state, the battery 42 stops supplying power to the positive switch 43 and the negative switch 44, so that the positive switch 43 controls the positive terminal of the electric drive device 33 to be disconnected from the power battery 32, and the negative switch 44 controls the negative terminal of the electric drive device 33 to be disconnected from the power battery 32. The power battery 32 cannot provide power to the electric drive device 33, causing the electric drive device 33 to stop.

[0055] It should be further explained that by simultaneously setting up a positive switch 43 and a negative switch 44, complete electrical isolation between the power battery 32 and the electric drive device 33 is achieved, effectively preventing residual voltage, accidental power supply or control misjudgment caused by single-pole disconnection, and improving the safety, reliability and fault tolerance of the power system to a certain extent.

[0056] For example, see Figure 1 As shown, in some embodiments of this application, the power system is applied to a vehicle as an example. The power system includes an internal combustion engine 1 and a power battery 32, making the energy form of the vehicle equipped with the power system of this application a hybrid power system. The internal combustion engine 1 can be used as a range extender. When the internal combustion engine 1 is working, it provides electrical energy to the power battery 32 in the power system. The power battery 32 is used to provide electrical energy to the electric drive device 33, enabling the electric drive device 33 to work and achieve the effect of vehicle driving.

[0057] Specifically, the vehicle is in normal driving condition. (See also...) Figure 1 As shown, the emergency switch 45 is configured to control the control circuit 41 to be in a conductive state, enabling the battery 42 to provide power to the pumping device 22, the positive switch 43, and the negative switch 44. The pumping device 22 operates to pump the fuel stored in the storage tank 21 to the internal combustion engine 1, ensuring that the internal combustion engine 1 has sufficient fuel for operation. The positive switch 43 and the negative switch 44 are energized to connect the power supply circuit 31, electrically connecting the power battery 32 and the electric drive unit 33. The power battery 32 can then provide power to the electric drive unit 33, enabling the electric drive unit 33 to operate and achieve the effect of vehicle movement.

[0058] Next, the vehicle's braking system malfunctions, preventing the vehicle from braking. (See also...) Figure 2 As shown, the emergency switch 45 is configured to keep the control circuit 41 in the off state, preventing the battery 42 from providing power to the pumping device 22, the positive switch 43, and the negative switch 44. Consequently, the pumping device 22 is de-energized and stops pumping fuel to the internal combustion engine 1. When the internal combustion engine 1 runs out of fuel (for example, when the internal combustion engine 1 runs out of fuel in the fuel line connecting the internal combustion engine 1 and the pumping device 22), the internal combustion engine 1 stops. Simultaneously, the positive switch 43 and the negative switch 44 are de-energized to disconnect the power supply circuit 31, disconnecting the power battery 32 from the electric drive unit 33. The power battery 32 can no longer provide power to the electric drive unit 33, and the electric drive unit 33 stops.

[0059] It is important to understand that related technologies typically achieve engine shutdown by directly shutting down the fuel injection system of the internal combustion engine 1 (e.g., stopping the fuel injectors). However, at this time, the upstream fuel pump may still be running or high-pressure fuel may still remain in the pipeline, causing the pressure in the fuel pipeline to be unable to be released or even to continue to rise. This poses a risk of pipeline rupture or seal failure, which may lead to secondary safety hazards such as fuel leakage and fire. In contrast, this application eliminates the problem of high-pressure residue at the source by actively emptying the fuel pipeline, significantly improving the safety and reliability of emergency power cut-off operations.

[0060] In summary, the power system according to this application includes a fuel module, an electrical module, and an emergency control module. The fuel module is equipped with a fuel storage tank 21 and a pumping device 22. The emergency control module cuts off the power supply to the pumping device 22 to stop fuel delivery, and the internal combustion engine 1 stops due to fuel depletion. The electrical module uses the positive switch 43 and the negative switch 44 in the power supply circuit 31 to simultaneously disconnect the power battery 32 from the electric drive device 33, achieving complete electrical isolation of the high-voltage system. The emergency control module directly controls the conduction and disconnection of the control circuit 41 by the emergency switch 45, thereby controlling the power supply status of the battery 42 to the pumping device 22, the positive switch 43, and the negative switch 44, ensuring that fuel cut-off and high-voltage power cut-off can be triggered simultaneously in emergency conditions such as brake failure, achieving the effect of rapid energy-dissipating braking of the vehicle.

