Powertrain and vehicle

Abstract

This application relates to a power system and a vehicle. The power system includes a fuel module, an electrical module, and an emergency control module. The fuel module has a first storage chamber and a second storage chamber, as well as corresponding first and second pumping devices. By transferring fuel from the first storage chamber to the second storage chamber, the internal combustion engine can be shut down due to fuel cut-off. The electrical module actively depletes the power battery's energy using a discharge resistor in the discharge circuit, causing the drive motor to lose power and stop. The emergency control module directly controls the battery through an emergency switch, ensuring that fuel isolation and power battery discharge are triggered simultaneously in emergency conditions such as brake failure, achieving the effect of vehicle power cut-off braking.

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] The fuel module includes: a first storage chamber, a second storage chamber, a first pumping device, and a second pumping device. The first pumping device is configured to pump fuel from the first storage chamber to an internal combustion engine. The second pumping device is at least used to control the flow of fuel from the first storage chamber to the second storage chamber, and the fuel in the second storage chamber is also configured to selectively flow unidirectionally to the first storage chamber.

[0007] The power module includes a discharge circuit, a power battery, and a discharge resistor, with the power battery and discharge resistor located in the discharge circuit.

[0008] The emergency control module includes: a control circuit, a battery, a control switch, and an emergency switch. The battery and control switch are located within the control circuit. The emergency switch is configured to turn the control circuit on or off. A second pumping device is electrically connected to the control circuit.

[0009] The control switch is configured to control the discharge circuit to be turned on or off according to the control circuit being turned on or off.

[0010] The aforementioned power system includes a fuel module, an electrical module, and an emergency control module. The fuel module has two independent fuel storage chambers (i.e., a first fuel storage chamber and a second fuel storage chamber) and corresponding pumping devices (i.e., a first pumping device and a second pumping device). By transferring fuel from the first fuel storage chamber to the second fuel storage chamber, the internal combustion engine can be shut down due to fuel cutoff. The electrical module actively depletes the power battery's energy using a discharge resistor in the discharge circuit, causing the drive motor to lose power and stop. The emergency control module directly controls the battery through an emergency switch, ensuring that fuel isolation and power battery discharge are triggered simultaneously in emergency situations such as brake failure, achieving the effect of vehicle power cutoff braking.

[0011] In one embodiment, the emergency switch includes: a switch control element, a transmission mechanism, and a circuit gate. The transmission mechanism is drively connected between the switch control element and the circuit gate. The circuit gate is located in the control loop. The switch control element drives the circuit gate to close or open via the transmission mechanism.

[0012] The aforementioned power system, by constructing the emergency switch as a purely mechanical linkage structure consisting of a switch control component, a transmission mechanism, and a circuit gate, directly transmits the operator's force to the circuit gate in the control loop through a physical transmission path, thereby achieving reliable switching of the control loop on or off. In this way, without relying on electronic signals, external power supplies, or communication links, it fundamentally avoids the risk of emergency function failure due to electronic system malfunctions, software failures, electromagnetic interference, or power outages, significantly improving the certainty and reliability of power-off operation under extreme conditions.

[0013] In one embodiment, the second pumping device is configured to pump fuel from the first storage chamber to the second storage chamber, and the power system further includes a connecting valve disposed between the first storage chamber and the second storage chamber, allowing fuel in the second storage chamber to selectively flow unidirectionally to the first storage chamber.

[0014] The aforementioned powertrain system, through the installation of a connecting valve, can orderly and controllably restore the fuel supply path after the emergency is lifted, ensuring the safety and effectiveness of the powertrain restart. This further enhances the maintainability and user-friendliness of the system in complex fault scenarios, while avoiding secondary risks caused by fuel backflow or misoperation, significantly improving the functional safety level of the entire vehicle under extreme operating conditions.

[0015] In one embodiment, in the spatial height direction, the discharge channel of the second storage chamber is higher than the return channel of the first storage chamber, and a connecting valve connects the discharge channel and the return channel.

[0016] The aforementioned power system, by setting the discharge channel of the second storage chamber at a spatial position higher than the return channel of the first storage chamber, and combining the unidirectional conduction characteristics of the connecting valve, fully utilizes the gravity flow characteristics of liquid fuel. While ensuring the reliability of emergency power failure, it achieves a passive, passive, and highly reliable fuel return process, further enhancing the safety redundancy and recovery capability of the vehicle under extreme operating conditions.

[0017] In one embodiment, the power system further includes a control switch, which is signal-connected to the second pumping device. The control switch is configured to control the second pumping device to switch its operating state, such that the second pumping device is configured to pump fuel from the first storage chamber to the second storage chamber, or the second pumping device is further configured to pump fuel from the second storage chamber to the first storage chamber.

[0018] The aforementioned power system, by introducing a control switch to precisely switch the working state of the second pumping device, and combined with the step-by-step recovery logic of "first completing fuel return, then resetting the emergency switch to cut off the discharge circuit", achieves high reliability and timing controllability of the power system throughout the entire process of emergency power failure and safe recovery without the need for an additional return structure between the first and second storage chambers.

[0019] In one embodiment, the fuel module includes: a fuel tank, the fuel tank including a tank body and a partition baffle, the partition baffle being disposed inside the tank body, so that the fuel tank has a first storage chamber and a second storage chamber; or...

[0020] The fuel module includes a first fuel tank and a second fuel tank, wherein the first fuel tank has a first storage chamber and the second fuel tank has a second storage chamber.

[0021] The aforementioned power system, by adopting a split design with a first fuel tank and a second fuel tank forming a first storage chamber and a second storage chamber respectively, retains the core function of emergency power failure while providing greater layout flexibility, stronger environmental adaptability, and better maintenance accessibility.

[0022] In one embodiment, the fuel module further includes: a first liquid level sensor and a second liquid level sensor;

[0023] The first liquid level sensor is disposed in the first storage chamber and is configured to detect the liquid level in the first storage chamber.

[0024] The second liquid level sensor is disposed in the second storage chamber and is configured to detect the liquid level in the second storage chamber.

[0025] The aforementioned power system, by installing a first liquid level sensor and a second liquid level sensor in the first and second storage chambers respectively, not only achieves visualization and controllability of the fuel transfer process, but also significantly enhances the reliability of emergency power outage operations, the intelligence of the recovery process, and the overall system status awareness capability. This design provides data support for safe shutdown and efficient reset under extreme operating conditions without adding complex external intervention, further improving the overall performance of hybrid vehicles in terms of functional safety and user experience.

[0026] In one embodiment, the fuel module further includes a pressure relief valve configured to regulate the pressure value in the second storage chamber.