[0061] It should also be noted that in some embodiments of this application, the positive switch 43 and the negative switch 44 can be configured as contactors.

[0062] It should also be noted that in some embodiments of this application, the positive switch 43 and the negative switch 44 can be configured as contactors. Specifically, the positive switch 43 can be a high-voltage DC contactor, located between the positive terminal of the power battery 32 and the positive terminal of the electric drive device 33; the negative switch 44 can be a high-voltage DC contactor, located between the negative terminal of the power battery 32 and the negative terminal of the electric drive device 33. The contactor has an electromagnetic coil and main contacts. When the electromagnetic coil is energized, it generates electromagnetic attraction to drive the main contacts to close, thus completing the circuit; when the electromagnetic coil is de-energized, the main contacts open under the action of a return spring, thus cutting off the circuit.

[0063] For example, the electromagnetic coil of the contactor is connected to the control circuit 41 of the emergency control module, and is powered and controlled by the battery 42 through the emergency switch 45. When the emergency switch 45 controls the control circuit 41 to be in the on state, the battery 42 supplies power to the electromagnetic coils of the positive contactor (i.e., the positive switch 43) and the negative contactor (i.e., the negative switch 44), causing the main contacts of the positive and negative contactors to close, and a conductive state is formed between the power battery 32 and the electric drive device 33, allowing the electric drive device 33 to work normally; when the emergency switch 45 controls the control circuit 41 to be in the off state, the battery 42 stops supplying power to the electromagnetic coils of the positive and negative contactors, causing the main contacts of the positive and negative contactors to automatically open under the action of the return spring, and a disconnected state is formed between the power battery 32 and the electric drive device 33, causing the electric drive device 33 to stop.

[0064] See Figure 1 and Figure 2 As shown, in some embodiments of this application, the emergency switch 45 may include a switch control element 451, a transmission mechanism 452, and a first circuit gate 453. The transmission mechanism 452 is tractively connected between the switch control element 451 and the first circuit gate 453. The first circuit gate 453 is located in the control circuit 41. The switch control element 451 drives the first circuit gate 453 to close or open through the transmission mechanism 452, so as to control the conduction or disconnection of the control circuit 41.

[0065] Specifically, the switch control element 451, as a triggering component for emergency operation, can be configured to be easily accessible to operators or drivers in emergency situations, such as a manually operated pull ring, knob, button, or push rod. The transmission mechanism 452 transmits the mechanical action applied to the switch control element 451 to the first circuit gate 453. It can employ mechanical transmission methods, such as linkage mechanisms, rack and pinion mechanisms, worm gear mechanisms, or flexible cable mechanisms, to achieve reliable action transmission. The first circuit gate 453 is a mechanical circuit switching component directly installed in the control circuit 41, such as a single-pole or double-pole mechanical switch, circuit breaker, or contactor, which achieves physical connection or disconnection of the control circuit 41 through mechanical action.

[0066] When an operator or driver triggers the switch control unit 451 in an emergency, the mechanical action generated by the switch control unit 451 is transmitted to the first circuit gate 453 via the transmission mechanism 452, driving the first circuit gate 453 to perform a closing or opening operation. For example, when it is necessary to cut off the energy supply, the operator drives the switch control unit 451, which, through the transmission mechanism 452, causes the first circuit gate 453 to open, thereby disconnecting the control circuit 41; conversely, when it is necessary to restore the control circuit 41, the first circuit gate 453 can be closed by reversing the operation.

[0067] It should be further explained that, by adopting a mechanically driven emergency switch 45 structure, the operation of the emergency switch 45 does not depend on electronic control signals or external power supplies; its on / off state is entirely achieved through mechanical connection and transmission. Compared to electronic switches (such as relays or solid-state switches) that rely on electrical signals for triggering, the emergency switch 45 in this embodiment can still reliably operate through purely mechanical means under extreme conditions such as main control system failure, power supply abnormalities, or electromagnetic interference. This effectively avoids the risk of response delay or failure to operate caused by electronic module failure, significantly improving the certainty and reliability of emergency power cut-off operations.

[0068] See Figure 3 As shown, in some embodiments of this application, the emergency switch 45 may further include a second circuit gate 454, which is connected to the transmission mechanism 452. The second circuit gate 454 is located in the power supply circuit 31, and the switch control unit 451 drives the second circuit gate 454 to close or open through the transmission mechanism 452.

[0069] Specifically, the second circuit gate 454, as the main interrupting component directly connected in series in the power supply circuit 31 of the power module, is configured to physically cut off the high-voltage current path between the power battery 32 and the electric drive device 33 under mechanical drive. While transmitting the mechanical action of the switch control element 451 to the first circuit gate 453 (for controlling the control circuit 41), the transmission mechanism 452 simultaneously drives the second circuit gate 454 to perform the corresponding opening or closing action.

[0070] When the operator triggers the switch control element 451, the transmission mechanism 452 can drive the first circuit gate 453 and the second circuit gate 454 to work together: on the one hand, the control circuit 41 is disconnected, so that the positive switch 43 and the negative switch 44 are reset and disconnected due to power loss; on the other hand, the power supply circuit 31 is forcibly cut off directly through the mechanical action of the second circuit gate 454.

[0071] It is important to understand that the high-voltage system's disconnection primarily relies on the coordinated disconnection of the positive switch 43 and the negative switch 44 after the control circuit 41 is de-energized. While this method achieves electrical isolation, in extreme fault scenarios (such as contact welding or mechanical jamming of the positive or negative switch 44), relying solely on the de-energization of the control circuit 41 may not guarantee the absolute disconnection of the power supply circuit 31, and the risk of continued high-voltage output remains. According to the power system of this application, a second circuit gate 454, directly driven by the same mechanical transmission mechanism 452, is provided, constructing a "double disconnection" protection mechanism: even if the positive switch 43 or the negative switch 44 fails to disconnect normally due to a fault, the second circuit gate 454 can still directly disconnect the high-current load in the power supply circuit 31 using pure mechanical force.

[0072] Furthermore, since both the second circuit gate 454 and the first circuit gate 453 are driven by the same switch control element 451 through the transmission mechanism 452, they exhibit a high degree of synchronicity and determinism in their operational timing. This design not only simplifies the emergency power cut-off operation logic (a single mechanical operation can simultaneously trigger the control signal cut-off and the main circuit physical cut-off) but also completely eliminates the reliance on electronic delay control or multi-level signal transmission. Such a structure can synchronously stop fuel supply and forcibly cut off high-voltage electrical output with the shortest physical response time, minimizing the risk of power cut-off failure due to the failure of a single component, and further enhancing the intrinsic safety level and fault tolerance of the power system under extreme conditions.

[0073] See Figure 3 As shown, in some embodiments of this application, when the first circuit gate 453 is in a closed state, the second circuit gate 454 is in a closed state.

[0074] Specifically, the first circuit gate 453 and the second circuit gate 454 are linked by a transmission mechanism 452, ensuring synchronous operation in their opening and closing actions. When the switch control element 451 is driven to close the first circuit gate 453, the transmission mechanism 452 simultaneously moves the second circuit gate 454 to the closed position; conversely, when the switch control element 451 is driven to open the first circuit gate 453, the transmission mechanism 452 simultaneously moves the second circuit gate 454 to the open position. This linkage ensures strict correspondence between the control circuit 41 and the power supply circuit 31 in their on / off states.

[0075] It is important to understand that under normal vehicle operating conditions, both the first circuit gate 453 and the second circuit gate 454 are in the closed state. At this time, the control circuit 41 is open, and the battery 42 provides power to the positive switch 43, the negative switch 44, and the pumping device 22, ensuring that both the fuel module and the power module are in normal working condition. Simultaneously, the power supply circuit 31 is open, and the power battery 32 can provide power to the electric drive device 33, enabling the vehicle's power output. When an emergency such as brake system failure requires cutting off the energy supply, the operator triggers the switch control element 451, and the first circuit gate 453 and the second circuit gate 454 simultaneously open. The control circuit 41 and the power supply circuit 31 are simultaneously disconnected, achieving a dual interruption of fuel supply and high-voltage power output.