[0027] The aforementioned power system improves operational reliability by adding a pressure relief valve to the fuel module to actively regulate and control the pressure in the second storage chamber, thus avoiding the risk of overpressure during fuel transfer and storage.

[0028] In one embodiment, the power module further includes a heat exchange device configured to exchange heat with a discharge resistor.

[0029] Furthermore, the heat exchange path of the heat exchange device is connected to the heat exchange path of the power battery.

[0030] The aforementioned power system, by setting a heat exchange device in the power module that is thermally coupled to the discharge resistor and connected to the heat exchange flow path of the power battery, not only achieves efficient thermal management during emergency discharge, but also enhances the thermal safety redundancy of the system under extreme operating conditions, effectively preventing secondary faults or safety hazards caused by overheating of the discharge resistor, and further improving the functional safety level and engineering practicality of the vehicle in runaway scenarios.

[0031] This application further proposes a vehicle comprising:

[0032] The power system in some of the above embodiments.

[0033] The aforementioned powertrain system effectively solves the problem of traditional electronic control schemes being unable to reliably cut off power under extreme faults, avoiding the risks of leakage, electric arc and fire caused by directly cutting off high-voltage circuits or fuel lines, and significantly improves the inherent safety and emergency response reliability of the vehicle in out-of-control scenarios.

[0034] In one embodiment, the powertrain's battery is electrically connected to the vehicle's steering system.

[0035] By electrically connecting the battery in the power system to the vehicle steering system, this application ensures that the goal of powering off the entire vehicle is ultimately achieved while effectively preserving the key control capabilities during the coasting phase, thus avoiding the risk of loss of control due to steering failure. Attached Figure Description

[0036] Figure 1 This is a schematic diagram of a power system according to an embodiment of this application.

[0037] Figure 2 This is a schematic diagram of a power system according to another embodiment of this application.

[0038] Figure label:

[0039] 11. Fuel tank; 111. Tank body; 112. Dividing baffle; 101. First storage chamber; 102. Second storage chamber; 12. First pumping device; 13. Second pumping device; 14. Connecting valve; 15. First liquid level sensor; 16. Second liquid level sensor; 17. Pressure relief valve; 21. Discharge circuit; 22. Power battery; 23. Discharge resistor; 24. Heat exchange device; 31. Control circuit; 32. Storage battery; 33. Control switch; 34. Emergency switch; 341. Switch control component; 342. Transmission mechanism; 343. Circuit gate; 4. Control switch; 100. Internal combustion engine. 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 and Figure 2 As shown, the power system according to this application includes a fuel module, an electric module, and an emergency control module.

[0050] The fuel module may include a first storage chamber 101, a second storage chamber 102, a first pumping device 12, and a second pumping device 13. The first storage chamber 101 and the second storage chamber 102 are two independent spaces for storing fuel (e.g., fuel oil or combustible gas) respectively. The first pumping device 12 controls the flow of fuel between the first storage chamber 101 and the internal combustion engine 100. Specifically, the first pumping device 12 can at least be used to control the pumping of fuel stored in the first storage chamber 101 to the internal combustion engine 100, ensuring that the internal combustion engine 100 has sufficient fuel for operation.

[0051] The second pumping device 13 is at least used to control the flow of fuel from the first storage chamber 101 to the second storage chamber 102, thereby reducing the amount of fuel in the first storage chamber 101. For example, the second pumping device 13 can completely pump the fuel in the first storage chamber 101 to the second storage chamber 102, reducing the amount of fuel in the first storage chamber 101 to zero. This prevents the first pumping device 12 from pumping fuel to the internal combustion engine 100, thus causing the internal combustion engine 100 to enter a shutdown state. Furthermore, the fuel in the second storage chamber 102 is also configured to selectively flow unidirectionally to the first storage chamber 101, allowing the fuel stored in the second storage chamber 102 to replenish the first storage chamber 101. This enables the first pumping device 12 to resume pumping fuel to the internal combustion engine 100, thereby allowing the internal combustion engine 100 to resume operation.

[0052] In the power module, the power module may include a discharge circuit 21, a power battery 22, and a discharge resistor 23. The power battery 22 and the discharge resistor 23 are disposed in the discharge circuit 21. By controlling the conduction or disconnection of the discharge circuit 21, the power battery 22 and the discharge resistor 23 can be in a conducting state or a disconnected state. When the power battery 22 and the discharge resistor 23 are electrically connected, the electrical energy stored in the power battery 22 is released through the discharge resistor 23, thereby completely consuming the electrical energy stored in the power battery 22, making the power battery 22 in a discharged state, and thus preventing the power battery 22 from supplying power to the drive motor, causing the drive motor to enter a stopped state.

[0053] In the emergency control module, the module may include a control circuit 31, a battery 32, a control switch 33, and an emergency switch 34. The battery 32 and the control switch 33 are located in the control circuit 31. The emergency switch 34 is configured to control the control circuit 31 to be on or off, and the second pumping device 13 is electrically connected to the control circuit 31. When the emergency switch 34 is configured to control the control circuit 31 to be on, the battery 32 provides power to the control switch 33 and the second pumping device 13 (i.e., the control switch 33 and the second pumping device 13 are energized). When the emergency switch 34 is configured to control the control circuit 31 to be off, the battery 32 cannot provide power to the control switch 33 and the second pumping device 13 (i.e., the control switch 33 and the second pumping device 13 are de-energized).

[0054] When the control circuit 31 is in the ON state, the control switch 33 controls the discharge circuit 21 to be OFF, thereby connecting the power battery 22 and the discharge resistor 23, allowing the electrical energy stored in the power battery 22 to be released through the discharge resistor 23. When the control circuit 31 is in the OFF state, the control switch 33 controls the discharge circuit 21 to be OFF, preventing the power battery 22 from being connected to the discharge resistor 23, thus preventing the power battery 22 from releasing electrical energy through the discharge resistor 23.

[0055] For example, in some embodiments of this application, taking the power system applied to a vehicle as an example, the energy form of the vehicle is hybrid. The vehicle has an internal combustion engine 100 and a drive motor, wherein the internal combustion engine 100 is used as a range extender, so that the internal combustion engine 100 provides electrical energy to the power battery 22 in the power system when it is working; the power battery 22 is used to provide electrical energy to the drive motor, so that the drive motor works and the vehicle can move.

[0056] Specifically, during normal vehicle operation, the emergency switch 34 is configured to disconnect the control circuit 31, preventing the battery 32 from providing power to the control switch 33 and the second pumping device 13. This causes the control switch 33 to disconnect the discharge circuit 21 and the second pumping device 13 to shut down. Thus, the first storage chamber 101 contains sufficient fuel to be pumped to the internal combustion engine 100 via the first pumping device 12, allowing the internal combustion engine 100 to operate normally and replenish the power battery 22. Simultaneously, it prevents the power battery 22 from releasing its energy through the discharge resistor 23, ensuring that the energy from the power battery 22 is used to power the drive motor, enabling the drive motor to operate and propel the vehicle.