[0076] It should be further explained that by limiting the second circuit gate 454 to the closed state when the first circuit gate 453 is closed, potential safety hazards caused by inconsistencies between the states of the control circuit 41 and the power supply circuit 31 are effectively avoided. For example, if the two states are not synchronized, the control circuit 41 may be on (positive switch 43 and negative switch 44 are energized and ready to close), but the power supply circuit 31 may still be forcibly disconnected by the second circuit gate 454. In this case, the electric drive unit 33 cannot obtain power, and the vehicle cannot drive normally. Alternatively, the control circuit 41 may be off (positive switch 43 and negative switch 44 are de-energized and ready to disconnect), but the power supply circuit 31 may still be kept on by the second circuit gate 454. In this case, if the positive switch 43 or negative switch 44 experiences a contact welding failure, high-voltage power may still be continuously output to the electric drive unit 33, leading to emergency power failure. By ensuring strict synchronization of the two states through mechanical linkage, the above-mentioned risk of state mismatch is eliminated, further improving the operational reliability and safety of the power system under both normal driving and emergency power failure conditions.

[0077] See Figure 4 As shown, in some embodiments of this application, the emergency switch 45 may further include a third circuit gate 455 and a fourth circuit gate 456. The fourth circuit gate 456 is located in the power supply circuit 31 and is specifically disposed between the positive switch 43 and the power battery 32. The power module may further include a protection circuit 34 and a protection resistor 35. The third circuit gate 455 and the protection resistor 35 are connected in series in the protection circuit 34, and the protection circuit 34 is connected in parallel across the fourth circuit gate 456.

[0078] Both the third circuit gate 455 and the fourth circuit gate 456 are connected to the transmission mechanism 452. When the operator operates the switch control unit 451, the mechanical action generated by the switch control unit 451 synchronously drives the first circuit gate 453, the third circuit gate 455, and the fourth gate to perform closing or opening actions via the transmission mechanism 452. Specifically, the operating states of each gate have a specific logical coordination relationship: when the first circuit gate 453 is in the closed state (i.e., the control circuit 41 is conducting and the vehicle is driving normally), the third circuit gate 455 is in the open state, and the fourth circuit gate 456 is in the closed state.

[0079] In this state (i.e., normal driving state), since the fourth circuit gate 456 is closed, it directly connects the power supply circuit 31 between the power battery 32 and the positive switch 43. At this time, although the protection circuit 34 is connected in parallel across the fourth circuit gate 456, since the third circuit gate 455 is open, the protection circuit 34 itself is in an open circuit state, and the current cannot flow through the protection circuit 34. Therefore, the electrical energy output by the power battery 32 flows directly to the positive switch 43 and the electric drive device 33 through the low-impedance fourth circuit gate 456, ensuring that the electric drive device 33 receives sufficient driving power, and the vehicle can drive at normal efficiency, avoiding the shunting or loss of the main circuit by the protection resistor 35.

[0080] Next, when the vehicle encounters an emergency such as brake system failure, the operator triggers the emergency switch 45, and the transmission mechanism 452 drives the state of each gate to flip: the first circuit gate 453 changes from closed to open (cuts off the control circuit 41), and at the same time, the fourth circuit gate 456 changes from closed to open, and the third circuit gate 455 changes from open to closed.

[0081] It is important to understand that the fourth circuit gate 456 is positioned on the main line of the power supply circuit 31, and a protection circuit 34, including a protection resistor 35, is connected in parallel across its two ends. This allows for a synchronized switching mechanism where the fourth circuit gate 456 opens and the third circuit gate 455 closes during an emergency power outage. Thus, when the fourth circuit gate 456 opens to cut off the high-current path of the main power supply circuit 31, if the electric drive device 33 (such as a motor) is rotating at high speed, it may generate a back electromotive force as a generator, or there may still be residual charge in the circuit. If the circuit is completely broken at this time, a strong electric arc may be generated at the break point of the fourth circuit gate 456, burning the contacts or causing a fire.

[0082] According to the power system of this application, as the fourth circuit gate 456 is opened, the third circuit gate 455 closes simultaneously, causing the protection circuit 34 to be turned on. At this time, the current path between the power battery 32 and the electric drive device 33 is switched from the low-impedance main path (fourth circuit gate 456) to the high-impedance bypass path (protection resistor 35 in protection circuit 34).

[0083] Specifically, when the third circuit gate 455 is closed, the main DC path is physically cut off because the fourth circuit gate 456 is open. Current can only flow to the electric drive device 33 through the parallel protection circuit 34 (or form a discharge circuit through the protection circuit 34 when the electric drive device 33 generates back electromotive force). The current flowing through the protection circuit 34 must pass through the protection resistor 35, which is configured with an appropriate resistance value to limit the current in the circuit and provide energy-saving braking.

[0084] On the one hand, the presence of the protective resistor 35 limits the peak current at the moment of disconnection, effectively suppresses the arc effect caused by the large current interruption, protects the switch contacts and surrounding electrical components, and prevents electrical fires. On the other hand, the energy dissipation circuit formed by the protective resistor 35 can quickly dissipate the residual kinetic energy in the electric drive device 33 or the residual electrical energy in the capacitor, so that the electric drive device 33 can quickly enter the energy dissipation braking state and stop, further assisting the vehicle to decelerate.

[0085] After the energy is released or the current drops to a safe range, the positive switch 43 and the negative switch 44 are disconnected due to power loss because the first circuit gate 453 has been opened, thereby achieving complete physical isolation between the power battery 32 and the electric drive device 33.

[0086] In summary, the power system of this application, by setting a third circuit gate 455, a fourth circuit gate 456, and a protection circuit 34 connected in parallel with a protective resistor 35, and linking them with the transmission mechanism 452, achieves a smooth transition from "direct power supply" to "current limiting energy consumption" and then to "complete power failure" during emergency power outages. This design not only solves the safety hazard of arcing caused by directly cutting off high-voltage, high-current loads, but also utilizes the protective resistor 35 to achieve auxiliary energy consumption braking under emergency conditions, significantly improving the power system's power outage safety, reliability, and braking effect under extreme conditions.

[0087] See Figure 5 As shown, in some embodiments of this application, the emergency switch 45 may further include a fifth circuit gate 457, which is connected to the transmission mechanism 452 and is located in the power supply circuit 31. The switch control unit 451 drives the fifth circuit gate 457 to perform a closing or opening action through the transmission mechanism 452. The operation states of the first circuit gate 453 and the fifth circuit gate 457 are synchronized: when the first circuit gate 453 is in the closed state, the fifth circuit gate 457 is in the closed state; when the first circuit gate 453 is in the open state, the fifth circuit gate 457 is in the open state.

[0088] Specifically, the fifth circuit gate 457, as the main interruption component in the power supply circuit 31, can be configured according to the actual circuit layout requirements. For example, it can be set in any section of the power supply circuit 31 between the power battery 32 and the electric drive device 33. In some preferred embodiments, the fifth circuit gate 457 can be configured in conjunction with the fourth circuit gate 456 to jointly form a multi-stage disconnection protection structure for the power supply circuit 31. The transmission mechanism 452 synchronously transmits the mechanical action of the switch control component 451 to the first circuit gate 453 and the fifth circuit gate 457, ensuring that the two achieve linkage switching during operation.

[0089] When the vehicle is in normal driving condition, and the operator has not triggered the emergency switch 45, the switch control unit 451 is in its initial position. The transmission mechanism 452 drives the first circuit gate 453 to remain closed, and simultaneously drives the fifth circuit gate 457 to remain closed. At this time, the control circuit 41 is open through the first circuit gate 453, and the battery 42 provides power to the positive switch 43, the negative switch 44, and the pumping device 22, ensuring that both the fuel module and the power module are in normal working condition. Simultaneously, the power supply circuit 31 is open through the fifth circuit gate 457, allowing the power output from the power battery 32 to be smoothly transmitted to the electric drive unit 33, driving the vehicle normally. Since both the first circuit gate 453 and the fifth circuit gate 457 are closed, the energy supply path of the power system is complete, and the vehicle can respond normally to driving commands.