[0057] When the vehicle's braking system malfunctions, preventing the vehicle from braking, the driver triggers the emergency switch 34, which activates the control circuit 31. With the control circuit 31 active, the battery 32 supplies power to the second pumping device 13, causing it to pump fuel stored in the first storage chamber 101 to the second storage chamber 102 for storage. When the fuel in the first storage chamber 101 is depleted, the first pumping device 12 stops pumping fuel to the internal combustion engine 100, causing the engine to shut down and cease replenishing the power battery 22. Simultaneously, the control circuit 31 activates the discharge circuit 21, allowing the stored energy in the power battery 22 to be released through the discharge resistor 23. When the power battery 22 is completely depleted, it can no longer provide power to the drive motor, thus stopping the drive motor and causing the vehicle to come to a complete stop.

[0058] It should also be noted that there is no electrical connection between the first pumping device 12 and the control circuit 31, while the second pumping device 13 is directly powered and controlled by the control circuit 31. Therefore, when the driver triggers the emergency switch 34, activating the control circuit 31, only the second pumping device 13 is activated, beginning to transfer fuel from the first storage chamber 101 to the second storage chamber 102. Simultaneously, the first pumping device 12, being independent of the control circuit 31, maintains its original operating state, continuing to pump the remaining fuel in the first storage chamber 101 to the internal combustion engine 100 until the fuel in the pipeline is completely consumed. This process gradually reduces the internal pressure of the fuel pipeline connecting the first pumping device 12 and the internal combustion engine 100, effectively preventing pressure buildup in the pipeline due to a sudden cutoff of fuel supply.

[0059] It is important to understand that related technologies typically achieve engine shutdown by directly shutting down the internal combustion engine's fuel injection system (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 has two independent storage chambers (i.e., the first storage chamber 101 and the second storage chamber 102) and corresponding pumping devices (i.e., the first pumping device 12 and the second pumping device 13), which transfer fuel from the first storage chamber 101 to the second storage chamber 102 to achieve fuel cut-off shutdown of the internal combustion engine 100; the electrical module actively depletes the power battery 22 by using the discharge resistor 23 in the discharge circuit 21, causing the drive motor to lose power and stop; and the emergency control module directly controls the battery 32 by the emergency switch 34 to ensure that fuel isolation and power battery 22 discharge are triggered simultaneously in emergency conditions such as brake failure, thereby achieving the effect of vehicle power cut-off braking.

[0061] Furthermore, the power system according to this application effectively solves the problem of traditional electronic control schemes being unable to reliably cut off power under extreme faults to a certain extent, avoiding the risks of leakage, electric arc and fire caused by directly cutting off high-voltage circuits or fuel lines, and significantly improving the inherent safety and emergency response reliability of the vehicle in out-of-control scenarios.

[0062] It should be noted that, for ease of understanding, this application will uniformly use the application of a power system in a vehicle as an example. The vehicle uses a hybrid power system, comprising an internal combustion engine 100 and a drive motor. The internal combustion engine 100 functions as a range extender, providing electrical energy to the power battery 22 in the power system during operation. The power battery 22 provides electrical energy to the drive motor, enabling the drive motor to operate and thus driving the vehicle. However, this application is not limited to this; the power system is also applied to ships, aircraft, and other vehicles employing hybrid power systems.

[0063] It should also be noted that in some embodiments of this application, the internal combustion engine 100 is used as a range extender to illustrate how it replenishes the power battery 22, but this application is not limited to this. For example, the internal combustion engine 100 can be used as an engine, and the power output by the internal combustion engine 100 can act on the wheels. Furthermore, the fuel used for combustion in the internal combustion engine 100 can be fuel oil or combustible gas, such as gasoline, diesel, natural gas, etc.

[0064] In some embodiments of this application, the emergency switch 34 may include a switch control element 341, a transmission mechanism 342, and a circuit gate 343. The transmission mechanism 342 is drively connected between the switch control element 341 and the circuit gate 343. The circuit gate 343 is located in the control circuit 31. The switch control element 341 drives the circuit gate 343 to close or open via the transmission mechanism 342. Thus, the emergency switch 34 is a purely mechanical structure, directly transmitting the operator's force to the circuit gate 343 in the control circuit 31 through a physical transmission path, thereby achieving reliable switching of the control circuit 31 on or off. In this way, without relying on electronic signals, external power supplies, or communication links, the risk of emergency function failure due to electronic system failure, software malfunction, electromagnetic interference, or power outages is fundamentally avoided, significantly improving the determinism and response reliability of power outage operation under extreme conditions.

[0065] For example, the switch control unit 341, serving as a human-machine interface, can be located in the vehicle's cockpit (e.g., on the side of the dashboard, in the center armrest area, or near the steering wheel) to facilitate quick identification and manual operation by the driver in emergency situations. The switch control unit 341 can take the form of a lever, knob, pedal, push button, or button, and its operation is intuitive and effortless. It can also be equipped with anti-accidental activation structures (such as a protective cover, a two-stage trigger mechanism, or a design that requires continuous pressing to maintain the state) to prevent unintended activation.

[0066] The transmission mechanism 342 connects the switch control element 341 and the circuit gate 343, and is used to convert the mechanical displacement or rotational motion of the switch control element 341 into a driving action on the circuit gate 343. The transmission mechanism 342 can adopt mechanical transmission forms such as rigid connecting rods, flexible steel cables, gear racks, cam sliders, or lever combinations, and the selection is optimized according to the overall vehicle layout space and operating force transmission efficiency. Preferably, the transmission mechanism 342 is made of all-metal or high-strength composite materials, which has good durability, fatigue resistance and environmental adaptability, and can work stably for a long time under harsh vehicle conditions such as high and low temperatures, high humidity, and vibration.

[0067] The circuit gate 343 is installed in the control circuit 31 of the emergency control module, serving as the physical on / off execution unit of the control circuit 31. When the switch control element 341 is operated, the transmission mechanism 342 drives the circuit gate 343 to complete the "closing" (i.e., connecting the control circuit 31) or "opening" (i.e., disconnecting the control circuit 31) action. The circuit gate 343 can adopt a mechanical contact switch, knife switch, sliding brush, or sealed micro switch structure, etc. Its electrical contacts must meet the current carrying capacity of the battery 32 supply voltage and current in the control circuit 31, and have good anti-arc, anti-oxidation, and long-life characteristics. In some embodiments with high reliability requirements, the circuit gate 343 can also adopt a dual-contact redundancy design to further improve the fault tolerance of the on / off action.