[0090] Next, when the vehicle encounters an emergency such as brake system failure, the operator triggers the emergency switch 45, and the switch control component 451 generates mechanical displacement. This mechanical action is synchronously transmitted to the first circuit gate 453 and the fifth circuit gate 457 via the transmission mechanism 452, driving both to switch from the closed state to the open state.

[0091] Specifically, after the first circuit gate 453 opens, the control circuit 41 is physically disconnected, and the battery 42 can no longer supply power to the positive switch 43, the negative switch 44, and the pumping device 22. The positive and negative switches 43 and 44 disconnect due to power loss, cutting off the high-voltage connection between the power battery 32 and the electric drive device 33; the pumping device 22 stops due to power failure, ceasing fuel delivery to the internal combustion engine 1, causing the internal combustion engine 1 to stop due to fuel depletion. Simultaneously, the fifth circuit gate 457 opens synchronously, creating an additional physical break in the power supply circuit 31, further ensuring electrical isolation between the power battery 32 and the electric drive device 33.

[0092] It should be understood that by adding a fifth circuit gate 457 to the power supply circuit 31 and mechanically linking it with the first circuit gate 453 in the control circuit 41, a dual power failure protection mechanism is formed.

[0093] It should be further noted that the fifth circuit gate 457, as a mechanical switching component, does not rely on electronic control signals or external power sources for its operation; it is entirely driven by the mechanical force of the transmission mechanism 452. This characteristic allows the fifth circuit gate 457 to operate reliably even under extreme conditions such as main control system failure, power supply anomalies, communication interruptions, or strong electromagnetic interference, mitigating potential defects such as response delays, failure to operate, or malfunctions in emergency power outage scenarios.

[0094] In summary, according to the power system of this application, by setting a fifth circuit gate 457 connected to the transmission mechanism 452 in the emergency switch 45 and keeping it synchronously linked with the first circuit gate 453, the coordinated disconnection of the control circuit 41 and the power supply circuit 31 is achieved. This dual mechanical power disconnection structure not only improves the reliability and redundancy of the high-voltage system disconnection, but also effectively prevents the risk of power disconnection failure due to the failure of a single switch, significantly enhancing the safety assurance capability of the power system in emergency conditions and providing more reliable protection for occupants and public safety.

[0095] See Figure 5 As shown, in some embodiments of this application, the fifth circuit gate 457 is located between the fourth circuit gate 456 and the power battery 32, that is, along the current flow direction in the power supply circuit 31, the fifth circuit gate 457 is disposed between the output terminal of the power battery 32 and the input terminal of the fourth circuit gate 456.

[0096] By positioning the fifth circuit gate 457 at this location, a dual series disconnection structure from the power battery 32 to the electric drive device 33 can be formed in the power supply circuit 31. Specifically, when the emergency switch 45 is triggered and the transmission mechanism 452 drives each gate to operate, the fifth circuit gate 457 and the fourth circuit gate 456 switch from the closed state to the open state. At this time, the fifth circuit gate 457 first cuts off the power supply circuit 31 on the side closer to the power battery 32, while the fourth circuit gate 456 forms a subsequent disconnection point on the side closer to the electric drive device 33, thereby achieving dual physical isolation from the power supply end to the load end in the power supply circuit 31.

[0097] In some embodiments of this application, the third circuit gate 455, the fourth circuit gate 456, the first circuit gate 453, and the fifth circuit gate 457 operate sequentially. Specifically, during the process of an operator triggering the emergency switch 45 to perform an emergency power cut-off operation, the transmission mechanism 452 is configured to drive each circuit gate to perform its action according to a specific timing sequence, that is, the third circuit gate 455, the fourth circuit gate 456, the first circuit gate 453, and the fifth circuit gate 457 switch states sequentially. This timing design ensures that during the process of cutting off the power supply, the current and voltage can gradually decrease in a safe order, avoiding electrical shocks or mechanical stress concentrations caused by synchronous or disordered disconnection.

[0098] For example, under normal driving conditions, the emergency switch 45 is in its initial position, and the transmission mechanism 452 maintains the following states for each gate: the first circuit gate 453 is closed (control circuit 41 is open), the fifth circuit gate 457 is closed (main power supply circuit 31 is open), the third circuit gate 455 is open (protection circuit 34 is closed), and the fourth circuit gate 456 is closed (main power supply circuit is open). At this time, the power system operates in the normal mode, and both the fuel module and the power module are working normally.

[0099] When a vehicle encounters an emergency such as brake system failure, and the operator triggers the emergency switch 45, the mechanical action generated by the switch control element 451 is transmitted via the transmission mechanism 452. The transmission mechanism 452 first drives the third circuit gate 455 from the open state to the closed state, thus activating the protection circuit 34 connected in parallel across the fourth circuit gate 456. At this time, since the fourth circuit gate 456 is still in the closed state, the main power supply circuit 31 has not yet been cut off, and the current still mainly flows through the low-impedance fourth circuit gate 456. However, the pre-activation of the protection circuit 34 prepares for subsequent current transfer.

[0100] Immediately afterwards, the transmission mechanism 452 drives the fourth circuit gate 456 to switch from the closed state to the open state. With the opening of the fourth circuit gate 456, the main power supply path is physically cut off, and the high current path between the power battery 32 and the electric drive device 33 is interrupted. Since the third circuit gate 455 is already in the closed state at this time, the current is automatically transferred to the parallel protection circuit 34 and flows through the protection resistor 35. The protection resistor 35 limits the current in the circuit, suppresses the arc generated by the high current interruption, and at the same time begins to consume the residual kinetic energy in the electric drive device 33 or the residual electrical energy in the circuit, realizing energy-saving braking.

[0101] After the fourth circuit gate 456 completes its opening action, the transmission mechanism 452 continues to drive the first circuit gate 453 to switch from the closed state to the open state. After the first circuit gate 453 is opened, the control circuit 41 is cut off, and the battery 42 stops supplying power to the positive switch 43, the negative switch 44, and the pumping device 22. The positive switch 43 and the negative switch 44 are disconnected due to power loss, achieving further electrical isolation between the power battery 32 and the electric drive device 33; the pumping device 22 also stops, ceasing to deliver fuel to the internal combustion engine 1.

[0102] Finally, the transmission mechanism 452 drives the fifth circuit gate 457 to switch from the closed state to the open state. The fifth circuit gate 457 forms an additional physical break in the power supply circuit 31, further ensuring complete electrical isolation between the power battery 32 and the electric drive device 33, eliminating any risk of accidental power-on caused by possible leakage paths or residual voltage.

[0103] It should be further explained that by setting the sequential action sequence of "the third circuit gate 455 closing first, the fourth circuit gate 456 opening later, the first circuit gate 453 opening next, and the fifth circuit gate 457 opening last," the power system achieves a multi-stage safe transition during emergency power disconnection. First, current transfer and energy dissipation braking are achieved through the connection of protection circuit 34, avoiding the arc hazards caused by directly cutting off the high-voltage, high-current circuit. Then, the disconnection control circuit 41 de-energizes and disconnects the positive switch 43 and the negative switch 44, achieving active isolation of the high-voltage system. Finally, the fifth circuit gate 457 forms a physical break point, providing redundant disconnection protection. This timing design fully considers the physical characteristics and safety requirements of the electrical system during disconnection, making emergency power disconnection operations smoother and more reliable, effectively preventing secondary disasters caused by sudden current changes or arcs, and significantly improving the safety performance of the power system under extreme operating conditions.

[0104] According to the vehicle of this application, the vehicle is equipped with the power system described in some of the above embodiments. The power system includes a fuel module, an electrical module, and an emergency control module. The fuel module has a fuel tank 21 and a pumping device 22. The emergency control module cuts off the power supply to the pumping device 22 to stop fuel delivery, and the internal combustion engine 1 stops due to fuel depletion. The electrical module uses the positive switch 43 and the negative switch 44 in the power supply circuit 31 to simultaneously disconnect the power battery 32 from the electric drive device 33, achieving complete electrical isolation of the high-voltage system. The emergency control module directly controls the conduction and disconnection of the control circuit 41 by the emergency switch 45, thereby controlling the power supply status of the battery 42 to the pumping device 22, the positive switch 43, and the negative switch 44, ensuring that fuel cut-off and high-voltage power cut-off can be triggered simultaneously in emergency conditions such as brake failure, achieving the effect of rapid energy-dissipating braking of the vehicle.