[0068] For example, under normal vehicle operation, the switch control unit 341 is in the "reset" position, and the circuit gate 343 remains open through the transmission mechanism 342. The control circuit 31 is disconnected, and the battery 32 cannot supply power to the control switch 33 and the second pumping device 13, so the power system is in normal operating mode. In case of emergency such as brake failure, the driver manually operates the switch control unit 341 in the driver's cab (such as pulling the lever or pressing the button). This operation directly drives the circuit gate 343 to close through the transmission mechanism 342, making the control circuit 31 conduct. The battery 32 can then immediately supply power to the second pumping device 13 and the control switch 33, triggering a dual power cut-off mechanism of fuel transfer and power battery 22 discharge, achieving a rapid and complete disconnection of the vehicle's power system.

[0069] Since the entire action chain of the emergency switch 34 is purely mechanical and has no electronic intermediate links, even in extreme scenarios such as the collapse of the vehicle's high-voltage system, failure of the 12V low-voltage network, complete shutdown of the ECU / BMS, or encounter with a strong electromagnetic pulse (EMP) attack, as long as the driver can apply operating force, the circuit gate 343 can be reliably operated, ensuring that the emergency power cut-off function does not fail.

[0070] Furthermore, the mechanical emergency switch 34 is also easy to integrate with status indication functions. For example, a visual mark (such as a red warning ring) or tactile feedback (such as a "click" feedback) can be set on the switch control element 341 to allow the driver to clearly perceive whether the emergency switch 34 has been successfully triggered; a position sensor (used only for status monitoring and not affecting the main control logic) can also be set at the circuit gate 343 to upload the gate status to the instrument or remote monitoring platform for post-event analysis or maintenance prompts, but this sensing function is independent of the emergency execution path and does not affect its inherent safety attributes.

[0071] In summary, by constructing the emergency switch 34 as a purely mechanical linkage structure consisting of a switch control element 341, a transmission mechanism 342, and a circuit gate 343, the operator's operating force is directly transmitted to the circuit gate 343 in the control circuit 31 through a physical transmission path, thereby achieving reliable switching of the control circuit 31 on or off. Thus, without relying on electronic signals, external power supplies, or communication links, the risk of emergency function failure due to electronic system failure, software malfunction, electromagnetic interference, or power outages is fundamentally avoided, significantly improving the certainty and reliability of power outage operation under extreme conditions.

[0072] See Figure 1 As shown, in some embodiments of this application, the second pumping device 13 is configured to pump fuel from the first storage chamber 101 to the second storage chamber 102, thereby transferring fuel from the first storage chamber 101 to the second storage chamber 102. Furthermore, the power system also includes a connecting valve 14 (e.g., a one-way valve), which is disposed between the first storage chamber 101 and the second storage chamber 102. When the connecting valve 14 is open, it allows fuel in the second storage chamber 102 to flow unidirectionally to the first storage chamber 101, and also prevents fuel from flowing from the first storage chamber 101 to the second storage chamber 102.

[0073] For example, see Figure 1 As shown, in some embodiments of this application, the connecting valve 14 is configured to be closed under normal circumstances (e.g., during normal vehicle operation or in an emergency power outage). In this state, fuel cannot flow between the first storage chamber 101 and the second storage chamber 102 through the connecting valve 14, ensuring the independence and reliability of the second pumping device 13 in performing fuel transfer operations and preventing fuel backflow.

[0074] When the vehicle triggers the emergency control module in response to an emergency (such as brake failure) and performs operations to transfer fuel from the first storage chamber 101 to the second storage chamber 102 and discharge the power battery 22, thereby stopping the vehicle, if it is necessary to restore the vehicle's power system (e.g., after the vehicle has been repaired), the following recovery procedure must be performed:

[0075] First, the operator operates the emergency switch 34 to configure it to disconnect the control circuit 31. At this time, the battery 32 cannot provide power to the control switch 33 and the second pumping device 13, meaning the control switch 33 and the second pumping device 13 are de-energized. Due to the power outage, the control switch 33 restores the discharge circuit 21 to an open circuit, and the second pumping device 13 also stops operating due to the power outage.

[0076] Then, the operator opens the connecting valve 14. When the connecting valve 14 is opened, due to its unidirectional flow characteristic, fuel in the second storage chamber 102 flows to the first storage chamber 101. As fuel flows back from the second storage chamber 102 to the first storage chamber 101, the amount of fuel in the first storage chamber 101 is gradually replenished. Once the first storage chamber 101 has sufficient fuel again, the first pumping device 12 can resume operation, pumping fuel to the internal combustion engine 100. The internal combustion engine 100 is thus restarted and enters working condition, thereby replenishing the power battery 22 with electrical energy. Simultaneously, the power battery 22, after being charged, can again supply power to the drive motor. At this point, the vehicle's power system is fully restored, and it can re-enter a normal driving preparation state.

[0077] In summary, the power system according to this application, by setting the connecting valve 14, can orderly and controllably restore the fuel supply path after the emergency state is lifted, ensuring the safety and effectiveness of the power system restart. This further enhances the maintainability and user-friendliness of the system in complex fault scenarios, while avoiding secondary risks caused by fuel backflow or misoperation, significantly improving the functional safety level of the entire vehicle under extreme operating conditions.

[0078] It should be noted that the opening or closing of the connecting valve 14 can be controlled mechanically or electrically.

[0079] For example, in embodiments employing mechanical control, the connecting valve 14 can be configured to be directly opened or closed by an operator via a manual lever, knob, pedal, or other physical operating mechanism. This method does not rely on a power supply and has advantages such as simple structure, reliable response, and strong anti-interference capability. It is particularly suitable for scenarios where fuel recirculation is still required even under extreme conditions such as when the power battery 22 is completely discharged or the vehicle control system fails. For instance, after an emergency shutdown and vehicle maintenance, the operator can directly and manually open the connecting valve 14 to allow fuel in the second storage chamber 102 to flow back to the first storage chamber 101, thereby providing fuel for vehicle restart.

[0080] Alternatively, in an embodiment employing electronic control, the connecting valve 14 can be configured as a solenoid valve, an electric valve, or a controllable valve driven by a motor, and electrically connected to the vehicle's control system (such as the vehicle controller or emergency recovery module). In this configuration, the opening or closing of the connecting valve 14 can be automatically triggered by a control signal. For example, after confirming that the vehicle's braking system has been repaired and the emergency status has been lifted, the control system can output a command to energize and open the connecting valve 14, enabling automatic fuel return. This approach facilitates integration into the vehicle's electronic architecture, supports remote operation, status monitoring, and coordinated control with other subsystems, improving operational convenience and automation.

[0081] In some embodiments of this application, the fuel used to supply combustion for the internal combustion engine 100 is selected as a liquid fuel (e.g., gasoline or fuel oil). See [reference needed] for details. Figure 1 As shown, in the spatial height direction, the discharge channel of the second storage chamber 102 is higher than the return channel of the first storage chamber 101, and the connecting valve 14 connects the discharge channel and the return channel.

[0082] The height difference between the discharge and return channels allows the liquid fuel in the second storage chamber 102 to flow naturally to the lower-positioned first storage chamber 101 under gravity when the connecting valve 14 is in the open state, completing the fuel replenishment process without the need for additional pumping devices. This structure not only simplifies the system composition and reduces energy consumption, but also improves operational efficiency and safety during emergency recovery.

[0083] During normal operation or emergency power failure, the connecting valve 14 remains closed, ensuring no fluid communication between the two storage chambers even with a height difference. This guarantees that the second pumping device 13 is undisturbed when transferring fuel from the first storage chamber 101 to the second storage chamber 102, preventing incomplete fuel transfer or control logic failure due to gravity backflow. When the emergency is lifted and the power system function needs to be restored, the operator opens the connecting valve 14. Utilizing the potential energy generated by the height difference between the discharge and return channels, the liquid fuel in the second storage chamber 102 flows smoothly and continuously into the first storage chamber 101, quickly restoring the fuel supply conditions required by the internal combustion engine 100.

[0084] In summary, by setting the discharge channel of the second storage chamber 102 at a spatial position higher than the return channel of the first storage chamber 101, and combining the unidirectional conduction characteristic of the connecting valve 14, the power system of this application makes full use of the gravity flow characteristics of liquid fuel. On the basis of ensuring the reliability of emergency power failure, it realizes the passive, passive and highly reliable fuel return process, further enhancing the safety redundancy and recovery capability of the whole vehicle under extreme working conditions.

[0085] See Figure 2As shown, in some embodiments of this application, the power system further includes a control switch 4, which is signal-connected to the second pumping device 13 and configured to control the second pumping device 13 to switch its operating state. Specifically, the control switch 4 can output different control signals to the second pumping device 13 to switch it between two operating modes: in the first operating state, fuel is pumped from the first storage chamber 101 to the second storage chamber 102; in the second operating state, fuel is pumped from the second storage chamber 102 to the first storage chamber 101. Thus, the second pumping device 13, by responding to the instructions of the control switch 4, achieves active and precise control of the bidirectional transfer of fuel between the two storage chambers 101 and 102.

[0086] For example, see Figure 2 As shown, in an emergency such as brake system failure, the driver triggers the emergency switch 34, which activates the control circuit 31 in the emergency control module. At this time, the battery 32 supplies power to the control switch 33, the second pumping device 13, and the regulating switch 4. The regulating switch 4 is configured to output a first control signal, causing the second pumping device 13 to enter a first working state (e.g., the pumping motor rotates forward), thereby pumping the fuel in the first storage chamber 101 to the second storage chamber 102. As the fuel in the first storage chamber 101 is completely transferred, the first pumping device 12 stops working due to the lack of fuel to be delivered, and the internal combustion engine 100 stops. Simultaneously, the control switch 33 activates the discharge circuit 21, electrically connecting the power battery 22 to the discharge resistor 23. The electrical energy stored in the power battery 22 is released through the discharge resistor 23 until the battery is de-energized, the drive motor stops, and the power to the entire vehicle is completely cut off, achieving a safe shutdown.

[0087] When the emergency is lifted and the vehicle's power system needs to be restored (e.g., after troubleshooting), the operator can operate the control switch 4 while keeping the emergency switch 34 in the ON state. This will output a second control signal to control the second pumping device 13 to switch to a second operating state (e.g., pumping motor reverse). In this state, the second pumping device 13 actively and completely pumps the fuel stored in the second storage chamber 102 back to the first storage chamber 101. Since the control circuit 31 remains ON, the battery 32 continuously supplies power to the control switch 4 and the second pumping device 13, ensuring reliable fuel return operation.

[0088] After the second pumping device 13 has completely transported the fuel in the second storage chamber 102 back to the first storage chamber 101, the operator can reset the emergency switch 34, i.e., switch it to the off position, thus disconnecting the control circuit 31. At this time, the battery 32 stops supplying power to the control switch 33 and the second pumping device 13. Due to the power loss, the control switch 33 automatically controls the discharge circuit 21 to disconnect, thereby first ensuring that an open circuit is formed between the power battery 22 and the discharge resistor 23, preventing further energy consumption. Subsequently, since the first storage chamber 101 has been refilled with fuel, the first pumping device 12 resumes its fuel supply capacity and can pump fuel to the internal combustion engine 100 again. The internal combustion engine 100 is thus able to restart and enter working condition, acting as a range extender to replenish the power battery 22 with energy. As the power battery 22 gradually recovers its charge, it can resume supplying power to the drive motor, and the drive motor resumes normal operation, thus fully restoring the vehicle's power system to normal working condition.

[0089] Furthermore, it should be noted that no connecting valve 14 or other passive backflow channels are provided in the power system of this embodiment. The entire transfer process of fuel between the first storage chamber 101 and the second storage chamber 102 relies on the active pumping action of the second pumping device 13 under the control of the regulating switch 4. This design not only simplifies the fuel pipeline structure but also ensures that the fuel flow path is always clear and controllable, effectively avoiding safety hazards caused by gravity backflow, valve leakage, or unintended collusion.

[0090] In summary, this application achieves high reliability and timing controllability of the power system throughout the entire process of emergency power failure and safe recovery by introducing a control switch 4 to precisely switch the operating state of the second pumping device 13, and by combining a step-by-step recovery logic of "first completing fuel return, then resetting the emergency switch 34 to cut off the discharge circuit 21," without the need for an additional return structure between the first storage chamber 101 and the second storage chamber 102. Therefore, the power system of this application balances the inherent safety requirements under extreme failures with the ease of operation during routine maintenance, significantly improving the functional integrity and engineering practicality of vehicles (e.g., cars) equipped with this power system in scenarios of loss of control or maintenance.

[0091] See Figure 1 and Figure 2As shown, in some embodiments of this application, the fuel module may include a fuel tank 11. The fuel tank 11 includes a tank body 111 and a partition baffle 112. The partition baffle 112 is disposed inside the tank body 111, giving the fuel tank 11 a first storage chamber 101 and a second storage chamber 102. The partition baffle 112 divides the original continuous volume inside the tank body 111 into two independent first storage chambers 101 and second storage chambers 102. The partition baffle 112 is reliably sealed to the inner wall of the tank body 111 using processes such as welding, bonding, or integral molding, ensuring no fluid communication between the first storage chamber 101 and the second storage chamber 102 at the partition baffle 112, thereby guaranteeing the independence of fuel storage in its physical structure.