[0105] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0106] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A power system, characterized in that, include: Internal combustion engine (1); The fuel module includes a storage tank (21) and a pumping device (22) configured to pump fuel from the storage tank (21) to the internal combustion engine (1). The power module includes a power supply circuit (31), a power battery (32), and an electric drive device (33), wherein the power battery (32) and the electric drive device (33) are disposed in the power supply circuit (31). An emergency control module includes: a control circuit (41), a battery (42), a positive switch (43), a negative switch (44), and an emergency switch (45). The battery (42), the positive switch (43), and the negative switch (44) are disposed in the control circuit (41). The emergency switch (45) is configured to control the control circuit (41) to be turned on or off. The pumping device (22) is electrically connected to the control circuit (41). The positive switch (43) and the negative switch (44) are configured to be turned on or off according to the control circuit (41) to control the operation of the positive switch (43) and the negative switch (44), so that the positive switch (43) controls the positive terminal of the electric drive device (33) to be connected or disconnected from the power battery (32), and the negative switch (44) controls the negative terminal of the electric drive device (33) to be connected or disconnected from the power battery (32).

2. The power system according to claim 1, characterized in that, The emergency switch (45) includes: a switch control unit (451), a transmission mechanism (452), and a first circuit gate (453). The transmission mechanism (452) is connected between the switch control unit (451) and the first circuit gate (453). The first circuit gate (453) is located in the control loop (41). The switch control unit (451) drives the first circuit gate (453) to close or open via the transmission mechanism (452).

3. The power system according to claim 2, characterized in that, Both the positive switch (43) and the negative switch (44) are constructed as contactors.

4. The power system according to claim 2, characterized in that, The emergency switch (45) further includes a second circuit gate (454), which is connected to the transmission mechanism (452). The second circuit gate (454) is located in the power supply circuit (31). The switch control unit (451) drives the second circuit gate (454) to close or open through the transmission mechanism (452).

5. The power system according to claim 4, characterized in that, When the first circuit gate (453) is in the closed state, the second circuit gate (454) is in the closed state.

6. The power system according to claim 2, characterized in that, The emergency switch (45) further includes a third circuit gate (455) and a fourth circuit gate (456), wherein the fourth circuit gate (456) is located in the power supply circuit (31) and between the positive switch (43) and the power battery (32); The power module further includes: a protection circuit (34) and a protection resistor (35), the third circuit gate (455) and the protection resistor (35) are located in the protection circuit (34), and the protection circuit (34) is connected in parallel to the two ends of the fourth circuit gate (456); The third circuit gate (455) and the fourth circuit gate (456) are both connected to the transmission mechanism (452). The switch control unit (451) drives the third circuit gate (455) and the fourth circuit gate (456) to close or open through the transmission mechanism (452). When the first circuit gate (453) is closed, the third circuit gate (455) is open and the fourth circuit gate (456) is closed.

7. The power system according to claim 6, characterized in that, The emergency switch (45) further includes: a fifth circuit gate (457), which is connected to the transmission mechanism (452). The fifth circuit gate (457) is located in the power supply circuit (31). The switch control unit (451) drives the fifth circuit gate (457) to close or open through the transmission mechanism (452). When the first circuit gate (453) is in the closed state, the fifth circuit gate (457) is in the closed state.

8. The power system according to claim 7, characterized in that, The fifth circuit gate (457) is located between the fourth circuit gate (456) and the power battery (32).

9. The power system according to claim 7, characterized in that, The third circuit gate (455), the fourth circuit gate (456), the first circuit gate (453), and the fifth circuit gate (457) operate in sequence.

10. A vehicle, characterized in that, include: The power system according to any one of claims 1 to 9.

Images