[0092] By setting a partition baffle 112 inside a single tank body 111 to divide it into two independent storage chambers, the first storage chamber 101 and the second storage chamber 102, the fuel tank 11 has significant advantages such as compact structure, space saving, reduced overall weight, and reduced system complexity and cost. At the same time, the integrated tank structure enhances overall rigidity and improves impact resistance and leak prevention safety.

[0093] Alternatively, in some other embodiments of this application, the fuel module includes a first fuel tank 11 and a second fuel tank 11. The first fuel tank 11 has a first storage chamber 101, and the second fuel tank 11 has a second storage chamber 102. Specifically, the first fuel tank 11 and the second fuel tank 11 are two independent and physically separate containers, used to form the first storage chamber 101 and the second storage chamber 102, respectively. The first fuel tank 11 serves as the main fuel supply unit, and the fuel contained inside is transported to the internal combustion engine 100 through the first pumping device 12 to support the power demand of the vehicle under normal driving conditions. The second fuel tank 11 serves as an emergency isolation unit, receiving fuel transferred from the first fuel tank 11 by the second pumping device 13 after the emergency control module is triggered, thereby cutting off the fuel supply path of the internal combustion engine 100 and achieving a safe shutdown.

[0094] The separate first and second fuel tanks 11 can be flexibly installed in different locations (such as the sides of the frame, the front and rear areas of the chassis, or the rear compartment) according to the overall vehicle layout requirements. This is beneficial for optimizing space utilization, balancing the vehicle's weight distribution, and adapting to existing chassis architectures or powertrain layouts. Furthermore, since the two fuel tanks 11 are completely independent, their piping connections, sealing interfaces, and support structures can be designed separately, reducing the impact of single-point failures on the overall fuel system and improving system redundancy and safety.

[0095] In summary, by adopting a split design, the first fuel tank 11 and the second fuel tank 11 form the first storage chamber 101 and the second storage chamber 102 respectively. While retaining the core function of emergency power failure, it provides greater layout flexibility, stronger environmental adaptability and better maintenance accessibility.

[0096] See Figure 1 and Figure 2 As shown, in some embodiments of this application, the fuel module may further include a first liquid level sensor 15 and a second liquid level sensor 16. The first liquid level sensor 15 is disposed in the first storage chamber 101 and can be configured to detect the fuel level in the first storage chamber 101 in real time; the second liquid level sensor 16 is disposed in the second storage chamber 102 and can be configured to detect the fuel level in the second storage chamber 102 in real time.

[0097] By setting the first liquid level sensor 15 and the second liquid level sensor 16, the power system can accurately monitor the fuel storage status in the two storage chambers (i.e., the first storage chamber 101 and the second storage chamber 102), thereby providing feedback on the execution effect of emergency power failure operation and providing key input parameters for the control logic in the power system recovery process.

[0098] Specifically, under normal vehicle operating conditions, the first fuel storage chamber 101 stores sufficient fuel to power the internal combustion engine 100. At this time, the first liquid level sensor 15 outputs a high liquid level signal, while the second fuel storage chamber 102 is usually empty or at a low liquid level, and the second liquid level sensor 16 outputs a low liquid level signal accordingly. This status information can be collected by the vehicle control system and used to determine the health status of the fuel supply system.

[0099] When the vehicle encounters an emergency situation such as brake system failure, the driver triggers the emergency switch 34, activating the emergency control module. The second pumping device 13 then begins pumping fuel from the first storage chamber 101 to the second storage chamber 102. During this process, the first liquid level sensor 15 continuously monitors the decreasing trend of the liquid level in the first storage chamber 101, while the second liquid level sensor 16 simultaneously monitors the increasing trend of the liquid level in the second storage chamber 102. When the first liquid level sensor 15 detects that the liquid level in the first storage chamber 101 has dropped to a preset threshold (e.g., close to zero), it can be determined that the fuel transfer is basically complete, and the internal combustion engine 100 shuts down due to fuel shortage. Simultaneously, if the second liquid level sensor 16 confirms that the second storage chamber 102 has received all the transferred fuel, it can help verify the integrity of the fuel isolation operation and prevent the internal combustion engine 100 from unexpectedly restarting due to insufficient pumping.

[0100] When the emergency is lifted and the power system needs to be restored, the liquid level sensor also plays a crucial role, depending on the fuel return method used:

[0101] In one embodiment (e.g.)Figure 1 As shown, when passive gravity recirculation is achieved using the connecting valve 14, after the operator opens the connecting valve 14, the fuel in the second storage chamber 102 flows into the first storage chamber 101 under the action of gravity. At this time, the first liquid level sensor 15 can monitor the liquid level recovery process of the first storage chamber 101. When the liquid level reaches the predetermined safe start threshold, the power system can prompt the operator that the fuel has been replenished and the conditions for restarting the internal combustion engine 100 are met. The second liquid level sensor 16 is used to confirm whether the second storage chamber 102 has been emptied to avoid residual fuel affecting subsequent emergency response.

[0102] In another embodiment (such as) Figure 2 As shown, when the second pumping device 13 is controlled by the control switch 4 for active bidirectional pumping, the signals from the first liquid level sensor 15 and the second liquid level sensor 16 can serve as feedback for closed-loop control. For example, during the fuel return phase, the control switch 4 instructs the second pumping device 13 to pump fuel from the second storage chamber 102 back to the first storage chamber 101. The power system can determine whether the return is complete based on the real-time reading of the first liquid level sensor 15. When the first liquid level reaches the full threshold and the second liquid level drops to the low threshold, the second pumping device 13 can be automatically stopped to prevent overcharging or dry running, thus improving operational safety and energy efficiency.

[0103] In addition, the first liquid level sensor 15 and the second liquid level sensor 16 can also be used for fault diagnosis and early warning. For example, if an abnormal drop in the liquid level of the first storage chamber 101 and an abnormal rise in the liquid level of the second storage chamber 102 are detected in a non-emergency state, it may indicate that the second pumping device 13 has malfunctioned or that the valve is leaking. The power system can then trigger an alarm or enter a safety restriction mode to prevent unexpected power outages.

[0104] It should be noted that the first liquid level sensor 15 and the second liquid level sensor 16 can employ any liquid level detection technology suitable for liquid fuels, such as float type, capacitive type, ultrasonic type, optical type, or pressure type. Their selection can be adapted according to the fuel type (e.g., gasoline, diesel, or methanol), installation space, ambient temperature, and anti-interference requirements. Sensor signals can be transmitted to the vehicle controller or emergency control module via hardwired connection or vehicle communication bus (e.g., CAN, LIN) to support local judgment or remote monitoring.

[0105] In summary, by installing a first liquid level sensor 15 and a second liquid level sensor 16 in the first storage chamber 101 and the second storage chamber 102 respectively, the power system of this application not only achieves visualization and controllability of the fuel transfer process, but also significantly enhances the reliability of emergency power failure operations, the intelligence of the recovery process, and the overall system status awareness capability. This design provides data support for safe shutdown and efficient reset under extreme operating conditions without adding complex external intervention, further improving the overall performance of hybrid vehicles in terms of functional safety and user experience.

[0106] See Figure 1 and Figure 2 As shown, in some embodiments of this application, the fuel module further includes a pressure relief valve 17, which is configured to regulate the pressure value within the second storage chamber 102. Specifically, the second storage chamber 102 is used to receive fuel transferred from the first storage chamber 101 in emergency situations. By providing the pressure relief valve 17 for the second storage chamber 102, the pressure relief valve 17 is configured to automatically open when the pressure within the second storage chamber 102 exceeds a preset safety threshold, thereby maintaining the pressure within the chamber within a safe and controllable range; when the pressure drops below the set value, the pressure relief valve 17 automatically closes to prevent fuel leakage or air backflow, ensuring system sealing.

[0107] In summary, by adding a pressure relief valve 17 to the fuel module to actively regulate and control the pressure of the second storage chamber 102, the risk of overpressure that may occur during fuel transfer and storage is avoided, thus improving the operational reliability of the system.

[0108] See Figure 1 and Figure 2 As shown, in some embodiments of this application, the power module further includes a heat exchange device 24, which is configured to exchange heat with the discharge resistor 23 in contact; and the heat exchange flow path of the heat exchange device 24 is connected to the heat exchange flow path of the power battery 22. Specifically, during the emergency discharge process of the power battery 22, the discharge resistor 23 will generate a large amount of Joule heat due to the large current passing through it. If the heat cannot be dissipated in time, it may cause the temperature of the discharge resistor 23 to rise too high, thereby causing thermal failure, insulation degradation, or even the risk of fire. In order to effectively manage the heat load during the discharge process, the power module of the power system of this application is provided with a heat exchange device 24. The heat exchange device 24 forms a thermal coupling with the discharge resistor 23 by means of heat conduction or convection, which can efficiently absorb and transfer the heat generated by the discharge resistor 23.

[0109] Furthermore, the heat exchange path (e.g., coolant passage) of the heat exchange device 24 is connected to the heat exchange path in the original thermal management system of the power battery 22, thereby forming a shared or collaborative thermal management loop. Under normal vehicle operation, the thermal management system (e.g., liquid cooling system) of the power battery 22 continuously regulates the temperature of the power battery 22 to maintain it within a safe operating temperature range. Under emergency power failure conditions, when the discharge circuit 21 is turned on and the power battery 22 rapidly releases electrical energy through the discharge resistor 23, the heat generated by the discharge resistor 23 can be introduced into the same cooling loop through the heat exchange device 24. The circulating cooling medium simultaneously removes the heat from both the discharge resistor 23 and the power battery 22, achieving integrated thermal management of both.

[0110] Based on this, according to the power system of this application, there is no need to set up a separate heat dissipation system for the discharge resistor 23, saving space, weight and cost, and improving system integration. Secondly, in the high heat load scenario of emergency discharge, the existing pumps, radiators, pipelines and control logic of the power battery 22 thermal management system can be fully utilized to ensure that the discharge resistor 23 can still be maintained within a safe temperature range when subjected to high power dissipation in a short period of time, which significantly improves the reliability and continuity of emergency operation. Thirdly, since the discharge process is usually accompanied by a rapid drop in the voltage of the power battery 22 and a reduction in heat generation, while the discharge resistor 23 is in a state of instantaneous high heat, dynamic balance of heat load and optimized allocation of resources can be achieved by sharing the heat exchange flow path, avoiding local overheating.

[0111] For example, when a hybrid vehicle encounters an emergency such as brake failure and triggers the emergency control module, the discharge circuit 21 is activated, and the power battery 22 begins to release electrical energy through the discharge resistor 23. At this time, although the vehicle's main control system may have partially or completely failed, the cooling pump of the power battery 22's thermal management system can be briefly started by the battery 32 in the emergency control module or an independent backup power supply, or can be maintained for a short time using the residual electrical energy in the power battery 22, ensuring that the cooling medium continues to circulate in the common heat exchange path containing the power battery 22 and the discharge resistor 23, thereby ensuring the safe completion of the discharge process.

[0112] In summary, by setting a heat exchange device 24 in the power module that is thermally coupled to the discharge resistor 23 and connected to the heat exchange flow path of the power battery 22, the power system of this application not only achieves efficient thermal management during emergency discharge, but also enhances the thermal safety redundancy of the system under extreme conditions, effectively preventing secondary faults or safety hazards caused by overheating of the discharge resistor 23, and further improving the functional safety level and engineering practicality of the whole vehicle in runaway scenarios.

[0113] According to the vehicle of this application, the vehicle is equipped with the power system of some of the above embodiments, wherein the power system includes a fuel module, an electric module, and an emergency control module. The fuel module has two independent storage chambers (i.e., the first storage chamber 101 and the second storage chamber 102) and corresponding pumping devices (i.e., the first pumping device 12 and the second pumping device 13), and achieves fuel cut-off shutdown of the internal combustion engine 100 by transferring fuel from the first storage chamber 101 to the second storage chamber 102; the electric module actively depletes the power battery 22 by using the discharge resistor 23 in the discharge circuit 21, causing the drive motor to lose power and stop; and the emergency control module directly controls the battery 32 by the emergency switch 34 to ensure that fuel isolation and power battery 22 discharge are triggered simultaneously in emergency conditions such as brake failure, so as to achieve the effect of vehicle power cut-off braking.

[0114] Furthermore, because the power system effectively solves the problem of traditional electronic control schemes being unable to reliably cut off power under extreme faults, it avoids the risks of leakage, arcing and fire caused by directly cutting off high-voltage circuits or fuel lines, significantly improving the inherent safety and emergency response reliability of the vehicle in out-of-control scenarios.

[0115] In some embodiments of this application, the power system's battery 32 is electrically connected to the vehicle's steering system.

[0116] Specifically, the battery 32 in the emergency control module not only provides power to the control switch 33 and the second pumping device 13 in emergency situations to achieve the dual power-off function of fuel isolation and power battery 22 discharge, but is also configured to supply power to the vehicle's steering system. This ensures that the steering system can continue to operate normally even when the emergency power-off operation has been triggered but the vehicle still has a certain degree of drivability, thereby guaranteeing the driver's effective control over the vehicle's direction.

[0117] For example, in some real-world scenarios, even though the driver has activated the emergency switch 34 to initiate the power cut-off process, the vehicle may not immediately and completely lose its driving force due to the following reasons: First, the volume of the second storage chamber 102 is limited and cannot fully receive all the fuel in the first storage chamber 101, resulting in some fuel remaining in the first storage chamber 101. The first pumping device 12 can still supply fuel to the internal combustion engine 100, allowing the internal combustion engine 100 to maintain operation briefly. Second, it takes a certain amount of time for the power battery 22 to release electrical energy through the discharge resistor 23. During this period, the drive motor may still output residual torque. Third, if the vehicle is traveling at high speed or on a downhill section, even if the power output has been cut off, it will still maintain a coasting state for a relatively long time due to inertia.

[0118] During such driving, if the steering system fails due to the main power supply (such as the vehicle's 12V low-voltage battery or high-voltage power battery 22) being cut off, power being depleted, or communication being interrupted, the electric power steering (EPS) function will be lost, the steering wheel operation resistance will increase significantly, and it will be almost impossible to turn, especially at low speeds, which will seriously weaken the driver's ability to avoid obstacles, change lanes, or park on the side of the road, and is very likely to cause secondary accidents.

[0119] To address the aforementioned risks, for vehicles equipped with the power system described in this application, the battery 32 in the emergency control module establishes an electrical connection with the steering system. When the emergency switch 34 is triggered and the control circuit 31 is turned on, the battery 32 supplies power to the second pumping device 13 and the control switch 33, while simultaneously providing power to the steering system's actuator (such as the power steering motor or controller), ensuring that the power steering function remains uninterrupted throughout the coasting phase and maintaining basic directional control performance.

[0120] It should be noted that this electrical connection can be achieved through a dedicated power supply line, and can be equipped with isolation diodes, normally closed relays, or power management modules to prevent the battery 32 from being drained by the steering system in non-emergency situations, ensuring that it is always in a fully charged standby state. When the vehicle is in normal operation, the steering system is powered by the main power supply, and the emergency battery 32 is in an isolated or float-charged state; it is only automatically connected to the steering system after the emergency control circuit 31 is turned on, forming an independent and reliable backup power supply path.

[0121] In summary, according to the vehicle of this application, by electrically connecting the battery 32 in the power system to the vehicle steering system, this application effectively retains the key control capabilities during the coasting phase while ensuring the ultimate goal of power cut-off of the entire vehicle, and avoids the risk of loss of control due to steering failure.

[0122] 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.

[0123] 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: A fuel module comprising: a first storage chamber (101), a second storage chamber (102), a first pumping device (12), and a second pumping device (13), wherein the first pumping device (12) is configured to pump fuel from the first storage chamber (101) to an internal combustion engine (100), and the second pumping device (13) is configured to control the flow of fuel from the first storage chamber (101) to the second storage chamber (102), and the fuel in the second storage chamber (102) is also configured to selectively flow unidirectionally to the first storage chamber (101); The power module includes a discharge circuit (21), a power battery (22), and a discharge resistor (23), wherein the power battery (22) and the discharge resistor (23) are disposed in the discharge circuit (21). An emergency control module includes: a control circuit (31), a battery (32), a control switch (33), and an emergency switch (34). The battery (32) and the control switch (33) are disposed in the control circuit (31). The emergency switch (34) is configured to control the control circuit (31) to be turned on or off. The second pumping device (13) is electrically connected to the control circuit (31). The control switch (33) is configured to turn on or off according to the control circuit (31) to control the discharge circuit (21) to turn on or off.

2. The power system according to claim 1, characterized in that, The emergency switch (34) includes: a switch control element (341), a transmission mechanism (342), and a circuit gate (343). The transmission mechanism (342) is connected between the switch control element (341) and the circuit gate (343). The circuit gate (343) is located in the control loop (31). The switch control element (341) drives the circuit gate (343) to close or open via the transmission mechanism (342).

3. The power system according to claim 1, characterized in that, The second pumping device (13) is configured to pump the fuel from the first storage chamber (101) to the second storage chamber (102), and the power system further includes a connecting valve (14) disposed between the first storage chamber (101) and the second storage chamber (102) to selectively allow fuel in the second storage chamber (102) to flow unidirectionally to the first storage chamber (101).

4. The power system according to claim 3, characterized in that, In the spatial height direction, the discharge channel of the second storage chamber (102) is higher than the return channel of the first storage chamber (101), and the connecting valve (14) connects the discharge channel and the return channel.

5. The power system according to claim 1, characterized in that, Also includes: A control switch (4) is connected to the second pumping device (13) by signal. The control switch (4) is configured to control the second pumping device (13) to switch its working state, so that the second pumping device (13) is configured to pump the fuel from the first storage chamber (101) to the second storage chamber (102), or the second pumping device (13) is also configured to pump the fuel from the second storage chamber (102) to the first storage chamber (101).

6. The power system according to any one of claims 1 to 5, characterized in that, The fuel module includes a fuel tank (11), the fuel tank (11) including a tank body (111) and a partition baffle (112), the partition baffle (112) being disposed inside the tank body (111), so that the fuel tank (11) has a first storage chamber (101) and a second storage chamber (102); or, The fuel module includes a first fuel tank (11) and a second fuel tank (11), wherein the first fuel tank (11) has a first storage chamber (101) and the second fuel tank (11) has a second storage chamber (102).

7. The power system according to any one of claims 1 to 5, characterized in that, The fuel module also includes: a first liquid level sensor (15) and a second liquid level sensor (16). The first liquid level sensor (15) is disposed in the first storage chamber (101), and the first liquid level sensor (15) is configured to detect the liquid level in the first storage chamber (101); The second liquid level sensor (16) is disposed in the second storage chamber (102) and is configured to detect the liquid level in the second storage chamber (102).

8. The power system according to any one of claims 1 to 5, characterized in that, The fuel module further includes a pressure relief valve (17) configured to regulate the pressure value inside the second storage chamber (102).

9. The power system according to any one of claims 1 to 5, characterized in that, The power module further includes a heat exchange device (24) configured to exchange heat with the discharge resistor (23); Furthermore, the heat exchange path of the heat exchange device (24) is connected to the heat exchange path of the power battery (22).

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

11. The vehicle according to claim 10, characterized in that, The battery (32) of the power system is electrically connected to the vehicle's steering system.

Images